Cultural Heritage & Urban Development
Hashemite Kingdom of Jordan
Ministry of Tourism and Antiquities
Technical Development Department
Cultural Heritage, Tourism, and
Urban Development Project
Environmental Impact Assessment
and
Environmental Management Plan
NOVEMBER 30, 2006
EXECUTIVE SUMMARY
INTRODUCTION
This report presents the Environmental Impact Assessment (EIA) of the proposed Cultural Heritage, Tourism, and Urban Development Project (CHTUD) in Jordan. The CHTUD is planned for implementation by the Government of Jordan represented by the Technical Development Department (TDD) of the Ministry of Tourism and Antiquities (MoTA) through a loan from the World Bank. The objectives of the EIA are to provide a sound basis for decision-making about the design of project components that takes environmental considerations including into account, ensure that the project is implemented with full awareness of environmental factors, inform the public when and how the project implementation may affect their environment, and facilitate public participation in the decision-making process. The scope of work implemented in the preparation of the EIA report includes the definition of existing legal and administrative framework, description of the proposed project, definition of baseline environmental conditions, identification and analysis of potential environmental impacts, analysis of alternatives, development of an environmental management plan including mitigation, monitoring, and institutional strengthening, and public consultation.
PROJECT DESCRIPTION
Jordan has several laws related to the preservation/management of cultural heritage, dating back to the 1960’s. Yet, Jordan lacks comprehensive legislation focusing on integral protection, revitalization and development of the cores of the historic cities, and specific legal instruments to manage the use of urban empty space and/or buildings for public interest. Furthermore, enforcement of existing laws is weak and responsibilities are unclear. The proposed CHTUD project is multi-sectoral in nature, involving several institutions at various levels. While MoTA is coordinating the preparatory work of all concerned agencies and facilitating project preparation, the institutions that are closely involved in the project include the Ministry of Municipal Affairs (MoMA), the Ministry of Planning and International Cooperation (MoPIC), and the Governorates and Municipalities of the concerned cities. Although not as closely involved, other institutions that will be concerned in the project include the Ministry of Environment (MoE), the Ministry of Public Works and Housing (MoPWH), the Ministry of Transport (MoT)/ Public Transport Regulatory Commission (PTRC), and the Ministry of Awqaf and Religious Affairs (MoARA).
The proposed CHTUD project encompasses four Jordanian secondary cities: Jerash, Karak, Madaba, and Salt. Its objective is to support the revitalization of the historic cores and improve urban management practices in order to boost living and working conditions of locals and residents in these four old cities. The three main components of the proposed project are:
• Regulatory action:
a. Implementing special regulations to control urban growth and changes to the urban fabric;
b. Introducing criteria for conservation, integral recovery, and comprehensive urban improvement; and
c. Parking and traffic management measures.
• Physical actions- including a number of urban rehabilitation project actions that would comprehensively upgrade the historic cores and develop them into high quality open public multipurpose space and community and commercial facilities. The main activities are:
d. Upgrading street networks;
e. Rehabilitation and cleaning of building façades;
f. Improving significant nodes of public spaces (Church of the Map node in Madaba; South Bridge in Jerash; Central Square in Salt);
g. Creating multi-functional commercial facilities;
h. Redeveloping the bus stations in Karak.
• Capacity building- to provide technical assistance and capacity building to municipalities to ensure successful implementation of the project.
The implementation of the CHTUD project in the four cities is expected to start early 2007 until 2012 for a total duration of 5 years.
DESCRIPTION OF THE ENVIRONMENT
Table I provides a brief summary of various physical and socio-economic indicators related to the four cities (Jerash, Karak, Madaba, and Salt.
Table I. Summary indicators of the four cities
|Indicator |Jerash |Karak |Madaba |Salt |
|Population (2004) |31,500 |19,696 |69,925 |72,581 |
|Occupation |Commercial trade, services, |Commercial trade, services, |Commercial trade, services, |Commercial trade, services, |
| |manufacturing, construction |manufacturing, construction |manufacturing, construction |manufacturing, construction |
|Annual household income, JD |4,810 |5,703 |5,116 |8,045 |
|Unemployment rate, % |18.9 |21.5 |14.6 |11.8 |
|Poverty rate, % |18.4 |12.2 |10.7 |17.8 |
|Precipitation, mm |113 peak season |350 |358 |267 |
|Humidity, % |45-65 |NA |NA |NA |
|Average annual temperature, oC |25 |15.5 |8.3 winter, 24 summer |2 winter, 17 summer |
|Wind |W and NW |W and SW |NA |NA |
|Geology |Sedimentary rocks |Limestone and volcanic rocks |NA |NA |
|Water sources |Groundwater wells |Groundwater wells |2 groundwater wells and private wells |39 groundwater wells and 5 springs |
|Water supply |Intermittent |99 % covered, continuous supply in old |Shortage in summer |Intermittent |
| | |city | | |
|Wastewater collection systems |79% connected |99 % connected in old city |99 % connected in city |99 % connected in city |
|Wastewater treatment |Secondary system, Jerash Wastewater|Secondary system, Karak Wastewater |Secondary system, Madaba Wastewater |Secondary system, Salt Wastewater |
| |Treatment Plant |Treatment Plant |Treatment Plant |Treatment Plant |
|Storm water drainage |Inadequate |Inadequate |Inadequate |Inadequate |
|Solid waste |Littering widely observed, El-Keder|Littering slightly observed, Waste |Littering slightly observed, Waste |Littering slightly observed, Waste |
| |disposal site |disposal site available |disposal site available |disposal site available |
|Air quality |Adequate, mostly vehicle-induced |Adequate, mostly vehicle-induced |Adequate, mostly vehicle-induced |Adequate, mostly vehicle-induced |
|Noise levels |Adequate, mostly vehicle-induced |Adequate, mostly vehicle-induced |Adequate, mostly vehicle-induced |Adequate, mostly vehicle-induced |
|Traffic |Inadequate traffic circulation |Inadequate traffic circulation |Inadequate traffic circulation |Inadequate traffic circulation |
| |patterns, lack of sufficient |patterns, lack of sufficient parking |patterns, lack of sufficient parking |patterns, lack of sufficient parking |
| |parking space, high congestion in |space, high congestion in city center |space, high congestion in city center |space, high congestion in city center |
| |city center | | | |
IMPACT ANALYSIS
The environmental impact analysis showed that the greatest environmental impacts will occur during the construction phase particularly with respect to dust and noise emissions, re-routing of traffic, visual intrusion, waste generation, water quality, safety concerns, potential damage to archaeological sites. Also some socio-economic impacts associated with loss of income and relocation. Yet, these impacts are short-term and reversible in nature. During the operation phase, the analysis showed that the proposed project will result mostly in positive environmental impacts when compared with the case of not implementing the project, all while recognizing that certain aspects associated with the project are in dire need for the adoption of proper management practices to ensure the sustainability of the project and its expected benefits (solid waste, wastewater, archaeological sites). Given the highly urbanized nature of the cities involved, the CHTUD project is not anticipated to have significant environmental impacts from project-induced growth or land use changes. Most lands in the vicinity of rehabilitated areas have been built and are largely occupied by low and medium-rise commercial and residential buildings.
Table II. Summary of potential environmental impacts
|Potential Impact |Construction |Operation |
|Traffic |- |+++ |
|Air quality |- |-/++ |
|Noise |- |0/++ |
|Landscape and visual intrusion |- |+++ |
|Waste generation |- |0 |
|Water quality / supply |- |-/0/++ |
|Health and Safety |- |+ |
|Archaeology and cultural heritage |-/0 |-/+ |
|Socio-economics |- |+++ |
|+++ High positive impact |- - - High negative impact |
|++ Moderate positive impact |- - Moderate negative impact |
|+ Low positive impact |- Low negative impact |
|0 Neutral impact | |
ANALYSIS OF ALTERNATIVES
The “do nothing” option is not favorable given the general consensus about the degrading quality of the urban fabric around valuable cultural heritage features and since desired urban conservation objectives would not be achieved. Moreover, not undertaking the project will lead to further environmental degradation, destruction and continued deterioration of sensitive cultural sites and landscapes, irretrievable loss of tourist revenues, opportunity cost of foregone revenue and potential for expansion of the sector and the economy in the cities, preferential attraction of tourists to other cities that are preserved (not necessarily only within Jordan), and last but not least, the opportunity cost of lost job opportunities in the tourism and cultural heritage sector.
ENVIRONMENTAL MANAGEMENT PLAN
Mitigation
An environmental mitigation plan was developed in order to eliminate or minimize the potential negative impacts of the CHTUD. Tables III, IV, and V present a summary of the proposed elements of the mitigation plan that will be considered during the various phases of the project namely: design, construction, and operation. The tables also include the implementing and responsible agencies/parties in the cost allocation. The cost during the design and construction phases will be part of the cost allocated for the implementation of the CHTUD. During the operation phase, the elements of the mitigation plan will become the responsibility of the municipality. Most mitigation measures at the operation phase are an integral part of routine maintenance activities undertaken by the municipalities. As such, the cost of the mitigation plan during the operation phase is not directly related to the proposed project.
Table III. Summary of proposed elements of the mitigation plan during the design phase
|Impact |Mitigation measure |Responsibility |Cost |
|Traffic |Public participation |TDD/Consultant |Included in final|
| |Modification of design to reflect public consultation processes |Municipality |design |
| |Development of re-routing schemes & traffic management plan | | |
| |Assessment of projected increase in traffic vs. congestion and change in circulation patterns | | |
|Air quality |Definition of existing standards and regulations |TDD/Consultant |Included in final|
| |Assessment of vehicle-induced emissions vs. traffic increase and change in circulation patterns | |design |
| |Providing adequate ventilation in closed parking facilities | | |
| |Provide regular monitoring of vehicular induced emissions near the archaeological and heritage sites to meet | | |
| |ambient air quality standards and limit potential decay that may be caused by the formation of acid rain or smog | | |
|Noise level |Definition of existing standards, regulations |TDD/Consultant |Included in final|
| |Assessment of vehicle noise emissions vs. traffic increase and change in circulation patterns | |design |
| |Consideration for porous material, flexible joints and supports | | |
| |Consideration for sound barriers where necessary | | |
|Landscape and visual intrusion|Documentation of existing conditions |TDD/Consultant |Included in final|
| |Blending color(s) of paint | |design |
| |Blending exterior construction material | | |
| |Blending architectural features | | |
| |Provisions for visual screens or greenbelts | | |
|Waste/ wastewater generation |Locating nearby disposal sites and secure permit for waste disposal |TDD/Consultant |Included in final|
| |Exploring waste material recycling or re-use | |design |
| |Assessment of projected increase in solid waste generation | | |
| |Assessment of projected increase in wastewater generation | | |
| |Development of solid waste management plan at archaeological sites | | |
|Water quality/supply |Provisions for proper surface and ground water drainage |TDD/Consultant |Included in final|
| |Use of non-toxic and readily biodegradable chemicals |Contractor |design |
|Health and safety |Develop and/or review and update general health and safety plans |TDD/Consultant |Included in final|
| |Enforce Law No. 8 of 1996 on health and safety on all contractors | |design |
|Archaeological and cultural |Develop rehabilitation/construction monitoring plans |TDD/Municipality/DoA/Consultant|Included in final|
|heritage |Follow Archaeological Procedures | |design |
|Socio-economics |Elimination or minimization of forced land acquisition and relocation |TDD |Included in final|
| |Ensuring community participation | |design |
| |Development of proper compensation and relocation plans | | |
| |Ensuring the development of a mixed socio-economic character to rehabilitated sites | | |
| |Provision of public private partnership incentives | | |
Table IV. Summary of proposed elements of the mitigation plan during the construction phase
|Impact |Mitigation measure |Responsibility |Cost |
|Traffic |Public communication |TDD |Included in |
| |Implementation of re-routing schemes, where feasible |Consultant |construction |
| |Extended construction hours |Contractor | |
| |Provision of clear and adequate signing at least 500 meters around construction sites | | |
| |Adopting clear delineation and channeling measures at least 500 meters around construction sites | | |
| |Limiting movement of heavy machinery to off-peak hours | | |
| |Providing prior notification about work and heavy equipment movement schedule | | |
| |Re-opening roads adjacent to construction sites as early as possible, even before final readiness of the site| | |
| |Provision of close coordination with local traffic departments in each city | | |
|Air quality |Site and stock pile enclosure |TDD |Included in |
| |On-site mixing in enclosed or shielded areas |Consultant |construction |
| |Proper unloading operations |Contractor | |
| |Water damping of stockpiles when necessary (dry conditions) | | |
| |Backfilling of completed earthworks | | |
| |Providing re-vegetation as soon as possible | | |
| |Permanent surfacing of medium and heavily used haul routes | | |
| |Damping un-surfaced haul routes | | |
| |Keeping hauling routes free of dust and regularly cleaned | | |
| |Maintenance of low traffic speeds on-site with proper enforcement | | |
| |Maintenance and repair of construction machinery | | |
|Noise level |Construction of site enclosure |TDD |Included in |
| |Control of timing of noise emissions |Consultant |construction |
| |Informing the local people when noisy activities are planned |Contractor | |
| |Proper road maintenance | | |
| |Enforcement of speed limits | | |
| |Employment of low noise machinery, or machinery with noise shielding and/or sound absorption materials (e.g. | | |
| |on-site power generator enclosure) | | |
| |Proper maintenance of equipment and machinery | | |
|Landscape |Preserving existing vegetation when feasible |TDD |Included in |
|and visual intrusion |Blending color(s) of paint |Consultant |construction |
| |Blending exterior construction material |Contractor | |
| |Blending architectural features | | |
| |Provisions of visual screens or greenbelts | | |
| |Implementing appropriate landscaping | | |
| |Confirming to area building codes | | |
|Waste generation |Waste transport and disposal at designated disposal sites |TDD /DGA |Included in |
| | |Consultant |construction |
| | |Contractor | |
| | |Municipality | |
|Water quality supply |Proper surface and ground drainage |TDD |Included in |
| |Decrease of water usage during the construction phase |Consultant |construction |
| |Minimization of soil exposure time during the construction phase |Contractor | |
| |Minimization of chemical usage (lubricants, solvents, petroleum products) and use of non-toxic biodegradable | | |
| |products | | |
|Health and safety |Provision of pedestrian walkways |TDD |Included in |
| |Installation of proper warning signs |Consultant |construction |
| |Provision of protective clothing and equipment |Contractor | |
| |Creation of buffer zones around major construction zones | | |
| |Following instructions of Labor Law No. 8 of 1996 on health and safety | | |
|Archaeological and cultural |Documentation of buried sites and conservation of materials |TDD |Included in |
|heritage |Implementing a documentation operation on all removed stones within the sites and old city centers |Consultant |construction |
| |Avoiding the use of harsh abrasives and toxic chemicals |Contractor | |
| |Encouraging the use of biodegradable, water-based (instead of solvent based), non flammable, fire resistant, |DGA | |
| |non sparking, and breathable materials for rehabilitation works | | |
| |Implementation of Archaeological Chance Find Procedures, if needed | | |
| |Covering abraded areas with low impact temporary installations like wooden platforms | | |
| |Controlling vegetation growth using appropriate biocides after mechanical removal | | |
| |Fixing of loose stone parts by gluing with appropriate resins, injections, insertion of steel and fiberglass | | |
| |bars and clamps | | |
| |Cleaning areas in need of consolidation by mechanical or chemical methods | | |
|Socio-economics |Ensuring community participation |TDD |Included in |
| |Implementation of relocation plans outlined during the design phase |Consultant |construction |
| | |Contractor | |
Table V. Summary of proposed elements of the mitigation plan during the operation phase
|Impact |Mitigation measure |Responsibility |Cost |
|Traffic |Maintenance of traffic signs and parking spaces |Municipalities |Not directly |
| |Maintenance of new parking lots and roads |Government |part of project |
| |Enforcement of the developed Traffic Management Plans | | |
|Air quality |Maintenance of ventilation in closed parking facilities |Municipalities |Not directly |
| |Implementation of long term strategies (beyond the scope of the CHTUD Project) |Government |part of project |
|Noise level |Sound insulation and pavement maintenance |Municipalities |Not directly |
| |Limiting vehicle speed |Traffic police |part of project |
| |Implementation of long term strategies (beyond the scope of the CHTUD Project) |Government | |
|Landscape and visual |Maintenance of exterior material, visual screens or greenbelts |Municipalities |Not directly |
|intrusion |Enforcing compliance with building code as well as developed architectural plans | |part of project |
|Water quality/ supply |Maintenance of surface water drainage |Municipalities |Not directly |
| |Provision of incentives for the efficient use of water (beyond the scope of the CHTUD Project) |Water Authority4 |part of project |
| |Initiating a water quality monitoring program (beyond the scope of the CHTUDP) | | |
|Waste/ wastewater |Maintenance of waste management systems at the historic cores |Municipalities |Not directly |
|generation |Ensuring proper waste/ wastewater collection systems | |part of project |
|Health and safety |Maintenance of signs and warnings |MoTA/ TDD |Not directly |
| |Marking of developed tourist tracks clearly |Municipalities |part of project |
| |Introduction of proper orientation sign posting such as “you are here” panels at parking facilities and along | | |
| |developed tourist tracks | | |
| |Provision of appropriate lighting in archaeological sites, tracks, and parking facilities | | |
| |Provision of guards and guides during visiting hours at archaeological sites, tracks, parking facilities | | |
| |Provision of an emergency medical center or first aid facility in all four cities | | |
| |Elimination of structural situations presenting risks for visitors | | |
|Archaeological and cultural|Routine monitoring and maintenance |MoTA/ TDD |Not directly |
|heritage |Development visitor’s code of behavior at archaeological sites to be printed on the back of the entrance ticket or|municipality |part of project |
| |on the free brochure for the site | | |
| |Control of vegetation growth using appropriate biocides after mechanical removal | | |
| |Provision of proper latrines on-site | | |
| |Implementation of waste collection and management plan at the sites | | |
| |Fixing of loose stone parts by gluing with appropriate resins, injections, insertion of steel and fiberglass bars | | |
| |and clamps | | |
| |Cleaning of areas in need of consolidation by mechanical or chemical methods | | |
Monitoring
Impact and compliance monitoring will be practiced during the construction and operation phases of the CHTUD. The monitoring plan focused on selected environmental indicators, the compliance with standards, and the assessment of the level of impacts on the environment. The costs for the implementation of the monitoring plan during the construction and operation phases in each of the four cities including the definition of indicators, frequency, and monitoring locations are outlined in Tables VI and VII.
Table VI. Summary of proposed monitoring plan
|Parameter |Location in Jerash |Location in Karak |Location in Madaba |
Table VII. Summary of the annual environmental monitoring costs
|Phase |Jerash|Karak |
| |(USD) |(USD) |
|CO |= |CARBON MONOXIDE |
|DOA |= |DIRECTORATE GENERAL OF ANTIQUITIES |
|EIA |= |ENVIRONMENTAL IMPACT ASSESSMENT |
|FHWA |= |FEDERAL HIGHWAY ADMINISTRATION |
|GOJ | |GOVERNMENT OF JORDAN |
|JD |= |JORDANIAN DINAR |
|JICA |= |JAPANESE INTERNATIONAL COOPERATION AGENCY |
|EIA |= |ENVIRONMENTAL IMPACT ASSESSMENT |
|MIUS |= |MUNICIPAL IMPLEMENTATION UNITS |
|MOC |= |MINISTRY OF CULTURE |
|MOE |= |MINISTRY OF ENVIRONMENT |
|MOMA |= |MINISTRY OF MUNICIPAL AFFAIRS |
|MOPIC |= |MINISTRY OF PLANNING AND INTERNATIONAL COOPERATION |
|MOPWH |= |MINISTRY OF PUBLIC WORKS AND HOUSING |
|MOT |= |MINISTRY OF TRANSPORT |
|MOTA |= |MINISTRY OF TOURISM AND ANTIQUITIES |
|MOWRA |= |MINISTRY OF WAQF AND RELIGEOUS AFFAIRS |
|NGO |= |NON GOVERNMENTAL ORGANIZATION |
|NO2 |= |NITROGEN DIOXIDE |
|OSHA |= |OCCUPATIONAL SAFETY AND HEALTH ADMINISTRATION |
|PM |= |PARTICULATE MATTER |
|SME |= |SMALL TO MEDIUM ESTABLISHMENTS |
|SO2 |= |SULFUR DIOXIDE |
|STDP |= |SECOND TOURISM DEVELOPMENT PROJECT |
|TDD |= |TECHNICAL DEVELOPMENT DEPARTMENT |
|TSP |= |TOTAL SUSPENDED PARTICULATES |
|USD |= |UNITED STATES DOLLAR |
|WHO |= |WORLD HEALTH ORGANIZATION |
Introduction
1 Background
Historic cities in Jordan are among the oldest human settlements in the world, which continue to bear witness of their past through archaeological sites, monuments, and urban ensembles. These cultural endowments are a significant economic resource to Jordan, where the tourism sector is the second largest generator of foreign exchange. Since the 90s, conservation projects and initiatives have been undertaken for the protection of the archaeological sites and the rehabilitation and reuse of traditional buildings. The World Bank Second Tourism Development Project (STDP) supported some pilot interventions at the physical level in the cities of Jerash and Karak. In Salt, the Japanese bilateral cooperation (JICA) is engaged in a “Historic Old Salt Development”, as part of the Tourism Sector Development Project, following an agreement on a soft loan to improve tourism infrastructure signed in 1999.
Currently, many difficulties hinder the development of historic cities, namely an incomplete 1988 law, scarce qualified human resources, budgetary constraints, and limited public investments. Some important archaeological sites, particularly in secondary cities, are currently endangered due to inadequate protection of ancient artifacts within the sites, unreliable boundary enclosures, encroachment of illegal housing, intrusion of public roads and buildings, and urban redevelopment plans. These intrusive developments are encouraged by the fact that local residents derive no economic benefit from archaeological sites. In addition, local urban developers and investors often view this heritage as a hindrance for further urban development needed to accommodate population growth. As a result, Jordan’s archaeological sites and historic urban cores in secondary cities are generally surrounded by relatively new and poor urban areas that often lack basic infrastructure.
Given the important role of tourism in the economy, further development of the sector needs to be carried out in a coherent manner to ensure economic, social and environmental sustainability and to maximize the benefits of donor financing of the sector. In this context, the Government of Jordan (GoJ) formulated a medium to long-term strategy for the sector and is preparing an accompanying investment program. Furthermore, Jordanian cities will have to make the investments needed to provide visitors with comfortable access, parking facilities, pedestrian routes, and a visually improved environment surrounding heritage or natural sites. In areas around archaeological sites and old town centers, there is a need to ensure a framework and a process for spatial planning and development that will:
• Maintain the integrity of the sites themselves, with provision for their future extension or reintegration where feasible;
• Provide for the needs of the tourist industry and urban regeneration in areas adjacent to sites, particularly with regard to facilities and development of the immediate environment, such as preserving pedestrian zones, tourist circuits, etc.;
• Respond to the socio-economic characteristics and development needs of residents; and
• Designate an appropriate location for other developments that may be inconsistent with the first three objectives.
This report presents an Environmental Impact Assessment (EIA) of the proposed Cultural Heritage, Tourism, and Urban Development Project (CHTUD). The CHTUD is coordinated by the Government of Jordan represented by the Ministry of Tourism and Antiquities (MoTA) and funded by the World Bank.
2 EIA objectives
The objectives of the EIA are to provide a sound basis for decision-making about the design of project components that takes environmental considerations including social and economic impacts into account, ensure that the project is implemented with full awareness of environmental factors, inform the public when and how the project implementation may affect their environment, and facilitate public participation in the decision-making process.
3 Scope of work
Besides this introductory Chapter, the scope of work implemented in the preparation of the EIA report includes the following:
• Definition of existing legal and administrative framework (Chapter 2)
• Description of the proposed project (Chapter 3)
• Definition of baseline environmental conditions (Chapter 4)
• Identification and analysis of potential environmental impacts (Chapter 5)
• Analysis of alternatives (Chapter 6)
• Development of an environmental mitigation plan (Chapter 7)
• Development of an environmental monitoring plan (Chapter 8)
• Development of an environmental management plan (Chapter 9)
• Soliciting public participation (Chapter 10)
legal and administrative framework
1 Legal framework
Jordan has several laws related to the preservation/management of cultural heritage, dating back to the 1960’s. A recent review (COTECNO 2005a) revealed 1) the absence of comprehensive legislation focusing on integral protection, revitalization and development of the cores of the historic cities, 2) the absence of specific legal instruments, other than the expropriation law, to manage the use of urban empty space and/or buildings for public interest, and 3) the limited enforcement of existing laws and the unclear responsibilities. The latter, coupled with the lack of regular monitoring constitute the major factors responsible for the ineffectiveness of the current legislation. The weak enforcement is a result of staffing constraints, lack of proper training for staff, low level of fines, and socio-cultural traits. Equally important is the lack of awareness of existing regulations amongst personnel who are supposed to enforce them (i.e. archaeological inspectors, police officers, as well as the general public that is supposed to abide by the regulations). Relevant laws pertaining to the protection of historic monuments and cultural heritage are presented in Table 1, together with other laws of importance for the implementation of the CHTUD project. Major regulations governing the implementation of the different CHTUD project components are described in Table 2.
Table 1. Legislation relevant to the CHTUD Project
|Area |Legislation |Description |
|Heritage and |Law No. 17/1960 |Regulation of tourism activities |
|tourism | | |
| |Law No. 20/1988 |Replacement of the Tourism Authority with the Ministry of Tourism |
| |Law No. 21/1988 and its amendment |Law of antiquities and archaeology |
| |Interim Law No. 49/2003 |Protection of urban and architectural heritage |
|Planning, land use,|Law No. 29/1955 |Municipalities Law |
|building | | |
|regulations and | | |
|municipal sector | | |
| |Law No. 26/1966 |Management of Awqaf, Holy buildings and Islamic affairs |
| |Law No.4/1983 |Building and residential zoning at local level |
| |Law No. 17/1984 |Management and administration of government properties |
| |By-law No. 19/1985 and its |Buildings and planning for towns and villages |
| |amendments | |
| |Law No. 59/1985 |Industrial Zones Corporation Law |
| |Law No. 12/1987 and its amendments|Expropriation and land acquisition |
| |Law No. 7/1993 |Jordan National Building Law |
|Environment and |By-Law No. 33/1961 |Monitoring/Organization of Public Markets |
|health | | |
| |Law No.12/1968 |Management of natural resources |
| |Law No. 21/1971 |Protection of public health |
| |By-law No.113/1973 |Protection of birds and wildlife |
| |By-law No.1/1978 |Prevention of pollution and solid waste collection |
| |Law No. 14/1984 |Law on traffic |
| |Law No.27/1986 |Health and safety guidelines |
| |Order No.1/5/1993 |Civil defense order for the protection of forestry |
| |Law No.1/2003 |Environmental Protection Law: |
| |Legislation in force |Regulation of the Environmental Protection Fund |
| | |Regulation for financial and administrative organization of environmental projects |
| | |financed by donator authorities |
| | |regulation for controlling and preventing noise |
| | |Regulation for services fees regarding hazardous and harmful wastes |
| | |Regulation for controlling the use of substances that deplete the ozone layer |
| | |By Law for the protection of coasts and marine waters |
| | |Agricultural Law No. 44 (Forests, grazing, wildlife protection, etc.) |
| | |National Biodiversity Strategy and Action Plan |
| |Legislation awaiting ratification |Law on Soil Protection |
| | |Law on Management of Solid Wastes |
| | |Law on Clean Air |
| | |Regulation for establishing and managing protected areas and national parks |
| | |Law on Confining Sources of Greenhouse Gas Emanation |
| | |Law on Water Protection |
| | |Regulation for livestock and poultry farms, olive mills and slaughterhouses |
| | |Directions for hazardous waste management and handling |
| | |Regulation of environmental pollution control by means of pesticides. |
| | |Regulation for the Control Of Vehicle Emission Pollution |
| | |Law on Environmental Impact Assessment |
Table 2. Brief description of major legislation
|Arrangement |Description |
|Land Acquisition |The Land Acquisition Law no. 12 of 1987 provides the Government of Jordan the right to acquire any piece of land or|
| |property to develop a project for public benefit. However, the Government has to compensate the owner(s) fairly. In|
| |case the owner(s) are not satisfied with the compensation, they can take it to court. Such matters are considered |
| |of high urgency and are handled by the court system as quickly as possible. The law outlines the related specifics.|
|Environmental Protection |Under the provisions of the Environment Protection Law No. 1 of 2003, the MoE is entrusted with the responsibility |
| |of the protection and monitoring of all environmental elements, including water, in coordination with concerned |
| |Government bodies, national, regional and international organizations. In addition, the law mandates the MoE to |
| |draft necessary by-laws, instructions, standards, etc. for environmental elements, which includes water, air, land,|
| |noise control, etc. |
|Antiquities |The Antiquities Law no. 21 of 1988 and its amendments protects architectural heritage dating to pre-1700 AD. It |
| |stipulates that the Department of Antiquities is the body responsible for administering, supervising, protecting |
| |and maintaining archaeological sites, monuments and artifacts in Jordan. However, specific provisions are needed to|
| |enforce the intent of the law and the application of its penalties. |
2 Concerned authorities
The proposed CHTUD project is multi-sectoral in nature, involving several institutions at various levels. While MoTA is coordinating the preparatory work of all concerned agencies and facilitating project preparation, the institutions that are closely involved in the project include the Ministry of Municipal Affairs (MoMA), the Ministry of Planning and International Cooperation (MoPIC), and the Governorates and Municipalities of the concerned cities. Although not as closely involved, other institutions that will be concerned in the project include the Ministry of Environment (MoE), the Ministry of Public Works and Housing (MoPWH), the Ministry of Transport (MoT), and the Ministry of Awqaf and Religious Affairs (MoARA). A brief statement of the mission/responsibilities of these institutions is summarized in Table 3. It is anticipated that the Technical Development Department (TDD) of the MoTA will be the implementing agency and will ensure the inter-ministerial coordination within the central government, particularly with the MoMA and the MoPIC, and with the municipalities and local communities of the four target cities.
Table 3. Summary of functional responsibilities of archaeology/cultural heritage involved agencies
|Agency |Mission |
|Ministry of Tourism and Antiquities|Develops tourism resources |
|(MoTA) |Enhances the role of tourism in the national economy in collabration with the relevant agencies |
| |Protects and develops tourist sites |
| | |
|Department of Antiquities |Executes the archaeological policy of the Government |
|(DoA) |Estimates the archaeological value of movable antiquities and sites and evaluates the importance of |
| |each antiquity |
| |Administers antiquities in the Kingdom, supervises, protects, maintains, records, and beautifies the|
| |vicinities thereof and exhibits them |
| |Propagates archaeological culture and establishes archaeological institutes and museums |
| |Excavates for antiquities in the Kingdom |
| |Assists in the organization of the various museums attached to governmental activities |
| |Supervises the possession and disposition of antiquities and buys both movable and immovable |
| |antiquities objects |
|Ministry of Environment |Protects the environment in Jordan as the sole responsible authority |
|(MoE) |Coordinates and collaborates with national, regional, and international parties concerned with |
| |environmental matters and protection |
| |Develops policies for environmental protection and establishes strategies for implementation |
| |Sets environmental standards and specifications |
| |Establishes national protected areas |
| |Monitors all public and private organizations including industrial, commercial, vocational, and any |
| |other establishment to ensure compliance with environmental regulations |
| |Prepares and introduces the necessary regulations and technical guidelines for environmental impact |
| |assessments |
|Ministry of Culture |Spreads the national heritage education in relation to literature and arts through establishing |
|(MoC) |centers and museums of culture, arts and folklore |
| |Collects the official Jordanian national documents and archives |
| |Sets policies for cultural contributions by public and private institutions |
| |Carries out actions to raise awareness of Jordanian archaeological and heritage sites, and to follow|
| |up on their maintenance, cleanliness, and protection, as well as their proper registration and |
| |survey. |
|Ministry of Waqf and Religious |Supports Islamic culture and religious activities and education, and develops socio-economic |
|Affairs |projects and investments among local communities |
|(MoWRA) |Constructs and maintains mosques, and preserves, renovates, restores and develops religious tourist |
| |and archaeological sites |
| |Enhances the administration of investments and use of awqaf lands and develops the religious sites |
| |and centers and their surrounding infrastructure to attract tourism |
|Ministry of Planning and |Overviews all development projects, from proposals to execution to ensure that environmental impact |
|International Cooperation |has been considered in the design and the implementation |
|(MoPIC) |Coordinates with donor agencies and facilitates grants for environmental projects |
|Ministry of Public Works and |Sets transportation plans (construction and maintenance) for cities, towns, villages and rural areas|
|Housing (MoPWH) |Designs and supervises the construction of Government buildings |
| |Conducts testing on construction material to ensure adherence to standards and specifications |
| |Conducts research and studies on roads and buildings |
| |Drafts legislation and standards related to buildings and roads |
| |Upgrades criteria and methods for construction design and maintenance |
| |Coordinates with concerned parties on road and buildings related issues |
Table 3. Summary of functional responsibilities of archaeology/cultural heritage involved agencies (cont’d)
|Agency |Mission |
|Ministry of Transport (MoT) |Organizes and supervises land, maritime and air transport |
| |Constructs, equips, manages and exploits publicly owned transport modes and facilities and develops |
| |them in harmony with the social and economic development and according to the needs of the country |
| |Supervises the safety of transport means and facilities, their maintenance, modernization, and |
| |development |
| |Prepares plans and conducts techno-economic studies aiming at operating transport means and |
| |facilities |
| |Enforces laws and regulations related to the transport and public maritime property |
| |Controls and periodically updates transport tariffs |
|Ministry of Municipal Affairs |Responsible for urban planning, solid waste collection and Common Services Councils development |
|(MoMA) |Provides all assistance to municipalities to build their institutional capacities and to support |
| |them in their provision of the infrastructure needed for sustainable development and better services|
| |for local communities. |
| |Carries out actions that enhance the municipalities' abilities to provide better services, and |
| |enable them to finance their major productive projects and collection of their dues, including |
| |computerization of municipalities, introduction of GIS and development of databases |
| |Encourages participation of the private sector in municipal projects, and enhances the inclusion of |
| |the local communities |
|Municipalities |Responsible for many functions, which vary from city planning to hygiene and public health, |
| |including: |
| |Town-planning, construction, and maintenance of roads |
| |Laying out and maintenance of spaces and public places such as parks and gardens |
| |Organization of traffic and transport and laying out of car parks |
| |Construction and organization of markets, commercial and industrial activities, and of services and |
| |places for their exercise |
| |Control of advertising boards and signs |
| |Construction of cemeteries |
| |Delivery of building permits |
| |Supply of urban services: water, electricity, sewage networks, collection of household refuse |
| |Putting in place and control of establishments of health and care |
| |Construction and monitoring of slaughter-houses |
| |Medical and sanitary control, in particular for trade and foodstuffs, and taking measures necessary |
| |to maintain public health and to prevent the risks and epidemics |
| |Construction and control of educational, cultural, and sportive institutions and amenities |
| |Assistance to victims of fires and other disasters, and construction of residences for the old |
| |people |
| |Prevention of fires, civil defense; ordering the demolition of buildings presenting risks |
| |Prescribing, with the agreement of the Government, regulations allowing to exert its functions and |
| |responsibilities and to collect local taxes |
| |Manages its finances autonomously |
3 International Treaties and Conventions
Jordan has signed and ratified many international treaties and conventions aimed at environmental protection. The most relevant convention in the context of the CHTUD Project is the Convention on the Protection of World Cultural Heritage and Natural Heritage, ratified in 1975. Under the Convention, Jordan has to:
• Identify and delineate the different properties situated in its territory that are considered as “cultural heritage” and “natural heritage”, as defined in Articles 1 and 2 of this convention, respectively;
• Recognize the duty of ensuring the identification, protection, conservation, presentation and transmission of the cultural and natural heritage to future generations;
• Ensure that effective and active measures are taken to protect and conserve the cultural and natural heritage, by:
- Adopting a general policy that aims to give cultural and natural heritage a function in the life of the community and to integrate the protection of that heritage into comprehensive planning programs,
- Setting-up, where such services do not exist, one or more services for the protection, conservation and presentation of the cultural and natural heritage with an appropriate staff and possessing the means to discharge their functions,
- Developing scientific and technical studies and research work and operating methods that will make the Kingdom capable of counteracting the dangers that threaten its cultural and natural heritage,
- Taking appropriate legal, scientific, technical, administrative and financial measures necessary for the identification, protection, conservation and presentation of the cultural and natural heritage,
- Fostering the establishment or development of national centers for training in the protection, conservation and presentation of the cultural and natural heritage, and to encourage scientific research in this field.
4 EIA procedures and guidelines
Procedures for Environmental Impact Assessment in Jordan were completed by the MoE under Article 23 of Law no. 1 of 2003 for the Protection of the Environment. Although the EIA Law still awaits ratification, the procedures, which are similar to and consistent with the World Bank’s Operational Policies and Directive, are already being applied to all new projects. Accordingly, this report follows the guidelines recommended by the World Bank Operational Directives[1]. An environmental screening of the CHTUD project has placed this project under the World Bank Environmental Screening Category “B”, thus requiring limited analysis of alternatives and public consultation and the development of an environmental management plan, including mitigation, monitoring, and capacity building.
Project Description
The magnitude and importance of Jordan’s cultural heritage and its diversity and presence throughout the country surpass the currently available management capacity and resources. The proposed CHTUD project, which encompasses four Jordanian secondary cities (Figure 1): Jerash, Karak, Madaba, and Salt, is an essential milestone in providing the needed capacity and resources. The objective of the CHTUD project is to support the revitalization of the historic cores and improve urban management practices in order to boost living and working conditions of locals and residents in these four old cities. The CHTUD also aims at establishing a pilot long-term partnership for local development between the local city authorities, the private sector, and the community at large. Effective management of cultural assets, urban regeneration, and enhanced cultural tourism are at the core of the proposed project. The long-term objective of the program includes the development of “well functioning” cities with an environment capable of attracting private sector investment.
[pic]
Figure 1. General location of the project cities
1 Project need
Secondary cities in Jordan in general, and the four cities under study in particular, face several key limitations to their potential for social and economic development, including (1) the weakening of the socio-urban fabric through the migration of the middle class to the main cities, (2) the physical deterioration of the urban environment through decay of historic buildings, traffic congestion, and visual clutters, (3) threat to cultural heritage due to lack of maintenance, neglect, and encroachment, (4) disintegration of urban space and absence of socialization space, and (4) economic stagnation mainly due to the under-utilization of human resources, skills, and culture. The proposed project will primarily address the most pressing needs of the four secondary cities in terms of cultural heritage preservation, urban regeneration and tourism site operation, as well as support necessary institutional development activities. In this context, the project will assist the MoTA in the preservation, rehabilitation and development of sites with key attraction potential and will support it in promoting cultural heritage tourism. It will also involve the participation of municipalities and local communities in developing and implementing urban development plans that encompass the preservation of major cultural heritage sites and ensure economic benefits to the local populations. The project’s central social development outcome should be a reduction in the existing disconnect between the Jordanian society and its physical cultural heritage. This present disconnect takes three main forms:
• The tension between the existence of “very special places” of great intrinsic value and rich historical associations, and their physical and social contexts of deprivation and even squalor;
• The gap between the general value placed on the heritage (particularly by outsiders and visitors) and the obstacles that the regulatory and investment environment imposes to initiatives (particularly by local inhabitants and entrepreneurs) that would realize economic opportunities and meet current socio-economic needs; and
• The difficulty in translating the high intrinsic existence values of cultural heritage entities into tangible use values that can be harvested and can contribute to their conservation as well as to economic growth.
The project aims to contribute to a reversal of this situation by improving the condition of the sites and their contexts (which is an end in itself); bridging the physical and economic gap between sites and their contexts; and enabling Jordanians to identify more closely with and value more highly their physical cultural heritage assets.
2 Project components
The proposed project consists of three main components listed below with the elements outlined in Table 4. A detailed description of interventions in the four cities is provided in Appendix A.
1. Regulatory action- This component includes:
a. Implementing special regulations to control urban growth and changes to the urban fabric;
i. Introducing criteria for conservation, integral recovery, and comprehensive urban improvement; and
j. Parking and traffic management measures.
2. Physical actions- This component includes a number of urban rehabilitation project actions that would comprehensively upgrade the historic cores and develop them into quality open public multipurpose space, and community and commercial facilities. Main activities are:
a. Upgrading street networks;
k. Rehabilitation and cleaning of building façades;
l. Improving significant nodes of public spaces (Church of the Map node in Madaba; South Bridge in Jerash; Central Square in Salt);
m. Creating multi-functional commercial facilities;
n. Redeveloping the bus stations in Karak.
3. Capacity building- This component includes the provision of technical assistance and capacity building to municipalities to ensure successful implementation of the project. The component supports:
a. Hiring supplementary staff;
o. Providing appropriate training on urban and heritage management;
p. Providing technical tools and equipment;
q. Providing technical assistance.
Table 4. Main activities of the components of the CHTUD project
|City |Regulatory actions |Physical actions |Capacity building |
|Jerash |Jerash Historic Core |Upgrading of the primary, secondary, and tertiary city core street networks and detailed landscaping of main |Recruitment of personnel |
| |Regulation |junctions, namely the Municipality Square and the Wasfi Al-Tal Street/King Abdullah Street junction; |Training |
| |Parking and traffic management|Redesign of the South Bridge junction with Wasfy Al-Tal Street and the rationalization of pedestrian street crossing;|“Adressage” |
| | |Landscape restoration of the Wadi Area and its upgrading into a new urban park continuous with the archaeological |Technical assistance |
| | |site; |IT equipment |
| | |Demolition of visually invasive buildings on the southern side of the South Bridge and relocation of activities; | |
| | |Completion of the renewal of the East Baths Node by establishing a new entrance and providing a landscaped filter | |
| | |between the East Bath Plaza and the surrounding line of construction. This will include the removal of the intrusive | |
| | |market stalls; | |
| | |Construction of a parking building and multi-functional facility at the ex-market place through a public-private | |
| | |partnership. | |
|Karak |Karak Historic Core Regulation|Upgrading of the street network, particularly storm water drainage, and landscaping of the Eastern access to the |Recruitment of personnel |
| |Parking and traffic management|walled city; |Training |
| | |Creating a new City Gateway through the: |“Adressage” |
| | |Redevelopment of the inner-city bus terminal and the construction of a multi-purpose building including new |Technical assistance |
| | |commercial and restaurant facilities and other facilities necessary for the management of the bus station |IT equipment |
| | |Creation of a multi-storey car parking | |
| | |Construction of a medium-sized commercial functional building with panoramic view and pedestrian panoramic walk to | |
| | |the Castle | |
| | |Establishment of a new safe pedestrian trail along the eastern side of Karak to connect the new city gateway to the | |
| | |Castle. | |
Table 4. Main activities of the components of the CHTUD project (cont’d)
|City |Regulatory actions |Physical actions |Capacity building |
|Madaba |Madaba Historic Core |Upgrading of the primary, secondary, and tertiary city core street networks, particularly paving the King Talal |Recruitment of personnel |
| |Regulation |primary street connecting the Church of the Map to the Saraya Building/ Leisure Park complex, and the detailed |Training |
| |Parking and traffic management|landscaping of the Church of the Map Node; |“Adressage” |
| | |Rehabilitation and cleaning of building façades along the upgraded primary streets and the elimination of clutters |Technical assistance |
| | |and the rationalization of shop signage; |IT equipment |
| | |Rehabilitation of the Saraya building and its transformation to a new heritage center, as well as the detailed | |
| | |landscaping of the urban space surrounding the building, including the entrance plaza, the stairway, and the slope | |
| | |along Prince Hassan Street; | |
| | |Creation of a Leisure Park in the proximity of the Saraya building following an agreement between the Municipality | |
| | |and the land owners; | |
|Salt |Salt Historic Core Regulation |Creation of a new central square ‘Saha’ and related public facilities after the demolition of three government |Recruitment of personnel |
| |Parking and traffic management|buildings and the relocation of their activities; |Training |
| |Heritage Fund |Partial rehabilitation and preservation of decayed structural components and façades of four Ottoman heritage |“Adressage” |
| | |architectural complexes at the back of the Saha, namely the Sukkar, the Khatib, the Sakit, and the Abou Sarhad coffee|Technical assistance |
| | |complexes; |IT equipment |
| | |Reinforcing the system of three streets extending for the Saha to the Meydan area to guarantee integration and | |
| | |connection of the Saha project with the surrounding urban fabric; | |
| | |Rehabilitation and cleaning of building façades along the upgraded streets and the elimination of clutters and the | |
| | |rationalization of shop signage; | |
| | |Depending on the agreement with the Awqaf, either the demolition and reconstruction of the entire mosque complex | |
| | |including commercial and indoor parking facilities, or the demolition and reconstruction of the existing minaret with| |
| | |the provision of stone cladding for the entire complex and some rehabilitation works to the ground commercial floor; | |
| | |Upgrading of the street axis connecting the city core with the Ottoman school, including façade rehabilitation and | |
| | |rationalization of sidewalks and parking spaces; | |
| | |Utilising the area of Aqba Bin Nafe’ school to create a tourist terminal and parking at a later stage of the project | |
| | |and depending on public-private partnerships. | |
3 Implementation schedule and costs
The implementation of the CHTUD project in the four cities is expected to start in July 2006 until June 2011 for a total duration of 5 years. The CHTUD project is estimated to cost around 47 Million USD, financed through a loan agreement between the World Bank and the Jordanian Government, in addition to relatively minor contributions by the concerned municipalities and the private sector. The rehabilitation of historic city centers and urban infrastructure improvements component will constitute around 85 percent of the financing while the capacity building component will constitute around 5 percent.
4 Implementation arrangements
The CHTUD will be implemented by the Technical Development Department (TDD) of MoTA, which will ensure interministerial coordination within the central government, particularly with the MoMA and the MoPIC and with the four participating municipalities and their Governorates. For this purpose, a municipal program coordination committee will be established. The TDD will be the designated project and contract manager on behalf of each Municipality for the whole Project and for every project action, including the capacity building actions. The TDD has number of professionals to manage and coordinate the project, as well as municipal (civil Engineer, architect planner and socio-economist. The TDD will designate one financial officer from its Finance Department to process project’s financial transactions and prepare necessary financial reports required by the IBRD and the other project’s co-financiers. The TDD will handle consulting and civil works contracts for the implementation of the CHTUD, and also supervise the work of the Municipal Implementation Units (MIUs) to be located in the four Municipalities. Table 5 presents a summary of the roles and responsibilities of the concerned institutions in the implementation of the CHTUD and Figure 2 shows the organizational arrangements for this implementation.
Table 5. Summary of specific functional responsibilities of the institutions involved in the CHTUD Project (COTECNO, 2005b)
|Institution |Responsibility |
|MoTA |Provide overall coordination of the CRP, including chairing the municipal program coordination committee |
| |Ensure appropriate staffing, operational budget, and capacity of the TDD for the duration of the project |
| |Carry out financial coordination and management of the Project funds |
| |Carry out efficient procurement of consultant services, works and goods |
| |Exercise quality control of technical services and works |
| |Manage specific agreements with public utilities (for infrastructure upgrading) and private partners (for the |
| |public-private partnership actions) |
| |Monitor and report on project implementation |
| |Promote tourism activity and image of each of the four cities, within the framework of the National Tourism |
| |Development Policy |
|MoPIC |Provide supportive national policy framework |
| |Assure general oversight over the Project as part of the regional development and tourism promotion agenda |
| |Ensure uninterrupted funding availability, including coordination of aid from international donors |
| |Play the role of the final decision-maker to resolve issues on the critical path |
|MoMA |Exercise its oversight of the municipal budgeting process, including strict observance of the allocation of government|
| |transfers and centrally collected local taxes |
| |Contribute to the financing of the Program by making available the funds for land acquisition |
| |Exercise its oversight of the urban planning process, including the passing of the decree for the approval of the |
| |Historic Core Regulation prior to project implementation |
| |Support the Municipality in improving its municipal management practices and capacity, including the agreed capacity |
| |building component of the program (improving local revenue collection, assuring expenditure allocation for asset |
| |maintenance, and allowing for adequate staffing) |
|Governorate |Assist MoTA in implementing the specific agreements with the companies and institutions responsible for providing |
| |services in the city (including the Water Authority and the Electricity Company) |
| |Ensure implementation of the specific decisions of the coordination and monitoring committee |
| |Support the Municipality in implementing all aspects of the Project that involve public safety and public health |
| |Bring to attention of the concerned institutions any social and economic issues of local and regional importance that |
| |are of relevance to the success and sustainability of the Project |
|Municipality |Seek the support of the local population and the private sector for the implementation of the Project and the |
| |facilitation of the pilot public-private partnership actions |
| |Ensure strict application and enforcement of the new historic core building regulation |
| |Implement the land acquisition, expropriation and resettlement actions according to the implementation plan |
| |Ensure the enforcement of traffic and on-street parking management plan |
| |Assure continuous improvement of the delivery of urban services (measured by the performance indicators) |
| |Establish staff and maintain a cross-departmental municipal unit for the management of the Project and the historic |
| |core |
| | |
| |As part of its statutory mandate, and as a sign of its commitment to the objectives of the project the Municipality |
| |will: |
| | |
| |Manage, maintain and clean the historic core public spaces |
| |Assure quality operation of public utilities networks |
| |Manage solid waste collection and disposal |
| |Control private building activities, including restoration, alteration and new buildings according to the new |
| |regulations |
| |Maintain appropriate records of delivery of building permits |
| |Control commercial activities, including signage, billposting, shop windows and showcases; |
| |Enforce strict standards of sanitary and food control of restaurants and cafes. |
| | | |Ministry of Tourism and Antiquities | | | |
| | | |Municipal Program Coordination Committee | | | |
| | | | | | | |
| | | |MoTA, MoPIC, MoMA, Governorates, Municipalities | | | |
| | | | | | | | | | |
| | | | |Ministry of Tourism and Antiquities | | | | |
| | | | |Technical Development Department | | | | |
| | | | |Main Executing Agency in charge of the overall project management| | | | |
| | | | |and procurement | | | | |
| | | | | | | | | | |
| | | | | | | | | | |
| | | | | | | | | | |
| | | |Municipality of | | |Municipality of| | |Municipality of Madaba |
| | | |Jerash | | |Karak | | | |
| | | | | | | | | | |
| | | |City Core | | |City Core | | |City Core Development Unit |
| | | |Development Unit| | |Development | | | |
| | | | | | |Unit | | | |
| | | |Rehabilitation | | |Rehabilitation| | |Rehabilitation of the |
| | | |of the Historic | | |of the | | |Historic Center and urban |
| | | |Center and urban| | |Historic | | |infrastructure improvements|
| | | |infrastructure | | |Center and | | |Development of Historic |
| | | |improvements | | |urban | | |Core regulations |
| | | |Development of | | |infrastructure| | |Capacity building |
| | | |Historic Core | | |improvements | | | |
| | | |regulations | | |Development of| | | |
| | | |Capacity | | |Historic Core | | | |
| | | |building | | |regulations | | | |
| | | | | | |Capacity | | | |
| | | | | | |building | | | |
Figure 2. Arrangements for the implementation of the CHTUD project
description of the Environment
This chapter presents background data and information regarding the environmental conditions in the four secondary cities involved in the proposed project, namely, Jerash, Karak, Madaba, and Salt. The data and information have been synthesized and are presented independently for each city. Note that the proposed project areas in the four cities are mostly urbanized and often exceeding 90 percent development. Therefore, the data and information presented in this chapter focuses on the physical and socio-economic environment rather than on the biological environment that is practically absent in such highly urbanized areas. Table 6 provides a brief summary of various physical and socio-economic indicators related to the four cities, which are further described in the following sections.
Table 6. Summary indicators of the four cities
|Indicator |Jerash |Karak |Madaba |Salt |
|Population (2004) |31,500 |19,696 |69,925 |72,581 |
|Occupation |Commercial trade, services, |Commercial trade, services, |Commercial trade, services, |Commercial trade, services, |
| |manufacturing, construction |manufacturing, construction |manufacturing, construction |manufacturing, construction |
|Annual household income, JD |4,810 |5,703 |5,116 |8,045 |
|Unemployment rate, % |18.9 |21.5 |14.6 |11.8 |
|Poverty rate, % |18.4 |12.2 |10.7 |17.8 |
|Precipitation, mm |113 peak season |350 |358 |267 |
|Humidity, % |45-65 |NA |NA |NA |
|Average annual temperature, oC |25 |15.5 |8.3 winter, 24 summer |2 winter, 17 summer |
|Wind |W and NW |W and SW |NA |NA |
|Geology |Sedimentary rocks |Limestone and volcanic rocks |NA |NA |
|Water sources |Groundwater wells |Groundwater wells |2 groundwater wells and private wells |39 groundwater wells and 5 springs |
|Water supply |Intermittent |99 % covered, continuous supply in old |Shortage in summer |Intermittent |
| | |city | | |
|Wastewater collection systems |79% connected |99 % connected in old city |99 % connected in city |99 % connected in city |
|Wastewater treatment |Secondary system, Jerash Wastewater|Secondary system, Karak Wastewater |Secondary system, Madaba Wastewater |Secondary system, Salt Wastewater |
| |Treatment Plant |Treatment Plant |Treatment Plant |Treatment Plant |
|Storm water drainage |Inadequate |Inadequate |Inadequate |Inadequate |
|Solid waste |Littering widely observed, El-Keder|Littering slightly observed, Waste |Littering slightly observed, Waste |Littering slightly observed, Waste |
| |disposal site |disposal site available |disposal site available |disposal site available |
|Air quality |Adequate, mostly vehicle-induced |Adequate, mostly vehicle-induced |Adequate, mostly vehicle-induced |Adequate, mostly vehicle-induced |
|Noise levels |Adequate, mostly vehicle-induced |Adequate, mostly vehicle-induced |Adequate, mostly vehicle-induced |Adequate, mostly vehicle-induced |
|Traffic |Inadequate traffic circulation |Inadequate traffic circulation |Inadequate traffic circulation |Inadequate traffic circulation |
| |patterns, lack of sufficient |patterns, lack of sufficient parking |patterns, lack of sufficient parking |patterns, lack of sufficient parking |
| |parking space, high congestion in |space, high congestion in city center |space, high congestion in city center |space, high congestion in city center |
| |city center | | | |
1 Jerash
1 Physical environment
The city of Jerash is located in the Jerash Governorate, in the northern region of Jordan. The Jerash Governorate extends over an area of 402 Km2 at an elevation varying between 400 and 1,235 m above sea level, with the city being located at an elevation of about 550 m above mean sea level.
1 Climate
The climate in the region of Jerash is characterized by dry summers (May to October) and wet winters (November to April). The yearly average temperature is 25°C, with January being the coldest month with a mean maximum temperature of 14°C and a mean minimum temperature of 5°C, and August being the warmest month with a mean maximum temperature of 34°C. Being part of the northern highlands, the area receives considerable precipitations, mostly during the months of December to March, reaching a peak of 113 mm in February. The area also receives occasional snow. Prevailing winds are westerly and north-westerly, sometimes veering easterly and north-easterly in summer. Average humidity during winter ranges between 60 and 65 percent and during summer decreases to around 45 percent (COTECNO 2005c).
2 Geology
The Jarash area is mostly composed of sedimentary rock including limestone, chalk, chert, marl and sandstone. The Kurnub Sandstone group is exposed in this area and consists mostly of fine to medium grained, friable sandstone (COTECNO 2005c).
3 Water supply and sanitation
Water is supplied to Jerash city from groundwater wells located within and outside the Jerash Province. The current supply is intermittent, mainly once per week for 24 hours or less, and is unable to meet the increasing demand of the residents. The water supply network is less than 10 years old and in good condition.
Around 79 percent of the residents in Jerash are connected to the sewer network, which conveys the generated wastewater to the Jerash Wastewater Treatment Plant located in Wadi Jerash. According to the water authority, the average collected wastewater in 2003 was around 3,000 m3/day. Households in parts of the city not connected to the sewer network still use septic tanks, which has contributed to groundwater contamination in the area. In fact, two main groundwater wells, Qairoan and Al Deek, located near Gaza Camp around 10 km from the city center, are currently under treatment for biological contamination (COTECNO 2005c).
Jerash city lacks an adequate storm water drainage system, which results in the flooding of the streets during the rainy season. The existing storm water network with a length of about 1,500 m, needs maintenance, and additional lines are needed in Al-Hashimi, King Abdullah, and Wasfy Al Tal streets and at the ex-market place.
4 Water quality
The quality of the water in the seasonal stream running at the floor of the Wadi is of concern, in light of its exposure to dumping of solid waste and discharge of wastewater by close-by vendors.
5 Solid waste
Solid waste collection and street sweeping, which is the responsibility of the Municipality, is inefficient in Jerash, whereby waste littering is observed along all the streets of the city, including tourist areas such as the bridge and plaza that were newly rehabilitated by the Second Tourism Development Project (Figure 3). The Municipality has a sufficient number of waste containers, but its compactors are old and in short supply and it lacks an adequate workforce. The collected solid waste is hauled to the Al-Ekeder disposal site, located in Mafraq Governorate, about 27 km east of Irbid and 9 km south of Ramtha City. This site accepts solid waste collected from 48 municipalities (COTECNO 2005e).
|[pic] |[pic] |
|Street in Jerash City |Wadi area along the historic bridge |
|[pic] |[pic] |
|East Bath Plaza |Ex-market place |
|[pic] |[pic] |
|Along the Historic Bridge |
Figure 3. Solid waste littering in Jerash City
6 Traffic
The Jerash city center suffers from high traffic congestion that is mainly attributed to the narrow, unorganized roads, the inadequate traffic circulation patterns, the un-maintained sidewalks, and the insufficient/inadequate parking space available. The two main streets suffering the most from traffic congestion are Bab Amman Street and King Abdullah Street.
7 Ambient air quality and noise
Air and noise pollution is noticeable in the Jerash City Center during day-time hours due to the traffic congestion and associated vehicle-induced emissions. Air quality and noise level measurements are not available.
2 Socio-economic environment
1 General aspect
Jerash city, the main city in the Jerash Governorate, boasts the Roman Decapolis City (Figure 4), which is the second largest visitor destination in Jordan and an archaeological site of major international importance. The monuments cover half of the original walled city area and are separated from the center of Jerash by a deep Wadi and a highway linking Amman to Irbid. As such, practically, Jerash city is composed of two sub-cities: the archaeological area to the west and the inhabited city to the east. Both sub-cities have been for a long time segregated, with some attempt of interaction or merger through the Second Tourism Development Project.
[pic]
Figure 4. The Roman Decapolis City
2 Population
According to a recent census conducted by the Department of Statistics (DOS) in 2004, the population in Jerash governorate grew at a rate of around 2.2 percent per year for the last 10 years to reach around 153,650 inhabitants in 2004, of which 31,500 reside in Jerash city within around 5,250 households. The population density in Jerash subdistrict is high, at around 379 persons per km2. The fertility rate in Jerash is one of the highest in Jordan, reaching 5.4 children per woman, compared to 3.7 in Amman. As such, the population in Jerash is predominantly young, with around 44 percent below 19 years of age. The literacy rate in Jerash is around 80 percent (COTECNO 2005d).
Jerash encompasses a mix of people with different origin and culture, including the original Jordanian tribes, the Circassian families, and the Syrian families, which settled during the last two centuries on the east bank of the Wadi’s natural spring, Ain Qeirawan.
3 Economic conditions
When compared to the average Jordanian household, the Jerash households are poorer, with an annual household income of 4,810 JD. According to the 2004 Census, around 45 percent of households in Jerash city achieve a monthly income between 200 and 400 JD, while only 10% of them reach a total income of more than 1,000 JD per month. In particular, a person living in Jerash Governorate earns on average an annual income of 802 JD, which is below the national average of 900 JD. As such, Jerash inhabitants are overall poor, having a relatively low purchasing power. The poverty rate in 2003 was at 19.4 percent (COTECNO 2005d).
Unemployment rate in Jerash Governorate is 18.9 percent and has slightly increased in the last 3 years. Unemployment is mostly among holders of diplomas and university degrees.
This deteriorating economic situation in Jerash has prompted the movement of its affluent families to Amman to conduct their businesses and investment projects there, providing minimal support to their original city. In addition, Jerash is witnessing the continuous migration of the youth to the capital in search for job opportunities.
4 Economic sectors
The largest economic sector in Jerash city is the commercial trade sector, encompassing 62 percent of the businesses, including retailers in car parts and car maintenance, groceries and foodstuff, and clothes and shoes (Table 7). The second largest sector in Jerash city is the service sector, encompassing 348 establishments and constituting 25 percent of the small to medium establishments (SMEs). Most existing services are in car maintenance, hairdressing saloons, small non-classified restaurants serving snacks and coffee, dental services, and law services. As for the manufacturing sector, one of the smallest sectors, it includes 175 small establishments constituting 13 percent of SMEs in Jerash city. The most prevalent industries are bakeries and pastry-making, metal works, cement blocks and gypsum, dairy products manufacturing, and animal and plant oils manufacturing. The construction sector is also small, yet its activities are increasing annually. Currently there are about 15 registered contractors in Jerash Governorate, mostly employing unskilled foreign labor (COTECNO 2005d).
Table 7. Sector contribution to the Jerash Governorate economy in 2002 (COTECNO 2005d)
|Sector |Contribution (JD million) |
|Commercial |5.0 |
|Services |2.0 |
|Manufacturing |1.0 |
|Construction |0.6 |
Like other regions in Jordan, Jerash Governorate is witnessing a relative decline in the agricultural sector due to a faster growth in other sectors, especially trade. Yet, Jerash has always been famous in Jordan for its vegetables, greens, and fruits. It has around 266,000 cultivable dunums, of which 63 percent is actually used for agriculture. As for animal husbandry, it forms the base for the Governorate’s entire dairy production, especially among the informal sector working in the rural areas. The agricultural sector also employs mostly foreign unskilled labor.
Finally, the tourism sector in Jerash is underdeveloped, although the number of visitors reached around 300,000 per year in the 90s (COTECNO 2005d). The sector is totally managed by MoTA and the local community does not benefit from the tourist influx due to the disconnect between the archaeological site and the city center. Organized tours to Jerash are limited to a two-hour stay in the archaeological site and do not include any other activites within the city. As such, few tourist attractions, services, and income generating activities within the city have been developed.
5 Socio-cultural activities
Except for the Jerash Annual Festival, Jerash suffers from insufficient cultural and recreational facilities such as theatres, public libraries, recreational areas and parks. Yet again, the local community does not benefit from the Festival, whose revenues go to the Ministry of Culture (MoC).
2 Karak
1 Physical environment
The city of Karak is located in the Karak Governorate, about 116 km south of Amman. The Governorate, which extends over an area of 3,217 km2, is bound by the Dead Sea to the west, Wadi El Mujib to the north, Wadi El Hasa to the south, and the Maan Governorate to the north. The Karak Governorate spreads over three distinct geographic zones running north-south: 1) the Dead Sea to the west, about 400 m below sea level, 2) the steep cliffs of the Jordan Rift Valley Escarpment reaching a height of over 1,000 m in the Governorate and extends eastwards from the Dead Sea for a distance of around 10 to 20 km, and 3) the Karak Highland Plateau, an undulating plain that gradually decreases in height towards the desert to the east. The old city of Karak is located on the western edge of the plateau, at an altitude of 1,000 m above sea level (Figure 5).
|[pic] |
|[pic] |
Figure 5. The old city of Karak
1 Climate
The climate in the region is Eastern Mediterranean, characterized by cool and wet winters and hot and dry summers, with very short springs and autumns. The varying altitude in the Governorate influences temperature. The yearly average temperature ranges from 15.5°C at Karak to 17°C inland at Al-Qatranah, to over 25°C at Al-Safi at the southern end of the Dead Sea. Average maximum summer temperature do not exceed 37°C around Karak, but reach 40°C towards Al-Qatranah and 45°C towards Al-Safi. Winter temperatures reach a low of -4°C in the mountainous area around Karak. Precipitation is also influenced by the varying altitude and geographic areas in the Karak region. The average annual rainfall on the highlands surrounding Karak is about 350 mm and drops to 150 mm to the west towards the Dead Sea and the east towards the Al-Qatranah. Prevailing winds are westerly and south-westerly (COTECNO 2005f). Average annual wind speed as measured at Mu’tah University is 2.57 m/s (Jordan Meteorological Department 2006).
2 Geology
Karak City and much of the highland plateau are mostly composed of limestone rocks, although to the east, north and south there are areas of predominately volcanic rocks. A band of sandstone rocks runs north-south along the lower reaches of the escarpment, and on the edge of the Dead Sea are outcrops of Early Palaeozoic rocks. The bottom of Wadi Al Karak comprises gravel and conglomerates (COTECNO 2005f).
3 Water supply and sanitation
Almost 99 percent of the households in Karak Governorate are connected to the public water supply network. The existing network, constructed in 1986, has been suffering from corrosion and heavy leakages, thus requiring rehabilitation. The main network lines are 80/100/150 mm diameter steel and/or galvanized pipes, the branches are 50 mm diameter galvanized pipes and the house connections are 25/12.5 mm diameter galvanized pipes (COTECNO 2005g). While the old city receives a continuous water supply, the surrounding suburbs are subject to water rationing, where around 68 percent suffer from intermittent supply.
The old city is served by a sewer network. The collected wastewater is conveyed to the Karak Sewage Treatment Plant located 2 km from the old city. The treatment plant has limited capacity and needs expansion.
The main infrastructure deficiency in the old city of Karak is the lack of an effective storm water drainage system. Currently, there is only one 450 m long drainage line located in the north-western part of the study area and drains into the nearby Wadi. As such, the City Core suffers from seasonal street flooding that cause significant nuisance. Another sensitive location to storm water flooding is the central bus station complex (COTECNO 2005g).
4 Solid waste
Unlike the city of Jerash, solid waste collection and street sweeping is acceptable in Karak, whereby littering occurs relatively less (Figure 6). Yet, there is a shortage of workers, containers and bins, and of compactors to enhance the effectiveness and efficiency of waste collection, whereby the Municipality has only 500 containers (1,100 L) and 20 compactors. Karak City Center generates around 30 tons of waste daily. The collected waste is transferred to a landfill 35 km away from the old city. The residential unit in Karak pays around 20 JD per year for solid waste collection services (COTECNO 2005g).
|[pic] |[pic] |
Figure 6. Littering in Karak City
5 Traffic
The road network in the old city of Karak is characterized by narrow to medium-width streets that are suitable for one-way traffic. The road junctions are poorly defined and they lack facilities for pedestrian crossing, particularly the Al Mujamma and the Al Montazah junctions. Sidewalks are of short lengths, un-maintained, and change levels abruptly due to the steepness of the streets, thus are unsafe for pedestrians and push them to the streets. This is further aggravated by the short supply of car parking space and adequate space for bus stops. Despite the fact that the city is served by two bus stations, one for urban buses located at the south-eastern edge of the historic core, and another for long distance connections located outside the central core, to the east of the Mohabite Castle, there is a large number of public transport services originating within the Old City and serving the surrounding villages. The majority of these services are unregulated minibuses. These factors contribute to the heavy congestion in the old city, which is both the center for governmental activity and the commercial center for a wide geographical area, attracting a large number of people to its main commercial quarters, particularly, Al Malik Hussein, Al Khoder, Al Maidan, and Al Omari streets (COTECNO 2005f).
6 Air quality and noise
In general, air quality and noise are not considered to be a problem in Karak, except in the highly congested area within the old city where vehicle-induced emissions and noise may become a nuisance.
2 Socio-economic environment
1 General aspect
Karak has a rich and varied historic and cultural heritage. It is an ancient trade route that has linked the main centers of population and civilization in the Middle East and the eastern Mediterranean for thousands of years. The empires of Assyria, Persia, Greece under Alexander the Great, the Ptolomaic Egyptians, Rome, Byzantium, Abbasid, Mamluki and the Ottoman Turks have all impacted upon the region, either directly through conquest and settlement, or indirectly through trade, travel and culture. The city of Karak is a Citadel town, likely to have been established in the late Bronze or early Iron Ages around 1200 BC. The main heritage features in the old city of Karak include the Crusader Castle dating from 1136 AD, the Crusader Cathedral now replaced by early 20th Century Mosque, the Greek Medieval Church, the Tomb of Noah, and the Ottoman administrative buildings. The city of Karak falls under the jurisdiction of the Greater Karak Municipality.
2 Population
According to the census conducted by the Department of Statistics (DOS) in 2004, the population in Karak Governorate grew at a rate of around 1.8 percent per year for the last 10 years to reach about 204,000 inhabitants in 2004, of which nearby 19,700 reside in Karak city within around 3,445 households, at an average of 5.7 members per household. The population in Karak is predominantly young, with around 50 percent below 19 years of age (COTECNO 2005h).
Karak is home to the most prominent Muslim and Christian tribes in Jordan. Although most have migrated to Amman, their tribal connection with Karak city is strongly maintained. In addition to the original tribes, Karak houses people from different origins, including Syrians, Palestinians, and Jordanians from outside the city.
3 Economic conditions
The household in the Karak sub-district have an average annual household income of 5,703 JD. According to the 2004 Census, around 30 percent of households in Karak city achieve a monthly income between 300 and 500 JD, while only 7 percent of them reach a total income of more than 1,000 JD per month. In particular, a person living in Karak Governorate earns on average an annual income of 502 JD, which is below the national average of 900 JD. As such, Karak inhabitants are overall poor, having a relatively low purchasing power. The poverty rate in 2003 was estimated at 5 percent (COTECNO 2005h).
Unemployment rate in Karak Governorate is 21.5 percent and has slightly increased in the last 3 years (COTECNO 2005h). Unemployment is mostly prevalent among the youth and the women. The latter are mostly involved in the informal sector whose skills and products may be divided into five main categories: 1) producing dairy products and most specifically dried yoghurt, 2) hand or machine embroidery as well as sewing traditional dresses, 3) retail trade such as groceries or clothes, and 4) other handicraft skills such as wood carving and weaving of carpets.
4 Economic sectors
The largest economic sector in Karak city is the commercial trade sector, encompassing 62 percent of businesses, including retailers in groceries and foodstuff, clothes, shoes and car parts and employing Jordanians from Karak itself (Table 8). The second largest sector in Karak city is the services sector encompassing 414 establishments and constituting 28% of SMEs. Most existing services are in car maintenance, hairdressing saloons, small non-classified restaurants serving snacks and coffee, home and personal equipment maintenance, dental and law services. The construction sector activities are increasing annually. Currently there are about 116 registered contractors in Karak Governorate, mostly employing unskilled foreign labor. As for the manufacturing sector, one of the smallest sectors, it includes 143 small establishments constituting 10 percent of SMEs in Karak city. The most prevalent industries are in metal works, bakeries and pastry-making, textiles and clothing, cement blocks and gypsum. Industrial activity outside the city of Karak and its Municipality as a whole is dominated by the mining and extractive operations that accounts for 8.7% of employment in the Governorate. These comprise key national industries processing the main raw materials in the country. The most prominent is Arab Potash and its associated plants, located between Safi and Mazra’a. Other significant operations are the phosphate rock mine at El Abiad and the limestone quarry at Al-Qatrana. Outside the city there is also the King Abdullah II industrial estate, which provides Karak city residents with job opportunities in textile and clothing (COTECNO 2005h).
Table 8. Sector contribution to the Karak Governorate economy in 2002 (COTECNO 2005h)
|Sector |Contribution (JD, million) |
|Commercial |7.5 |
|Services |3.4 |
|Manufacturing |1.8 |
|Construction |3.0 |
The agricultural sector is adequate in the Karak Governorate, whereby the total cultivable area comprises nearly 25,000 ha, which is equivalent to about 7.5% of the total land area of the Governorate. The main outputs of the agricultural sector are tomatoes, banana, rainfed wheat and barley, and a sizeable herd of livestock, mainly sheep and goats forming the base for its entire dairy production, especially within rural areas. Intensive chicken farming is also practiced, with around a third of the national requirements for broiler chickens supplied mainly from around the desert area of Al-Qatrana. Yet, although Karak city is at the heart of an extensive and important agricultural area, it is not a major player in either its development or operation, but merely provides services to farmers and their families (COTECNO 2005h).
Finally, the tourism sector in Karak is underdeveloped, with the number of visitors reaching around 133,000 in the year 2000 (COTECNO 2005h). The number of visitors declined by more than half in the past couple of years due to political unrest in the region. Again, the interaction between the tourists and the city is minimal, whereby the tourists visit the Castle only. As such, facilities available for tourists within the old city are limited, including one tour agent, a couple of souvenir shops around the Castle Plaza, few carpet and souvenir workshops, five restaurants, and four classified two-star hotels offering a total of 54 rooms. The tourism sector in Karak has limited direct impact on employment, whereby it employs around a hundred people, only a few of them are from Karak.
5 Socio-cultural activities
Socio-cultural activities in the city of Karak are limited, although the potential is high. The main venue for any cultural event or festival is the Castle itself and its plaza, where the annual Karak Festival is held (Figure 7). As such, there is a need for more cultural activities, especially for kids, as well as public parks and recreational areas, restaurants, clubs, etc.
[pic]
Figure 7. Castle Plaza
3 Madaba
1 Physical environment
The city of Madaba is located in the Madaba Governorate, about 25 km southwest of Amman, at an altitude of 750 to 800 m above sea level.
1 Climate
The climate in the region is semi-arid, characterized by dry summers (May to October) and wet winters (November to April). The average monthly temperature ranges from 8.3°C in January to 24°C in July. Average yearly rainfall amounts to 358 mm, while snowfall is rare, limited to a maximum of days per year. Average annual wind speed is 2.67 m/s.
2 Water supply and sanitation
Water is supplied to Madaba from two groundwater wells, one located in Alwala Wadi, 12 km southwest of Madaba, and the other in Swaqa, 40 km east of Madaba. The water is chlorinated and pumped to a reservoir in Madaba with a capacity of 7,500 m3 from where it is distributed by gravity. The water supply network is more than 20 years old and is partially rehabilitated. Water demand in Madaba is around 137 l/capita/day. The inhabitants of Madaba experience water shortage during the summer, when the supply is limited to one day per week or even less. Supplementary water is obtained via water tankers bought from private well owners (COTECNO 2005i).
Almost all houses in the old town of Madaba are connected to the sewer network, which conveys the collected wastewater to a newly constructed wastewater treatment plant located around 3 km southeast of the old city and managed by the Madaba Water Authority. The treated effluent is used in the vicinity of the plant for the irrigation of crops grown as animal fodder (COTECNO 2005i).
The historic city of Madaba is served by a single 900 mm diameter storm water drainage line, which runs down King Hussein Street towards Petra Street and discharges into the Habeas Wadi. Although this line was built only 4 years ago, it needs maintenance work. Another 400 mm diameter storm water drainage line was constructed across the Church of the Map yard and draining into a 12 m wide underground cavity running below the King Tallal Street. Yet this did not solve the drainage problem due to insufficient street sloping (COTECNO 2005j). Another drainage line is required to connect the existing one, to the line below King Hussein Street, to resolve the problem flooding of streets, houses, and historic sites during the rainy season.
3 Solid waste
Solid waste collection and street sweeping is acceptable in the city of Madaba. The streets were relatively clean, while some littering was observed in open spaces (Figure 8). The Municipality suffers from a shortage of staff and equipment. Currently it has 150 workers, 12 compactors, 2 open trucks, and 400 storage containers. Waste collection in the city relies on open trucks that transport 12 tons of waste daily to the landfill located 5 km away from the city center, and managed by the Joint Services Council in Madaba. At the landfill, which has an area of 64 dunums, around 200 tons of waste per day are collected from 16 municipalities in the Greater Madaba Area and disposed of in an open dump with no containment. The waste is simply covered by layers of earth (COTECNO 2005j).
|[pic] |[pic] |
|a) Open space dumping |b) Relatively clean streets |
Figure 8. Solid waste in Madaba
4 Industry
The industrial area of Madaba houses several facilities, including an elevator assembly factory, a paper mill, a steel factory, the Coca Cola factory, a dairy factory and some traditional weaving mills.
5 Traffic
The Madaba city center suffers from high traffic congestion that is attributed mainly to the narrow, unorganized roads, the inadequate traffic circulation patterns, the un-maintained sidewalks, and the insufficient parking space available. In the past, the Municipality had developed a traffic management plan, which was never enforced and is now outdated (COTECNO 2005i).
6 Ambient air quality and noise
Air and noise pollution is noticeable in the Madaba City Center during day-time hours due to the traffic congestion and associated vehicle-induced emissions. Air quality and noise level measurements are not available.
2 Socio-economic environment
1 General aspect
Madaba is a relatively new town that has developed since the 1870s, when some Christian tribes from Karak settled on the ruins of the ancient town that had been abandoned for over one thousand years before. The Karki tribes were soon to be joined by other migrants, who individually or collectively, starting from Salt, but also from Palestine, Syria, Lebanon and even Egypt, came to reside in Madaba. The main features that attract tourists to Madaba area include the Church of the Map (Figure 9), Siyagha-Mount Nebo, Mukawer, and Mae'en hot springs.
[pic]
Figure 9. Church of the Map
2 Population
According to the census conducted by the Department of Statistics (DOS) in 2004, the population in Madaba Governorate grew at a rate of around 1.9 percent per year for the last 10 years to reach around 129,800 inhabitants in 2004, of which about 70,000 reside in Madaba city within around 12,280 households, at an average of 5.7 members per household. The population density in Madaba city is around 4,000 per km2. The population in Madaba is predominantly young, with around 48 percent below 19 years of age (COTECNO 2005k).
3 Economic conditions
The household in the Madaba sub-district has an average annual income of about 5,000 JD. According to the 2004 Census, around 30 percent of households in Madaba city achieve a monthly income between 300 and 500 JD, while only 4 percent of them reach a total income of more than 1,000 JD per month. In particular, a person living in Madaba Governorate earns on average an annual income of 758 JD, which is below the national average of 900 JD. As such, Madaba inhabitants are overall poor, having a relatively low purchasing power. The poverty rate in 2003 was at 10.8 percent (COTECNO 2005k).
Unemployment rate in Madaba Governorate is 14.6 percent, decreasing in the last 3 years from 21.2 percent, but still higher than the national level of 12.5 percent (COTECNO 2005k). Unemployment is mostly prevalent among the youth (58 percent unemployed) and the women (24.6 percent unemployed). Women are mostly involved in the informal sector whose skills and products may be divided into five main categories: 1) making traditional food (specifically dairy products), 2) embroidery, 3) mosaic setting, 4) services such as word-processing, tailoring, private teaching, beauty services, folklore singing and dancing, 5) other handicrafts skills (wood carving, pottery, flower arrangements, etc.).
4 Economic sectors
The largest economic sector in Madaba city is the commercial trade sector (Table 9), encompassing 64 percent of the businesses, including retailers in groceries and foodstuff, clothes, and shoes. In addition, many sell home appliances, accessories, handicrafts, souvenirs and antiquities. Such shops employ Jordanians from Madaba itself. The second largest sector in Madaba city is the services sector encompassing 545 establishments and constituting 23 percent of SMEs. Most existing services are in car, home, and personal equipment maintenance, hairdressing saloons, small non-classified restaurants serving snacks and coffee, home and personal equipment maintenance, dental services, and law services. This sector relies heavily on foreign labor. As for the manufacturing sector, one of the smallest sectors, it includes 320 small establishments constituting 13 percent of all SMEs in Madaba city. The most prevalent industries are in textile such as carpet weaving and clothing, metal works, carpentry and furniture, cement blocks and gypsum, bakeries and pastry-making. The manufacturing sector also employs unskilled foreign labor, especially Egyptians in traditional carpet weaving. The construction sector is small, yet its activities are increasing annually. Currently there are about 31 registered contractors in Madaba Governorate, mostly employing unskilled foreign labor (COTECNO 2005k).
Table 9. Sector contribution to the Madaba Governorate economy in 2002 (COTECNO 2005k)
|Sector |Contribution |
|Commercial |5.7 |
|Services |2.3 |
|Manufacturing |1.4 |
|Construction |0.64 |
The agricultural sector has been steadily declining in the Madaba Governorate, whereby 70 percent of the total area of the Governorate is constituted by cultivable land, but only 14 percent of it is actually cultivated. Animal husbandry is also found in Madaba and it is the base for its entire dairy products, especially in the rural areas (COTECNO 2005k).
Finally, the tourism sector in Madaba is not adequately developed, with the number of visitors reaching around 180,000 in the year 2000 (COTECNO 2005k). The number of visitors declined by 80 percent in the past couple years due to political unrest in the region. Again, the interaction between the tourists and the city is minimal, whereby the tourists visit mainly the Church of the Map and the Madaba Archaeological Museum. While the “Suq” spine of King Talal Street and Al Hashimi Street attracts some tourists, commercial activities there is still largely oriented to meet residents’ rather than tourists’ tastes and needs. As such, facilities available for tourists within the old city are limited. For instance, there are no car rental agencies, only one tour agent, six souvenir shops, and seven classified restaurants. In terms of accommodation, there are only 4 classified hotels, 3 unclassified hotels, and one apartment hotel, totaling 556 beds per night. Recently, a new hotel project is underway as a 4-star 80-rooms hotel in central core of Madaba, financed by the national Social Security funds. The tourism sector in Madaba city employs around 206 persons, mostly Jordanians (COTECNO 2005k).
5 Socio-cultural activities
Socio-cultural activities in the city of Madaba are limited, although the potential is high. The most common cultural events were folkloric festivals. Furthermore, the community lacks cultural facilities, including public libraries, cultural centers, theatres and cinemas, besides facilities such as public parks, children’s recreational facilities, swimming pools as well as coffee shops and restaurants.
4 Salt
1 Physical environment
The city of Salt is located around 28 km northwest of Amman, in the Salt Sub-District within the Balqa Governorate, which covers an area of 1,076 Km2 in the middle region of Jordan (COTECNO 2005l).
1 Climate
The climate in Salt is moderate and wet, with an average monthly temperature of 2°C in January and 17°C in August. Average yearly rainfall amounts to 267 mm and the average evaporation ranges from 2.3 mm in January to up to 10.3 mm in July (COTECNO 2005l). Average annual wind speed is 2.3 m/s (Jordan Meteorological Department 2006).
2 Water supply and sanitation
Water is supplied to Salt from several groundwater wells and springs at a rate of 3,050 m3/hr. The average unaccounted for water in the system is around 47 percent, contributing to the deficient water supply which reaches around 800 m3/hr. The network has been rehabilitated in 1996 and is in good condition (COTECNO 2005l).
There are around 3,200 connections to the sewer network in Salt, covering 98 percent of the residents. The collected wastewater which amounts to around 4,000 m3/day is conveyed to the Salt Wastewater Treatment Plant located in Wadi Saheb, around 7 km from the city center. The treated effluent is used for restricted irrigation practices (COTECNO 2005l).
The city of Salt has a very old storm water drainage system, and therefore suffers from street flooding during the rainy season. It has (1) a 3 x 3 m concrete box culvert constructed in 1970-1973 serving the area in the vicinity of the Mosque, (2) a 0.8 x 1 m. stone box culvert, built during the Ottoman period in extremely precarious condition connecting the Mosque area to the Church on Al-Dair Street, and (3) a 1.25 x 1.5 m box culvert, constructed in the 1940’s serving the lower portion of Al-Dair Street and draining in a lower 3 x 3 box culvert. A new, continuous, 400 m long, 3x 3 mt box culvert running along Al- Dair Street is needed to connect existing ones and allow storm water to flow smoothly (COTECNO 2005m).
3 Solid waste
Solid waste collection and street sweeping is acceptable in the city of Salt. The streets are relatively clean, with some littering observed (Figure 10). Salt Municipality is in need of more staff and equipment in order to collect waste in a more effective and efficient manner. Currently, the Municipality has 700 new 1,100 L storage containers, 18 compactors, and 4 small trucks. Around 150 tons of waste is generated in Salt per day. The collected waste is hauled to a 200-dunum landfill located in Hamret El Sahen, 15 km from Salt. The municipal charge for solid waste collection in Salt is around 18-20 JD per house/year, 30 JD per shop/year, 150 JD per industrial plant/year (COTECNO 2005m).
|[pic] |[pic] |
|a) Garbage bins |b) Littering |
Figure 10. Solid waste in Salt
4 Industry
The Governorate has around 1,060 industrial workshops that represent around 14.5 percent of the total industrial workshops in the country. The main industrial activities are stone cutting and mining in Fuheis and Maheis. A pharmacological industry is located in proximity to Salt City (COTECNO 2005l).
5 Traffic
Salt City center suffers from high traffic congestion that is mainly attributed to the narrow, unorganized roads, the inadequate traffic circulation patterns, the un-maintained sidewalks, and the insufficient parking space. This is aggravated by the presence of the market place, bus station, and slaughterhouse within the historic core. Currently, the Municipality is working on relocating these activities, creating new parking areas in abandoned lots, and enforcing a local regulation requiring new buildings to have car parking facilities. The Municipality recognizes the need to develop a comprehensive traffic management plan.
6 Ambient air quality and noise
While measurements of air quality and noise levels are not available or have not been conducted, air and noise pollution is noticeable in the Salt City Center during day-time hours due mainly to traffic congestion and associated vehicle-induced emissions.
2 Socio-economic environment
1 Population
According to the census conducted by the Department of Statistics (DOS) in 2004, the population in Balqa Governorate grew at a rate of around 2.2 percent per year for the last 10 years to reach around 345,000 inhabitants in 2004. In the last 10 years, the population of the city of Salt nearly doubled, increasing at a yearly rate of 9.90 percent to reach nearly 72,500 distributed over 13,000 households, at an average of 5.6 members per household. The population density in Salt city is around 1,900 per km2 and is predominantly young, with around 45 percent below 19 years of age (COTECNO 2005n).
The population in the City is a homogenous mixture of Muslims and Christians originating from different regions and different backgrounds, including, Palestinians, Syrians, and Lebanese.
2 Economic conditions
According to the 2004 Census, the household in the Salt sub-district has an average annual income of about 8,000 JD, which may be considered one of the highest incomes in Jordan. In fact, in Salt only 4.4 percent of the population is under the poverty line and the poverty rate has declined by 10.5 percent since 1997. Around 50 percent of households in Salt City achieve a monthly income below 400 JD, while 20.3 percent reach a total income of more than 650 JD per month. In particular, a person living in Salt Governorate earns on average an annual income of nearly 1,000 JD, which is above the national average of 900 JD (COTECNO 2005n).
Unemployment rate in the Balqa Governorate has been decreasing in the last few years from 15.2 percent in 2002 to 14.1 percent in 2003 to 11.8 percent in 2004, thus becoming lower than the national rate of 12.5 percent (COTECNO 2005n). Unemployment is more prevalent among women, even if the related rate remains lower than the national one (12 percent compared to 16.5 percent at the national level). Women are mostly involved in the informal sector whose skills and products may be divided into five main categories: 1) making traditional food (including pickled vegetables and dairy products), 2) embroidery and other handicrafts skills such as mosaics, wood carving, flower arrangements, 3) garment sewing and knitting, 4) services such as hairdressing and beauticians, and 5) retailers especially in clothing.
3 Economic sectors
The largest economic sector in Salt City is the commercial trade sector (Table 10), encompassing 64 percent of businesses, including retailers in car parts and car maintenance, groceries and foodstuff, clothes, shoes, and home appliances. The second largest sector in Salt City is the service sector encompassing 545 establishments and constituting 23 percent of SMEs. Most existing services are in small non-classified restaurants serving snacks and coffee, home and personal equipment maintenance, hairdressing saloons, dental services, and other professional services. As for the manufacturing sector, one of the smallest sectors, it includes 323 small establishments constituting 13 percent of all SMEs in Salt City. The most prevalent industries are in metal works for construction, textile and clothing, carpentry and furniture, and bakeries and pastry making. The manufacturing sector employs unskilled foreign labor, as well as 25 percent of Jordanians. Salt’s main industry is in pharmaceutical products, but it employs workers from Amman and does not contribute much to local employment. The construction sector is also small, yet its activities are increasing annually. Currently there are about 58 registered contractors in Balqa Governorate, mostly employing unskilled foreign labor (COTECNO 2005n).
Table 10. Sector contribution to the Madaba Governorate economy in 2002 (COTECNO 2005n)
|Sector |Contribution (JD, million) |
|Commercial |5.5 |
|Services |2.1 |
|Manufacturing |1.9 |
|Construction |1.5 |
The Governorate is considered as one of the active agricultural areas in the country, due to its location and relatively high rainfall and fertile soil. The agricultural sector highly depends on foreign labour. A wide variety of crops is cultivated, including, olives, fruit orchards, grapes, summak, citrus trees and vegetables. Animal husbandry is also practiced in Balqa and is the base of almost the entire dairy production of the Governorate, especially in rural areas (COTECNO 2005n).
Finally, the tourism sector in Salt is practically non-existent, with few tourists visiting the city, despite the fact that Salt Old City is considered as one of the natural archaeological museums in the whole region (Figure 11). It still maintains a total number of 657 old and heritage structures from the Ummaya period. In addition there are around 15 other archaeological sites throughout the Governorate, like Al Salt Castle, Rmamein, Safot, Jalad, Tal Deir Alla, Zara and Wadi El Kharar, Tal Marlias and Rama.
[pic]
Figure 11. The old city of Salt
4 Socio-cultural activities
Besides the typical buildings, there are other cultural assets related to the City’s living culture with high potential for tourism, such as the Salt Municipality Folkloric Group and the Salt Group for Folkloric Art, the Balqa Performing Arts Society, the Salt Cultural Center, and the Salt Handicraft Center. The area is well known in Jordan for its typical agricultural products, as well as its traditional games and festivals.
Impact analysis
Rehabilitation activities of cultural heritage sites are typically designated as a Category B under the provisions of the World Bank Operational Directive 4.01. The CHTUD project incorporates mostly infrastructure development and upgrading, some heritage rehabilitation activities (i.e Salt) and limited demolition and relocation. Such projects are mostly linked with short-term negative environmental impacts and long-term positive environmental and socio-economic impacts. This chapter examines the potential impacts associated with the CHTUD during the construction and operation phases. The impact analysis has focused on comparing the expected evolution of the four cities with and without the implementation of the proposed CHTUD components. The magnitude of these impacts varies with time and site management. The typical parameters that may be affected in this context are presented in Table 11.
Table 11. Classification of potential environmental impacts
|Category |Phase |Duration (yrs) |Potentially impacted parameter |
|Short term |Construction |< 2 - 5 |Traffic |
| | | |Air quality |
| | | |Noise |
| | | |Landscape and visual intrusion |
| | | |Waste generation (construction/demolition) |
| | | |Water quality |
| | | |Health and safety |
| | | |Archaeology and cultural heritage |
| | | |Socio-economics |
|Long term |Operation |> 2 |Traffic |
| | | |Air quality |
| | | |Noise |
| | | |Landscape and visual intrusion |
| | | |Waste generation (solid waste and wastewater) |
| | | |Water quality and supply |
| | | |Health and safety |
| | | |Archaeology and cultural heritage |
| | | |Socio-economics |
While the impacts of some parameters can be assessed quantitatively using analytical and mathematical means (eg. air, noise), the impacts of other parameters can only be described by relying on a qualitative approach. In the present EIA report, the major activities are related to rehabilitation and renovations of existing cultural heritage facilities and no major new facilities will be constructed. As such the impacts are addressed in general for such activities while pointing out special cases that are characteristics of certain cities.
1 Traffic
During the construction phase, traffic circulation will be negatively impacted in all four cities particularly at and around sites under rehabilitation, which are mostly concentrated in the traffic congested city centers. Traffic problems will occur when traffic must be moved through or around construction areas. Construction zones present to motorists unexpected and unusual situations in their traffic movements, such as, abrupt changes in geometry, lane narrowing, lane transitioning and lane dropping. These situations will require motorists to reduce their speed thereby aggravating congestion and delays, which is already a problem in all four cities.
During the operation phase traffic circulation is likely to improve in all four cities, particularly in Jerash, Karak, and Madaba where the interventions include traffic and parking management plans. These plans, which will comprise looping of traffic for reduction of vehicular crossings of the city center, enforcing a one-way circulation system, and construction of several parking lots, are expected to significantly reduce traffic congestion. The increase in tourist influx to the cities is not expected to negatively impact traffic flow if these plans are well in place.
2 Air quality
Construction is a source of dust emissions that may have temporary impact on local air quality. Emissions during the construction phase in general are a function of demolition, land clearing, stone cleaning, excavation schemes, cut and fill operations, and the machinery used on-site. Emissions will consist primarily of particulate matter (PM) released as a result of rehabilitation activities, and to a lesser extent of emissions from the on-site usage of construction equipment. Dust emissions often vary substantially from day to day, depending on the specific operations, level of activity, and prevailing meteorological conditions. For this phase, it is expected that negative impacts on air quality will occur in and around the immediate locality of a site under construction. In order to quantify this impact, the total construction emissions resulting from the rehabilitation of a typical site and the corresponding ambient PM concentration under typical meteorological conditions were estimated (Appendix B). Rehabilitation activities will indeed have a temporary negative impact on air quality in the immediate vicinity of all sites, in terms of dust emissions. However, such an impact will not be significant, given the relatively small construction areas at one time and the short duration of the construction phase, particularly if proper management measures are adopted.
During the operation phase, the air quality along streets converted to pedestrian only will benefit from improved air quality as a result of the elimination of vehicle-induced emissions along these roads. However, air quality may be negatively impacted at a global and local scale depending on the city under consideration. At a global scale, one of the objectives of the proposed CHTUD project is to attract more visitors/tourists who will invariably visit the various cities by car, thus increasing total vehicle-induced emissions. Within the same city, the implementation of the traffic management plans such as the diversion of the circulation pattern from the city center and the adoption of one-directional streets may increase travel distances around the old city for drivers to reach their destination. Hence, overall emissions will increase as well. In both cases, the impact of increased emissions is typically less than the potential gain from decreasing traffic congestion and car idling. At a local scale, air quality impact can be significant under certain conditions. For instance, in most cities, proposed parking areas/facilities can bring a high number of vehicles into one single location. Atmospheric dispersion simulations conducted at proposed parking areas/facilities indicate that Carbon Monoxide (CO) levels (used as an indicator for air quality) will increase in the vicinity of these areas (within less than 100 meters) and may often exceed the World Health Organization (WHO) and Jordanian air quality standards. Note that within an underground/ closed multi-storey parking facility, the concept of the box model can be applied to estimate indoor exposure levels and air ventilation requirements. In this case, pollutant concentration estimates are compared to maximum allowable contaminant exposure levels in an occupational setting to assess the extent of impacts from car exhaust emissions on workers and customers inside the parking facility. Occupational exposure is generally not considered within the scope of an EIA process.
3 Noise
Construction noise can be a significant source of community noise. Impacts on construction workers and people residing near the construction site are of concern. The construction phase noise impacts are a function of the excavation scheme and the machinery used on site. Typical construction activities associated with the rehabilitation activities include ground clearing, excavation, foundations, erection, and finishing. During this process, various machinery and heavy equipment are used. Table 12 shows typical energy-equivalent noise levels associated with various work phases at a building construction site, when all pertinent equipment is present.
Table 12. Typical noise levels at a building construction site
(USEPA, 1972 cited in Canter, 1996)
|Phase |Noise level |
| |(dBA) |
|Ground clearing |84 |
|Excavation |89 |
|Foundations |78 |
|Erection |87 |
|Finishing |89 |
The noise levels generated from the different construction activities exceed the Jordanian daytime noise standard set for urban residential areas and for city centers (Table 13).
Table 13. Jordanian noise guidelines in different zones (Ministry of Environment, 2006)
|Area classification |Maximum accepted noise level (dBA) |
| |Day |Night |
|Urban residential area |50 |60 |
|Residential suburb |45 |55 |
|Rural residential area |40 |50 |
|Residential area with few construction sites, commercial |55 |65 |
|activities and city centers | | |
|Industrial zone (Heavy industries) |65 |75 |
|Educational facilities, hospitals, religious areas |45 |55 |
Noise from construction operations is different from noise from other sources because it is caused by many types of equipment, and the resulting adverse effects are temporary since the operations are relatively short-term. In order to assess the extent of potential noise impacts at a typical construction site, a noise model specific for construction operations was applied (Appendix C). The simulated noise levels at different radii away from the site are presented in Figure 12, which indicates that the daytime Jordanian noise standard for an urban area will be exceeded. As such, residential units in the vicinity of the site will experience temporary periods of high noise levels, typical of any construction activity.
[pic]
Figure 12. Noise levels at different radii around the site during construction
At the operational level, which represents the long-term phase of the proposed project, the impact is less significant. In fact, noise levels will decrease in the areas where pedestrian streets are created and where the problem of traffic congestion is solved. While this indicates that no negative impacts will result from the proposed project as compared to base conditions, it sometimes does not preclude the need for mitigation measures to address the starting base condition. This will be particularly true at newly created parking areas / facilities. Note that within an underground/closed parking facility, noise levels can be compared to allowable exposure levels in an occupational setting to assess the extent of impacts from vehicle noise emissions on workers and customers inside the parking facility or an underpass. Occupational exposure is generally not considered within the scope of an EIA process.
4 Landscape and visual intrusions
Negative impacts on existing landscape at very few locations and visual intrusion at the proposed sites for rehabilitation are inevitable during the construction phase. The presence of equipment, material, soils heaps, and borrow pits presents an unsightly view. Such impacts are common to any construction site and are limited to the construction period. During this phase, visual impacts can be avoided if proper mitigation measures are implemented (Chapter 7).
At the operational level however, the impacts of the CHTUD on the landscape will certainly be positive since this is a rehabilitation project to improve the current conditions of the various sites (Figure 13 and Figure 14). Rehabilitating damaged and heritage buildings, façades, sidewalks, access roads, intersections, archaeological sites, as well as increasing green areas will greatly improve the aesthetic value of the targeted areas. Field surveys to collect information about the urban landscape at selected locations have been conducted. The survey consisted of a visual assessment and photographic documentation including recording existing vegetation (where it exists) and current site usage. The survey indicates that the areas surrounding most sites are used primarily for a combination of residential and commercial activities. The only natural area is the Wadi Area in Jerash, which is already degraded due to solid waste and sewage discharge. The landscaping of this area will most likely have a positive environmental impact.
[pic]
Figure 13. Positive impact on the landscape in Madaba
[pic]
Figure 14. Positive impact on the Wadi landscape in Jerash
5 Waste generation
Construction activities are inherently associated with the generation of waste from building material. The extent of waste generation from the proposed CHTUD project can be significant particularly at sites where demolition and complete rehabilitation may occur (such is the case in Salt). The impact of the generated waste is dependent primarily on the waste management option that will be adopted during the construction phase. Haphazard dumping in non-municipal allocated sites or the disposal of hazardous material in non sanitary landfills could stress the environment and can lead to physical and biological degradation.
At the operational level, the project will result in increased quantities of solid waste and wastewater generation in the vicinity of the rehabilitated sites due to increased attraction of visitors/tourists that typically generate high waste generation rates per capita as compared to the local indigenous population. The increased quantities of solid wastes and the change in composition will stress the existing solid waste collection activities within the four cities, especially that all of them lack sufficient work force and equipment. This is of particular concern in Jerash where littering and open dumping are already impacting tourist resources. Another issue is that solid waste management plans in all four cities lacks an outlook towards waste minimization, recovery, and disposal in properly engineered sanitary landfills. As for the generated wastewater, a surge in the volume is expected. While sewage collection and treatment is currently adequate in Madaba and Salt, it requires expansion and upgrading in Karak and Jerash.
Overall, the current solid waste and wastewater management plans are expected to accommodate the projected increase in solid waste and wastewater generation rates. Yet, if the attraction rates of visitors/tourists increase dramatically as what is observed in some coastal and cultural heritage cities in Europe or Turkey, the design capacity of most planned facilities will not be adequate and serious mitigation measures would be necessary. However, no dramatic increase in the total population of these cities as a result of tourism is expected in the near future.
6 Water quality
Construction activities particularly rehabilitation works generate significant amounts of dirt and dust. In addition, lubricants and solvents are commonly used in similar construction projects. These may impact groundwater quality particularly following rainfall events. During such events, runoff will occur and carry the litter and pollutants to undesirable locations, especially in the absence of adequate drainage infrastructure in all four cities. Of particular concern is the stream running in the Jerash Wadi that is proposed to undergo landscaping.
During the operation phase, the potential increase in visitors/tourists is likely to exert more water demand, which in turn is translated into more water exploitation that is mostly extracted from groundwater resources. This is of concern in all four cities during summer when water supply is short and insufficient to the local population. Furthermore, overexploitation of the water resources can affect their water quality. The vehicle fleet and average daily trips will also increase thus increasing pollutants (i.e. oil, lubricants) from non-point sources. Compared to the amount of pollutants in industrial and domestic wastewater, the amount attributable to road transport is extremely small. Therefore, it is not expected that non-point sources related to transport activities will have any impact on water quality.
Similar to increased solid waste and wastewater generation rates, the projected increase in water demand and vehicle trips due to the attraction of visitors/tourists can be accommodated with existing resources. However, as mentioned above, if attraction rates increase dramatically as what is observed in some coastal and cultural heritage cities in Europe or Turkey, the design capacity of most planned and existing facilities will not be adequate and serious planning and mitigation measures would be necessary in such an eventuality which is not expected in the near future.
The quality of the water in the stream in the Wadi Jerash is of concern during the operation phase. While on one hand, the proposed landscaping will prevent littering and wastewater discharge by locals, access of tourists to the area, if not properly managed, may expose the stream to pollution, and access of tourists to a polluted stream may have pubic health impacts.
7 Health and safety
Health and safety are considered primarily in terms of potential exposure and accident occurrence (direct and indirect) to workers on-site, pedestrians, operators or visitors during both the construction and operation phases. In this respect, “Instructions for the Protection of Employees and Workers from Occupational Risks” of 1998 under the Labor Law No. 8 of 1996 will be adopted by contractors on construction sites of the proposed project. In the context of archaeological sites, the safety of visitors/tourists can become a major concern and proper management procedures must be adopted.
Note that, in the absence of systematic accident reporting data in Jordan in general and the project cities in particular, and the difficulty in obtaining unit costs for fatal, injury and property damage crashes in Jordan, the changes in accident rates for the proposed project were not estimated. However, it is important to note that the project will result in increased long distance trips during the operation phase, which may have negative impacts on traffic safety, based on international experience. Given that the current traffic intensity and the informal parking organization are discouraging to pedestrians, the creation and rehabilitation of pedestrian walkways and platforms in the four cities will improve the safety conditions for pedestrians and visitors.
8 Archaeology and cultural heritage
As indicated in the project description (Chapter 3), the main components of the proposed CHTUD project consist of the rehabilitation of the historic city centers (Jerash, Karak, Madaba, and Salt) as well as the rehabilitation and conservation of some heritage sites, mainly façades of heritage buildings (Salt and Madaba). The project will prevent further degradation of historical and cultural sites, thus ensuring their preservation for future generations.
The construction phase can presumably be well controlled however; the operational phase is projected to attract a larger number of visitors/tourists who will naturally be roaming or visiting archaeological sites and newly rehabilitated city centers and buildings. While this is a desired outcome of the proposed CHTUD project, it can bring about negative impacts if proper management practices are not adopted and implemented with commitment and strict enforcement. The conservation/rehabilitation phase involves various construction activities (removal of stones, backfilling of areas, consolidation of loose sections and deposits, consolidation of walls and structures, structural conservation and strengthening measures, surface cleaning and conservation measures, conservation of mosaics and pavements) that can impact the existing conditions negatively if they are not systematically planned and organized, carefully implemented, and well-managed.
9 Socio-economics
A stakeholder analysis and socio-economic assessment for the proposed CHTUD project is being conducted separately. Overall, the implementation of the CHTUD project is expected to result in various socio-economic impacts, which are outlined below.
1 Potential positive impacts
Potential positive impacts associated with the implementation of the CHTUD project include the following:
• Increase in the number of tourists and increase in their expenditures. All four cities are expected to benefit from the increase in expenditures due to the development of the surroundings of the archaeological sites that will be implemented as part of the CHTUD. In this respect, Salt is likely to benefit the most due to its proximity to the capital Amman and since it is not currently on the Jordan Tourist Map.
• Creation of new employment opportunities. Direct job creation will result from the employment of workers involved in the management of rehabilitated sites, execution of works (rehabilitation of facades, public spaces, infrastructure works, rehabilitation of monuments, commercial spaces, parking). Indirect employment will occur as a result of the increase in the expenditure of tourists, creation of new markets in the newly formed commercial spaces, hotels, and development of micro-credit activities.
• Improved accessibility and connections to the old cities: This would be the result of improvement to the existing circulation network and the potential creation of parking facilities on the city’s peripheries, and the reorganization of parking spaces. The construction and reorganization of vehicle and bus parking facilities, as well as shuttle services will add the benefits of availability of organized and shaded parking spaces outside the limit of the old city, the opportunity of how to approach the city, and a contribution to economic development through the creation of income generating activities (employment through the operation and maintenance of the shuttle service, in commercial activities, and along access itineraries).
• Improvement in the quality of life of inhabitants. Upgrading of the physical infrastructure such as storm water drainage, pedestrian walkways and street signage, and the improvement in the landscaping, creation of green areas and public places will improve the quality of life for inhabitants of the area and the city, as well as improve the value of land and the value of assets.
• Support to local economic development, cultural tourism, private sector participation and communication.
• Revival of the urban core and its functional re-integration into the city as a whole through the upgrading and generation of new activities. This will result in drawing more residents as well as government and educational institutions to the core of the city.
• Inform tourists about the historical importance of the cities through the creation of pedestrian access in one of the most dramatic approaches to the old cities. The provision of sidewalks along roads helps in improving the safety of pedestrians.
• Improvement in social and cultural interactions between members of the local community through the creation of public and cultural space (Saha in Salt and Leisure Park in Madaba).
• Elimination of the visual negative impact caused by the poor architectural aspect of buildings boarding the roadsides, through the improvement in the landscape and greeneries and the creation of public space.
• Prevention of the degradation of archaeological remains and the encroachment of unauthorized construction onto some of these sites as well as the haphazard restoration of individual structures, through the implementation of rehabilitation and renovation activities and the enforcement of the historic core regulations.
2 Potential negative impacts
The potential negative socio-economic impacts associated with the implementation of the CHTUD during the construction and operation phases include the following:
• Loss of income at sites targeted for rehabilitation during the construction phase as a result of poor tourist and citizen access
• Relocation of employment centers as a result of the potential relocation of three government buildings in Salt (Post Center, City Police Station, and Center for the Salt Directorate of Education) and the Saraya building housing the City Police Station in Madaba (Figure 15)
• Expropriation of land in the Wadi area in Jerash and the Saraya Plaza area in Salt and the relocation of a limited number of residents of the three buildings in the Jerash Wadi and the building in the proposed Leisure Park area in Madaba
• Disruption of religious activities associated with the rehabilitation of the Mosque in Salt (Figure 15)
• Disturbances to residents of the Al-Sakit building in Salt during rehabilitation activities
• Disturbances to residents during rehabilitation, renovation, and infrastructure works
• Disruption of daily activities as a result of the rehabilitation works.
| [pic] |[pic] |
|Sukkar, Khatib, and Sakit complexes |Mosque to be rehabilitated/demolished in Salt |
|to be rehabilitated in Salt | |
|[pic] |[pic] |
|Government buildings to be demolished and relocated in Salt |Government buildings to be demolished and relocated in Salt |
|[pic] |[pic] |
|Buildings to be demolished in Jerash |Building to be demolished in Jerash |
|[pic] |[pic] |
|Building to be demolished in Madaba |Saraya Building to be rehabilitated in Madaba |
Figure 15. Structures to be demolished/ rehabilitated as part of the CHTUD Project
10 Summary of impact analysis
The environmental impact analysis showed that the greatest environmental impacts will occur during the construction phase particularly with respect to dust and noise emissions, re-routing of traffic, visual intrusion, waste generation, water quality, safety concerns, potential damage to archaeological sites, and socio-economic impacts associated with loss of income and relocation. Yet, these impacts are short-term and reversible in nature.
During the operation phase, the analysis showed that the proposed project will result mostly in positive environmental impacts when compared with the case of not implementing the project, all while recognizing that certain aspects associated with the project are in dire need for the adoption of proper management practices to ensure the sustainability of the project and its expected benefits (solid waste, wastewater, archaeological sites). Given the highly urbanized nature of the cities involved, the CHTUD project is not anticipated to have significant environmental impacts from project-induced growth or land use changes. Most lands in the vicinity of rehabilitated areas have been built and are largely occupied by low and medium-rise commercial and residential buildings.
In fact, the CHTUD project would result in an overall improvement to the urban environmental quality as well as the quality of life of the residents in the four cities. This improvement is mainly the result of the rehabilitation of degraded historic site, improvement of public accessibility to these sites, creation of public plazas and leisure parks, improvement of social life in and around the old city centers, enhancement of traffic circulation within the city centers, conversion of some streets to pedestrian, as well as better parking management. The primary benefits from the implementation of the CHTUD are expected to materialize in an increase in the socio-economic growth due to the expected surge in visitor/tourist attraction rates, especially to the city centers. Other benefits include reduced noise and vehicular emissions resulting from the implementation of the traffic management plans and the traffic along the streets converted to pedestrian, as well as enhanced access to city centers and cultural heritage sites. Table 14 provides a qualitative summary of the significance of potential environmental impacts that are associated with both the construction and operation phases.
Table 14. Summary of potential environmental impacts
|Potential Impact |Construction |Operation |
|Traffic |- |+++ |
|Air quality |- |-/++ |
|Noise |- |0/++ |
|Landscape and visual intrusion |- |+++ |
|Waste generation |- |0 |
|Water quality / supply |- |-/0/++ |
|Health and Safety |- |+ |
|Archaeology and cultural heritage |-/0 |-/+ |
|Socio-economics |- |+++ |
|+++ High positive impact |- - - High negative impact |
|++ Moderate positive impact |- - Moderate negative impact |
|+ Low positive impact |- Low negative impact |
|0 Neutral impact | |
ANALYSIS OF ALTERNATIVES
The alternatives or options for intervention in every city were briefly described in the preliminary design studies of each project. The “do nothing” option is not favorable given the general consensus about the degrading quality of the urban fabric around valuable cultural heritage features and since desired urban conservation objectives would not be achieved. Moreover, not undertaking the project will lead to further environmental degradation, destruction and continued deterioration of sensitive cultural sites and landscapes, irretrievable loss of tourist revenues, opportunity cost of foregone revenue and potential for expansion of the sector and the economy in the cities, preferential attraction of tourist to other cities that are preserved (not necessarily in Jordan), and last but not least, the opportunity cost of lost job opportunities in the tourism and cultural heritage sector. In terms of site-specific alternatives, they are not significant and do not necessitate an environmental analysis under a category B classification.
Mitigation PLAN
The primary adverse environmental impacts that are associated with the construction and operation phases of the CHTUD can be minimized by careful planning and staging of construction activities, the adoption of proper management practices during operation as well as relying on environmental monitoring to support management decisions. Mitigation measures are typically recommended whenever the potential impact is significant with the ultimate purpose of eliminating or reducing the negative impact. The mitigation plan proposes several potential impact-mitigation or control measures that should earn the CHTUD project more environmental and social acceptability, by eliminating or reducing to the extent possible many of the impacts that were outlined in Chapter 5. Note that, mitigation measures are highly dependent on the significance of the predicted impact, the nature of the impact (permanent vs. temporary), as well as the phase of the project (construction vs. operation). This chapter represents the relevant mitigation measures in the context of the CHTUD project.
1 Mitigating potential traffic impacts
The primary measures to mitigate traffic impacts during the construction phase include the proper dissemination of information regarding construction schedule (along with any potential change to the initial schedule), as well as providing alternate routes during all phases of construction. Proper planning and development of a traffic control plan that takes into account the reservations and inputs of local stakeholders is essential to minimize the effects and inconvenience of construction activities on commuters as well as to ensure the safety of motorists, pedestrians and workers in the vicinity of construction zones. The basic principle in the development of traffic control plans is that motorists should be guided through construction zones in a clear and safe manner. This can be accomplished through adequate warning, signing, delineation and channeling at least 500 m down and up-gradient from the construction sites. Such measures will provide motorists with positive guidance prior to and through the work zone, especially if the traffic control departments within each city are available for coordination. Preliminary routing schemes covering the various construction phases must be developed and communicated early on to the public. In addition, limiting the movement of heavy machinery during the construction phase to off-peak hours and providing prior notification are crucial measures to minimize the potential negative impacts of traffic.
At the bidding stage, contractors must include a traffic re-routing plan during construction. The construction period should take into consideration the possibility of night construction, if it does not disturb neighboring residents and commercial establishments. The tender documents should require contractors to present detailed plans for utility relocation, approved by the concerned utilities, before excavating the site. Without compromising safety of workers, pedestrians, or vehicles, traffic roads should be re-opened as early as possible, even before the final readiness of the site, in order to minimize the impact on traffic during the construction period. A summary of specific measures to be undertaken to control traffic impacts during construction are presented in Table 15.
Table 15. Measures to be undertaken by consultant and contractor
|Supervising Consultant |Contractor |
|Dissemination of information regarding construction |Guiding motorists through construction zones |
|schedule | |
| |Installation of warning signs in and around the site |
| |Planning and development of traffic control and re-routing plans during |
| |all phases of construction |
|Traffic monitoring |Guiding of motorists outside the boundaries of the site |
During the operation phase, traffic signs, efficient circulation patterns, and adequate parking spaces are needed to guide visitors to the sites and reduce the required time needed for finding available parking areas. The project has addressed these issues through the development of a Traffic Management Plan for each city, which covers the following:
- Traffic regulation (junction canalizations, signing and lining, traffic signals, area traffic control, pedestrian facilities and street space management, facilities for bicycles and other non-motorized vehicles, bus priority)
- Demand management (parking management, control and pricing, traffic calming, pedestrian only zones)
- Road use and classification (functional classification of road networks, road use regulation)
- Road safety (institutional arrangements and practices, accident data collection and analysis and remedial engineering, road user education, enforcement, including equipment and training)
In addition, the project includes specific physical actions that will contribute to the mitigation of traffic impacts with respect to each city as presented in Table 16.
Table 16. Mitigation measures to be undertaken during the operation phase to alleviate traffic congestion
|City |Mitigation measures |
|Jersah |Rationalization of sidewalks and street sections |
| |Rationalization and beautification of King Abdullah Street |
| |Rationalization of the pedestrian crossing connecting the South Bridge to the archaeological site |
| |Installation of parking meters |
| |Provision of parking lots at the ex-market place |
|Karak |Installation of parking meters |
| |Provision of adequate traffic signs |
| |Improving access to the archaeological site by rehabilitating the pedestrian path and establishing |
| |the heritage trail |
| |Rationalization and beautification of the street sections of Al Malik Al Husayn Street and Al |
| |Mujamma' Street |
| |Rationalization and beautification of the Salah Ad-Din Al Ayyubi/ Al-Madeenah street junction |
|Madaba |Rationalization and beautification of King Tallal Street |
| |Rationalization and beautification of the of King Tallal /Palestine street junction (the Church of |
| |the Map node) |
| |Creation of a quality urban pedestrian plaza in front of the Saraya Building |
| |Installation of parking meters |
| |Provision of adequate traffic signs |
|Salt |Reinforcement of part of the street network, namely Al-Dair Street, Oqba ben Nafè Street and Sa'eed |
| |Slaibi Street and the rationalization of vehicular flows through the careful reshaping of the street|
| |sections and lay-outs, providing wherever possible wider sidewalks, street side parking pockets and |
| |stalls for loading and unloading of commercial goods |
| |Installation of parking meters |
| |Providing adequate traffic signs |
| |Rationalisation of Saha area |
2 Mitigating potential air quality impacts
During the construction phase, it is essential to adopt strategies to prevent or minimize dust emissions. The main control measures towards this purpose should be included within the construction contracts and be considered as requirements from contractors. These measures include proper site and stock enclosure, on-site mixing and unloading operations; maintaining minimal traffic speeds on-site; ensuring adequate maintenance and repair of construction machinery; proper water spraying when necessary; sealing of completed earthworks; permanently surfacing medium and heavily used haul routes; damping un-surfaced haul routes as well as ensuring proper house-keeping at construction sites. The supervising consultant will have the responsibility of ensuring the implementation of these measures.
At the operational level, with the exception of the parking facilities, the proposed CHTUD project will not result in substantial negative air quality impacts. The main concern is to provide ventilation rates capable of achieving adequate flushing of vehicule-induced emissions in the proposed parking facilities. In addition, provisions should be made to implement a regular monitoring plan for ambient air quality near heritage and archaeological sites to ensure that ambient air quality standards are maintained, thus limiting any decay that may be caused by potential formation of acid rain or smog. Nevertheless, such a plan should be implemented independently of the CHTUD project across the four urban cities. At a global scale, long term mitigation plans are necessary to address existing air quality problems particularly that traffic-induced emissions constitute the major source of air pollutants in urban areas.
3 Mitigating potential noise impacts
The major mitigation measures required are during the construction phase. Nevertheless, construction activities are characterized by their relatively short duration, presence of mobile sources, and variable working hours, thus restricting the implementation of mitigation measures. Moreover, the fact that much of the work is performed in the open and in densely populated areas renders overly restrictive working measures ineffective since they might unreasonably prolong the construction phase. Typical mitigation measures that should be enforced during the construction phase to minimize noise levels are:
• Choices of inherently quiet equipment
• Proper site logistics and planning
• Proper maintenance of equipment
• Limiting site working hours if possible
• Machines that are intermittent in use should be shut down or throttled down to minimum between work periods
• Informing the local population through the municipalities about the schedule of noisy activities
• Placing muffling devices to reduce vibration
• Scheduling noisy activities during the morning hours
• Enforcing noise monitoring
• Keeping equipment speed as low as possible
The adopted noise control measures should be included within the construction contracts and considered as requirements for contractors. The supervising consultant will have the responsibility of ensuring the implementation of these measures. Modeling results (Appendix C) have shown that sound barriers are not needed since most construction activities will not exceed the Occupational Safety and Health Administration (OSHA) 8-hour standard. In addition, the consultant should consider the impact of adopting porous material as well as flexible joints and supports in the design phase of the various components of the project.
At the operational level, the proposed project will not result in significant negative noise impacts. Yet measures such as adopting proper traffic management practices, creating pedestrian areas as well as enforcing speed limits are expected to enhance the overall environment of the four cities with respect to noise levels.
4 Mitigating landscape and visual intrusion impacts
Landscape impacts are limited to the rehabilitation of the old city cores along with rehabilitation of public gardens and planting of trees. Most mitigation measures should be adopted during the construction phase since the CHTUD will have a predominantly positive impact during the operation phase (Chapter 5). In this context, provisions must be made to avoid cutting existing trees, specially those with a history and to re-vegetate and conserve the old cultural sites back to their original status. Visual intrusion during the construction phase should be minimized by proper site fencing and housekeeping within the site proper. The final design of the CHTUD should adopt provisions to minimize visual intrusion by blending color of paints, using appropriate exterior construction material, blending architectural features as well as implementing appropriate landscaping with visual screens and greenbelts where necessary. Mitigation measures for visual intrusion and landscape alteration at the construction and operational phases of the CHTUD are listed in Table 17.
Table 17. Mitigation for landscape and visual intrusions
|Mitigation Measure |Stage to be Implemented |
| |Construction |Operation |
|Preserve existing vegetation when feasible |( |NA |
|Avoiding onsite storage of wastes and equipment |( |NA |
|Selecting appropriate paint colors for the exterior of the new and rehabilitated |( |( |
|facilities/amenities/buildings/infrastructure in the CHTUD region of influence | | |
|Selecting construction materials for the exterior of the new and rehabilitated |( |( |
|facilities/amenities/buildings/infrastructure in the CHTUD region of influence in order to | | |
|ensure blending with the historical backgrounds of the four cities | | |
|Selecting architectural designs that will make the rehabilitation projects blend with the |( |NA |
|surrounding architectural features of the general milieu | | |
|Enforcing compliance with building codes of the area and avoiding the construction of elevated |( |( |
|structures and assuring low density development | | |
|Planning, implementing and maintaining an appropriate landscaping program for the site that |( |( |
|takes into account restoration or creation of native vegetation cover with local fauna and | | |
|flora | | |
|Provisioning and maintaining a greenbelt to bar any unsightly intrusion the project may have on|( |( |
|the milieu | | |
|( = Applicable |NA = Not applicable |
The control measures for landscape impacts and visual intrusion should be included within the bid specifications and construction contracts. The supervising consultant will have the responsibility of ensuring the implementation of these measures.
5 Mitigating waste generation
Construction wastes generated from the CHTUD should be reused in filling activities at the site whenever deemed possible. Non-reusable construction wastes should be disposed of at proper disposal sites. An agreement must be reached with the respective Joint Services Councils to designate an area in each Governorate for the disposal of construction wastes. When excavating in the vicinity of archaeological sites, care should be taken to follow procedures dictated by the MoTA whenever new archaeological remains, antiquity or any other object of cultural or archaeological importance are encountered during construction. Last but not least, considerations should be given whenever feasible for waste material recycling and re-use. Furthermore, specific routes should be designated by the supervising consultant to control and manage the movement of large amounts of waste through city streets to the final disposal sites. To the extent feasible, these routes should be selected in a way to minimize potential traffic congestion and avoid peak hours. Weight limits for trucks and measures to control potential dust emissions (by covering or water spraying) should be adopted by the contractor. The control and collection measures for construction generated waste and disposal should be included within the bid specifications and construction contracts. The supervising consultant will have the responsibility of ensuring the implementation of these measures.
During the operation phase and since one of the main objectives of the CHTUD project is the attraction of a larger number of visitors/tourists, it is expected that increased solid waste and wastewater generation rates will occur. As such, ensuring the enforcement of an adequate solid waste and wastewater collection system in the four old city cores is of utmost importance. While the projected additional rates are not significant to cause an environmental impact under normal conditions in a typical city, it should be noted that the existing solid waste collection infrastructure in Jerash and to a lesser extent in Karak, Madaba and Salt and wastewater infrastructure in Jerash and Karak, require upgrading and better management irrespective of the proposed CHTUD project. In this context, significant investments would be required if the attraction rates of visitors/tourists increase dramatically as observed in some coastal and cultural heritage cities in Europe or Turkey. In such an unlikely case, the design capacity of most planned facilities will not be adequate and serious mitigation measures would be necessary.
6 Mitigating water quality/supply impacts
The most appropriate mitigation measures to ensure minimal water quality impacts include provisions for proper surface drainage during both the construction and operation phases, which is currently lacking or limited in all four cities, minimization of on-site water and chemical usage (oil, lubricants and fuel), as well as limiting the exposure of the soil to accidental releases of pollutants during the construction phase. As such, utilized chemicals should preferably be non-toxic and readily biodegradable. It should be noted that in Jordan, there is currently limited capacity for the proper disposal of oil, lubricants and fuel used by construction equipment. These wastes when mixed with other construction wastes are typically disposed of in a landfill and as such they will be handled similar to what is described in Section 7.5.
During operation, water quality impacts arise mainly from the improper disposal or leakage of the wastewater generated. The mitigation of such impacts was presented in Section 7.5. Initiating a regular groundwater quality monitoring program in coordination with related authorities, is also a central mitigation measure that has to be launched in order to assure public and tourist safety, particularly the stream in Jerash Wadi. As for the mitigating measures needed for limiting excessive water consumption, water metering as well as providing financial incentives are crucial steps that need to be coupled with infrastructure upgrade. While such measures are highly desirable, they are beyond the scope of mitigation actions that could be undertaken in the context of the CHTUD project.
7 Mitigating health and safety impacts
Health and safety at construction sites is considered primarily in terms of potential exposure to PM and noise, and more importantly potential accident occurrence to workers on-site and to pedestrians or animals. Typical health guidelines related to occupational exposure to PM and noise, include the provision of dust masks to workers near high PM concentrations (loading, unloading and transfer operations), and ear plugs for workers around noisy devices (compactors, front-loaders, backhoes, tractors, concrete mixers…). In this respect, the “Instructions for the Protection of Employees and Workers from Occupational Risks” of 1998 under the Labor Law No. 8 of 1998 should be included within the bid specifications and construction contracts. The supervising consultant will have the responsibility of ensuring the implementation of these instructions. Note that a health-based economic valuation of air or water quality is beyond the scope of the present EIA.
During operation, health and safety impacts are mostly related to potential accident occurrence among visitors within the sites and on the access roads. Such impacts can be mitigated through proper signage whereby pedestrian areas are clearly marked and provided with permanent physical barriers to hamper vehicle circulation. In addition, the tourist tracks to be developed within the sites should be clearly marked and contained to limit any potential of wandering to unsafe locations. Proper sign posting indicating the different roads to follow in order to reach the archaeological sites as well as panels inside the site indicating “you are here” should be introduced for proper orientation. Security of visitors must be ensured by preventing people from accessing potentially dangerous sites, warning them about risks of falling off areas, and preventing them from climbing stones, columns, niches, and decorated features across the site. Proper lighting should be provided within the site in order to avoid accident occurrence. The presence of guards and guides is crucial and visitors should not be allowed to enter the sites unaccompanied. An emergency medical center or first aid facility should be mobilized to the vicinity of each of the four sites. Finally, proper maintenance of tracks, lighting, faults or cracks in the sites should be conducted on a regular basis. Structural situations presenting risks for visitors such as unstable stone elements or open excavations should be eliminated.
8 Mitigating archaeological and cultural heritage impacts
As indicated above, the impacts of the construction phase can be minimized through proper planning and careful implementation. The removal of stones within the sites and old city centers should undergo a complex documentation operation: stones need to be catalogued, numbered, marked and described, their function and possible provenance ascertained, their existing location marked in precise scaled plans, and moved with care to another location. In addition, the cleaning of stones (walls and façades) requires the use of a suitable technology that must be based on low impact blast methods, avoid the use of harsh abrasives and toxic chemicals, encourage the use of biodegradable, water-based (instead of solvent based), non flammable, fire resistant, non sparking, and breathable materials. When excavating in the vicinity of archaeological sites, care should be taken to follow the procedures set by the Department of Antiquities whenever new archaeological remains, antiquity or any other object of cultural or archaeological importance are encountered during construction.
The operational phase is associated with an increased number of visitors/tourists who will frequent archaeological sites and newly rehabilitated city centers and buildings. A visitors’ code of behavior inside archaeological areas with the purpose of safeguarding the fragile historic property from direct or indirect harmful actions must be developed. The code can be summarized by a set of points which can be printed on the back of the entrance ticket or on the free brochure for the site (examples: please avoid touching decorated features, do not climb on top of stones nor climb into niches, etc.). Abraded areas should be covered with low impact temporary installations like wooden platforms. These measures can be made more effective through constant control by site personnel. In addition, guards should be placed in specific locations at all times and be instructed to enforce site regulations, without harassing the visitors, but rather educating them in proper protective measures. Provisions must be made to eliminate the effects of littering through the development and implementation of a waste collection and management plan at the sites. Small panels throughout the site indicating photo snapshots could be introduced as a mean to extend visitors’ stay length inside the sites.
Other mitigation measures that should be adopted both during the construction and operation phases include the prevention of decay of stone surfaces by controlling vegetation growth using the appropriate biocides after mechanical removal, fixing of loose stone parts by gluing with appropriate resins, injections, insertion of steel and fiberglass bars and clamps, cleaning of selected areas in need of consolidation by mechanical or chemical methods, and localized consolidation of heavily decayed areas using appropriate resins.
9 Mitigating socio-economic impacts
While the proposed CHTUD project will bring about positive socio-economic impacts, it is not without negative impacts particularly during the construction phase. The most significant in this context is the relocation of dwellers and employees from buildings to be rehabilitated or demolished, and land acquisition and gentrification.
1 Relocation and land acquisition
The demolition of the three government buildings in Salt and the relocation of the concerned administrative functions should follow a well coordinated plan that involves first the acquisition of land (4,950 m2) required for the new administrative function, followed by the construction of the new complex and the transfer of activities to it, before demolishing the old buildings. The Municipality of Salt is responsible for the acquisition of the land. Similarly, the relocation of the Police Station in Madaba should be secured by the Municipality of Madaba, following a clear relocation plan before the initiation of any rehabilitation activity in the Saraya Building.
The municipalities of Jerash and Madaba should be committed to ensuring that residents and tenants of buildings that could be affected during the construction phase are properly relocated in similar nearby accommodations to avoid socio-economic hardships to families. Furthermore, land acquisition in Wadi Jerash and the proposed Leisure Park area in Madaba should be implemented by the concerned municipalities after ensuring proper compensation to owners, as dictated by the Expropriation and Land Acquisition Law No. 12/1987 and its amendments.
Rehabilitation of the Mosque in Salt should be closely coordinated with the Waqf committee in Salt to reach mutual agreement about design plans. Similarly, the rehabilitation of the Al-Sakit building in Salt should be realized following consultation with the family currently renting the space. If the family wishes to relocate, it should receive proper facilitation and compensation. If the family wishes to remain, it should be fully aware of the detailed rehabilitation activities that will be implemented and the magnitude of the associated nuisance.
2 Gentrification
Gentrification refers to the risk that many of the targeted historic areas are inhabited by a poor and vulnerable population that may relocate when these sites are upgraded and rehabilitated. Gentrification could lead to the relocation of this exposed segment of society to alternative areas that are characterized by poor living conditions. The Stakeholder Analysis Report clearly identified the desire of (resident and non-resident) landowners to upgrade their properties in order to benefit from higher rents resulting from the growth potential expected from the implementation of the CHTUD. Care should be taken in the implementation of the project, through planning and contractual mechanisms, to ensure that the living standards of the poor are protected. In addition, relocation should be limited in order to enable the poor to remain and benefit from the CHTUD improved areas. Such an approach would ensure the development of a mixed socio-economic character within the different rehabilitated sites. In addition, residents who are displaced either temporarily (while improvements are being conducted) or permanently (at their own will) would be presented with acceptable alternatives. The project should provide positive socio-economic impacts within the targeted areas namely by:
• Ensuring that owners seeking to improve their buildings conform with the building code to preserve the cultural character of the place, and enabling them to realize increased asset value while contractually protecting the interests of the tenants (those that remain as well as those that leave)
• Creating conditions for enhancing incomes in order to meet potential increase in rents
• Providing public private partnership incentives that can encourage poor proprietors to invest in upgrading their residences and/or establishments.
10 Summary of impact mitigation
Tables 20 to 22 present a summary of the proposed elements of the mitigation plan that will be considered during the various phases of the project namely: design, construction, and operation. The tables also include the implementing and responsible agencies/parties in the cost allocation. The cost during the design and construction phases will be part of the cost allocated for the implementation of the CHTUD. During the operation phase, the elements of the mitigation plan will become the responsibility of the municipality. Most mitigation measures at the operation phase are an integral part of routine maintenance activities undertaken by the municipalities. As such, the cost of the mitigation plan during the operation phase is not directly related to the proposed project.
Table 18. Summary of proposed elements of the mitigation plan during the design phase
|Impact |Mitigation measure |Responsibility |Cost |
|Traffic |Public participation |TDD/Consultant |Included in final|
| |Modification of design to reflect public consultation processes |municipalities |design |
| |Development of re-routing schemes and traffic management plan | | |
| |Assessment of projected increase in traffic vs. congestion and change in circulation patterns | | |
|Air quality |Definition of existing standards and regulations |TDD/Consultant |Included in final|
| |Assessment of vehicle-induced emissions vs. traffic increase and change in circulation patterns | |design |
| |Providing adequate ventilation in closed parking facilities | | |
| |Provide regular monitoring of vehicular induced emissions near the archaeological and heritage sites to meet ambient | | |
| |air quality standards and limit potential decay that may be caused by the formation of acid rain or smog | | |
|Noise level |Definition of existing standards, regulations |TDD/Consultant |Included in final|
| |Assessment of vehicle noise emissions vs. traffic increase and change in circulation patterns | |design |
| |Consideration for porous material, flexible joints and supports | | |
| |Consideration for sound barriers where necessary | | |
|Landscape and visual |Documentation of existing conditions |TDD/Consultant |Included in final|
|intrusion |Blending color(s) of paint | |design |
| |Blending exterior construction material | | |
| |Blending architectural features | | |
| |Provisions for visual screens or greenbelts | | |
|Waste/ wastewater |Locating nearby disposal sites and secure permit for waste disposal |TDD/Consultant |Included in final|
|generation |Exploring waste material recycling or re-use | |design |
| |Assessment of projected increase in solid waste generation | | |
| |Assessment of projected increase in wastewater generation | | |
| |Development of solid waste management plan at archaeological sites | | |
|Water quality/supply |Provisions for proper surface and ground water drainage |Water Authority |Included in final|
| |Use of non-toxic and readily biodegradable chemicals | |design |
| |Assessment of projected increase in water demand | | |
|Health and safety |Develop and/or review and update general health and safety plans |TDD/Consultant |Included in final|
| |Enforce Law No. 8 of 1996 on health and safety on all contractors | |design |
|Archaeological and |Develop rehabilitation/construction monitoring plans |TDD/Municipality/DoA/Consultant|Included in final|
|cultural heritage |Follow Archaeological Procedures | |design |
|Socio-economics |Elimination or minimization of forced land acquisition and relocation |TDD |Included in final|
| |Ensuring community participation | |design |
| |Development of proper compensation and relocation plans | | |
| |Ensuring the development of a mixed socio-economic character to rehabilitated sites | | |
| |Provision of public private partnership incentives | | |
Table 19. Summary of proposed elements of the mitigation plan during the construction phase
|Impact |Mitigation measure |Responsibility |Cost |
|Traffic |Public communication |TDD |Included in |
| |Implementation of re-routing schemes |Consultant |construction |
| |Extended construction hours, when feasible |Contractor | |
| |Provision of clear and adequate signing at least 500 meters around construction sites | | |
| |Adopting clear delineation and channeling measures at least 500 meters around construction sites | | |
| |Limiting movement of heavy machinery to off-peak hours | | |
| |Providing prior notification about work and heavy equipment movement schedule | | |
| |Re-opening roads adjacent to construction sites as early as possible, even before final readiness of the site | | |
| |Provision of close coordination with local traffic departments in each city | | |
|Air quality |Site and stock pile enclosure |TDD |Included in |
| |On-site mixing in enclosed or shielded areas |Consultant |construction |
| |Proper unloading operations |Contractor | |
| |Water damping of stockpiles when necessary (dry conditions) | | |
| |Backfilling of completed earthworks | | |
| |Providing re-vegetation as soon as possible | | |
| |Permanent surfacing of medium and heavily used haul routes | | |
| |Damping un-surfaced haul routes | | |
| |Keeping hauling routes free of dust and regularly cleaned | | |
| |Maintenance of low traffic speeds on-site with proper enforcement | | |
| |Maintenance and repair of construction machinery | | |
|Noise level |Construction of site enclosure |TDD |Included in |
| |Control of timing of noise emissions |Consultant |construction |
| |Informing the local people when noisy activities are planned |Contractor | |
| |Proper road maintenance | | |
| |Enforcement of speed limits | | |
| |Employment of low noise machinery, or machinery with noise shielding and/or sound absorption materials (e.g. on-site power generator | | |
| |enclosure) | | |
| |Proper maintenance of equipment and machinery | | |
|Landscape |Preserving existing vegetation when feasible |TDD |Included in |
|and visual intrusion |Blending color(s) of paint |Consultant |construction |
| |Blending exterior construction material |Contractor | |
| |Blending architectural features | | |
| |Provisions of visual screens or greenbelts | | |
| |Implementing appropriate landscaping | | |
| |Confirming to area building codes | | |
|Waste generation |Waste transport and disposal at designated disposal sites |TDD /DGA |Included in |
| | |Consultant |construction |
| | |Contractor | |
| | |Municipality | |
|Water quality supply |Proper surface and ground drainage |TDD |Included in |
| |Decrease of water usage during the construction phase |Consultant |construction |
| |Minimization of soil exposure time during the construction phase |Contractor | |
| |Minimization of chemical usage (lubricants, solvents, petroleum products) and use of non-toxic biodegradable products | | |
|Health and safety |Provision of pedestrian walkways |TDD |Included in |
| |Installation of proper warning signs |Consultant |construction |
| |Provision of protective clothing and equipment |Contractor | |
| |Creation of buffer zones around major construction zones | | |
| |Following instructions of Labor Law No. 8 of 1996 on health and safety | | |
|Archaeological and |Documentation of buried sites and conservation of materials |TDD |Included in |
|cultural heritage |Implementing a documentation operation on all removed stones within the sites and old city centers |Consultant |construction |
| |Avoiding the use of harsh abrasives and toxic chemicals |Contractor | |
| |Encouraging the use of biodegradable, water-based (instead of solvent based), non flammable, fire resistant, non sparking, and |DGA | |
| |breathable materials for rehabilitation works | | |
| |Implementation of Archaeological Chance Find Procedures, if needed | | |
| |Covering abraded areas with low impact temporary installations like wooden platforms | | |
| |Controlling vegetation growth using appropriate biocides after mechanical removal | | |
| |Fixing of loose stone parts by gluing with appropriate resins, injections, insertion of steel and fiberglass bars and clamps | | |
| |Cleaning areas in need of consolidation by mechanical or chemical methods | | |
|Socio-economics |Ensuring community participation |TDD |Included in |
| |Implementation of relocation plans outlined during the design phase |Consultant |construction |
| | |Contractor | |
Table 20. Summary of proposed elements of the mitigation plan during the operation phase
|Impact |Mitigation measure |Responsibility |Cost |
|Traffic |Maintenance of traffic signs and parking spaces |Municipalities |Not directly |
| |Maintenance of new parking lots and roads |Government |part of project |
| |Enforcement of Traffic Management Plans | | |
|Air quality |Maintenance of ventilation in closed parking facilities |Municipalities |Not directly |
| |Implementation of long term strategies (beyond the scope of the CHTUD Project) |Government |part of project |
|Noise level |Sound insulation and pavement maintenance |Municipalities |Not directly |
| |Limiting vehicle speed |Traffic police |part of project |
| |Implementation of long term strategies (beyond the scope of the CHTUD Project) |Government | |
|Landscape and visual |Maintenance of exterior material, visual screens or greenbelts |Municipalities |Not directly |
|intrusion |Enforcing compliance with building code as well as developed architectural plans | |part of project |
|Water quality/ supply |Maintenance of surface water drainage |Municipalities |Not directly |
| |Provision of incentives for the efficient use of water (beyond the scope of the CHTUD Project) | |part of project |
| |Initiating a water quality monitoring program (beyond the scope of the CHTUDP) | | |
|Waste/ wastewater |Maintenance of waste management systems at the historic cores |Municipalities |Not directly |
|generation |Ensuring proper waste/wastewater collection systems | |part of project |
|Health and safety |Maintenance of signs and warnings |MoTA |Not directly |
| |Marking of developed tourist tracks clearly |Municipalities |part of project |
| |Introduction of proper orientation sign posting such as “you are here” panels at parking facilities and along | | |
| |developed tourist tracks | | |
| |Provision of appropriate lighting in archaeological sites, tracks, and parking facilities | | |
| |Provision of guards and guides during visiting hours at archaeological sites, tracks, parking facilities | | |
| |Provision of an emergency medical center or first aid facility in all four cities | | |
| |Elimination of structural situations presenting risks for visitors | | |
|Archaeological and cultural|Routine monitoring and maintenance |MoTA |Not directly |
|heritage |Development visitor’s code of behavior at archaeological sites to be printed on the back of the entrance ticket or|municipality |part of project |
| |on the free brochure for the site | | |
| |Control of vegetation growth using appropriate biocides after mechanical removal | | |
| |Implementation of waste collection and management plan at the sites | | |
| |Provision of proper latrines on-site | | |
| |Fixing of loose stone parts by gluing with appropriate resins, injections, insertion of steel and fiberglass bars | | |
| |and clamps | | |
| |Cleaning of areas in need of consolidation by mechanical or chemical methods | | |
environmental Monitoring
Impact and compliance monitoring will be practiced during the construction and operation phases of the CHTUD. The monitoring will focus on selected environmental indicators, the determination of compliance with standards, and the assessment of the level of impacts on the environment to:
• Verify the environmental impacts predicted in the EIA study;
• Monitor the performance of the project and the effectiveness of mitigation measures;
• Determine project compliance with national and international requirements and standards;
• Take remedial action if unexpected problems and unanticipated impacts arise;
• Improve cultural heritage site management and environmental control.
The following sections present a general outline of the proposed monitoring plan that will be undertaken during the construction and operation phases in each of the four cities.
1 Monitoring during the construction and rehabilitation phases
During the construction and rehabilitation phases, monitoring will be conducted at varying frequencies depending on the parameter monitored. Monitoring will take place at specific locations whereby the environmental impacts are thought to be significant. The parameters to be monitored will include:
• Traffic counts at identified monitoring stations
• Air quality using selected indicators at selected locations
• Noise level using selected indicators at selected locations
• Runoff water quality using selected indicators at selected locations
• Landscape through visual inspection and photographic documentation
• Waste generation through visual inspection and photographic documentation
• Archaeological deposits, when applicable, through visual inspection and photographic documentation
• Health and safety through visual inspection and photographic documentation in addition to the maintenance of a record of injuries and accidents, specifying their underlying cause and describing their location
2 Monitoring during the operation phase
During the operation phase, monitoring will be conducted for the following parameters:
• Traffic counts at identified monitoring stations
• Air quality using selected indicators at selected locations
• Noise level using selected indicators at selected locations
• Stream water quality using selected indicators at selected locations
• Landscape through visual inspection and photographic documentation
• Waste generation through visual inspection and photographic documentation
• Maintenance of a record of injuries and accidents, specifying their underlying cause and describing their location
• Deterioration of archaeological sites through inspection and photographic documentation.
3 Monitoring plan implementation
The Government of Jordan (through the TDD) will be responsible for funding and undertaking the environmental monitoring activities. During the construction phase, the TDD supported by consultants would undertake the monitoring. During the course of the operational phase, depending on its capabilities and resources, the MoE may become responsible (depending on governmental resource allocations) for implementing the monitoring, with the support of consultants as appropriate.
The required equipment and technical skills for the implementation of a proper environmental monitoring plan are limited at the professional level in Jordan, particularly with respect to the availability of analytical equipment to conduct air and water chemical analysis. Academic and research institutions are currently best equipped to assist in the implementation of the proposed plan. As such, the monitoring plan can be implemented in a collaborative effort between local consultants and these institutions. In order to ensure the proper implementation of the proposed environmental plan in the four cities, it is essential to maintain proper environmental monitoring particularly during the construction phase. For this purpose, qualified personnel must be designated. The detailed yearly staffing requirements for the implementation of the monitoring plan during the construction and operation phases in the four cities including the definition of indicator, monitoring frequency, and locations are provided in Tables 23 to 31.
Table 21. Summary of proposed monitoring plan for Jerash
|Parameter |Location |Samples |Frequency |Phase |Responsibility |
|Traffic |At stations J1, J2, J3 |Continuous vehicle |Annually |Construction/ |TDD / |
| | |counts for 24 hours | |Operation |Consultant |
|Air quality |At stations J1, J2, J3 |Four samples/ location |Annually |Construction/ |TDD / |
|(TSP, CO) | | | |Operation |Consultant |
|Noise |At stations J1, J2, J3 |Four samples/ location |Annually |Construction/ |TDD / |
|(Leq, Lmin, Lmax) | | | |Operation |Consultant |
|Landscape |At intersections and along |Visual inspection/ |Annually |Construction/ |TDD / |
| |the Jerash Wadi |Photographic | |Operation |Consultant |
| | |documentation | | | |
|Water Quality |Upstream and downstream |Two samples/ location |Annually |Construction/ |TDD / |
|(pH, COD, Pb, Cu, Cr, Zn,|locations of line supplying | | |Operation |Consultant |
|TC, FC) |old city center | | | | |
|Archaeology |At construction sites |Visual inspection/ |Continuous |Construction/ |TDD / |
| |At archaeological sites |Photographic |Annually |Operation |Consultant |
| | |documentation | | | |
|Accidents |In the old city and at |Police/ newspaper |Annually |Construction/ |TDD / |
|(cars/ pedestrians) |entrances |records | |Operation |Consultant |
|Health and safety/ |Within project boundaries |Visual inspection / |Continuous |Construction/ |TDD / |
|Hygiene | |photographic | |Operation |Consultant |
| | |documentation | | | |
|J1: At the Wasfi Al Tal Street/King Abdullah Street Junction |
|J2: At the Wasfi Al Tal Street/South Bridge Junction |
|J3: At the Municipality Square |
Table 22. Estimated requirements for the implementation of the environmental monitoring plan in Jerash
|Parameter/Activity |Staff category |Number |Schedule |Cost (USD) |
|CONSTRUCTION & REHABILITATION PHASE |
|Traffic / Accidents |Traffic engineer |1 |Part-time |20,000 |
|Landscape |Landscape architect |1 |Part-time | |
|Archaeology |Urban archaeologist* |1 |Full-time | |
|Air/ Noise/ Water/ Training/ Reporting |Environmental specialist |1 |Part-time | |
|Equipment and laboratory analysis fees |- |- |- | |
|Health and safety |Health and Safety officer |1 |Full time | |
| |(Construction engineer)* | | | |
|Total annual monitoring cost during the construction and rehabilitation phase | |
|OPERATION PHASE |
|Traffic / Accidents / Landscape |Traffic engineer |1 |Part-time |6,667 |
|Archaeology |Urban archaeologist |1 |Part-time | |
|Air/ Noise/ Water/ Training/ Reporting |Environmental specialist |1 |Part-time | |
|Equipment and laboratory analysis fees |- |- |- | |
|Total annual monitoring cost during the operation phase | |
* The archaeologist and the Health and Safety officers will be among the teams of the contractor executing the works
Table 23. Summary of proposed monitoring plan for Karak
|Parameter |Location |Samples |Frequency |Phase |Responsibility |
|Traffic |At stations K1, K2, K3 |Continuous vehicle |Annually |Construction/ |TDD/ Consultant |
| | |counts for 24 hours | |Operation | |
|Air quality |At stations K1, K2, K3 |Four samples/ location |Annually |Construction/ |TDD / Consultant |
|(TSP, CO) | | | |Operation | |
|Noise |At stations K1, K2, K3 |Four samples/ location |Annually |Construction/ |TDD / Consultant |
|(Leq, Lmin, Lmax) | | | |Operation | |
|Landscape |At intersections |Visual inspection/ |Annually |Construction/ |TDD / Consultant |
| | |Photographic | |Operation | |
| | |documentation | | | |
|Water Quality |Upstream and downstream |Two samples/ location |Annually |Construction/ |TDD / Consultant |
|(pH, COD, Pb, Cu, Cr, |locations of line supplying | | |Operation | |
|Zn, TC, FC) |old city center | | | | |
| |Upstream and donstream | | | | |
| |locations of stream at | | | | |
| |bottom of Wadi | | | | |
|Archaeology |At construction sites |Visual inspection/ |Continuous |Construction/ |TDD / Consultant |
| |At archaeological sites |Photographic |Annually |Operation | |
| | |documentation | | | |
|Accidents (cars/ |In the old city and at |Police/ newspaper |Annually |Construction/ |TDD / Consultant |
|pedestrians) |entrances |records | |Operation | |
|Health and safety/ |Within project boundaries |Visual inspection/ |Continuous |Construction/ |TDD / Consultant |
|Hygiene | |Photographic | |Operation | |
| | |documentation | | | |
|K1: Along the Al Malik Al Husayn Street |
|K2: At old bus terminal |
|K3: At back of bus terminal near proposed multistory car parking |
Table 24. Estimated requirements for the implementation of the environmental monitoring plan in Karak
|Parameter/Activity |Staff category |Number |Schedule |Cost (USD) |
|CONSTRUCTION & REHABILITATION PHASE |
|Traffic / Accidents |Traffic engineer |1 |Part-time |7,000 |
|Landscape |Landscape architect |1 |Part-time | |
|Archaeology |Urban archaeologist* |1 |Full-time | |
|Air/ Noise/ Water/ Training/ Reporting |Environmental specialist |1 |Part-time | |
|Equipment and laboratory analysis fees |- |- |- | |
|Health and safety |Health and Safety officer |1 |Full time | |
| |(Construction engineer)* | | | |
|Total annual monitoring cost during the construction and rehabilitation phase | |
|OPERATION PHASE |
|Traffic / Accidents / Landscape |Traffic engineer |1 |Part-time |2,333 |
|Archaeology |Urban archaeologist |1 |Part-time | |
|Air/ Noise/ Water/ Training/ Reporting |Environmental specialist |1 |Part-time | |
|Equipment and laboratory analysis fees |- |- |- | |
|Total annual monitoring cost during the operation phase | |
* The archaeologist and the Health and Safety officers will be among the teams of the contractors executing the works.
Table 25. Summary of proposed monitoring plan for Madaba
|Parameter |Location |Samples |Frequency |Phase |Responsibility |
|Traffic |At stations M1, M2, M3, M4 |Continuous vehicle counts|Annually |Construction/ |TDD / Consultant |
| | |for 24 hours | |Operation | |
|Air quality |At stations M1, M2, M3, M4 |Four samples / location |Annually |Construction/ |TDD / Consultant |
|(TSP, CO) | | | |Operation | |
|Noise |At stations M1, M2, M3, M4 |Four samples / location |Annually |Construction/ |TDD / Consultant |
|(Leq, Lmin, Lmax) | | | |Operation | |
|Landscape |At intersections |Visual inspection/ |Annually |Construction/ |TDD / Consultant |
| | |Photographic | |Operation | |
| | |documentation | | | |
|Water Quality |Upstream and downstream |Two samples / location |Annually |Construction/ |TDD / Consultant |
|(pH, COD, Pb, Cu, Cr, |locations of line supplying| | |Operation | |
|Zn, TC, FC) |old city center | | | | |
|Archaeology |At construction sites |Visual inspection/ |Continuous |Construction/ |TDD / Consultant |
| |At archaeological sites |Photographic |Annually |Operation | |
| | |documentation | | | |
|Accidents |In the old city and at |Police / newspaper |Annually |Construction/ |TDD / Consultant |
|(cars/pedestrians) |entrances |records | |Operation | |
|Health and |Within project boundaries |Visual inspection/ |Continuous |Construction/ |TDD / Consultant |
|safety/Hygiene | |Photographic | |Operation | |
| | |documentation | | | |
|M1: At the Church of the Map Node |
|M2: Along the King Tallal Street and Al Hashimi Street |
|M3: At the entrance of the space leading to the Saraya building |
|M4: At the old city bus station |
Table 26. Estimated requirements for the implementation of the Environmental Monitoring Plan in Madaba
|Parameter/Activity |Staff category |Number |Schedule |Cost (USD) |
|CONSTRUCTION & REHABILITATION PHASE |
|Traffic / Accidents |Traffic engineer |1 |Part-time |15,000 |
|Landscape |Landscape architect |1 |Part-time | |
|Archaeology |Urban archaeologist* |1 |Full-time | |
|Air/ Noise/ Water/ Training/ Reporting |Environmental specialist |1 |Part-time | |
|Equipment and laboratory analysis fees |- |- |- | |
|Health and safety |Health and Safety officer |1 |Full time | |
| |(Construction engineer)* | | | |
|Total annual monitoring cost during the construction and rehabilitation phase | |
|OPERATION PHASE |
|Traffic / Accidents / Landscape |Traffic engineer |1 |Part-time |5,000 |
|Archaeology |Urban archaeologist |1 |Part-time | |
|Air/ Noise/ Water/ Training/ Reporting |Environmental specialist |1 |Part-time | |
|Equipment and laboratory analysis fees |- |- |- | |
|Total annual monitoring cost during the operation phase | |
* The archaeologist and the Health and Safety officers will be among the teams of the contractors executing the works
Table 27. Summary of proposed monitoring plan for Salt
|Parameter |Location |Samples |Frequency |Phase |Responsibility |
|Traffic |At stations S1, S2, S3 |Continuous vehicle counts |Annually |Construction / |TDD / Consultant |
| | |for 24 hours | |Operation | |
|Air quality |At stations S1, S2, S3 |Four samples / location |Annually |Construction / |TDD / Consultant |
|(TSP, CO) | | | |Operation | |
|Noise |At stations S1, S2, S3 |Four samples / location |Annually |Construction / |TDD / Consultant |
|(Leq, Lmin, Lmax) | | | |Operation | |
|Landscape |At intersections |Visual inspection / |Annually |Construction / |TDD / Consultant |
| | |Photographic documentation | |Operation | |
|Water Quality (pH, COD, |Upstream and downstream |Two samples / location |Annually |Construction / |TDD / Consultant |
|Pb, Cu, Cr, Zn, TC, FC) |locations of line | | |Operation | |
| |supplying old city | | | | |
| |center | | | | |
|Archaeology |At excavation sites |Visual inspection / |Continuous |Construction / |TDD / Consultant |
| |At archaeological sites |Photographic documentation |Annually |Operation | |
|Accidents |In the old city and at |Police / newspaper records |Annually |Construction / |TDD / Consultant |
|(cars / pedestrians) |entrances | | |Operation | |
|Health and safety / |Within project |Visual inspection / |Continuous |Construction / |TDD / Consultant |
|Hygiene |boundaries |Photographic documentation | |Operation | |
|S1: At the upper end of the Saha |
|S2: At the lower end of the Saha |
|S3: Along the streets undergoing rehabilitation |
|S4: At the Maidan tourist terminal |
Table 28. Estimated requirements for the implementation of the Environmental Monitoring Plan in Salt
|Parameter/Activity |Staff category |Number |Schedule |Cost (USD) |
|CONSTRUCTION & REHABILITATION PHASE |
|Traffic / Accidents |Traffic engineer |1 |Part-time |15,000 |
|Landscape |Landscape architect |1 |Part-time | |
|Archaeology |Urban archaeologist* |1 |Full-time | |
|Air/ Noise/ Water/ Training/ Reporting |Environmental specialist |1 |Part-time | |
|Equipment and laboratory analysis fees |- |- |- | |
|Health and safety |Health and Safety officer (Construction |1 |Full time | |
| |engineer)* | | | |
|Total annual monitoring cost during the construction and rehabilitation phase | |
|OPERATION PHASE |
|Traffic / Accidents / Landscape |Traffic engineer |1 |Part-time |5,000 |
|Archaeology |Urban archaeologist |1 |Part-time | |
|Air/ Noise/ Water/ Training/ Reporting |Environmental specialist |1 |Part-time | |
|Equipment and laboratory analysis fees |- |- |- | |
|Total annual monitoring cost during the operation phase | |
* The archaeologist and the Health and Safety officers will be among the teams of the contractors executing the works
Table 29. Summary of the annual environmental monitoring costs
|Phase |Jerash |
| |(USD) |
|Rania Maroun |MS, Environmental Technology |
| |BS, Environmental Health |
appendices
APPENDIX A. DETAILED DESCRIPTION OF THE INTERVENTIONS IN EACH OF THE FOUR CITIES OF THE PROJECT
Appendix B. Calculation of impact of construction activities on air quality
Appendix C. Calculation of impact of construction activities on air quality
APPENDIX A
Detailed description of the interventions in each of the four cities of the project
Interventions in Jerash
[pic]
Main elements of the Jerash CHTUD Project
1. Street Upgrading and detailed landscaping of main junctions: Primary, secondary and tertiary city-core streets will be upgraded on the basis of agreed technical standards, with particular focus on the rationalization of sidewalks, creation of parking spaces and overall improvement of the storm-water drainage system. Specific critical junctions will be objects of detailed landscaping interventions as follows:
– Municipality Square: Particular attention will be paid to the design of the central isle and to the streetscaping elements junction to enhance overall visual impact.
– Wasfi Al-Tal Street/King Abdullah Street Junction: Also in this case, particular attention will be paid to the design of the traffic partition elements (roundabout and pedestrian islands) and to the overall streetscaping, including façade rehabilitation of the row of restaurants positioned along Wasfy-Al-Tal.
2. Traffic and Parking Management Plan (TPMP): A new TPMP will be implemented, aimed at rationalizing access to the city-core, looping of traffic for reduction of vehicular crossing of center, enforcing a one-way circulation system; and identifying interfacing nodes with in/out heavy traffic. As part of the TPMP, a pilot metering program will be implemented to demonstrate the advantages of managed parking schemes.
3. Redesign of the South Bridge Junction: The project will aim to improve the visual continuity between the Jerash archaeological site and the exit of the South Bridge onto Wasfy Al-Tal Street through the maximum possible lowering of the Wasfy Tal-Al Street carriage way and rationalization of the related pedestrian street crossing. Eventually, the refurbishment of the South Bridge, in connection with the creation of the new exit from the archaeological site and the proposed landscape restoration of the wadi, is expected to stimulate in the local population a sense of ownership of the city's archaeological assets.
4. Landscape Restoration of the Wadi Area: In order to revert the ongoing process of decay of this neglected, even if strategic, urban area, the Wadi will be upgraded into a new urban park, creating an urban hinge with unifying functions both at the physical (reconstructing a continuity between the core and the archaeological site) and social levels (providing a new common federating space for the entire city population). The land in the Wadi has private ownership, but while the area between the North and South Bridge is already identified for Park use in the City Master Plan, this is not the case for the rest of the Wadi land. The Municipality, with the support of the Ministry of Municipal Affairs, will have to solve both issues of change of land use and, if necessary, possible expropriation.
5. Demolition of Visually Invasive Buildings and Relocation of Related Activities: At least three buildings on the southern side of the South Bridge are both visually invasive and extremely vulnerable to floods/landslides, as they are built right in the wadi path. In order to restore the visual unity and integrity of the relationship between the archeological site and the Eastern Bath Plaza, the project will support the acquisition and demolition of these buildings, and relocation of activities. The Municipality is expected to play a leading role in managing this process (particularly land acquisition).
6. Renewal Completion of the East Baths Node: The project will establish a new entrance and connection to the contemporary urban fabric in the area of the North Bridge and provide a landscaped filter between the East Bath plaza (recently created under the Second Tourism Development Project) and the surrounding line of constructions whose poor architectural quality and overall decay infringe on the integrity of the plaza. The new entrance solution will include the removal of the decayed and intrusive market stalls, which are presently obstructing the connection between the plaza compound and the North Bridge.
7. Ex-Market Urban Void - Parking Building and Multi-Functional Facility: The recent relocation of the Jerash market created an urban void in the city core available for public development, providing the opportunity to equip the city with a new multi-storey urban structure complementing the pedestrian hub of the East Baths development. The implementation of this project will take the form of a public-private partnership, in which the public partner will provide the land, and the private partner will ensure the realization and management of the new facility.
8. City-Core Regulations: The project will support the preparation and application of special City-Core Regulations to rationalize urban growth and control changes to the building stock, introducing criteria of comprehensive urban improvement.
Interventions in Karak
[pic]
Main elements of the Karak CHTUD Project
1. Street Upgrading and Detailed Landscaping of the Eastern Access to the Historic City: Considering the recent implementation of street upgrading interventions recently carried out in Karak under different projects, the CHTUD project will target investments towards the improvement of the storm water drainage system in the city core area and of the Eastern access to the walled city.
2. Traffic and Parking Management Plan (TPMP): A new TPMP will be implemented, aimed at rationalizing access to the city-core, looping of traffic for reduction of vehicular crossing of center, enforcing a one-way circulation system; and identifying interfacing nodes with in/out heavy traffic. As part of the TPMP, a pilot metering program will be implemented to demonstrate the advantages of managed parking schemes.
3. City Gateway Project, comprising the following sub-components:
– Rehabilitation of Inner-City Bus Terminal and Construction of Multipurpose Commercial Building: This intervention will aim to redevelop the area of the old bus terminal so as to provide the necessary architectural urban quality to the compound, which is by definition both a city gateway and a magnet for urban social and commercial activities. The action will include the realization of new commercial and restaurant facilities, and all the facilities necessary to the efficient management of the bus station.
– Multi-Storey Car Parking Building: the project area will provide the opportunity to create a large Multi-Storey Car Parking Building at the back of bus terminal, redefining and managing the access to the core city by car. In fact, unregulated traffic patterns and a chronic shortage of car parks heavily contribute to the current congestion of the city center.
– Hotel and Wall-View Walk: In order to increase the very limited number of hotel beds in Karak, the project area will also accommodate a medium-size (80 beds) upscale hotel along the eastern limit of the walls. The location will provide privileged views from the height of the city walls and direct access to a pedestrian panoramic walk along the walls, linking to a trail leading to the Castle.
4. Pedestrian Trail: The new City Gateway will be connected to the Castle via a safe pedestrian trail created along existing streets, which at the moment do not provide continuous sidewalks, segregated from the vehicular traffic.
5. City-core regulations: The project will support the preparation and application of special City-Core Regulations to control urban growth and changes to the building stock, introducing criteria of conservation, integral recovery and comprehensive urban improvement.
Interventions in Madaba
[pic]
Main elements of the Madaba CHTUD Project
1. Street Upgrading and detailed landscaping of the Church of the Map Node: Primary, Secondary and Tertiary City-core streets will be upgraded on the basis of agreed technical standards. In particular, King Talal primary street connecting the Church of the Map to the Saraya Building/Leisure Park complex will be paved in basalt. The Church of the Map node, with symbolic significance as the main gateway to the city, will be adequately enhanced with a strong urban design statement, together with a rationalization of the junction itself.
2. Rehabilitation and Cleaning of Building Façades along the Upgraded Streets: Improvement of the urban curtain along primary streets through the rehabilitation of facades, elimination of clutters and rationalization of shop signage.
3. Traffic and Parking Management Plan (TPMP): A new TPMP will be implemented, aimed at rationalizing access to the city-core, looping of traffic for reduction of vehicular crossing of center, enforcing a one-way circulation system; and identifying interfacing nodes with in/out heavy traffic. As part of the TPMP, a pilot metering program will be implemented to demonstrate the advantages of managed parking schemes.
4. Rehabilitation and Adaptive Reuse of the Historic Saraya Building: Consisting of rehabilitation, consolidation and preservation works for the Saraya Building, including the detailed landscaping of the urban space surrounding the building (entrance plaza, stairway and the landscaping of the slope along Prince Hassan street). As a preliminary condition to initiate this intervention, the Municipality will have to manage the relocation of the Police Station, currently occupying the Saraya building, and finalize the partnership with a relevant association to take over the management of the renovated building.
5. Leisure Park: While the city core of Madaba presents numerous city voids, none of these spaces is equipped to be used as a public facility. To respond to the high demand for such a space, the project will invest in the creation of a Leisure Park in the proximity of the Saraya building. Considering the highly fragmented land property pattern of the project site, the Leisure Park is expected to be carried out at a later stage of implementation of the CHUTD project, when the Municipality would have achieved a clear agreement with the land owners on the conditions for the use of such land.
6. City-core regulations: The project will support the preparation and application of special City-Core Regulations to control and manage changes to the building stock in the city core, introducing criteria of conservation, recovery and comprehensive urban improvement.
Interventions in Salt
[pic]
Main elements of the Salt CHTUD Project
1. Saha City Hub: Project aimed at the creation of a new central piazza and related public facilities to revitalize the historic city center of Salt. This intervention will require the demolition of three intrusive government building. As a preliminary condition to initiate this intervention, the Municipality will have to coordinate and manage the relocation of activities currently occupying the government buildings due for demolition.
2. Partial Rehabilitation and Preservation of Heritage Architectural Complexes forming the Saha Backdrop: Project consisting of direct funding for the static consolidation of all decayed structural components and facade rehabilitation of four significant Ottoman heritage architectural complexes forming the Saha backdrop, namely the Sukkar, the Khatib, the Sakit and the Abu- Sarhad Coffee complexes.
3. Urban Integration through Improvement of Circulation and Connectivity: Consisting of targeted upgrading interventions aimed at guaranteeing the full integration and rational connection of the Saha project area with the surrounding urban fabric. Such interventions will particularly focus on reinforcing the system of three streets extending from the Saha to the Maidan area.
4. Rehabilitation and Cleaning of Building Façades along the Upgraded Streets. Improvement of the urban curtain of the project area through the rehabilitation of façades, elimination of clutters and rationalization of shop signage.
5. Saha Mosque Rehabilitation and/or Demolition & Reconstruction: Depending on the agreement achieved with the Waqf, two possible different scenarios are envisaged for this specific sub-component: (1) demolition and reconstruction of the entire complex, including the commercial and indoor parking facilities; and (2) demolition and reconstruction of the existing minaret plus provision of a new integral stone cladding for the entire complex, with some rehabilitation works related mostly to the ground commercial floor.
6. City-Core Regulations: Preparation and application of special City-Core Regulations to control urban growth and changes to the building stock, introducing criteria of conservation, integral recovery and comprehensive urban improvement. The City-Core regulations will integrate and support the physical investments under the project by gradually affecting all the aspects of the project area, ensuring: (a) the preservation of cultural heritage; (b) the continuous improvement of the urban environment; and (c) continuation of the city revitalization process well beyond the life of the project.
7. Heritage Fund: in the specific case of Salt, the City-Core Regulations will be complemented by the creation of a Heritage Fund for the Protection of Salt Urban and Architectural Sites. This instrument will be designed to provide specific financial incentives to encourage private owners of historic buildings to preserve, rehabilitate, and restore their assets.
8. Upgrading of Street Axis Connecting the City Core with the Ottoman School: The upgrading of this street, consisting mostly of façade rehabilitation and rationalization of sidewalks and parking spaces, could be carried out a later stage of project implementation, depending on the expressed demand of the municipality.
9. Maydan Tourist Terminal and Parking: Depending on the public land made available for this project and on possible partnerships achieved over time with the private sector (for the management of the parking) and the tourist operators, this project could be implemented at a later stage of the CHTUD project.
Municipality Responsibilities
Based on the above detailed project description, the Municipality will have to take the lead in acquiring the land necessary for the development of specific projects, as a critical pre-condition to project implementation. The projects are as follows:
Salt:
– Possible land/building acquisition for demolition and transfer of activities related to the 3 government buildings to be demolished;
– Transfer of land property from the ministries owning the buildings to be demolished to the Municipality of Salt.
Karak:
– Acquisition of sloped land to be used for the construction of the parking building;
Madaba:
– Possible transfer of property of the Saraya building (if not already municipal property) from Police authority to Municipality;
– Multiple expropriation of land for the realization of the Leisure Park;
Jerash:
– Expropriation of intrusive buildings to the demolished and related land;
– Land expropriation of private properties in the Wadi (total or partial) accompanied by change in land use.
APPENDIX B
Calculation of the impact of construction activities on air quality
Step 1: Estimation of the total construction emissions using the area wide method.
In this method, the quantity of particulate matter emissions from construction operations is considered proportional to the area being worked and to the level of construction activity. Emissions from heavy construction operations are positively correlated with the silt content of the soil (particles with a diameter ................
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