Halcrow Group Ltd Northern Highway Corridor Study Environmentalimpact Assessment (Final Report)

HalcrowGroup Ltd NorthernHighway Corridor Study EnvironmentalImpact Assessment (FinalReport)

Public Disclosure Authorized August2001 E501 Public Disclosure Authorized Ministryof Worksand Transport Governmentof Belize Public Disclosure Authorized Public Disclosure Authorized FILECOPY

Halcrow Group Ltd Northern Highway Corridor Study EnvironmentalImpact Assessment (Final Report)

August 2001

Ministry of Works and Transport Governmentof Belize Contents

ExecutiveSummary i

I Introduction 1 1.1 Backgroundto theProject 1 1.2 ProposedProject 1 1.3 EnvironmentalImpact Assessment 2

2 EnvironmentalLegislation Framework 5 2.1 PoliticalandAdministrative Framewvork 5 2.2 ThePlanning System and Related Legislation 6 2.3 EnvironmentalLe,gislation 7 2.4 InternationalTreaties and Conventions 14

3 StudyArea 15 3.1 Locationand Setting 15 3.2 Climate 15 3.3 Hydrologyand WaterQualiy 17 3.4 Trafficand Pedestrian Safety 21 3.5 Land Useand Services 25 3.6 Geologyand Soils 27 3.7 Topographyand Landscape 28 3.8 Archaeologyand culturalheritage 28 3.9 Ecologyand Nature Conservation 28 3.10 Water-RelatedDiseases 30 3.11 EnvironmentalQualiy 31 3.12 The Coastlineand Marine Processes 32 3.13 Socio-economicConditions 33

4 ProposedProject 34 4.1 Introduction 34 4.2 HighwayDesign Criteria 35 4.3 Componentsof theScheme 37 4.4 Construction 41 4.5 Post Construction 43

5 Approachto the EIA 44 5.1 Introdciction 44 5.2 Programme 44

6 PotentialEnvironmental Effects 46 6.1 Introduction 46 6.2 ScopingPotential Environmental effects 46 6.3 Hydrologyand WaterQualiy 48 6.4 Trafficand PedestrianSafe{y 49 6.5 Land Use and Services 50 6.6 Geologyand Soils 50 6.7 Topography and Landscape 51 6.8 Archaeologyand Cultural Heritage 52 6.9 Ecologyand Nature Conservation 52 6.10 EnvironmentalQualiy 53 6.11 The Coastlineand Marine Processes 54 6.12 Socio-economicConditions 54 6.13 Do-nothing 59

7 Consultations 61 7.1 Consultationwith Governmentand Non-GovernmentOrganisations 61 7.2 Future PublicConsultation 64

8 EnvironmentalManagement Plan 65 8.1 Introduction 65 8.2 Kgy Issues 66 8.3 Ecologyand Biodiversi!y 66 8.4 Requirementsof the EMP 68 8.5 InstitutionalResponsibiliy for Implementation 68

9 Conclusionsand Recommendations 70 9.1 Introduction 70 9.2 Potentialimpacts 70 Bibliography 71

Appendices A Terms of Reference and Methodology for the EIA Study B EIA Regulations, 1995 C Press Cutting Concerning the GOB Proposed Dredging Project D Contractual Clauses E Consultation Document F Ecological Data from Surveys G Porject timeline

List of Figures 1 Location Map with flood routes 2 Land Use and Ecosystem within the study area 3 Ecosystem of Belize City Area 4 Road layout with Junction Arrangements 5 Representation of typical Cross section phase 2 6 Representation of typical Cross section phase 3

List of Plates Picture 1. Drainage entrance at Belize Ri ver near site 1.

Picture 2. Drainage entrance at Belize Ri ver near site 1 (see figure 2). Yellow markers indicate BWS potable water supply

Picture 3. Typical drainage ditch as now existing. Picture 4. Typical drainage ditch as now existing. Vegetation consisting mostly of Eleocharissp. Picture 5. Existing drain # 5. Picture 6. Location for new drain # 6. Picture'7. Existing drainage along drain # 10. Picture 8. Bella Vista linkage # 9. Only private lot that needs to be traversed for estabhlishingdrainage. Figure 9. Private shore line extention in order to gain larger lot size Picture 10. 66 ft Mangrove border along Haulover Creek in Belama Extension II. Picture 11. Mangroves along Haulover Creek Picture 12. Mangroves along Haulover Creek Picture 13. Approach to BBB, as in Status report Picture 14. Ground conditions housing subside Picture 15. Haulover bridge from status report

Abbreviations

AADT Average Annual Daily Traffic BBB Buttonwood Bay Boulevard BCIP Belize City Infrastructure Project BUIP Belize Urban Infrastructure Project BWS Belize Water Services Cm Centimetre CZMA Coastal Zone Management Authority DoA Department of Archaeology DoE Department of Environment EIA Environmental Impact Assessment EMP Environmental Management Plan ESTAP Environmental Social Technical Assistance Project GoB Government of Belize HGV Heavy Goods Vehicle IAGS Inches above what IDB Inter-American Development Bank LUA Land Utilisation Authority Masl metres above sea level MoW Mfinistry of Works NEAC National Environmental Appraisal Committee NEMO National Emergency Management Organization NGO Non-government organisation NHS National Hydrology Service Pa per annum PHB Public Health Bureau PHI Public Health Inspector SDA Special Development Area SI Statutory Instrument ToR Terms of Reference UNDP United Nations Development Project ExecutiveSummary

Introduction

In October 2000 Hurricane Keith caused substantial damage to the Northern Highway between Buttonwood Bay Boulevard and Haulover Bridge (see Figure 1) and has subsequently been repaired and resurfaced by the Ministry of Works (MoW).

The heavy rainfall and consequent flooding following Hurricane Keith caused damage and erosion to the road surface. The flooding had caused loss of material from under the road, which resulted in complete failure of the surface in many places. Furthermore, the capacity of the pipe culverts across the highway was exceeded in the Keith storm event, leading to extensive cross flooding of the carriageway.

Construction of the Northern Highway up to Haulover Bridge upgrade on the present alignment was carried out in the early 1990s. Haulover Bridge was built during the 1960s when the current highway replaced a lesser standard road which led to a ferry crossing of Haulover Creek. The paved road width is approximately 7m with shoulders, giving an overall width of between 9m to 10m.

This stretch of road is the most heavily trafficked road in Belize and as the main access into the city from the international airport and all routes north, is the first impression that tourists gain of Belize City. The road is also a main escape route from the Belize City area in the event of a hurricane.

Proposed Project

The Government of Belize (GOB) wishes to rehabilitate the standards of the Northern Highway in Belize City to at least its condition, pre Hurricane Keith, using funding from the World Bank (IRDB). Improvements will also be made to the stormwater drainage, outfalls and the carriageway levels, to prevent future flooding. GOB has commissioned Halcrow Group Ltd (Halcrow) to design the improvement works and conduct an Environmental Impact Assessment.

Doc No 19 Rev. 0 Date AuQust2001 C \DOCUME-1\wb1 50670\LOCALS-1\Temp\-7517147.doc Along its length many side accesses have been constructed to access both private property and subdivisions. Some of these subdivisions have used canals for drainage and as an amenity to the properties, for boat access from either the river or the sea. These canals can be used as outfall drains, however, unfortunately they were not planned in a structured manner and drainage corridors were not provided or maintained, this makes locating drainage outfalls both expensive and difficult.

The existing road is constructed over low lying ground that is subject to settlement under loading and is built across a natural flood route between the Haulover Creek and the sea. The land either side of the road is becoming densely populated with residential and commercial properties and land clearance continues.

The first section of road (Phase 1) from the city to Buttonwood Bay Boulevard (BBB) has been improved to a two lane highway with central median, cycleways, sidewalks and good drainage. This has proved to be successful in reducing flooding, improving traffic flows, reducing accidents and enhancing living conditions.

The proposed improvements are scheduled in a further two phases, Phase 2 from BBB to near the Biltmore Hotel, comprising a similar design as the Phase 1, whilst Phase 3 (Biltmore Hotel to Haulover Bridge) will consist of one lane each way with a central overtaking/turning lane (see section 4). The over-riding objective of the highway improvement is to ensure that the road pavement is above flood level and that both side and cross drainage will cope with the design storm event.

Environmental Impact Assessment

As part of the project design an Environmental Impact Assessment (EIA) was conducted, which was based on the requirements set out in the Belize Environment Impact Assessment Regulations, 1995, the World Bank environmental guidelines given in the Environmental Assessment Sourcebook 1991, and the consultant's best practice approach to EIAs. This document sets out the methodology, findings and recommendations from the EIA. The EIA was undertaken as the project is located near to areas of mangrove and is therefore potentially environmentally sensitive, in accordance with the Belize EIA regulations.

Doc No 19 Rev: 0 Date: August 2001 C:DOCUME-1\wb1 50670\LOCALS-1\Temp\-7517147.doc During the period from the middle of May to July 2001, the EIA study team consulted with a number of statutory and non-statutory organisations, to obtain environmental data and invite comments on the proposed project. In addition, local residents and owners of commercial properties possibly affected by the proposed project were consulted. The findings from these consultations were taken into consideration during the EIA and were fed into the project design. Prior to finalisation of the EIA, information on its findings will be presented to the consultees and the general public through a display located in a public area, at which additional comments will be invited.

Existing Environment

Study Area-

A study area was defined as a corridor either side of this three mile section of highway, sufficiently \vide to encompass any areas potentially affected by the refurbishment project (Figure 2). As the project involves refurbishment of an existing highway, the area potentially affected is limited to the improvements to the highway drainage either side of the road.

The only other areas that may be affected as a result of the project are off-site quarries, from which rock, gravel and sand will be acquired. These sources cannot be fixed at this stage, as contractually it is not possible to restrict a contractor to specific quarry sites, as he must be free to select material that is suitable (see Section 6.6).

The text below summarises very briefly some of the environmental features of the study area, with full details given in the main report.

River Net2work

A branch of the Belize River, known as the Haulover Creek flows south and then east from near the Haulover Bridge. This branch leaves the highway in a loop, before returning close to the road in the vicinity of the Phase I improvement scheme (see Figures 1 and 2).

DocNo 19 Rev.0 Date. August2001 ii C \DOCUME-1\wbl50670\LOCALS-1\Temp\-7517147.doc PostHurrcane Keith Flooding

WaterQualify

No data on general water qualityof the local area were available,but data from the Belize City Drainage Works Project (Halcrow 1999)were reviewed as a background context. In general, the surface drainage system along the Northem Highwayis not subject to the high human development pressure and pollution loadingsas central Beize City. Residencesappear to have provision for sewage storage and disposaland to date unregulated disposalof waste does not appear to be a significantissue.

TraficProblems

The observed traffic problems on the existingroad between Buttonwood Bay Boulevard and Haulover Bridge are: the absence of cycleand pedestrian facilities; parked and turning vehicleshindering the free flow of traffic; badly positioned vehicles;the frequency of junctions and crossing movements; bad overtaking causing braking and avoidance actions; and lack of consistent signingand road markings.

LivndUse in theStudj Area

The Northern Highway runs in a north-westerlydirection approximatelyparallel to the coast, before crossing the Haulover River on an iron bridge and on to the international airport at Ladyville(Figure 1). The alignment traversesa very low lying area that extends inland from the coast for severalkilometres to the west and south. This area is swampy with severallarge lagoons to the south and is dominated by mangrove species and other characteristicmarsh vegetation (Figures 1 and 5). Until the early 1980s the majority of the study area was covered in mangrove, but large areas have been progressivelycleared for urban expansion. Land has been reclaimed and raised through

Doe No 19 Rev: 0 Date: August 2001 C:\DOCUME-1\wb150670\LOCALS-1\Temp\-7517147.doc iV importation of sands and gravel, leaving only pockets of low lying land that still support mangrove or consist of marsh or oPen water.

The Government has allocated the vast majority of the land north -and south of the Northern Highway for development and the area is divided into 'lots' (see Figure 2). The residents include housing tenants, small and medium sized property owners, as well as several more prestigious developments.

E•vlogj,and -NatureConsew)ation

In the last twenty, years, the majority of the native mangrove vegetation along the corridor of the Northern Highway has been cleared and the land raised for development. The natural habitat only remains in areas that have not yet been cleared and even many of these areas have a degraded habitat due to water level change, disturbance and fragmentation. The most important stand of remaining natural vegetation lies along the western section of the Haulover Creek.

Potential Environmental Effects of the Project

ScopingPotential Environmental Effects

The evaluation of potential environmental effects during EIA should aim to be as accurate and objective as is possible, whilst providing as much detail as is available concomitant wi10ththe level of design of the project.

It must also be recognised that different projects have varying potenltial effects, some of which are generic to the project type. Thus an important element of EJA is scoping the potential environmental effects of the particular development. In viewv of the fact that this project involves rather straightforward refurbishmnent of an existing highway, w,ith no additional induced traffic, an elaborate scoping exercise has not been undertaken.

Doe No 19 Rev. 0 Date August 2001v C:\DOCUME-l\wbl 5067000CALS-1\Temp\-7517147 doe Summag of PotentialEffects

Overall, the potential environmental effects associated with the refurbishment project are minimal, with no significant impacts predicted. A brief summary is therefore presented here and detailed information can be found in the main report.

The project involves refurbishment of an existing, heavily trafficked highway, with no private land take necessary for highway works. The only land affected is associated with improvements to the surface drainage network, some of which will result in loss of small areas of mangrove following canal construction and cleaning. However, the vast majority of mangrove habitat in the study area has been cleared for development over the last twenty years and overall ecological impacts are anticipated to be relatively minor.

The Government perceives the need to construct several large canals, some of which will affect mangrove areas. At this early stage in their design it has not been possible to fully evaluate the losses to mangrove habitat, but it is envisaged that further work will seek to minimise impacts.

As with many major infrastructure projects, the potential exists to cause disturbance to local residents and road users and create pollution through spillage of material during construction. It is considered that all these can be effectively mitigated by good housekeeping and adherence to environmental clauses in the contract documents, under the supervision of the SE.

Environmental Management Plan

An Environmental Management Plan (EMP) was drawn up, the purpose of which is to set out how the project will be implemented in such a way as to ensure that the adverse impacts are mitigated as far as possible. As the potential environmental effects are relatively insignificant, and largely concern minimising damage and nuisance during construction, the EMP is a very simple document. It comprises Section 8 and some contract clauses to be adhered to by the contractor, under the supervision of the Supervising Engineer (SE).

Doc No 19 Rev: 0 Date: August 2001 C:\DOCUME-1\wb1 50670\LOCALS-1\Temp\-7517147.doc V1 cont'Iusions

From the EIA undertaken to date, the main conclusions are that the refurbishment of this section of highway will not result in significant adverse environmental impacts that can not be mitigated. One of the key factors in this conclusion is the nature of the surrounding environment, which until recent years was dominated by mangrove, but the majority of this has since been reclaimed for development. The basic work involved is one of raising the vertical alignment of the existing highway, on its present horizontal alignment, through import and placement of material. This involves no additional land take and all land lies within the ownership of the MoW.

The requisite construction stage for these works has potential to disrupt and disturb the local community and commercial ventures and to inadvertently spill fuels or other construction materials. Careful planning and execution of the construction work is recommended, as is rigorous supervision and environmental monitoring by the SE. This should avoid pollution and undue disturbance to the surrounding environment, some of which has remnant mangrove and marshy vegetation.

New drainage outfalls are required to efficiently dispose of surface water from the highway. It will be necessary to connect these to existing drains and canals, either to the river or the sea. Preliminary investigations indicate that suitable corridors can be found for this new drainage, by utilising, wherever possible, existing drains or road reserves whilst avoiding private property. Care wvillbe taken to avoid any sensitive features and full consultation will be undertaken with nearby property owners.

Careful design of the construction works will cnsure safety of all modes of traffic and pedestrians using the highway and nearby roads and works will aim to reduce disruption to the minimum necessary.

DocNo 19 Rev.0 Date. August2001 C \DOCUME-1\wbI5O670TLOCALS-1\Temp\-7517147.doc ii 1 Introduction

Li Background to the Project In October 2000 Hurricane Keith caused substantial damage to the Northern Highway between Buttonwood Bay Boulevard and Haulover Bridge (see Figure 1) and has subsequently been repaired and resurfaced by the Ministry of Works (MoW).

Construction of the Northern Highway up to Haulover Bridge upgrade on the present alignment was carried out in the e'arly 1990s. Haulover Bridge was built during the 19 60s when the current highway replaced a lesser standard road which led to a ferry crossing of Haulover Creek. The paved road width is approximately 7m with shoulders, giving an overall width of between 9m to 10m.

12 Proposed Project The Government of Belize (GOB) wishes to rehabilitate the standards of the Northern Highway in Belize City to at least its condition, pre Hurricane Keith, using funding from the World Bank. Improvements will also be made to the stormiwater drainage, outfalls and the carriageway levels, to prevent future flooding. GOB has commissioned Halcrow Group Ltd (Halcrow) to design the improvement works and conduct an Environmental Impact Assessment.

Along its length many side accesses have been constructed to access both private property and subdivisions. Some of these subdivisions have used canals for drainage

DocNo 19 Rev:0 Date: August2001 C:DOCUME-1\wb150670\LOCALS-1\Temp\-7517147.doc and as an amenity to the properties, for boat access from either the river or the sea. These canals can be used as outfall drains, however, unfortunately they were not planned in a structured manner and drainage corridors were not provided or maintained, this makes locating drainage outfalls both expensive and difficult.

1.3 Environmental ImpactAssessment 1.3.1 Scopeof the ELI As part of the project design an Environmental Impact Assessment (EIA) was conducted, which was based on the requirements set out in the Belize Environment Impact Assessment Regulations, 1995, the World Bank environmental guidelines given in the Environmental Assessment Sourcebook 1991, and the consultant's best practice approach to EIAs. This document sets out the methodology, findings and recomnmendations from the EIA. The EIA was undertaken as the project is located near to areas of mangrove and is thcrefore potentially environmentally sensitivc, in accordance with the Belize EIA regulations.

As part of the environmental baseline, which was used to evaluate potential environmental impacts, consultations have been conducted with relevant organisations, residents and interested parties. The findings from these consultations

Do No 19 Rev 0 Date August 2901 C.\DOCUME-1\wb150670\LOCALS-1\Temp\-7517147 doc 2 were taken into consideration during the EIA and were fed into the project design. Prior to finalisation of the EIA, information on its findings will be presented to the consultees and the general public through a display located in a public area, at \vhich additional comments will be invited.

1.3.2 The ELU Studj Team The EIA has been managed by Halcrow with technical inputs on ecology and nature conservation from Mr Jan Meerman, Belize Environmental Consultants Ltd. The EIA drew on information from the hydrological study conducted by Halcrow and involved considerable liaison with the engineering design team from Halcrow.

1.3.3 Constraintsto the EU- This draft final EIA is based on available data describing the existing conditions in the study area for the proposed project. Environmental data have been sought from Government and non-government organisations (NGOs) and published sources. However, there were some difficulties in obtaining data and there were some data deficiencies. Where appropriate and feasible, weaknesses in the data have been addressed by using conservative estimates or the consultant's experience. Ecological surveys were undertaken to provide additional data in the study area, in view of its proximity to the Haulover Creek and the Caribbean Sea.

1.3.4 Structureof the Report Following this introduction, the report has been structured into a further 8 sections, which are outlined below:

* Section 2 - describes the administrative and legal framework in Belize with particular reference to the environment v Sectioln 3 - provides inform-iation on the study area * Section 4 - explains the proposed improvements to this section of the Northern Highway * Section 5 - summarises the EIA methodology adopted * Section 6 - describes the potential cnvironmcntal effccts based on descriptions of construction and maintenance activities, some of which are generic * Section 7 - describes the consultation that has taken place with inter- government agencies, the public and NGOs

Doc No 19 Rev: 0 Date: August 2001 C:\DOCUME-1\wb1 50670\LOCALS-1\Temp\-7517147.doc 3 * Section 8 - outlines the proposals for an environmental management plan to ensure that the mitigation proposals are undertaken adequately * Section 9 - presents the conclusions and recommendations of the study.

A bibliography is presented after Section 9.

A copy of the terms of reference for the EIA is presented in Appendix A and the EIA Regulations for Belize are presented in Appendix B and other information is given in four subsequent appendices.

The draft EIA report has bccn prepared in 12 copies, as required by the EIA Regulations 1995, and will be sent to the Ministry for Tourism and the Environment, Department of the Environment (DoE) for circulation to the National Environment Appraisal Committee (NEAC) for comment. The draft EIA report will also be made available to the residents of Belize City, where it will be available for inspection in the Belize City library. A notice informing the public of the draft EIA will be posted in the major press.

Doc No 19 Rev: 0 Date August 2001 4 C \DOCUME-1\wb151670\LOCALS-1\Temp\-7517147.doc 2 EnvironmentalLegislation Framework

2.1 Political and Administrative Fram ework 2.1.1 The PoliticalSytem The Government of Belize is based on a bicameral system with a Governor-General representing the Queen as Head of State. There are two Houses, the House of Representatives with 28 seats and the House of Senate with eight seats. Members of the House of Representatives (also known as Area Representatives) are elected by the populace for a five year term while the members of the House of Senate are appointed by the Governor-General; Fiveon the advice of the Prime Minister; two on the advice of the leader of the opposition; and one on the advice of the Belizean Advisory Council. The leader of the majority party is appointed as Prime MIinister by the Governor-General. The Prime Minister advises the Governor-General on the appointment of Ministers who may be drawn from either House.

Following the Ministry reshuffle, announced in the Belize Gazette Extraordinary No. 45 of 7th October 1999, there are presently 17 Ministries, including the Ministry of Works, Transport, Citrus and Banana Industries, the Ministry of Natural Resources, the Environment and Industry, and the Ministry of Tourism and Youth.

The Ministry of Works (MoWX)is responsible for the construction and maintenance of bridges and roads, and land reclamation. It also has budget for drainage-related works in Belize City and other main towns, and bridges. In the latest government reshuffle, it has also taken on responsibilities for the Citrus and Banana Industries.

The Department of the Environment (DoE) is a relatively new government department, created under the 1992 Environmental Protection Act. It currently forms part of the Ministry of Natural Resources, the Environment and Industry. Under the EPA, the DoE has a wide range of functions, covering the prevention and control of environmental pollution, conservation and management of natural resources, and EIA.

The Department of Archaeology (DoA) has responsibilities regarding the conservation and protection of archaeological sites and artefacts in Belize and forms part of the Ministry of Tourism and Youth.

Doc No 19 Rev: 0 Date: August 2001 5 C:\DOCUME-1\wb150670\LOCALS-1\Temp\-7517147.doc 2.1.2 The A4dministrativeSystem The administrative centre and capital of Belize is located at Belmopan, 83 km west of Belize City, although a small number of ministry offices remain in Belize City. Belize is divided into six districts, from north to south, Corozal, Orange Walk, Belize, Cayo, Stann Creek and Toledo. The districts are used as a demarcation for most of the government's activities. However, the districts are not autonomous and cannot dictate policy, laws and other items that may affect the entire country.

The Town Boards and Belize City Council receive funds from central govemment and have powers to raise funds locally through a land tax. They are responsible for administering their own budgets and undertake activities such as the repair of roads and drains within the town boundary. Some waste disposal activities have been privatised.

2.2 The Planning System and Rela:ted Legislation There is a lack of national strategic planning in Belize, and only patchy control of land development within the country.

To date no national plan for physical development in Belize has been prepared. The Inter-American Development Bank (IDB) funded a regional planning study for southern Belize - the Environmental Social Technical Assistance Project (ESTAP) - which was linked to the Government's plans for opening up southern Belize by improving the Southern Highway.

The subdivision of land, both urban and rural, is governed by the Land Utilisation Act 1981, as amended in 1990. Under this legislation, the applicant has to make two separate applications to the Land Subdivision and Utilisation Authority (LUA), firstly for provisional approval and then for final approval. The submission for provisional approval must provide information about the applicant, the development and the site, (including informationi pertaining to drainage) and be accompanied by a map. To obtain the final approval the applicant must submit more detailed information including a survey of the plot and information on infrastructure provision. The LUA usually circulates the application to the DoE, Belize Water Services (BWS), and Land and Surveys for comment pnror to approval. For larger projccts, the DoE may require a Compliance Plan or an EIA study. The land subdivision can not be registered, and the titles to the lots awarded, until the LUA has approved the subdivision.

Doe No 19 Rev. 0 Date August 2001 C:\DOCUME-1\wb1 50670\LOCALS-1\Temp\-7517147.doc 6 Under Part II of the Land Utilisation Act, the Minister has powers inter alia to demarcate Special Development Areas (SDA) which are aimed at directing development in rural areas. A Development Plan is prepared for each SDA which sets out recommended zones and densities of permitted development. Anyone wishing to develop land within an SDA should obtain permission from the LUA.

The Department of Physical Planning does not have sufficient powers under the present Land Utilisation Act to enforce the recommended development densities and the penalties for infringements of the Act are too small to act as a deterrent. Consequently the Development Plans can only act as a guide to preferred development rather than a control on development. There are also overlaps between the Land Utilisation Act and the Housing and Town Planning Act 1957.

Planning schemes, including regional schemes, town planning schemes, re- development schemes and housing schemes, can be prepared under Part 2 of the Housing and Town Planning Act 1957. While no specific areas were declared for planning schemes within the Act, several Orders have since been promulgated under the Act to prepare town planning schemes for Belize City, Corozal, Dangriga and San Pedro.

Where projects involve the compulsory purchase of private land, there are prescribed requirements for evaluating property and calculating financial compensation to land owners. The concept of reasonable compensation for compulsory purchase is incorporated into the Constitution.

In addition to the planning regulations described above, certain projects may need to obtain licences or permits to comply with environmental legislation as outlined below.

2.3 Environmental Legislation 2.3.1 EnvironmentalProtection Act 1992 The Environmental Protection Act (No. 22 of 1992) as amended (1998) is the main legal instrument to protect the environment and control pollution. The Act establishes a Department of the Environment and grants it broad regulatory and enforcement authority for the prevention and control of environmental pollution, conservation and management of natural resources, and control of environmental impact assessment

Doc No 19 Rev: 0 Date: August 2001 Ct\DOCUME-1\wb1 50670\LOCALS-1\Temp\-7517147.doc 7 procedures. The Act also covers other issues principally the prevention and control of environmental pollution, dumping at sea, and EIA.

2.3.2 EnvironmentalImpact Assessment The Environmental Impact Assessment Regulations were brought into effect in 1995 under Statutory Instrument (SI) No. 107 of 1995. The main elements of the Regulations are summarised below.

The EIA Regulations identify those projects for which an EIA is obligatory (Schedule I projects) and those for which an EIA is discretionary (Schedule II projects). Schedule I projects include major waterworks such as dams, impoundments, alteration of river banks and shorcline, alteration of groundwater, diversion of water courses, and modification of stream flows. Schedule II projects include large scale housing developments, urban development, and canalisation or flood relief works. Guidelines for evaluating whether projects fall into Schedule II include; all applications for building in coastal areas; all applications for building near or in ecologically sensitive areas (swamps, marshes, mangrove area etc); and applications with proposed sites located in the primary flood plain of a major river or stream.

Anyone wishing to develop a project, including private individuals, and private and public agencies and institutions (except those that are exempted under these Regulations), has to obtain a ruling from the DoE as to whether an EIA is required. The developer can obtain an environmental checklist from the DoE to assist them in preparing their application. The DoE will make a decision based on the information presented as to whether an EIA is required and is to notify the developer of their decision within 30 days of receipt of the information.

Where the DoE decides that a project specified under Schedule II does not require an EIA, the developer can proceed with the undertaking, subject to any other Act or Regulation or guidelines or conditions laid down by the DoE.

If the DoE determines that an EIA is required under the Regulations, it will request one to be carried out. The Developer is responsible for drafting the Terms of Reference (ToR) for the EIA, which have to be approved by the DoE, undertaking the EIA study, and submitting a report on the results to the DoE.

DocNo 19 Rev 0 Date. August2001 C \DOCUME-1\wb150670\LOCALS-1Temp\-7517147.doc The Regulations require public consultation during the EIA process, particularly with those within or immediately adjacent to the geographical area of the development. The aims of the consultation process are to provide information to those who will be affected and to record the concerns of the local community regarding the environmental impact of the proposed undertaking. The DoE may invite written comments from interested persons concerning the EIA and may forward written comments to the developer who must respond to any pertinent questions. The procedure for public consultation is determined by the DoE.

There are requirements for notifying the public about the EIA through publishing a notice in the newspaper. This notice has to state the name of the applicant, the project, the existence of the EIA report, opportunities for viewing the report and procedures for filing comments or objections. A copy of the newspaper containing the notice has to be submitted together with the EIA report to the DoE.

The contents of the EIA report is prescribed in the Regulations. The EIA report has to be sent to the DoE for approval. The DoE has to determine whether the report complies with the ToR, determine whether any further work is required, and whether any significant harmful effects are indicated by the studies. The EIA report is then reviewed by the National Environmental Appraisal Committee (NEAC) which advises the DoE of the adequacy or otherwise of the ElA and the need for a public hearing.

NEAC is made up of nominees from all the main government ministries (Environment, Commissioner of Lands, Housing and Planning, Forestry, Fisheries, Hydrology, Archaeology, Geology and Petroleum, and Agriculture) and two non- government representatives appointed by the Minister on the recommendation of the DoE.

The DoE has to advise the developer of its decision on the development within 60 days after receipt of the completed EIA. If the EIA is found to be deficient, the developer may be required to supply further information and cannot proceed with the development during this period. Where the DoE decides that a proposal shall not proceed, the developer may appeal within 30 days to the Minister against the decision of the Department.

Doc No 19 Rev: 0 Date: August 2001 9 C:\DOCUME-1\wbl50670\LOCALS-1\Temp\-7517147.doc Anyone who supplies false data or contravenes the provisions of the Regulations commits an offence and is liable to a penalty consisting of a fine or imprisonment.

2.3.3 WildlifeProtection _Lct 1981 The Wildlife Protection Act controls hunting (meaning killing, taking or molesting of wildlife, or attempting to do so, by any method), research and trade in wildlife. It specifically protects the hunting of species listed in the Schedule, including the West Indian Manatee (Trichechusmanatus), Salt-water crocodile (Crocodylusacutus) and Morelet's crocodile (Crocodylusmoreleti), all species of sea turtles, Black Howler Monkey (Alouattapigra) and all birds with six exceptions. The Act also controls the hunting of other species of wildlife. Dealers in wildlife have to be in possession of a valid dealer's licence issued under Section 13 of the Act.

2.3.4 Forests(Protection of Mangroves)Regulations The Forests (Protection of Mangroves) Regulations, 1989, Chapter 179 of the Laws of Belize, and its amendment (1992), controls the clearance of mangroves through the issuance of a permit. The permitting system applies to both privately owned and public lands. Applicants have to complete a form and submit it to the Forestry Department. The Department has to inform the applicant of the need for additional information, omission or errors in the application and whether the application requires a permit or is exempt. Where the applicant wishes to alter an area of mangroves in excess of one acre, the Forestry Department has to place a notice in the local newspaper to that effect.

In deciding whether to grant a permit, the Department has to take account of:

* the effects of alteration of the mangrove on water quality; * whether the alteration of the mangrove is contrary to the public interest, or, where the application would significantly degrade or change the environment, whether the action would be beneficial in the larger and long term interest of the people of Belize; * the economic and environmental impacts of the project; * where the application will have significant environmental effects, any mitigation measures proposed by, or accepted by, the applicant; * the impact of projects which already exist or are under construction for which permits are already being sought; and

Doc No 19 Rev 0 Date. August 2001 C.\DOCUME-l\wb150670\LOCALS-1\Temp\-7517147 doc 10 existing or proposed national, regional and local land-use plans.

The Department may grant permits with specific conditions or variances from the provisions of the Regulation. Permits will not be granted under certain circumstances such as alteration of mangroves by chemicals, mangroves which are designated by the Department as nesting sites for a colony or conspicuous concentration of birds, and mangroves in protected areas.

Permits are not required for the alteration of mangroves for communications or other utility companies, by a licensed land surveyor in the performance of his duties, or for selective trimming of mangroves by the landowner for a property lot. There are specific requirements for the removal of plant material cut from selective trimmings and a prohibition on the use of pruning paint. The fine for not complying with the legislation is BzlOOO(US$500).

2.3.5 Other Forestg'Related Legislation There are a number of legal instruments related to forestry, including the requirement to obtain a licence where trees are cut and sold commercially and to pay royalties to the Government on timber. Royalties may be waived where the timber is reused by Government.

The main legal act is the Forestry Act (Chapter 176) which, amongst other things, provides for the setting and payment of royalties on commercial timber. The Forest Rules cover the provisions for forest licenses. These set out types of forest licence which include:

* aforest licencefor commercial scale exploitation of forests except chicle or crown gum; * aforestpermit for working forest products in a timber salvage area where the royalty value does not exceed 1O0OBz;and * apet{ permit for working forest products where the royalty value does not exceed 5OBz - this is intended for small scale, plot clearance.

The Forests (Protection of Trees) Regulations (SI 49 of 1992) prohibits the felling of certain species for lumber without a licence.

Doc No 19 Rev:0 Date: August2001 C:tDOCUME-1\wbl5o670\LOCALS-1\Temp\-7517147doc 11 2.3.6 Ancient ionuments andAntiquities Ordinance The Ancient Monuments and Antiquities Ordinance (Ch 259) governs the protection of structures more than 100 years old and artefacts over 150 years old. Under this Ordinance, ancient monuments and artefacts are vested in the Crown, with possession of sites and artefacts held under licence granted by the Minister. Anyone finding an ancient monument or artefact has to report the find to the Minister within 14 days. The Minister can decide to acquire possession of the ancient monument or antiquity in the national interest and compensate the finder. Under certain circumstances the Minister can declare land containing or adjacent to ancient monuments as an Archaeological Reserve and specify the rules governing their management.

The Minister may grant permits:

* to suitable persons or groups of persons wishing to search for, explore or excavate ancient monuments or antiquities, subject to any conditions specified in the permit (Article 1 6a); and * to any occupier to demolish an ancient monument situated on the occupier's land for agricultural or industrial reasons, subject to any conditions in the permit (Article 16b).

Anyone acting under license granted in accordance with Art. 16a who discovers an ancient monument or antiquity, has to report the find to the Minister. Similarly, anyone exercising their rights under Art. 16a who removes any ancient monument or antiquity has to report the details to the Minister within 15 days. Subject to the provisions in the Ordinance, it is illegal for anyone to damage, destroy, or disturb ancient monuments; remove any antiquity from the site, or destroy the antiquity.

The Archaeological Commissioner may direct the landowner, contractor or other person about to engage in activity which may destroy, damage, interfere with or otherwise be detrimental to an ancient monument or antiquity

* not to proceed with any operation until the Archaeological Commissioner has had an archaeological exploration carried out, and * to take, or refrain from taking action to protect the ancient monument or antiquity.

Doc No 19 Rev 0 Date August2001 12 C:\DOCUME-l\wbl5O670\LOCALS-1\Temp\-7517147doe 2.3.7 PollutionRegulations 1996 The Pollution Regulations (SI No 56 of 1996) are concerned with the control of pollutants to the air, land and water. Of particular interest to this project, are the provisions concerning airborne dust and noise abatement.

Under Part IV Section 11 no person shall cause or permit the extracting, crushing, screening, handling or conveyance of materials or other operations likely to give rise to airborne dust without taking reasonable precautions, by means of spray bars or wetting agents, to prevent particulate matter from becoming airborne. Article 12 prohibits in urban areas the burning of rubbish and other material in such a way as to cause a nuisance, or burning refuse in a commercial area instead of making provision for adequate cleaning.

Part XI of the Regulations covers noise abatement. Under the Regulations it is an offence to emit 'unreasonable noise'. The Second Schedule to the Act sets limit noise levels for given durations during the day and at night in different types of buildings.

2.3.8 Mines and Minerals (General)Re,gulations 1994 The MIinesand Minerals (General) Regulations (SI No 24 of 1994) enacts the general provisions of the Mines and Minerals Act (Cap. 183). Standard mining licences contain provisions for the preservation and protection of the natural environment in the area of the licence, and to take corrective actions to ensure that the mining activities do not adversely affect the environment. Licence conditions may include provisions to control soil erosion, avoid air and water pollution, and dispose of wastes and replant. Quarry permits contain provisions for the rehabilitation, restoration, or reforestation of any part of the quarry that may have been damaged by prospecting or mining operations.

2.3.9 PublicHealth Chapter 31 of the Laws of Belize govems public health. Areas of interest covered undcr this Chapter are buildings and privvies, drains and water supply (including rainwater), infectious diseases, mosquito destruction, sanitation and prevention of nuisances. Articles relevant to this study are

* Article 52 - permits Town Boards to construct and maintain drains to remove surface and floodwater within their jurisdicton

Doc No 19 Rev 0 Date: August2001 13 C:\DOCUME-1\wb150670\LOCALS-1\Temp\-7517147.doc * Article 53 - permits the medical health office to require householders to make drains for floodwater under certain circumstances * Article 133 - prohibits persons from causing a nuisance on their property * Article 135 - defines 'nuisance'. This includes runoff of foul or noxious water from premises, rubbish and wastewaters which facilitate the breeding of a variety of organisms which can cause harm to people or domestic animals, and waterbodies which contain mosquito larvae. * Article 137 - permits a local authority to serve notice on the author of a nuisance, including discharges of wastewater to urban drains * Article 148 - permits the medical office of health to give notice to a owner or occupier to remove and dispose of elsewhere, any unsuitable material being used for land raising.

2.4 International Treaties and Conventions Belize is a signatory to a number of international treaties and conventions, including the following, which might have a bearing on this project

Convention conceming the protection of the world cultural and natural heritage (World Heritage Convention) 1975 - Under this treaty countries can nominate sites within their territory for designation as natural and cultural sites of 'outstanding universal value'. * Convention on the International Trade in Endangered Species of Wild Fauna and Flora (CITES), September 1981 - This Convention involves prohibiEng trade in species threatened with extinction and controlling trade in endangered species and their products. * International Plant Protection Convention, May 1987 - The objectives of this Convention are to control plant pests and diseases, and their spread across national boundaries. This is achieved through regulations on the import and export of plants and plant matter. * Convention on Biological Diversity, June 1992 - This Convention promotes a rangc of actions to conscrve biological diversity through the protcction of areas, the protection of species, the control of processes which may harm biological diversity, and the need for environmental impact assessments.

Doc No 19 Rev.O Date. August2001 14 C \DOCUJME-1\wb150670\LOCALS-1\Temp\-7517147 doc 3 StudyArea

3.1 Location and Setting 3. 1.1 General Belize is located in Central America along the western shore of the Caribbean Sea, bordered by Mexico to the north and Guatemala to the west and south. The topography of the south half of the country is dominated by the Maya Mountains which rise to over 1000m. The remainder of the country consists of low lying plains, generally below 200m and characterised by a subdued relief. In many coastal areas, the plains lie barely above sea level and include numerous lagoons and creeks.

3.1.2 StudpArea A study area was defined as a corridor either side of this three mile section of highway, sufficiently wide to encompass any areas potentially affected by the refurbishment project. Essentially all that area between the Caribbean Sea and the Haulover Creek (Figure 2). As the project involves refurbishment of an existing highway, the area potentially affected is limited to the improvements to the highway drainage either side of the road.

3.2 Climate The climate of Bcize is subtropical, with high annual rainfall, pronounced wet and dry seasons, high average daily temperatures, and high relative humidity. The mean annual rainfall increases across the country from some 120 cm in Corozal to >400 cm to the south in Punta Gorda. The average annual rainfall in Belize City amounts to some 212cm, based on rainfall data for Belize Intemational Airport (period: 1960-95). The mean annual rainfall is seasonally distributed, with a pronounced wet season between June and January, followed by the dry season.

DocNo 19 Rev:0 Date: August20o0 15 C:ADOCUME-1\wb150670\LOCALS-1\Temp\-7517147 doc The prevailing winds are form the north east and east, rarely exceeding speeds of 10-15 knots. The strongest winds tend to occur from April through to August, and the lightest winds occur between September and December. There are significant diurnal differences, with stronger winds occurring during daylight hours due to thermal effects.

Belize is affected by extreme events associated with tropical storms and hurricanes originating in the Atlantic Ocean and Caribbean Sea. Data on hurricanes suggest they have an average return period of about 7.5 years, however in reality there is much variability with two hurricanes occurring in the same year and then not for 15 years. Hurricanes affect a relatively narrow width of storm track of about 100 km or less. Preliminary estimates of return periods for hurricane intensity at Belize City indicate wind speeds of 110mph for a 30 year recurrence interval and 150mph for a 100 year recurrence interval.

Tropical storms and hurricanes bring high intensity rainfall and strong winds which can cause severe flooding and damage to property, infrastructure, trees and crops. Hurricane Janet (1955) destroyed much of Corozal. Hurricane Hattie (1961) caused extenisive flooding and damage in Belize City, as a consequence of which the national political and administrative seat for Belize was moved inland to a new town Belmopan, constructed for that purpose. The country largely escaped the worst effects of Hurricane Mitch (1998), which caused a 24 hour rainfall maximum with an estimated return period of about 1:7 years. However there was extensive flooding across the country, and for several days, Belize City was flooded twice daily during high tide.

Hurricane Keith grew in strength very quickly between 29 September 2000 and 1 October 2000 as it approached the coast of Mexico and Belize. It was shown as a tropical depression early on 29 September, a tropical storm by 30 September and a category 4 hurricane on 1 October 2000. It was very slow moving and was unable to properly make landfall causing the eye to wobble up and down the coast of northern Belize. The effect was that a large amount of rain fell in the area between Belize City and Mexico. A record of the rainfall obtained from the National Meteorological Service shows that up to 32 inches (0.8 metres) of rain fell during three days in this area.

DocNo 19 Rev 0 Date: August2001 C:\DOCUME-1\wb150670\LOCALS-1\Temp\-7517147 doc 16 3.3 Hydrology and Water Quality 3.3. 1 Introduction Numerous rivers rise in the Maya Mountains and drain to the coast. The largest of these is the Macal river (also known as the Eastern Branch of the Belize River) which rises in the Maya Mountains and flows north and north-eastwards before meeting the Mopan River (Western Branch of the Belize River) which rises in Guatemala. The Belize River then flows north-eastwards to the sea discharging at Belize City.

On the coastal plains, the low slopes, subdued terrain and high rainfall result in large areas of poorly drained terrain with swamps, lakes and lagoons.

Legislation states that a reserve of approximately 20m (66ft) should be maintained alongside all permanent bodies of water. Such a reserve provides erosion protection and filters water from sediment and pollution. However, throughout much of the study area mangrove vegetation has been cleared right up to the water's edge for development and the reserve has not been recognised. This is particularly the case with development along the coast, as some residential properties have sought a cleared sea view and some have even attempted reclamation of coast to enlarge their property (see Plate 9).

The study area has a rather ad hocnetwork of drains and canals that run north and south from the highway. They are now of differing sizes and many have been severed by residential and commercial accesses, whilst others, particularly the drainage ditches, have become choked with sedges, reeds and other marshy vegetation.

The Government has been reviewing the hydrology and drainage of the area around the Northern Highway in the light of post hurricane flooding, and perceives the need to construct three large canals. These would run from the Belize River to link up with the sea under the Northern Highway (see Figure 2, notes 15, 16 and 17).

It is also understood that the Government has plans to undertake some dredging in and around the mouth of the Haulover Creek to increase its hydraulic capacity. It is believed that the work will be undertaken in three phases: (i) Access channel to Port Authority Pier; (ii) Mouth of Haulover Creek to near the swing bridge; and (iii) Mouth of the Belize River. It has not been possible to obtain further details of the project, but

DocNo 19 Rev:0 Date: August2001 17 C:\DOCUME-1\wb150670\LOCALS-1\Temp\-7517147.doc a press release is presented in Appendix C, as this proved to be the only source of further knowledge.

This project is not related to the highway refurbishment project, but it will have hydrologicaland sedimentologicalimplications, which willchange the current baseline conditions. It is not possible to determine the potential effects at this very early stage, however the scheme describedin the national press involves extensive dredging,which would possibly create large turbidity plumes in the river and nearshore areas. Such plumes would almost certainlyexceed those created during excavationof canals as part of the highwayrefurbishment project.

A hydrologicalstudy was undertaken as part of the engineeringand drainage component, primarily to calculatethe potential flow direction and volume of stormwater runoff. One of the main features was to gain an understanding of the potential cross movement of water from the river to the sea, as considerablevolumes of water traversed the highwaypost hurricane Keith.

3.3.2 RiverNet;vork A branch of the Belize River, known as the Haulover Creek flows south and then east from near the Haluover Bridge. This branch leaves the highwayin a loop, before returning close to the road in the vicinity of the Phase 1 improvement scheme (see Figures 1 and 2).

3.3.3 Data Collection The hydrologystudy included hydrometric data provided by the MeteorologicalOffice for the period during and after Hurricane Keith and from previous studies.It also took into account daily rainfall records for two stations in BelizeCity and rainfall statistics were referenced from the report on BelizeInfrastructure Needs Assessment (Halcrow, 1997). Tidal records for BelizePort were assessed,along with related hydrological studies for BelizeDistrict and other projects in the country. Further anecdotal information on flooding extents and levelswas obtained through discussionswith the MeteorologicalOffice and local residents.

3.3.4 FloodRisk Assessment Belizeis located in the Atlantic storm track and is affected by tropical storms and hurricanes, which bring high intensity rainfall, tidal surge and strong winds, and can

Doc No 19 Rev: 0 Date August 2001 C \DOCUME-1\wbl50670\LOCALS-1\Temp\-7517147.doc 18 cause widespread flooding and damage. The main season for hurricanes is August to October, with the highest incidence of occurrences in September (43%).

During the last century at least seven storms have achieved hurricane status in the general area:- the 1931 hurricane, 1961 Hattie, 1974 Fifi, 1978 Greta, 1955 Janet, 1998 Mitch and 2000 KIeith. Hattie was the severest event in Belize, while heavy rainfall during Hurricane Keith caused extensive flooding in many Belize rivers.

Stormwater drainage serving Belize City comprises a network of roadside drains discharging into a canal system, in turn discharging into Haulover Creek and/or to a sea outfall. The aim of the system is to allow the drainage of all normal runoff (i.e. excluding hurricane events) without the need for pumping. This is achieved, in spite of the low land levels and flat terrain, through providing canals of sufficient size that normal runoff does not cause intolerable rises in water level.

On the basis of previous studies, it was concluded that flood events of recurrence interval greater than 10 years would be most likely caused by tidal surge flooding associated with hurricanes. Thus a 10 year standard of flood protection was adopted in designing drainage works for Belize City, recognising the fact that under hurricane conditions there would be no protection from high sea levels. This standard is proposed for the Northern Highway.

3.3.5 River Flooding- HurricaneKeith During Hurricane Keith rainfall was significant in the arca bctween Bclize City and Mexico and led to flooding in the Belize rivers and its connecting creeks, canals and lagoons, causing severe inundation of all low-lying areas in the Belize District. The prolonged period of flooding affected many areas well after the main hurricane event.

The Meteorological Office estimates that the Keith event was equivalent to about a 1:30 to 1:40 year return period flood and interpret the method of flooding as follows:

Belize River overtopped its banks from as far upstream as Burrell Boom down to the Haulover Bridge. Out-of-bank flood flows from the Belize River eventuLallyreached the Haulover Creek via the low-lying swamp forest area between Belize River and the Burdon Canal.

Doc No 19 Rev: 0 Date: August 2001 19 Ct\DOCZUME-1\wb150670\LOCALS-1\Temp\-7517147.doc * Haulover Creek flooded into Belize City, with the main 'escape' routes for flood flows to the sea - back into Belize River at Haulover Bridge (i.e. a reverse in normal flow direction) and forward to the sea outfall in Belize City and Burdon Canal (normal flow direction). Flood flows also spilled across the Northern Highway.

Figure 1 also illustrates the flood routes for the Belize River and its floodplain areas of swamp/mangrove that extend from Belize City to beyond Burrell Boom (marked in blue shading). From this figure it is also evident that the Northern Highway and Western Highway act as a man-made barriers to floodwaters reaching the sea.

In the vicinity of the Northern Highway, the flooding in Haulover Creek rose above several low sections of the roadway. The resulting overtopping caused damage due to the erosive effects of the cross flow washing out the sub-base, fines and sealed surface, and softening of the sub-grade. High flow through a number of cross culverts caused local erosion. Table 3.1 gives details of the low sections of the Northern Highway that were inundated - road levels are indicative based on surveyed edge/centreline levels.

Location Highway Length Flooded (m) Road Levels (mIAGS) Biltmore Hotel 585 1.5 to 1.6 Bennies apartments 210 1.1 to 1.5 Bally Gardens 45 1.1 to 1.5 Musa Residence 540 1.2 to 1.5 Driftwood Bay 360 1.2 to 1.5

Table 3.1 Floodingof Northern Highwayin HurricaneKeith

Local reports indicate that the highway was typically flooded to a depth of some 0.05- 0.15m, though to a greater depth in some places, and the velocity was observed at about 1-2 m/s in places.

The flood protection works and drainage design for the project are described in Section 4.3.4.

3.3.6 Walterqualitp No data on general water quality of the local area were available, but data from the Belize City Drainage Works Project (Jlalcrow 1999) were reviewed as a background

Doc No 19 Rev 0 Date: August 2001 C \DOCUME-1kwb150670\LOCALS-1\Temp\-7517147.doc 20 context. This information indicated that in general, water and sediment quabty in the canals within Belize City were adversely affected by discharge of commercial and urban runoff and unregulated sewage and solid waste. The canals sampled were likely to be some of the worst in the surface drainage system and many of them required de-silting as they had filled up over the years with a variety of waste.

In general, the surface drainage system along the Northern Highway is not subject to the high human development pressure and pollution loadings as central Belize City. Residences appear to have provision for sewage storage and disposal and to date unregulated disposal of waste does not appear to be a significant issue. In view of the nature of the project, i.e. refurbishment of an existing, heavily trafficked highway, no additional water quality sampling was undertaken.

Water quality in the canals that are open to the sea can be expected to be good and pollution and waste was only observed in very localised ditches nearer to the Belcan roundabout.

3.3.7 Groundwater Groundwater levels, from visual inspection, lie close to the ground surface and are generally less than lm below the surface of the road. Standing water occupies many of the open drains and ditches and much of it appears to be at the same level as the water in the canals. The level in the canals to the north is contiguous with sea level and that to the south is the same as in Haulover Creek.

3.4 Traff c and Pedestrian Safety 3.4.1 TrafficProblems The observed traffic problems on the existing road between Buttonwood Bay Boulevard and Haulover Bridge are: the absence of cycle and pedestrian facilities; parked and turning vehicles hindering the free flow of traffic; badly positioned vehicles; the frequency of junctions and crossing movements; bad overtaking causing braking and avoidance actions; and lack of consistent signing and road markings.

Doc No 19 Rev. 0 Date: August 2001 21 C:\DOCUME-1\wb1 50670\LOCALS-1\Temp\-7517147.doc Data on reported traffic accidents for the last three years were collected and show that the accident statistics between the roundabout at Buttonwood Bay Blvd and Haulover Bridge, supplied by Belize Polce are as follows:

Accidents during 1999

Minor Serious [Fatal | _Total 53 19 5 77 Accidents during 2000 Minor Serious Fatal Total 48 13 1 62 Accidents during the period 1.1.01 to 31.5.01 Minor Scrious | Fatal Total 24 9 0 33 Table3.2 ReportedTraffzcAeeideflts

3.4.2 Traqic Growth All forms of traffic in Belize are increasing, boosted by economic growth in the country, which increases car ownership and business, recreational and tourist traffic. The ever-growing tourism industry has contributed particularly to the increase in traffic along the Northern Highway, which is the only route into Belize City from the international airport.

Further studies were undertaken as part of the engineering design. These included trip characteristics and highway inventory surveys to construct an up-to-date model with which future traffic behaviour within the Northern Highway area can be assessed. These surveys included manual classified counts, journey time surveys and highway inventory surveys.

Traffic counts were undertaken, which revealed the following:

Trafic Counts In order to develop the AADT calculations traffic counts were performed at Chetumal Street, Bella Vista Housing Estate, Buttonwood Bay Roundabout and the Haulover Bridge. The first three counts had a duration of 14 hours between 0600 hours and

Doc No 19 Rev 0 Date. August 2001 22 C:tDOCUME-1\wb1 50670\LOCALS-1\Temp\-7517147.doc 2000 hours, the one at Haulover Bridge being 24 hours. Journey time surveys were also undertaken on Phases 1, 2 and 3 on the road to determine average traffic speeds.

Vehicle UseForecasts The vehicle use forecasts relate to nine categories:

* five passenger vehicle types as defined by the World Bank, these being private cars, pickups, 4x4 vans, minibuses and large buses;

* four freight vehicle types, also defined by the World Bank, namely four wheel lght trucks, six wheel medium trucks, three axle heavy trucks and trucks with trailers.

The individual growth rate assumptions for these nine vehicle types are shown in Table 3.3.

Vehicle Types Period (years) Annual Growth Factors

Cars, pickups and 4x4 vans 2002-2021 5% per annum

Minibuses and large buses 2002-2010 50/0per annum

2011-2021 3% per annum

All freight vehicles 2002-2021 3.5% per annum

Source:Consultant's estimates

Table 3.3 ForecastTrafic Volumes: GrowthFactors

The growth rates presented in Table 2 have been adopted from the previous Orange Walk District Bypass Study, which demonstrated a direct relationship between population, GDP and private vehicle registration, whilst for freight vehicles GDP was the determining factor.

Doc No 19 Rev: 0 Date: August 2001 C:\DOCUME-1\wb150670\LOCALS-1 Temp\-7517147.doc 23 A summary of aggregate vehicle use forecasts for the nine vehicle types are shown in Table 3.4. These forecasts have been used for both the three lane and four lane development optons.

Year Car Pickup 4x4 van Mini Large Light Medium Heavy Truck bus bus truck truck truck 3 + 4W 6W axle trailer

Phase 2

2001(a) 1,061 775 1,151 146 109 85 73 172 30

2006 1,354 989 1,469 186 139 101 87 204 36

2011 1,728 1,262 1,875 233 174 121 103 242 43

2016 2,205 1,610 2,393 271 202 143 122 287 51

2021 2,814 2,055 3,055 314 234 170 145 341 60

Phase3

2001(a) 696 610 769 109 99 136 120 56 47

2006 888 779 981 139 126 162 142 66 56

2011 1,134 994 1,252 174 158 192 169 78 66

2016 1,447 1,269 1,598 202 183 228 201 93 78

2021 1,847 1,619 2,040 234 212 271 238 110 93

(a) Calculated from traffic counting and AADT estimates Table 3.4 ForecastAggregateIcehicle Use (thousands)

Doc No 19 Rev 0 Date August 2001 2 C:\DOCUME-1\wb1 50670\LOCALS-1\Temp\-7517147.doc 24 3.5 Land Use and Services 3.5. 1 Gereral The northern half of Belize is characterised by flat plains and palm savannahs, lagoons, coastal swamps and some inland flat areas and hills supporting tropical semi- deciduous, broadleaf forest.

Much of the natural vegetation in lowland Belize has been altered by human activities, in particular through agriculture, including widespread slash and burn under the traditional 'milpa' form of agriculture, and land clearance for urban development.

Both underground and overhead Services are present longitudinally and transversely throughout Phase 2 and Phase 3 sites- these are electric, water, telecom fibreoptic and cable, and cable television. The proposed works are designed not to affect the underground utilities ( telecom fibreoptic and water mains ) - if they are exposed then protection will be provided in agreement with the utility company. The overhead utilities will be relocated as required by the works.

3.5.2 Stady Area The Northern Highway runs in a north-westerly direction approximately parallel to the coast, before crossing the Haulover River on an iron bridge and on to the international airport at Ladyville (Figure 1). The alignment traverses a very low lying area that extends inland from the coast for several kilometres to the west and south. This area is swampy with several large lagoons to the south and is dominated by mangrove species and other characteristic marsh vegetation (Figures 1 and 5). Until the early 1980s the majority of the study area was covered in mangrove, but large areas have been progressively cleared for urban expansion. Land has been reclaimed and raised through importation of sands and gravel, leaving only pockets of low lying land that still support mangrove or consist of marsh or open water.

The Government has allocated the vast majority of the land north and south of the Northern Highway for development and the area is divided into 'lots' (see Figure 2). To the north and east of the highway most of the lots are small and intended for the construction of a single residence, but there are also several larger lots which have been developed for commercial properties. South and west of the highway the lots are predotninantly much larger and are intended for commercial usage.

Doc No 19 Rev: 0 Date: August 2001 25 C:\DOCUME-1\wb1 50670\LOCALS-I\Temp\-7517147.doc The last decade has seen extensive development for residential and commercial use, whilst others have been cleared in preparation for development and consist of bare ground. Figure 2 illustrates the land use of the study area and gives the name of many of the commercial properties, which include supermarkets, small shops, building suppliers, construction contractors, several manufacturing businesses and a few hotels and rental apartments. There are a number of large scale private residential developments, that have been, or are in the process of being sold off as individual properties, such as Bella Vista and Bally Gardens.

Some areas of housing that were developed within the last decade have subsided due to the soft ground conditions, rendering several uninhabitable, whilst others have collapsed.

There are many areas where water is retained due to the low lying nature and blockage of drains by accesses to properties that have recently been constructed.

The large mangrove area enclosed by the Haulover Creek, Northern Highway and the Belama Extensions has been identified by the Department of the Environment and NEMO (National Emergency Management Organisation) as an area that should not be further developed. The reasoning behind this is that the area is very low lving and when developed would be exceptionally vulnerable in case of a hurricane. While this recognition is there, it remains unclear whether this has ever resulted in a clear directive which will prevent development.

What is clear though is that both the DoE and the LUA (Land Utilisation Authority) consider the area as unfit for development. Construction of canals through the area (particularly canal 15, Figure 2) is therefore not to benefit future housing/development projects and also it does not appear to provide sufficient other services (storm drainage) to warrant their construction set against the mangrove destruction that will result.

Sediment/water quality disruption caused by the highway project will be minimal by comparison to the Belize City Coast dredging project (see Appendix C). This dredging project may well cause excessive disturbance of sediments in the mouth of the Haulover Creek and along the shoreline of Belize City (Tunich Nah, 1991 Belize City and Harbour Dredging Project; Environmental Impact Assessment). Therefore, any

Doc No 19 Rev 0 Date: August 2001 C:\DOCUME-1\wb150670\LOCALS-1\Temp\-7517147 doc 2-6 sediment/water quality disruption caused by the highway project would be difficult to monitor, if conducted at the same time as the dredging project. Nevertheless, the normal good housekeeping and safety procedures involving sediment traps should be implemented where appropriate.

3.6 Geology and Soils A belt of very low-lying land forms most of the coast of Belize, often not more than 0.3 to 0.6m above sea level. Mangrove swamps and lagoons are a feature of this belt. The formation of sand bars offshore has lead to the formation of lagoons, which have become filled with fine material and subsequently become mangrove swamps with significant underlying peat deposits. Bedrock is considered to underlie the swamps and it is thought that this may take the form of an earlier wave cut platform, now drowned, formed in the weathered limestone bedrock material.

The local geology of the project area is as described above, with the highest elevation of the highway not exceeding lm above sea level. From recent excavations for a water main near Bella Vista (see Figure 2) it was seen that the east side of the highway had peat and clayey peat at shallow depth generally not greater than lm. Local knowledge, borne out of the installation of piles to support buildings adjacent to the highway, suggests that there is a firm to stiff stratum at depths greater than about 5-6m, where piles have been founded.

Information from trial pits and boreholes, as part of this project, revealed the presence of peat throughout the area, with a depth varying from 4.25m near Haulover Bridge to 0.38m near Buttonwood Bay Boulevard. The peat comprises very soft dark grey to dark reddish brown, occasionally bluish green fibrous peat of high plasticity. When remoulded, the fibres readily disintegrate and form an amorphous material, indicating the peat easily smears. The peat exudes moisture when squeezed and has a strong organic odour with a hint of sulphur. The material has a high water content and is clearly highly compressible.

The extent of settlement problems due to abundance of peat extends from approximately 3.75km from the Belcan roundabout to around 6.35 kin, several hundred metres before the Haulover Bridge.

Doc No 19 Rev: 0 Date: August2001 27 C:\DOCUME-1\wb150670\LOCALS-1\Temp\-7517147.doc 3.7 Topography and Landscape The study area is very flat and low lying, as can be expected from largely reclaimed mangrove swamp. Few landscape features are in evidence, with built features dominating the local views along the highway in most places. There are some more natural views to the sea further to the north and as one approaches the Haulover Bridge the landscape is more natural, consisting of a wooded river corridor.

The poorly planned and mixed nature of the development that has occurred along the Northern Highway gives the highway corridor a rather untidy appearance. This is compounded by the pattern of land use, which includes storage and distribution and residential development, intermixed with reclaimed areas. In many places the edge of the highway has been eroded by traffic and soil loss and forms an untidy interface with bare ground or open ditches.

Only relatively short sections of more natural landscape remain along the highway, these being the mangrove and swampy areas, which interface well against the backdrop of the wooded valley along the river near the Haulover River and Creek.

3.8 Archaeology and cultural heritage Consultation with the Department of Archaeology (DoA) indicated that no records of any interest are held. As the area has been dominated by mangrove vegetation, it was historically not settled by the ancient Maya. l.ater, colonial settlements were established around the mouth of Haulover Creek. Consequently no finds of archaeological significance are expected in the project area.

3.9 Ecology and Nature Conservation 3.9. 1 Introduction Belize City was founded on the tip of a swampy peninsula. Recent expansion of the City has led to rapid clearing of much of the remaining mangroves. City expansion is still taking place and much of the mangrove stands that are currently under pressure are considered to be the "best Mangroves of Belize" (Zisman, 1994b).

The Mangroves of Belize in general and those of Belize City are relatively well documented (Furley, P. A. and J. A. Ratter. 1992; Furley, P. and D. Munro, 1993; Gray, D. A., S. A. Zisman and C. Corves. 1990; Meerman, J. C. & T. Boomsma. 1993; Zisman, S. 1992, 1994a, 1994b, 1998). Consequently the flora and faunal composition

Doc No 19 Revs 0 Date August 2001 28 C \DOCUtME-l\wbl 50670\LOCALS-1\Temp\-751 7147.doc of the project area is well understood. Fieldwork to supplement the existing data with more specific data relevant to the project was carried out in June 2001. Fieldwork also served to verify data provided by a 1996 Landsat satellite image of Belize City. Additional information is presented in Section 6, which discusses the potential ecological effects of the project.

3.9.2 Habitats and Species The flora of the project area, originally being mangrove swamp is relatively poor (Table 1 in Appendix F) but in contrast, and in spite of it's high human population density, the project area is surprisingly rich in animal life (Appendix F, Tables 2, 3 and 4). The fish fauna of the canals is exceedingly diverse. This high diversity noted is mostly due to intcnsive sampling of the St. Johns College Canals (Greenfield and Thomcrson, 1997) to the west of the project area. Salinity of the waters in the canals is expected to vary significantly. Rainfall, tidal movement and river flow will all have their effects on the salinity. At all times though the marine influence is noticeable resulting in a mixed flora and fauna.

Invertebrates are not included in the listings of Appendix F, but Meerman and Boomsma (1993, see Bibliography) list some Lepidoptera and Odonata found along Haulover Creek and Burdon Canal. Crustaceans are a conspicuous component of the canal system. Species include the fiddler crabs Uca minax and Macropipuspuber,the land crabs Cardisomaguanhumiand Ucidescordatus, and the tree crabs Aratuspisoni and Coniopsissp.

Mammals are rare in the project area with the notable exception of Raccoons (Pro5 yon lotor)and various rats. The West Indian Manatee (Trichechusmanatus) is an important component of the offshore habitat.

Of the reptiles, the Morelets Crocodile warrants specific mention. With the expansion of Belize City into Crocodile habitat, there are increasing reports of Crocodiles in the canal system. These reports have become so common that the situation is increasingly perceived as being a problem and consequently solutions to this problem are being sought.

In the last twenty years, the majority of the native mangrove vegetation along the corridor of the Northem Highway has been cleared and the land raised for development. The natural habitat only remains in areas that have not yet been cleared

Do No 19 Rev. 0 Date: August 2001 29 CADoCUME-1\wb1 50670\LOCALS-1\Temp\-7517147.doc and even many of these areas have a degraded habitat due to water level change, disturbance and fragmentation. The most important stand of remaining natural vegetation lies along the western section of the Haulover creek.

The Haulover Creek is influenced by freshwater from the Belize River. The vegetation here is dominated by tall Rhi.ophoramangle (Rhizophoraceae) showing impressive roots. Between and behind the R. manglefringe are trees like Ai)icenniagerminans (Avicenniaceae), Lagunculariaracemosa (Combretacea), Pterocarpusoff iinalis (Papilionaceae), Pachiraaquatica (Bombacaceae), Anonaglabra (Anonaceae), Cocosnucfiyra (Arecacae) and Bactrismajor (Arecaceae). Herbs and shrubs in and along the creek include (Pavoniaspicata ?) (Malvaceae), Malvaviscusarborea (Malvaceae), (Montrichardia arborescens)(Araceae), Acrostichumaureum (Polypodiaceae) and Rhabdadeniapaludosa (Apocynaceae). On open places were the Mangrove had been felled, grow aquatic plants like Typha angustifolia(Typhaceae), Phragmitescommunis (Gramineae) and (Sagittaria sp.?) (Alismataceae). In trees the epiphyte Catasetumintegerrimum (Orchidaceae) is common.

Part of the Haulover Creek is included in the Burdon Canal Nature Reserve (see Figure 3). A protected area created specifically for the benefit of protecting the mangroves near Belize City. None of the proposed new canals will affect the Burdon Canal Nature.

Most of the drainage canals that are present throughout the area have been excavated during the last two decades for drainage, material sourcing, amenity and boat access. Some of these support species typical of marshy ground or mangrove vegetation, such as red mangrove (Rhi.ophoramangle). Other sections of canal are filled with low vegetation, such as Eleocharissedges and Phragmitesreed.

3.10 Water-Related Diseases The presence of large areas of swamps close to towns and standing water around household plots can provide suitable habitats for disease vectors, including various species of mosquito which carry malaria such as Anophelessp, and Aedes egjptii, which transmits dengue. Furthermore poor sanitation conditions and pollution of ground and surface waters also potentially contribute to other types of water-borne diseases.

Doc No 19 Rev 0 Date: August 2001 C:\DOCUME-1\wb150670\LOCALS-1\Temp\-7517147.doc 30 Table 3.2 summarises cases of some communicable and notifiable diseases in Belize. The number of cases of malaria was relatively stable in the 1980s, but increased three- fold peaking in 1994 and then fell from the mid 1990s. In recent years, the large majority of cases of malaria are Plasmodiumvivax, with 3-5% of the total number of cases being Plasmodiumfaziparum.Insufficient data are available to examine trends in dengue fever, although the number of cases is low. Many of the reported cases of malaria and dengue are found in rural areas rather than in towns, where the number of cases are low as a result of preventative measures such as vector control.

Disease 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 Gastroent 3103 1899 1299 1329 1110 963 N/A 456 795 1739 1092 eritis Malaria 3353 2725 3209 3052 3036 5175 8671 10411 9413 6605 4014 D)yscnterNv 37 26 6 5 0 0 0 0 0 32 54 f Tcpatitis 94 1 75 0 77 36 0 25 64 22 13 29 Cholera 0 0 0 0 159 135 6 18 26 2

DenguRle| | ITN/A N/A N/A N/A N/A NA N/A N/A 107 (1 3(1

Table 3.2 Reported Cases of Communicable and Notifiable Diseases in Belize

Source: Ccntral Statistical Office 1998

3.11 Environmental Quality 3.11. 1 Introduction This section discusses 'environmental quality' issues within the study area in relation to air quality, dust and noise.

No data were readily available on the above parameters, but observations during site surveys indicates the following:

a Overall air quality appears good and can be expected to be within guidelines set by international bodies, such as the World Health Organisation (WHO). This is because there are no heavily polluting industries in the area, such as coal fired power stations, metal smelters and the like. Furthermore, the majority of the road vehicles are modern and in good condition, with limited, excessive emissions of particulate matter.

Doc No 19 Rev: 0 Date: August2001 C:\D0CIUME-1\wb150670\LOCALS-1\Temp\-7517147.doc 31 * The amount of dust generated by moving vehicles is considerable over the sections where the surface metalling has been lost, such as an area near the Belcan roundabout (Phase 1). Many of the access roads to and from the Northern Highway are not surfaced and are a source of dust, as are many stretches of hard shoulder which have no surface dressing. * In general the highway is very busy (see Section 3.4.2). The traffic is the major source of noise within the highway corridor, as none of the adjacent land uses are a noticeable source of noise. Noise levels increase around sections of unsurfaced road and around accesses with no surface metalling.

As the project comprises refurbishment of an existing heavily trafficked highway, no specific surveys of these parameters to obtain additional data were undertaken, as the highway is not anticipated to result in an induced increase in traffic volumes, causing a significant change in environmental quality.

3.12 The Coastline and Marine Processes The configuration of the Belize coastline varies from the semi-enclosed Chetumal Bay to the north to relatively open coastline to the south. Offshore there are over 1060 islands or cayes of varying sizes, mostly consisting of coral reefs or flats of sand or mud, lying within a barrier reef which extends the length of the country. Inshore of the barrier reef, the sea is generally shallow, particularly in Chetumal Bay and other sheltered areas. The barrier reef and shallow waters help to protect the coast from the force of storm waves.

The tides are semi-diurnal with different amplitudes between the two mean high tides and two mean low tides. The tidal range is low, with water levels normally varying by less than 40 cms between the mean upper high tide and mean lower low tide. Water levels changes are also generated by winds, which can be very significant in the case of hurricanes, creating a storm surge. Under normal conditions, wave heights are verv mild, usually under 0.5 m at Belize City. During hurricanes, wave heights may reach 5- 10 m in the open sea, but within the barrier reef are reduced to 4-6 m before breaking.

Sediment transport at the coastline tends to be dominated by wave action which, in Belize, is normally mild but persistent. Tidal currents near the shore are insignificant except near river mouths. However, a persistent southerly current exists inside the barrier reef with a velocity of about 0.5 mls. This current, combined with dominant

Doc No 19 Rev 0 Date August 2001 32 C:DQCUME-1\wbl50670kL0CALS-1\Temp\-7517147.doc winds from the north east and east, results in a general net trend for sediment transport from north to sou±i.

The main sediment source is the rivers, particularly when they are in flood. Longshore drift carries muds and silts discharged from rivers along the coast, in some areas forming deposition features such as spits and bars across smaller rivers and canals.

3.13 Socio-economic Con ditons 3.13.1 Human Settlement Much of Belize has been under more or less continuous settlement for at least 2000 years. Maya populations were established from 1000 BC, and even after the so-called Maya Collapse (800/900 AD), populations can be detected well into the historical, colonial period (post 1550). The present day population of Belize is about 249,800 (2000 estimate), of which a slightly higher proportion (115,975) live in urban areas. Population growth in Belize has been relatively steady over the last twenty years, and is expected to continue to increase at a similar rate of about 2 .7 5% pa in the near future. Features of the population include migration from rural to urban areas, and immigration from Guatemala and Mexico.

3.13.2 Study area The area around the Northern Highway represents an extension of Belize City and comprises mixed commercial and residential development (see Section 3.5). The residents include housing tenants, small and medium sized property owners, as well as several more prestigious developments.

3.1J.3 Planningand Development Land use planning is facilitated by the Lands and Survey Department, who act through, inter alia, the Land Utilisation Act 1981, which established the Land Utilisation Authority (LUA). Belize City Council (BCC) is responsible for directing and managing development within the Bcize City area.

The Government has already allocated the vast majority of the land along the Northern Highway as available for development for housing and commerce and it forms part of a corridor of urban expansion towards the international airport.

Doc No 19 Rev: 0 Date: August 2001 33 C:\DOCUME-1\wb150670\LOCALS-1\Temp\-7517147.doc 4 Proposed Project

4.1 Introduction The proposed improvements are scheduled in a further two phases, Phase 2 from Buttonwood Bay Boulevard (BBB) to near the Biltmore Hotel, comprising a similar design as the Phase 1, i.e. two lanes with central median, over a length of approximately 1 km (see Figures 1 and 6). Phase 3 (Biltmore Hotel to Haulover Bridge) will consist of one lane each way with a central safe turning lane (see Figures 1 and 7).

The over-riding objective of the highway improvement is to ensure that the road pavement is above flood level and that both side and cross drainage will cope with the design storm event (see section 4.3.4).

The objectives of the project are to:

* Provide new culverts of a capacity adequate to take design stormwater flows; * Provide side drainage that will carry water below the road's structural layers; * Ensure that design standards are uniform and accord with the road already subject to improvement; * Improve safety for drivers, pedestrians and cyclists and reduce accident risks; * Improve driver comfort; * Reduce the cost of maintenance; * Improve the maintainability of the road; * Control settlement problems; * Provide visual enhancement; * Improve traffic management; * Improve pedestrian safety and movement; * Implement traffic calming and speed control; * Propose remedial measurcs in work packages with a phased implemcntation plan that will minimise disruption, delay and nuisance to users and residents; and * Achieve the widest range of improvements yet be cost efficient and implementable.

Doc No 19 Rev: 0 Date August 2001 34 C \DOCUME-1\wb1l50670\LOCALS-1\Temp\-7517147 doc 4.2 Highway Design Criteria 4.2.1 General The existing and forecast traffic flows have been prepared for the rehabilitated scheme. The existing traffic volumes and the strategic nature of this road justify the scheme (see Section 3.4). Details of the engineering, traffic and economic study are available in separate reports. The main justification for the scheme is one of rehabilitation to enable the existing traffic levels to be conveyed with improved safety and comfort.

The design speed will be 40 mph and all accesses onto the road will have sight lines designed for this speed as a minimum. The horizontal and vertical alignments will be designed in accordance with UK standards and the vertical alignment will be above the flood level for a 1 in 10 year event.

4.2.2 Phase2 Figure 5 illustrates a typical section through Phase 2, which comprises two lanes each way of approximately 3.6m either side of a central median of between 1 and 3m width. A footpath (walkway) and cycleway run parallel, either side of the road and are separated from it by a kerb and the highway drainage is covered. Street lighting is to be provided and the median will be appropriately planted for aesthetic purposes and to reduce light penetration from oncoming drivers. Raised pedestrian crossings will be provided and signed south of the Chetumal Street Roundabout; and bus stops and laybys will be provided close to Brodies Supermarket.

The footways and cycleways have been included in Phase 2, in view of the amount of locally generated pedestrian and cycle activity along this stretch of the highway, which is driven by the density of residential and commercial properties in this location.

4.2.3 Phase3 Phase 3 runs from the Biltmore Hotel to the Haulovcr Bridge. This area is a mixture of commercial and residential property and much of the land adjoining the highway has not yet been fully developed. This section of the road is founded over the poorest ground conditions, therefore it is suggested that this stage of the works be considered as a temporary solution to introduce controlled settdement of the ground following widening, increased carriageway level and soil reinforcement. It is anticipated that the

Doc No 19 Rev: 0 Date: August 2001 C:\DOCUME-1\wb 50670\LOCALS-1\Temp\-7517147.doc 35 improvements will be made within a 5-10 year horizon, as traffic volumes further increase. A schematic layout plan is shown in Figure 4.

Figure 6 illustrates a typical section through this last phase of work, which comprises a three lane highway, the central lane of which is dedicated to safe left turning purposes. Each lane will be approximately 3.5m wide and will be flanked by a shoulder of approximately 1.0m width, whilst the turning lane will be approximately 3.Om wide.

Phase 3 was split into three options for costing purposes, namely:

Option A: This includes raising the level of both carriageways, constructng a median and new culverts and side drains, but delaying the completion of all covered drains and kerbs until settlement is largely complete (as checked by monitoring) to provide two 3.5 metre single carriageways with 3.0 metre wide shoulders for use by broken down or parked vehicles, pedestrians and cyclists.

Option B: This includes raising the level of only one (the new north bound) carriageway and using part of the existing road as the southbound carriageway separated by a median. All other works and dimensions as 'A' above. Outfall drains will be constructed to the sea only.

Option C: This includes raising and improving the existing carriageway and by introducing lane markings and carriageway painting into the area of the central lane will both control left turn movements and limit overtaking. Drainage will be to the existing side ditches but new cross culverts are necessary. Outfall drains will be constructed to the sea only.

The selected option is option C, comprising single lane each way, separated by a safe turning lane. In the future a further phase (Phase 4) could be considered, which would see dual carriageway with central median from Buttonwood Bay Boulevard to the Haulover Bridge.

4.2.4 Progressof the engineeringstuSd As of the end of July 2001, the progress of the engineering studies is as follows:

A geological site investigation for Phase 2 and 3 has been completed

Doc No 19 Rev: 0 Date August 2001 36 C \DOCUME-1\wbl50670\LOCALS-1\Temp\-7517147 doc * A detailed topographical survey for Phase 2 and 3 has been completed * The Phase 2 detailed design has been completed and draft tender documents have been prepared * Phase 3 outline designs have been completed and draft tender documents have been prepared * Hydrological survey for Phase 2 and 3 has been completed.

4.3 Components of the Scheme 4.3.1 Carriagewayand Earthworks The refurbished highway will be elevated by 0.3-0.6m above present level by building up the earth embankment using imported fill.

4.3.2 Ground Treatment In theory, there are various options available to deal with the soft ground conditions, such as:

* Removal of soft compressible ground i.e. peat and its replacement with better material; * Use a piled solution whereby loads are carried by deep foundations to stronger soils at depth; * Treatment of the ground to improve its load bearing and settlement properties; or * Do nothing to the weak subsurface materials, but use proprietary polymer grid reinforcement i.e. geogrids to form a stiffened raft which could undergo tolerable total settlement but be sufficiently stiff to limit differential settlements.

The most economic and practical method of dealing with the soft ground conditions is to use a proprietary polymer grid reinforcement system (geogrid) to form a stiffened raft that could undergo tolerable settlement but be sufficiently stiff to limit differential settlement

Doc No 19 Rev: 0 Date: August 2001 37 C\DOCUME-1\wb15i670\LOCALS-1\Temp\-7517147.doc 4.3.3 Junctions The main junctions at each end of the dual carriageway to be constructed under Phase 2 are at Buttonwood Bay Boulevard and Chetumal Street. These junctions will be roundabouts, which serve a number of purposes:

* To provide a 'U' turn facility as there are no cross-overs in the central median; * To contribute to traffic calming - they will slow the main road traffic; and * To aid traffic flow at the busier junctions.

All other junctions will be priority 'T' junctions, which will be designed to the recommended standards.

4.3.4 FloodRelief Options and Drainage The Northern Highway rehabilitation will involve raising the roadway by typically 0.3m up to 0.6m, at its low sections, noting that any further raising is not feasible due to poor ground conditions. This will prevent overtopping during an event similar to Keith, and protect the developed areas north of the Northern Highway, accepting that inundation would occur under a more severe event such as Hurricane Hattie.

Even nominal raising of the Northern Highway partially closes off a secondary flood route (Figure 1), and this is of particular concern as many developing areas in Belize City are vulnerable to flooding. Both funding and physical constraints for the rehabilitation works wvil dictate what can be achieved in terms of providing flood relief in order to offset any adverse impacts on the flood regime.

Several flood relief options were identified that would alleviate, to varying degrees, the type of flooding problems recently experienced in Belize City. The options include:

* An alternative flood route via a dedicated flood relief channel from Belize River or Haulover Creek to a new sea outfall; * A flood gate across the entrance to Haulover Creek at the Belize River; * Improved flood conveyance of the Belize River and/or Haulover Creek via dredging; * Flood relief culverts or a viaduct beneath the Northern Highway, with connections from Haulover Creek to a sea outfall; and

Doc No 19 Rev: 0 Date August 2001 38 C \DOCUME-1\wbl5D670\LOCALS-1\Temp\-7517147.doc A floodway by designing the vertical alignment of the Northern Highway with a lowered section that is protected against erosion from overtopping flows and provide drainage connections.

Only the last two options have been considered as part of the Northern Highway refurbishment. Further modelling, using Halcrow's ISIS software, allowed an indicative sizing of the cross culvert/viaduct option to pass 4Om3/s (i.e. minimum overtopping flow) beneath a 'raised' Northern Highway under flood conditions similar to Hurricane Keith. The following parameters were assumed:

* The above assumes a 2m high culvert/viaduct opening, leaving at least 0.5m cover depth to finished road level. Based on these parameters it was found that a total opening of some 15-20m2 (indicative only) is required, i.e. a total width of box culverts or viaduct of up to 10m. To pass a flow of 26Om3/s, a total width of about 50m would be required. * A floodway option as an alternative would need to extend over a distance comparable to that overtopped in Hurricane Keith, if cross flows are to match existing conditions. Any lowering of the roadway below existing levels is not recommended as this may transfer the flooding problem to other areas, and make the road impassable during even moderate flooding. * In terms of alleviating flooding, a culvert/viaduct option is more effective than a floodway, allowing cross flow during an event less severe than Hurricane Keith. For both options, a flood corridor(s) is required that would allow the 'safe' passage of flood flows from Haulover Creek across the Northern Highway to a sea outfall. 4.3.5 Drainage Drainage studies have investigated the local drainage requirements to determine what can be done to alleviate localised flooding problems, and consider possible routes for new 'northside canals' as proposed under recent drainage studies, as it may be feasible to size cross culverts accordingly. Several principles were followed, including:

* Each area of land is linked by short lengths of drain (secondary drainage) to a canal (primary drainage). The canals would allow cross flows, alleviating flooding behind the Northern Highway.

Doc No 19 Rev: 0 Date: August 2001 39 C:\DOCUME-1\wbl 50670\LOCALS-1 \Temp\t7517147.doc * The canals link Haulover Creek to the sea, utilising the small tidal level difference to drive a tidal flushing that helps to keep the canal water reasonably clean, and require periodic maintenance.

* Open, unlined canals are preferred because they are cheaper to construct, with the advantage of an indefinite life and maintenance can be carried out using excavation equipment that is widely available in Belize. * Covered and/or lined canals can be constructed where space limitations preclude the preferred approach, built under the sidewalk using reinforced block work with locally manufactured concrete blocks.

For the Northern Highway, rehabilitation works will improve the existing roadside drainage, as in places unlined roadside ditches are constricted by small culverts across the main highway, side roads and property access crossings.

The studies concluded that for an effective drainage network to serve development along the Northern Highway, west of the Buttonwood Bay area, additional canals linking Haulover Creek to a sea outfall are recommended. As the straight line distance from the Creek to the sea is typically less than lkm, a staggered canal profile would be preferred to maximise the drainage coverage, e.g. by aligning the canal along the Northern Highway parallel to Haulover Creek for a distance up to say 500m.

The final solution designed is as follows (see Figure 2 for details and canal numbers):

* Phase 2 (BBB to Chetumal Street) - maintain and improve the existing outfalls, numbers 10, 11 and 12. * Phase 3 (Chetumal Street to Haulover Bridge) - use the proposed outfall into Bella Vista entrance, but reduce the numbers of outfalls to three large outfalls, to drain each of the main flooded areas. These will have a large cross sectional area of cross culvert (approx lin 2), vhich will be directed straight into the existing large outfall canals (numbers 3, 5 and 8). Canal number 5 will need some enlargement, whilst 3 and 8 are about the correct size. The existing smaller outfalls will be retained so that they still perform a drainage function.

It is understood that the GOB are considering providing large canals from Haulover Creek to link with these three large cross culverts. However, these will not assist with land drainage in a Hurricane Keith type event (which was estimated as a 30 - 40 year

Doc No 19 Rev. 0 Date August 2001 C \DOCUME-1\wb150670\LOCALS-1\Temp\-7517147.doc 40 return event), but they may assist surface water drainage for a more normal storm event. At present the detailed engineering for this is being designed.

4.3.6 StreetFurniture Along the Phase 2 section, kerbs will be provided to improve safety for pedestrians and cyclists, whilst the much lower number of pedestrians and cyclists along the Phase 3 section will utilise the shoulder.

Street lighting will be replaced or provided to a consistent standard, as will signage and road markings. Phase 3 incorporates hatching of the central lane as a safe left turning lane.

4.4 Construction 4.4.1 ConstructionProgramme Phases 2 and 3 are likely to be awarded as separate contracts, therefore the works will involve two construction programmes. See Appendix G

4.4.2 PrincipleConstruction Activities (a) General The priority during construction will be to maintain a suitable carriageway width in each direction to allow traffic to flow as normal as possible. The height of the carriageway will need to be raised by an average of 0.5m, by building up the embankment, using the existing embankment as a base.

(b) Phase 2 Excavation of each road edge in turn will comprise the first main stage, followed by tipping and compaction of imported fill. Culverts will then be constructed, before being covered to allow cycleway and footpath construction. Connections to the existing and improved drains and canals will be made and cross drainage installed.

Landscaping works comprising planting of the median where suitable will follow the main engineering works. Trees and shrubs such as the Manilla Palm (Veitchiametilli) and Miracle Nut (Thevetiaperuviana),albeit exotics, have proven their value as median and berm plantings in Belize City.

Doc No 19 Rev: C Date: August 2001 41 C:\DOCUME-1\wbl150670\LOCALS-1\Temp\-7517147.doc Excavation of each road edge in turn will comprise the first main stage, followed by tipping and compaction of imported fill. Open ditches xvillthen be constructed and connections to the existing and improved drains and canals will be made and the cross drainage installed. Grassing of the embankments will follow the main engineering works.

4.4.3 ConstructionMaterials and Waste On each side of the road in turn, the side slopes into the existing ditches will be excavated and the majority of the material will be disposed of However, infill material is often in demand in the vicinity and it is expected that much of it will be reused locally for land raising.

Approximately 90,000 m3 of infill material need to be brought into the works. Rock and gravel will most likely be sourced from the Rockville quarry, which is an existing limestone quarry off the Western Highway. Sand will possibly be sourced from the Burrell Boom area, where extensive deposits of sand are mined, including that for the Burrell Boom Highway Upgrading project currendy under construction (where Halcrow is the Supervising Engineer).

A permit for the cutting of mangrove will be obtained. Even though much of the mangrove has been removed from the local area, the minimum width required will be cut. The material will probably be pushed to one or both sides so as to reduce damage to the mangrove habitat. Full discussions will be held with the Forestry Department prior to commencing the work and appropriate licenses will be obtained. Material not suitable for infilling will be removed off site to an appropriate licensed landfill.

4.4.4 ConstructionTrafJic Excavation and removal of unsuitable material under the carriageway and in drains, and deposition of suitable fill (sand and crushed rock) and pavement materials will generate in total approximately 9,000 trips for trucks.

4.4.5 Construction1W7orkjbrce It is anticipated that a national contractor(s) will undertake the work, using skilled workers and labourers, predoniinantly sourced locally.

Doc No 19 Rev 0 Date August 2001 C \DOCUME-1\wbl 50670\LOCALS-1\Temp\-751 7147.doc 42 4.5 Post Construction The post construction works will comprise routine inspection of the highway surface, culverts and other drainage infrastructure and maintenance of road markings and signage.

Doc No 19 Rev 0 Date August 2001 C:\DOCUME-1\wbl 50670\LOCALS-1\Tempt-7517147.doc 43 5 Approachto the EIA

5.1 Introduction The methodology for the ETA followed the Belize EIA Regulation of 1995, accepted international practice and conformed to the consultant's approach to EIA. The ETA included a number of elements, which in summary comprise:

* Confirmation of the Terms of Reference with DoE and the Ministry of Works; * Preparation of a Consultation Document; e Collection of baseline data through consultation and field surveys and observations (particularly ecology, land use and tenure, socio-economic characteristics, water quality, landscape, hydrology and flooding problems); * Establishment of any environmental constraints for the proposed improvements and the need to avoid any sensitive features; * Assessment of potential environmental effects; * Consultation with Governmental, non-governmental organisations (NGOs) and local residents, to obtain information and present findings of the EIA to the above through public displays; * Design of mitigation measures; * Compilation of an Environmental Management Plan (EMP); and * Production of the EIA Report.

5.2 Programme The EIA was conducted over an approximately eight week period, starting with a meeting with the DoE on 6th June 2001 to present and discuss the EIA methodology.

Several visits to the site were made for the purposes of:

* General site familiarisation walk over surveys; * Undertaking land use mapping of the corridor either side of the highway, noting the location and type of property; * Discussing the alignment of new drains and canals with the engineering team; * Conducting ecological surveys; * Consulting with property owners and residents who are potentially affected by the drainage improvement works; and

Do No 19 Rev 0 Date August 2001 C.\DOCUME-1Iwbl 50670LOCALS-1\Temp\-7517147.doc 44 * Gaining an appreciaton of the environmental quality of the highway corridor, to put potential impacts into context.

In parallel with the site surveys consultations were held with the organisations listed in Table 7.1 (Section 7), which also presents the feedback. To facilitate consultation and aid understanding of the type and nature of the proposed project a Consultation Document was prepared and a copy is presented in Appendix E. The figures for the Consultation Document (Figures 1, 6 and 7) are not presented to avoid repetition in this report.

Doc No 19 Rev 0 Date: August 2001 C:\DOCUME-1\wbl50670\LOCALS-1\Temp\-7517147.doc 45 6 PotentialEnvironmental Effects

6.1 Introduction This section of the report presents the findings of the assessment of the potential environmental effects associated with the proposed refurbishment of the Northern Highway. For each relevant environmental parameter, the potential impacts during the construction stage are discussed and these are followed by the potential effects during operation of the scheme, after completion of the refurbishment works.

In evaluating the potential effects of the project, no separate distinction is made between Phase 2 and 3, i.e. each is not dealt with in turn. This is in view of the similar nature of the works for Phase 2 and 3, and the fact that in the not too distant future the entire highway from Belize City to the Haulover Bridge is likely to be improved to the same standard.

It is usual practice in EIA to evaluate project options, which commonly include the 'do-nothing' option, i.e. no improvements. Due to the nature of the project, which consists of refurbishment and improvement to an existing heavily trafficked highway, no realistic alternative design options exist, apart from the do-nothing. Thus, the do- nothing option is briefly assessed to allow comparison between that and the preferred scheme.

6.2 Scoping Potential Environmental effects The evaluation of potential environmental effects during EIA should aim to be as accurate and objective as is possible, whilst providing as much detail as is available concomitant with the level of design of the project.

It Imlust also be recognised that different projects have varying potential effects, some of which are generic to the project type. Thus an important element of EIA is scoping thc potential environmental cffects of the particular development. Within the various EIA methodologies that have been produced, guidance exists in the form of checklists and matrices for certain project types, to assist in effective scoping of the EIA. In view of the fact that this project involves rather straightforward refurbishment of an existing highway, with no additional induced traffic, an elaborate scoping exercise has

Doc No 19 Rev. 0 Date August 2001 C \DOCUME-1\wbl50670\LOCALS-1\Temp\-7517147 doc 46 not been undertaken. The DoE were consulted for their guidance on scoping and EIA methodology, however, no formal comments have been received to date.

This section therefore presents the potential environmental effects that are considered relevant to the scheme and an extensive list of environmental parameters is not evaluated. Some of the environmental aspects that are not considered in detail include, for example:

* Sterilisation of mineral deposits * Planning and land use policy compliance * Agriculture * Cultural heritage * Socio-economscs * Community severance * Loss of property and compensation * Environmental quality.

In presenting the potential environmental effects, due account has been taken of the iterative process of engineering design and environmental assessment that has taken place. Thus, many 'potential' environmental effects have been avoided by aspects such as 'good housekeeping' during construction or by being taken into account during the engineering design. Therefore, the potential effects section is not an exhaustive itinerary of possible impacts, but more a refined list, based on a considered assessment of the likely potential effects. The description of potential environmental effects is followed by a summary, presented as a matrix (Table 6.1), which characterises the nature of the impacts using a qualitative scale, as follows:

* Type: adverse or beneficial * Magnitude: high, medium or low * Direct/Indirect * Duration: short, medium or long term * Avoidable * Reversible/Irreversible

Doc No 19 Rev: 0 Date: August 2001 C:\DOCUME-1\wb1 50670\LOCALS-1\Temp\-7517147.doc To avoid repetition, only where impacts are anticipated both during construction and during operation are they described separately. Elsewhere, where impacts are not anticipated they are not included in the table.

The key potential issues identified in conjunction with the World Bank during the initial scoping of the EIA included:

* Nuisance to people during construction particularly those properties within 100m of the construction sites; * Impacts on traffic during construction; * Impacts on borrow pits and quarries; * Impacts on the quality of the Haulover Creek and marine outfall areas used for drainage; * Loss of ecological habitats and impacts on any rare or endangered species; * Effect of the scheme on flooding; * Effects on any private property acquired or affected by the works, including any along new canals or drains * Visual impacts from properties where views would be affected by construction of any structures; * Noise impacts in properties within short distance of work areas; and * Safety of all pedestrian, cycle, moped and other vehicular users during both construction and operational phases of the highway and drainage canals.

The World Bank Mission of 27-30 June 2001 reviewed a preliminary draft of the EIA Report and concurred with the findings at that time. The Mission also recommended that the large canals that GOB perceived the need for, required to be considered as part of the EIA. Furthermore, they requested that the proposed GOB dredging project should be noted in the EIA, even though it was not connected to this highway refurbishment project.

63 Hydrology and Water Quality 6.3.1 Durin,gConstruction The scheme is not anticipated to result in gross changes to hydrology or drainage in the local area, as the highway which functions as an existing 'constriction' to overland flow during extreme events is already in existence. Hydrological modelling has indicated that two solutions could be provided, the first a lowered section of road to allow floods to cross, or culverts under the road to allow water to pass.

Doc No 19 Rev: 0 Date August 2001 C \DOCUME-1lwbl 50670\LOCALS-1\Temp\-7517147 doc Water quality is only potentially altered during the construction stage, in which soil and accumulated sediments will be disturbed by earth moving and canal excavation and there is the risk of spillage of oils, fuels or cementitious material. These potential impacts can be effectively mitigated by the incorporation of good housekeeping clauses in the contract documents for construction, combined with good site supervision. The experience from several large scale projects in Belize over recent years has demonstrated this approach to be effective. A list of clauses is presented in Appendix D and will be overseen by the Supervising Engineer (SE).

In addition, Working Method Statements will be requested from the contractor for all operations in sensitive environments, such as near water, to ensure the SE is in agrecmcnt with the works prior to commcncement and thcy conform to agreed standards.

6.3.2 During Operation No adverse impacts are anticipated during operation of the road, as floodwaters from extreme events should pass through the culverts. As regards water quality, the threat always remains concerning contamination of surface and groundwater from the spillage of fuels or chemicals being transported. These are often addressed by installation of oil/water separators or fuel containment devices, however there is no precedent for the installation of this particular infrastructure in Belize and as such none will be provided.

All ditches and culverts will be designed to flow freely, to avoid stagnation, which could otherwise increase disease vectors, such as mosquitoes.

6.4 Traffic and Pedestrian Safety 6.4.1 During Construction A key requirement of the civil engineering contract is for the provision of safety for traffic and pedestrians and there are specific clauses in the contract documentation for these to bc providcd by the contractor. All works will follow best practice guidelines and procedures, as currently undertaken on other highway projects, including the Southern Highway and Burrell Boom Upgrading scheme. Where necessary, traffic management will be provided to reduce pedestrian/vehicle conflict to ensure safety.

Doc No 19 Rev 0 Date. August 2001 C:\DOCCUME-1\wbl 50670\LOCALS-1\Temp\-7517147.doc Current practice includes aspects such as fencing off of all deep excavations and fencing of all work areas during the night and periods of non working.

6.4.2 During Operation A fundamental feature of the refurbished highway is to provide a safer road, which not only offers improved driver safety and comfort, but provides enhanced conditions for pedestrians and cyclists through dedicated lanes (Phase 2) and hard shoulders (Phase 3). The project will therefore have a beneficial effect on road user and pedestrian safety and it is anticipated that the accident statistics (Section 3.4.1) will be much improved.

6.5 Land Use and Services 6.5.1 During Construction From inspection of the area, there appears to be no shortage of suitable reclaimed land or storage yards that could accommodate a contractor's compound. Any services that require relocating will be the responsibility of the contractor and will be restored in accordance with current regulations.

The Belize Water Services (BWS) potable water main runs parallel to the road on the eastem side and will need to be accommodated during construction, to avoid damage to this important utility.

6.5.2 During Operation All land is within the existing highway boundary and therefore under the ownership of the MoW. Thus no private or common land is required to be purchased for the highway rehabilitation work. Drainage improvements have sought to utilise road and drainage reserves and other corridors and no private land will be affected.

6.6 Geology and Soils 6.6.1 During Construction The sources for the required gravels and sands cannot be established until after award of contract and selection by the contractor. This document suggests that the established Gracy Rock quarry will be the source of gravel and the Burrell Boom area as a source of sand, but ultimately the choice of sand and gravel is left to the contractor. It is therefore impossible to assess the potentially adverse environmental impacts with any degree of certainty, albeit one can comment on some of the generic impacts.

Doc No 19 Rev. 0 Date August 2001 50 C \DOCUME-1\wb150670\LOCALS-1\Temp\-7517147.doc The Gracy Rock quarry is a long established source of limestone rock for construction purposes and as such has good road infrastructure and tried and tested working procedures, that have proved acceptable to the planning authorities to date. It is assumed therefore that the use of this quarry for rock sourcing for the project will not result in significant adverse environmental effects.

In view of the possibility that the Burrell Boom area may be a source of sand, several sand mining areas were visited during early June 2001. Many of these sites had or were being used for extraction to supply the ongoing Burrell Boom Highway road rehabilitation project. From the visit it was possible to identify some of the generic adverse impacts and make recommendations to the current SE for ameliorating these by improved practices, such as shaping of excavations following material winning. It was suggested that there were opportunities for enhancing the remaining habitat and aesthetic value, within this dry savannah landscape. As it is likely that the same SE will be appointed for the Northern Highway project, it is envisaged that some of the potential adverse effects of sand mining practices can be reduced.

6.6.2 Duinng Operation No particularly adverse effects are anticipated.

6. 7 Topography and Landscape 6.7.1 During Construction There will be no significant changes, other than some relatively minor visual intrusion associated with the construction plant and earthworks. These are not anticipated to be excessive given the urban setting and nature of the land use.

6.7.2 During Operation No effects are anticipated, as the very minor raising of the highway will have an insignificant effect on topography and landscape. The highway refurbishment represents an opportunity to improve some of the existing, untidy landscape features and the landscape planting should also improve matters.

Doc No 19 Rev: 0 Date: August 2001 51 C \DOCUME-1\wb1 50670\LOCALS-1\Temp\-75171 47.doc 6.8 Archaeology and Cultural Heritage 6.8.1 During Construction In view of the nature of the project, and the recent reclamation of the area from mangrove swamp, no adverse effects are anticipated either during construction or operation.

6.9 Ecologyand Nature Conservation 6.9.1 During Construction The proposed project comprises refurbishment of an existing road in an urbanised setting. The area along this road was dense mangrove forest until very recently, but city expansion in the last two decades has changed the situation drastically. Consequently, the actual highway works will lead to absolutely minimal impact on natural ecosystems, as the ecological study found that no habitat needs to be cleared or altered to achieve the refurbishment. Any potential impacts will be secondary, through runoff or increased noise.

The existing drainage network needs to be widened, or cleared out and some new drainage canals need to be constructed. 'T'he most significant potential impact will be associated with the drainage works, especially since some of the proposed drainage canals are routed through some remnant stands of "natural" vegetation.

This "natural" vegetation along the highway is largely altered and does in no way resemble the original mangrove forest that occurred here less than a few decades ago. Only away from the highway, towards the Haulover Creek is this original mangrove forest still largely intact (see Figure 2). The altered vegetation encountered at most of the other sites consists mostly of reeds (Phra,gmitescommunis, Typha domninguensis, Eleocharismutata, Eleocharisspp.), and some mangrove. In some places, the weedy Water-hyacinth Eichorniacrassjpes and Ipomoeaaquatica are abundant. The latter indicate a more or less permanently inundated but stagnant condition.

At all sites inspected, the proposed drainage system does not affect any significant or viable habitat, as all sites are strictly urban, even at site 2, where there is still a sizeable patch of mangrove. This patch is intended for development in the near future and attempts to conserve this mangrove patch are not realistic.

Doc No 19 Rev 0 Date: August 2001 2 CADOCUME-1\wbl 50670\LOCALS-1\Temp\-7517147.doc 52 Liaisons will take place with the Forestry Department over the requisite license for cutting of mangrove by the contractor.

An overview of all the existing and proposed drainage works is presented in Figure 2, which also includes a description of each site (numbering follows numbering on the map):

6.9.2 During Operation No particular adverse effects are anticipated, in view of the already heavily trafficked nature of the highway. Recent research in Europe has shown that roads can have a detrimental effect on small mammal populations in certain areas. However, there are no particularly rare or notable mammals in the study area that could be at increased risk of road casualty, therefore no animal-proof fencing or other mitigation is warranted.

6.10 Environmental Quality 6. 10.1 During Construction The earthworks and placing and handling of rock, gravel, sand and wearing course fabrication during construction all have the potential to cause excessive noise and dust, reduce air quality and create nuisance through vibration and disruption.

The land use adjacent to the highway is mixed commercial and residential and as such can be considered reasonably sensitive to such disturbance and particular residential properties very close to the road represent sensitive receptors. When putting these elements into perspective, the existing highway corridor is very heavily trafficked and many of the accesses, and some sections of the highway are without surface metalling and are a considerable source of noise, vibration and dust.

It is envisaged that the works, per se, can be undertaken without causing significant environmental and social impacts. In reality, the issue centres on the control of emissions and the scheduling of work elements to limits that are within agreed tolerances. From the many large scale infrastructurc projects in Bcizc, contractual clauses have been developed to control and manage construction related nuisance and these form part of the contract documentation (see Appendix D). It is largely the responsibility of the SE to ensure that the contractor adheres to the working

Doc No 19 Rev: 0 Date: August 2001 53 C:\DOCUME-1\wbl 50670\LOCALS-1\Temp\-7517147.doc arrangements specified in the contract, to ensure the work is conducted in an acceptable manner (see also Section 8).

6.10.2 During Operation Following refurbishment, there will be immediate improvements to driving conditions, resulting in better traffic flow, with less stop-start and hard braking movements. This improved traffic flow will result in reductions in noise and air pollution.

6.11 The Coastline and Marine Processes 6. 11.1 During Construction The improvements to the drainage system to accommodate higher surface flows will involve clearing out or construction of several canals, which drain northwards into the sea. The only works near the coastline will be to ensure that the canals drain efficiently into the sea. As such, there are no anticipated significant adverse effects, other than perhaps small increases in siltation during construction and following heavy rainfall events.

However, these potential increases in siltation can be expected to be far less than those that may result from the GOB dredging project mentioned in Section 3 and Appendix C. Nonetheless, the SE will ensure strict observance of the contractual clauses by the contractor during construction.

6.12 Socio-economic Conditions 6.12. 1 During Construction The extensive works during construction have potential to cause disruption and disturbance to road users, the local community, businesses and local residents. Through careful phasing of the work and liaison with the SE and local residents, disturbance will be kept to a miniimum. The EMP contains a requirement for the contractor to conduct liaison with the local community prior to commencing each major phase of the works.

The SE will have a particularly important role in coordinating the \vork of the contractor. The key steps will be:

* Construction programming to maintain access to properties at all times; * Adequate prior information to the people affected by construction;

Doc No 19 Rev. O Date August 2001 C:\DOCUME-1\wb150670\LOCALS-1\Temp\-7517147doc 54 * Supervision to ensure the programme is implemented or that any necessary deviations from it are properly planned; * Inclusion in the specification of full provision for the care of private property and the prompt making good of any damage that does occur; and * Good supervision that ensures that the contractors respond appropriately and promptly to any complaint.

6.12.2 During Operation Only beneficial effects are envisaged following project implementation, linked to better, safer access for all road users and pedestrians.

Doc No 19 Rev: 0 Date: August2001 55 C:\DOCUME-1\wb150670\LOCALS-1\Temp\-751 7147.doc Parameter Potential Impact During Evaluation of the Potential Impact Construction/ Operation Type +/- Magnitude Direct/ Duration Avoidable Irreversible

Neutral Indirect

Air quality Pollution through Construction L D St Y N vehicles Operation + L D Lt N/A N/A

Dust generation Construction L D St Y N

Operation L D St Y Y

Topography Alteration Operation Neutral MIinor raising vertical alignment of road

Soils and geology Soil compaction Construction L D L Y Y

Hydrology and water Changes to flood plain Construction L D L N N quality hydrology ______Operation L D L Y N

Terrestrial Ecology and Severance Construction Neutral Habitats already severed by existing road nature conservation Habitat loss Construction L D Lt N Y

Operation Neutral

Doe No 19 Rev: 0 Date: August 2001 56 C:\DOCUME-1\wb150670\LOCALS-1\Temp\-7517147 doc Parameter Potential Impact During Evaluation of the Potential Impact Construction/Operation Type +/- Magnitude Direct/ Duration Avoidable Irreversible

Neutral Indirect

Fisheries and aquatic Habitat loss Construction/Operation L D Lt N Y ecology Small loss of wetland during canal construction, but new wetland area created by new canals

Pollution effects Construction/Operation | L D Lt YN

Pollution prevention required during construction. During operation, highway runoff effects minimal.

Fnvironmental legislation Compliance Policies complied with during construction - minimal mangrove clearance. No policies and policy contravened during operation.

Socio-economic and Effect on land use + 1M 1D |Lt |N/A N/A community impacts l l l l l Improved, safer road will facilitate development planned by Govemment.

Disruption to business L Ind St N N and property access

Disturbance L D St N N

Social welfare Effect on L Ind St N N

.______hlivelihood/incolmie

Doc No 19 Rev: 0 Date: August 2001 57 C:\DOCUME-1\wb1 50670\LOCALS-1\Temp\-7517147.doc Parameter Potential Impact During Evaluation of the Potential Impact Construction/Operation Type +/- Magnitude Direct/ Duration Avoidable Irreversible

Neutral Indirect

livelihood/income Careful phasing of work during construction will limit disruption to community.

Agriculture Loss of land No loss of agricultural land

Landscape and visual Reduction in L D Lt N y quality landscape value or l l_l_l I visual quality Slight elevation of road will have minimal impact on landscape. Can be offset by planting where possible.

Traffic Disruption to traffic Construction L D St Y N flow

Cultural heritage Loss of heritage and Constructon L D Lt N Y features

L - Low D - Direct St - Short Term N-No WI- Mfedium Ind - Indirect Lt - Long Term Y-Yes H-High N/A - Not Applicable

Table 6. 1 PotentialEnvironmental Effjects

Doc No 19 Rev 0 Date August 2001 58 C tDOCUME-1twb1S0670 LOCALS-t\Tempt-7517147 doc 6.13 Do-nothing 6. 13.1 Introduction This option would consist of no refurbishment or improvement works, thus the highway's vertical alignment would remain and it would be vulnerable to flooding, as occurred in a Hurricane Keith type event. The following text briefly evaluates the environmental implications of a do-nothing option.

6.13.2 Htdrologvand Water_Qua/i No direct changes would be made to the drainage system. However, without maintenance, the vegetation growth would increasc and impedc drainage further. Large volumes of flood water following heavy rainfall would either cause overland flow and soil erosion or mobilise silts within the drainage network and cause heavy siltation in the nearshore zone.

6.13.3 Trafficand PedestrianSafety The accident statistics for the road can be expected to deteriorate further, as the highway condition deteriorates with time, following its repair by MoW post Hurricane Keith. Continued traffic growth will compound the problems and may reach unacceptable levels of safety and efficiency.

6.13.4 Land Use and Services The basic pattern of land use and its further development will continue, but will not benefit from improvements to access and safety associated with the refurbishment project.

6.13.5 Geologyand Soils There will largely be no change.

6.13.6 Topographyand Landscape No change will be made to the highway elevation, but opportunities to improve the appearance of the highway corridor will not be realised.

6.13.7 Archaeologyand Cultural Heritage There will largely be no change.

Doc No 19 Rev: 0 Date: August 2001 59 C:\DOCUME-1\wbl50670\LOCALS-1\Temp\-7517147.duc 6.13.8 Ecologyand INTatureConseration The prediction of change is not readily definable, as whilst no new canals will be constructed, mangrove may continue to be cleared for development, which currently represents the major adverse impact for ecology. On balance though, there will be less damage to ecological features by implementing the do-nothing approach.

6. 13.9 EnvironmentalQual/ep The inefficient traffic flows will continue to be a source of increased dust and air pollution, due to the stop-start characteristics involving hard braking, acceleration and congestion. Indeed, the World Bank Mission of June 2001 specifically mentioned the current poor traffic management and congestion.

6.13.10 The Coastlineand Marine Processes There will largely be no change.

6.13. 11 Socio-economicConditions The main socio-economic conditions will remain the same, but will be hampered by a deteriorating road surface and a road that has poor safety standards. Furthermore, the road and surrounding infrastructure will remain vulnerable to a Hurricane Keith type event.

Doc No 19 Rev 0 Date August 2001 C \DDCUME-1lwbl5o670nLOCALS-1\Temp\-7517147 doc 60 7 Consultations

7.1 Consultation with Government andNon-Government Organisations During the period from the middle of May to July 2001, the EIA study team consulted with a number of statutory and non-statutory organisations, to obtain environmental data and invite comments on the proposed project. In addition, local residents and owners of commercial properties possibly affected by the proposed project were consulted.

A summary of the main issues arising from these meetings and the actions taken is presented in Table 7.1 below.

Doc No 19 Rev: 0 Date: August 2001 C:\DOCUME-1\wb1 50670\LOCALS-1\Temp\-7517147.doc 61 No. Organisation & Contact Details Attendance Concerns & Comments Action Taken Ministry of Public Utilities J Meerman No comments Delsey L.otis 08-22817 utilities(@btl.net_ Director Janet Gibson J Meerman 1. Ensure the minimum clearance 1. iAddressed in the EMP. Clauses in the Coastal Zof mangrove in the area; contract documents for construction Coastal Zone Management Institute require mninimnumclearance of GEF/UNDP CZM Project 2. Measures be taken to ensure that . eth drainage outfalls do not pose mangrove during installation of drains Street athredaingtoumntfals dohnt pose and canals. Method statement for P.O.BeP.O. Box oxeCit, 1884, BELIZE 8 St.cMarkmStaSt. Mark threat to manatees that are working requested in returned tenders. Belize City, BELIZEt common in the area; Sue.sn Enierwl.oio l , , ~~~~~~~~~~~~~~~~~~~~~~SupervisingEngineer will monitor all Tel: 501-2-35739 3. Run-off of sediment from the works in mangrove areas. Fax: 501-2-35738 road works is kept to a 2. All works for drains and canals are minimum to protect the quality limited to the landward side of the sea [email protected] of the coastal waters. rited and wardnot of th or river and should not interfere with manatee habitat. New drainage simply connects the surface drainage to the existing network. 3. Clauses in the contract documents require litniting sediment discharge into drainage network through careful material handling and the use of sediment traps. Works to be monitored by Supervising Engineer.

Department of the Environment J Meerman The project should consider In comparison to the existing situation, EIA specialist Carlos Guerra A Huckbody whether the drainage works would additional sediment only potentially attribute to siltation of the generated during the construction stage. 08-22816 Haulover Creek and or mouth of Clauses in the contract documents require envirode. tQbtl.ne the Belize River. In this context, limiting sediment discharge into drainage Mr. Guerra mentioned that GOB network through careful material handling is planning a wide scale dredging and the use of sediment traps. Works to be effort to open the port and mouth monitored by Supervising Engineer.

Doc No 19 Rev 0 Date August 2001 62 C.\DOCUME-l\wb150670\LOCALS-1\Temp\-7517147 doc No. Organisation & Contact Details Attendance Concerns & Comments Action Taken of the Haulover Creek. Ministry of Planning and Housing J Meerman No comments Chief Engineer Mr. Rosado Tel 02-70402 Fax 02-32601 Ministry of Human Development J Meerman No comments Minister Balderamos Garcia 08-22161 mhd(,bt1.net Conservation Department J Meerman No comments Conservation manager Natalie Rosado 08-22079 conservationdivision()vahoo.com Belize Audubon Society J Meerman No Comments Advocacy coordinator Nimi Herrera 02-34987 base@ bd.net

Table 7.1 Detailr of Conlsulations

Doc No 19 Rev: 0 Date: August 2001 63 C:\DOCUME-t\wbl50670\LOCALS-1\Temp\-7517147.doc 7.2 Future Public Consultation The EIA will be submitted to the MoW and DoE for approval. At the same time a copy of the EIA report will be placed on deposit at the Town Hall in Belize City for inspection by the BCC and local residents. An announcement will be made in the press, in compliance with the Belizean EIA Regulations. This will invite the BCC and residents to comment on the drainage proposals and the EIA. The EIA report will be revised if necessary in the light of comments received from NEAC, the BCC and the general public.

DocNo 19 Rev 0 Date: August2001 64 C \DOCUME-1wobl50670\LOCALS-1\Temp\-7517147 doc 8 EnvironmentalManagement Plan

8.1 Introduction The purpose of the Environmental Management Plan (EMP) is to set out how the project will be implemented in such a way as to ensure that the adverse impacts are mitigated as far as possible. The following text summarises the main issues which have been identified in the EIA. This is followed by a description of the programme for the implementation of the EMP, consisting of the key components of the EMP and institutional responsibilities.

The structure and content of EMPs differs in relation to the project type, nature and predicted environmental effects. As cited above, the main priority of the EMP is to 'bridge the gap' between the EIA report and the construction and maintenance of the project, to ensure that the requisite mitigation is carried out to ensure an environmentally acceptable project.

In this instance, the project comprises improvements to an existing highway that is heavily trafficked. The proposed works do not involve extensive new land acquisition or large changes to land use, as the design dimensions are very similar to those of the existing highway. Apart from the acquisition of construction materials and the temporary establishment of contractor's compounds, the only 'off site' works are associated with stretches of new canals and drains, that will link to existing canals to drain the highway surface.

Therefore much of the EMP concentrates on minimising potential adverse effects during the construction phase. In reality many of the potential adverse effects can be successfully mitigated by good housekeeping clauses in the civil engineering contract documentation, combined with efficient monitoring and supervision by the SE.

The EMP is therefore a relatively simple document that is overseen by the MoW, under the daily supervision of the SE. In view of the nature of the project, there are no real institutional issues or weaknesses that need addressing, other than perhaps maintenance of the drainage network; although there is little evidence of current maintenance. The ELMPtherefore comprises this section of the EIA report and the

Doc No 19 Rev: 0 Date: August 2001 65 C:\DOCUME-1\wbl 50670\LOCALS-1\Temp\-7517147.doc contractual clauses in Appendix D, albeit these clauses already form part of the contract documentation for construction.

In the course of undertaking this EIA the team has become aware of some wider issues, such as the continued drainage and development of the corridor up to the Haulover Bridge. Consultation with the DoE revealed the GOB plans to dredge areas of the river near Haulover Bridge to increase the hydraulic capacity. The extent of design or environmental assessment of these proposals has not been established, but the scheme is likely to have potential environmental effects on ecology and biodiversity, as, inleralia, manatees are known to frequent the area.

8.2 Key Issues 8.2. 1 Constructionnuisance Construction of the drains and canals will cause some nuisances to residents, pedestrians, and other road users. Construction will also have an effect on the areas of mangrove through which new canals ,vill be excavated, as well as within existing drains that require clearing out. Many of these impacts can be reduced through 'good housekeeping' measures. These measures can be implemented by clauses in the contract documents, as referred to above. Several comprehensive good housekeeping clauses have been developed for recent construction projects in Belize, which include those for Belize City Drainage Works, Belize Urban Drainage Project and Orange Town Walk Bypass. In view of this, these clauses have been reviewed and minor amendments made and they will form part of the construction contract documentation, thereby ensuring significant adverse impacts will not occur.

Contractors will need to ensure sufficient allocation in their bid to implement these mitigation measures, and would be contractually required to abide by these clauses (Appendix D). The SE would be responsible for ensuring that the environmental clauses in the contract documents are implemented.

8.3 Ecology and Biodiversity The ecological surveys have shown that the proposed drainage schemes will impact directly upon several areas of mangrove habitat. The potential impact of highway runoff is considered negligible during operation of the highway following improvement works.

Doc No 19 Rev 0 Date August 2001 66 C:tDOCUME-1\wb15O67OXLOCALS-1\Templ-7517147doc Mangroves are a globally threatened habitat. One consequence of this is that developments funded by International Funding Institutions are likely to come under close scrutiny both within the IFIs and from international NGOs, regardless of the area affected and the extent of the habitat within a given country.

In Belize mangroves are well represented, covering an estimated 296 square miles or 3.4% of the land area, and the ecological integrity of Belize's mangroves is thought to be very good (CZMP 1995). The protection of mangroves in Belize is controlled through the system of protected areas, permitting for land clearance, and the EIA system. Under the Forests (Protection of Mangroves) Regulation 1989 and its amendment (see Section 2), developers have to apply to the Forestry Department for a permit to clear mangroves.

Notwithstanding, the above mangroves are coming under increasing pressure particularly from land clearance for urban development. Much of this is done illegally, without obtaining permits or going through the EIA system. Furthermore, monitoring and controlling mangrove clearance is difficult given the large areas involved, the local scale of much clearance, the low penalties for mangrove clearance (US$500), the poor history of enforcement of penalties, and limited staffing at the Forestry Department.

The CZIvIP (1995) puts forward recommendations for managing mangroves covering (i) improved enforcement of existing mangrove regulations, (ii) finalising and adopting amendments to the legislation, (iii) designating proposed protected areas and assessing the feasibility of protecting other recommended sites, (iv) continue planning initiatives to zone important mangrove areas for protection, (v) carry out survey work and research in poorly known mangrove areas, (vi) continue with public awareness campaigns, and (vi) encourage accession to the Ramsar Convention and nomination of wetland sites that are important for mangroves, such as Tumeffe Atoll.

Clearance of the mangroves around the Northern Highway continues, as all the land has been allocated for development, as Belize City expands northwards. There is a legal requirement to maintain a 66' (about 20 m) buffer of woodland along waterways. However, it is not clear whether new canal linkages would count as a waterway, and if so, whether the buffer would be measured from the water's edge, or the edge of the embankments. However, much of the development has occurred up to the water's edge, without observing any buffer zone and it is likely that this situation will prevail.

Doc No 19 Rev: 0 Date: August 2001 67 C:DOCUME-1\wb1 50670\LOCALS-1\Temp\-75171 47.doc 8.4 lRequirements of the EMP The EMP consists of activities to be undertaken by the SE during the construction of the highway project. The activities consist of the day-to-day monitoring of the contractors by the SE, with an emphasis on environmental responsibility.

8.5 Institutional Responsibility for Implementation Overall responsibility for the implementation of the Environmental Management Plan lies with the MoW, Project Execution Unit, with daily supervision by the SE.

It is understood that the MoW will award the construction project to national construction companies. Invitations to tender will include details of the environmental mitigation work required to be undcrtaken by the contractor. Once the contract is awarded, the contractor will be responsible for constructing the works as specified in accordance with all the mitigation and good housekeeping measures listed in the contract documents.

The SE will be responsible for ensuring that the works are constructed according to the detailed design specifications, and that the contractor adheres to all the requirements in the contract documents, including mitigation and good housekeeping measures. The SE will also be responsible for undertaking the EMP, including routine monitoring of the contractor, for example:

* inspecting the construction site and access routes before and during construction; * providing progress reports on environmental matters; and * identifying, implementing and documenting mitigation and enhancement works

If, during the course of any of the construction phases, there is a significant change to the design, layout or construction method, the SE will report on the change, the potential environmental impacts, alternative solutions, and proposals for mitigation. This will be submitted to, and discussed with the PEU. Any agreed changes to the proposed works will bc recorded in a Variation Register illustrated below.

Date Proposed change and Requested by Enxironmental Project PEU Consultees reason Implications Manager Approval Notified Approval Table 8.1 Example of a I 'adationRegister

Doc No 19 Rev 0 Date August 2001 68 C\DOCUME-1lwbl50670\LOCALS-1\Temp\-7517147.doc Once a change has been agreed by the PEU, the SE will undertake to inform the contractor and appropriate consultees, who may include the DoE or local residents.

DocNo 19 Rev: 0 Date: August2001 69 C:\DOCUME-1\wbl50670\LOCALS-1\Temp\-7517147 doc 9 Conclusionsand Recommendations

9.1 Introduction This section presents the conclusions and recommendations from the EIA study, which has been undertaken in parallel with the engineering and hydrological study for the refurbishment of the highway.

9.2 Potential impacts From the EIA undertaken to date, the main conclusions are that the refurbishment of this section of highway will not result in significant adverse environmental impacts that can not be mitigated. One of the key factors in this conclusion is the nature of the surrounding environment, which until recent years was dominated by mangrove, but the majority of this has since been reclaimed for development. The basic work involved is one of raising the vertical alignment of the existing highway, on its present horizontal alignment, through import and placement of material. This involves no additional land take and all land lies within the ownership of the MoW.

New drainage outfalls are required to efficiently dispose of surface water from the highway. It wvillbe necessary to connect these to existing drains and canals, either to the river or the sea. Preliminary investigations indicate that suitable corridors can be found for this new drainage, by utilising, wherever possible, existing drains or road reserves whilst avoiding private property. Care will be taken to avoid any sensitive features and full consultation will be undertaken with nearby property owners.

Careful design of the construction works will ensure safety of all modes of traffic and pedestrians using the highway and nearby roads and works will aim to reduce disruption to the minimum necessary.

Doc No 19 Rev: 0 Date: August 2001 70 C \DOCUME-1\wbl 50670\LOCALS-1lTemp\-75171 47.doc Bibliography

ECLAC, 2000. Belize: Assessment of Project Profiles for the reconstruction process. Report by Economic Commission for Latin America and the Caribbean, 30 November 2000. Furley, P. A. and J. A. Ratter. 1992. Mangrove distribution, vulnerability and management in Central America. ODA - OFI Forestry Research Programme, contract no R 4736. 84 pp.

Furley, P. and D. Munro (Eds.) 1993. The wedands of Belize: Ecology, Envitonment and Utilisation. Dept. of Geography of the University of Edinburgh. 149 pp.

Government of Belize, 2000.I lurricane Keith: Our recovery management strategy, Belmopan, November 30, 2000.

Gray, D. A., S. A. Zisman and C. Corves. 1990. Mapping the Mangroves of Belize. Dept. of Geography of the University of Edinburgh. 31 pp. 2 app. 2 Maps.

Greenfield, D. W. and J. E. Thomerson. 1997. Fishes of the Continental Waters of Belize. University press of Florida, Gainesville. 311 pp.

Halcrow, Belize City Infrastructure Project, Feasibility Report, 1993

Halcrow, 1999. Orange Walk Town Bypass EIA

Halcrow, Belize City Development Limnits,Final Report, 2001

Halcrow, Belize City Infrastructure Project - Phase 2, Review Study for Hurricane Preparedness Project, 1999

Halcrow, Belize City Infrastructure Project, Feasibility Report, 1993

Halcrow, Hurricane Preparedness Project - Belize City Drainage Works, Design Report, 2000

IUCN, 1996. IUCN Red list of ThreatenedAnimals.IUCN, Gland. 368 pp + annex.

Lee, J. C. 1996. The amphibians and reptiles of the Yucatan Peninsula. Comstock

Doc No 19 Rev: 0 Date: August 2001 71 C:\DOCUME-1\wb1 50670\LOCALS-1\Temp\-7517147.doc Publishing Associates, Ithaca. 499 pp.

Meerman,J. C. & T. Boomsma. 1993. Burdon Canal Naturc Reserve, Survey 15 February, 1993 (Lepidoptera, Termitidae, Odonata, Amphibia, Reptilia, Mammalia & Flora). Report to the Belize Forest Department. 5 pp.

Meerman, J. C. and W. Sabido. 2001. Central American Ecosystem Mapping: Beize. Program for Belize, Belize City. 2 volumes + maps.

Tunich Nah, 2001. Belize City and Harbour Dredging Project; Environmental Impact Assessment.

Zisman, S. 1992. Mangroves in Belize: Their Characteristics, use and conservation. Natural Resource Management and Protection Project. 152 pp + app.

Zisman, S. 1994a. Priority areas for Mangrove protection in Belize. Natural Resource Management and Protection Project. Internal Reports Vol 7/1994 (6): 5 PP.

Zisman, S. 1994b, Protecting the Haulover Creek: The best Mangroves in Belize. Natural Resource Management and Protection Project. Internal Reports Vol 7/1994 (11): 8 pp.

Zisman, S. 1998. Mangroves in Belize. Thesis. Dept. of Geography of the University of Edinburgh.

Auil, N. 1999. Manatee aerial survey 5: March 15-19, 1999. Dry season. CZMU report. 6 pp 2 maps.

Doc No 19 Rev:0 Date. August2001 72 C \DOCUME-1\wbl50670\LOCALS-1\Temp\-751 7147.doc APPENDIX A

NORTHERN HIGHWAY ROAD RESURFACING, BELIZE

ENVIRONMENTAL IMPACT ASSESSMENT

METHODOLOGY Introduction

This methodology is to undertake an Environmental Impact Assessment (EIA) of the project for surface improvements on the Northern Highway between mile 3 and mile 6.

Our proposals for undertaking the EIA are based on the requirements for such studies as described in Belize legislation, the requirements of international funding agencies who would be likely to finance the project, and the Consultants' best practice approach to these studies.

2 ProjectAppreciation

Halcrow environmental staff undertook a site reconnaissance in February 2001. The Highway is the main access to and from Belize City and northern Bclize. It services access to the International Airport, Orange Walk and Corozal Districts, and the border with Mexico.

The road traverses a coastal strip that is itself flanked on the west by Haulover Creek. Consequendy, it is almost completely surrounded by water, and highly susceptible to flooding, as well as drainage problems due to elevations relative to sea level.

The natural ecology has been extensively modified. Along the riparian margins of the Creek, some mangrove and wetland areas have been retained, but there has been extensive landfill and settlement onto the wetland areas between the Creek and the sea. Foundations' conditions are notoriously weak, and several structures have sunk into the peaty subsoil. Due to poor drainage, where infill has not occurred, standing water and the high water table allow for reeds to take root. The driveways and side- roads provide access to residential areas, shopping centres, hotels and light industry along the road corridor.

This EIA takles account of the fact that the project involves improvements to existing roads, which are normally in heavy use by motorised, non-motorised and pedestrian traffic. It also recognises that at the present time, substantial and disruptive engineering activities are taking place along the area of the project, including drainage and pipe-laying schemes. All impacts for the present project are to be scaled qualitatively against the known use and impact factors for the roadway.

Doc No 19 Rev 0 Date August 2001 C\DOCUME-1\wb150670\LOCALS-l\Temp\-7517147.doc 3 Methodology

3.1 Overview of Program

We propose to undertake the EIA study to draft final report completion in a six week program, allowing for:

* Literature review, and consultation - 2 weeks. * Walkover field surveys - 1 week. * Impact assessment and draft report preparation - 3 weeks.

We will anticipate a 2 week period of review, and will complete responses to any questions within 2 weeks of receipt of final comments by reviewers.

The EIA will be conducted in close association with the engineering design work. This approach is required to ensure that the EIA reflects the potential impacts from the scheme as designed. It will also provide an opportunity to incorporate any mitigation measures to reduce adverse impacts on the environment during the main design stage of the project.

3.2 EIA -Detailed Approach

3.2.1 Overmew

The EIA will be prepared based on the requirements set out in the Belize Environment Impact Assessment Regulations, 1995, the World Bank environmental guidelines given in the Environmental Assessment Sourcebook 1991, and the Consultant's best practice approach to EIAs.

3.2.2 Descriptionof the ProposedProject

The EIA will be developed in parallel with the preparation of the engineering feasibility and detailed design studies. Information prepared for the engineering reports to describe the scheme will be adapted for the EIA, presenting the information in non-technical language. The description of the proposed project will consist of:

* the location and general layout of the proposed works

Doc No 19 Rev: 0 Date: August 2001 2 C:\DOCUME-1\wb1 50670\LOCALS-1\Temp\-7517147.doc * the dimensions (width, height, volumes) and descriptions of the components of the scheme - pedestrian walkways, earthworks, bridges, drainage, lighting, signage * principal on-site activities pre-construction, during construction and following commissioning of the scheme.

This information will be illustrated as appropriate with figures and sketches at a suitable scale to show the layout of the scheme.

3.2.3 Descrcptionof theEnvironment

The Consultants will collect existing data and undertake walkover field studies in order to present baseline data on the relevant environmental characteristics of the study area. The topics to be addressed include the following:

* Physical Environment: topography, geology and soils, climate, flooding, and water quality of the Creek and nearshore marine area * Biological Environment: nature and value of the riparian and floodplain habitats in the route corridor * Socio-economic Environment: land use in the route corridor and along canals and drains, population and settdement including housing type and tenure, employment, public health, traffic, recreation, cultural heritage sites.

Existing information will be sought from meetings with government and other sources. These will include the Meteorological Office (climate, river gauging), Ministry of Energy, Science, Technology and Transport (traffic), Ministry of Natural Resources (agriculture, archaeology, forestry, land use, land evaluation, and planning), the Ministry of Planning and Housing (planning and social issues), Ministry of Tourism and the Environment (tourism and environmental issues), and the Ministry of Agriculture, Fisheries and Cooperatives, Coastal Zone Management Institute (coastal environments and water quality).

The Consultants will only undertake walkover surveys, to provide field checks of the ecology and conditions of the corridor areas. These will not consist of quantitative field studies.

The Consultants will highlight any areas where there are gaps in the existing database. Any recommendations for further surveys to fill the data gaps are additional to the work detailed above.

Doc No 19 Rev 0 Date: August 2001 3 CO\DOCUME-1\wb150670\LOCALS-1fTemp\-7517147.doc 3.2.4 Review of the Le,gislativeand Re,gulatoyconsiderations

The Consultants will briefly review the legal and regulatory requirements for undertaking EIA, especially as these relate to roads schemes. The Consultants will liase with DoE regarding the requirement for initial screening of the project, the procedures to be followed and the need for environmental permits for categories of work, such as mangrove cutting.

3.2.5 Determinationof the PotentialImpacts of the ProposedProject

Following on from the assessment of the existing conditions, and the review of the proposed scheme, the consultants will evaluate the potential impact of the construction, commissioning and maintenance of the Northern Highway Improvements on the environment.

A summary of the potential environmental impacts will be presented in the form of a matrix. This will characterise the nature of the impacts using a qualitative scale:

Type: adverse or beneficial * Magnitude: high, medium or low * Direct/Indirect * Duration: short, medium or long term * Avoidable * Reversible/Irreversible

The matrix will be accompanied by detailed text explaining the reasoning for the evaluation.

The key impacts likely to arise as a consequence of this project and proposed methodologies for assessing them are described below:

* nuisance to people during construction: estimate the number of properties within 100m of the construction sites * impacts on traffic during construction: estimate the number of construction vehicles required during construction and compare to existing traffic levels * impacts on borrow pits: evaluate the need for borrow pits and identify local sources * impacts on the quality of the Haulover Creek and marine outfall areas for drains: identify construction sites near watercourses and drainage outlets * loss of ecological habitats and impacts on rate or endangered species: evaluate qualitatively the value of the ecological habitats along the route

Doc No 19 Rev: 0 Date: August 2001 4 C:\DOCUME-1\wbl 50670\LOCALS-1\Temp\-7517147.doc corridor and the likelihood of rare or endangered species living in the habitats observed * effect of the scheme on flooding: estimate with assistance of the engineers the flood response and potential flows to the creek and sea * property: obtain information from the MoW on the number and location of any properties which will be demolished or relocated as part of the scheme and on compensation to landowners for land-take and loss of property, including all properties along new canals or drains * visual impacts: identify properties where views would be affected by construction of any structures * noise impacts: estimate the number of properties within distance of work areas - qualitative assessment of extent of such impacts * safety of all pedestrian, moped and other vehicular users during both construction and operational phases of the highway and canals

3.2.6 Developmentoj'a Mitigationand MonitoringPlan

The Consultants will prepare a management plan to mitigate the adverse impacts identified during the EIA study. The plan will be summarised in a schedule identifying each impact, the proposed mitigation measure, the cost of implementing the mitigation measure, the responsibility for implementation and the programme for implementation.

The types of mitigation measures which will be considered are:

* changes to the detailed design * clauses or conditions to be included in the contract documents * physical measures * safety aspects, such as signage and traffic routing and control

The first of these will be included in the detailed design study. The Consultants will provide examples of contractual clauses and outline designs for any other mitigation measures.

The Consultants will identify areas where environmental monitoring will be undertaken to assess the effect of impacts during construction and following commissioning. The types of monitoring may include inspections of works during construction, inspections to ensure compliance with the mitigation management plan, or monitoring the growth and success of any planting schemes.

Doc No 19 Rev 0 Date August 2001 5 C\DOCUME-1lwb150670\LOCALS-1XTemp\-7517147 doc Towards the end of the study, during EIA finalisation, the Consultants will undertake consultation with communities along the highway and NGOs, to inform them of the proposed works and obtain their feedback.

3.2.7 Deliverables

The Consultants will deliver the following reports:

* A draft final report for the EIA (3 copies) to be submitted 6 weeks after the beginning of the study; * A final report, following receipt of comments, no later than 10 weeks from study commencement.

The results of the ETA will be issued in an EIA report. The contents and structure of this report will be based on Belize and World Bank requirements. The Belize requirements for reporting the EIA are described in the Environment Impact Assessment Regulations 1995, and would be confirmed through discussions with the DoE in Stage 1 of the project.

The FTA report will contain the following information:

* Executive summary * Environmental legislation framework * Description of the proposed project * Description of the environment * Assessment of environmental impacts * Mitigation and monitoring plan * References * Supporting material in appendices to include maps, plans, photographs and data.

Doc No 19 Rev 0 Date: August 2001 6 CADOCUME-1\wbl 50670\LODALS-1\Temp\-7517147.doc 4 Staffing

The EIA study will be undertaken by a small team comprising specialists from the UK and Belize. The team will consist of:

* Andrew Huckbody - Team Leader and an EIA specialist with extensive international experience of infrastructurc EIA, particularly highway projects * J Meerman - an ecologist based in Belize with experience in EIAs of a variety of infrastructure projects and extensive knowledge of ecology in Belize * Dr Carolyn Francis - Carolyn is very experienced with ETA and roads projects in Belize, and will provide additional technical insight, and report review.

The environmental team will work closely with the Halcrow design engineers. This will provide information on the main construction and post-comntissioning activities, engineering description of the preferred scheme, engineering aspects of the mitigation management plan eg contractual clauses, built environmental measures, and costings.

Logistical support such as arranging meetings and obtaining data, will be provided by staff at Halcrow's office in Belize City.

Doc No 19 Rev. 0 Date. August 2001 7 C:\DOCUME-1\wb150670\LOCALS-1\Tempt-7517147 doc APPENDIX B

EIA Regulations 1995 APPENDIX C

Article form the Reporter Newspaper, Belize National Newspaper concerning dredging of the Haulover River

Port dredging hclps reclaim land

A multimillion dollar dredging project in the Belize River estuary will help reclaim a significant amount of land, government officials reported this week. Some 371 acres of land near the port will be reclaimed with some 4 million cubic meters of material which will be dredged from the sea bed. The project cost has been estimated at US $18.4 million, of which US $14.9 million will be made available through a buyer credit facility from the Belgian Bank and KBC Bank NV. Local counterpart resources amount to US$5.2 million. Site clearance work is already in progress, and the dredging is expected to begin in August and to be completed nine months later. The project will have significant positive results for Belize City south-side residents, David Courtenay of CAD Construction Company, told Reporter on Tuesday. CAD Construction is a subcontractor hired to do site clearance and levy construction. Courtenay said that the project is targeting low-lying areas to rid them of the so-called "London bridges," which homeowners have built to have access to their homes when it rains. Two European companies, Jan de Nul Dredging Ltd. and Hydromar S.A.L. Offshore Limited, have been awarded the contract to dredge the Belize City Port access channel, the Haulover Creek entrance, and reclaim the land. The access channel will be dredged to a depth of 10 meters and 120 meters in width, while the turning basin will be dredged to allow a tuming radius of 175 meters. When completed, the work will allow deep draft vessels for bulk cargo and other cargo vessels to dock beside the pier head of the Belize City Port.

The Haulover Creek entrance will be dredged to a depth of 4 meters and a 60 meter width. A mooring area 100 meters wide and 500 meters long will also be dredged in front of the new Tourism Village and Terminal. Courtenay told Reporter that the dredging of the Belize River entrance will no doubt reduce the severe flooding which has plagued some city streets for some years. He said that once the entrance is clear, water from heavy rains will flow freely back into the river and sea.

The Musa cabinet approved the project in March and has instructed the ministry of public utilities, energy and communication to follow up on the project. In granting approval for the project, government reviewed extensive seismic, bathymetric, soil and environmental data on the proposed works. Optional work involving the dredging of the Belize River Creek wvasalso signed. This project will cost an additional US $1.7 million. Universal Dredging Company Limited, a foreign engineering firm, has been awarded the contract to supervise the project.

Government anticipates that most of the investment in the project will be recovered through the privatizing of the Port Authority, with many new jobs created.

Txvo engineering experts Reporter spoke with say that it is likely that the dredging at the mouth of the Belize River will not reduce flooding in Belize City caused by heavy rain. Belize City is just at sea level, so the run-off from heavy rains does not have many channels for it to flow into the river and on to the sea and may continue to cause flooding, even after dredging is complete, one expert explained. He said that there is a need for extensive studies to determine exactly whether such dredging will deter flooding in the city. "There are a lot of factors involved, and only extensive studies on river currents, the tide, how often it rains, and how heavy it rains, would assist with such evaluations," he said.

Doc No 19 Rev 0 Date: August 2D01 C \DOCUME-1\wb150670\LOCALS-1\Temp\-7517147.doc With dredging also expected to take place in the immediate areas of the Port Authonrty pier, experts expressed concern that if no proper studies were done, seawalls in the area could collapse due to erosion. "Sedimentation and the rapid flow of water caused by dredging could result in negative impact for the surrounding areas. Only extensive studies could determine what if any, such irnpact will be," explained another engineer.

Another contract was also signed this week, between the government of Belize and two construction companies to commence extensive improvement of the city's drainage system. The contract, valued at $3.5 million, was awarded to Johnson International Ltd. and Cisco Construction Ltd. The work involved the dredging and re-profiling of several canals, and excavating new roadside canals and drains. The north creek footbridge will be replaced, and Prisoner Creek on the city south side will be dredged. The project is expected to commence next Monday, July 16, 2001 and is scheduled to take twelve months.

Doc No 19 Rev. 0 Date: August 2001 2 C:\DOCUME-1\wb1 50670\LOCALS-1\Temp\-7517147.doc APPENDIX D

Contractual Clauses

Doc No 19 Rev?0 Date August 2001 3 C \DOCUME-1\wb150670\LOCALS-1\Temp\-7517147.doc APPENDIX E

Northern Highway Road Resurfacing Environmental Impact Assessment Consultation Document

Background to the Project In October 2000 Hurricane Keith caused substantial damage to the Northern Highway between Buttonwood Bay Boulevard and Haulover Bridge (see Figure 1) and has subsequentlybeen repaired and resurfaced by the Ministry of Works (MoW). The heavy rainfall and consequent flooding following Hurricane Keith caused damage and erosion to the road surface. The flooding had caused loss of material from under the road, which resulted in complete failure of the surface in many places. Furthermore, the capacity of the pipe culverts across the highway was exceeded in the Keith storm event, leading to extensive cross flooding of the carriageway. History of the Road Construction of the Northern Highway up to Haulover Bridge upgrade on the present alignment was carried out in the early 1990s. Haulover Bridge was built during the 1960s when the current highway replaced a lesser standard road which led to a ferry crossing of Haulover Creek. The paved road width is approximately 7m with shoulders, giving an overall width of between 9m to I Om. This stretch of road is the most heavily trafficked road in Belize and as the main access into the city from the international airport and all routes north, is the first impression that tourists gain of Belize City. The road is also a main escape route from the Belize City area in the event of a hurricane. Proposed Project The Government of Belize (GOB) wishes to rehabilitate the standards of the Northern Highway in Belize City to at least its condition, pre Hurricane Keith, using funding from the World Bank (IRDB). Improvements will also be made to the stormwater drainage, outfalls and the carriageway levels, to prevent future flooding. GOB has commissioned Halcrow Group Ltd (Halcrow) to design the improvement works and conduct an Environmental Impact Assessment. Along its length many side accesses have been constructed to access both private property and subdivisions. Some of these subdivisions have used canals for drainage and as an amenity to the properties, for boat access from either the river or the sea. These canals can be used as outfall drains, however, unfortunately they were not planned in a structured manner and drainage corridors were not provided or maintained, this makes locating drainage outfalls both expensive and difficult. The existing road is constructed over low lying ground that is subject to settlement under loading and is built across a flood route between the Haulover Creek and the sea. The land either side of the road is becoming densely populated with residential and commercial properties and land clearance continues. The first section of road (Phase 1) from the city to Buttonwood Bay Boulevard (BBB) has been improved to a two lane highway with central median, cycleways, sidewalks and good drainage. This has proved to be successful in reducing flooding, improving traffic flows, reducing accidents and enhancing living conditions.

Doc No 1 Rev: 0 Date: June 2001 C:\DOICUME-1\wbl50670NLOCALS-1\Temp\-7517147 .doc 4 The proposed improvements are scheduled in a further two phases, Phase 2 from BBB to near the Biltmore Hotel, comprising a similar design as the Phase 1, whilst Phase 3 (Biltmore Hotel to Haulover Bridge) will consist of one lane each way with a central overtaking/turning lane (see Figure 4). The over-riding objective of the highway improvement is to ensure that the road pavement is above flood level and that both side and cross drainage will cope with the design storm event. Environmental Impact Assessment As part of the project design an Environmental Impact Assessment (EIA) is being conducted, which will be prepared based on the requirements set out in the Belize Environment Impact Assessment Regu-lations, 1995, the World Bank environmental guidelines given in the Environmental Assessment Sourcebook 1991, and the Consultant's best practice approach to EIAs. The EIA will include a number of elements, which in summary comprise:

* Confirmation of the Terms of Reference with DoE and the Ministry of Works * Collection of baseline data through consultation and field surveys (particularly ecology, land use and tenure, socio-econolic characteristics, water quality, landscape, hydrology and flooding problems and archaeology) i Establishment of any environmental constraints for the proposed improvements and the need to avoid any sensitive features * Assessment of potential environmental effects -- Consultation with Governmental, Non-Governmental Organisations (NGOs) and local residents, to obtain information and present findings of the EIA to the above through public displays - Design of mitigation measures (Compilation of an Environmental Management Plan (EMP) * Production of the EIA Report.

As part of the environmental baseline, which will be used to evaluate potential environmental impacts, consultations are being conducted with relevant organisations, residents and interested parties. The findings from these consultations will be taken into consideration during the EIA and fed into the project design. Prior to completion of the EIA, information on its findings will be presented to the consultees and the general public through a display located in a public area, at which additional comments will be invited. Environmental Features and Issues At this early stage in the EIA and highway design the following issues have been identified:

* The majority of the arca has sccn clcarance of the original mangrove vegetation over the past two to three decades, such that the habitat tends only to remain in lower lying areas and adjacent to waterways. * Extensive areas have either been developed for residential or commercial use and others have been cleared in preparation for development.

Doc No 1 Rev 0 Date June 2001 C \DOCUME-1\wbl50670\LOCALS-1\Temp\-7517147 doc * Some areas of housing that were developed within the last decade have subsided due to the soft ground conditions, rendering several uninhabitable. * There are many areas where water is retained due to the low lying nature and blockage of drains by accesses to properties. * New drainage outfalls are required to efficiently dispose of surface water from the highway. It will be necessary to connect these to existing drains and canals, either to the river or the sea. Preliminary investigations indicates that suitable corridors can be found for this new drainage, by utilising, wherever possible, existing drains or road reserves whilst avoiding private property. Care will be taken to avoid any sensitive features and full consultation will be undertaken with nearby property owners. * Careful design of the construction works will ensure safety of all modes of traffic using the highway and nearby roads and works will aim to reduce disruption to the minimum necessary.

Consultation Document This brief summary of the project has been prepared to facilitate the consultations that are a part of the EIA. Halcrow will be pleased to receive any comments you may have, which can be taken into consideration during the EIA. Please send comments to: MrJ Harding, Halcrow, PO Box 16, Belmopan City, Cayo District, Belize. Tel: 028 2187. E-mail halcrow,qiabtl.net

Doc No 1 Rev 0 Date: June 2001 6 C:\DOC UME-1 \wb150670\LOCALS-1 \Temp\-751 7147.doc APPENDIX F

Ecological data

Table 1. Vegetation of Haulover Creek and associated drains.

Familyname Scientifc name Common name Arecaceae Acoelorraphewrzghtii Palmetto Polypodiaceae Acrostichumaureuem Anonaceae Anonaglabra Pondapple

Avicenniaceae Avicenniagerminans Black Mangrove Arecaceat Bactis major Pokenoboy Asteraceae Bidenspilosa Combretacea Bucida buceras Bullettree

Cvperaceae Carexip. Cassuarinaceae Cassuearinaequiseftfolia Australian Pine Orchidaceae Catasetumintegemmum Cactaceae), Cereus(pentagonus ?) Chrysobalanaceae Chg'soba/anusicaco Hicaca Capparidaceae Cleomespinosa Polygonaceae Coccolobauvpfera Seagrape Arecaceae Cocosnucifera Coconut Combretacea Conocarpuserectuis Buttonwood Papilionaceae Crotalariasp.

Eichornia crassipes Water Hyacinth Cyperaceae Eleochaismutata Cvperaceae Eleochaisspp

Convolvulaceae Ipomoeaaqua/la

Combretacea LagSncularia racemosa White Mangrove

MIalvaceae Malavisaus arborea

DocNo 1 Rev.0 Date June2001 C \DOCUME-1\wb150670\LOCALS-1\Temp\-7517147.doc Mlimosoideae Mimosapigra

Mlimosoideae Mimosa sp. Catsim?

Araceae Montrichardiaarborescens

Bombacaceae Pachiraaquatica Provision tree

Passifloraceae Passiflorabiflora

Passifloraceae Passiflorafoetida

Malvaceae Pavoniaspicala

Gramineae Phraggmitescommunif

Papilionaceae Pterocarpusofficinalis Kaway

Apocynaceae Rhabdadeniapaludosa Mangrove Vine

Rhizophoraceae RbhiZophoramangle Red Mangrove

Alismataceae Sagittana sp.?) Bignoniaceae Tabebuyarosea Mayflower

Combretaceae Terminaliacattapa Tropical almond Typhaceae Typha dominguensis

Malpighiaceae Unknown

Doc No 1 Rev, 0 Date: June 2001 CA\DOCUME-1\wbI50670\LOCALS-1\Temp\-7517147.doc 2 Table 2. Fishes of the Belize City Canals

Source: Greenfield and Thomerson, 1997.

Family Name Scientific name Common name Ophichtidae Mlyrophispunctatus Speckledworm eel

Megalopidae Megalopsatlanticus Tarpon Clupeidae Harengulajafguana Scaled sardine Opis/honemaoglinum Atlantic thread herring Engrauhdae Anchoacayorum Key Anchovy Anchoaco/onensis Narrow-striped Anchovy Anchoalamprotaenia BigeyeAnchovy Anchviaip. nov. Characidae Astyanax aeneus Central Tetra Ariidae Ariopsisasimihzs MlayanCatfish Ariidae Ba,gremainus Gafftopsail Catfish

Ariidae Calhropsip. nov. Hemiramphidae H)porhamphusroberti Central american halfbeak

Hyporhamphusunifasciatus Silverstripe Halfbeak Belonidae Slrongyluranotata Redfin needlefish Strongvluratimucu Timucu Rivulidae Rivulusmarmoratus MvIangroverivulus Cyprinodontidae Jordanellapu/chra Orange Flagfish Poecihdae Be/onesoxbe/iZanus Pike killifish

Gambusia nicaraguensis Nicaraguan mosquitofish Gambusiasexradiata Teardrop mosquitofish Gambusiayucatana Southern Yucatan Mosquitofish Poeciliame>icana Shortfin molly Poeciliaormi MangroveMolly

Doc No 1 Rev. 0 Date June 2001 C-\DOCUME-1\wbl50670\LOCALS-1\Temp\-7517147.doc 3 Xiphophorushe//en Green Swordtail

Atherinidae Antheinnella sp. nov. Belize Silverside

Antherine/la sp. nov. Mangrove Silverside

Syngnathidae Sygnathusscole/li Gulf pipefish

Centropmidae Centropomusensiferus Swordspine Snook

Centropomusparellus Smallscale fat Snook

Centropomuspectinatus Tarpon Snook

Centropomusundecima/is Snook Serranidae Epinephelusitajara Jewfish Carangidae Caranx latus Hjorse-eye Jack

A/egoplitessausus Leatherjacket

Trachinotusfa/catus Permit

Lutlanidae Lutznuwsgriseus Gray Snapper

Lujanusjocu Dog Snapper

Gerreidae Diapterus rhombeus Silver Mojarra

Euinostomus guela Silver Jenny

Eucinostomusjonesi Slender Mojarra

Eucinostomusmelanopterus Flagfin Mojarra

Eugerresplumieri Striped Mojarra

Genrescinereus Yellowfin Mojarra Sparidae Archosargusprobatocepha/us Southern Sheepshead

Cichhdae Cich/asomafriedrnchstha/i Guapote

Cichlasomaoctofasciatum Jack Dempsey

Cichlasomaurophtha/nus Mayan Cicid

Mugilidae Mzugilcurema While NMullet

ugilg rans Fantail Mullet Mugil li/a Liza

Blennidae Lupinob/enniusdispar Mangrove Blenny

Eleotridae Dormitatormaculatus Fat sleeper

Doc No 1 Rev: 0 Date: June 2001 C: cDOCUME-1\wb150670\LOCALS-1\Temp\-751 7147.doc 4 Eleotrisambyopsis Large-scaled Spinycheek Sleeper

Erotelissmaragdus Emerald Sleeper

Gobiidae EvorthodusIyricus Lure Goby

Gobiosomayucatanum Yucatan Goby

Archiridae Achirus declivis Plainfin sole

Achirus lineatuts Lined sole

Trinectespaulistanus Southern Hogchoker Cynoglossidae Symphurusplagusia Drab Tonguefish Paralichthyidae Citharichthysnmacrops Spotted Whiff

Citharichthysspilopterus Bay Whiff

Tetraodontidae Sphoeroidestestudineus Checkered puffer

Doc No 1 Rev 0 Date: June 2001 5 C \DOCUME-1\wb1 50670\LOCALS-1\Temp\-7517 147doc Table 3. Amphibians and Reptiles of Belize City

Source: Lee, 1996

Family name Scientficname Common name Leptodactylidae Leptodacyl/usmelanonotus Black-backedFrog Bufonidae Bufomarinus Marine toad Bufovalliceps Gulf toad Hvlidae Hylamicrocephala Small-headedTreefrog Scinaxstaufferi Stauffer's Treefrog

Smilisca baudinii Mexican Treefrog

Ranidae Rana berlandieri Rio Grande Leopard Frog

Crocodylidae CrocodyJlusmorektii Morelet's Crododile

Kinosternidae Kinosternonleucostomum VWhite-lippedMud Turtle

Kinosternonscorpioides Scorpion Mud Turtle

Emydidae Rhinoclemmysareolata Black-bellied Turtle

Trachemysscripta Common Slider

Gekkonidae Sphaerodacylus mil/epunctatus Spotted Gecko

Piy//odacylus tuberculosus Mangrove Gecko

Corytophanidae Basiliscusvittatus Striped basilisk

Iguanidae Ctenosaursimilis Spiny-tailed Iguana

Polvchrotidae Anolis lemurinus

Anolis rodriguefii

Anolis sagrei. Brown Anole

Anolis senceus Silky Anole

Scincidae iMabuyaunimarginata

Sphenomorphuscherriei

Teiidae Ameiva undulata

Boidae Boa constrictor Boa

Doc No 1 Rev 0 Date: June 2001 C:\DOCUME-l\wbl50670\LOCALS-1\Temp\-7517147.doc 6 Colubridae Coniophanesbiupnctatus

Coniophanesimperialis

Dymarchon corais

D 'mobius margartiferus Speckled Racer

Leptodeirafrenata

Leptophismexicanus Mexican Green Tree Snake

Ninia sebae

Oxybelusaeneus Gray Vine Snake

Scaphiodontopbhisannulatus

Senticollistnaspis

Sibon saniola

Spilotespullatus

Thamnophisproximus

Tretanorhinusnigroluteus

Elapidae AMicrursdiastema Coral Snake

Doc No 1 Rev 0 Date June 2001 C \DOCUME-.1\wb150670\LOCALS--1\Temp\-7517147 doc 7 Table 4. Birds of Belize City

Family name Scientific name Common name

Pehcans - Pelecanidae Pelecanusoccidentalis Brown Pelican

Cormorants- Phalacrocoracidae Phalacrocoraxauritus Double-crested Cormorant

Phalacrocoraxbrasilianus Neotropic Cormorant

Anhingas - Anhingidae Anhinga anhin,ga Anhinga

Frigatebirds - Fregafidae Fregata magnifcens Magnificent Frigatebird

Herons - Ardeidae Ardea herodias Great Blue Heron

Egretta alha Great Egret

Egretta thu/a Snowy Egret

E,grettafricolor Tricolored Heron

Bubulcusibis Cattle Egret

Butoridescirescens Green Heron

N\ycticoraxnycticorax Black-crowned Night-Heron

" ycticorax violaceus Yellow-crowned Night-Heron

Cochleariuscochleayius Boat-billed Heron

Ibises - Tlhreskiornithidae Eudocimusalbus White Ibis

American Vultures - Cathartidae Coragypsatratus Black Vulture

Cathartesaura Turkey Vulture

Hawks And Allies - Accipitridae Pandionhaliaetus Osprey

Rostrhamus sociabilis Snail Kite

Buteggallus anthracinus Common Black-Hawk

Buteogallus urubitinga Great Black-Hawk

Buteo magnirostis Roadside Hawk

Guans - Cracidae Ortalis vetula Plain Chachalaca

Rails - Rallidae Ralluslongirostris Clapper Rail

Aramides cajanea Gray-necked Wood Rail

Amaurolimnas concolor Uniform Crake

Doc No 1 Rev: 0 Date June2001 C:\DOCUME-1\wbl5D670\LOCALS-1\Temp\-7517147 doc 8 Limpkins - Aramidae Aramusguarauna Limpkin

Sandpipers - Scolopacidae Actitis macularia Spotted Sandpiper

Gulls, Terns - Laridae Larus atricilla Laughing Gull

Pigeotns - Columbidae Columbacayennensis Pale-vented Pigeon

Columbajlavirostris Redbilled Pigeon

Hummingbirds - Trochilidae Amari/a tqacat/ Rufous-tailed Hummingbird

Awma!ifiayucatanensis Buff-bellied Hummingbird

Kingfishers - Alcedinidae Ceyle torquata Ringed Kingfisher

Chloroceyleaenea American Pygmy Kingfisher

Woodpeckers - Picidae Centurusaurifrons Golden-fronted Woodpecker

Tyrant Flycatchers - Tvrannidae ContopusVirens Eastern Wood-Pewee

Myiarchustuberculifer Dusky-capped Flycatcher Myjarchus'yrannulus Brown-crested Flycatcher

Pitan,gussuiphuratus Great Kiskadee

llMegaynchuspitan,gua Boat-billed Flycatcher

Myio!etetessimilis Social Flycatcher

yTrannusmelanchoficus Tropical Kingbird

Tjrannus couchii Couch's Kingbird

Tyrannus~yrannus Eastern Kingbird Tityras (Incertac Sedis) Pachyramphusaglaiae Rose-throated Becard

Vireos - VTireonidae V ireopallens Mangrove Vireo

V ireoma,gister Yucatan Vireo

Jays And Crows - Corvidae Cyanocoraxmorio Brown Jay

Swallows - Hirundinidae Tachycinetaalbilinea Mangrove Swallow

Stelgidopteyx serrpennis Northern Rough-winiged Swallow

Mlockingbirds - AMimidae Dumetellacarolinensis Gray Catbird

Mimusgilvues Tropical Mockingbird

Wood Warblers - Paruhdae Dendroicapetechia Yellow Warbler

Dendroicapenglvanica Chestnut-sided Warbler

Doc No I Rev 0 Date: June 2001 C \DOCUME-1\wb150670\LOCALS--1\Temp\-7517147 doc 9 Dendroicamagnolia Magnolia Warbler

Dendroicacoronata Yellow-rumped Warbler

Dendroicavirens Black-throated Green Warbler

Dendroicafusca Blackburnian Warbler

Dendroicapalmarum Palm Warbler

Mniotilta varia Black-and-white Warbler

Setophagaruticilla American Redstart

Helmitherosvermieorus Worm-eating Warbler

Emberizines - Emberizidae Sporophilatorqueola White-collared Seedeater

Blackbirds - Icteridae Dives dives Melodious Blackbird

Quiscalusmxcanus Great-tailed Grackle

Icterusspunus Orchard Oriole

Icteruscucullatus Hooded Oriole

Icterusgalbula Baltimore Oriole

Amblycercusholosericeus Yellow-billed Cacique

Doc No 1 Rev: 0 Date: June 2001 C:\DOCUME-1\wbI 50670\LOCALS-1\Temp\-7517147.doc 10