E- 313 VOL. 1
LEBANESE REPUBLIC
COUNCILFOR DEVELOPMENTAND RECONSTRUCTION Public Disclosure Authorized
BEIRUT URBAN TRANSPORT PROJECT Public Disclosure Authorized
ENVI ONMENTAL ASSESS MENT
we _--A I ->L a
Public Disclosure Authorized Executive Summary
May 2000 Public Disclosure Authorized
pJji|team INTERNATIONAL l__|_engineering & management consultants www.team-international .com The Beirut Urban Transport Project (BUTP) PreparatoryStudy has been carried out for the Council for Development and Reconstruction (CDR) by the consultingfirm TEAM Intemational, and has been financed by the LebaneseGovernment.
TEAMlntemational u il
www.tearn-inteniational.com P.O.B 14-5303.Beirut-Lebanon Tel: 961-1-840227- Fax: 961-1-826593 LEBANESE REPUBLIC
COUNCILFOR DEVELOPMENTAND RECONSTRUCTION
BEIRUT URBAN TRANSPORT PROJECT
EN mSESMN
rr. MM200
t ea m I NTERN AT ION AIL engineering & management consultants www.teamr-international.corn
BEIRUTURBAN TRANSPORT PROJECT - PREPARATORYSTUDY EAEXECUTIVE SUMMARY
TABLE OF CONTENTS
ACKNOWLEDGEMENTS ...... i
LIST OF ABBREVIATIONS...... i
INTRODUCTION...... EA OBJECTIVES .2 EA SCOPEOF WORK .2 EA PROCEDURESAND GUIDELINES .2 PROPOSED PROJECT COMPONENTS .3
POLICIES, LEGAL AND ADMINISTRATIVE FRAMEWORK ...... 7 TRANSPORTSECTOR RELATED POLICIES .7 POTENTIAL IMPACTS...... ,,...... 10
ANALYSIS OF ALTERNATIVES...... 10 THENO-ACTION ALTERNATiVE.11 STRATEGICALTERNATIVES ...... 13 PROPOSED PROJECT COMPONENTALTERNATIVES ...... 14
ENVIRONMENTAL MITIGATIONPLAN ...... 22
ENVIRONMENTAL MANAGEMENT ...... 26 POLICYFOR URBAN AIR QuALITY.26 TRAINuG REQUIREMENTS.26
MONITORING PLAN ...... 28
PUBLIC PARTICIPATION ...... 30 FIRSTNATIONAL CONSULTATION MEETING .30 LOCAL PUBLIC CONSULTATIONMEETING .30 SECOND NAnONAL CONSULTATIONMEETING .31
6&10Deil,verable23exec sum Jarw*y 20 BEIRUr URBANTRANSPORT PROJECr - PREPARATORYSTUDY EA EXECUrIVrESUMMARY
ACKNOWLEDGEMENTS The authorswish to expresstheir sincere gratitudeto the office of the Boardof the Councilof Developmentand Reconstructionand the World Bank staff for their assistance during the preparationof this EnvironmentalAssessment.
6JDelive 23ie.s- Januay 2"00 BEIRUT URBANTRANSPORT PROJECT - PREPARATORYSTUDY EA EXECUTIVESUMMARY
LIST OF ABBREVIATIONS AUB American University of Beirut BCD Beirut Central District BUA Beirut Urban Agglomeration BTX Benzene, Toluene and Xylene BUA Beirut Urban Agglomeration BUTP Beirut Urban Transport Project CDR Council for Development and Reconstruction CEGP Conseil Executif des Grands Projets CEGPVB Conseil Executif des Grands Projets de la Ville de Beyrouth CNG Compressed Natural Gas CO Carbon Monoxide COD Chemical Oxygen Demand CS Coastal Suburbs Cr Chromium Cu Copper DOA Department of Antiquities EA External Area EIA Environmental Impact Assessment EERC Environmental Engineering Research Center ERM Environmental Resource Management FYRR First Year Rate of Return FHWA Federal Highway Administration GBA Greater Beirut Area GBATP Greater Beirut Area Transportation Plan LAP Immediate Action Plan IRR Internal rate of Return HOV High Occupancy Vehicles LOS Level-of-Service MB Municipal Beirut MOC Ministry of Culture MOE Ministry of Environment MOMRA Ministry of Municipalities & Rural Affairs MOPW Ministry of Public Works MoI Ministry of Information MOI Ministry of Interior 6400Dej,lbL 23/e,c.s j Janu&e200 BEIRUTURBAN TRANSPORTPROJECr - PREPARATORYSTUDY EA EXECUTTVESUMMARY
MOT Ministry of Transport MOF Ministry of Finance MS Mountain Suburbs NS Near Suburbs NPV Net Present Value
NO2 Nitrogen Dioxide NOx Nitrogen Oxides OCFTC Office des Chemins de Fer et des Transports en Commun 03 Ozone Pb Lead ROW Right of Way
SO2 Sulphur Dioxide STEAM Surface Transportation Efficiency Analysis Model TMO Traffic Management Organization TSP Total Suspended Particulates VMT Vehicular miles of travel VOCs Volatile Organic Compounds VOR Vehicle Registration Office Zn Zinc
Leq Equivalent noise level Lmax Maximum noise level Lmin Minimum noise level m meter(s) mm millimeter(s) mg/l milligrams per liter m/s meter per second m3/y meters cube per year km(s) kilometer(s) vpd vehicle per day kph kilometer per hour
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INTRODUCTION An environmental assessment (EA) was conducted by TEAM International for the proposed Beirut Urban Transport Project (BUTP). The proposed project is being sponsored and implemented by the Lebanese Government through the Council of Development and Reconstruction (CDR). The CDR is seeking to finance the proposed project through a loan from the World Bank. The environmental procedures of the World Bank mandate preparation of an EA as an integral element of the project preparation and design process. The Consultant has prepared an Environmental Assessment for the proposed project consistent with the requirements for a CategoryA project under the procedures of the World Bank.
The BUTP is a sequel of the Greater Beirut Area Transportation Plan (GBATP) which was completed in 1995 for the Council for Development and Reconstruction (CDR) by the Joint Venture of TEAM International, IAURIF, and SOFRETU. Based on extensive survey work and modeling, GBATP established a transport plan with short-tern and long-term recommendations.
The measures proposed for the short-term were entitled the Immediate Action Plan (LAP). IAP aims at restoring tolerable traffic conditions. The BUTP is actually an elaboration of the IAP. For the long-term (horizon 2015) two contrasted scenarios were tested. The first prioritizes road network development, while the second integrates the construction of a rapid mass transit system in the dense areas of the agglomeration. The two scenarios have been extensively tested and an optimal scenario was defined. Computer simulations demonstrate that in the absence of a modem mass transit system, meeting future transport needs of the Greater Beirut Area (GBA) will remain an illusion.
GBATP long-term proposals include a mass transit network that provides all inhabitants of the dense agglomeration with a mass transit line on its own right-of-way less than 1 km from home. This translates to: A commuter rail link (38 Km), two metro lines (32 Km), three bus lines on dedicated roadways, a complementary bus network, and mltimodal exchange facilities.The proposed mass transit investmenthas been estimated at US $ 2.5 billion.
The GBATP long-term road network includes a network 248 Km long. It includes the Ring Road (Peripherique) located at the limits of the urban agglomerationextending from Khaldeh to Antelias (18 Km), five long distance motorways linking Beirut to the rest of the country, seven urban penetrators ensuring the primary linking of the urban agglomeration with the Ring Road, a network of expressways (23 Km) and modem boulevards (122 Km) ensuring the secondary servicing of Greater Beirut Area. Half of the proposed road network is composed of already existing roads or an upgrade of existing ones. The investment cost of the long-term road network has been evaluated at US $ 4 billion.
The proposed Beirut Urban Transport Project (BUTP) would provide the fundamental urban transport apparatus needed to address the extremely diverse and complex transport issues the city faces, and support selected immediate actions of the GBATP. There are several key issues which must be immediately addressed to improve the operational and economic efficiency of the GBA urban transport system including:
64ODebvcrabwblIeDe. sum Muv 2000 BEIRUT URBAN TRANSPORT PROJECT- PREPARATORY STULDY EA EXECUTIVE SUMMARY o Traffic Management; O Network Capacity; and o Parking Provision and Controls. While transport planning and public transport are beyond the scope of the BUTP, the proposed operation would serve as the foundationtowards that purpose.
EA Objectives The objectives of the EA include providing a sound basis for decision-making about the design of the project components that takes environmental considerations into account. ensuring that the project is implemented with full awareness of environmental factors, inforning the public when and how the project implementationmay affect their environment, and facilitatiQgthe public participation in the decision-makingprocess.
EA Scope of Work The scope of work of the EA included the definition of current policies, legal and administrative framework related to the transport sector in Lebanon; the definition of existing environmental conditions in the GBA; the identification and analysis of potential environmental impacts and mitigation measures; the definition and analysis of potential alternatives; the development of environmental monitoring and management plans; and the solicitation of public participationregarding the entire project.
EA Procedures and Guidelines Since there are currently no approved EnvironmentalAssessment procedures in Lebanon, the study has been conducted in accordance to with the provisions of World Bank Operational Directive 4.01, "Environmental Assessment." The proposed Project has been subject to an environmental screening process by the Govermnent of Lebanon and the World Bank and placed in Category "A" which mandates preparation of a full Environmental Assessment including a public consultation process. The components were reviewed and screened as follows: (a) Traffic Management Improvement Program - Which would support planning studies, institutional development and selected small scale actions (Category "B"); (b) Parking Improvement Program - Which would support development of a regulatory framework and institutional arrangements, review the feasibility and environmental impacts of five underground parking facilities and an on-street parking program (Category "A"); and (c) Corridor lmprovement Program - Which would support Grade Separation at 16 existing intersections (Category "B"). While the proposed construction of underground parking facilities has been dropped from the proposed Project, following field based engineering and environmental evaluations, it has been decided to continue the preparation of a full Environmental Assessment which allows the project design process to fully benefit from a more detailed evaluation of environment issues and an active public consultationprocess."
While public consultation is not a common practice in Lebanon, it is mandated under the EA procedures of the World Bank, and this study has provided an opportunity to successfully demonstrate the use of this approach in the preparation of infrastructure improvement projects. In addition, the EA procedures of the World Bank include the assessment of potential impacts to cultural heritage as an integral element of the EA process and the preparation of the study has included consultations with the Lebanese Department of Antiquities.
6GDcIeaable 2N3exec.sum . 2-low BEIRUTURBAN TRANSPORT PROJECT - PREPARATORYSTUDY EA EXECUTlVE SUMMARY
The EA findings will be used during all project phases: design, construction, and operation. This will be accomplished by selecting a design alternative that minimizes adverse impacts associated with the proposed project, developing and implementing effective environmental managementand monitoringplans.
PROPOSEDPROJECT COMPONENTS The proposed Beirut Urban Transport Project (BUTP) would provide the fundamental urban transport apparatus needed to address the extremely diverse and complex transport issues the city faces, and support selected immediate actions of the Greater Beirut Area Transport Plan (GBATP). The proposed project covers three components described below to improve the operationaland economicefficiency of the GBA urban transport system.
Traffic This component is composed of three inter-related elements: I) installation Management of traffic signals covering 211 intersections in the GBA; Component 2) installationof a pilot video surveillancesystem along 4 corridors, as part of a master plan to cover other corridors in the fiuture (Figure 1); and 3) establishment of a traffic control center. which is the communication hub connecting all traffic control sub-systems and from which monitoring, control, and interventioncan be managed.
Grade This component consists of installing overpasses and/or underpasses at 16 Separation highly congested intersections in the GBA (Figure 2). Traffic management Component at these intersectionswas not possible through traffic signals and therefore, the proposed grade separation was the only remaining solution to address the congestion.
Parking This component consists of constructing 5 parking underground facilities Component on municipal land in the GBA (Figure 3). This component has been reviewed in the EA; however, it has been dropped from the proposed project and may be considered as a future element of the GBATP. Any future investment in new underground parking facilities should be subject to site specific environmental assessment. Alternatively the parking component will consist of organizing on-street parking in selected zones (Figure 3). These activities will focus on introduction of modern metering systems and development of an effective parking enforcement program.
The CDR will be responsible for the implementationof the project in coordination with the Ministry of Transport (MoT). The total projected cost for the three components of the project, is 95M USD (25M for the traffic management component; 65M for the grade separation component; and 5M for the parking component). It is expected that the Government of Lebanon will finance 20 percent of the total project cost and 80 percent will be financed from international sources. Note that the cost of land appropriation will also be covered by the Government and is not included in the cost figures mentioned above.
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d C~~~~~~~~~HOUEIFAT { / . > ~~~~~~~~~~~~~~ 0ART CAlJOUN PROPOSEDUNDERPASS FIGURE 2 PROPOSED GRADE SEPARATIONS 5 'IAIN~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ BCD- U c t F tOUMK / ~~~~~~~~~~~~~~~~TAKLA 8 Z a k MUEUE(8LIEH DEKWANEH ( o __ i {_ gSM~~~~~~~~~~~~LLES T B ELCHAA4ON P G ZONATEL SULTAN IBRAHI_ Ch\\ D~ ~~LGN OUZAI t ADATHJ\ 0 / / MRAI~~~~~~JEHc t I ~~~~~~~~~LEBANFSS V AIRPORT UNVESI /| F A T~~~~~~~OEIA ( / ~~~~~~~~~~~~~LEGEND l /t ~BCFAMOUN PARKINGZONE l ~~ARAMOUN FIGURE 3 ON-STREET PARKING ZONES 6 BEIRUI URBANTRANSPORT PROJECr - PREPARATORYSTUDY EA EXECUTIVESUMMARY POLICIES, LEGAL AND ADMINISTRATIVE FRAMEWORK A Lebanese Environmental Code has been drafted and submitted for governmental approval. To date, no action has been taken in this regard. Within this code, provisions are proposed to conduct environmental assessment for developmental projects. A study was conducted in an attempt to develop EA guidelines. This study appears to follow to a great extent the guidelines recommended by the World Bank. It is also not evident that the Govermnent will adopt the guidelines set in this study. It is reasonable to expect that this study (if adopted) will be subject to a review process if and when the Environmental Code is approved by the Government. As such, there are currently no approved EA procedures in Lebanon that could be followed in the preparation of the present EA. Therefore, the EA was conducted following procedures of the World Bank as outlined in Operational Directive 4.01, "Enviromnental Assessment." Transport Sector Related Policies A review and analysis of existing policy formulation, planning, design and implementation, operation and maintenance of transport systems and services in Lebanon, involve gaps and overlaps in functions and geographical jurisdiction. A summary of the allocation of functions to these organizations is provided in Table 1 as a Functional Responsibility Matrix. The matrix shows both, functional gaps and process gaps exhibited as shaded areas. Functional Gaps Functional weaknesses exhibit themselves in the following: z Lack of coordination between urban transport modes and components such as the requirements of through traffic versus local traffic, private cars vs. public transport, traffic lanes and parking lanes, parking and public transport, intra-urban and inter-urban public transport and paratransit, transport planning and enforcement, etc. z These problems result in a series of imbalances, congestion, accident hazards, excessive pollution and overall loss of economic productivity. There is currently no mechanism of coordination of these complex issues among the 53 municipalities constituting GBA. o There is a major gap in the transport system management function resulting in serious improvement opportunity losses in the urban transport system. a The parking function is not well addressed in terms of policy and control, contributing to the current inefficiencies of urban transport. o Road safety is addressed only as a physical sub-project, once implemented is forgotten. o Paratransit represent a floating hazard on the urban road network. It lacks planning, organization, and control. Process Gaps Process gaps cover the areas of policy setting, planning, financing, and more seriously. operations management, maintenance management and user information and awareness. These weaknesses exhibit themselves in the following: o Lack of understanding of real problems and needs. o Lack of policy to set priorities particularly where individual freedom is in conflict with public interest and in weighting short-term vs. long term priorities. 64Delivet bIe 23/exec.sum 7 J_n_r xco . BEIRUtTURBAN TRANSPORT PROJECT - PREPARATORYSTUDY EA EXECUTIVESUMMARY o Lack of appreciationof the economicimpacts of congestionon the users and the urban economyand the need to adopt knowledge- intensivehigh-tech management approaches for solvingcomplex urban transport problems. o Inadequatemanagement approaches prevailing in the public administration.The transport system user is a customer whose satisfactionmust be sought through efficient, cost- effectiveand high levelof service. o Limitedrecognition of the long-termimportance of the role of public transportationin the developmentof the GBA. &*Dchiwrb1c23/ec sum 8 Jsnu.a 2"3 1I1i Rtl ( JRBAN IRANSIN()RI PIROJUC I I'Il'IAR Al (RY SltUDY EA EXECUTIVE SUMMARY Table 1: Functional Responsibility Matrix Modesand Urban Road TSM Parking Road Vehicle Public Paratransit Functional Issues Transp. Construction And Policy Safety Licensing Transport Modal And Control And And Control/ Process Coordination Maintenance Control Traffic Responsibility ______1__ I Enforcement Policyand Research MOT MOPW MOIT' MO'I' Standards and Regulations MOT MOIPW MOPW MOT MOI MOT MOT (GDU)~~~I MOE Strategic& 'actical Planning MOPW i N - Project Preparationand MOPW MUNI MOMRA MOPW MOI OCTFC Implementation CDR/CEGP CEGPVB MUNI CDR MUNI CEGPVB ~~~~~~CEGP :,':'- CEGPVB ~~~~~~CEGPV MUNI CEGPVB ,:t' ~ MOMRA ~~~~~~~~~MUNI Operations Management IVR,,,'', ...,' R UI-'~; MaintenanceManagementMl-'.- ...-- - ;.....- -. 9_ > -,7 o |User Information& Awareness -..--:, ;----- MOT = Mvinistryol Transport CEGP = Conseil Executif des Grands Projets MOI = Ministry of Interior MOPW = Ministry of Public Works CEGPVB = Conseil Executif des GrandsProjets de la Ville de Beyrouth MOE = Ministry of Environment GDU = DirectorateGeneral of Urbanism MUJNI = Municipality MOMRA = Mihiistry of Municipal and Rural Affairs OCTFC = Railways & Public Transport Authority Shaded areas represent functional CDR = Council Ibr Development& Reconstruction MOF = Ministry of Finance and processgaps 64(WDelimeable23.'ewr. sunl- 9 jam,uuy2000 . BEIRUr URBiANTRANSPORT PROJECT - PREPARATORYSTUDY EA EXECUTIVESUMMARY POTENTIAL IMPACTS Environmental impact analysis showed that the greatest environmental impacts will occur during the construction phase particularly with respect to dust and noise emissions. and re- routing of traffic. The potential presence of unknown buried sites of archaeological significance may require site-specific mitigation activities and/or monitoring measures during the construction phase. During the operation phase, with the exception of visual intrusion of overpasses, the analysis showed that the proposed project will result in more positive to neutral environmentalimpacts when compared with the case of not implementingthe project. Table 2 provides a qualitative summary (relying on the quantitative analysis as well as judgement based on previous experience with similar projects) of the significance of environmental impacts that are associated or expected with both the constructionand operationphases. Table 2: Significance of Potential Environmental Impacts Potential Impact Construction Phase Operation Phase Traffic +++ Air quality .1+ Noise level T -+ Landscapeand visual intrusion -/0 Constructionwaste 0 Water qualitv 0 Archeoiogv -1--/0 0 Health and Safety _ _+ Economics +++ Social -/+ +++ High positive impact ++ Moderatepositive impact + Low positive impact 0 Neutral impact - - - High negative impact - - Moderatenegative impact l ow negative impact ANALYSIS OF ALTERNATIVES Once again, it should be noted that the BUTP is a sequel of the GBATP which was completed in 1995 for the CDR by the Joint Venture of TEAM International, IAURIF, and SOFRETU. Based on extensive survey work and modeling, GBATP established a transport plan with short-term and long-term recommendations. The measures proposed for the short-term were entitled the Immediate Action Plan (lAP) which aimed at restoring tolerable traffic conditions. The BUTP is actually an elaborationof the LAP.For the long-term (horizon 2015) two contrasted scenarios were tested. The first privileges road network development, while the second integrates the construction of a rapid mass transit system in the dense areas of the agglomeration. The two scenarios have been extensively tested and an optimal scenario was defined. Computer simulations demonstrate that in the absence of a modem mass transit system, meeting future transport needs of GBA will remain an illusion. GBATP long-term proposals include a mass transit network that provides all inhabitants of the dense agglomerationwith a mass transit line on its own right-of-way less than I km from home. This translates to: A commuter rail link (38 Km), two metro lines (32 Km). three bus De fi-rbk I2i..m su.X M.Ni 200L'1 BEIRUr URBANTRANSPORT PROJECT - PREPARATORYSTUDY EA EXECUTIVESUMMARY lines on dedicated roadways, a complementary bus network, and multimodal exchange facilities. The proposed mass transit investmenthas been estimated at US $ 2.5 billion. The GBATP long-term road network includes a network 248 Km long. It includes the Ring Road (Peripherique) located at the limits of the urban agglomeration extending from Khaldeh to Antelias (18 Km), five long distance motorways linking Beirut to the rest of the country, seven urban penetrators ensuring the primary linking of the urban agglomeration with the Ring Road, a network of expressways (23 Km) and modern boulevards (122 Km) ensuring the secondary servicing of Greater Beirut Area. Half of the proposed road network is composed of already existing roads or an upgrade of existing ones. The investment cost of the long-term road network has been evaluated at US $ 4 billion. The no action alternative as well as strategic alternatives of investing in public transportation improvements are addressed first in this section. Analysis of alternatives within the parking component of the proposed project focused on the major options to minimize the parking problem in the GBA including the construction of parking facilities, the enhancement of the public transportation role, and the better management of on-street parking. For the grade separation component, the analysis of alternatives focused on the type of grade separation such as an overpass versus an underpass or a combination in comparison to traffic management only. Finally, since the traffic management component includes a traffic control center, a video surveillance system and traffic signals. several communication alternatives were considered for the communicationsystem connectingthem. The No-Action Alternative The impacts of no-action altematives relative to each component were quantified in the Economic Analysis and the EIA reports. Monetized benefits of transport projects are mainly savings in travel time and reductions in operating cost. These are estimated based on the comparison of travel time and vehicle operating cost (VOC) of each proposal with that of a base-case which is the no-action alternative. The EIA includes also a comparisons of the emissions and noise levels of the base-case (no-action alternative) and that of each of the proposed components. ParkingComponent It was demonstrated by the studies and surveys done for the GBATP and the BUTP that chaotic parking is the major cause for traffic congestion in the city. Chaotic parking has also downgraded the quality of life and forced the pedestrians from the sidewalk to the traffic lanes. This not only jeopardized pedestrians safety but also discouraged walking trips that could be substantial for short-distance trips in the city. The GBATP and BUTP studies have also shown the need to increase the off-street parking supply. This may prove to be an expensive endeavor due to high land prices, and more over the use of off-street facilities is doubtful if the lack of enforcement of on-street parking regulation persists. The orientation of the BUTP parking component is to regulate on-street parking by making it timed and for-a- fee in business areas, and to step-up enforcement of parking restrictions. These measures are required to correct the perception of the cost of owning and operating a vehicle. Once illegal parking becomes costly due to strict enforcement, car owners will start accepting using off- street car parks. The financial viability of car parks will generate the interest of investors in them. The no-action alternative as far as parking is simply to condone and accept the current situation which means: 1. Streets will be used for parking and not for circulation, thus requiring expensive investment in new roads. 6WDezveoble 23-mex sum. Jnuv 2000 BEIRULTURBAN TRANSPORT PROJECT - PREPARATORYSTUDY EA EXECUTIVESUMMARY 2. Intersections with parked vehicles at their corners can not perform properly, and the proposed signalization will not result in the expected benefits. 3. Pedestrian safety will be jeopardized and walking as a transport mode will be discouraged. 4. If on-street parking continues to be free and improper parking in not sanctioned, off-street parking will continue to be under used and financially non feasible. 5. Improper on-street parking will also interfere with the operation of Bus Public Transport. Standard city buses will find it extremely difficult to negotiate the streets, and the bus stops occupied by parking vehicles will force the bus to stop in the traveled lane, thus increasing the congestion. The no-action alternative of the proposed parking component is an implied condoning of the existing unacceptable parking chaos, whose cost on the society in term of reduced street capacity, reduced intersection capacity, and the general deterioration of quality of urban life. On the other side, organizing on-street parking is a very cost-effective intervention. Grade Separation Component It was demonstrated that some intersections are over congested and signal control can not handle the intersecting traffic volumes. Travel delays in cities are generally most critical at intersections. Grade separation is the only alternative for such cases (having exhausted demand management, such as increasing the share of public transport). The no-action alternative was quantified in the economic analysis and EIA. The impacts of the base case (no-action) were compared to those of the proposed improvement for several time reference years. The economic returns of the construction of groups of grade separations were calculated in terms of IRR. Environmentally the results of the simulations of the levels of emission and noise at each intersection, with and without the proposed grade separation demonstrate the demerits of the no-action alternative. For the grade separation component, the analysis of alternatives focused on the type of a grade separation such as an overpass versus an underpass or a combination in comparison to traffic management only. Traffic Management Component This Component includes revising the circulation plans, spot improvement of some intersections, installing traffic signals on more than 200 intersections, controlling the signals from a Traffic Control Center, that can also perform surveillance functions, and can be upgraded later to perform many other ITS functions. This component includes also setting up a Traffic Management Organization (TMO). The impacts of the no-action alternative relative this component include: 1. Unsignalized busy intersections need excessive numbers of policemen to control, preventing them from being deployed to more serious duties. Policeman, if well trained, may perform very well at an isolated intersection, but can not coordinate intersections along a corridor or on a network. 2. Without signals, delays are higher at intersections, the volume of time of traveler is considered in the economic analysis. 3. Stop-go conditions due to traffic congestion will cause more emissions, this is simulated in the EIA. 6WGDe1-vabk :ncxe- wm 12 J-.u.y 200D BEIRUTURBAN TRANSPORT PROJECT - PREPARATORYSTlJDY EA EXECUIIVE SUMMARY 4. Well-equipped signalized intersections increase traffic safety, especially for pedestrians. Gaps between platoons permit safer mid-block crossing of pedestrians, and signal timing will give protected movements to pedestrians at location of heavy pedestrian traffic. 5. Establishing a TMO will provide for a traffic engineering unit that can sustain the proposed improvements,and plan for the requirements of the future. StrategicAlternatives The GBATP evaluated two contrasting scenarios of transport patterns which included the use of a heavy mass transport network and a road oriented network, and proposed a compromise of the two for identifying the components of the proposed long-term, medium-term, and immediate action plans. During the modeling effort for the BUTP, an updating of the 1994 base-year conditions was conducted and a 1998 base year model was calibrated. The policy, economic, and travel observed trends between 1994 and 1998 were taken into consideration in the preparation of the travel forecasts. The main features of the strategic alternatives considered and those adopted are outlined in detail in the report and summarized below in the context of the BUTP only. BUTP Adopted Scenario The observed growth in population, employment, and general economic growth realized after 1996 is slower than the prevailing outlook of 1994 - 1995. Accordingly, it was decided to adopt the 2015 person trip matrix developed by GBATP to reflect 2020 conditions. That is the slow economic growth would result in delaying the growth in trips over the study horizon such that the level of trip-making expected to be achieved in 2015 would now be delayed till 2020. The resulting area-wide annual average trip growth over the period 1998 - 2020 is 3.3%. Forecasting vehicular trips requires adopting a specific modal split scenario. The modal split scenario adopted in 1995 for 2015 trips consisted of a marked shift towards public transport. The public transport is an essential component of the GBATP. It included plans for re- operating the coastal rail line as a commuter service between Jubail and Damour, introducing two metro-lines, in addition to expanding bus services, both on dedicated ROW and on city streets. The progress of projects during the period 1995 - 1998 clearly show that the shift towards public transportation recommended by GBATP will not be realized by 2015, as no action was taken during the past few years towards preparing for launching rail and heavy mass transit projects. Consequently, a more realistic scenario was adopted regarding modal split. Trips between various sub-areas within GBA would have different proportions of the trips served by public transport (entirely bus), with an overall average of 16 percent. It should be noted that BUTP includes the recommendations of the Immediate Action Plan proposed by the GBATP in 1995 plus some grade separations, that were envisioned in 1995 to be part of the Medium-Term Plan. Limits on the size of investments and the horizon year (2004) for completing the construction of the BUTP components oriented its attention solely to traffic management, parking improvement, and spot improvements that will produce the decrease in the level of congestion required to operate bus services of acceptable level-of- service. Note also that the results of the forecasts done for BUTP show that the traffic volumes expected in 2015, with all the proposed improvements in place, will reach the capacity of the highway network at most of the locations. The mass transit component of the GBATP deserves immediate attention. Studies and designs must be started immediately, at least to conserve and preserve the required right-of-way for permanent way, terminals, stations, and park-and-ride facilities. J-y 2 13 BEIRULTURBAN TRANSPORT PROJECT - PREPARATORYSTUDY EA EXECUTIVESUMMARY Proposed Project Component Alternatives ParkingComponent A. ParkingFacilities It should be noted that initiallythe proposed Parking ImprovementProgram was placed in environmentalscreening category "A." This was because it was proposed that the project would support the constructionof a series of undergroundgarages in central Beirut. It was anticipatedthat this would includethe preparationof site specificenvironmental assessments since these garages would be constructedunder establishedpublic parks and would have significantconstruction period impacts.Following field basedengineering and environmental evaluations,the proposed constructionof undergroundparking facilities has been dropped fromthe proposedProject. The other activitiesin the componentonly concernnon-structural measuresfor parking managementand support for procurementand installationof parking meters for on-streetparking. The work conductedprior to this reorientationfor the parking componentis neverthelesspresented in this reportfor futurereference in case an underground parkingfacility is proposed. The parking program was subjected to a site selection process to identify parking site locationsthat will be most suitable for the purpose of the project. In this regard, a detailed field surveyand analysiswere conductedwith severalgoals in mind including: o Reductionof the number of circulatingvehicles, especially those who are looking for a parkingspace; therebyreducing the extentsof harmfulemissions into the atmosphere; o Savingthe motoristtime; o Allowingefficient use of existingparking spaces; o Directing flows of traffic in surveyed zones and thereby improvingthe operations of intersections; o Speedingpublic transport; o Enhancingtraffic and pedestrianssafety; and 3 Makingthe surveyedzones more attractiveto shoppersand visitors. The survey covered sixteen zones, which are described in Table 3 with their general characteristics. The survey concludedthat the current parkingdeficit in the zones studiedamounted to a total of 4707 which is expectedto reach 9613 within three years with the Hamra zone presenting by far the most parking deficient zone due to its land use character. Hamra's deficiency amounts presentlyup to 36% and increasesin the future to 41% of the deficiencyof all the studied zones. Buildings that were occupied by squatters are currently being rehabilitated, thus increasingthe parkingdeficiency considerably over the coming3 years.This also applies to zone 3 (Ain Mreiseh- St. Georges)where many buildingsare still vacant. The current illegal on-streetparking ranges from 33% to 68% of all on-street parking in the zones studied. This high percentageindicates the gravity of the problem and the ineffective enforcement.For the studied zones, illegal parking averages 49% of all on-street parking. However,in spite of the high illegalstreet parking,off-street parking is not fully utilized.The utilizationof off-streetparking varies between 12%and 58% and averages25%. &4O/DelIvebklk,ec su,m- 4 Jmlu 2aoo 131t1RJUIIHRiAN IKAWOl'(K I PlIt()ll:C Ill'AIAlAIOlYSIlJDY EA EXFiC2IIIVE SJMMARY Table 3: Summary of Potential Impacts of Surveyed Zones ZoneNo ZoneNaimie MasnCharactenstics RelievedConidor MunicipalLand I liarirra Q commercial+ businessarea, high qualityshops Haimsra- Emile Edde- Sadat- Romiie- AbdtdAziz - Bliss - None O presenceof educational institutions (AUB, LAU, IC, SMOC, SidanL/Souraty etc.) 2 Verdrr - Racbridie O nesideastiattuming to corsrrrserciatanud business onensted area Verdun- Ractridbrse rallet al-Khayyat public garden- Lot 248 - 263 - 266 - 506 Mseitbeh t ______~~~A- 2565 m 3 AinMreisselh St Georges O tounsitioriented activities, riaitily hotelsaid restaurants Avenuede Paris - MinerEl I losn -Ohralisast- John Kesnedy - None lbn Sina (proposal for a550-space parking underROW) 4 Raouche O tourisns orientedactivities, hotees,firnislsed apartments,Charles de GatilleStreet - AustraliaStreet None restaurantsand offices buildinigs S Basta-Mazrra- B3arbourr O conrosercial& businessaxes GreganrousI laddad - Barborrr- OstzaiiStreet - Basta MarMkbharl - Ma2raavacaist lot usedas a parking O jewelrysouks Bastapublic gardeii O mediuntquality shopping area A = 1760(state owned) 6 MarEtras-tntependenice LI comnsmercial& business street - highquality shops MarElias Street- Iidependence- OtlanairBin AliastStreet - None LI residenitialand cominercial - moderateshopping Gazaer 7 ArabUniversity O universityorinited shops& services OmarFarrotikls Old Ranil prison O demiseresideritial area A = 14500mnt(state owned) a Furr El-Cheboak-Sarssi Solhi O commercialstreet low to irieditimsthops Ruede Daunas- Samri Solh Ave. None 9A NahrStreet O conirmercialstreet Pastersr- Gotiratd Publicgarden, lot 2200Rnteil A - 2700tn' 9B Mdawar O preseticeof irdustrialspare pans conrmerce O publicagencies: EDL, MarMikhael terminal O resideritialarea - hospitals nearby IOA SassiIe O comnmercial& businiess axes FouadChehab - Akkawi- Gouraud Mar Nicolaspublic garden-tot 54 - 55 - 56 - 431 Rrneil IOB FouadChelrah - Akkaswi O highquality centers Alfm Naccache- I ndependence A = 1000m' IHI Bor llalsilirolrll O comtstrercialstreet AnsieniaStreet None O moderateshoppimrg - __ 12A JaiAl Dib O Residetilialatid conminercial Old l ripoli Road 12B Ametrliais 13 Sariayel O Residentialand corirlnercial Sanayehpublic garden O l ebaneseUniversity U Govemnierstoffices 640iflehrerabte23-eec sau J--ury 2r0O BEIRUTURBAN TRANSPORT PRoJECr - PREPARATORYSTUDY EA EXECUrIVE SUMMARY Note that temporary off-street parking lots contribute currently 8059 spaces, or 75% of the available off-street parking. But the parking space availability in temporary off-street parking lots is not certain, since 24% of the available spaces were reported candidate for disappearing within a 3-year horizon. It was also observed that serious parking violations (double parking, over the sidewalk, angle parking) occur right outside public off-street parking lots with ample unoccupied space. Based on field observations it is evident that parking regulation enforcement is the most lacking factor and is a prerequisite for any attempt for treating the parking problem. Furthermore, On-street parking control devices (parking meters or similar) shall be installed on all streets with intense commercial and business uses. In the zones covered by this project, the amount of meter controlled parking amounts to a total of about 3500. Analysis of field survey results identified four municipal lots that are suitable for a parking facility. These are: 1. Sanayeh Garden in the proximity of Hamra (Zone 2) and Sanayeh (Zone 13) 2. Mar Mikhael - Mazraa in the proximity of Basta - Mazraa - Barbour (Zone 5) 3. St. Nicolas - Ashrafieh Garden, in the proximity of Fouad Chehab - Akkawi (Zone lOB) 4. Rachidine - Sheikh Hassan Khaled Garden near of Verdun - Rachidine (Zone 2). Parking deficit projections in the zones surrounding each of the above sites are presented in Table 4 below in their order of priority and their proposed nominal capacity. The four locations are being considered for construction of underground parking garages. The qualitative advantages and disadvantages of each site are summarized in Table 5. Table 4: ParkingDeficit Predictionsat SelectedParking Sites Nominal 100m Radius 200 m Radius 500 m Radius Site Name Capacity Now 3 years Now 1 3 years Now 5 years Sanaveh 1000 167 389 261 1094 933 2923 Mazraa 1 300 43 57 112 261 _ St. Nicolas 100 116 74 214** 204** - I Rachidine | 00 -24 -19 54 I 69 ** Area within200 m is down hill and not withinacceptable walking distance. Table 5: Assessment of Selected Potential Underground Parking Sites Site Name Advantages Disadvantages Sanayeh Large, well located Contains old trees. In order to avoid most of old trees, only part of the site can be used. Not well accessible for traffic coming to Hamra from the East. Mazraa Extremely well located, surface not Litigation must be settled with previous owner. currently planted or improved St. Nicolas Well located with respect to street Newly inaugurated after rehabilitation. Not well network, especially east-bound traffic accessible to west-bound traffic. Faces the St. Nicolas Church Public Parking, which will compete with it. Rachidine Good size, well served by the street Contains trees, not well located with respect to network parking deficit. Higher in elevation than area of parking demand which increases walking effort. M'Dd,v,ftbkf3Clec Su~ 16 Janu.a 2 BERU'r URBANTRANSPORT PROJECr - PREPARATORYSTUDY EA EXECUMVESUMMARY B. On-Street Parking The parking component of BUTP was initially envisioned to include building underground parking garages on sites owned by the municipalities. These sites were mostly public gardens. The extensive parking surveys revealed that the available sites for building underground parking garages were not located optimally vis-a-vis the location of the parking deficit. For example Hamra, which is an area of significant parking deficit, does not comprise within its boundaries any municipal land suitable for development into off-street parking. On the other hand, if parking at the curb remains free and in the absence of any serious enforcement of parking regulations, the patronage of paid off-street parking is doubtful. This fact was well demonstrated by the parking surveys. Parking lots in some parking deficient zones were rarely fulL while streets around them were packed with illegal or improper on-street parking. As a result, the emphasis of the BUTP is being reoriented towards on-street parking. The BUTP is now addressingmore in depth the organization of on-street parking. Concessions for managing on-street parking can be contracted to the private sector. These concessions will be conditioned in certain zones by requiring the concessionaire to provide (probably build, own, and operate) a specific number of public off-street parking spaces, within a specified perimeter and by a certain time horizon. This is based on the premise that a tight control of on-street parking will increase the demand for off-street parking. The investment in off-street parking need not come from public funds, since it is a financially viable business on its own. Especially if the public parking garage is part of commercial development, or if it is not entirely underground. C. Public Transportation The GBATP demonstrated that by the year 2010 the level of congestion of the street network will start reaching intolerable levels on certain corridors, in spite of all the committed additions to the road network. The trips generated by the forecasted level of development cannot possibly be served without a well-developed public transport system. Accordingly, the GBATP proposed substantial public transport investments, which included the commuter rail line between Jbail and Damour, two rail transit metro lines, and a well developed bus service, part of which on its own right of way. An Immediate Action Plan (IAP) which was proposed within the GBATP, included traffic management schemes that comprised intersection improvements and the installation of traffic signals. It also envisioned restarting public bus services. As such, over 200 new buses were put in service covering the GBA. Unfortunately, the required conditions for expanding and improving the services were not made available to the OCFTC. More importantly, the re-organization of the OCFTC into a regulating agency rather than a transit operator as recommended by the consultants was not implemented. Currently, some 200 buses of the OCFTC are running on the streets, providing a low level of service. Transit routes are not publicized, schedules and frequencies are not known nor adhered to, and ridership is still low (1,300,000 per month). The same routes are also being served by a privately owned bus company and by multitude of driver-owner run buses of all colors and makes. All are competing with each other in a manner similar to the taxi-service system. The result is a low level of service, ruinous competition, and more traffic congestion. The BUTP seems, at a first glance, to be auto oriented if seen in isolation from the GBTP. But, in fact, its three components, which are addressed at reducing the level of congestion, are prerequisite for the efficient operation of a bus transit system. Without organizing on-street parking, reducing the traffic congestion, and enforcing traffic regulations good bus transport is difficult to provide. The above should not be understood that further technical support to public transport is not needed at the moment. On the contrary technical assistance is required for transforming 6W&Dc,vmbI23e23msum 17 Jnuy 20Y BEIRUr URBANTRANSPORT PROJECT - PREPARATORYSTUDY EA EXECUrIVESUMMARY OCFTC into a regulating authority, responsible for planning services, defining operational requirements, and controlling the provision of services by private operators. Moreover. serious detailed planning for the rail transit should commence now, in order to be able to meet the 2010 target. Grade Separations At a road intersection the type of required control varies with the volume of intersecting traffic. On low volume roads a stop sign will be sufficient. As the intersecting volumes increase a traffic signal becomes warranted. The traffic signal separates the conflicting movements in "time". Each traffic direction is given a proportion of green commensurate with its share of the total conflicting traffic. At some major intersections,where two or more multi-lane roadways intersect, traffic volumes may reach a level where, during peak-hours, signalized traffic control will result in excessive stopping delays with a resultant long queues on some or all approaches. Such situations may not be possible to treat solely by geometric improvements nor by improving the sophistication of the signal control. The next option to consider is to separate conflicting movements in `space". One of the directions can be "grade separated", i.e. its traffic will go "over" on an overpass (bridge) or "under" in an underpass (tunnel), while the other movements stay at-grade. This arrangement permits one direction of traffic to negotiate the intersection uninterrupted while other movement will intersect at- grade. The heaviest movement is usually grade-separated, so that the intersecting traffic at grade will be possible to handle by signal control. Grade separation reduces appreciably delays at intersections. Based on results from the GBATP, sixteen junctions located along several main corridors, were identified for consideration by the present project. These junctions are: Corridor Junction along corridor considered for grade separation ChiyahBoulevard o GalerieSemaan 3 Mar Mekhael 3 Mucharrafieh Saloume- Hayek - Mkalles o Saloume- Hayek o3 Mkalles Chatila- Tayounneh- Sami el-SoIh- Adlieh 0 Tayyouneh o DamascusRoad-Sami el-Solh AirportRoad - Becharael-Khoury Blvd. 0 Airpon Road-ChiyahBoulevard o Bechara el-Khoury-OmarBeyhum o Becharaei-Khoury-Independence Northem Entrance 0 Antelias O Jal el-Dib o Dora Corniche Ei-Mazna 0 Adlieh o Museum Old Saida Road 0 Bchamoun-Aramoun Several criteria guided the development of alternate designs including: 1. Provide an acceptable level of service (LOS) in terms of peak hour average delay per vehicle, in the year 2010. 2. Minimize the requirement of additional right-of-way and avoid as much as possible displacing businesses and residents. Minimization of requirements for involuntary resettlement of residents, relocation of businesses and acquisition of private land. 64afleihveabie 2J''iitc ion 18 Js'v-r 2 BEIRUT URBAN TRANSPORT PROJECT - PREPARATORY STUDY EA EXECUTIVE SUMMARY 3. Select the environment-friendlyalternatives. In built-up areas underpasses are preferred to overpasses. However, avoidance of archeological and historic sites must be taken into consideration wherever necessary. 4. Important consideration should be given to the relocation requirements of people and existing major utilities. 5. Site characteristics as to topography and drainage are important considerations. 6. Short underpasses are preferred to tunnels that require mechanical ventilation, because of construction, operation and maintenance costs. 7. Preserving access to the existing land uses is an important consideration which aims at striking a balance between the interests of through traffic and local traffic, especially in dense urban areas. 8. Maintaining traffic on busy major thoroughfares during construction was a consideration in selecting the configuration of some grade separations. 9. Aesthetics and landscapepreservation. 10. Value engineering judgement was exercised to reach the most cost effective design. Based on these criteria, several design alternatives were considered and a final design was selected as summarized in Table 6. Note that while several alternatives were generally considered for each intersection, additional alternatives were also examined at many intersections as a direct result of the public consultation process particularly at Jal El-Dib, Antelias, and Hayek. 6 #YDe~bIenfble 23/ewc sum 19 Janu2CO BEIRUT URBANTRANSPORT PROJECT - PREPARATORYSTUDY EA EXECUTIVESUMMARY Table 6: Summary of Design Alternatives Considered for Grade Separations Imersection DesignAltenatives Considered Galerie Samaan An underpasswas consideredas an alternativebut was ruled out due to the presenceof a large drainageculvert that crossesthe intaection. Moreover,the gradein the E-W directionclimbs up steeplyafter leaving the intersection towards Hazmich which would havetequired the underpassto be quite long. A gradeseparation in the N-S directioninstead would requireextensive land acquisition andresult in cuttingmnany eucalyptus trees lining CamilleChamoun Blvd. Mar-Mikhael A grade-separationin the N-S directioninstead of one in E-W direction,would requireadditional right-of-wayto the northof thejunction, and thearea is built An underpassalong the E-W direction waspreferred over an overpass,in ordernot to disturbvisually the Mar-Mikhael Church facade. Mucharmafieh An underpassat this locationwas overruled due to majorutilities crossing this junction. Moreover, the gradegoing west is an upgrade,which makesthe underpasslonger and thereforea moreextensive right-of-wayacquisition. A grade-separationin the N-S directiondoes not servethe traffic eflfctively. The alternativeof an overpasson theE-W was adopted. Saloumeh/Hayek No traffic managementsolution would be enoughto handletraffic at this busy junction. Over 9 different alternatives were considered involving overpassesand underpassesin various directions Any grade separation in the direction Saloumeh - Mkalles would become less useful after the Peripherique is put in use. The proposedoverpasses connecting Qalaa and Jisr El-Wati to Dekwaneh cannot be made underpassesdue to topography, existence of a major culvert at the beginning of Dekwaneh Road (SLAV), and the high probability of disturbing well preservedantiquities buried under the Hayek - Qalaa area. Mkalles Separating the traffic between Mansouneh and Qalaa would allow the roundabout to operate satisfactorily. The direction Hayek - Jisr el-Bacha will be less crowded once the Peripherique is in service.The topographydictates an overpassas proposed. Tayounneh Originally, the solution envisioneda 3-level interchange,but traffic studiesshowed that it is enough to build an N-S underpass,which also can serve the Nonhern Urban Bypass. An overpassinstead of an underpassis possible,but will causevisual intrusion on the neighboring PineForest Sami El-Solh/Damascus Since traffic managementsolution failed, the E-W direction permits constructing an underpasswithin Road the available right-of-way. Should the traffic on Rue de Damas be made one-way, the grade- separationwould not be a priority. Airport Road / Chiyah A two-level grade-separationwould not serve the traffic due to the heavy left turn from EB traffic in Boulevard the direcion of Chatila Interchange. Moreover, the restricted right-of-way between this junction and Ghobeiri precludesany full grade-separationin the E-W direction. A three-level solution was adopted, providing N-S traffic in an underpass,the one-way overpasscarrying EB traffic with a direcional ramp towards Chatila was adopted. BecharaEl - Khoury / Omar The site is constrainedby the presenceof the French Ambassador'sResidence. the existing underpass, Beyhum (Beit El - Atfal) and the close-by Barbir overpass. Proposing a solution that minimizes disruption to traffic during construction was also important Aiternative underpassesin the E-W direction would require demolishing the existing underpass. Overpasses overlooking the French Ambassador's Residence would not be acceptable. Underpassesalong Omar Beyhum Street would complicate local access.The proposedsolution provides all movementsuninterrupted. BecharaEI-Khoury I Traffic requirements and availability of right-of-way dictate the N-S direction. In such an urban IndependenceRoad setting nearthe Statueof Becharael-Khouiy, an underpasswas the only option. Antelias An N-S underpasswas considered as an alternative and was ruled out since the underpassroadway level will be below sea level. An E-W grade scpamtion was also ruled out due to its negative effect on the Maritime Boulevard. Jal El- Dib An N-S underpass was considered and ruled out similar to Antelias. Another alternative was considered to maintain northbound and southbound traffic at grade while constructing two ramps 300m apart to provide accessin and out ofJal El- Dib. This alternative may prove to be the best. Dora The existing 2-lane EB bridge is overcrowded. The proposed2x3-lane bridge will be built as two separateadjacent structures to allow serving traffic during construction via the existing steel bridge. Adlieh Due to the presenceof Elias el-Hrawi Bridge. whosedesign allows for an underpassto be constructed under it, the underpasswas the only option. Traffic requirements dictated adding another underpass for the traffic in the direction ofSami el-Solh. MuseumJunction Right-of-way availability and urban conditions dictate an underpassin E-W diroction. Behamoun- Aramoun A traffic managemcntsolution is not sufficient. An underpassis not technically feasible, as it would require going under a natural drainage channel.Topography dictates an overpassin the N-S direction. 6i&DeIeralble 23/.excsum 20 J=nu.rv2000 BEIRUTURBAN TRANSPORT PROiECr - PREPARATORYSTUDY EA EXECUTrVESUMMARY CCTV & Signal Communication System Alternatives When selecting a communication system for the BUTP the following factors were considered. The BUTP is a project to be executed all over Greater Beirut, which is a densely urbanized area. Thus, the impact of the construction on disrupting city life is an important factor. It is to be recalled that installing copper or fiber optic cables requires trenching that may cause major disruptions and require extensive road re-building, with corresponding grave cost and environmental implications. Another factor was the local lack of the required capabilities to manage and maintain a sophisticated state-of-the-art communication system. Several criteria were identified to guide the alternative design assessment. In order to compare and select the most preferred alternative, the following criteria were considered, listed in order of importance: 1. cost 2. feasibility of construction with least amount of disruption to existing roads (and thus limiting undesirable environmental impacts during construction) 3. maintainability 4. reliability 5. manageability. Two types of communication signals need to be transmitted from the field to the traffic control center (TCC), namely Video for CCTV and Data for traffic signal controllers and remote video control. Initially such a system was considered with the idea of using the recently installed fiber optic backbone for the new Lebanon's nationwide telephone network. After several meetings with the Ministry of Communications, it was made clear that the existing fiber optic network was not built with enough spare dark fibers. This alternative was thus dropped, since trenching, installing, and maintaining a 30 km fiber backbone was beyond the scope of BUTP, in addition to the challenges of operation and maintenance of such a system, for a fledgling traffic management authority. Alternatively, a limited scope point to point fiber optic communication system was considered, but also dropped due to the same reasons mentioned above, plus the very inefficient use of fibers inherent in this type of communication architecture. The next logical alternative was the consideration of wireless communication technology. Initially both analog and digital microwave communication were considered, but the digital microwave was excluded due to the high cost of digitizing and compressing (Mpeg-2) CCTV video signal. Typical cost for Mpeg-2 codec is approximately $8,000 for each CCTV camera. Poit-to-point analog microwave was then considered due to its reliability, ease of maintenance, and relatively low unit cost. However, its cost would prove too expensive if all the camera signals have to be transmitted to the Traffic Control Center. Remote Video Switching was considered, where only video signals that are required at any given point in time are requested for transmission to the traffic control center, in order to remedy this flaw. The benefits of this remote switching capability are sizeable and imply significant cost savings. The microwave radio system is being also proposed for the traffic signal system interconnect due to the same reasons discussed above. 64&D.in i7b200 sum January2"a 2 BEIRUTrURBAN TRANSPORT PROJECr - PREPARATORYSTUDY EA EXECUTlVESUMMARY Table 7 highlights the systems that were considered and their relative strengths and weaknesses. Table 7: Strengths and Weaknesses of considered Communication Alternatives Digital Fiber- Digital Fiber- Digital Analog Optic Optic Microwave Microwave Criterion (Ring (Point to Topology) Point) Cost D C B A Construction D C A A Feasibility Maintainability D D B A Reliability A A B B Manageability A A B C A, B, C, and D represent a descending order of satisfaction of the corresponding criterion by each of the considered systems. ENVIRONMENTAL MITIGATION PLAN As indicated earlier, impact analysis showed that the greatest potential enviromnental impacts will occur during the construction phase particularly with respect to dust and noise emissions, and re-routing of traffic. The potential presence of buried archaeological sites that are unrecorded will be addressed through a special Mitigation Plan which will be carefully implemented and supervised as an element of the project. Other impacts such as construction waste generation, water quality, visual intrusion, and health and safety can be reasonably controlled by adopting proper management and planning procedures. During the operation phase, the impacts were mostly positive. Table 8 presents a summary of the proposed elements of the Mitigation Plan that will be considered in the various phases of the project. Implementation responsibility and cost allocation for the mitigation plan are also included. The schedule of implementation of the mitigation measures will be consistent with the project construction phases discussed above. As indicated in Table 8, the elements of the Mitigation Plan are subdivided into the three phases of the project namely: design, construction and operation. With the exception of archeological mitigation measures, the cost of all other elements during the design and construction phase will be part of the cost allocated for the corresponding phase. During the operation phase, the elements of the Mitigation Plan will become the responsibility of the municipalities where a certain project component is located. These elements become part of the routine maintenance activities undertaken by municipalities. As such, the cost of the Mitigation Plan during the operation phase is not directly related to the proposed project (excluding the monitoring cost, which is addressed below). 64aDeIvefnbk 3i-m- 22 Janui2000 UBFRUl URIHAN TRANSPORI'PROJECT - PREIPARATORY SFUDY EA EXECU'I'IVE SUMMARY Table 8: Summary of Proposed Elements of the Mitigation Plan Impact Mitigationmeasure I Responsibility Cost DESIGNPtIASE (PREPARATORY AND FINAL) Traffic O Publicparticipation CDR/Consultant Includedin final designpreparation O Modificationof designto reflectpublic consultation process O Developmentof re-routingschemes Air quality 0 Assessmentof existingstandards, regulations Consultant Includedin tinal designpreparation O Assessmentof longterm strategy for emissioncontrol O Minimizingthe distance to adjacentbuildings O Adequateventilation in tunnels Noiselevel O Assessmentof existingstandards, regulations Consultant Includedin final designpreparation O Considerationfor porousmaterial, flexible joints and supports O Minimizingnumber ofjoints O Considerationfor soundbarriers O IProtectionof buildingsand sensitive receptors ILandscape and 0 Documentationof existingconditions Consultant Includedin final designpreparation visualintrusion 0 Considerationfor anunderpass vs. anoverpass O Blendingcolor(s) of paint O Blendingexterior construction material O Blendingarchitectural features O Provisionsfor visualscreens or greenbelts Constructionwaste 0 Locatenearby disposal sites and secure permit for wastedisposal CDR/Consultant Includedin final designpreparation O Explorewaste material recycling or re-use Waterquality 0 Ilrovisionsfor propersurfaee and ground water drainage Consultant Includedin final designpreparation Archeology 0 Notify theDepartment of Antiquities CDR/DGA/ Includedin final designpreparation O PrepareArchaeological Mitigation Plan with site specific interventions Consultant/Contractor O DevelopArchaeological Monitoring Plan for constructionphase Develop O ArcheologicalChance Find Procedures _ IHealth and safety 0 Developand/or review and update general health and safety plans CDRlConsultant Includedin final designpreparation Socio-economics 0 Eliminateor minimizeland acquisition and population resettlement CDIR Includedin finaldesign preparation O Ensurecommunity participation L I)evelopproper compensation and resettlement plans ._. 64alDelrerablek2VexccSint Jamtw'y20(0 23 1U1Rl[JlI UR HAN IRANSPI il1l PROALA PRI'TARATORYSJiUJY EA EXICU I'IVE SUMMARY Table 8: Summary of Proposed Elements of the Mitigation Plan (Cont'd) Impact Mitigationmeasure Responsibility Cost CONSTlRUCTrlONPIIASE Traflic O Publiccommunication CDR Includedin construction O Re-routingschemes Consultant/Contractor O Extendedconstruction hours Air quality 0 Site andstock pile enclosure Consultant/Contractor Includedin construction O Sprayingof longterm stockpileswith chemicalbonding agents O On-sitemixing in enclosedor shieldedareas O Properunloading operations O Waterdamping of'stockpiles when necessary (dry conditions) O Sealing of completedearthworks and O Re-vegetationas soon as possible O Mediumand heavily used haul routes permanently surfaced O Dampingunsurfaced haul routes O Keephauling routes free of dustand regularly cleaned O Minimal traffic speedon-site with properenforcement O Maintenanceand repair of construction machinery Noiselevel 0 Constructionof siteenclosure Consultant/Contractor Includedin construction O Controlof timingof noiseemissions O Properroad maintenance O Enforcementof speedlimits O Employlow noisemachinery, or machinerywith noiseshielding and/or sound absorptionmaterials (e.g. on-site power generator enclosure) O Propermaintenance of equipment and machinery Landscapeand 0 Preserveexisting vegetation when feasible Consultant/Contractor Includedin construction visualintrusion 0 Blendingcolor(s) of paint . Blendingexterior construction material O Blendingarchitectural features O Provisionsol'visual screensor greenbelts O Implemcnting appropriate landscaping Constructionwaste O Wastetransport and disposal at designateddisposal sites Consultant/Contractor Includedin construction Waterquality O Propersurface and ground drainage Consultant/Contractor Includedin construction O Decreasewater usage during the constructionphase O Minimizesoil exposuretime during the constructionphase O Minimize chemical usage(lubricants, solvents, petroleum products) 644'Oeliverable23/enec sun, 24 Jawuary2000 BUlTlRll URBAN TRANSPORU I'ROJtCI - 'RIPARATORYSIUDY EA EXECUTIVE SUMMARY Table 8: Summary of Proposed Elements of the Miti ation Plan (Cont'd) Impact Mitigationmeasure Responsibility Cost Archeology O Surveyand/or Salvageof SelectedArchaeological Sites CDR/DGA Includedin contracts for consultant O Documentationof BuriedSites and Conservation of Materials Consultant/contractor andconstruction services. O ConstructionMonitoring by ArchaeologicalConsultants Coordinationwith DGA O Implementationof ArchaeologicalChance Find Procedures llealth andSafety O Providepedestrian walk ways Consultant/Contractor Includedin construction LO Installproper warning signs O Provideprotective clothing and equipment O Createbuffer zones O FollowCDR's written procedures Socio-economics O Ensurecommunity participation Consultant/contractor Includedin construction OPERATIONPHASE Traflic O Maintenanceand operation of traffic managementorganization Government Not directlypart of this project Air quality O Maintenanceof ventilationin tunnels Municipalities Not directlypart of this project O Implementationof longterm strategies Government D Adoptionof emissionreduction technologies D Opportunitiesfor phase-outof leadin gasoline D Usageof alternativefuel D Developmentof emissionand air qualitystandards D Regulationsfor vehicleinspection and maintenance system . Air qualitymonitoring network Noiselevel 0 Soundinsulation and pavement maintenance Municipalities Not directly part of this project O Limiting vehiclespeed 'I'raffticpolice O Implementationof longterm strategies Government D Developmentof noiseemission standards t_ Regulationsfor vehicleinspection and maintenance system . __ Landscapeand 0 Maintenanceof exteriormaterial, visual screens or greenbelts Municipalities Not directlypart of this project visualintrusion Waterquality Q Maintenanceof surfacewater drainage Municipalities Not directlypart of this project Healthand Safety 0 Maintenanceof signsand warnings Municipalities Not directlypart of this project b4o'I)elner.ble231ecm svi,, 25 May 2000 BEIRUTURBAN TRANSPORT PROJECT - PREPARATORY STUDY EAEXECUTIVE SUMMARY Since it is difficult to estimate accurately the cost associated with elements of the Mitigation Plan related to potential archeological finds, it is proposed to set aside a fund of 0.5M USD that can be used as deemed necessary during the design and construction phases. All other elements of the mitigationplan will be included within the bid specifications and construction contracts. The supervising consultant will have the responsibility of ensuring the implementationof the plan. ENVIRONMENTALMANAGEMENT Institutional framework and capacity for environmental management in Lebanon is weak and remains fragmented because the overlap in responsibility between a number of ministries or governmental agencies. In addition, the resources and staffing levels provided for environmental management are very limited. There is considerable need 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. Policy for Urban Air Quality Medium to long-term environmental management measures that should be adopted in the context of Lebanon to reduce traffic-induced emissions can be classified under two categories namely, technical and legislative. The technical measures include improvement of fuel quality or introduction of fuel alternatives (i.e. phasing out leaded gasoline, imposing limitations on diesel passenger cars) and compulsory vehicle testing and maintenance at state controlled and certified garages. The legislative measures relate to taxes on emissions from fuel and private vehicle ownership. These measures are inter-related and a well-coordinated implementation effort is necessary to accomplish a perceptible improvement in urban air quality. Table 9 summarizes these measures with suggested responsibility for implementation, as well as enforcement, incentives, and benefits. Training Requirements Contractors who will be involved in the construction and operation of the various components of the proposed project as well as personnel, who will be involved in monitoring activities, 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, knowledge and skills for the implementation of environmental mitigation and monitoring measures. Environmental training sessions will be conducted quarterly for a period of one day during the construction phase and twice a year during the operation phase. In an effort to strengthen institutional capacity and environmental awareness, training sessions on the BUTP will be opened for individuals from the MoE as well as concerned ministries and agencies such as the MOT, MOPW, MOI, CDR, NGOs, etc. A maximum of 30 participants will participate in a training session, which will cover at least the following topics: o Environmental laws, regulations, and standards o Pollution health impacts o Pollution prevention measures o Sampling techniques and environmental monitoring guidelines (air, noise, water) o Protection of cultural heritage in developmental projects o Traffic and pedestrians safety measures. Jwuary _a0 e 26 IIItIti III M;AN ItRANSPOR PRoJiE'I I'KII'ARIA tIOlY STUDY EA EXECt)l'lVI SUMMARY Table 9: Medium to Long-Term Measures to Reduce Traffic Induced Emissions in Lebanese Urban Areas Measme Activity Responsibility Enforcesient Coordination Incentive Benefits 1. Fuel Li Pliase out leaded a Ministry of Industry O Determinationof limit values o of Ministryof Transport Li Cut downof subsidieson diesel a Diedc decreasingof emissions niproveneitt gasoline andPetroleumn (lead. health inmpactingfor content in j Ministry of O Provide subsidieson the use of SO,.and fine paticulate) strategy O Reducing sulftir gasolineand diesel Enviromnient vehiclesruniting with altemativefuel a Running buses on altemative fuel as contentin diesel Li Gather infornatiots on gasolineO Ministry of Publica (seealso neastie 3) examplefor the pnvatesector to run similar Oi Check use of and diesel quialities from various Health buses alitemats'efuel mtineraloil companies a Gatherinfomiation on prices for CotiIpact Natural Gas (CNG) and CNG-runningvehicles O Cost-bentefitatialysis of phasing in CNGvehicles 2. Col1pulsory a Certlication and u Ministry of Li Oriettation towards an tt MinistryofTratnsport u Tax privilegesott owsierof tested L Mintmizing attiial test of controlol'garages thevehicle emission to 50'% to force Eivironmttent enforcementof contiols and severe t Ministryof the Interior camsand additionalregular ittspectiots the vehicles' regular a3 lInprovementof the technicalstandard of technical penaltiesto iinprovetie effrcieiscyof at certifiedgarages entissiots inspectiols the garagesthrough financial stipport (asinual the comipuisoryannual test of vehicle ai (seealso meastre 4) levels emission test) and to emnission controlthem u Feasibility study ott the inplenteitation of ontnpulsory amnualemission tests 3 Eritssion- O lTaxes or raising of a Ministryof Finance U Atusounceinentatid publication of L Ministry of Inudtstry a Self-induicedincentive by the lower a Reductionof lead related taxes taxes on mineral oil for and paniculatein the vehicle types, that areable to drive andPetroleunt priceof tusleadedfuel air and on oil leadedfiuel atid diesel on unleaded fiuel without any O Ministry of L Decreasein vehicle-tovement Li No taxesor freezingof technicalchanges or devices Envinonisent Li Hligherrevenues from taxation taxesott unleadedfuel a Sensitizationof population for buying a Substitutiot of value carsdriven on uutleadedhuel added laxes by ensission Li relatedlaxes on fuel Preparationfor selling cars fitted with catalytic converters or senting catalytic convertersfor refining 4. Emission- a Classification of Li Mittistryof Finaice ai Definition and establishineitof U MittistryofTransport a Rates of taxation for low-level- a Improvement of the vehicle fleet step related vehiclesby type and age by a Miiiistry of enmissiotibrackets and assiglimentof emissioncars will not be raisedfor tihe step registrntioti into etitissionbrackets Eiiviroitmeist within 5 years typesof vehiclesto the brackets next5 years Li Decreasingof the emission fees and a Detesmitiation of Li Taxes for highs-level-emissioncars La lfigher taxes anisual taxes ensissiotirelaied rates of revenues to use for on velticles wvillbe taxedtip to 10.X% relatedto environmnentaland healthissuies taxatioiton vehticles their classification 64StieblDerable 21!vnecStia Jar.aa,y2t00 27 BEIRUT URBANTRANSPORT PROJECr - PREPARATORYSTUDY EA EXECUTIVESUMMARY MONITORINGPLAN Environmental monitoring will be undertaken during both the construction and operation phases to check on the impact analysis, evaluate the effectiveness of mitigation measures, respond to unanticipated environmental impacts, and improve traffic management and environmental controls, based on monitoring data. Environmentalparameters to be monitored with their corresponding location as well as the frequency and duration of monitoring are summarized in Table 10. Tables 11 and 12 provides a summary of yearly staffng requirements cost for the implementation the environmental monitoring plan throughout the project duration. These estimated costs may be revised when the final contracting method(s) for these services is identified during final design of the project and the associated implementation plan. The estimated cost for the implementation of the Environmental Monitoring Plan is also presented in the Tables which are structured in the context of activities that will be conducted quarterly or continuously. The cost is provided on a yearly basis and includes laboratory analysis fees for air and water samples. The Environmental Monitoring Plan will be implemented throughout the construction phase and an additional four years after completion of all project activities. Note that archeological as well as occupational health and safety monitoring activities will cease at the completion of the constructionphase. Table 10: Proposed Monitoring Plan Parameter Location Samples Frequency Phase Responsibility* Traffic Along corridors and Counts and delays at 2 Quarterly Construction CDR/Consultant ______=______traffic routing schemes locations per intersection Operation Air quality CDR/Consultant TSP, Pb, CO, At intersections and Four samples Quarterly Construction NO2 , SO2 , 03 traffic routing schemes /Antersection and Operation route/day I Noise At intersections and Four samples Quarterly Construction CDR/Consultant Lmn, L,, Ln.u traffic routing schemes /Intersection and Operation route/day Water Quality At intersections Four samples/month Quarterly Construction CDR/Consultant pH, COD, oil, Conductivity, Pb. Cu, Cr, Zn Landscape** At intersections Visual inspection Quarterly Construction CDR/Consultant Operation Accidents GBA Police/newspaper records Quarterly Construction CDR/Consultant cars/pedestrians Operation Health and At intersections Visual inspection Continuous Construction CDR/Consultant Archaeology At intersections Visual inspection Continuous Construction CDR/Consultant * During the course of the operational phase, the responsibility of implementing the monitoring can be transferred to the MoE (as it develops) with the support of Consultants as appropriate. * During the course of the operational phase, the responsibility of landscape monitoring will be transferred to the municipality, as is the case prior to project implementation. 640/Debver.bl.23le,cvs.m 28 2000 BEIRUr URBAN TRANSPORTPROJECT - PREPARATORYS1TUY EA EXECUTIVESUMMARY Table 11: Estimated Requirements for the Implementation of the Environmental Monitoring Plan (Quarterly Activities) Parameter Staff category Number Schedule Cost II II (USD) CONSTRUCTIONPHASE Traffic! Landscape/Accidents Traffic Engineer 2 Full time 32,000 LandscapeArchitect I Part time 8,000 Air Quality/ Noise/ Water Quality EnvironmentalEngineer 2 Half time 16,000 Laboratoryfees 24,000 Training* 12,000 Reporting** 8,000 Total monitoring cost during the constructionphase 100,000 OPERATIONPHASE Traffic/ Landscape/ Accidents Traffic Engineer 2 Half time 16,000 Air Quality/ Noise/ Water Quality EnvironmentalEngineer 2 Half time 16,000 Laboratoryfees 16,000 Training 6,000 Reporting 8,000 Total monitoring cost during the operation phase 62,000 * Trainingrequirements were described above under the Environmental Management Section. * Reportingincludes a threequarterly progress letter reports about monitoring activities during a particularquarter and oneyearly fill reportcombining and analyzing the monitoringdata of an entireyear. Table 12: Estimated Requirements for the Implementation of the Environmental Monitoring Plan (Continuous Activities) Parameter Staff category Number Schedule Cost I I ~~~(USD) CONSTRUCTIONPHASE Archaeology | Archaeologist 2 Full time 32,000* Health and safety I Constructionengineer 12 Full time ** Total monitoring cost during the constructionphase 32,000 * Doesnot includethe costof pre-projectintrusive testing or trenchingand correspondingmitigation measures which are dependenton actualfindings ** Includedin supervisingconsultant's fees for projectimplementation 64M.Dd,,aabk2 30e,wc sum 29 Me) 2xx BEIRUr URBANTRANSPORT PROJEC - PREPARATORYSTUDY EA EXECUTIVESUMMARY PUBLIC PARTICIPATION Public participation has been planned in three stages as described below. 1. First national consultation meeting which was conducted early on during the initial phases of the project design. 2. Local meetings on the grade separation improvement component of the project which were conducted during the months of December 1998, January and February, 1999. 3. Second national consultation meeting which was conducted in early June, 1999. Note that the entire environmental assessment will be made available for public review at several locations including the libraries of the CDR, MoE, AUB, the Arab University, and the offices of the concerned municipalities. It will also be available for examination at the Consultants office in the event technical questions are raised. First National Consultation Meeting During the First National Consultation Meeting, the project components were presented. For each component, the participants filled up a questionnaire. Throughout the meeting, the participants have shown great interest and enthusiasm. Although different views have been articulated on several issues such as the composition, mandate and administration of the traffic management organization (TMO) there was a consensus with respect to several matters including: l The importance of law enforcement with respect to (1) building parking lots, (2) using parking and (3) respecting parking regulations along the streets. o The need to provide additional parking space. O The creation of a traffic management organization (TMO). co The increase in the number and capacities of the traffic policemen r- The construction of underpasses is favored because overpasses cause visual intrusion. co The need to improve public awareness. o The necessity of phasing out leaded fuel. O Under budget constraint traffic signals and grade separations should be given priority over parking. Local Public Consultation Meeting A series of local public consultation meetings were then conducted during the months of December 1998, January and February 1999. Table 13 presents a summary of all meetings conducted. The following represents an overall summary of general observations made through the process of public meetings: o Public hearings and public consultations are new to Lebanon. In general, public was very enthusiastic about being informed and consulted. o Since the opportunities for public expression on urban projects are limited, the public participation meetings were used as a platform to express demands and opinions on traffic, transport, and urban planning that are wider than the BUTP scope. o In generaL the public was not sensitive to direct environmental impacts of congestion (emission, noise). Extensive public awareness campaigns are needed in this domain to 64&D.1.,&bk213/eve sum 30 Jawmu)20 BEIRUr URBANTRANSPORT PROJECr - PREPARATORYSTUDY EAEXECUllVE SUMMARY explain the negative environmental impact of the car in general, and congestion in particular. o People residing near some of the proposed grade separations conceived the benefits to go solely to 'through' traffic and only inconveniences affect them. o In general, 'underpasses' were preferred to 'overpasses'. O In some cases, an over-designed solution was proposed by the participants. It was necessary to explain the concepts of 'cost effectiveness' and 'stage construction'. o It was difficult to explain the concept of traffic modeling in forecasting future traffic. It was not easy to convince the public that it is possible to account in the forecasts for projects currently under construction but not yet completed. o In some cases the residents asked to delay the construction hoping that other improvements proposed at other locations will solve the problem at the location under consideration near them, i.e. let us wait and see. a Only in few cases, pedestrian circulation was brought up by the participants. o In one or two cases the participants asked for more expropriation in order to make it possible to provide curb-side parking on ramps. z In all the cases, participants expressed their appreciation at the end of the meeting, but some doubted whether their opinions will ever be taken into consideration. Second National Consultation Meeting Similar to the other meetings, the project background and components were presented during the Second National Consultation Meeting. The objectives and results of the environmental impact assessment process were emphasized in this meeting. Throughout the meeting, the participants have shown great interest and enthusiasm. The following represents an overall summary of general observations made through the second national consultation meeting. o While public hearings and public consultations are new to Lebanon, in general, the public was very receptive about being informed and consulted. u As in previous meetings, the public was less sensitive to direct environmental impacts of congestion (emission, noise). Extensive public awareness campaigns are needed in this domain to explain the negative environmental impact of the car in general, and congestion in particular. o Some participants expressed the need for a strategy for phasing out leaded gasoline and that all medians and islands should be planted and not paved. o The meeting was used as a platform to express opinions about the new reorientation towards on-street parking. o Participants opined that public transportation should receive attention and a demonstration project was proposed where a dedicated bus-lane is implemented: one of the multi-lane divided boulevards of the city of Beirut. In addition, the need for identification of bus and taxi-service stops and restriction of passengers pick up and drop was expressed. o In one instance, an objection was voiced against the proposed improvements at the Hayek intersection, which was the subject of extensive local public hearings. o Participants expressed their appreciation for the public consultation process at the end of the meeting and emphasized the need to further develop such meetings in other public projects. 640/DehIvabk 23/e.c.sum 31 J-.nuy 200 131.1k111tJRtAN I RANSl'()lt lR(IC P'KIl'ARAlORY S IUDY EALECtIVESUMMARY Table 13: Public Consultation Meetings Date I ime Municipality Locafion Attendees Type of Attendees Purpose of Meeting I 1-Dec-98 11:00 AM Mouhafazaof Serail of II Governorl Municipal Councils Members/ CDR/ Preparationfor ConsultationMeetings MountLebanon Baabda Consultant 14-Dec-98 4:00 PM Municipalitiesof Municipality 17 Municipal Council Members/ Technical BUTP- Proposed Grade Separationat Dora Borj I lammoud of Borj Advisors/CDRI Consultant and Jdaideh Hammoud 15-Dec-98 4:00 PM Municipalityof CDR I I MunicipalCouncil Members/ CDRI Consultant BUlTP- Proposed Grade Separations at Antelias Antelias & Jal El Dib 17-Dec-98 6:30 PM Municipalityof Dirmelkonian 28 Municipal Council Members/ Engineers/ IIUTP -Proposed Grade Separationat Dora Borj Ilammoud Theatre Businessmen/ Pharmacist! Real Estate Consultant!CDR/ Consultant 18-Dec-98 1:00PM Municipalityof Municipality 10 MunicipalCouncil Members/ CD)R/Consultant BU'UP- Proposed Grade Separations at I layck & Sin El Fil of Sin El Fil Mkalles 21 -Dec-98 6:30 PM Municipalityof Mar Elias 32 Municipal Council Members/ Developers/ BUTP - Proposed Grade Separations at Antelias Antelias and Jal Church - Contractor! Engineers/ Attorneys/ Priest/ CD)IV& Jal El Dib El Dib Antelias Consultant 22-Dec-98 6:45 PM Municipalityof El Saydeh 67 Municipal Council Members! Property Owners/ BUTP- Proposed Grade Separations at I layek & Sin El Fil Church - Sin Business Owners/ Merchants/ llousewives/ Mkalles El Fil Students! Attorneys/ College Professors/ CDR/ Consultant 28-Dec-98 7:00 PM Municipalityof Beirut 30 MunicipalCouncil Members/CDR/ Consultant BtUTI - Proposed Grade Separations at Museum, Beirut Municipality Bechara Khoury/ Independence, Adlieh, Council Tayounneh, Beit El Atfal & Sami El Solh 07-Jan-99 7:00 PM Municipalityof Khaled lbn El 60 Municipal Council Members/ Property Owners! BUTP - Proposed Grade Separations at Bechara Beirut Walid Business Owners/ Merchants/ 1lousewivesl Khoury/ Independence Tayounneh & Beit El School, Beit Students! Attorneys/ College Prolessors/ CDIV Atfal El Atfal, Consultant Hlorch,Beirut - 64WODeI erabhk 23/exec Suit, 32 J^nuay 20CY3~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 3lEIRJ'FrUJR13AN I'RANSI'OUR' I'ROJECT-I'- PItEl'ARAl ORY SIIJDY EA EXECUTIVESUMMARY Date T ime Municipality Location Attendees Type of Attendees Purpose of Meeting 08-Jan-99 7:00PM Municipalityof French 53 MunicipalCouncil Members/ Property Owners/ BUTP- ProposedGrade Separations at Museum, Beirut Cultural Business Owners/ Merchants/ Housewives/ Adlieh & SamiEl Solh Center, Students/ Attorneys/ College Professors/ Damascus Doctors/ Jeweler/ UN Consultant/ CDR/ Rd, Beirut Consultant 14-Jan-99 7:00PM Municipalityof Municipality 12 MunicipalCouncil Members/ CDR/ Consultant BUTP - ProposedGrade Separations at Galerie Chiyah of Chiyah Semaan, Mar Mekhael & Mucharrafieh 16-Jan-99 10:00AM Municipalityof Municipality 12 MunicipalCouncil Members/ CDR/ Consultant BUTP - Proposed Grade Separations at Airport Ghobeiry of Ghobeiry Road & Mucharrafieh 25-Jan-99 6:20PM Municipalityof Municipality 24 MunicipalCouncil Members/ PropertyOwners/ BUTP - Proposed GradeSeparations at Galerie Chiyah of Chiyah Attorneys/ Engineers/CDR/ Consultant Semaan,Mar Mekhael & Mucharrafieh 08-Feb-99 6:15PM Municipalityof Dallas 42 MunicipalCouncil Members/Property Owners/ BUTP - ProposedGrade Separations at Airport Ghobeiry Center, Business Owners/ Merchants/ Housewives/Road & Mucharrafieh Ghobeiry Students/Attorneys/ College Professors/CDR/ Consultant 02-Feb-99 12:30PM Municipalityof Municipality 7 MunicipalCouncil Members/ CDR/ Consultant BUTP - ProposedGrade Separation at Old Saida Choueifat of Choueifat Road- Bchamoun/Aramoun Bifurcation 29-Jan-99 12:30PM Municipalityof Municipality 7 MunicipalCouncil Members/ CDR/ Consultant BUTP- ProposedGrade Separation at Old Saida Choueifat of Choueifat Road- Bchamoun/Aramoun Bifurcation 24-Feb-99 12:30PM Municipalityof Municipality 25 Municipal Council Members/ DevelopmentBUTP - ProposedGrade Separation at Old Saida Choueifat of Choueifat CommitteeMembers/ Business Owners/ CDR/ Road- Bchamoun/Aramoun Bifurcation Consultant 64CYDetia.ble2exec sum 33 January2000