DRAFT ENvIRoNMENTAL IMPACT ASSESSMENT CULTURAL HERITAGE AND URBAN D EVELOPMENT PROJECT LEBANON Submitted by Dr. Mutasem El-Fadel Prepared for the COUNCIL FOR DEVELOPMENT AND RECONSTRUCTION BEIRUT, LEBANON June 2002 FILE COPY ACKNOWL EDGEMENTS 11 EXECUTIVE SUMMARY III TABLE OF CONTENTS TITLE PAGE ACKNOWLEDGEMENTS EXECUTIVE SUMMARY TABLE OF CONTENTS LIST OF TABLES LIST OF FIGURES LIST OF ANNEXES LIST OF ABBREVIATIONS 1 INTRODUCTION 1.1 EIA objectives 1.2 Scope of work 2 LEGAL AND ADMINISTRATIVE FRAMEWORK 2.1 EIA requirements 3 PROJECT DESCRIPTION 3.1 Project need 3.2 Project components 4 DESCRIPTION OF THE ENVIRONMENT 4.1 Tripoli 4.1.1 Physical environment 4.1.2 Socio-Economic environment 4.2 Byblos 4.2.1 Physical environment 4.2.2 Socio-economic environmnent 4.3 Saida 4.3.1 Physical environment 4.3.2 Socio-economic environment 4.4 Tyre 4.4.1 Physical environment 4.4.2 Socio-economic environment 4.5 Baalbeck 4.5.1 Physical environment 4.5.2 Socio-economic environment Iv 5 IMPACT ANALYSIS 5.1 Traffic 5.2 Air Quality 5.3 Noise 5.4 Landscape and Visual Intrusion 5.5 Waste Generation 5.6 Water Quality 5.7 Health and Safety 5.8 Archaeology and Cultural Heritage 5.9 Socio-Economics 5.9.1 Potential positive impacts 5.9.2 Potential negative impacts 5.10 Summary of Impact Analysis 6 ANALYSIS OF ALTERNATIVES 6.1 Tripoli 6.1.1 Resettlement - Khan El Aaskar 6.1.2 Traffic Circulation 6.1.3 Parking 6.1.4 Rehabilitation 6.2 Byblos 6.2.1 Writing and Books Museum 6.2.2 Medieval Wall Promenade 6.2.3 The Old Harbor 6.2.4 Pier Extension 6.3 Tyre 6.3.1 Wastewater collectnon and treatment 6.4 Saida and Baalbeck 7 MITIGATION PLAN 7.1 Mitigating Potential Traffic Impacts 7.2 Mitigating Potential Air Quality Impacts 7.3 Mitigation of Potential Noise Impacts 7.4 Mitigating Landscape and Visual Intrusion Impacts 7.5 Mitigating Waste Generation 7.6 Mitigating Water Quality / Supply Impacts 7.7 Mitigating Health and Safety Impacts 7.8 Mitigating Archeological and Cultural Heritage Impacts 7.9 Mitigating Socio-Economic Impacts 7.10 Summary of Impact Mitigation 8 ENVIRONMENTAL MONITORING 8.1 Monitoring during construction and rehabiitation phase 8.2 Monitoring during the operation phase 8.3 Monitoring plan implementation 8.4 Data reporting v 9 ENVIRONMENTAL MANAGEMENT 10 PUBLIC PARTICIPATION BIBLIOGRAPHY CONTRIBUTORS ANNEXES VI LIST OF TABLES Table 2-1 Summary of functonal responsibilites of trmsport'traffic involved agencies Table 3-1 Details of the activities of the first three components of the CHUD project Table 3-2 Institutional strengthening component of the CHUD project Table 4-1 Summary indicators of the five cities Table 4-2 Chemical and bactenological analysis for samples from the Miocene limestone aquifer in the Tnpoli area (Khayyat, 200 1) Table 4-3 Average day and night time concentrations of CO, S02 and NO2 and daily average concentration of TSP in Tripoli (JICA, 2001) Table 44 Chemcal and bactenological analysis of the spnngs in Baalbeck (World Bank 2001) Table 5-1 Classificaton of potential environmental impacts Table 5-2 Typical noise levels at a building construction site (USEPA, 1972 cited in Canter, 1996) Table 5-3 Growth rate of tourists vwth corresponding expenditure (Information Intemational, 2002) Table 5-4 Summary of potential environmental impacts Table 7-1 Phase I housing units Table 7-2 Summary of proposed elements of the mitigation plan Table 8-la Summary of proposed monitonng plan forTnpoli Table 8-lb Estimated requirements for the implementation ofthe Environmental Monitonng Plan in Tripoli Table 8-2a Summary of proposed monitoring plan for Byblos Table 8-2b Estmated requirements for the implementaton of the Environmental Monitoring Plan m Byblos Table 8-3a Summary of proposed monitonng plan for Saida Table 8-3b Estimated requirements for the implementation of the Environmental Monitoring Plan in Saida Table 84a Summary of proposed monitoring plan for Tyre Table 8-4b Estimated requirements for the implementation of the Environmental Monitoring Plan in Tyre Table 8-5a Summary of proposed monitoring plan for Baalbeck Table 8-5b Estimated requirements for the implementation of the Environmental Monitoring Plan in Baalbeck Table 8-6 Summary of the annual environmental monitoring costs VI] LIST OF FIGURES Figure 3-1 Physiography of Lebanon showing the general location of the Project cities Figure 4-1 Orientation plan for Tripoli Figure 4-2 Main wastewater collection system- General layout- Tripoli Figure 4-3 Tripoli and its environs Figure 4-4 General location plan for the old city of Byblos Figure 4-5 Proposed sewage network inside the old city of Byblos Figure 4-6 Alternaive locations for the proposed wastewater treatment plant for Byblos Figure 4-7 Hbaline landfill location plan Figure 4-8 General Location plan for Saida Figure 4-9 Proposed wastewater collection and disposal systern for Saida caza Figure 4-10 General location plan for the city of Tyre Figure 4-1 I Existing sewer layout in the city of Tyre Figure 4-12 Proposed Wastewater collection and disposal system in Tyre Figure 4-13 Location plan of the Henniyeh-Zebqin landfill Figure 4-14 Pnmary water supply network for Baalbeck Figure 4-15 Pnmary sewage network for Baalbeck Figure 4-16 Land use in Baalbeck Figure 5-1 Noise levels at different radii around the site during constuction Vill LIST OF ANNEXES Annex A Calculation of impact of construction activities on air quality Annex B Calculation of impact of construction activities on air quality Annex C Safety, Health, and Environmental Regulatons Annex D National standards for environmental qualhty, Decision 8/1 dated January 2001 Mimstry of Environment, Antelias, Lebanon Annex E Environmental questionnaire for public consultation Annex F Public participation record lX LIST OF ABBREVIATIONS x 1. INTRODUCTION Cultural heritage represents a set of unique assets that Lebanon can leverage to promote national and international cultural tourism. Its cultural heritage assets, as well as good climate and hospitality, are the hallmarks of a land of history and cultwe. Since the early 1990s, many Lebanese institutions, often in partnership wvith intemational organizations, have undertaken significant initiatives to protect, rehabilitate, restore, and revitalize the cultwral heritage that suffered from neglect and damage during 16 years of war. In this context, the magnitude and importance of Lebanon's cultural heritage and its diversity and presence throughout the country surpass the currently available management capacity and resources. The law that regulates the sector dates back to 1933, human resources are scarce, and budgetary constraints and administrative red tape limit funding for much-needed investrnents. Some important archaeological sites are currently endangered due to insufficient protection of ancient artifacts within the sites, unreliable boundary enclosures, encroachment of illegal housing, the intrusion of public roads amd of buildings, and by urban redevelopment plans. These intrusive developments are encouraged by the fact that local residents derive no economic benefit from the sites. As a result, Lebanon's main archeological sites and historic urban cores are generally surrounded by modem constructions. Developers often view this heritage as a hindrance; as a consequence, the urban areas surrounding the sites are often fringe and derelict spaces, lacking basic infrastructure. In recognition of the tourism potential gowth and the interest in capturing its revenue streams for the local economy, Lebanese 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 archeological sites and old town centers, there is a need to ensure a framework and process for spatial planning and development that will: * Maintain the integrity of the sites themselves, with provision for their future extension or reintegration where this is feasible; * Provide for the needs of the tourist industry and urban regeneration in areas adjacent to sites, particularly with regard to facilities and redevelopment of the immediate environment, such as by preserving pedestrian zones, tourist circuits, etc.; * Respond to the socio-economic characteristics and development needs of residents; • Designate an appropriate location for other developments that may be inconsistent with the first three objectives. As such, the Govemment of Lebanon represented by the Council of Development and Reconstruction (CDR) is preparing a Cultual Heritage and Urban Development Project (CHUD) for World Bank financing. The four main components of the proposed project are: * Archeological sites preservation and management, to conserve and develop works priority world-class archaeological sites; and to develop sites and environs so as to enhance visitor experience at the selected sites; * Rehabilitation of historic city centers, to rehabilitate public spaces in these areas so as to complement ongoing public and private conservation initiatives; * Urban infrastructure improvements, to improve urban areas surrounding the selected archaeological sites to attract and service tourists and benefit the local community; . Institutional strengthening to assist the specified agencies in playing their respective roles in preserving cultural heritage and deriving economic benefits for the country and the residents of the municipalities cancemed. 1.1 EIA objectives The objectives of the EIA are to provide a sound basis for decision-making about the design of project components that takes environmental considerations including social and economic impacts into account, insure 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 1.2 Scope of work 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 potential alternatives (Chapter 6) * Development of an environmental mitigation plan (Chapter 7) * Development of an environmental monitoring plan (Chapter 8) * Development of an environrnental management plan (Chapter 9) * Soliciting public participation (Chapter 10) 2. LEGAL AND ADMINISTRATIVE FRAMEWORK The law regulating the cultural heritage sector in Lebanon dates back to 1933. This sector is characterized by the scarcity of human resources, budgetary constraints and administrative red tape that limit funding for much needed investments. Some important Lebanese archaeological sites are currently endangered due to insufficient protection of ancient artifacts within the sites, unreliable boundary enclosures, encroachment of illegal housing, the intrusion of public roads and buildmngs, and by urban redevelopment plans. These intrusive developments are encouraged by the fact that local residents derive no economic benefit from the archaeological sites. 2 The proposed CHUD project is multi.sectoral in nature involving several institutions at various levels. While the Council for Development and Reconstruction (CDR) is coordinating the preparatory work of all concemed agencies, and facilitating project preparation, the institutions that are closely involved in the project include the Directorate General of Antiquities (DGA), the Directorate General of Urban Planning (DGU), and the Municipalities of the concemed cities. Although not as closely involved, other mistitutions that will be concemed in the project include the Ministry of Environment (MoE), the Ministry of Interior and Municipal Affairs (MdMA), and the Ministry of Transport and Public Works (MoTPW). A brief statement of the mission/responsibilities of these institutions is summarized in Table 21. It is anticipated that the CDR will continue to be the project's implementing agency. In implementing the project CDR will closely coordinate with the Ministry of Culture, the Directorate General of Archaeology (DGA), the Directorate General of Urban Planning (DGU), and the municipalities and local communities of the five target cities. Table 2-1 Summary of functional responsibilites of transport/traffic involved agencies Agency Mission I Council for _ Plan and anange for financing of projects including relations wth donors and loan Development & management Reconstruction . Executing projects in all sectors (CDR) . Manages contracts in all sectors, including the transportation sector, which involve planning, design, construction, and supervision of construction Ministiy of * Manage archeological finds Culture (MOC) . Review and approve project specific "Archaeological Chance Find" procedures -Department of which would be used by construction contractors, consulting engineer and Anhqiaties archaeological consultants to address actions to be taken if unrecorded archaeological materials are encountered dunng the course of project implementation Ministry of . Collect and analyze relative data and statistics and operate a road materials lab Public Works . Perform and oversee road design (MPW)V . Perform and supervise road studies and execution Directorate of . Perform road maintenance Directorate . Take care of traffic safety in cooperation with other ministries / govemment agencies General of * Develop master plans for cities and villages, and establishing land use regulaions Urbanism . Develop road and steet plans within cities and villages Ministy of * Organize and supervise land, maritime and airtransport Transportation . Construct, equip, manage and exploit publicly owned transport modes and facilites (MOT) and develop them In harmony with the social and economic development and according to the needs of the country . Supervise the safety of tansport means and facilities, its maintenance, modernzation, and development . Prepare plans and conduct techno-economic studies aiming at operating transport means and facilities . Enforce laws and megulafions related to the transport and public maritime property . ExercLise tutelage authonty over the autonomous authorities and public enterpnses in the public transport sector * Exercise control over transport concessions * Control and periodically update tansport tariffs 3 Agency Mission Ministy of . Contnbute to strengthening decentralization and actvation of local govemment Municipal and . Supervmse municipal government units and ensure confornuty with adnmnistrative Rural Affairs and financial regulations (MOMRA)2 . Coordinate among municipal unts . Provide technical assistance and support to municipal govenmments . Cooperate and coordinate with other administrations on issues related to municipal and niral affairs Ministry of . Manage vehicle registration and inspection, and driver licensing Interior (MOI? . Enforce law, including that of t he Traffic Code * Organize and manage civl defense activities and traffic related functions Ministry of the . Monitor and control of environmental protection, preservation of natural sites and Environment amenities (MOE) . Prevent pollution, protect wildlife, and preserve environmental balance . Set environmental standards, specifications and guidelines . Manage natural resources and amenities . Coordinate and encourage environmental awareness programs 'MOT and MPW have recently been combined mto a single ministry 2 MOI and MOMRA have recently been combined into a single ministry Note that a separate study is on-going with respect to the institutional and financial structure of the Directorate General of Antiquities, being the main institution with overall jurisdiction over cultural heritage and archaeological sites in Lebanon. The outcome of this study will be examined in the final EIA report. 2.1 EIA requirements A Lebanese Environmental Code has reportedly been drafted and submritted for governmental approval several years ago. To date, no action has been taken in this regard. Within this code, provisions are proposed to conduct an environmental impact assessment (EIA) for developmental projects. Furthermore, while there are currently no approved EIA procedures ih Lebanon, efforts are underway at the Ministry of Environment (MoE) to pass an EIA draft decree that defines such procedures. Within the draft decree, these procedures follow to a great extent the guidelines and safeguards recommended by the World Bank OFrations Directives and sourcebooks'. The EIA draft decree provides a list of project types that require an EIA. Included in this list are projects that involve cultural heritage rehabilitation. The decree outlines the elements to be examined in an EIA report, which are consistent with the scope of work described above. Worki Bank Operational Drective 4 01, "Enuotnmental Asscssmcntc", Wodd Bank Operanonal Dwecti%c 412. "In oluntasy Rcsctlmcnen Wodd Bank Enmusonmental Asscssment Sourccbook (3 Volumcs), Wodd Bank Ennvmrycntal Asscssment Sourccbook Update No 7, "Coastal Zone Managemcnt in E nosonmcntal Asscssmenr", Wodd Bank Envirnmental Assessmcnt Sourccbook Update No 8, "Culrimi HIenclL in rn%vocntal Ascssmernt". Wodd Bank En-tronmental Asscssment Sourccbook Updatc No 19, "Assessung the Entrscnmental Impact of Urtban De% epment",. Wodd Bank, "Roads and the Envuonmene A Ilandbook" 4 3. PROJECT DESCRIPTION The magnitude and importance of Lebanon's cultural heritage and its diversity and presence throughout the country surpass the currently available management capacity and resources. The proposed CHUD project which encompasses five Lebanese secondary cities: Tripoli, Byblos (Jbail), Saida, Tyre and Baalbeck (Figure 3-1), is an essential milestone in providing these much needed capacity and resources. The objective of the CHUD project is to promote national and international cultural tounsm in order to boost the local economy in these five old cities. Lebanese cities will have to make the investments needed to provide tourists with comfortable access, parking facilities, pedestrian routes, a visually improved environment surrounding heritage and natural sites, and maintain the integrity of the sites themselves. The strategic rationale for the proposed CHUD Project lies in its focus on the area of overlap between the three major essential stakeholder interests: Antiquities, Tourism, and the municipalities and local communities of the secondary cities that are nch in cultural heritage. Effective management of cultural assets, urban regeneration and enhanced cultural tounsm are at the core of the proposed project. WeU functioning cities with an enabling environment for private sector investment, enhanced cultural assets and tourism as a basis of their sustainable development are the overarching objectives of a longer term devebpment program for the selected cities. / ~~ A'sv6.60 years : 8 % Population projections for Byblos city until the year 2040 and based on a population growth of 2.35 percent per year are as follows: 22 Year 1995 2005 2015 2025 2040 Population 14,296 18,034 22,750 28,698 40,660 Socio-cultural actvities The working population in Byblos constitutes 38 percent of the total population. The majority of this workforce is in the services sector (65 percent), while others are distributed on industry, agriculture and maritime sectors at 15, 10, and 10 percent, respectively. Female employment constitutes 30 percent of the total workfcrce. Byblos is benefiting from the development of industrial activities to the south and north of the city such as cables industry, paper and cardboard, tapestry, cosmetics, beer, metal works, as well as the development of greenhouses that has expanded he agricultural area. The old Souks of Jbeil constitute the historic commercial centers of the city. They are composed primarily of paved narrow alleyways with small commercial activities selling artisanal clothes and shoes, small gifts, coppersmiths, and local food. With the exception of few restaurants that can acconmmodate some 1,300 person, no entertainment or leisure activities exist in the historic core of the ancient city. Property and Tenure Similar to Tripoli, land ownership in Byblos is subdivided into three general categories: * Private ownership traditionally by the older families who lived at one point in the city center (22.7 percent), * Religious ownership or land held in endowment for one of the religious groups, sects or families (27.7 percent), and * Public land owned by ministries or the municipalities (49.6 percent). 4.3 Saida 4.3.1 Physical environment Saida is located 35 Km South of Beirut along the Mediterranean coast (Figure 4-8). It sits at the edge of now severely eroded agricultural plains, mainly citrus orchards. Saida is the administrative center for the Mohafaza of South Lebanon. The city is subdivided into three cadastral zones, the historic core, the Dekerman, and Wastani. The historic core accounts for a total area of 20 ha. In the last two decades, the city has witnessed significant growth and urbanization over its adjacent hillsides. 23 X- SAIOAS I nllirgff AAkft r a Figure 4-8 General Location plan for Saida Climate The climate in the region of Saida is Mediterranean charactenzed by mild wet winters and dy summers. The average annual precipitation over Saida is around 660 mm/yr (Saida station, altitude 5 m). On average, there are roughly some 60 days of rain per year with a monthly precipitation ranging between 170 mm in January to 0.5 mm in July and August. Humidity ranges from an average of 66 percent in winter to 75 percent in surnmer. Temperature The average yearly temperature in Saida is around 19.5C, ranging between an average of IC in winter and 31 C in summer. Wind patterns The prevailing wind in the coastal region is mostly southwesterly bringing humid air masses and rainfall in winter. It also brings humidity in summer, which stays on the coast or rises on the slopes to tum into fog. The wind is relatively calm most year round. The average wind speed ranges between 3 and 5 m/s. Hydrogeology Saida falls withm two watershed basins, namely BisriwAwali and Sainiq. Bisri starts at an elevation of 1,921 m at the Barouk hills with a length of 48 km and an area of 302 km2. Sainiq has a length of 20 km and an area of 111 km2. The average monthly discharge of the Awwali and Sainiq rivers is 0.329 rn/s and 0.452 ni/s, respectively. About 60 percent of the actual domestic water demand of Saida is extracted from 6 wells, of which 5 are located within Saida and one at Ain el Helwe (total yield of 27,100 m3/day). The remaining 40 percent are withdrawn from the Kfarwe spring (yield 10,000 m3/d in dry season and 20,000 m3/d during wet season). 24 Coastal front The coastal ecosystem is a flat strip with an average width of 1,200 m. The northem and central parts of the coastal plain are mostly built and heavily populated. Vegetation is moderate with very little agricultural activities. The seafront beaches are straight and mostly sandy to gravel in nature. There is little construction at the seafront except in the central area (touristic site and port facilities). Around 9 major outlets are discharging their effluents of domestic raw sewage and industrial wastewater directly or indirectly (through storm water culverts, and open stream channels) into the sea. Seawater Quality Untreated sewage discharge into the manne environment is contaminating seawater, sediment, and marine flora and fauna with fecal matter containing pathogen and heavy metals and causing health hazard to bathers or individuals consurning seafood next to sewage outlet areas. An increased level of organic and inorganic nutrients is leading to eutrophication of shallow protected areas near the shore and which is manifested by high degree of algal growth. Deterioration of seawater quality in terms of increased turbidity, coloration, odors, and other visual aesthetic criteria are affecting amenities of local residents and tourists. Wastewater and stormnwater drainage systems The city of Saida is served by a sewerage network that discharge directly to the seashore, into a storm water culvert, which eventually discharges into the sea, or overland into natural stream channels of dry bed wadis. In the coastal region extending from Awali River to Zahrani River, 22 outlets that discharge to the sea were identified. These outlets have varying sewage loads depending on the population density of the served areas. Out of these 22 outlets, 9 are responsible for the discharge of the wastewater generated from the city of Saida. The proposed solution to alleviate this situation consists of the installation of a wastewater interceptor running along the coastline, starting to the North of Saida and reaching Sainiq river whereby a wastewater treatment plant and a sea outfall will be constructed to dispose of the treated effluent (Figure 4.9). The wastewater treatment plant, having an area of 4 ha, is sufficient to accommodate a secondary treatrnent system up to the year 2015. The plant is designed to serve a population of 234,000 up to year 2015 and an average daily flow of 33,600 m3/d. Treated effluent will be discharged through an 800 mm diameter sea outfall extending for 1,700 m at a minimum depth of 31 meters. The primary treatment components of the wastewater treatment plant and the sea outfall are currently being installed through a find from the Japanese government 25 LfIUID: 1 - NATUNAL UTAMCHNMLOQF WM ORWA1! CULVOIANT -~IMITaCIfl SONER SAIDA As A* ;,, 4} ., SEA OUTFALL TRCAThtNT PLANT Figure 4-9 Proposed wastewater collection and disposal system for Saida caza Solid waste The average solid waste generation rate for Saida is 0.7 Kg/capita/day. Consequently, Saida generates around 53 t/d of solid waste that is being collected by the municipality and is currently being disposed of in an open dump at the Southem entrance of the city. The presence of this dump in this area is environmentally unacceptable. Solid waste must be disposed of in a properly designed sanitary landfill that should be identified by the Lebanese Govenmment The municipality has proposed an integrated solid waste management plan for Saida and its surroundings with tie assistance of foreign investors but the plan has not been approved yet. 4.3.2 Socio-economic environment Population The city's urban development is evident in the encroachment of structures over Saida's surrounding hills and along its coastline. The population has increased from a low of 15,000 in 1946 to an actual more than 70,000 today. Population projections for Saida city until the year 2040 are as follows: Year 1995 2000 2010 2020 2030 2040 Population 63,365 72,869 86,597 94,752 99,610 100,611 26 The population In the old city of Saida reaches 14,000 residents with a density exceeding 485 persons/ba. Families in the old City of Saida are relatively large with 57 percent consisting of more than five members. The population is marked by its relative youth whereby more than 60 percent is under the age of 25. Socio-cultural activities Around 27 percent of the old city's residents are employed with males constituting around 86.5 percent of the workforce and females the remaining 13.5 percent. The types of jobs include small- scale vendors, daily workers, construction workers, employees, fishermnen, drivers, teachers, and traders. Major trade activities existing in the old city center include food, furniture, cloth and accessories, construction material, nmechanical parts for boats, general services, and coffee houses. With the exception of few restaurants and coffee shops, no entertainment or leisure activities exist in the historic core of the ancient city. Property and Tenure Similar to the Tripoli and Wblos, land ownership in Saida is subdivided into three categories: * Private ownership traditionally by older families who lived at one point in the center, * Religious ownership or land held in endowment for one of the religious groups, sects or families, and * Public land owned by ministries or the municipalities. 4.4 1Ire 4.4.1 Physical environment Situated along the Mediterranean coast, around 80 km to the south of Beirut and 26 km north of the Lebanese southem borders (Figure 4-10), Tyre functions as the administrative and regional center of the Mohafaza of the South Lebanon. It is a small, rocky peninsula on one of the largest and richest plains of the Lebanese coastline. The seashore to the south of Sour has the longest and widest stretch of sand beaches. The fishing harbor surrounded by fishing installations and traditional living quarters constitute the heart of the ancient city. 27 Figure 4-10 General location plan for the city of Tyre Climate A Mediterranean climnate characterized by dry summers and wet winters prevail in the Tyre region. The coastal region receives an amount of 700 to 800 mm of rainfall per year with about 80 percent of the rainfall is concentrated in -the winter during a period of four months from November to February. Temperathere Temperatures vary with the seasons. The average values of the mean monthly temperature in summer and winter are 37 and 14 degrees Centigrade, respectively. The humidity is relatively constant being always high with a maximum of 80 percent durng the month of August. The difference in temperature and relative humidity for winter and summer months usually ranges between 10 to 15 °C and 10 to 12 percent, respectively. Wind patterns The prevailing wind direction and speed vary with the season. During February to August, the Southwestern winds prevail. During the rest of the year, the westem winds are strong enough to be easily detected. There are also local winds known as coastal winds, blowing from the coast in the afternoon, and shore winds blowing from the sea during daytime. Hydrogeology South Lebanon is known for the scarcity of its surface water in spite of Its abundant rainfall. The geological layers dipwto the west and northwest, and the geographical slope also runs in approximately the same direction, at no more than 40 meters per kilometer. The geological 28 formations are extremely fragmented with an impemmeable layer often separating them. As a result of this combination, a large quantity of groundwater is available in the Tyre region. In fact, while devoid of perennial surface water sources, the Tyre region is sitting on a groundwater basin whose estimated flow might exceed 50 million cubic meters per year Water Quality The major groundwater source is the Cretaceous limestone layer. The water from this aquifer is of very good quality with no microbial pollution. The upper Eocene layer, which is also used as a source of water for private wells in the Tyre area, is very polluted as a result of the poor condition of the sewerage network and the presence of large numbers of septic tanks in nearby areas not yet served by a collection system. Seawater intrusion due to over pumping is also a remarked phenomenon along the coastline area. The Litani River, lying to the northem boundary of the study area is polluted due to wastewater and industrial wastes discharges. The seawater along the coast is polluted due to the discharge of wastewater into the sea, mainly in the harbor area, which is targeted for rehabilitation under the proposed CHUD project. Drinking water quality is variable. While the water is filtered and chlornated before being distributed to users, damage and neglect to the distribution system give rise to Irregular supply pressures and can pollute the network. Water supply system The city of Tyre is supplied by water from Ras El Ain and Rashidiyeh springs at an estimated volume of 10,000 to 15,000 m3/day and 6,600 m3/day, respectively. The water supply is regular and constant, although the city suffers from the inadequacy of supply during the summer months. As such, many private and community wells have been drilled to supply the region with drinking water, in addition to the Govemment's wells of Ouadi Jilo (15,000 to 20,000 m3/day). The water distribution system inside the old city is conrected to the main distribution lme. Some pipes are mstalled in an inadequate manner on the ground surface, or are insufficiently backfilled, which makes them susceptible to pollution. No storage reservoir exists in the area. The water consumption is currently in the order of 100 I/c/d while the future daily water demands require 260 I/c/d (for the year 2040). Recent water supply studies kept the existing system and developed a design of a new network around the city to meet its future demands. Wastewater and storm water drainage systems The city of Tyre collects the wastewater coming from different villages in the Tyre caza. The wastewater is conveyed to a pumping station neighboring the fishing port that pumps the wastewater to an old sea outfall on the westem side of the city. A new wastewater treatment plant with a sea outfall is foreseen in the Abbassiyeh area for the overall caza of Tyre. The present wastewater collection system consists mainly of pipe in principal venues, rectangular channels in intemal streets serving both for wastewater and storm water drainage, and main pumping lines 29 from the pumping station to the sea discharge point (two 500 mm pipes). The wastewater that is mixed with the storm water drainage system is also discharged into the sea through 5 main outlets to the north of the fishing port (Figure 4-11). The fishing port pumping station receives wastewater from several regions outside the study area, namely from El Raml, El Bass, and Abbassiyeh. The pumping station consists of three pumps with one of them is not operational and the others suffer from major maintenance problems causing wastewater overflows into the sea. Ctcnd for Devttpwcnt ADd acmstap wtUn Wa rj $ad W lis Wau: SI=dy rhr Soo r Druinae Zont So3r~ is og WuIaUsWaiar rkahfw Figtue 4-1 I Existing sewer layout in the city of Tyre New developments in the wastewater collection system are foreseen for the region of Sour with wastewater mains (400 mm diameter) to be constructed to separate the drainage system from the wastewater collection system. Wastewater will be pumped to a gravity sewer leading to the proposed wastewater treatment plant to the north of the city of Tyre (Figure 4-12) where it will be discharged to the sea through a submerged sea outfall after treatment. 30 '1 41 .TI Figure 4-12 Proposed Wastewater collection and disposal system in Tyre Solid waste The average solid waste generation rate for Tyre is reported at 0.7 to 0.9 Kg/capita/day. Thus, Tyre generates around 49 t./d of solid waste that is being collected by the municipality and is currently disposed of in open dumps in the area surrounding the city. The presence of open dumps in this area is environmnentally unacceptable and waste must ultimately be disposed of in a properly designed sanitary landfill. An EIA for the construction of a sanitary landfill for the disposal of the waste generated from the caza of Sour, Saida, Je2zine, Nabatiye, Hasbaya and Bent ibeil was prepared under the SWEMP -World Bank project. The proposed site is in the region of Zebqine-Henniye, approximately 12 kms south east of Tyre and 4.5 kms from the main coastal road at an elevation of 200 meters (Figure 4-13). The total lifespan of the landfill is expected to last for 20 years. About 203 t/d will be disposed of at the landfill as soon as 31 operations start and will be able to receive 301 t/d of waste by the year 2020. The total area devoted to the landfill is 16-18 ha with an additional 20 ha available for further expansion. iNa'baa mLxmu Eli mi ':S Sou - vr . ' - -|ma,youn , , _ ~~~~....T.b..... .._/ r w_ >@ O~~~~~ent Jball * Figtre 4-13 Location plan of the Henniyeh-Zebqin landfill 4.4.2 Socio-economic environment Population High population densities and haphazard growth characterize Tyre. Similar to the other Lebanese cities, it grew at an increasingly rapid pace during the second half of the twentieth century. It comprises five principal residential areas: the historic city, the AJ-Raml quarter, the Palestinian camp of Al-Bass, Jal el Baher and al Rashidiyye area. In 1998, Tyre population accounted for some 58,000 residents (Mudun, 1998). Population densities vary between 250 to 500 persons per hectare. The population in Tyre is expected to grow at a decreasing annual rate starting at 2.2 percent intil 2005, at a rate of 2 percent until the year 2015, and then at a rate of 1.8 percent until the year 2040 to reach a population size of 87,000. The age distribution of the population is 42.6 percent lower than 18 years, 51.5 percent are between 18 and 61 years, and 5.9 percent are above 64 years. Socio-ctultural activities Tyre is surrounded by orchards and agricultural plains, which employ local population living in the city or its immediate environrment. Nearly 77 percent of the areas in Tyre and its im mediate surrounding are uninhabited including agricultural plains, archaeological sites and beaches. Around 20 percent of families living in the old city of Tyre are involved in the fishing industry. The daily pattern of most of this conmmunity is nurked by periodic trips to the sea, depending on the sea and weather. The fishing methods used in the region are primitive. Motorboats are used, with fishing rods, lamps and nets. The rest of the historic core residents are employed in the public sector, nainly in banks or they nin small commercial enterprises consisting mainly of stores selling household appliances and products, groceries, furniture making, bakeries, meat, fish 32 and vegetable markets. With the exception of few restaurants and coffee shops, no entertainment or leisure activities exist in the historic core of the ancient city. Property and Tenure Similar to the other cities, land ownership in Tyre is subdivided into three general categories; private, public, and Waqf. Private property is dominated by old families that are mostly Christian. Waqf property is primarily belonging to the Catholic Waqf who owns a couple of churches and large tracts of land around the historic core of the city. Public property in the ancient city is significantly high due to the presence of large archaeological sites that belong to the DGA. 4.5 Baalbeck 4.5.1 Physical environment Baalbeck is located 86 km east of Beirut, at an altitude of 1,100 m, and is surrounded by vast agricultural plains of the North Bekaa regbn. Baalbeck city, the administrative capital of the region, is located in a micro-region that includes the three adjacent villages of Younine, Douris, and Iaat. The major cultural heritage zone in Baalbeck includes the historic core of the city and the archaeological sites, namely the Roman temple of Jupiter, Venus and Bachus, located inside the Qala'a, as well as the adjacent site known as the Bouleuterion. Climate The climate in Baalbeck is dry and arid, with low precipitations due to its geographic location in the Bekaa plain between two mountain chains (East and West). Winters are cold while summers are hot and dry. Rain showers are scattered between October and May and accompanied with snowfall between December and February. The annual cumulative rainfall is about 410 mm. The mean annual humidity is 56 percent reaching 67 percent in winters and decreasing to 46 percent in summers. Temperature Temperatures vary with seasons from a low of-6.2 °C in February to as high as 40 °C in August with a mean monthly temperature of 15 'C. Wndpatterns The prevailing winds are normally Northeast and southwest due to the geographical location of Baalbeck within the internal corridor between the two mountain chains. The northeast wind prevails normally during the winter while the southwest wind prevails for the remaining of the year. 33 Hydrogeology The geological formations, notably the Turonian, form an exploited aquifer in the region with many sprnngs. Water supply system The existing source of domestic water supply for Baalbeck consists of 2 springs (Loujouj and Ain Bordai) and seven wells providing 19,650 ni/day (Figure 4-14). The Ras el Ain spring is not suitable for domestic water use. An addctional seven were recently installed (Oumouchki and Al Moudawar area) whose yield is estimated at 23,700 m3/day. The combined flow, after the completion of development activities, will be in the order of 44,790 n?/day. The storage facilities consist of four main reservoirs with a capacity 10,750 m3/d. The total storage capacity is about 50 percent of the water demand for the year 2017, considering that each household has a one-day storage capacity. Baalbeck water demands are estimated at 100 V/c/d in 1995 and are expected to reach 110 to 122 V/c/d in 2007 and 2017, respectively. The water distribution system is generally old and in poor conditions. It does not extend to the new areas of the city and has not been renovated since the 1970s. The Baalbeck authority continues to distribute water through gauges that are not calibrated. In addition, many service connections were damaged by infrastructure works. The water losses are very high and exceed 30 percent. Pipe connections between the main water distribution facility and many households are non-existent. People depend largely on polluted wells or resort to buying water in cistems for their daily water supply. The water quality analysis of newly drilled water wells and existing springs(Table 4-4) indicate that the water quality is good chemically with chemical indicators (conductivity, dry residues, pH, Ca, Mg, Na, K, Cl, sulfates, nitrates, bicarbonates, and iron) exhibiting levels below the maxunum allowable standards set by the Lebanese Government, the WHO and the CEE. However, the bacteriological results show the presence of fecal coliforms and streptococcus, which indicates that the water is contaminated bacteriologically which is the major cause of contamination h the absence of an adequate wastewater collection network. 34 Table 4-4 Chemical and bactenological analysis of the springs in Baalbeck (World Bank 2001) Analyszs Ras El LotqoruA 7n Dardara Delbe Sbat Sbah Standardsn Ain Jozceh Conductivity 286 290 240 263 253 279 329 400 Dry residue 195 210 165 195 180 205 240 1000 Totalalkalinty 120 115 105 100 105 125 IS0 p H 7.99 7 64 761 768 7.89 7.51 7.65 6.5 - 8.5 Calcium 37 37 5 30 8 33.4 34 2 41.4 54.9 100 Magnesium 9.1 6 63 8.05 4.4 5.4 6.6 7.6 30 Sodium 10.6 12.2 68 8.4 4.5 4.7 10.7 200 Potassium 1.3 18 0.92 l 0 6 04 1.8 12 Chlondes 17 7 22.5 10.9 13.9 7.4 7.1 17.7 250 Sulfates 8.2 2 9 1.6 13 2.1 56 174 250 Nitrates 055 0.26 0 23 0.09 0.07 0 05 0.27 50 Iron ~g/l) 0 0 0 0 0 0 0 300 Fecal >80 12 24 7 3 0 5 0 coliforms/ lrOOml Fecal >80 1 1 13 2 0 0 2 0 Streptococcus/l OOml _ 'WHO or CEE standards - - . 77---- Figure 4-14 Primary water supply network for Baalbeck Wastewater collection system The survey conducted by Dar El Handassah in November 1997 indicated that 60.5 percent of the total population of Baalbeck is connected to a sewer network. In the year 2017, this would be equivalent to approximately 30 percent of the population if no fiuther extension occurs. Nearly 75 percent of the existing trunk sewers (23 km of sewers in Baalbeck city ranging in size from 150 to 600 mm) were replaced under the Baalbeck/Nabi Chit construction contract and the remaining 35 were upgraded. The constructed network remforces and replaces the old network, however it does not cover all the urban areas. A secondary wastewater treatment plant (activated sludge) was constructed in the middle of laat plain at 2 kms from Baalbeck city (Figure 415). The capacity of the plant is 12,500 m3/d with the possibility of extension to 25,000 m3/day after 2008. The treatrnent plant is designed to discharge an effluent for agricultural use having a BOD of 35 mgA and SS of 30 mg/I. / J' E3_ --= Y,~\, Wo.e Figure 4-15 P imary sewage network for Baalbeck Solid waste Baalbeck currently generates around 45 tons per day of municipal solid waste. A private contractor undertakes collection and disposal of the waste for the Municipality who provides the facilities and equipment. Solid waste is currently being disposed of in an open durnp at Al-Kayyal area, adjacent to the monolith Roman Quarry. Dwmping is poorly controlled and open burning is practiced to decrease the waste volumes. The collection service is relatively poor due to the lack of adequate equipment, containers and personnel. Waste collecfion containers, are distributed throughout the city on street comers but waste are often burned instead cf being collected. The waste containers need to be regularly cleaned and maintained. An EIA for a new sanitary landfill for the disposal of solid waste generated in Baalbeck caza was prepared under the SWEMP-World Bank project. The landfill is located on aplot of land having a surface area of 92,000 m2 in the industria area, 3.3 km to the north of Baalbeck. 'Me site is expected to receive between 70 and 80 t/d (betwveen 25,000 to 29,000 t/yr) generated firom the caza of Baalbeck. Local residents around 36 the site did not allow the construction of the landfill in their premises and another site is being investigated in Taibeh area. 4.5.2 Socio-economic environment Population Baalbeck consists of dense residential fabric extending from the citadel and throughout the valley. Nearly one third of its population are non-residents, having migrated to other parts of the country or emigrated abroad. It is characterized by a young population whereby 52 percent are less than 24 years old. Its total population is estimated at 55,000 with a density of 234 residents per hectare. An additional 38,000 residents live in the adjacent villages of Douris, Younine and laat. Moreover, Baalbeck houses an additional 25,000 to 30,000 Palestinian refugees in the Wavel camp, south west of the city center. According to the Dar El Handassah Master plan study (December 98), the population of Baalbeck city is expected to grow to reach a size of 98,300 to 118,000 at growth rate of 2.5 and 3.5, respectively. Gender distribution in the city is almost balanced but literacy rates are low compared to other regions of the country with 13.6 percent of residents over the age of 10 beifig illiterate. Socio-cultural activities Most Baalbeck's households are characterized by a low income although its micro-region contains an important portion of economic activity found in the north Bekaa as a result of its proxirmity to the principle axis linking Beirut to Damascus. Despite being the main economic sector in the region, agriculture attracts only 21 percent of the population. Another 25 percent are absorbed by industrial production (local industries, construction, artisanal products). The remaining 54 percent are employed in services, which are subdivided into public services (administration, health, education, and army) and the private sector (medical services, banks, tourism and leisure activities). Professional and commercial activities are concentrated in the city center and include barbers, tailors, carpenters, private offices and institutions, govemmert offices, clinics, dispensaries, and a hospital. Unemployment rate is estimated at 30 percent with only 5 percent of the total female population in the labor force. Employment rates reach 80 percent in the age range of 25 to 44 for males and 11.4 percent for females. Property and Tenure The average household size in Baalbeck is 5.5 residents per household which is slightly higher than the national average of 4.6. The city is marked by a significantly high portion of home owners (73.7 percet), although an increasing demand on house rentals is becoming available especially in the city center. Figure 4-16 provides the land use pattem in the city of Baalbeck. 37 Figure 4-16 Land use in Baalbeck 38 5. IMPACT ANALYSIS The environmental impact analysis focused mn comparing the expected evolution of the five cities with and without the implementation of the proposed CHUD project components. The impacts are addressed in accordance to the different phases of the project namely, construction and operation. The magnitude of these impacts varies with time and site management. The environmental issues that are typically associated with the phases of the project are presented in Table 5-1. Table 5-1 Classification of potential enviromnental irnpacts Category Phase Duration (yrs) Potentially impacted parameter Short term Construction <2-5 * Traffic * Airquality . Noise . Landscape and visual mtrision a Waste generation (construction/demoltion) . Water quality (surface, groundwater, seawater) . Health and safety . Archaeology and cultural heritage . Socio-econonics Longtenn Operation > 2 . Traffic a Airquality * Noise * Landscape and visual intnrsion * Waste generation (solid waste and wastewater) . Water supply (surface, groundwater, seawater) . Health and safety . Archaeology and cultural hentage * Socio-econornics While the impacts of some parameters can be assessed quantitatively using analytical and mathematical means (traffic, air, noise, water, economics), the impacts of other parameters can be described by relying on a qualitative approach. There are for instance, wellestablished methods for the measurement of traffic counts, air pollution, noise levels, water quality and economic benefits in the context of a cultural heritage rehabilitation project. For the other parameters however, a qualitative and comparative approach is adopted. 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 all while pointing out special cases that are characteristics of certain cities. 5.1 Traffic It is expected that traffic circulation will be negatively impacted in all five cities during the construction phase particularly at and around a site under rehabilitation, Traffic problems will occur when traffic must be moved through or around construction areas. Construction zones 39 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 perform rapid maneuvers and to reduce their speed thereby creating congestion and delays. During the operation phase traffic circulation is likely to improve in some cities (Tripoli) or not be affected in others (Tyre, Byblos, and Baalbeck). Several streets in these cities will be converted for pedestrians only. Such an occurrence will naturally affect circulation patterns. The most significant intervention in this respect is in Tripoli where a main street in the heart of the old city will be closed. Such an intervention was tested a travel forecasting model to conduct a network analysis for the Tripoli area with and without the proposed closure and diversion of the traffic flow to an existing boulevard along Nahr Abou Ali. The analysis showed that while vehicles may travel longer distances, traffic circulation will not be affected. Indeed, today traffic congestion is a permanent occurrence along the street proposed for pedestrian and the conversion will have various benefits on air quality and noise levelsed below. In the other cities, the streets converted to pedestrians carry low side traffic and as such will not impact overall traffic circulation patterns. On the contrary, pedestrian safety as well as air quality and noise levels will improve. 5.2 Air Quality Construction is a source of dust emissions that may have temporary impact on local air quality. Emissions during the construction phase in general are a function of land clearing, excavation schemes, cut and fill operations, and the machinery used on-site. Emissions will consist primarily of particulate dust matter released as a result of rehabilitation activities, and to a lesser extent of emissions from the on-site usage of construction equipment. Dust emissions often vary substantially from day to day, depending on the level of activity, the specific operations, and the prevailing meteorological conditions. For this phase, it s 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 and the corresponding ambient particulate matter concentration were estimated (Annex A). It was found that the construction activity will indeed have a temporary negative impact on air quality in the immediate vicinity of site, in terms of dust emissions. However, such an impact will not be significant, given the rdatively small construction areas at one time and the short duration of the construction phase, particularly if proper management measures are adopted as described below in the impact mitigation (Chapter 7). 40 During the operation phase, the air quality abng streets converted to pedestrian only will certainly 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 scales depending on the city under consideration. At a global scale, one of the objectives of the proposed CHUD 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 conversion of some streets, such is the case of Tripoli, will 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 much less than the potential gain from converting a highly frequented street into a pedestrian one. At a local scale, air quality impact can be significant under certain conditions. For instances, in most cities, proposed parking areas/facilities can bring a high nwnber of cars into one single location. Atmospheric dispersion simulations conducted at proposed parking areas/facilities in various cities mdicate that CO levels (used as an indicator for air quality) will increase in the vicinity of these areas (within less than 100 meters) and often exceed the WHO and Lebanese air quality standards. Note that within an underground 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 Noise Noise levels during the construction phase are a function of the rehabilitation scheme and the machinery used on-site. Table 5-2 shows typical energy-equivalent noise levels associated with various work phases at a building construction site, when all pertinent equipment is present. Table 5-2 Typical noise levels at a building construction site (USEPA, 1972 ciled in Canter, 1996) Phase Noise level (d4A) Ground cleanng 84 Excavation 89 Foundations 78 Erection 87 Finishing 89 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 (Annex B). 41 The simulated noise levels at different radii away from the site are presented in Figure 51, which indicates that the daytime Lebanese noise standard for the Project Area will be exceeded. As such, residential units in the vicinity of the site will experience temporary penods of high noise levels, typical of any construction activity. '°°1 -- 75-. IStandard 50 0 500 1000 1500 2000 2500 3000 3500 4000 x(ft) Figure 5-I Noise levels at dcfferent radii around the site dunng 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. 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 parking facility, noise levels can be compared to allowable exposure levels in an occipational 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. 5.4 Landscape and Visual Intrusion Negative impacts on existing landscape at very few locations and visual intrusion at the proposed sites for rehabilitation are inevitable during the construction phase. At the operational level however, these impacts will certainly be positive since this is indeed a rehabilitation project to improve the current conditions of various sites. Field surveys to collect information about the urban landscape at selected locations have been conducted. The survey consisted of a visual assessment and photography including the recording of existing vegetation, where it exists, and site usage. The survey indicates that the areas surrounding the most sites, are used primarily for a combination of residential and commercial activities. Hardly any location visited to date had any landscaping with the exception of the Nawfal Palace in Tripoli, which is located across a public garden. No major rehabilitation is occurring at that location. Hence, the impact on the landscape will be limited, if any. 42 5.5 Waste Generation Construction activities are inherently associated with the generation of waste from building material. The extent of waste generation from the proposed CHlUD project can be significant particularly at sites where complete rehabilitation may occur (such is the case in Tyre and Byblos) or an underground parking facility is planned (such is the case in Tripoli). The impact of the generated waste is dependent primanly on the waste management option that will be adopted during the construction phase. At the operational level, construction waste generation from these facilities is minimal and does not present a significant impact. However, the project will result in increased quantities of solid waste and wastewater generation due to increased attraction of visitors/tourists. These increased quantities will add to an already existing problem in most of these cities as discussed above in Chapter 4. Baalbeck is of particular concem in this respect given that the current management of wastewater and solid waste is already impacting archaeological resources. The fishing port of Tyre is another location of major concem. As indicated in Chapter 4, current wastewater discharge from the old city occurs in the fishing port which is part of the rehabilitation project. Various altematives for this specific location are examined withiin the mitigation measures (Chapter 7). Fortunately, plans for better management of both solid waste (through sanitary landfills) and wastewater (through secondary wastewater treatment plants) near completion or are underway in all cities. When these plans materialize the projected increase in solid waste and wastewater generation rates will be within the handling capacity of the planned facilities. Note that 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 in such an eventuality which is not expected in the near future. 5.6 Water Quality Construction activities particularly rehabilitation work generates significant amounts of dirt and dust. In addition, lubricants and solvents are commonly used in similar construction projects. These may impact the surface water, groundwater, and seawater quality particularly following rainfall events. During such events, runoff will occur and carry the litter and pollutants to undesirable locations. This can be of particular concem for coastal work along the seashore in Byblos, Saida, and Tyre. During the operation phase, the potential increase in vistors/tourists is likely to exert more water demand, which in tum is translated into more water exploitation that is often extracted from 43 groundwater resources. Overexploitation of the latter can affect its water quality, which is already exhibiting seawater intrusion and bateriological contamination. Increased numbers of visitors/tourists tend to increase littering which can have a negative Impact on seawater quality in coastal cities. 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 polutants in industrial and domestic wastewater, the amount attnbutable to road transport is extremely small. Therefore, it is not expected that non-point sources related to transport activities will have any additional 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, if attraction rates increase dramatically as what is observed in some coastal and cultural heritage cities in Europe or Turkey, the design capacity of most planned and existing facilities will not be adequate and serious planning and mitigation measures would be necessary in such an eventuality which is not expected in the near future. 5.7 Health and Safety Health and safety are considered primarily in terms of potential exposure and accident occurrence (direct and indirect) to workers on-site, pedestrians, operators or visitors during both the construction and operation phases. In this respect, CDR has developed specific site health and safety guidelines for contractors involved in construction projects (Annex C). These guidelines will be adopted for the proposed project. In the context of archeological sites, the safety of visitors/tourists can become a major concem and proper management procedures must be adopted. Note that, in the absence of accident data in Lebanon in general and the project cities in particulary, and the difficulty in obtaining unit costs for fatal, injury and property damage crashes in Lebanon, 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 which may have negative impacts on traffic safety based on intemational experience. The potential additional impact accrued on road users due to the increase in fatal, injury, and property damage crashes will not be accounted for in the stream of impacts for a particular rehabilitation program, which could bias the socio-economic benefits described below. 5.8 Archaeology and Cultural Heritage As indicated in the project description (Chapter 2), the main components of the proposed CHUD project consist of archaeological sites conservation and management (Tyre and Baalbeck) as well as the rehabilitation of historic city centers (Tripoli, Byblos, Saida, Tyre, and Baalbeck). The 44 conservation/rehabilitation phase involve various construction activities that can impact the existing conditions negatively if they are not systematically planned and organized, carefully implemented, and well-managed. The construction phase can presumably be well-controlled however, the operational phase is projected to attract a larger number of visitors/tourists who will natuzally be roaming or visiting archaeological sites and newly rehabilitated city centers and buildings. While thls is a desired outcome of the proposed CHUD project, it can bring about negative impacts if proper management practices are not adopted and implemented with commitment and strict enforcement. 5.9 Socio-Economics A stakeholder analysis and social assessment for the proposed CHUD goject has been recently completed (Information International, 2002). The implementation of the project components will result in various socio-economic impacts, which are summarized below. 5.9.1 Potential positive impacts Increase in the number of tourists and increase in their expenditures. Baalbeck attracts an estimated 89,000 visitors yearly (highest annual turnover in the country) due to its intemationally renowned archaeological sites and its International summer festivals. This number is expected to grow rapidly upon the implementation of the project Moreover, there will be the potential to integrate Baalbeck into a wider network of tourist itineraries including eco-tourism. Similarly, Byblos, the second most visited city after Baalbeck, Tripoli and Saida are expected to benefit from an increase in the number of tourists. Quantitaively, the expected growth in the number of tourists in Tripoli and Tyre will vary from 6 to 17 percent (Table 5-3). Table 5-3 Growth rate of tounsts with corresponding expenditure (Infonmation International, 2002) Indicator Tnpoli Tyre Number of tourist in 2001 17,487 19,000 Expected growth rate, % 6 to 10 10 to 17 Expected number of tourist 33,000 in 2008 45,000 in 2010 Increasemtiheexpenditureofalocal from41 in2001 to 52 in from32in2001 to41 in tourist, USD/person/day 2008 2010 Increase in the expenditure of a from 57 in 2001 to 94 in from 38 in 2001 to 52 in foreign tourist, USD/person/day 2008 2010 . 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 45 the increase in the expendcture of tourists, creation of new markets in the newly formed commercial spaces, hotels, and development of micro-credct activities. Improve accessibility and connections to the old cities. This would be the result of improvement to the existing circulation network and the creation of parking structure 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 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 solid waste management, water and wastewater networks, electrical connections, and the improvement in the landscaping, creation of green areas and public places will improve the quality of life for mhabitants of the area and the city, as well as improve the value of land and the value of assets. * Revival of the urban core and facilitates and its functional re-integration into the city as a whole through the upgrading and generation of new activities will help. This will result in drawing more residents as well as government and educational institutions to the core of the city. * Enhancement of functional and visitor diversity to the center through the introduction of cultural and educational centers as well as thematic tourist itineraries This will result in an increase in the local productivity and insure survival of near extinct trades (handicrafts, artisanal works, specialized construction techniques). The rehabilitation of some of the old Souks and the restoration of monuments and transforming them to hotels or cultural centers will improve tourism (transformation of Khan el Askar to a cultural center, Khan el Rabou to an agro-industrial center, spice and home made or organic food products). * Improvement of the quality of the urban environment and lifefor inhabitants and visitors through the potentail relocation of polluting industries to open available spaces for more varied economic functions. In Tyre, the relocation of the fish and meat market that exists within the old city to an outside area will result in a net environmental improvement In Saida, the relocation of furniture making to an industrial area outside the old city, the regrouping of specific traditional activities to facilitate deliveries, the creation of public spaces to relieve the density of residential neighborhoods, reorganization of the meat, poultry and the fish markets will improve the quality of the urban environment. * 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. 46 . Improvement in the landscape and greeneries and creation of public spaces help in eliminating the visual negative impact caused by the poor architectural aspect of buildings boarding the roadsides. • The treatment of the waterfront in Tyre through the upgrading of the fish market and fisherman association will improve their economic status as well as the reviving of the fishing industry with all its parallel activities including restaurants, boat building, and net making. * Reviving of certain agriculture-based products such as jam and food processing and empowerment of the production of local women that are involved in handicrafts, sewing, and wood making (particularly in Baalbeck). . The implementation of rehabilitation and renovation activities may help prevent 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. 5.9.2 Potential negative impacts * Loss of income at exiting sites targeted for rehabilitation during the construction phase. * Relocation of employment centers as a result of the potential relocation of some mdustries and warehouses outside the old city center. * Marginalization of current inhabitants and their potential eventual relocatin outside the historic quarter. * Disturbances to residents during rehabilitation, renovation, and infrastructure works. * Disruption of daily activities as a result of the rehabilitation works. * Consolidation of dilapidated structures and the renovation of large monuments currently occupied by displaced populations such as Khan el Aaskar in Tripoli will entail the relocation of a small group of residents. Khan el Aaskar, which is currently owned by the municipality of Tripoli, is strategically situated in the Al Zahrieh district at the outskirts of historic core of Tripoli. The Khan was constructed in the late D3t'Learly 14"h century to house Mamlouk Troops. The Ottomans subsequently restored the Khan in the l e century. As a result of the flood of the Abou Al River in 1958, the municipalhty settled sbme residents as an emergency and temporary measure until securing an alternative permanent accommodation. Following the floods and to this date, all attempts to relocate the residents of the Khan to more suitable and healthy living environments have failed. The Khan is one of the largest covered spaces occupying around 5,200 m2 and is surrounded by severely dilapidated privately owned structures. The Khan was never set up and or intended as a residential space. Current residents live in physically deplorable conditions lacking proper sanitary infrastructure, water and electric supplies. The Khan is characterized by high levels of overcrowding whereby the average family size of tenants is 7 persons per household occupying rooms that are 12m' in size 47 5.10 Summary of Impact Analysis Environmental impacts 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 concems, potential damage to archaeological sites, and socio-economic impacts associated with loss of income and resettlement. Other potential impacts include temporary alterations in drainage pattems and expansion of existing quarries for construction materials. 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 poject, 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 CHUD 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 has been built and is largely occupied by low and medium-rise commercial and residential buildings. Relying on the quantitative analysis as well as judgment based on previous expenence, Table 54 provides a qualitative surnmary of the significance of potential environmental impacts that are associated with both the construction and operation phases. Table 5-4 Summary of potential environmental impacts Potential Impact Construction Phase Operanon Phase Traffic - Airquality - Noise -0/++ Landscape and visual intrusion -+++ Waste generation (solid waste and wastewater) - 0 Water quality / supply (surface, groundwater, seawater) - -0/-H- Health and Safety - + Axchaeology and cultural hentage 40 -l+ Socio-eonormics + +++ High positive impact ++ Modemte posinve impact + Low positive impact o Neutral impact - - - High negative impact - - Moderate negative impact - Low negative impact 4. ANALYSIS OF ALTERNATIVES The alternatives or options for intervention in every city were briefly descnbed in the ieliminary 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 acheived. Conceming the 48 siting of facilities, the proposed project offers limited opportunities for the analysis of altematives given that the stress is put on certain specific sites whereby rehabilitation or renovation works are required. The remaining options aim at optimizing environmental quality in the urban areas of the various cities. While the various cities have similar rehabilitation elements that do not lend themselves into an analysis of altematives, each city is characterized with peculiar features for which different options were considered and are outlined below by city. 6.1 Tnpoli In Tripoli the analysis of altematives focused on four elements: Khan El Aaskar Resettlement, traffic cireulation, parking, and rehabilitation. 6.1.1 Resettlement - Khan El Aaskar With the exception of Khan El-Askar, population resettlement in the entire CHUD project has been kept at a minimum. At Khan El Aaskar the resettlement is inevitable for the rehabilitation of the old city and the do nothing scenario would certainly not accomplish the much desired objectives of the project. One altemative that was considered by the municipalhty is to offer compensation through the expropriation committees. These tend to compensate tenants for expropriated properties according to the market price per square meter of occupied land for owners, and according to yearly income and rent for tenants. This option was also deemed inappropriate because the residents of the Khan have only informal tenure and as such do not fall within the compensation criteria of the expropriation committees. Consequently, a re-housing scheme proposed in the CHUD was the only viable altemative to be considered, although it was judged inappropriate at the beginning. 6.1.2 Traffic Circulation Two alternatives to divert the traffic from the old city center were considered. The objective of both altematives was to limit the traffic flow towards the inside of the city center. These altematives would relieve congestion and improve air quality along main streets inside the old city by practically converting them to pedestrian-only zones and alleviating the congestion problem along the westem bank of Abou Ali River. With both altematives however, the eastem bank of the Abou Al River will become a relatively wide boulevard and will necessitate the relocation of the fruit and vegetable market to the northem entrance of the city as envisaged by the municipality. As a result, congestion and air quality problems may be transferred to the eastern bank of the Abou Ali River on the outskirts of the city. 6.1.3 Parking Several underground and open space parking facilities were proposed to resolve the parking problem around the old city center as a result of restricting most internal streets to pedestrian 49 access only. Two potential underground parking garages were proposed at the base of the Citadel but were rejected by the DGA due to thelr proximity to the garden of a historic mosque. Altematively, a large parking, bus and shuttle station was proposed on the northem entrance of the city in the neighborhood of Khan El Aaskar, on a plot of land owned by the municipality. This option was considered unnecessary at the present time given that it will result in the deterioration of the air quality and mcrease the noise levels as a result of increased traffic. While this parking has not been approved, it remains a potential option. 6.1.4 Rehabilitation Originally, the preliminary design considered two scenarios, a strategic large-scale scenario and a limited small-scale scenario. Both scenarios proposed several interventions in various zones of old Tripoli. A series of interventions were selected within the context of the small-scale scenario due pnimarily to financial limitations. 6.2 Byblos In Byblos, several pilot projects for intervention regarding the cultural heritage and tounsm development in the old city were proposed. Due to budget limitations, only some of these projects were selected for further development. Selection was based on the importance of the project, and priority to the municipality, the DGA, and the local residents. The analysis of altematives focused on four components: the writing and books museum, the medieval wall promenade, the old harbor, and the pier extension. 6.2.1 Writing and Books Museum One major altemative to the final retained interventions in Byblos was the proposal to create the "Writing and Books Museumn" as a symbolism to Byblos, the city of the alphabet. The extemal architecture of the museum was in the form of a huge reversed boat, symbolizing Byblos' maritime origins and importance. The museum will serve as a permanent exhibition center on the alphabet, writing, conference centers, libraries, book fair exhibitions and other cultural and art activities in order to promote the importance of the city. An underground parking serving some 600 cars and tourist buses will be built below the museum. The Beirut Tripoli highway will be passing through a 275 m long tunnel under the museum. This altemative, which was proposed to replace all the current interventions, was rejected for several reasons. The old city of Byblos is charactenzed by its typical historic souks, museums, and attractions that offer a cultural value and charm to its visitor. The introduction of the books and writing museum in its huge and remarkable architecture will concentrate tourists in one location outside the city rather than scattering them inside the old Souks to get a feel from its charm. In this context, the objectives of the CHUD project will not be achieved since instead of rehabilitating old historic monumnents and preserving archaeological remains, a new modem project was proposed. In addition, with this altemative, pedestrians will 50 make use of a rehabilitated Roman road to access the city's old center. Pedestrians would have to cross the gardens of a medieval cemetery, which was rejected by the Sunnite Waqf, the proprietor of the cemetery. Moreover, the resulting environmental impacts (traffic re-routing, congestlons at the entrance of Byblos, traffic delays especially on the Beirut-Tripoli highway, air quality deterioration, noise problems, visual intrusion, etc.) during the extended construction phase and concentrated operation phase will be significant. Last but not least, at a cost of 25 MUSD financial lirnitations precluded the purswut of this alternative. Naturally, the municipality of Byblos preferred to invest in the rehabilitation and improvement of the city center and preserve existing cultural heritage monuments rather than inwsting in the construction of a new museum. 6.2.2 Medieval Wall Promenade The medieval wall promenade, one of the most important cultural heritage components of the old city of Byblos, was amongst several minor altemafives that were considered. It consisted of the construction of wooden deck promenades along the wall surrounding the old city. The proposed altenrative entails the digging and uncovering of the wall in some parts where it is completely hidden or partly built on (some houses were already constructed on the wall and uncovering it requires the demolition of parts or the whole of these houses). The altemative was rejected since it involves the relocation and resettlement of some people. As a compromise, it was agreed to create the wall promenade on the northem section of the wall only. 6.2.3 The Old Harbor Another proposal related to the improvement of the old harbor was the enlargement of the quay area by extending it by means of wooden decks. This enlargement would help reorganize traffic circulation and pedestrian access to the port. The fishermen rejected this altemative since the extension would reduce the available spaces for their fishing boats. The proposal was thus dismissed since one of the objectives of the project is to preserve the cultural habits on the fishing port and promote the fishing industry. 6.2.4 Pier Extension This altemative which was considered at the request of the Ministry of Transport (MoT), consisted of extending the current pier westward to provide protection for boats, to increase the anchorage capacity of the harbor, and to cater for ferry boats to reach Byblos. The municipality expressed its concem of using this pier as a commercial port area and anchoring commercial boats and convinced the MOT to adopt its owvn plan to only rehabilitate the existing pier by paving it which would exert less environmental stress on the marine environment and is cheaper, thus allowing the allocation of funds elsewhere in the old city. 51 6.3 Tyme In Tyre, 26 pilot projects were identified at the early stages of the CHUD project Of these, only six were retained. The other 20 were either repackaged into the retained projects or completely abandoned. Out of the 20 proposed pilot projects, 8 involve the conservation and management of archaeological sites that include the conservation of surfaces and structures of archaeological sites, and the development of sites and environs to enhance the visitor's experience. These proposals were integrated within an archaeological site conservation study that is being conducted by the Italian fiun ARS Projetti. The reasons for abandoning the remaining projects were due to budget limitations, or to the undertaking of some of these projects by the municipality, or because they involve the relocation of housing/school or commercial units or land expropriation. Wastewater in the old city surfaced out as a peculiar problem in this context of the proposed CHUD project. At present, wastewater from the old city is discharged directly into the fishing port, which is proposed to be rehabilitated through the project. The concem is related to the possibility that the project will be completed prior to the completion of a wastewater treatment facility planned for the city of Tyre and its surroundings in the nearby Abbasiyeh area. In the event such a scenarno materializes, several altematives were examined and the associated cost is accounted for within the mitigation plan (Chapter 7). 6.3.1 Wastewater collection and treatment At present, wastewater from the old city is discharged in the fishing harbor through several short and submerged pipes. The proposed CHUD project includes the rehabilitation of the port which means that the old city's wastewater can no longer be discharged into the fishing port and must be diverted to a nearby pumping station. From this station, the wastewater is supposed to be pumped to a surface outfall located to the west of Tyre. ln the event of the pumping capacity is exceeded which is what is currently happening because additional sources are linked to the station, the wastewater is discharged into the sea through a surface outfall on the eastside of Tyre not far from the fishing port. In order to resolve this situation, two altematives were considered: * Prevent further discharge in the port and through eastem outfall, ensure the capacity and operation of the pumping station, elongate the surface outfall, and continue to discharge until the planned Abbasiyeh facility is operational. * Prevent further discharge in the port and through eastem outfall, ensure the capacity and operation of the pumping station, construct a temporary treatment plant near the station, treat the water and use the effluent for landscaping or discharge to the sea until the planned Abbasieh facility is operational 52 6.4 Saida and Baalbeck In Saida and Baalbeck the analysis of altematives is on-going and will be part of the final EIA report. 7. MITIGATION PLAN The impact analysis found that the Project would result in an overall improvement in urban environmental quality as well as improvements to the quality of life of the residents in the five involved cities as a result of a) rehabllitation of degraded cultural sites and improving public accessibility to these sites; b) improving social life in and around the old city centers; c) improved traffic circulation in city centers; d) conversion of many streets to pedestrian only; and e) complementary improvements in parking management. The primary benefits would come from improved accessibility to quality cultural heritage sites, which is accompanied with socio- economic growth due to increased attraction rates of visitors/tourists, reduced noise and emissions from vehicles along streets converted to pedestrians only, and enhanced access to city centers with cultural heritage sites which is associated with improved social life in these centers. Another significant positive environmental impact relates to the elimination of wastewater discharge into enclosed ports (i.e. the city of Tyre). The primary adverse environmental impacts that are associated with the construction and operation phases were discussed above in detail. These impacts can be minimized by careful planning of the staging used for construction and the adoption of proper management practices during operations and relying on environmental monitoring to support management decisions. Mitigation measures are typically recommended whenever the potential impact is significant with the ultimate purpose to eliminate or reduce the negative impacts of the proposed project. Mitigation measures are highly dependent on the significance of the predicted impact, the nature of the impact (permanent vs. temporary), or the phase of the project (construction vs. operation) and to the extent possible, they are presented below in this context 7.1 Mitigating Potential Traffic Impacts The primary activities to mitigate traffic impacts during the construction phase include the proper dissemination of information regarding construction schedule and potential changes to the schedule, and providing altemate routes during all phases of construction. Proper planning and development of a traffic control plan is essential to minimize the effects of the construction and its resulting inconvenience on traveling public and to insure 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 while approaching or crossing construction zones. This should be done through adequate waming, delineation and channelizing by proper marking, signing and other effective devices that 53 will provide motorists positive guidance in advance of and through the work zone. Safety could be achieved in separating motorists and pedestrians for the work groups. Preliminary routing schemes covering the various construction phases must be developed and communicated early on to the public. 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 activities. The tender documents will require contractors to present detailed plans for itility relocation, approved by the concemed utilities, before excavating the site. Without compromising safety of workers, pedestrians, or vehicles, traffic roads will 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 follows: Supervising Consultant * Dissemination of information regarding construction schedule * Planning and development of traffic control and re-routing plans during all phases of construction. * Traffic monitoring and guiding of motorists outside the boundaries of the site. Contractor * Guiding motorists through construction zones. * Installation of waming signs in and around the site. 7.2 Mitigating Potential Air Quality Impacts During the construction phase, it is essential to adopt strategies to prevent or minimize dust emissions. The main control measures towards this purpose will be included within the construction contracts and be considered as requirements from contractors. These measures include proper site enclosure, on-site mixing and unloading operations; maintaining minimal traffic speed on-site; ensuring adequate maintenance and repair of construction machmery; and proper water spraying when necessary. The supervising consultant will have the responsibility of ensuring the implementation of these measures. At the operational level, with the exception of parking facilities, the proposed project will not result in negative air quality impacts that can be mitigated at a local scale. 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. In this regard, policy studies on urban air quality management are planned in the context of the Beirut Urban Transport Project and can ultimately benefit the cities of this project as well. 54 7.3 Mitigation of Potential Noise Impacts The major mitigation measures required are during the construction phase. Construction activities are characterized by relatively short duration, the main area of activity may move around the site and the working hours may be long but variable and never continuous. The extent to which construction noise impacts may be mitigated is more limited than on fixed operational sites because of the mobile sources. Moreover, the fact that much of the work is performed in the open, overly restrictive working measures 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 * Informing the local when noisy activities are planned * Placing muffling devices that will reduce vibration * Scheduling noisy activities during the morning hours * Enforcing noise monioring * Keeping equipment speed as low as possible The noise control measures will be included within the construction contracts and considered as requirements from contractors. The supervising consultant will have the responsibility of ensuring the implementation of these measures. At the operational level, the proposed project will not result in negative noise impacts. 7.4 Mitigating Landscape and Visual Intrusion Impacts The main landscape impacts were limited in extent to public gardens. In this context, provisions must be made to re-vegetate to original status. During the operation phase, public gardens or additional landscaping introduced through the proposed project will be managed by the municipality where they are located as is the case today. Visual intrusion during the construction phase will be minimized by proper site fencing and housekeeping within the site proper. The final design will adopt provisions to minimize visual intrusion. Such provisions include blending color of paint, exterior construction material, and architectural features with the surrounding areas, and implementing appropriate landscaping with visual screens and greenbelts where necessary. The control measures for landscape impacts and visual intrusion will be included within the bid specifications and construction contracts. The supervising consultant will have the responsibility of ensuring the implementation of these measures. 55 7.5 Mitigating Waste Generation During rehabilitation projects of this magnitude, there may be a tendency to dispose of the waste generated from the proposed project in along the seashore given that most of the cities are located on the coast. This method of waste management is not acceptable unless the waste is disposed of at a Government-permitted site. Construction waste should be disposed of appropriately at locations designed for this purpose. At present, the disposal facilities at all cities are not adequate. Excavated soils can be used as cover or support material at existing facilities, depending on capacity. While many landfills are beung planned for construction in various parts of Lebanon and can be considered as a final repository for construction waste generated from the proposed project, many of these landfills will either have limited capacity or will not be completed by the time the project is initiated. Therefore, an agreement must be reached with the respective municipalities to designate an area in each city for construction wastes. Last but not least, consideration should be given whenever feasible for waste material recycling and re-use. Note that all existing landfills belong in principle to the Government and they are often operated by an independent contractor through the municipality. 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 will be selected in a way to minimize potential traffic congestion. Weight limits for tnuks and measures to control potential dust emissions (by covering or water spraying) should be adopted by the contractor. The control measures for waste collection and disposal will 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, since one of the main objectives of the CHUD project is the attraction of a larger number of visitors/tourists, it is expected that increased solid waste and wastewater generation rates will occur. While the 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 and wastewater conditions in all involved cities require better management irrespective of the proposed CHUD project. In this context, various projects/programs are underway across Lebanon in general and in the cities involved in particular. The capacity of these projects/programs once completed will easily accommodate the projected increased rates associated with the implementation of the CHUD project. In this context, the situation in the old city of Tyre is of most concem since at present, wastewater from the old city is discharged directly into the fishing port which is proposed to be rehabilitated through the proposed CHUD project. As mentioned above, the concem is related to the possibility that the CHUD project will be completed prior to the completion of the wastewater treatment plant for the city of Tyre and its surroundings. In the event such a scenario materializes, two mitigation altematives were considered in the analysis of alternatives and the associated cost is accounted for within the mitigation plan summary cost (Table 7-1). Once again, 56 note that significant investments would be required 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 in such an eventuality which is not expected in the near future. 7.6 Mitigating Water Quality / Supply Impacts The most appropriate mitigation measures to ensure minimal water quality impacts include provisions for proper surface drainage during both the construction and operation phases, and the minimization of on-site water and chemical usage (oil, lubricants and fuel), and soil exposure time during the construction phase. Note that there are no provisions or regulations in Lebanon for the proper disposal of oil, lubricants and fuel used by the construction equipment. These wastes when mixed with other construction waste are typically disposed of in a landfill and as such they will be handled similar to what is described in Section 7.5. 7.7 Mitigating Health and Safety Impacts Health and safety are considered primarily in terms of potential exposure to pollutants (particularly particulate matter) and accident occurrence (direct and indirect) to workers on-site, pedestrians, and operators or visitors/tourists during both the construction and operation phases. In this respect, the CDR has developed specific site health and safety guidelines for contractors involved in construction projects (Annex C). The guidelines will be included within the bid specifications and construction contracts. The supervising consultant will have the responsibility of ensuring the implementation of these guidelines. Note that a health-based economic valuation of air or water quality is beyond the scope of the present EIA. 7.8 Mitigating Archeological and Cultural Heritage Impacts As indicated above, the impacts of the construction phase can be minimized through proper planning and careful implementation. The operational phase is associated with an increased number of visitors/tourists who will frequent archaeological sites and newly rehabilitated city centers and buildings. Visitor guidelines must be developed to ensue the protection of these sites. 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. 7.9 Mitigating Socio-Economic Impacts While the proposed CHUD 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 include the resettlement of dwellers of Khan El-Askar in Tripolh and potential disturbance and loss of income at or around facilities or areas under construction. 57 Resettlement Action Plan The implementation of the CHUD project involves, amongst its vanous tasks, the rehabilitation and renovation of Khan El Aaskar, and transforming it into a cultural and artisanal exhibition center for regional products and handicrafts. This component involves the resettlement of the current residents (64 famnilies or 324 individuals) and relocation of 78 of the existing commnercial activities. The objective of fie resettlement plan for the Khan is to provide current residents with improved living conditions whilst allowing the municipality to recuperate its property and transform it into an economically viable enterprise on a citywide scale. The location of this project insures the continuation of existing community networks and tngger minimal disruption to the daily pattems of residents. More importantly, the housing project will insure a qualitative improvement in the physical environment of the inhabitants. The project will be executed in three phases. The phasing of the project is designed to provide a smooth transition of the residents into their new homes. This will result in long-term impacts on the resident population by bringing about a dramatic improvement in the living conditions of the residents, minimizing the disruption of community links by limiting the resettlement option within the old city, and minimizing the disruption of the livelihood of commercial tenants by maintaining them in place. The three phases are: Phase 1 will be concemed with the renovation and rehabilitation of the Khan and the resettlement of part of its residents. This phase involves the re-housing of 26 families, and the relocation of 12 small business enterprises and 24 warehouses from their present location in the Northeastem block of the Khan to newly constructed social housing in the immediate vicinity in a way that largely maintains the social fabric and community relations. The plan would permit the rehabilitation of the Khan as a visitor's center and a regional artisanal hub, thus contributing to the economic regeneration of the city, whilst greatly improving the living conditions of some of the city's poorest inhabitants. * Phase 11 of the project will be the re-housing of the residents of the other half of the Khan. This phase is not planned at this stage and is dependent on the availability of suitable alternative housing being located. * Phase I11 involves the renovation of the commercial premises, which involve temporary displacement of businesses to allow undertaking of works. Eligibility and benefits The municipality, which owns the Khan, is committed to resettling all current residents and tenants in altemative housing. The basic principles of the resettling project are that each family will be given an apartment commensurate with family size, and that residents would be charged affordable rents in a fair and just manner that would ensure no hardships to the individual families. The municipality will retain ownership for these units. 58 As indicated above, Phase I will involve the relocation of 26 housing units. Residents will be allocated units in the complex proportionate to family size. The number of units needed from each size is presented uI Table 7-1. Table 7-1 Phase I housing unuts Family size Area ofapartment Units neededfor phase r 2 m I person 20 2 2to5 60 12 6to8 80 9 9 to 12 100 3 >13 120 0 ° D Total units 26 All commercial units to the exterior of the Khan will be kept in place while units on tie interior will be relocated in the new complex. Eleven commercial occupants will be relocated on the ground floor of the new building with direct access to the street (stores ranging in size from 10 to 15 m2) while 24 commercial non retail units (warehouses and storage areas) as well as environmentally polluting units (leather dying) will be relocated in the underground units of the complex. The RAP is expected to take place in a smooth manner that will be insured by a committee that will be formed to handle the resettlement and to address any problem that might arise. Upon completion of the housing project, residents will be moved to their allotted units. Existing warehouses and stores will be moved to their allotted areas on the renovated premises. According to the RAP the works on phase I shall commence as of September 2003 after approval of the loan by the bank, ratification by the Lebanese council of Munsters and Parliament, preparation of bidding and tender documents. The World Bank will finance the project at 80 percent while the municipality will contribute to 20 percent of the total budget. 7.10 Summary of Impact NMtigation Table 7-2 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 elements of the Mitigation Plan are subdivided into the three phases of the project namely: design, construction and operation. With the exception of the wastewater management in Tyre, 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 DGA and/or the municipality where a certain project component is located. With the exception of the wastewater management in Tyre, these elements become part of the routine maintenance activities 59 undertaken by the DGA or the municipalides. As such, the cost of the Mtigation Plan during the operation phase is not directly related to the proposed project (excluding the operation cost of the Tyre wastewater management and monitoring cost, which are addressed below). 60 Table 7-2 Summnary of proposed elements of the migation plan Arpzs Mrrgoiron measure | ResponRibily Cos DESIGN PHASE (PREPARATORY AND FINAL) Trafli a Public participation CDR / Consulttnt Inclided itn final design prepanon • Modifiction of design to reflect public oonsretafion proce U Development of ie-routng schernes _3 Assesmment of projectod mcrese i traffic vs. congestion and change in circulation patters Air qrahty a Assessment of eusting standards, regulations CDR / Consultant Inchdzd m final desgn prepnailo o Assessinent of vehicliridutced rssnians vs. tradfic ncrease and change in cirulaion patterns o Maxiuizng the distance to adjacent buildmgs a Adequate ventilation tn paring faclties Noise vel o Asscsnent of existng standards, regulasons CDR / Consultant Includd mn final drsign prepaiamon a Assessment of veduclee nise enissions vs. traffic uxase and change m cuculation patterns o Cosdwa on for porous mratnal, fleuble joints and siuports U Corsdiratir for sound bwrers O Protction of buiddings and sensitive rccptors Lancape and vtial 0 Documentation of exsting cAondtions CDR / Consultant Ilnchded in firns design prepamron intnsion u Bleing color(s) of paint L Blnding extenor onnnstction nstenad a Blanbng aidre al feances o Provisions for visual screens or greenbelts Waste generation u LIocate nearby dLiTxm sites and socure pernit for waste disos CDR I Consultant Included m final design prqepitbon a Explore waste manter recycimg or i-use o Assessment of pojected increase m sold waste generation a Assessentt of prjected mcrasr in wastewater gnerattuon a Developmrnt of solid waste nmnagaent systm a atrchaeological sites CDR / DGA / Consultant a Tyre spenal cmse teniportry nrnamgeant of wasewater frmn the old cty 10,000 USD Water quality L Provisions for proper surface and gnxaud water draina CDR / Consultant Included m fmal gn prepation a Assrssment of piqeced wrease m water denand Health and infety a Develop and/or review and update genral health and safety plans CDR / Consultant Included in fui] design preparation Anhaelopgial and a Develop rehabilttationlconsfruction monitonng plans CDR / WGA / Municipality / Included m final design prparation cultural hentage U Develop Archeologcal Chance Fmd Procedures Consultant Socioeconemics 0 Elmunate or nummuze land acqutsition and population resettlement CDR I Consultant Includod in final design preparation o Ensure community participation a Develop proper compensahon and resetleirrnt plas 61 Table 72 Sum mary of Proposed Eements of the Miigation Plan (Continued) bMingaton measure I Responsibility Cost CONSTRUCTION PHASE TradfE 0 Public coffnurucation CDR / Consultant / Contactor hncluded mn oonstrut ion D Reiiutg scemea o Extended constricton haus_ Air quahty o Site and stock pile enlosure CDR / Consultant / Con trator Included mn construction • Spraymg of long trmn stockpiles with chemnical boing agents o On-stte mrxing iu enelosed or shielded areas o Proper unloadmg operations o Water damnpng of stockpiles when necssary (dry condions) o Sealmng of com pltet earthwrks and o Re-vegtation as soon as possible o Medium and heavily used haul routes pemanenily smifaced o Dampng unsuHiored haul iutes O Keep haldmg rutes free of dust mid regularly deat o M uil raffie speed m-site with pmper enfoironr o Maitenanec and riqatr of ctonuion mrachnery Nose kVwl 0 Constnucton of site enelosue CDR I Consultant I Contractor Included mn constrcnon O Contri of trmmg of noise enussions O Proper road mainterance o Enfoientem t of speed limits O Eiploy low noise maeh iiery, or machinery with noise suileding andlor sourd absorption materals (eg. on-site power generator neilosre) __ Pmper maintenance of pneq mid raclwumy Landiape and visuml o Piesive existng vegetation when feastble CDR / Consultant I Contractor lnuded m constrion inrufslon u Bkndig coloi(s) of paint o Bkrleng extenor contsbcon mateial o Blendng aiceesal features o Provisons of viscl reens or grenbeits U Imperrlig aMmpnate larnscaping Waste generation 0 Waste traspon and dispoal at designated dispos sites CDR / Consultant / Contrxetor Included in constricton o Developrent of sohld waste managemfent system at archaeological sites CDR / DGA / Muinciality Includeod n constuction O Tyre spcal case temponaxy managegenit of wastewater fimm the old city 290,000 USI) Water quality a Proper surface and ground drainage CDR / Consultant / Contractor Included mn constriction o Decrease water usage durmg the conrction phase o Minimize soil exposure tmie durng the constriction phase o Minim ie chemncal usage (Iubncants, solvents. penroleurn prducts) . 62 Table 7-2 Sumrniay of Proposed Elanents of the Mtgation Plan (Continued) h,pxl Mmitgation measwe Responsibilhty Cost CONSMRUCI1ON PH ASE Haldi and safy U ProvIDe pedesnan walk ways CDR / Consultant / Contractor lnclucdd n conshruction O lnstal pop warnmg signs a Prvide protectve clothing and equipment o QCe buffrae zo o Follow CDR's wnten procedures Ani¢hloFga and o Docun tatmon of Buned Sites amd Consavanon of Mateials CDR / DGA Variable to be defined on a case-bl.-case cultual hentag L Conuwtion Monitoring by Arciueological Cosltants Consultant/contractor bas6. It is recommended to set a fund ao lniplkezntatam of Archaeologicd Churce Fmd Pnmxe, if needed aside. Sociocactnics o Ensure comnimuty particpaton CDR / Consultant / Contactor Included m conseuuoon t3 lmnplasnetation of Resettlenent Pbn 63 Table 72 Sumnmay of Proposed Elenents of the Mitgation Pan (Continued) h6 | Mitigation measure | Responsibiltry Cost OPERATION PHASE Trlffic U Maritenance and operton of baffic managentmut organization Govanntait Not duecdly part of this project Air qualty 0 Maintenance of ventilation in parking facilities Mumicipalities Not diwedly part of this project o hmplemnentabon of long tem strategpes Government Nome kl o Sourd msulabon and paveanit mairnenance Municipalities Not doucly part of tius project o Lumting vehucle speed Trffic pohce o tInplenuentamon of long term raegies Government Landpe and visl a Mauntenamce of exteor mateal, vial saemns or greenbehs MLmicipalities Not diectley part of this pryect intnusion Water quality o Manrarmce of surface dmer hasMge MLmicipalities Not duecly part of this project Waste generaton U Maitennmce of waste management system as archaeological sites DGA / Muicipahty Not dictly part of ths projeci a Tyte special case tpary mariagminct of wasewater fiomT the old city CDR / DGA / Municqpalty 30,000 LSD / year Health and Safety 0 Mauntennice of signs and wammgs Munucipalities Not diwecly part of this prNpoC ArChonog l and a Routuie montorig and maintenance DGA / municipalty Not dautly palt of this poiject enhural h nuage _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 64 8. ENVIRONMENTAL MONITORING Environmental monitoring will be undertaken during the construction and operation phases in each of the five cities within the proposed CHUD project with the aim 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 culturd heritage site management and environmental control. The Government of Lebanon (through the CDR) will be responsible for funding and undertaking the environmental monitorng activities. During the construction phase, the CDR supported by consultants would undertake the monitoring. The collected data will be provided to the MoE. Diunng the course of the operational phase, depending on its capabilities and resources, the MoE can become responsible for implementing the monitoring, with the support of Consultants as appropriate. At this time, it is assumed that CDR will continue to be responsible for the monitoring plan implementation. The following sections describe a general outline of the proposed monitoring programs that will be undertaken during the construction and operation phases in each of the five cities. 8.1 Monitoring during construction and rehabilitation phase During the construction and rehabilitation phase, 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 most important. The frequency of monitoring is included below. The parameters that will be monitored include: Traffic counts at identified monitoring stations * Air quality using selected indicators at selected locations * Noise level using selected indicators at selected locations * Seawater quality at selected locations using selected indicators * Runoff water quality at selected locations using selected indicators * Landscape visual inspection and photographic documentation * Waste generation through visual inspection and photographic documnentation * Archaeological deposits, when applicable * Health and safety is to be monitored at the construction site throughout the construction period through inspection/supervision and photographic documentation in addition to the maintenance of a record of injuries and accidents, specifying their underlying cause and describing their location 65 8.2 Monitoring during the operation phase During the operation phase, monitoring will be conducted for the following parameters. Detailed locations and frequencies of monitoring are detailed below. * Traffic counts at identified monitoring stations * Air quality using selected indicators at selected locations * Noise level using selected indicators at selected locations * Seawater quality at selected locations using selected indicators * Landscape visual inspection and photographic docunentation • Waste generation through visual inspection and photographic documnentation * Maintenance of a record of injuries and accidents, specifying their underlying cause and describing their location * Deterioration of archaeological sites by inspection and photographic documentation. 8.3 Monitoring plan implementation The required equipment and technical skills for the implementation of a proper environmental monitoring plan are generally lacking at the professional level in Lebanon; particularly, with respect to the availability of analytical equipment to conduct air and water chemical analysis. Academic 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 academic institutions. In order to ensure the proper implementation of the proposed environmental plan in each of the five cities, it is essential to maintain proper environmental monitoring particularly during the construction phase. For this purpose, qualified personnel must be cdsignated. The detailed yearly staffing requirements for the implementation of the monitoring plan during the construction and rehabilitation phase, as well as the operation phase in each of the five cities including the definition of frequency, indicator, and sampling and monitoring locations are provided outlined in Tables 8-I a, to 8-5b. 8.4 Data reporting 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 during the project life span. A yearly comprehensive report will be generated to present results of monitoring activities and evaluate the adequacy of environmental control measures in each of 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 66 aralysis. The reports will be submitted to the CDR, DGA, MoE, and the World Bank. In case national standards for environmnental quality that are issued by the MoE (Decision 8/1 dated January 2001 - Annex D) are exceeded, notifications will be issued to the contractor and site engineer to take immediate corrective actions. 67 Table &[a Summary of proposed monitormng plan for Tnpoli Panirnar L=Iahon Sa&kes Frq-iy Phose Responsnbhl,u Trafic At stations SI, S2, S3 Continuous vehicle counts for 24 hours Annually Constrction / Operahon CDR / Consultant Air quality (TSP, CO) At stations SI, S2, S3 Four sarnples / location Annually Construction / Operation CDR / Consultant Noise (LA, L.,, L-) At stations SI, S2, S3 Four samples I location Annualy Consuction / Opeatnon CDR / Consultant - ,d,M,2 At mnrsecnons and along the Abot VLsual inspechon I photographic Annualby Construction / Operation CDR / Consultant Ali River documentation Water Quality (pH, COD, Pb, Cu, Cr, Upsrarn and downstrearn locations Two samples I location Annually Constrwtion / Operation CDR / Consuitant Zn, TC, FC) of Ine supplying old city center Aihslogy At excavation sites Vsual inspection / photographic Continuous Cmshtuction / CDR / Consuhtant At archaeological sites documentation Annually Opration Accdents (cars / pedestians) In the old city and at entacees Police / newspaper remrds Amally Construction / Operation CDR / Consultant Heath and safety / Hygiaw Witiun project boundanes Visual inspection / photographic Continuous Construction / Operation CDR I Consultant documnentation SI (at the entrance of the proposed parking fatlity), S2 (at the bridge aossng Abou Alt River after the BtassLah mosque), S3 (At one point along the Souk) Table & I b Estmated requirements for the implementation of the Envronmnental Monitonng Plan in Tnpoli Pazrmmer/AAcmty Staffategoy |Ame| Sohedude Cost (USD) CONSTRUCrION & REHABILITATION PHASE Trafli / Aoccdils Traffic eCginr I Pal-time La,cae Landsape aniutect I Pat-time Anrhaeoogy Utban andiaeologtst I Full-time Air / Noise / Water Envrmnmental specialt I Pan-time Equnpment and antoiy analysis fees 18,000 Heath and safety Health & Safety officer (Cousticon engmer)' I Full time Traunng Environmental specialist I Pan-tirme Reporntg Envirmnmental specialist I PNr-time Total annual monitonng oDst dinng the constichion and reabilitaton phase OPERATION PHASE Trffic / AdcntIis / Tf 'Icfli engnrnr I Pan-time An lMoiDo Urban archeologst I Parttime Air / Noise / Water Envwonmental spocalist I Pan-4ime Eqpment and bbratory anrlysis fees 6-000 Trainmg Envirnnmental specialst I Pan-time Reporting Envirmnmental specialist I Pat-time Total annual nnottornng cost dunng the operation phase *The aidiaelogist and the Health & Safety officers will be among the teanms of the contractors execuing the work 68 Table 82a Sumrnary of prnposed mroutonng plan for Byblos Panww,rr fixato S&Zp"er Freqaency Phase Responsahb, th Traffic At stations S I, S2, S3 Continuous vehicle cosunts for 24 hours Annually Consiuntion / Operaion CDR / Consultant Air quality (TSP, CO) At staions S I, S2, S3 Four samples / location Annually Ceutancton / Operaion CDR / Consultant Noase (Lu, b,L. I ) At stations SI, S2, 53 Four samnples / location Annaly Constrtion / Opraon CDR/ Consultant 1Laxe2 At uitersecuons Vsual spction / photographic Anmally Constructton / Operation CDR / Consultant domsrnentation Seawater Quality (pH, BOD, TSS, TC, At stations S4, S5, S6 Two samples / locanon Arnually Cantnaucion / Operation CDR / Consultant FC) Water Quality (pH, COD, Pb, Cu, Cr, Upstam and downsasarcn locatons Two samples / location Autually Construcicon / Operation CDR / Consultant Zn, TC, FC) of hlne suplying old aty center Adhlogy At excvation sites Vsual npecon / photographic Continuous Construction / CDR / Consultant At archumiogical sites documentation Amually Opeabon Accidets (cars / pedefsnans) In the oil city and at elrances Pohce / newpa,er rewds Amnually Constorin / Operation CDR / Consultant Heiah aid safety / Hygiene Withm pnsject boundaries Visual nspecion / photographic Continuous Construction / Opeaton CDR I Consultant documntation SI (facing marace of paoIng on hTghway ellips), S2 (ower end of Decumanis Maxinus road), S3 (ficmg tie mnmicipality patig) S4 (at 10 m of e, I m deep), 5S (at 20 m offaot, I m deep), S6 (at 100 m offsh1 , I m deep) Table &2h Estimated requirments for the implementaton of the Envimrnnntal Monitonng Plan in Byblos Pammerer/Aarcny A bStaff category |Mmt Sce. Cast (USO) CONSTRUCTION & REHABILITATION PHASE Traffic / Acbdlas Traffik igmeg r Part-time Lm ec Lndscapc aiehutet Pat41mc Aihwlok Urban aidlogs' I Full-time Air / Noise / Water Enviwincrtal specaLst I Pat-time EquPMnt aid laWantiy analysIs fe 15,00 Healt ard safdy Health & Safety offio r (Const on engtneer) I Full time Tramnig Envumnwental speciahst I Part-time Repaing Envuonniental specialist I Paut-time Total annual nitonu g cosw dunng the constucton and rehabilitaion phas OPERATION PHAS E Traffic / Aohnts / Ldsdape Traffic engarm I Pat-time Aieolhook _ Uiban archaeolgit I'f Put-time Air / Noise / Water / Arehaeology Environimnal specalist I Part-time FqwMpmen and abbtatry arnalysis fec 5,000 Traming Envimmnental specialist I . Pau-time Repoiling Envtronmcntal spectialst I Pat-time Total annual monttonng cost dunng the opertion phase 'The aidnbgist aid the Health & Safety officers will be among the tean of the ctadora execuntng the waks 69 Table 8-3a Surnmary of proposed monstonng plan for Saida Pareti Location Sars Frequ-ry Phase Respons,blhty TraffE At stations S I, S2, S3 Contnuous vehucle counts for 24 hous Anmrla Constauton / Operaion CDR / Consultant Air quality (TSP, CCQ At stations S I. S2, S3 Four samples / location Annually Constnucion / Operaion CDR / Consultant Nowse (LI, L,. L) At stations SI, S2, S3 Four samples / locanon Annually Constiuston / Operation CDR / Consultant Lhapc At mtersectons Visual inspection / photographic Annually Conslaiston / Operaion CDR / Consultant docunentation Seawater Quality (pH, BOD, TSS, TC, At stations S4, S5, S6 Two samples / location Annually Construction / Operation CDR / Consultant FC) Water Qualty (pH, COD, Pb, Cu, Cr, Upsticna and downstnram locations Two samples / location Annually Constnucton / Opcrabion CDR / Consultant Zn, TC, FC) of hnc supplyng old city ceter ArcholoIgy At excavanon sites Visual inspection / photographic Continuous Consnwction / CDR / Consultant At arch,ogrcal sites docuinertatton A_ _ __ly Op_ _ _ _ _ _ Acdidfls (cara,pe&stnans) In the old city and at entances Polic I newrspaer tecmrds Ann-ly Construction / Operation CDR / Consultant Health and saety/Hygiene Witi prgect botndancs Visul mspecion / photographic Continuous Constuctin / Operaion CDR / Consultant -*/tiyv- Within~ ~~~~~~~~~~~~~~~d pcw bonare -t n mtation SI (on the oad along the seafroit fiacmg the s caste) and at stattern S2 (at the entrance of the nmwtsstorey parking outside the eastem peneter of the old city), S3 (along rehabditation activities) S4 (at IO m offshre, I m deepl S5 (at 20 m offshore, I m deep), S6 (at 100 m offslot, I m deep) Table 8-3b Esnmated requirements for the implementation of the Environmental Monitonng Plan m Saida Parmmeter/Actnriy Staffcategory |Nrnbe| Schedule Cost (USD) CONSTRUCTION & REHABILITATION PHASE Traffic / Aecranis Ttaffic engera I Pail-time Lbcarp Landfipe ardchelt I Past-time Artchelogy Uitan atueologmts I Full-tune Air/ Noise / Water Enviotnmental specalist I Pait-time EqUsnt and lalaay analyssa fecs 7,000 Health mad safety Health & Safety officer (Constmcion engineer) I Full time Training Enviownental specalist I Palt-time Repoiting Envrnnmental specialst I Pat-tlime Total annual momtonng cost dunng the constiucton and rehabilitation phase OPERATION PhIASE Traffic / Acchnts / Lndse Traffic engirar I Par-time Arclheobgy Urban archaelogst I Pail-time Air /NoLe/ Water/ Achacology Environmental specialist I Pait-time Equiwpxmt and labosoty -alyss fees 2,333 Training Environmental specialist I Palt-time Repoting Environmental specialist I Pat-time Total annual nnomtonng cost durng the openation phase *The arcdaeobgLst and the Health & Safety officers wdl be amnong the teams of the contractors exectng the works 70 Table S 4a Sunsmlyr of prrped mnitonng plan for Tyre Pwrsmin Location Sti _ FrMeny Phase Responstbrth _ Traffaz At stations SI, S2 Continuous vehrcle Counts for 24 hDurs Annully C uctton I Opertieon CDR / Consultant Air quahlty (TSP, CO) At stations SI, S2 Four sarnples / location Armually Consinum / Operaton CDR / Cornsutant Noise (Lq. L. L- ) At stations SI, S2 Four sarnples / location Annually Conmrstr on / Operation CDR / Consultant Laere? At intersections Vrsual ins on / photographic Annmiualy Constru:bon I Operatim CDR / Consultant documenrtaton . Seawater Quality (pH, BOD, TSS, TC, At stattons S4, S5, S6 Two samnples / location Annually Consttncbon / Opr athon CDR /Consultant FC) Water Quahty (pH, COD, Pb, Cu, Cr, Upstsanm and doovnstm Locations Two samrples / location Annually Consucrtion / Operation CDR / Consiltant Zn, TC, FC) of hne supplyung old city center _ Axcheoksy Al excavatron sites Visual inspction / phtographic Continuous Conatnucton / CDRI/ CoTLiant At arcaeological sites docurnentaiion A_nually Op_____ Accindts (carspdestnans) In the old crty and at entraices Police / rewspper reords Annually Conritchon / Operahon CDR / Consultant Health and safily/Hygtcre Within project boundanes Vsual nspection / photographic Continuous Consriucton / Operation CDR / Consultant .__________________________________ __________________________ docufm entation SI (fw the poing area towar& the trszscion of Rue Ham a), S2 (alng reiabihtaton acbvties) S4 (at IO m offshm, I m &ep), S5 (at 20 m offshore, I m depq, S6 (at IQD m offshore, I m deep) Table 84b Estrnated reunicrnts for the implementation of the Environmental Monitoru g Plan in Tyn Pam rl4tnry Saffcategory Mar_he |chus de Gast (ISD) CONSTRUCTION & REHABILITATION PHASE Traffic / AoKcirits Traffic ceignor I P___at_me l-&pel X Lmscape rh_t_ I __t-tim_ Archaeology Urtban arhaeologisat Full-time Air /Noise / Water Envuronmental specialist __ P_t-tim_ Equipment and laboatry analysis f- _ _ 20,000 Health an safey Health & Safety officer (Construction enginer)l I Full time Taminmg Envurnmentalec ahstP-tim Reportng I Envtronmental speciast ._ I_P__t_me_ Total annual moranitkg cost dunng the constucton and rehabilitation phasc OPERATION PHASE Traffi / ALtbidts I Lascape T_______ng_____r_ Pant-time AMCOIDoBgY Urban archaeologist I PaM-time Air/Noise] Water / Archeology Environmental specialst I_ P-time6 Eqgupici ankd Loraimny analysis fies 6,667 Trainmng En tal specist Part-time Repoting _ _ Envron tal_s_st-I__ Part-time Total annual monitonng most during the opetwion phase ,h ar'h aoogist and the Health & Safety offioa s wll be among the tearra of the coartacos exe ng the works 71 Table 85a Sumnaiy of proposed munnorng plan for Baalbedc Panetsr Lxctnon S_ __ Fra-uoncy Phase Responsibiliol Traffac At stations SI, S2, S3 Conmtuous vehicle counts for 24 hous Annually Constructmon / Operanon CDR / Consultant Air quality (TSP, CO) At stations SI, S2, S3 Four samples / location Anmually Constructon / Opahtion CDR / Consultant Notse (Lq,, L, L-) At stations SI, S2, S3 Four saples / location Annually Constuction / Operaton CDR / Consultant lun9cape2 At intesections Visual inspecton / photographic Annmlly Constnrtcon / Operaion CDR / Consultant documnentataon Wawer Quality (pH, COD, Pb, Cu, Cr, Upstream and downstream locations Two samples / location Annwally Consinwtion / Operation CDR / Consultant Zn, TC, FC) of hne supplyuig old city center Archeobgy At excavation sites Visual inspechon / photographic Continuous Constnuchon / CDR I Consultant A archaeological stes documnentation Annually Operation Acctdents (cars / pedestinans) In the old city and at eritaoes Pohce / newxaper records Annually Constuction / Operation CDR / Consultant Heahh and safey / Hygtene Within projec boundanes Visual inspection / photographic Contnuous Constnrutmm / Operation CDR / Consultant I__ _ _ _ _ _ _ _ _ _ _ _ _ _ _ I__ _ _ _ _ _ _ _ _ _ _ _ _ _ _ documrentation SI (an the road famg the parking area townards dt southern erance of Balbeck), S2 (along the main rmad facing the eritranie to the pdaong in Moutitn Squarel S3 (along the main road facing the entrane of the northem patkng along Hermt -Baalbeck rad) Table 8-5b Estmated reqwurnents for the inplementation of the Environmental Moratortng Plan in Baalbeck Parwneter/Acaivty Staffctegoty M| et|o- Schedule Cost (UJSD) CONSTRUCTION & REHABILITATION PHASE Trffic / A ants Traffic ngtier I Part-time l ew LAndswpe architect I Pait-time Arcdieology Urban a nloge I Full-time Air / Noise / Water Environmental specialist I Parl-time Eluipmet and Wlalamy analyss fees 20,000 Heith and safety Health & Safety officer (Constnrtow n engineer)* I Full time Training Envtrmental spectalist I Pait-tanme Repoling Envuonumental specialist I Pari-time Total annual morotnng cost dunng the opration and ehabditatton phase OPERATION PHASE Traffic / Accidents / Iandscape Trafik engner Part-time Arn-haeo Urban archaedogLst I Part4ime Air / Noise / Water / Ardacb Envfmonxmen speciaLst Part-time lEpmxnt and lboraory analy-i fees -6,667 Tratsnmg Environmental spectaltst I Part41me Reporstng Envumnffental spectalLst Patlt4irne Tota annual mnnorunng cost dunng the operatron phase flTe ardchologist and the Health & Safety offtcers will be among the tearms of the oenramaos executing the works 72 Table 8-6 Sununary of Ie annual avironneta] nluormg cooss Phase Tripoli Bybbs Saida Tyre Baalbed Annual Cost Project Dwa2ion Pogmnm Cost (LED) MUSD) (USD) (USD) WED) (USD) (YarS) (USD) C Gnsnr (USD) 18,000 15,000 7,000 20,000 20,000 80,000 5 400,000 pasrrn (USD) 6,000 5,000 2,333 6,667 6,667 26,667 3 80,00 73 9. ENVIRONMENTAL MANAGEMENT Institutional capacity for environmental management in Lebanon is weak, which constrains the potential range and effectiveness of policy options for environmental management. Lebanon has a large body of environmental related laws, but there is a need to update and consolidate them. Law enforcement is gmerally weak due to the lack of clarity in responsibilities and coordination as well as insufficient deterrent value. The creation of the MoE 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 mstitutional framework for environmental management remains fragmented because the MoE's broad mandate overlaps with those of a number of other ministries or governmental agencies (Agriculture, Energey and Water, Industry and Petroleum, Public Health, Transport and Public Works, as well as CDR). TIus 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 mimstry's capacity for environmental management (including momtoring and enforcement) is limited. There is considerable potential for increasing involvement of the private sector and NGOs in environmental management (ERM, 1995b; World Bank, 1996). While the MoE has by law a broad mandate over environmental issues, it not only overlaps with other agencies but lack provisions for a unit or body to carry out its tasks as well. For instance, monitoring functions have been accorded to the MoE however, enforcement lies within the prerogatives of the Ministry of Interior. In conclusion, 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 monitornng 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 such as the ministries of transport, industry, and public health. In the context of the proposed CHUD project, the needs in environmental management fall within several sectors ranging from archaeology and cultural heritage to waste management, and water quality. While Lebanon in general and the CHUD project cities in particular, suffer from problems associated with the lack of proper management of basic sectors (water, wastewater, solid waste) 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 74 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 mntigation of potential environmental impacts. For this purpose, 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 measures. Environmental training sessions will be conducted annually for a period of two days during the construction phase and three years thereafter. The training program will emphasize on pollution prevention measures during both phases. The cost and schedule of this training program are included with environmental monitoring. In an effort to strengthen institutional capacity and environmental awareness, training sessions on the proposed CHUD project shoul be opened for individuals from the MoE as well as concemed ministries and agencies such as the MoTPW, MoIM, CDR, NGOs, etc. In addition, the scope of the training sessions may not be limited to just issues related to the CHUD. 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 75 10. PUBLIC PARTICIPATION In initial consultation meetings, the municipal councils in selected cities that have significant cultural heritage enthusiastically supported the idea of restoring active and productive urban life, conserving 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 strategy 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 the residents of the municipalities concemed. A second round of town meetings has been initiated to further discuss environmental aspects of the project components. One such meeting was completed in the City of Tyre with other meetings scheduled in late June in other cities. Such meetings are providing feedback conceming the overall scope of the project and the EIA process and this feedback will be taken into consideration in the final design phase. A full record of these meetings including a list of people who attended, their feedback, and the results of questionnaire (Annex E) that is being administered during the meetings will be included in the final EIA report. BIBLIOGRAPHY A.R.S. Progetti Sri, 2002. Cultural Heritage and Urban Development Project Baalbeck Urban Conservation and Design Study, Phase 1, Draft Report, CDR, Beirut, Lebanon. Atelier des Architectes Associes (AAA), 2002. Urban Conservation Design Studies for Byblos- Cultural Heritage and Tourism Development Project (Draft Final Report), CDR, Beirut, Lebanon. Consulting Engineers Salzgitter GMBH (Germany), Bureau Technique pour le Development (BTD), and LYSA Lyonaise des Eaux (France), 1998. Feasibility study for Tripoli Sewerage (Final Report), CDR and Ministry of Hydraulic and Electric Resources, Beirut, Lebanon. Dar Al Handasah, 1998. Baalbeck Master Plan Study, Final Report, Volumes I and 2, Ministry of Public Works, General Directorate of Urban Planning, Beirut Lebanon. Debs and Tabet Architects, 2001. Rehabilitation et Revitalisation Urbaine de la Ville de Tripoli CDR, Beirut, Lebanon. El Khoury, P., Bachy, E., Ghorayeb, A., Faycal, J., Bikai, P., and Nasr, S., 2002 Urban Conservation and Design Studies for Tyre Old City, Actions Pilotes (Draft Final Report), CDR, Beirut, Lebanon. Information Intemational, 2001. Stakeholder Analysis and Social Assessment for the Proposed Cultural Heritage and Tourism Development Project (Final Report), CDR, Beirut, Lebanon. Japanese Intemational Cooperation Agency (JICA), 2001. Environmentally Friendly Integrated Transportation Plan for Greater Tripoli (Draft Final Report), CDR, Beirut, Lebanon. 76 Jouzy and Partners, 1995. Water and Wastewater Feasibility Studies in Saida Drainage Zone, Final EIA Report, CDR and Ministry of Hydraulic and Electric Resources, Beirut, Lebanon. Khayyat, Z., 2001. Groundwater conditions in the Koura-Zgharta Miocene Limestone Aquifer, MS Thesis, Departmnent of Geology, American University of Beirut, Beirut, Lebanon. Lahmeyer International and Al Mouhit Company (MCC), 1995. Water and Wastewater Study for Sour Drainage Zone, Environmental Assesment, CDR and Ministry of Hydraulic and Electric Resources, Beirut, Lebanon. Lahmeyer International and Dar Al Handasah (Nazih Taleb), 1999. SWEMP South Lebanon, EIA Henniye-Zebquine, Draft Final Report, CDR, Beirut, Lebanon. Libanconsult - Cabinet Merlin, 1998. Etudes de Faisabilites de Projets D'Assainissemnt - Region No 1: Chekka - Batroun - Jbeil, Schema Directeur (Draft Report), CDR, Beirut, Lebanon. Libanconsult, 1996. SWEMP - Etude d'lmpact de la Decharge Controlee de Baalbeck, CDR, Beirut, Lebanon Libancosult, 2001. Etude d'lmpact de la Decharge Controlee de Hbaline-Jbeil, Solid Waste Environmental Management Project (SWEMP), CDR, Beirut, Lebanon. Quba'a, R, 2001. Water Pricing for Multi Sectoral Allocation: The Case of Tyre.Qasmiyeh Area, Lebanon, Thesis, Department of Civil and Environmental Engineering, American University of Beirut, Beirut, Lebanon. 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, Volume 1: Policies, Procedures, and Cross Sectoral Issues, Technical Paper Number 139, Volume Hl: Sectoral Guidelines, Technical Paper Number 140, Volume I1: 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. World Bank, 2001. Environmental Impact Assessment of the Baalbeck Water Supply and Wastewater Treatment Palnt, The World Bank, Washington, DC. Yahya, M., 2002. Resettlement Action Plan for Khan El Askar, Tripoli (Phase 1) - Draft Report, CDR, Beirut, Lebanon. 77 CONTRIBUTORS The present EIA report was prepared by Dr. Mutasem EI-Fadel, Professor of Environmental Engineering at the American University of Beirut. Dr. El-Fadel is being assisted by several individuals who are listed below with their academic background. Mr. Farouk Merhebi BS Agricultural Engineering,, MS Environmental Engineering Mr. Ibrahim Alameddine BS Biology, MS Environmental Technology Ms. Marianne Kazopoulo BS Physics, MS Environmental Technology Ms. Rania Maroun BS Environmental Health, MS Environmental Technology Mr. Raja Bou Fakr BS Civil Engineering, MS Environmental Engineering Mr. Ziad Khayat BS Geology, MS Hydrogeology Mr. Rayan Bsat BS Civil Engineering, MS Water Resources Engineering 78 ANNEXES Annex A Calculation of impact of construction activities on air quality Annex B Calculation of impact of construction activities on air quality Annex C Safety, Health, and Environmental Regulations Annex D National standards for environmental quality, Decision 8/1 dated January 2001 Ministry of Environment, Antelias, Lebanon Annex E Environmental questionnaire for public consultation Annex F Public partidpation record 79 Annex A Calculation of 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 finm 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 [jim]), as well as with the speed and weight of the average vehicle, and negatively correlated with the soil moisture content An approximate aerial emission factor (EF) for the construction activities that is used in the estimation of total emissions (USEPA, 1995) is: EF = 0. 3 Kg/m 2/montth ofactiviil Hence, the temporal emission factor for the total constructon area of 200 nr and a duration of 6 months of actvity, considering 30 days/month and 8 hours/day of work is: S = 0 3 x200 /(30x 8 x 3600) S = 0.07 g/s Note that a better method is to estimate construction emissions for a particular construction site, the construction process be broken down into component operations, each involving traffic and matenal movement Rate of PM emission (mass/time) = [EF(massAvohlme of material handled) x volume of material activity handled/tnme)] However, due to the random nature of construchion activities, and lack of design data, the extent of PM impact cannot be quantified using this method. Step 2 Summaiy of key meteorological parameters with regard to air pollution dispersion namely, mixing height, inversion height, and mean annual wind speed (Table Al). Table Al. Summary of key meteorological parameters Parameter Typicd scenario Worst case scenano MLxng height I OOO m I m Average wind speed 4b m/sec I m/sec Wind duection west west De Nevers, 1995 b Average monthly wind speed for the years 1995-1999 recorded by the AUB weather monitcring station I Predominart wind directon as recorded by the AUB weather monitoring station Step 3: Application ofthe 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 Al) and the following simplifying assumptions were made (DeNevers, 1995) 2 The value Is most apphcable to construction operations with (I) mechum activity levelS (2) moderate silt contents, and (3) senuand dimate. 80 • 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 w ~~~~L Figure A 1. Rectangular city in a fixed box model SL WLuH Where, c = Concentration of PM in the entire site (Pn3) b = Background PM concentration (gg/rn) S = Enussion rate of PM (rggs) 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 A2, taking into consideration two scenarios: the typical scenario and the worst-case scenario. Table A2. Input data for the box model Parameter Typical scenario Worst case scenario W 14m 14 m L 14m 14 m H 1000 m I m b' 116 iggm3 1 16 pem u 4 mis I nYs S 70,000 pigs 70,000 ps lAverage TSP concentration in Beirut (El Fadel M. and Massoud M, 2000) By direct substitution of the values in Equation 1, the predicted total PM concentration at the OSR site is expected to range between 117.25 1gM3 under typical conditons, and 5,116 pg1i m3 under worst-case conditions. For typical conditions, the expected PM emissions are below the proposed Lebanese 24-hr standard (120 gg4n . However, under worst-case conditons, whuch typically occur dunng the summer, the expected PM emissions markedly exceed the Lebanese standard. 81 Annex B Calculation of impact of construction activities on air quality The first step in the noise quantification was the determination of the total site Lq from the different operations listed in Table 5-2 using Equation 1. I N Leq = I log T E T,(1(0)4/0 (I) 1=1 Where L, = Lcq for the ith phase (Table 5-2) T, = Total time duration for the ith phase T = Total time of operation from the beginning of the inutial phase (i=l) to the end of the final phase (i=N) N = Number of phases Taking into consideration the five construction phases listed in Table 5-2, with each having an estimated average duration of I month, the total L for the site was estimated at 86.8 dBA. This noise level exceeds the Lebanese guidelines (Table BI) for a zone with the characteristics of the Pivject Area (65 dBA) However, this value was lower than the OSHA standard for an 8hr exposure (90 dBA). In this case, the exposure of workers to noise during their work shift is acceptable. Table B I Lebanese noise guidelines in different zones (Mmnistry of Environment, 1996) Maimum accepted noise level dBA Ar-ea classificafionI Day Evening Night3 Business district 55 - 65 50-60 45 -55 Residential area with few construction sites, 50- 60 45-55 40 - 50 commercial activities or on highway Urban residential area 45- 55 40-50 35 - 45 Residential suburb 40- 50 35-45 30-40 Rural residental, hospital, public garden 35- 45 30-40 25 - 35 Industnal zone 60- 70 55 -65 50 - 60 i7am.to6p.m 26pm to IOp.m 310pm.to7am. To deternune the propagation of noise levels at various radial distances from the construction site, Lq was corrected using Equation II: L,, adjusted = -20 log( x + 250) + 48 (11) 82 Annex C Safety, Health, and Environmental Regulations 83 Annex D National standards for environmental quality, Decision V/l dated January 2001 Ministry of Environment, Antelias, Lebanon 84 Annex E Environmental questionnaire for public consultation 85 Annex F PubOic participadon record 86