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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

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EXECUTIVE SUMMARYINTRODUCTION

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; andc. 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.

II

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.

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Table I. Summary indicators of the four cities

Indicator Jerash Karak Madaba SaltPopulation (2004) 31,500 19,696 69,925 72,581Occupation Commercial trade,

services, manufacturing, construction

Commercial trade, services, manufacturing, construction



Annual household income, JD 4,810 5,703 5,116 8,045

Unemployment rate, % 18.9 21.5 14.6 11.8Poverty rate, % 18.4 12.2 10.7 17.8Precipitation, mm 113 peak season 350 358 267Humidity, % 45-65 NA NA NAAverage annual temperature, oC 25 15.5 8.3 winter, 24 summer 2 winter, 17 summer

Wind W and NW W and SW NA NAGeology Sedimentary rocks Limestone and volcanic rocks NA NAWater sources Groundwater wells Groundwater wells 2 groundwater wells and

private wells39 groundwater wells and 5

springsWater supply Intermittent 99 % covered, continuous

supply in old city Shortage in summer Intermittent

Wastewater collection systems

79% connected 99 % connected in old city 99 % connected in city 99 % connected in city

Wastewater treatment Secondary system, Jerash Wastewater Treatment

Plant

Secondary system, Karak Wastewater Treatment Plant

Secondary system, Madaba Wastewater Treatment Plant

Secondary system, Salt Wastewater Treatment Plant

Storm water drainage Inadequate Inadequate Inadequate InadequateSolid waste Littering widely observed,

El-Keder disposal siteLittering slightly observed,

Waste disposal site availableLittering slightly observed,


Waste disposal site availableAir quality Adequate, mostly vehicle-

inducedAdequate, mostly vehicle-



inducedNoise levels Adequate, mostly vehicle-




inducedTraffic Inadequate traffic

circulation patterns, lack of sufficient parking space, high congestion in city

center

Inadequate traffic circulation patterns, lack of sufficient

parking space, high congestion in city center





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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 - 0Water quality / supply - -/0/++Health and Safety - +Archaeology and cultural heritage -/0 -/+Socio-economics - ++++++ High positive impact++ Moderate positive impact+ Low positive impact0 Neutral impact

- - - High negative impact- - Moderate negative impact- Low negative 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

MitigationAn 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.

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Table III. Summary of proposed elements of the mitigation plan during the design phase

Impact Mitigation measure Responsibility CostTraffic Public participation

Modification of design to reflect public consultation processes Development of re-routing schemes & traffic management plan Assessment of projected increase in traffic vs. congestion and change in circulation

patterns

TDD/ConsultantMunicipality

Included in final design

Air quality Definition of existing standards and regulations Assessment of vehicle-induced emissions vs. traffic increase and change in circulation

patterns 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

TDD/Consultant Included in final design

Noise level Definition of existing standards, regulations Assessment of vehicle noise emissions vs. traffic increase and change in circulation

patterns Consideration for porous material, flexible joints and supports Consideration for sound barriers where necessary


Landscape and visual intrusion

Documentation of existing conditions Blending color(s) of paint 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 Exploring waste material recycling or re-use 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 Use of non-toxic and readily biodegradable chemicals

TDD/ConsultantContractor


Health and safety Develop and/or review and update general health and safety plans Enforce Law No. 8 of 1996 on health and safety on all contractors


Archaeological and cultural heritage

Develop rehabilitation/construction monitoring plans Follow Archaeological Procedures

TDD/Municipality/DoA/Consultant


Socio-economics Elimination or minimization of forced land acquisition and relocation Ensuring community participation 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

TDD Included in final design

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Table IV. Summary of proposed elements of the mitigation plan during the construction phase

Impact Mitigation measure Responsibility CostTraffic Public communication

Implementation of re-routing schemes, where feasible Extended construction hours 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

TDDConsultantContractor

Included inconstruction

Air quality Site and stock pile enclosure On-site mixing in enclosed or shielded areas Proper unloading operations 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 Control of timing of noise emissions Informing the local people when noisy activities are planned 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




Preserving existing vegetation when feasible Blending color(s) of paint Blending exterior construction material 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 /DGAConsultantContractorMunicipality

Included in construction

Water quality supply Proper surface and ground drainage Decrease of water usage during the construction phase

TDDConsultant


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Minimization of soil exposure time during the construction phase Minimization of chemical usage (lubricants, solvents, petroleum products) and use

of non-toxic biodegradable products

Contractor

Health and safety Provision of pedestrian walkways Installation of proper warning signs Provision of protective clothing and equipment Creation of buffer zones around major construction zones Following instructions of Labor Law No. 8 of 1996 on health and safety




Documentation of buried sites and conservation of materials Implementing a documentation operation on all removed stones within the sites and

old city centers Avoiding the use of harsh abrasives and toxic chemicals Encouraging the use of biodegradable, water-based (instead of solvent based), non

flammable, fire resistant, 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

TDDConsultantContractorDGA


Socio-economics Ensuring community participation Implementation of relocation plans outlined during the design phase



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Table V. Summary of proposed elements of the mitigation plan during the operation phase

Impact Mitigation measure Responsibility CostTraffic Maintenance of traffic signs and parking spaces

Maintenance of new parking lots and roads Enforcement of the developed Traffic Management Plans

MunicipalitiesGovernment

Not directly part of project

Air quality Maintenance of ventilation in closed parking facilities Implementation of long term strategies (beyond the scope of the CHTUD Project)



Noise level Sound insulation and pavement maintenance Limiting vehicle speed Implementation of long term strategies (beyond the scope of the CHTUD Project)

MunicipalitiesTraffic policeGovernment



Maintenance of exterior material, visual screens or greenbelts Enforcing compliance with building code as well as developed architectural plans

Municipalities Not directly part of project

Water quality/ supply

Maintenance of surface water drainage Provision of incentives for the efficient use of water (beyond the scope of the CHTUD

Project) Initiating a water quality monitoring program (beyond the scope of the CHTUDP)

MunicipalitiesWater Authority4



Maintenance of waste management systems at the historic cores Ensuring proper waste/ wastewater collection systems


Health and safety Maintenance of signs and warnings Marking of developed tourist tracks clearly 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

MoTA/ TDDMunicipalities



Routine monitoring and maintenance Development visitor’s code of behavior at archaeological sites to be printed on the back

of the entrance ticket or 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

MoTA/ TDDmunicipality


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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.

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Table VI. Summary of proposed monitoring plan

Parameter Location in Jerash Location in Karak Location in Madaba

Location in Salt Samples Frequency Phase Responsibility

Traffic At stations J1, J2, J3 At stations K1, K2, K3

At stations M1, M2, M3, M4

At stations S1, S2, S3

Continuous vehicle counts for 24 hours

Annually Construction/ Operation

TDD / Consultant

Air quality(TSP, CO)

At stations J1, J2, J3 At stations K1, K2, K3



Four samples/ location


TDD / Consultant

Noise (Leq, Lmin, Lmax)

At stations J1, J2, J3 At stations K1, K2, K3





TDD / Consultant

Landscape At intersections and along the Jerash Wadi

At intersections At intersections At intersections Visual inspection/ Photographic documentation


TDD / Consultant

Water Quality (pH, COD, Pb, Cu, Cr, Zn, TC, FC)

Upstream and downstream locations of line supplying old city center

Upstream and downstream locations of line supplying old city centerUpstream and donstream locations of stream at bottom of Wadi



Two samples/ location


TDD / Consultant

Archaeology At construction sitesAt archaeological sites

At construction sitesAt archaeological sites

At construction sitesAt archaeological sites

At excavation sitesAt archaeological sites

Visual inspection/ Photographic documentation

ContinuousAnnually

Construction/ Operation

TDD / Consultant

Accidents (cars/ pedestrians)

In the old city and at entrances




Police/ newspaper records


TDD / Consultant

Health and safety/ Hygiene

Within project boundaries




Visual inspection / photographic documentation

Continuous Construction/ Operation

TDD / Consultant

J1: At the Wasfi Al Tal Street/King Abdullah Street JunctionJ2: At the Wasfi Al Tal Street/South Bridge JunctionJ3: At the Municipality Square

K1: Along the Al Malik Al Husayn StreetK2: At old bus terminalK3: At back of bus terminal near proposed multistory car parking

M1: At the Church of the Map Node M2: Along the King Tallal Street and Al Hashimi StreetM3: At the entrance of the space leading to the Saraya buildingM4: At the old city bus station

S1: At the upper end of the SahaS2: At the lower end of the SahaS3: Along the streets undergoing rehabilitationS4: At the Maidan tourist terminal

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Table VII. Summary of the annual environmental monitoring costs

Phase Jerash(USD)

Karak(USD)

Madaba(USD)

Salt(USD)

Annual Cost (USD)

Project Duration(years)

Program Cost

(USD)Construction (USD) 20,000 7,000 15,000 15,000 57,000 5 285,000Operation (USD) 6,667 2,333 5,000 5,000 19,000 3 57,000

342,000

Capacity building

In the context of the proposed CHTUD project, the need for institutional strengthening in environmental management falls within several sectors ranging from archaeology and cultural heritage to solid waste / wastewater management, and water quality. While Jordan in general and the CHTUD project cities in particular, suffer from problems associated with the lack of proper environmental management of basic sectors (water, wastewater, solid waste, transport/traffic) that may be impacted by such a project, in recent years, plans have been developed and often are being implemented to initiate proper environmental management. These plans provide the project with the infrastructure for managing basic urban environmental services adequately. On the other hand, appropriate environmental management dictate that construction and operation be implemented in accordance to the current state of the art and knowledge regarding environmental protection. This can be accomplished by hiring competent personnel with the appropriate educational and professional background and instituting periodic training programs and site specific plans that are adequate for protecting the general public and the environment as well as contributing to the mitigation of potential environmental impacts. For this purpose, contractors and consultants who will be involved in the construction and operation of the various components of the proposed project will be required to attend an environmental training course prior to the initiation of project activities. The objective of this training course is to ensure appropriate environmental awareness, as well as knowledge and skills for the implementation of environmental mitigation measures. Environmental training sessions will be conducted annually for a period of two days during the construction phase and for one day during the operation phase for three years. The training program will emphasize on pollution prevention measures during both phases. The cost of this training program will be 25,000 USD (4,000 USD initial preparations, 3,000 USD per year during the construction phase for 5 years and 2,000 per year for three years during the operation phase). All training workshops will be conducted at a central location.

In an effort to strengthen institutional capacity and environmental awareness, training sessions on the proposed CHTUD project should be opened for individuals from concerned ministries and agencies such as the MoPIC, MoTA, MoMA, MoPWH, NGOs, and municipalities, etc. In addition, the scope of the training sessions may not be limited to just issues related to the CHTUD. Other environmental management topics can also be addressed in these sessions. Public education in itself creates a valuable positive feedback in environmental management. For example, if people are aware of the connections between respiratory diseases and particulate matter emitted from badly maintained vehicles, they may be more receptive to regulations requiring regular vehicle maintenance. A maximum of 30 participants will participate in a training session, which will address various topics including:

Environmental laws, regulations, and standards Pollution health impacts Pollution prevention measures Sampling techniques and environmental monitoring guidelines (air, noise, water) Protection of archaeological and cultural heritage sites Air quality management Solid waste management Wastewater management Traffic and pedestrians safety measures

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The environmental monitoring and management plans should be implemented by an entity independent of contractors and consultants involved in any component or tasks in any of the four cities. Figure 43 depicts the contribution of the proposed CHTUD project to potential institutional strengthening in environmental management.

PUBLIC CONSULTATIONIn initial consultation workshops, the municipal councils enthusiastically supported the idea of restoring active and productive urban life, conserving cultural heritage, rehabilitating the degraded urban fabric, capitalizing on the tourism potential, and improving the standard of living of the local community. They appear committed to ensuring that municipal development strategies and initiatives have to be well coordinated with the needs of cultural heritage preservation. Many suggestions and proposals were voiced concerning project actions from both the public and the private sector. Following initial consultations, meetings with the Mayors of the concerned municipalities were held during the period December 9-13, 2005, to discuss various environmental aspects of the proposed project components. The meetings solicited stakeholders’ feedback concerning the overall scope of the project in general and the potential environmental impacts in particular. All Mayors did foresee a positive impact of the project on preservation of the cultural heritage of the city, improvement in the social level of locals, and development of tourism. They all expressed concerns regarding the existing traffic congestion problem in the city centers and the inadequate storm water drainage infrastructure. In Karak and Salt, friendly complaints were voiced regarding the lack of effort from MoTA to promote their cities at both the national and international levels. In Jerash, the Mayor insisted that the project will only have a positive socio-economic impact on the locals if organized tours brought tourists to the city center and not just to the Roman Decapolis City. He also expressed the difficulty facing the municipality in preventing solid waste littering across the city. In Karak, the Mayor was confident that the city can accommodate the potential increase in tourist numbers in terms of water supply, wastewater collection and treatment, and solid waste management. Yet, he mentioned that the water network in the city is old and would benefit from rehabilitation. In Salt, the Mayor showed a little concern regarding the shortage in water supply and the concentration of solid waste generation in the city center. He was confident that these will be handled properly.

Government of Jordan

Ministry of Tourism and AntiquitiesTechnical Development Department

SupervisingConsultant

Contractor EnvironmentalManagement

and Monitoring Consultant

Ministries of Planning and InternationalCooperation,Public Works and Housing,CultureGovernorates, Municipalities,Environment

World Bank

TechnicalLiaison







World Bank

TechnicalLiaison

Figure I. Contribution of the proposed CHTUD project to institutional strengthening

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CONTENTSPage

TITLE PAGE........................................................................................................................................I

EXECUTIVE SUMMARY.................................................................................................................II

CONTENTS.....................................................................................................................................XIV

TABLES...........................................................................................................................................XVI

FIGURES.........................................................................................................................................XVI

APPENDICES.................................................................................................................................XVI

ABBREVIATIONS.......................................................................................................................XVII

1 INTRODUCTION........................................................................................................................1

1.1 Background.............................................................................................................................1

1.2 EIA objectives.........................................................................................................................2

1.3 Scope of work.........................................................................................................................2

2 LEGAL AND ADMINISTRATIVE FRAMEWORK...............................................................2

2.1 Legal framework.....................................................................................................................2

2.2 Concerned authorities.............................................................................................................4

2.3 International Treaties and Conventions..................................................................................7

2.4 EIA procedures and guidelines...............................................................................................7

3 PROJECT DESCRIPTION.........................................................................................................8

3.1 Project need.............................................................................................................................8

3.2 Project components.................................................................................................................9

3.3 Implementation schedule and costs......................................................................................12

3.4 Implementation arrangements...............................................................................................12

4 DESCRIPTION OF THE ENVIRONMENT..........................................................................15

4.1 Jerash....................................................................................................................................174.1.1 Physical environment.................................................................................................174.1.2 Socio-economic environment.....................................................................................19

4.2 Karak.....................................................................................................................................214.2.1 Physical environment.................................................................................................214.2.2 Socio-economic environment.....................................................................................23

4.3 Madaba..................................................................................................................................254.3.1 Physical environment.................................................................................................254.3.2 Socio-economic environment.....................................................................................27

4.4 Salt........................................................................................................................................284.4.1 Physical environment.................................................................................................284.4.2 Socio-economic environment.....................................................................................30

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5 IMPACT ANALYSIS.................................................................................................................32

5.1 Traffic...................................................................................................................................33

5.2 Air quality.............................................................................................................................33

5.3 Noise.....................................................................................................................................34

5.4 Landscape and visual intrusions...........................................................................................35

5.5 Waste generation...................................................................................................................36

5.6 Water quality.........................................................................................................................37

5.7 Health and safety..................................................................................................................37

5.8 Archaeology and cultural heritage........................................................................................38

5.9 Socio-economics...................................................................................................................385.9.1 Potential positive impacts...........................................................................................385.9.2 Potential negative impacts..........................................................................................39

5.10 Summary of impact analysis.................................................................................................41

6 ANALYSIS OF ALTERNATIVES...........................................................................................42

7 MITIGATION PLAN................................................................................................................43

7.1 Mitigating potential traffic impacts......................................................................................43

7.2 Mitigating potential air quality impacts................................................................................44

7.3 Mitigating potential noise impacts........................................................................................45

7.4 Mitigating landscape and visual intrusion impacts...............................................................46

7.5 Mitigating waste generation..................................................................................................46

7.6 Mitigating water quality/supply impacts..............................................................................47

7.7 Mitigating health and safety impacts....................................................................................47

7.8 Mitigating archaeological and cultural heritage impacts......................................................48

7.9 Mitigating socio-economic impacts......................................................................................497.9.1 Relocation and land acquisition..................................................................................497.9.2 Gentrification..............................................................................................................49

7.10 Summary of impact mitigation.............................................................................................50

8 ENVIRONMENTAL MONITORING.....................................................................................55

8.1 Monitoring during the construction and rehabilitation phases.............................................55

8.2 Monitoring during the operation phase.................................................................................55

8.3 Monitoring plan implementation..........................................................................................55

8.4 Data reporting.......................................................................................................................60

9 CAPACITY BUILDING AND INSTITUTIONAL STRENGTHENING.............................61

10 PUBLIC CONSULTATION......................................................................................................63

BIBLIOGRAPHY..............................................................................................................................64

CONTRIBUTORS.............................................................................................................................66

APPENDICES....................................................................................................................................66XV

TABLESTable PageTable 1. Legislation relevant to the CHTUD Project.....................................................................................................3Table 2. Brief description of major legislation...............................................................................................................4Table 3. Summary of functional responsibilities of archaeology/cultural heritage involved agencies..........................5Table 4. Main activities of the components of the CHTUD project.............................................................................10Table 5. Summary of specific functional responsibilities of the institutions involved in the CHTUD Project............13Table 6. Summary indicators of the four cities.............................................................................................................16Table 7. Sector contribution to the Jerash Governorate economy in 2002...................................................................20Table 8. Sector contribution to the Karak Governorate economy in 2002...................................................................24Table 9. Sector contribution to the Madaba Governorate economy in 2002................................................................28Table 10. Sector contribution to the Madaba Governorate economy in 2002..............................................................31Table 11. Classification of potential environmental impacts........................................................................................32Table 12. Typical noise levels at a building construction site......................................................................................34Table 13. Jordanian noise guidelines in different zones...............................................................................................34Table 14. Summary of potential environmental impacts..............................................................................................42Table 15. Measures to be undertaken by consultant and contractor.............................................................................43Table 16. Mitigation measures to be undertaken during the operation phase to alleviate traffic congestion...............44Table 17. Mitigation for landscape and visual intrusions.............................................................................................46Table 18. Summary of proposed elements of the mitigation plan during the design phase.........................................51Table 19. Summary of proposed elements of the mitigation plan during the construction phase................................52Table 20. Summary of proposed elements of the mitigation plan during the operation phase.....................................54Table 21. Summary of proposed monitoring plan for Jerash........................................................................................56Table 22. Estimated requirements for the implementation of the environmental monitoring plan in Jerash...............57Table 23. Summary of proposed monitoring plan for Karak........................................................................................57Table 24. Estimated requirements for the implementation of the environmental monitoring plan in Karak...............58Table 25. Summary of proposed monitoring plan for Madaba.....................................................................................58Table 26. Estimated requirements for the implementation of the Environmental Monitoring Plan in Madaba...........59Table 27. Summary of proposed monitoring plan for Salt...........................................................................................59Table 28. Estimated requirements for the implementation of the Environmental Monitoring Plan in Salt.................60Table 29. Summary of the annual environmental monitoring costs.............................................................................60

FIGURESFigure PageFigure 1. General location of the project cities...............................................................................................................8Figure 2. Arrangements for the implementation of the CHTUD project......................................................................14Figure 3. Solid waste littering in Jerash City................................................................................................................18Figure 4. The Roman Decapolis City...........................................................................................................................19Figure 5. The old city of Karak.....................................................................................................................................21Figure 6. Littering in Karak City..................................................................................................................................22Figure 7. Castle Plaza...................................................................................................................................................25Figure 8. Solid waste in Madaba...................................................................................................................................26Figure 9. Church of the Map.........................................................................................................................................27Figure 10. Solid waste in Salt.......................................................................................................................................29Figure 11. The old city of Salt......................................................................................................................................31Figure 12. Noise levels at different radii around the site during construction..............................................................35Figure 13. Positive impact on the landscape in Madaba...............................................................................................36Figure 14. Positive impact on the Wadi landscape in Jerash........................................................................................36Figure 15. Structures to be demolished/ rehabilitated as part of the CHTUD Project..................................................41Figure 16. Contribution of the proposed CHTUD project to institutional strengthening.............................................62

APPENDICESAppendix PageA. Detailed description of the interventions in each of the four cities of the project.....................................A1B. Calculation of impact of construction activities on air quality..................................................................B1

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C. Calculation of impact of construction activities on air quality..................................................................C1

ABBREVIATIONS

CHTUD = Cultural Heritage, Tourism and Urban Development

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

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1 INTRODUCTION1.1 BackgroundHistoric 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.

1.2 EIA objectivesThe 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

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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.

1.3 Scope of workBesides 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)

2 LEGAL AND ADMINISTRATIVE FRAMEWORK

2.1 Legal frameworkJordan has several laws related to the preservation/management of cultural heritage, dating back to the 1960’s. A recent review 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.

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Table 1. Legislation relevant to the CHTUD Project

Area Legislation DescriptionHeritage and tourism

Law No. 17/1960 Regulation of tourism activitiesLaw No. 20/1988 Replacement of the Tourism Authority with the Ministry of TourismLaw No. 21/1988 and its amendment

Law of antiquities and archaeology

Interim Law No. 49/2003 Protection of urban and architectural heritagePlanning, land use, building regulations and municipal sector

Law No. 29/1955 Municipalities LawLaw No. 26/1966 Management of Awqaf, Holy buildings and Islamic affairsLaw No.4/1983 Building and residential zoning at local levelLaw No. 17/1984 Management and administration of government propertiesBy-law No. 19/1985 and its amendments

Buildings and planning for towns and villages

Law No. 59/1985 Industrial Zones Corporation LawLaw No. 12/1987 and its amendments

Expropriation and land acquisition

Law No. 7/1993 Jordan National Building LawEnvironment and health

By-Law No. 33/1961 Monitoring/Organization of Public MarketsLaw No.12/1968 Management of natural resourcesLaw No. 21/1971 Protection of public healthBy-law No.113/1973 Protection of birds and wildlifeBy-law No.1/1978 Prevention of pollution and solid waste collectionLaw No. 14/1984 Law on trafficLaw No.27/1986 Health and safety guidelinesOrder No.1/5/1993 Civil defense order for the protection of forestryLaw No.1/2003Legislation in force

- Environmental Protection Law: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

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Table 2. Brief description of major legislation

Arrangement DescriptionLand 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.

2.2 Concerned authoritiesThe 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.

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Table 3. Summary of functional responsibilities of archaeology/cultural heritage involved agencies

Agency MissionMinistry of Tourism and Antiquities(MoTA)

Department of Antiquities(DoA)

Develops tourism resources Enhances the role of tourism in the national economy in collabration with

the relevant agencies Protects and develops tourist sites

Executes the archaeological policy of the Government 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 objectsMinistry of Environment(MoE)

Protects the environment in Jordan as the sole responsible authority 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(MoC)

Spreads the national heritage education in relation to literature and arts through establishing 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 Affairs(MoWRA)

Supports Islamic culture and religious activities and education, and develops socio-economic projects and investments among local communities

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 International Cooperation(MoPIC)

Overviews all development projects, from proposals to execution to ensure that environmental impact has been considered in the design and the implementation

Coordinates with donor agencies and facilitates grants for environmental projects

Ministry of Public Works and Housing (MoPWH)

Sets transportation plans (construction and maintenance) for cities, towns, villages and rural areas

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

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Agency Mission 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)

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Agency MissionMinistry 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 tariffsMinistry of Municipal Affairs (MoMA)

Responsible for urban planning, solid waste collection and Common Services Councils development

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

2.3 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

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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.

2.4 EIA procedures and guidelinesProcedures 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 Directives1. 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.

3 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 1 World Bank Operational Directive 4.01, “Environmental Assessment”;

World Bank Operational Directive 4.12, “Involuntary Resettlement” World Bank Environmental Assessment Sourcebook (3 Volumes);World Bank Environmental Assessment Sourcebook Update No. 8, “Cultural Heritage in Environmental Assessment”;World Bank Environmental Assessment Sourcebook Update No. 19, “Assessing the Environmental Impact of Urban Development”;

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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.

Figure 1. General location of the project cities

3.1 Project needSecondary 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;

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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.

3.2 Project componentsThe 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; b. Introducing criteria for conservation, integral recovery, and comprehensive urban

improvement; andc. 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;d. Rehabilitation and cleaning of building façades;e. Improving significant nodes of public spaces (Church of the Map node in Madaba; South

Bridge in Jerash; Central Square in Salt);f. Creating multi-functional commercial facilities;g. 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;h. Providing appropriate training on urban and heritage management;i. Providing technical tools and equipment;j. Providing technical assistance.

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Table 4. Main activities of the components of the CHTUD project

City Regulatory actions Physical actions Capacity building Jerash Jerash

Historic Core Regulation

Parking and traffic management

Upgrading of the primary, secondary, and tertiary city core street networks and detailed landscaping of main junctions, namely the Municipality Square and the Wasfi Al-Tal Street/King Abdullah Street junction;

Redesign of the South Bridge junction with Wasfy Al-Tal Street and the rationalization of pedestrian street crossing;

Landscape restoration of the Wadi Area and its upgrading into a new urban park continuous with the archaeological site;

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.

Recruitment of personnel

Training “Adressage” Technical

assistance IT equipment

Karak Karak Historic Core Regulation


Upgrading of the street network, particularly storm water drainage, and landscaping of the Eastern access to the walled city;

Creating a new City Gateway through the: Redevelopment of the inner-city bus terminal and the construction of a multi-purpose

building including new commercial and restaurant facilities and other facilities necessary for the management of the bus station

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.




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Table 4. Main activities of the components of the CHTUD project (cont’d)

City Regulatory actions Physical actions Capacity building Madaba

Madaba Historic Core Regulation


Upgrading of the primary, secondary, and tertiary city core street networks, particularly paving the King Talal primary street connecting the Church of the Map to the Saraya Building/ Leisure Park complex, and the detailed landscaping of the Church of the Map Node;

Rehabilitation and cleaning of building façades along the upgraded primary streets and the elimination of clutters and the rationalization of shop signage;

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


Heritage Fund

Creation of a new central square ‘Saha’ and related public facilities after the demolition of three government buildings and the relocation of their activities;

Partial rehabilitation and preservation of decayed structural components and façades of four Ottoman heritage architectural complexes at the back of the Saha, namely the Sukkar, the Khatib, the Sakit, and the Abou Sarhad coffee complexes;

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.




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3.3 Implementation schedule and costsThe 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.

3.4 Implementation arrangementsThe 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.

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Table 5. Summary of specific functional responsibilities of the institutions involved in the CHTUD Project

Institution ResponsibilityMoTA 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 PolicyMoPIC 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 pathMoMA 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;

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Institution Responsibility Enforce strict standards of sanitary and food control of restaurants and cafes.

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Ministry of Tourism and AntiquitiesMunicipal Program Coordination Committee

MoTA, MoPIC, MoMA, Governorates, Municipalities


Main Executing Agency in charge of the overall project management and procurement

Municipality of Jerash

Municipality of Karak

Municipality of Madaba

Municipality of Salt

City Core Development Unit

City Core Development Unit

City Core Development

Unit

City Core Development

Unit

Rehabilitation of the Historic Center and urban infrastructure improvements

Development of Historic Core regulations

Capacity building



Capacity building



Capacity building



Capacity building

Figure 2. Arrangements for the implementation of the CHTUD project

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4 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.

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Table 6. Summary indicators of the four cities

Indicator Jerash Karak Madaba SaltPopulation (2004) 31,500 19,696 69,925 72,581Occupation Commercial trade,

services, manufacturing, construction




Annual household income, JD 4,810 5,703 5,116 8,045

Unemployment rate, % 18.9 21.5 14.6 11.8Poverty rate, % 18.4 12.2 10.7 17.8Precipitation, mm 113 peak season 350 358 267Humidity, % 45-65 NA NA NAAverage annual temperature, oC 25 15.5 8.3 winter, 24 summer 2 winter, 17 summer

Wind W and NW W and SW NA NAGeology Sedimentary rocks Limestone and volcanic rocks NA NAWater sources Groundwater wells Groundwater wells 2 groundwater wells and

private wells39 groundwater wells and 5

springsWater supply Intermittent 99 % covered, continuous

supply in old city Shortage in summer Intermittent

Wastewater collection systems

79% connected 99 % connected in old city 99 % connected in city 99 % connected in city

Wastewater treatment Secondary system, Jerash Wastewater Treatment

Plant

Secondary system, Karak Wastewater Treatment Plant

Secondary system, Madaba Wastewater Treatment Plant

Secondary system, Salt Wastewater Treatment Plant

Storm water drainage Inadequate Inadequate Inadequate InadequateSolid waste Littering widely observed,

El-Keder disposal siteLittering slightly observed,



Waste disposal site availableAir quality Adequate, mostly vehicle-




inducedNoise levels Adequate, mostly vehicle-




inducedTraffic Inadequate traffic

circulation patterns, lack of sufficient parking space, high congestion in city

center







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4.1 Jerash4.1.1 Physical environmentThe 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.

4.1.1.1 ClimateThe 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.

4.1.1.2 GeologyThe 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.

4.1.1.3 Water supply and sanitationWater 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.

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.

4.1.1.4 Water qualityThe 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.

4.1.1.5 Solid wasteSolid 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

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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.

Street in Jerash City Wadi area along the historic bridge

East Bath Plaza Ex-market place

Along the Historic Bridge

Figure 3. Solid waste littering in Jerash City

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4.1.1.6 TrafficThe 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.

4.1.1.7 Ambient air quality and noiseAir 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.

4.1.2 Socio-economic environment4.1.2.1 General aspectJerash 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.

Figure 4. The Roman Decapolis City

4.1.2.2 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 km 2. 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.

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.

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4.1.2.3 Economic conditionsWhen 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.

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.

4.1.2.4 Economic sectorsThe 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.

Table 7. Sector contribution to the Jerash Governorate economy in 2002

Sector Contribution (JD million)Commercial 5.0Services 2.0Manufacturing 1.0Construction 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. 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.

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4.1.2.5 Socio-cultural activitiesExcept 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).

4.2 Karak4.2.1 Physical environmentThe 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).

Figure 5. The old city of Karak

4.2.1.1 ClimateThe 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

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are westerly and south-westerly. Average annual wind speed as measured at Mu’tah University is 2.57 m/s.

4.2.1.2 GeologyKarak 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.4.2.1.3 Water supply and sanitationAlmost 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. 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.

4.2.1.4 Solid wasteUnlike 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.

Figure 6. Littering in Karak City

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4.2.1.5 TrafficThe 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.

4.2.1.6 Air quality and noiseIn 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.

4.2.2 Socio-economic environment4.2.2.1 General aspectKarak 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 20 th 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.

4.2.2.2 PopulationAccording 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.

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.

4.2.2.3 Economic conditionsThe 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

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overall poor, having a relatively low purchasing power. The poverty rate in 2003 was estimated at 5 percent.

Unemployment rate in Karak Governorate is 21.5 percent and has slightly increased in the last 3 years. 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.

4.2.2.4 Economic sectorsThe 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.

Table 8. Sector contribution to the Karak Governorate economy in 2002

Sector Contribution (JD, million)Commercial 7.5Services 3.4Manufacturing 1.8Construction 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.

Finally, the tourism sector in Karak is underdeveloped, with the number of visitors reaching around 133,000 in the year 2000. 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

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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.

4.2.2.5 Socio-cultural activitiesSocio-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.

Figure 7. Castle Plaza

4.3 Madaba4.3.1 Physical environmentThe 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.

4.3.1.1 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.

4.3.1.2 Water supply and sanitationWater 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.

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.

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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. 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.

4.3.1.3 Solid wasteSolid 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.

a) Open space dumping b) Relatively clean streets

Figure 8. Solid waste in Madaba

4.3.1.4 IndustryThe 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.

4.3.1.5 TrafficThe 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.

4.3.1.6 Ambient air quality and noiseAir 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.

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4.3.2 Socio-economic environment4.3.2.1 General aspectMadaba 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.

Figure 9. Church of the Map

4.3.2.2 PopulationAccording 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.

4.3.2.3 Economic conditionsThe 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.

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 . 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.).

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4.3.2.4 Economic sectorsThe 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.

Table 9. Sector contribution to the Madaba Governorate economy in 2002

Sector ContributionCommercial 5.7Services 2.3Manufacturing 1.4Construction 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.

Finally, the tourism sector in Madaba is not adequately developed, with the number of visitors reaching around 180,000 in the year 2000. 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.

4.3.2.5 Socio-cultural activitiesSocio-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.

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4.4 Salt4.4.1 Physical environmentThe 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.

4.4.1.1 ClimateThe 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. Average annual wind speed is 2.3 m/s.

4.4.1.2 Water supply and sanitationWater is supplied to Salt from several groundwater wells and springs at a rate of 3,050 m 3/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.

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.

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.

4.4.1.3 Solid wasteSolid 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.

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a) Garbage bins b) Littering

Figure 10. Solid waste in Salt

4.4.1.4 IndustryThe 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.

4.4.1.5 TrafficSalt 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.

4.4.1.6 Ambient air quality and noiseWhile 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.

4.4.2 Socio-economic environment4.4.2.1 PopulationAccording 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.

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.

4.4.2.2 Economic conditionsAccording 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

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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.

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. 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.

4.4.2.3 Economic sectorsThe 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.

Table 10. Sector contribution to the Madaba Governorate economy in 2002

Sector Contribution (JD, million)Commercial 5.5Services 2.1Manufacturing 1.9Construction 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.

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.

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Figure 11. The old city of Salt

4.4.2.4 Socio-cultural activitiesBesides 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.

5 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.

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Table 11. Classification of potential environmental impacts

Category Phase Duration (yrs) Potentially impacted parameterShort 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.5.1 TrafficDuring 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.

5.2 Air qualityConstruction 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

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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.

5.3 NoiseConstruction 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

Phase Noise level(dBA)

Ground clearing 84Excavation 89Foundations 78Erection 87Finishing 89

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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

Area classificationMaximum accepted noise level (dBA)

Day NightUrban residential area 50 60Residential suburb 45 55Rural residential area 40 50Residential area with few construction sites, commercial activities and city centers

55 65

Industrial zone (Heavy industries) 65 75Educational 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.

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.

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5.4 Landscape and visual intrusionsNegative 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.

Figure 13. Positive impact on the landscape in Madaba

Figure 14. Positive impact on the Wadi landscape in Jerash

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Current status

Planned renovation

5.5 Waste generationConstruction 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.

5.6 Water qualityConstruction 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

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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.

5.7 Health and safetyHealth 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.

5.8 Archaeology and cultural heritageAs 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.

5.9 Socio-economicsA 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.

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5.9.1 Potential positive impactsPotential 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.

5.9.2 Potential negative impactsThe 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 41

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.

Sukkar, Khatib, and Sakit complexes to be rehabilitated in Salt

Mosque to be rehabilitated/demolished in Salt

Government buildings to be demolished and relocated in Salt

Government buildings to be demolished and relocated in Salt

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Buildings to be demolished in Jerash Building to be demolished in Jerash

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

5.10 Summary of impact analysisThe 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

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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 - 0Water quality / supply - -/0/++Health and Safety - +Archaeology and cultural heritage -/0 -/+Socio-economics - ++++++ High positive impact++ Moderate positive impact+ Low positive impact0 Neutral impact

- - - High negative impact- - Moderate negative impact- Low negative impact

6 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.

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7 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.

7.1 Mitigating potential traffic impactsThe 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 schedule- Guiding motorists through construction zones

- 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

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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 measuresJersah - 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 junctionMadaba - 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

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7.2 Mitigating potential air quality impactsDuring 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.

7.3 Mitigating potential noise impactsThe 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.

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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.

7.4 Mitigating landscape and visual intrusion impactsLandscape 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 NAAvoiding onsite storage of wastes and equipment NASelecting 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 surrounding architectural features of the general milieu

NA

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.

7.5 Mitigating waste generationConstruction 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

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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.

7.6 Mitigating water quality/supply impactsThe 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.

7.7 Mitigating health and safety impactsHealth 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,

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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.

7.8 Mitigating archaeological and cultural heritage impactsAs 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.

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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.

7.9 Mitigating socio-economic impactsWhile 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.

7.9.1 Relocation and land acquisitionThe 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.

7.9.2 GentrificationGentrification 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:

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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.

7.10 Summary of impact mitigationTables 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.

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Table 18. Summary of proposed elements of the mitigation plan during the design phase

Impact Mitigation measure Responsibility CostTraffic Public participation

Modification of design to reflect public consultation processes Development of re-routing schemes and traffic management plan Assessment of projected increase in traffic vs. congestion and change in circulation patterns

TDD/Consultantmunicipalities


Air quality Definition of existing standards and regulations Assessment of vehicle-induced emissions vs. traffic increase and change in circulation

patterns 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 Assessment of vehicle noise emissions vs. traffic increase and change in circulation patterns Consideration for porous material, flexible joints and supports Consideration for sound barriers where necessary



Documentation of existing conditions Blending color(s) of paint Blending exterior construction material Blending architectural features Provisions for visual screens or greenbelts



Locating nearby disposal sites and secure permit for waste disposal Exploring waste material recycling or re-use 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 Use of non-toxic and readily biodegradable chemicals Assessment of projected increase in water demand

Water Authority Included in final design

Health and safety Develop and/or review and update general health and safety plans Enforce Law No. 8 of 1996 on health and safety on all contractors



Develop rehabilitation/construction monitoring plans Follow Archaeological Procedures

TDD/Municipality/DoA/Consultant


Socio-economics Elimination or minimization of forced land acquisition and relocation Ensuring community participation 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

TDD Included in final design

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Table 19. Summary of proposed elements of the mitigation plan during the construction phase

Impact Mitigation measure Responsibility

Cost

Traffic Public communication Implementation of re-routing schemes Extended construction hours, when feasible 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 On-site mixing in enclosed or shielded areas Proper unloading operations 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 Control of timing of noise emissions Informing the local people when noisy activities are planned 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




Preserving existing vegetation when feasible Blending color(s) of paint Blending exterior construction material 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 /DGAConsultantContractorMunicipality


Water quality Proper surface and ground drainage TDD Included in

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supply Decrease of water usage during the construction phase Minimization of soil exposure time during the construction phase Minimization of chemical usage (lubricants, solvents, petroleum products) and use of non-toxic

biodegradable products

ConsultantContractor

construction

Health and safety

Provision of pedestrian walkways Installation of proper warning signs Provision of protective clothing and equipment Creation of buffer zones around major construction zones Following instructions of Labor Law No. 8 of 1996 on health and safety




Documentation of buried sites and conservation of materials Implementing a documentation operation on all removed stones within the sites and old city centers Avoiding the use of harsh abrasives and toxic chemicals Encouraging the use of biodegradable, water-based (instead of solvent based), non flammable, fire

resistant, 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

TDDConsultantContractorDGA


Socio-economics

Ensuring community participation Implementation of relocation plans outlined during the design phase



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Table 20. Summary of proposed elements of the mitigation plan during the operation phase

Impact Mitigation measure Responsibility CostTraffic Maintenance of traffic signs and parking spaces

Maintenance of new parking lots and roads Enforcement of Traffic Management Plans



Air quality Maintenance of ventilation in closed parking facilities Implementation of long term strategies (beyond the scope of the CHTUD Project)



Noise level Sound insulation and pavement maintenance Limiting vehicle speed Implementation of long term strategies (beyond the scope of the CHTUD Project)

MunicipalitiesTraffic policeGovernment



Maintenance of exterior material, visual screens or greenbelts Enforcing compliance with building code as well as developed architectural plans


Water quality/ supply

Maintenance of surface water drainage Provision of incentives for the efficient use of water (beyond the scope of the CHTUD

Project) Initiating a water quality monitoring program (beyond the scope of the CHTUDP)



Maintenance of waste management systems at the historic cores Ensuring proper waste/wastewater collection systems


Health and safety Maintenance of signs and warnings Marking of developed tourist tracks clearly 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

MoTAMunicipalities



Routine monitoring and maintenance Development visitor’s code of behavior at archaeological sites to be printed on the back

of the entrance ticket or 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

MoTAmunicipality


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8 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.

8.1 Monitoring during the construction and rehabilitation phasesDuring 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

8.2 Monitoring during the operation phaseDuring 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.

8.3 Monitoring plan implementationThe 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.

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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 ResponsibilityTraffic At stations J1, J2, J3 Continuous vehicle

counts for 24 hoursAnnually Construction/

OperationTDD / Consultant


At stations J1, J2, J3 Four samples/ location


TDD / Consultant


At stations J1, J2, J3 Four samples/ location


TDD / Consultant

Landscape At intersections and along the Jerash Wadi



TDD / Consultant





TDD / Consultant



ContinuousAnnually


TDD / Consultant





TDD / Consultant



Visual inspection / photographic documentation


TDD / Consultant

J1: At the Wasfi Al Tal Street/King Abdullah Street JunctionJ2: At the Wasfi Al Tal Street/South Bridge JunctionJ3: At the Municipality Square

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Table 22. Estimated requirements for the implementation of the environmental monitoring plan in Jerash

Parameter/Activity Staff category Number Schedule Cost (USD)CONSTRUCTION & REHABILITATION PHASETraffic / Accidents Traffic engineer 1 Part-time

20,000

Landscape Landscape architect 1 Part-timeArchaeology Urban archaeologist* 1 Full-timeAir/ Noise/ Water/ Training/ Reporting Environmental specialist 1 Part-timeEquipment and laboratory analysis fees - - -

Health and safety Health and Safety officer(Construction engineer)* 1 Full time

Total annual monitoring cost during the construction and rehabilitation phaseOPERATION PHASETraffic / Accidents / Landscape Traffic engineer 1 Part-time

6,667Archaeology Urban archaeologist 1 Part-timeAir/ Noise/ Water/ Training/ Reporting Environmental specialist 1 Part-timeEquipment 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 ResponsibilityTraffic At stations K1, K2,

K3Continuous vehicle counts for 24 hours


TDD/ Consultant


At stations K1, K2, K3



TDD / Consultant


At stations K1, K2, K3



TDD / Consultant

Landscape At intersections Visual inspection/ Photographic documentation


TDD / Consultant

Water Quality(pH, COD, Pb, Cu, Cr, Zn, TC, FC)

Upstream and downstream locations of line supplying old city centerUpstream and donstream locations of stream at bottom of Wadi



TDD / Consultant



ContinuousAnnually


TDD / Consultant





TDD / Consultant





TDD / Consultant

K1: Along the Al Malik Al Husayn StreetK2: At old bus terminalK3: At back of bus terminal near proposed multistory car parking

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Table 24. Estimated requirements for the implementation of the environmental monitoring plan in Karak


7,000


Health and safety Health and Safety officer (Construction engineer)* 1 Full time



* 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 ResponsibilityTraffic At stations M1, M2,

M3, M4Continuous vehicle counts for 24 hours


TDD / Consultant

Air quality (TSP, CO)


Four samples / location


TDD / Consultant





TDD / Consultant

Landscape At intersections Visual inspection/ Photographic documentation


TDD / Consultant



Two samples / location


TDD / Consultant



ContinuousAnnually


TDD / Consultant

Accidents (cars/pedestrians)


Police / newspaper records


TDD / Consultant

Health and safety/Hygiene




TDD / Consultant

M1: At the Church of the Map Node M2: Along the King Tallal Street and Al Hashimi StreetM3: At the entrance of the space leading to the Saraya buildingM4: At the old city bus station

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Table 26. Estimated requirements for the implementation of the Environmental Monitoring Plan in Madaba


15,000





* 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 ResponsibilityTraffic At stations S1, S2,

S3Continuous vehicle counts for 24 hours

Annually Construction / Operation

TDD / Consultant

Air quality (TSP, CO)




TDD / Consultant





TDD / Consultant

Landscape At intersections Visual inspection / Photographic documentation


TDD / Consultant



Two samples / location


TDD / Consultant

Archaeology At excavation sitesAt archaeological sites

Visual inspection / Photographic documentation

ContinuousAnnually

Construction / Operation

TDD / Consultant

Accidents (cars / pedestrians)


Police / newspaper records


TDD / Consultant

Health and safety / Hygiene


Visual inspection / Photographic documentation

Continuous Construction / Operation

TDD / Consultant

S1: At the upper end of the SahaS2: At the lower end of the SahaS3: Along the streets undergoing rehabilitationS4: At the Maidan tourist terminal

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Table 28. Estimated requirements for the implementation of the Environmental Monitoring Plan in Salt

Parameter/Activity Staff category Number Schedule Cost (USD)

CONSTRUCTION & REHABILITATION PHASETraffic / Accidents Traffic engineer 1 Part-time

15,000





* 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)

Karak(USD)

Madaba(USD)

Salt(USD)

Annual Cost (USD)

Project Duration(years)

Program Cost

(USD)Construction (USD) 20,000 7,000 15,000 15,000 57,000 5 285,000Operation (USD) 6,667 2,333 5,000 5,000 19,000 3 57,000

342,000

8.4 Data reportingMonitoring activities are of great importance in the process of increasing the knowledge on the related impacts of urban development and rehabilitation of cultural sites; especially that such information practically does not exist in Jordan. The proposed monitoring data will initiate the development of a database that will allow for the better characterization of urban development-related impacts in the future. Periodic environmental monitoring reports will be prepared to analyze the data collected, assess monitoring activities and provide recommendations to ensure the effectiveness of the overall environmental monitoring and management plan. A yearly comprehensive report will be generated to present results of monitoring activities and evaluate the adequacy of environmental control measures in the involved cities. The contents of the report will include the original measurements, sampling locations, time of sampling, influencing factors (weather information, activities on site), environmental quality assessment and data analysis. The reports will be submitted to the TDD, Municipalities, MoE, and the World Bank. In case national standards for environmental quality issued by the MoE are exceeded, notifications will be issued to the contractor and site engineer to take immediate corrective actions.

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9 CAPACITY BUILDING AND INSTITUTIONAL STRENGTHENING

In order for the EIA recommendations to be effectively implemented, the presence of proper environmental management at the national level is helpful. Historically, environmental management in many developing countries has not been accorded the attention its evident importance merits leading to high economic costs in terms of adverse impacts on human health, productive resources, and ecosystems. This is true in Jordan where a pattern of environmental mismanagement has prevailed for years due to weak institutional capacity and environmental regulations. Although environmental regulations have been evolving in the country since 1995, the main problem remains that of monitoring and enforcement, which in turn is related to the country’s institutional capacity for environmental management. In this context, institutional capacity for environmental management in Jordan is relatively weak, which constrains the potential range and effectiveness of policy options for environmental management. Law enforcement is equally weak due to the lack of clarity in responsibilities and coordination as well as insufficient deterrent value. The creation of the MoE in 2003 has contributed to strengthening the institutional framework for the design and implementation of environmental policy. While measures are being taken to establish an integrated environmental management system under the MoE, the institutional framework for environmental management remains fragmented because the responsibility for environmental issues has previously been taken by a wide number of ministries, departments and other central organizations (Ministries of Water and Irrigation, Public Works and Housing, Agriculture, Health, Interior; Planning, Municipalities and Rural Affairs, the Jordanian Institute for Standards and Meteorology, the Natural Resources Authority). This constrains the ability of the MoE to have a real impact on the coordination of various sector initiatives and on facilitating the integration of environmental policy into general development initiatives. In addition, the resources and staffing levels provided are such that the ministry’s capacity for environmental management (including monitoring and enforcement) is limited. In this respect, there is considerable potential for increasing involvement of the private sector and Non Governmental Organizations (NGOs) in environmental management. There is a considerable need in general to strengthen the existing institutions with responsibilities for environmental management. This effort should be focused on the MoE with encouragement to private sector participation in providing environmental services and NGOs for monitoring and enforcement. Strengthening and enhancing cross-sectoral coordination and planning control mechanisms are also needed. Once again, such an effort should also be led and coordinated through the MoE in conjunction with other ministries.

In the context of the proposed CHTUD project, the need for institutional strengthening in environmental management falls within several sectors ranging from archaeology and cultural heritage to solid waste / wastewater management, and water quality. While Jordan in general and the CHTUD project cities in particular, suffer from problems associated with the lack of proper management of basic sectors (water, wastewater, solid waste, transport/traffic) that may be impacted by such a project, in recent years, plans have been developed and often are being implemented to initiate proper environmental management. These plans provide the project with the infrastructure for managing basic urban environmental services adequately. On the other hand, appropriate environmental management dictate that construction and operation be implemented in accordance to the current state of the art and knowledge regarding environmental protection. This can be accomplished by hiring competent personnel with the appropriate educational and professional background and instituting periodic training programs and site specific plans that are adequate for protecting the general public and the environment as well as contributing to the mitigation of potential environmental impacts. For this purpose, contractors and consultants who will be involved in the construction and operation of the various components of the proposed project will be required

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to attend an environmental training course prior to the initiation of project activities. The objective of this training course is to ensure appropriate environmental awareness, knowledge and skills for the implementation of environmental mitigation measures. Environmental training sessions will be conducted annually for a period of two days during the construction phase and for one day during the operation phase for three years. The training program will emphasize on pollution prevention measures during both phases. The cost of this training program will be 25,000 USD (4,000 USD initial preparations, 3,000 USD per year during the construction phase for 5 years and 2,000 per year for three years during the operation phase). All training workshops will be conducted at a central location to allow individuals from the four cities to participate.

In an effort to strengthen institutional capacity and environmental awareness, training sessions on the proposed CHTUD project should be opened for individuals from concerned ministries and agencies such as the MoPIC, MoTA, MoMA, MoTPWH, NGOs, and municipalities, etc. In addition, the scope of the training sessions may not be limited to just issues related to the CHTUD. Other environmental management topics can also be addressed in these sessions. Public education in itself creates a valuable positive feedback in environmental management. For example, if people are aware of the connections between respiratory diseases and particulate matter emitted from badly maintained vehicles, they may be more receptive to regulations requiring regular vehicle maintenance. A maximum of 30 individuals will participate in a training session, which will address various topics including:

Environmental laws, regulations, and standards Pollution health impacts Pollution prevention measures Sampling techniques and environmental monitoring guidelines (air, noise, water) Protection of archaeological and cultural heritage sites Air quality management Solid waste management Wastewater management Traffic and pedestrians safety measures

The environmental monitoring and management plans should be implemented by an entity independent of contractors and consultants involved in any component or tasks in any of the four cities. Figure 16 depicts the contribution of the proposed CHTUD project to potential institutional strengthening in environmental management.







World Bank

TechnicalLiaison







World Bank

TechnicalLiaison

Figure 16. Contribution of the proposed CHTUD project to institutional strengthening

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10 PUBLIC CONSULTATION

Initial consultation workshops were conducted in each of the selected cities during the period extending from December 5 to December 9, 2004. The one-day workshops were organized by MoTA and attended by MoTA, World Bank representatives, Governors, Mayors and other key stakeholders, prominent community members and civil society organizations. The workshops aimed at presenting a preliminary project outline, introducing the concept of the City Revitalization Program and Pact, discussing the institutional capacity of each municipality, and obtaining comments and feedback.

Overall, the municipal councils enthusiastically supported the idea of restoring active and productive urban life, conserving cultural heritage, rehabilitating the degraded urban fabric, capitalizing on the tourism potential, and improving the standard of living of local community. They appear committed to ensuring that municipal development strategies and initiatives have to be well coordinated with the needs of cultural heritage preservation. They welcomed the proposed project as having significant potential to contribute to national and local economic development, bringing improvements to the quality of life of city residents. Many suggestions and proposals were voiced concerning project actions from both the public and the private sector. Details of the meetings are presented in detail in a Social Assessment Study report prepared for each city (COTECNO, 2005o, 2005p, 2005q, 2005r)

Following initial consultations, meetings with the Mayors of the concerned municipalities were held during the period extending from December 9 to December 13, 2005, to discuss various environmental aspects of the proposed project components. The meetings solicited stakeholders’ feedback concerning the overall scope of the project in general and the potential environmental impacts in particular. All Mayors did foresee a positive impact of the project on preservation of the cultural heritage of the city, improvement in the social level of locals, and development of tourism. They all expressed concerns regarding the existing traffic congestion problem in the city centers and the inadequate storm water drainage infrastructure. In Karak and Salt, friendly complaints were voiced regarding the lack of effort from MoTA to promote their cities at both the national and international levels. In Jerash, the Mayor insisted that the project will only have a positive socio-economic impact on the locals if organized tours brought tourists to the city center and not just to the Roman Decapolis City. He also expressed the difficulty facing the municipality in preventing solid waste littering across the city. In Karak, the Mayor was confident that the city can accommodate the potential increase in tourist numbers in terms of water supply, wastewater collection and treatment, and solid waste management. Yet, he mentioned that the water network in the city is old and would benefit from rehabilitation. In Salt, the Mayor showed a little concern regarding the shortage in water supply and the concentration of solid waste generation in the city center. Yet, he was confident that these will be handled properly.

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BIBLIOGRAPHY

Canter, L.W. 1995. Environmental Impact Assessment. McGraw-Hill, New York.COTECNO, 2005a. Third Tourism Development Project. Secondary Cities Revitalization Project.

General Report. Annex A: Legal Framework, Suggested Best Practices. Ministry of Tourism and Antiquities, the Hashemite Kingdom of Jordan.

COTECNO, 2005b. Third Tourism Development Project. Secondary Cities Revitalization Project. Main Report. Ministry of Tourism and Antiquities, the Hashemite Kingdom of Jordan.

COTECNO, 2005c. Third Tourism Development Project. Secondary Cities Revitalization Project. Jerash. Annex 4: Limited Environmental Assessment. Ministry of Tourism and Antiquities, the Hashemite Kingdom of Jordan.

COTECNO, 2005d. Third Tourism Development Project. Secondary Cities Revitalization Project. Jerash. Annex 3: Economic Profile. Ministry of Tourism and Antiquities, the Hashemite Kingdom of Jordan.

COTECNO, 2005e. Third Tourism Development Project. Secondary Cities Revitalization Project. Jerash. Annex 1: Detailed Description of the City Revitalization Program. Ministry of Tourism and Antiquities, the Hashemite Kingdom of Jordan.

COTECNO, 2005f. Third Tourism Development Project. Secondary Cities Revitalization Project. Karak. Annex 4: Limited Environmental Assessment. Ministry of Tourism and Antiquities, the Hashemite Kingdom of Jordan.

COTECNO, 2005g. Third Tourism Development Project. Secondary Cities Revitalization Project. Karak. Annex 1: Detailed Description of the City Revitalization Program. Ministry of Tourism and Antiquities, the Hashemite Kingdom of Jordan.

COTECNO, 2005h. Third Tourism Development Project. Secondary Cities Revitalization Project. Karak. Annex 3: Economic Profile. Ministry of Tourism and Antiquities, the Hashemite Kingdom of Jordan.

COTECNO, 2005i. Third Tourism Development Project. Secondary Cities Revitalization Project. Madaba. Annex 4: Limited Environmental Assessment. Ministry of Tourism and Antiquities, the Hashemite Kingdom of Jordan.

COTECNO, 2005j. Third Tourism Development Project. Secondary Cities Revitalization Project. Madaba. Annex 1: Detailed Description of the City Revitalization Program. Ministry of Tourism and Antiquities, the Hashemite Kingdom of Jordan.

COTECNO, 2005k. Third Tourism Development Project. Secondary Cities Revitalization Project. Madaba. Annex 3: Economic Profile. Ministry of Tourism and Antiquities, the Hashemite Kingdom of Jordan.

COTECNO, 2005l. Third Tourism Development Project. Secondary Cities Revitalization Project. Salt. Annex 4: Limited Environmental Assessment. Ministry of Tourism and Antiquities, the Hashemite Kingdom of Jordan.

COTECNO, 2005m. Third Tourism Development Project. Secondary Cities Revitalization Project. Salt. Annex 1: Detailed Description of the City Revitalization Program. Ministry of Tourism and Antiquities, the Hashemite Kingdom of Jordan.

COTECNO, 2005n. Third Tourism Development Project. Secondary Cities Revitalization Project. Salt. Annex 3: Economic Profile. Ministry of Tourism and Antiquities, the Hashemite Kingdom of Jordan.

COTECNO, 2005o. Third Tourism Development Project. Secondary Cities Revitalization Project. Jerash. Annex 2: Social Assessment. Ministry of Tourism and Antiquities, the Hashemite Kingdom of Jordan.

COTECNO, 2005p. Third Tourism Development Project. Secondary Cities Revitalization Project. Karak. Annex 2: Social Assessment. Ministry of Tourism and Antiquities, the Hashemite Kingdom of Jordan.

COTECNO, 2005q. Third Tourism Development Project. Secondary Cities Revitalization Project. 66

Madaba. Annex 2: Social Assessment. Ministry of Tourism and Antiquities, the Hashemite Kingdom of Jordan.

COTECNO, 2005r. Third Tourism Development Project. Secondary Cities Revitalization Project. Salt. Annex 2: Social Assessment. Ministry of Tourism and Antiquities, the Hashemite Kingdom of Jordan.

De Nevers N., 1995. Air Pollution Control Engineering. McGrw-Hill, Inc., New YorkUSEPA (United States Environmental Protection Agency), 1972. Report to the President and

Congress on Noise. 92nd Congress, 2nd session Doc. 92-63: Washington DC, USA.Department of Statistics, 2006. General Monthly Rate of (TSP), (Pb), in the Air at Downtown,

Shmeisani, Abu-Nsair and Marka Monitoring Stations, 2001-2002. Online. Available: http://www.dos.gov.jo/env/env_e/nashrat/2003/nasrat_ahsaiea/ahwal/index.htm. [Accessed: Feb. 01, 2006].

Jordan Meteorological Department, 2006. Normal Monthly Mean Wind Speeds. Online. Available: http://met.jometeo.gov.jo/pls/portal/docs/PAGE/JOMETEO/TAB32421/534_NORMALS.HTM. [Accessed: Feb. 01, 2006].

Ministry of Environment, 2006. Jordanian Noise Guidelines. Online. Available: http://www.moenv.gov.jo/pages.php?menu_id=14&local_type=0&local_id=0&local_details=0&local_details1=0&localsite_branchname=MOe. [Accessed: Feb 01, 2006].

USEPA (United States Environmental Protection Agency), 1995. Compilation of air pollution emission factors AP-42, Vol. 1, 5th Ed. Office of Air Quality Planning and standards. Online. Available: http://www.epa.gov/ttnchic1/ap42/

World Bank, 1990. Involuntary Resettlement, Operational Directive 4.30, The World Bank, Washington, DC.

World Bank, 1991. Environmental Assessment, Operational Directive 4.01, The World Bank, Washington, DC.

World Bank, 1991a. Environmental Assessment Sourcebook, Vol I: Policies, Procedures, and Cross Sectoral Issues, Technical Paper Number 139, Vol II: Sectoral Guidelines, Technical Paper Number 140, Vol III: Guidelines for Environmental Assessment of Energy and Industry Projects, Technical Paper Number 154, The World Bank, Washington, DC.

World Bank, 1994a. Roads and the Environment: A Handbook, Report TWU 13, The World Bank, Washington, DC.

World Bank, 1994b. Cultural Heritage in Environmental Assessment, Environmental Assessment Sourcebook Update Number 8, The World Bank, Washington, DC.

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http://www.dos.gov.jo/env/env_e/nashrat/2003/nasrat_ahsaiea/molawethat/air_1.1_e.htm

http://www.dos.gov.jo/env/env_e/nashrat/2003/nasrat_ahsaiea/molawethat/air_1.1_e.htm

CONTRIBUTORS

The present EIA report was prepared by Dr. Mutasem El-Fadel, Senior Consultant at the World Bank and Professor of Environmental Engineering at the American University of Beirut. Dr. El-Fadel was assisted by Ms. Rania Maroun, Environmental Specialist. The educational background for both is outlined below.

Mutasem El-Fadel PhD, Environmental EngineeringMS, Water Resources EngineeringMS, Environmental EngineeringBE, Civil and Environmental Engineering

Rania Maroun MS, Environmental TechnologyBS, Environmental Health

APPENDICES

Appendix A. Detailed description of the interventions in each of the four cities of the projectAppendix B. Calculation of impact of construction activities on air qualityAppendix C. Calculation of impact of construction activities on air quality

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APPENDIX A

Detailed description of the interventions in each of the four cities of the project

Interventions in Jerash

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

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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.

A 2

Interventions in Karak

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.


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.

A 3

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.

A 4

Interventions in Madaba

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.


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.

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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.

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Interventions in Salt

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.

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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 ResponsibilitiesBased 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.

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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 <75 micrometers (µm)), as well as with the speed and weight of the average vehicle, and negatively correlated with the soil moisture content. An approximate emission factor (EF) for the construction activities that is used in the estimation of total emissions (USEPA, 1995) is:

EF = 0.3 Kg/m2/month of activity2

Hence, the temporal emission factor for a total construction area of 1,000 to 5,000 m 2 and a duration of 6 months of activity, considering 30 days/month and 8 hours/day of work is:

S = 0.3 (1000 to 5000) /(30 8 3600)S = 0.35 to 1.75 g/s

Step 2: Summary of key meteorological parameters with regard to air pollution dispersion namely, mixing height, inversion height, and mean annual wind speed (Table B1).

Table B1. Summary of key meteorological parameters

Parameter Typical scenario Worst case scenario

Mixing height 1000a m 1 m

Average wind speed 2.5 m/sec 1 m/sec

Wind direction West Westa De Nevers, 1995

Step 3: Application of the Fixed Box Model to calculate ground-level concentration of PM (De Nevers, 1995)

To compute the air pollutant concentration using this model, the site was represented by a parallelepiped (Figure B1) and the following simplifying assumptions were made (DeNevers, 1995)

Mixing of pollutants occurs within a layer of height H, confined from above by a layer of stable air The concentration of pollutant in the entire city is constant and uniform, and equals to c The wind velocity is constant and independent of time, elevation, and height above the ground The concentration of pollutant entering the city (at x = 0) is constant, and equals to the base line measured

PM concentration, b No pollutant enters or leaves the top of the box, nor the sides that are parallel to the wind direction. The destruction rate inside the box is zero

2 The value is most applicable to construction operations with (1) medium activity level, (2) moderate silt contents, and (3) semiarid climate.

B 1

Figure B1. Rectangular city in a fixed box model

Where, c = Concentration of PM in the entire site (g/m3)b = Background PM concentration (g/m3) S = Emission rate of PM (g/s)L = Site length (m)W = Site width (m)H = Mixing height (m)u = Wind speed (m/s)

The input data for the site under study are summarized in Table B2, taking into consideration two scenarios: the typical scenario and the worst-case scenario.

Table B2. Input data for the box model

Parameter Typical scenario Worst case scenario

W 14 m 14 m

L 14 m 14 m

H 1000 m 1 m

b1 134 g/m3 134 g/m3

u2 2.5 m/s 1 m/s

S 350,000 g/s to1,750,000 g/s

350,000 g/s1,750,000 g/s

1 Average TSP concentration in Amman (DOS, 2006)2 Average wind speed for the years 1966 to 2004 (Jordan Meteorological Department, 2006)

By direct substitution of the values in Equation 1, the predicted total TSP concentration at a typical site is expected to range between 144 g/m3 (if the emission rate is 0.35 g/s) and 184 g/m3 (if the emission rate is 1.75 g/s) under typical conditions, as well as between 25,134 g/m3 (if the emission rate is 0.35 g/s) and 125,134 g/m3 (if the emission rate is 1.75 g/s) under worst-case conditions. For typical conditions, the expected TSP emissions are below the proposed Jordanian 24-hr standard (260 g/m3(, while the expected TSP emissions under the worst case scenario are above the 24-hr standard.

B 2

APPENDIX C

Calculation of impact of construction activities on noise quality

The first step in the noise quantification is the determination of the total site L eq from the different operations listed in Table 12 using the following equation.

Where Li = Leq for the ith phase (Table 12)Ti = Total time duration for the ith phaseT = Total time of operation from the beginning of the initial phase (i=1) to

the end of the final phase (i=N)N = Number of phases

Taking into consideration the five construction phases listed in Table 12, with each having an estimated average duration of 1 month, the total Leq for the site was estimated at 86.8 dBA. This noise level exceeds the Jordanian guidelines (Table C1) for a zone with the characteristics of the Project Area (50-55 dBA). However, this value is lower than the OSHA standard for an 8-hr exposure (90 dBA). In this case, the exposure of workers to noise during their work shift is acceptable.

Table C1. Jordanian noise guidelines in different zones (Ministry of Environment, 2006)

Area classificationMaximum accepted noise level

dBADay Night

Urban residential area 50 60Residential suburb 45 55Rural residential area 40 50Residential area with few construction sites, commercial activities and city centers

55 65

Industrial zone (Heavy industries) 65 75Educational facilities, hospitals, religious areas 45 55

To determine the propagation of noise levels at various radial distances from the construction site, Leq can be corrected using the following equation.

C 3

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