SFG3708 COUNCIL FOR DEVELOPMENT AND RECONSTRUCTION (CDR) ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA) FOR THE BUS RAPID TRANSIT (BRT) SYSTEM BETWEEN TABARJA AND BEIRUT AND FEEDERS BUSES SERVICES October 13, 2017 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT INFORMATION ELARD LEBANON COUNCIL FOR DEVELOPMENT AND RECONSTRUCTION Document Type: Draft Report Contract Ref: 19707 Environmental and Social Impact Assessment (ESIA) for No. of Pages: 369 the Bus Rapid Transit System between Tabarja and Beirut and Feeders Buses Services Environmental and Social Impact Assessment Report Version no.: A Document Control Revision / Date Issued by: Reviewed by: Approved by: A-for Client Review See APPENDIX B Hanadi Musharrafiyeh Ricardo Khoury October 13, 2017 Disclaimer This report has been prepared by the joint venture ELARD-EGIS for the CDR, with all reasonable skill, care and diligence within the terms of the contract with the client, incorporating our General Terms and Conditions of Business and taking account of the resources devoted to it by agreement with the client. The information contained in this report is, to the best of our knowledge, correct at the time of printing. The interpretations and recommendations are based on our experience, using reasonable professional skill and judgment, and based upon the information that was available to us. This report is confidential to the client and we accept no responsibility whatsoever to third parties to whom this report, or any part thereof, is made known. Any such party relies on the report at their own risk. PREPARED BY ELARD i ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT TABLE OF CONTENTS TABLE OF CONTENTS Table of Contents ........................................................................................................................................ ii List of Tables ................................................................................................................................................. iv List of Figures ............................................................................................................................................... vii List of Acronyms ........................................................................................................................................... x Executive Summary ................................................................................................................................. 13 1. Introduction ..................................................................................................................................... 51 1.1 General Overview ................................................................................................................... 51 1.2 Project Proponent: Council For Development and Reconstruction ............................. 53 1.3 ESIA Practitioner: ELARD ......................................................................................................... 53 1.4 ESIA Study and Report Structure ........................................................................................... 53 2. Project Description ......................................................................................................................... 55 2.1 Project Background and Objectives ................................................................................... 55 2.2 Project Location ....................................................................................................................... 56 2.3 Project Components ............................................................................................................... 59 2.4 Construction Phase ................................................................................................................. 68 2.5 Operational Phase .................................................................................................................. 76 3. Policy, Legal, and Administrative Framework .......................................................................... 89 3.1 Institutional Framework Relevant to the Project ................................................................ 89 3.2 Legislative Framework Relevant to the Project ................................................................. 95 4. Environmental and Social Baseline Conditions ...................................................................... 119 4.1 Introduction ............................................................................................................................ 119 4.2 Description of Project Surroundings and Nearby Sensitive Receptors ........................ 119 4.3 Physical Environment ............................................................................................................ 125 5. Public Consultation ...................................................................................................................... 233 5.1 Key Stakeholder Meetings ................................................................................................... 233 5.2 Public Consultation Meetings ............................................................................................. 241 6. Analysis of Project Alternatives .................................................................................................. 256 6.1 No Project Alternative .......................................................................................................... 256 6.2 Elevated BRT Corridors .......................................................................................................... 258 6.3 Bus Technology Alternatives ................................................................................................ 259 7. Environmental and Socio-Economic Impact Assessment ................................................... 264 7.1 Impact Identification and Assessment Methodology .................................................... 264 7.2 Potential Sources of Impacts............................................................................................... 269 7.3 Sources of Cumulative Impacts.......................................................................................... 275 7.4 Impacts on Traffic .................................................................................................................. 276 7.5 Impacts on Emissions and Air Quality ................................................................................ 286 7.6 Impacts on Noise ................................................................................................................... 290 7.7 Impacts on Soil and Water Resources ............................................................................... 292 7.8 Impacts on Archaeological and Cultural Heritage ........................................................ 294 PREPARED BY ELARD ii ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT TABLE OF CONTENTS 7.9 Impacts on Biodiversity ......................................................................................................... 296 7.10 Impacts on Health and Safety ............................................................................................ 296 7.11 Impacts on Socio-Economic Aspects................................................................................ 299 7.12 Summary of Environmental Impacts Before and After Implementation of Mitigation Measures .............................................................................................................................................. 301 8. Mitigation and Monitoring Plan ................................................................................................. 307 8.1 Introduction ............................................................................................................................ 307 8.1 Environmental and Social Management Plan ................................................................ 308 8.2 Environmental and Social Impacts Monitoring Plan ....................................................... 344 9. Conclusion ..................................................................................................................................... 352 10. Appendices................................................................................................................................... 354 APPENDIX A – List of Technical and Non-Technical References ............................................... 355 APPENDIX B – List of ESIA Preparers .................................................................................................. 358 APPENDIX C – MoE Response on Screening .................................................................................. 359 APPENDIX D – MoE Approval of Scoping Report .......................................................................... 360 APPENDIX E – Booklet for the Baseline Assessment ...................................................................... 361 APPENDIX F – Letters from Public Administrations ......................................................................... 362 APPENDIX G – Focus Group Meetings ............................................................................................ 363 APPENDIX H – Stakeholder Engagement and Consultation plan ............................................. 364 APPENDIX I – Public Consultation at the Scoping Phase ............................................................ 365 APPENDIX J – Public Consultation at the ESIA Phase ................................................................... 366 APPENDIX K – Emission Assessment Study ....................................................................................... 367 APPENDIX L – List of Native Trees, Shrubs and Herbs to Enhance the Visual Aspect of the Facility and Play a Role in Reintroducing Native Plant Species to Different Areas ............... 368 PREPARED BY ELARD iii ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT LIST OF TABLES LIST OF TABLES 2-1. Table ‎ Components of the BRT System ....................................................................................... 62 2-2. Table ‎ Machinery, Equipment and Vehicles for General Construction ............................... 72 2-3. Table ‎ Machinery, Equipment and Vehicles for Road Construction .................................... 73 2-4. Table ‎ Devices for Traffic Control ................................................................................................. 74 2-5. Table ‎ Bus Stop Types and Amenities .......................................................................................... 79 3-1. Table ‎ Mandates of the Main Concerned Authorities/ Institutions ....................................... 89 3-2. Table ‎ Overview of the Lebanese Legislative Texts Relevant to the Project ....................... 96 3-3. Table ‎ Lebanese Ambient Air Quality Standards and WHO Air Quality Guidelines ........ 104 3-4. Table ‎ Permissible levels of Pollutants in Exhaust Fumes of Diesel-powered Buses ........... 105 3-5. Table ‎ Permissible Ambient Noise Levels in Selected Regions ............................................. 105 3-6. Table ‎ EHS General Guidelines for Noise Levels ...................................................................... 106 3-7. Table ‎ National Standards for Fuel ............................................................................................ 106 3-8. Table ‎ Standard Constituents of Unleaded Gasoline 92 Octane, Unleaded Gasoline 95 (Regular) Octane, Unleaded Gasoline 98 (Premium) Octane and Diesel Oil ..... 106 3-9. Table ‎ Speed Limit for Each Type of Road ............................................................................... 107 3-10. Summary of the Relevant Articles of Section 5 of the Law No. 220/2000 .............. 111 Table ‎ 3-11. Maximum Length of the Ramp in relation to its Maximum Inclination ................... 113 Table ‎ 3-12. Specifications for Construction that Caters for PwDs ................................................ 114 Table ‎ 3-13. Laws Ratifying the International Conventions of Relevance to the Project ......... 117 Table ‎ 4-1. Table ‎ Identified Sensitive Receptors and their Relevance to the BRT Project ................. 123 4-2. Table ‎ Roadway Characteristics for Urban Roads ................................................................. 129 4-3. Table ‎ Roadway Characteristics for Interurban Road ........................................................... 129 4-4. Table ‎ Traffic Counts Results at AM and PM Peak Hours ....................................................... 130 4-5. Table ‎ Types of Pollutants from Vehicles and their Impacts ................................................. 133 4-6. Table ‎ Annual Emissions to Air and their Contributing Sectors (2010) ................................. 134 4-7. Table ‎ Emissions Load from the Road Transport Sector ......................................................... 134 4-8. Table ‎ Summary of Air Pollutant Concentrations in Lebanon based on the available literature .............................................................................................................................. 135 4-9. Table ‎ Direct GHG Emissions from the Road Transport Sector ............................................. 138 4-10. Noise Level Measurements on Nahr El Kalb-Tabarja Road at Peak Hours, road Table ‎ level ..................................................................................................................................... 140 4-11. Noise Level Measurements on Nahr El Kalb-Tabarja Road at Peak Hours, taken Table ‎ inside first-floor apartments and commercial centers............................................... 141 4-12. Description of the Noise Monitoring Locations ........................................................... 143 Table ‎ 4-13. Summary of Measured Baseline Sound Levels ............................................................ 153 Table ‎ 4-14. Main Geological Formations Outcropping within the Study Area ......................... 156 Table ‎ 4-15. Surface Water Bodies that are Crossed by the Proposed BRT Corridor ................. 161 Table ‎ 4-16. Description of the Proposed Locations of P&R Facilities ........................................... 166 Table ‎ 4-17. Lebanon‟s Population Forecast ..................................................................................... 174 Table ‎ 4-18. Socio-Economic Data Relevant to the BRT Project ................................................... 176 Table ‎ PREPARED BY ELARD iv ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT LIST OF TABLES 4-19. Estimated Public Transportation Fleet in Greater Beirut Area and North Region 180 Table ‎ 4-20. Travel Time Cost under Different Driving Conditions in GBA in US¢/pass∙km ........ 184 Table ‎ 4-21. Congestion Cost in Urban Settings in US¢/pass.km .................................................... 184 Table ‎ 4-22. Fare Structure in LBP ......................................................................................................... 185 Table ‎ 4-23. Road Speed Survey Measurements .............................................................................. 190 Table ‎ 4-24. Description of Bus Services in the Study Area ............................................................. 192 Table ‎ 4-25. Focus Group Meeting Findings: Public Transport Syndicates and Unions ............. 198 Table ‎ 4-26. Information about Buses and Vans ............................................................................... 205 Table ‎ 4-27. Description of the Points of Interest in the Different Towns along the Northern Table ‎ Highway .............................................................................................................................. 208 4-28. Description of Beirut Districts and the Cultural Points of Interest in Each District .. 216 Table ‎ 5-1. Table ‎ Summary of the Meetings and Outcomes .................................................................. 234 5-2. Table ‎ Questions and Comments Raised by the Participants and Responses ................. 242 5-3. Table ‎ Comments and Concerns Expressed via the Feedback Forms .............................. 247 5-4. Table ‎ Questions and Comments Raised by the Participants and Responses ................. 251 5-5. Table ‎ Comments and Concerns Expressed via the Feedback Forms .............................. 254 6-1. Table ‎ BRT System versus No Project Alternative ..................................................................... 256 6-2. Table ‎ Elevated BRT versus Road-level BRT Systems ............................................................... 258 6-3. Table ‎ Comparison between Different Bus Technologies ..................................................... 261 7-1. Table ‎ Impact Identification Matrix for the Construction and Operation Phases of the Project ................................................................................................................................. 265 7-2. Table ‎ Questions for Addressing Considerations under Impact Consequence Criteria . 266 7-3. Table ‎ Consequence Assessment Criteria Template Table .................................................. 266 7-4. Table ‎ Consequence Assessment Criteria ............................................................................... 267 7-5. Table ‎ Likelihood Categories and Rankings Impacts ............................................................. 267 7-6. Table ‎ Impact Significance Levels ............................................................................................. 268 7-7. Table ‎ Sources of Impacts and Potential Impacts during the Design/Pre-Construction Phase ................................................................................................................................... 269 7-8. Table ‎ Sources of Impacts and Potential Impacts during the Construction Phase ......... 272 7-9. Table ‎ Sources of Impacts and Potential Impacts during the Operation Phase .............. 274 7-23. Consequence Assessment on Traffic ............................................................................ 277 Table ‎ 7-10. Ranking of Consequence on Traffic Conditions during Construction ................... 280 Table ‎ 7-11. Ranking of Consequence on Traffic Conditions during Operation ........................ 281 Table ‎ 7-12. BRT Results on each Line – AM Peak Hour ................................................................... 282 Table ‎ 7-13. BRT Results on each Line – PM Peak Hour .................................................................... 282 Table ‎ 7-14 Number of Boarding Passengers on each Line ............................................................ 283 Table ‎ 7-15. Volumes in PCU on major Sections – AM Peak hour – Tabarja – Beirut Direction 283 Table ‎ 7-16. Volumes in PCU on major Sections – PM Peak hour – Tabarja – Beirut Direction . 283 Table ‎ 7-17. Passengers shifted on major Sections – Tabarja – Beirut Direction ......................... 284 Table ‎ 7-18. Volumes in PCU on major Sections – PM Peak hour – Beirut - Tabarja Direction . 284 Table ‎ 7-19. Volumes in PCU on major Sections – AM Peak hour – Beirut - Tabarja Direction . 284 Table ‎ PREPARED BY ELARD v ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT LIST OF TABLES 7-20. Passengers shifted on major Sections – Beirut - Tabarja Direction .......................... 284 Table ‎ 7-21. Impact of the Project for AM year 2023 ....................................................................... 285 Table ‎ 7-22. Impact of the Project for PM year 2023 ....................................................................... 286 Table ‎ 7-23. Consequence Assessment on Emissions and Air Quality .......................................... 287 Table ‎ 7-24. Emissions of the Different Pollutants per Scenario ...................................................... 288 Table ‎ 7-25. Emissions of GHG for S1 and S2 Scenarios ................................................................... 288 Table ‎ 7-26. Consequence Assessment on Noise ............................................................................. 290 Table ‎ 7-27. Evaluation Criteria for the Magnitude of Impact on Noise Levels .......................... 290 Table ‎ 7-28. Construction Equipment Noise Levels at 30 meters ................................................... 291 Table ‎ 7-29. Consequence Assessment on Soil and Water Resources......................................... 293 Table ‎ 7-30. Consequence Assessment on Archaeological and Cultural Heritage ................. 295 Table ‎ 7-31. Consequence Assessment on Biodiversity ................................................................... 296 Table ‎ 7-32. Consequence Assessment on Health and Safety ...................................................... 297 Table ‎ 7-33. Consequence Assessment on Socio-Economic Aspects ......................................... 299 Table ‎ 7-34. Summary of Environmental Impact Assessment (Before and After Mitigation) Table ‎ during Design/Pre-construction Phase ......................................................................... 301 7-35. Summary of Environmental Impact Assessment (Before and After Mitigation) Table ‎ during Construction Phase .............................................................................................. 302 7-36. Summary of Environmental Impact Assessment (Before and After Mitigation) Table ‎ during Operation Phase .................................................................................................. 304 8-1. Table ‎ Environmental and Social Management Plan for the Design/Pre-Construction Phase ................................................................................................................................... 309 8-2. Table ‎ Environmental and Social Management Plan for the Construction Phase .......... 314 8-3. Table ‎ Environmental and Social Management Plan for the Operation Phase ............... 333 8-4. Table ‎ Construction Phase Monitoring ...................................................................................... 345 8-5. Table ‎ Operation Phase Monitoring .......................................................................................... 347 8-6. Table ‎ Sustainability Monitoring .................................................................................................. 348 PREPARED BY ELARD vi ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT LIST OF FIGURES LIST OF FIGURES 1-1. Overview of the Land Transport Strategy and the Public Transport Components 52 Figure ‎ 2-1. Traffic Congestion along the Northern Corridor of the Greater Beirut Area .......... 55 Figure ‎ 2-2. Examples of BRT Systems ................................................................................................... 56 Figure ‎ 2-3. Overall BRT Alignment ........................................................................................................ 57 Figure ‎ 2-4. Beirut Inner and Outer BRT Rings ...................................................................................... 58 Figure ‎ 2-5. BRT Stations between Charles Helou and Tabarja ....................................................... 60 Figure ‎ 2-6. BRT Stations on the Beirut Outer and Inner Rings .......................................................... 61 Figure ‎ 2-7. Feeder Bus Network............................................................................................................ 67 Figure ‎ 2-8. Sign Stops.............................................................................................................................. 78 Figure ‎ 2-9. Bench Stops ......................................................................................................................... 78 Figure ‎ 2-10. Shelter Stops ......................................................................................................................... 78 Figure ‎ 2-11. Station Stop .......................................................................................................................... 79 Figure ‎ 2-12. Median Bus Station ............................................................................................................. 80 Figure ‎ 2-13. Basic Spatial Needs and Minimal Width for Pedestrians ............................................. 81 Figure ‎ 2-14. Pedestrian Stairs with Intermediate Landing ................................................................. 82 Figure ‎ 2-15. Multiple Configuration of Stairs Transporting Passengers between the Median BRT Figure ‎ Station and the Sidewalks via a Pedestrian Bridge ...................................................... 82 2-16. Elevator Dimensions and Entry/Exit Configuration ....................................................... 83 Figure ‎ 2-17. Bus Depot Design Setting .................................................................................................. 84 Figure ‎ 2-18. Bus Terminal in Curitiba, Brazil ........................................................................................... 85 Figure ‎ 2-19. Bus Terminal in Bogota, Colombia................................................................................... 85 Figure ‎ 2-20. Bus Terminal in Quito, Ecuador ......................................................................................... 86 Figure ‎ 2-21. Charles Helou Bus Station, Beirut ..................................................................................... 87 Figure ‎ 2-22. Park and Ride Facility ......................................................................................................... 87 Figure ‎ 3-1. Schematic Diagram of the EIA Licensing Procedure ................................................ 102 Figure ‎ 3-2. Top Schematic Showing the Case when the Parking Lot is Perpendicular to the Figure ‎ Road and Bottom Schematic Showing the Case when the Parking Lot Makes a 45˚ Angle with the Road .................................................................................................. 113 4-1. Proposed Beirut Outer Ring BRT Line and Zones ......................................................... 121 Figure ‎ 4-2. Proposed Beirut Inner Ring BRT Line and Zones .......................................................... 121 Figure ‎ 4-3. Average Maximum and Minimum Temperatures at Fanar LARI Station (January Figure ‎ 2015 – December 2015) ................................................................................................... 125 4-4. Average and Maximum Wind Speed Data recorded at Fanar LARI Station Figure ‎ (January 2015 – December 2015) ................................................................................. 126 4-5. Wind Direction at the Beirut Area (a) and Coastal Highway Area (b) .................. 126 Figure ‎ 4-6. Monthly Precipitation Rates Recorded at Fanar LARI Station for the Year 2015 .. 127 Figure ‎ 4-7. Rainfall Map of the Study Area ...................................................................................... 127 Figure ‎ 4-8. Current Bus Routes ............................................................................................................ 132 Figure ‎ 4-9. Contribution of Different Vehicle Categories to Emissions of Pollutants with Indirect Figure ‎ Global Warming Potential (2011) .................................................................................. 135 PREPARED BY ELARD vii ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT LIST OF FIGURES 4-10. Contribution of Different Vehicle Categories to Direct GHG Emissions (2010) ..... 139 Figure ‎ 4-11. Noise Monitoring Locations ............................................................................................. 142 Figure ‎ 4-12. Topographic Map of the BRT Study Area .................................................................... 155 Figure ‎ 4-13. Geological Map of the Study Area along the BRT Corridor ..................................... 158 Figure ‎ 4-14. General Geological and Tectonic Map of Lebanon Showing the BRT Location 159 Figure ‎ 4-15. Map Showing the Private Wells along the BRT Corridor ............................................ 160 Figure ‎ 4-16. Main Rivers and Streams Crossing the BRT Corridor and Groundwater Flow in the Figure ‎ Study Area .......................................................................................................................... 162 4-17. Faults within Lebanon ...................................................................................................... 163 Figure ‎ 4-18. Location of the Most Recent Earthquake in Lebanon .............................................. 163 Figure ‎ 4-19. Recorded Earthquake Events in and around Lebanon between 1998 and 2009 Figure ‎ with Magnitudes ≥ 2 on the Richter Scale ................................................................... 164 4-20. Seismic Hazard Map ......................................................................................................... 164 Figure ‎ 4-21. Median Strip with Eucalyptus Trees on Jdeideh Highway ........................................ 170 Figure ‎ 4-22. Vegetated Median Strip Next to AUB Campus in Beirut ........................................... 171 Figure ‎ 4-23. Panoramic view of part of Plot 531 in Tabarja ............................................................ 171 Figure ‎ 4-23. West side of Plot 533 dominated by Exotic and Invasive Species .......................... 172 Figure ‎ 4-24. Aerial view of Safra site and Bordering Native Trees to be Protected ................... 173 Figure ‎ 4-25. Population Distribution in 2009 according to Age and Sex ...................................... 175 Figure ‎ 4-26. Vehicle Type Distribution in GBA .................................................................................... 179 Figure ‎ 4-27. Mobility Costs Components ............................................................................................ 183 Figure ‎ 4-28. Percentage Distribution of the Annual Expenditure of Households on Transport by Figure ‎ Annual Expenditure Category of Household in thousands LBP ............................... 183 4-29. Percentage Distribution of the Annual Expenditure of Individuals on Transport by Figure ‎ Annual Expenditure Category of Individual in thousands LBP ................................. 183 4-30. Causes and Types of Traffic Accidents ........................................................................ 186 Figure ‎ 4-31. Newly Registered Vehicles by Type (2015) .................................................................. 188 Figure ‎ 4-32. Vehicle Percentage Distribution by Model Year ........................................................ 189 Figure ‎ 4-33. Passenger Transport Energy and Transport Energy Demand ................................... 189 Figure ‎ 4-34. Speed Profile of a Simulated Vehicle in Greater Beirut Area .................................. 190 Figure ‎ 4-35. Characteristics of the Initial Social Survey Interviewees ........................................... 195 Figure ‎ 5-1. Photographic Records of the Scoping Public Consultation Meeting .................... 248 Figure ‎ 5-2. Postings about the Scoping Public Consultation Meeting on Social Media ........ 249 Figure ‎ 5-3. Photographic Records of the ESIA Public Consultation Meeting............................ 255 Figure ‎ 6-1. Elevated BRT Corridor and Stations in Xiamen, China ............................................... 260 Figure ‎ 6-2. Elevated BRT Corridor in Nagoya, Japan .................................................................... 260 Figure ‎ 7-1. BRT Alignment .................................................................................................................... 276 Figure ‎ 7-2. BRT and Feeders Network ............................................................................................... 276 Figure ‎ 7-3. Study Area in Beirut .......................................................................................................... 277 Figure ‎ 7-4. Study Area in Mount Lebanon ....................................................................................... 278 Figure ‎ 7-5. General Approach of the Traffic Impact Assessment ............................................... 279 Figure ‎ PREPARED BY ELARD viii ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT LIST OF FIGURES 7-6. Percentage of Variation in Emissions of CO, NOx, PM 10 and SO2 with the Figure ‎ Implementation of the BRT System ................................................................................ 289 PREPARED BY ELARD ix ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT LIST OF ACRONYMS LIST OF ACRONYMS Acronym Definition AAQS Ambient Air Quality Standard AB Administrative Beirut ANSI American National Standards Institute AUB American University of Beirut BIEL Beirut International Exhibition and Leisure Center BRT Bus Rapid Transit CAS Central Administration of Statistics CBD Convention on Biological Diversity CCIA Chamber of Commerce, Industry and Agriculture CDR Council for Development and Reconstruction CGA Directorate General of Antiquities CNG Compressed Natural Gas COM Council of Ministers dBA A-weighted decibels DGLMT Directorate General for Land and Maritime Transport DGRB Directorate General for Roads and Buildings DGUP Directorate General of Urban Planning DPF Diesel Particulate Filter DSTF Dead Sea Transform Fault EA Environmental Assessment EBS Environmental Baseline Summary EEA European Environment Agency EHS Environment, Health and Safety EIA Environmental Impact Assessment ELARD Earth Link and Advanced Recources Development s.a.l. ELV Environmental Limit Value EMEP European Monitoring and Evaluation Programme ESIA Environmental Social Impact Assessment ESMP Environmental and Social Management Plan GBUTP Greater Beirut Urban Transport Project GDP Gross Domestic Product GHG Greenhouse Gas GoL Government of Lebanon GPS Global Positioning System HDV Heavy Duty Vehicle PREPARED BY ELARD x ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT LIST OF ACRONYMS IEE Initial Environmental Examination IFC International Finance Corporation ILO International Labor Organization IPCC Intergovernmental Panel on Climate Change ISF Internal Security Forces LARI Lebanese Agricultural Research Institute LDV Light Duty Vehicle LMOs Living Modified Organisms LPG Liquefied Petroleum Gas MAS Metropolitan Art Society MoC Ministry of Culture MoE Ministry of Environmnet MoEW Ministry of Energy and Water MoIM Ministry of Interior and Municipalities MoPWT Ministry of Public Works and Transport MoSA Ministry of Social Affairs MV Mini-van NGO Non-governmental Organization NMVOC Non-methane volatile organic compounds NPMPLT National Physical Master Plan for the Lebanese Territory NSEQ National Standards for Environmental Quality NSSF National Social Security Forces OCFTC Office des Chemins de Fer et des Transports en Commun ODS Ozone Depleting Substances OP Operational Policies P&R Park and Ride PAH Poly Aromatic Hydrocarbons PC Passenger Car PME Powered Mechanical Equipment POPs Persistent Organic Pollutants PwD Persons with Disabilities RAP Resettlement Action Plan RPTA Railways and Public Transport Authority SCR Selective Catalytic Reduction SEA Strategic Environmental Assessment Support Programme for Infrastructure Sector Strategies and Alternative SISSAF Financing TMO Traffic and Management Organization TMS Transportation and Mobility Consultancy PREPARED BY ELARD xi ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT LIST OF ACRONYMS TRU Transport Regulatory Unit TSP Total Suspended Particles ULSD Ultra-low Sulfur Diesel UNDP United Nations Development Programme UNESCO United Nations Educational, Scientific and Cultural Organization UNFCCC United Nations Framework Convention on Climate Change WB World Bank WC Water closet WHO World Health Organization WWTP Wastewater Treatment Plant PREPARED BY ELARD xii ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY EXECUTIVE SUMMARY Earth Link and Advanced Resources Development s.a.l. (ELARD) (the “ESIA Consultant”), in cooperation with Egis International, was appointed by the Council for Development and Reconstruction (CDR) (the “Project Proponent”) to conduct an Environmental and Social Impact Assessment (ESIA) and Resettlement Action Plan (RAP) for the Bus Rapid Transit (BRT) system between Tabarja and Beirut and feeders buses services (the “Project”). The objective of the Project is to improve transport connectivity and mobility on the coastal corridor located to the North of Beirut. This objective will be achieved through: (i) the construction of a new Bus Rapid Transit (BRT) System between Tabarja and Beirut and within Beirut, (ii) the establishment of feeder bus services to the trunk BRT line, and (iii) the establishment of appropriate institutional arrangements for the management, operation and maintenance of the new mass transit system. The World Bank (WB) prepared the “Pre-feasibility Report for a Bus Rapid Transit System for Greater Beirut” and will be appraising the Project for funding based on the outcomes of the Feasibility Study and Environmental and Social Impact Assessment. When the Project is approved for implementation, the CDR will be responsible for its construction while the operation will be under the jurisdiction of the Railways and Public Transport Authority (RPTA). Implementation of a Bus Rapid Transit (BRT) System has been identified as one of the potential investments to improve mobility and traffic circulation along the three (3) main entrances to Beirut: Northern, Southern and Eastern entrances. In the first phase, the proposed Project addresses the Northern Entrance. The remaining two (2) entrances will be studied at later stages. Project Description The Project is thus the implementation of a BRT System for the Northern Corridor of Greater Beirut linking Beirut to Tabarja. In addition, the BRT corridor will continue into the city of Beirut in an Outer Ring and an Inner Ring. A BRT System is a bus-based mass transit system with large transport capacities and has the following elements:  Alignment in the center of the road with physical separation of the dedicated lane from mixed traffic;  Stations with off-board fare collection;  Station platforms level with the bus floor and multiple bus doors for entry; and  Bus priority at intersections. The section along the Northern Highway runs from Tabarja to Beirut (Charles Helou) with a length of 24 km and has 28 stations in the median with separating distance of 850 m, connected to either side of the highway by pedestrian bridges, with stairs and elevators. The Beirut Outer Ring with a length of 18 km follows the Mirna Chalouhi Boulevard - Emile Edde - Jisr El Wati - Corniche Al Mazraa - Corniche Al Baher - Charles Helou - Nahr Al Mot. There will be 21 stations, 700 m apart, and road-level pedestrian crossings. PREPARED BY ELARD 13 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY The Beirut Inner Ring with a length of 16 km stays within the administrative boundaries of the city of Beirut. It passes through the following streets and avenues: Independence, Charles Malek, General Fouad Chehab, Spears, Omar Bin Abdel Aziz, Bani Maarouf, and Algeria. There will be 19 stops on the right hand side of the road, 570 m apart. The overall BRT alignment is shown in the figure below. Overall BRT Alignment Along with the BRT service, feeder bus services with specific itineraries are going to be provided to serve as transit, from and to the BRT stations. The feeder bus lines are based on the “20 bus lines” project prepared by the Ministry of Public Works and Transport (MoPWT). The total service fleet will comprise around 850-900 buses operating on about 20 complementary bus routes outside the main BRT trunk lines. Feeder Bus Network The third component of the Project is institutional strengthening which includes:  The delineation of the arrangements for the management, operation and maintenance of the new BRT System; and PREPARED BY ELARD 14 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY  The preparation of required studies to concession BRT operations to a private operator under the supervision of the RPTA. Public Consultation The BRT System has primarily a general public interest for commuters. Its implementation aims at enhancing public transport thereby easing traffic flows, reducing air pollutants emissions, reducing travel time, and improving road safety conditions. As part of the ESIA Study, a “Stakeholder Engagement and Consultation Plan” was developed to lay out the roadmap on how the ESIA Consultant will facilitate capturing the opinions of stakeholders. Three (3) main approaches were adopted to inform people about the Project throughout the ESIA study to solicit their opinions: 1. Key Stakeholder Meetings and Interviews, 2. Two Public Consultation Meetings at the Scoping and Draft ESIA Study stages, and 3. Focus Group Meetings. The most striking and relevant outcomes from the meetings, interviews, public hearings and focus group meetings are summarized as follows: 1- On Project Design: While a reliable and efficient mass transit system is a must, especially that the current system does not meet the expectations of the population on various levels, removing one lane to be dedicated to a busway might lead to more congestion. Furthermore, integration of the BRT bus with the feeder bus network, and P&R facilities is a necessity to create a functioning, integrated system of public transport. 2- On Environmental Matters: There is a need to have clean, low-emission buses that attract the demand of passenger car users to a sufficient level so that they switch from using private vehicles to using the bus. 3- On Social Matters: The current private operators of the common transport system will face competition from the new BRT system – in terms of road space and service provision. Construction of the BRT bus corridors is anticipated to create disruption and heavy congestion along already-saturated roads that have a poor level of service. The project design elements must cater for the needs of all persons: students, women, young adults, professionals, persons with disabilities, the elderly, and should be affordable. 4- On Institutional Matters: Lack of enforcement of the traffic law, illegal parking, traffic rules violations by all road users might be an impediment to achieving the project objectives. Furthermore, there is a general mistrust that the state institutions will succeed in creating and maintaining an operating system of mass transit. Policy, Legal and Administrative Framework The key institutions spearheading the Project are the CDR, MoPWT and RPTA in terms of design, construction, operation and maintenance. Key stakeholders who have a prominent role in supporting the implementation and ensuring the Project is implemented and operated in line with the rules and regulations are the MoIM through the TMO, the MoE and the MoC, PREPARED BY ELARD 15 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY since site preparations will be required. The municipalities are pivotal stakeholders in the implementation, especially for the feeder bus network. The applicable legislation is the responsibility of all stakeholders and actors to implement, starting with the Traffic Law No. 243/2012, Environmental Protection Law No. 444/2002, Law No. 37/2008 on Cultural Heritage, Law No. 58/1991 on Expropriation, Decree No. 8442/2002 and its amendment Decree No. 3054/2016 on Fuel Standards, and Law No. 220/2000 on the rights of persons with disabilities. Provided that the Project will be financed through loans from the World Bank, and given the nature of the project that is classed as Category A, two safeguard policies apply, namely OP 4.01 Environmental Assessment and OP 4.12 Involuntary Resettlement. Environmental and Social Baseline Environmental and socio-economic aspects considered in this ESIA are as follows:  Physical environment: emissions and air quality, noise, soil and geological setting.  Landscape and biological environment;  Socio-economic environment;  Transport network and traffic; and  Cultural heritage assets. The baseline conditions were analyzed based on 1) a desk study and 2) baseline field investigations. The results of the field and desk surveys were documented in maps, photographs and text describing the existing state of the environment prior to the proposed operation of the BRT System components. Overall Environment and Receptors For the Northern Highway alignment from Tabarja to Beirut, each station was studied separately. Each of the two Beirut Outer and Inner Rings alignments or corridors was divided into several zones with respect to major avenues/ streets/ areas. In order to define the assessment study area, a walking distance of a 300 m radius buffer area was delineated surrounding each station. Receptors within each zone were identified. Separate booklets were prepared to compile the findings of the baseline assessment. The descriptions include:  Physical characteristics of the roads/highway where the BRT buses are planned to pass;  Detailed GIS and Google Earth maps;  Photographic records;  A table providing information about the planned location of each station;  Environmental, social, cultural and archeological points of interest surrounding the stations;  General observations; and  Links with other sites/ towns/ villages/ roads. PREPARED BY ELARD 16 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Proposed Beirut Outer Ring BRT Line and Assessment Zones Proposed Beirut Inner Ring BRT Line and Assessment Zones Traffic The Project lies in the heavily urbanized and congested area of Greater Beirut. The dense nature of economic activities, housing, commercial, industrial and cultural attract a very large number of commuters on a daily basis. The AM peak hour traffic volumes on the southbound routes in the Project study area range between 339 on Harissa Highway (feeder service) and 7,024 vehicles entering Beirut at Charles Helou. The PM peak hour traffic volumes on the northbound routes range between 304 on Harissa Highway (feeder service) to 4,797 vehicles on the Jounieh Coastal Highway. Public transport in Greater Beirut is not organized within a comprehensive system and lacks a regulatory approach. Beirut chronically suffers from lack of parking spaces. One of the main reasons that the road network is operating with a bad level of service is the existence of a PREPARED BY ELARD 17 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY significant number of double park and illegal on-street parking spaces reducing the capacity of the road and blocking traffic circulation and even the sidewalks, where some cars park. Emissions and Air Quality The transport sector contributes 99% of the total CO emissions load, 62% of the total NOx load, 4.8% of the total SO2 load and 63% of the NMVOCs load. Passenger cars have the largest contribution to the emissions, since 85% of the Lebanese fleet consists of passenger cars. The road transport sector accounts for 40% of national consumption of fuel and emits 23% of national GHG emissions, contributed through urbanization, negative externalities of air pollution, traffic congestion and the old fleet of passenger vehicles. Privately-owned passenger cars are also the largest contributor to GHG emissions, with 27% of CO2, 0.87% of CH4 and 14.29% of N2O. The annual increases in the contribution of the transport sector to GHG emissions between 1994 and 2011, on the order of 8%, 6% and 15% for CO 2, CH4, and N2O respectively are notable. In terms of air quality, the ambient concentrations of NO2, PM10 and PM2.5 exceed the WHO and IFC EHS Ambient Air Quality Guidelines in and around Beirut. Hence, the coastal airshed is regarded as degraded. The coastal areas experience high levels of PM 10 which are correlated with sea breezes and dust carried over from the African and Arabian deserts. PM2.5 which constitutes 61% of PM10 concentrations is related to local emissions from traffic congestion. Noise High population density and large fleet size exacerbate the problem of noise pollution. According to a survey of noise levels in the GBA and the perception of people, the results show elevated noise levels above the national standards all around the city. Transportation noise was perceived as the major source of annoyance by majority of the respondents in the urban setting. Noise measurements were carried out over 15-minute intervals at 25 locations, as part of this study, reflecting daytime noise levels. Noise levels were measured near residential/commercial buildings and proposed bus stations to acquire baseline noise levels for the entire proposed BRT corridors - Northern Highway, Beirut Outer Ring and Beirut Inner Ring. All noise levels approach or exceed the Lebanese standards and the IFC EHS Guidelines, the existing noise levels throughout the project corridor fluctuate between 67 and 81 dB(A) by location, depending on site characteristics such as proximity to major roadways like Charles Helou Highway, and other noise sources, the relative elevation of roadways and receptors. Geology, Soil, Groundwater and Seismicity The topography of the area is flat on the coast, where the elevation ranges between 100 and 500 meters from the Mediterranean Sea to the west of the BRT, but becomes mountainous with increasing slopes east of the BRT corridor. There are eleven (11) geological formations and Quaternary deposits outcropping in the study area. The surface water bodies that are crossed by the proposed BRT Corridor comprise two (2) perennial rivers and three (3) seasonal streams. The major aquifers in the Study Area are the Sannine-Maameltain Limestone formation (C4-C5) and the Miocene PREPARED BY ELARD 18 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Limestone Formation (mL). Both formations include karstic aquifers with groundwater mostly flowing through fractures and cavities. The general groundwater flow direction is to the west (towards the sea). Almost all the area crossed by the BRT Corridor is characterized by seawater intrusion due to overexploitation of groundwater along the coastal area. Lebanon is located along the Dead Sea Transform Fault (DSTF) system which has several surface expressions, represented in major faults (Yammouneh, Roum, Hasbaiya, Rachaiya and Serghaya faults) and in uplifts as high mountainous terrain. The activity along the DSTF is evident from the seismic activity record. Recent work categorized the Lebanese section of the DSTF as being a strong seismic activity zone. Landscape and Biological Environment While the BRT System lies within a heavily urbanized area, some system components such as the Park and Ride (P&R) facilities will be located on empty plots of land that are vegetated, however non-productive. No areas of special concern (world heritage sites, wetlands, biosphere reserves, or protected areas) are located in the vicinity of the sites or along the median strips. Neither endangered species, nor critical ecosystems/ habitats were recorded during the field visit. The plants observed at the P&R facilities are mostly weeds and signs of degraded habitats such as Ricinus communis, Chrysanthemum coronarium and Notobasis syriaca. The existing median strips along the Tabarja-Beirut alignment mainly consist of exotic ornamental plant species such as palm, Washingtonia, eucalyptus, olive trees and others. Those species have no ecological value but have an important positive impact on local air quality and aesthetic value given their presence in congested urban areas. The median strips along the Beirut Outer Ring mainly consist of exotic ornamental plant species such as palm, Washingtonia trees and other trees, shrubs, and herbs. Those species have no ecological value but have an important positive impact on local air quality in the different areas. Some native coastal plants are observed in the median strip along Corniche Al Baher in Beirut. A highly-regarded vegetated median strip is located on the seaside next to AUB campus in Beirut. No faunal species or any traces of fauna were observed during the field visit except for pigeons and birds which are adapted to cities. All the sites are situated in urban areas and are not expected to support faunal species. Socio-economic and Mobility Aspects According to the latest statistics Lebanon‟s resident population is estimated to be 5.988 million (2016), of which 75.8% is urban population (2.226 million in the capital city of Beirut in 2015). It is important to mention that this number includes refugees, since due to the latest Syrian war crisis, it is assessed that 1.19 million refugees currently reside in Lebanon (mid-2015). The mass influx of Syrian refugees in Lebanon is one of the main challenges that Lebanon is facing today. The average annual population growth rate is 6.0% (2010-2015) while the urban annual population growth rate in the same period is 3.2%. In spite of the fact that currently there is a positive trend for population growth, future estimates show decelerating and decreasing pattern of population growth. This suggests that by mid-century Lebanon will possibly have PREPARED BY ELARD 19 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY an aging population, with larger proportion of the decreasing population (-4.1% between 2015-2050) living in urban areas. Based on the latest national survey in 2009, 10.8% of the population live in Beirut, 27% in the suburbs of Beirut and 15.8% in Mount Lebanon. The governorate of Mount Lebanon accounts for the largest share of the population and the governorate of Beirut is ranked 5th in terms of number of inhabitants, however the city of Beirut being the capital is the major economic pole in the country. The Lebanese population is young, with 44% of residents below 24 years of age. Statistics show that the households in urban areas are relatively small, with 54.7% in Beirut having members between 1 and 3. In 2014, the national GDP was USD 49,631 million; annual growth rate of 2% and per capita income of USD 8,844. The Services sector is the largest contributor to the national GDP i.e. 73.2% of the Gross Value Added, followed by Industry (23.6%) and Agriculture (3.2%). It is also estimated that 73% of the population have access to the Internet, while 71 per 100 people have mobile-cellular subscriptions. The traffic conditions in Lebanon are known for facing infrastructure challenges, congestion, and deteriorating quality of already mismanaged public transport services. Public transport modes are available in Lebanon; however, they are characterized by being unreliable and in most cases improperly distributed over the market. The city of Beirut is over- served compared to the demand, resulting in severe competition among operators, while other cities have shortage of public transport services. The available public transport means are not facilitated with the proper infrastructure to make them accessible by the public; ultimately resulting in the utility of -the only reliable option- private vehicles. According to the RPTA, the approximate number of passengers using public transport in 2014 was 1,213,268, based on 19,112 and 18,033 morning trips and evening trips respectively. The infrastructure and facilities such as bus stations, dedicated taxi-spots and proper scheduling of the available systems are almost absent in Lebanon. Mobility cost in Lebanon is estimated to be around US¢ 50/veh.km or US¢ 42/pass.km. . It is important to note that the road transport sector in Lebanon is one of the largest energy consumers (27.42% of national energy consumption). This reflects the economic burden of the transport sector not just on the public but also on the national economy. Increase in availability of properly managed public transport systems would tackle the three components of mobility cost through the reduction of pollution, less fuel consumption due to less utility of private cars, and reducing ownership costs. The annual household expenditure on transportation is the third largest (13.11% of total expenses) after Housing expenses (28.36%) and Food (20%). It is estimated that 40% of the total road fatalities are pedestrians killed in traffic accidents, compared to 10% in developed countries. Statistics show that the number of fatalities is about 600 per year or 17 per 100,000 inhabitants. Absence of sidewalks, expansion of roads at the expense of sidewalks and improper sidewalk arrangements and maintenance are the main reasons causing pedestrian accidents. In 2011, there were 1.446 million vehicles in Lebanon or 330 vehicles/1,000 population making it the third highest in the region after Kuwait (426 vehicles/1,000 population) and Bahrain (347 vehicles/1,000 population). PREPARED BY ELARD 20 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY The age distribution of the vehicles reflects the old nature of the fleet (i.e. 71% older than 10 years). The size of the fleet and the old nature also impact negatively the public transport. Average age of the shared taxis “service taxis” which are privately owned is about 20 years old, and other public transport vehicles being more than 10 years old. All transport modes of private/public buses, minivans, taxis have low occupancy rate of 1.2 passengers for taxis, 6 for vans and 12 for buses; average of 1.7 for passenger vehicles. These conditions result in high energy demand by the transport sector; 3.08 MJ/pass.km or 15.06 GJ/capita. Driving patterns and conditions also reflect the efficiency of road transportation. The average speed in GBA is around 18 km/hr and decreases to <10 km/hr in peak traffic conditions. Currently, there is a functioning, mostly informal mass transit system that consists of private station operators and bus drivers who run one or more buses in the same area of operation of the BRT and its feeder network. The survey of operators described the routes, fleet sizes, number of roundtrips per day and passengers, along with the fares demanded. A round-up of the surveyed figures shows: 1- 1,414 buses that do 3,501 round trips per day, carrying 136,371 passengers per day, and collecting a gross revenue of 234,316,000 million LBP per day (156,211 USD per day) 2- 2,935 minivans that do 17,088 round trips per day, carrying 372,539 passengers per day, and collecting a gross revenue of 398,354,000 million LBP per day (265,570 USD per day) The daily turnover of the current mass transit system in the study area is at least 421,780 USD. A back-of-the-envelope calculation of the annual profits of a bus operator that rents a bus, hires a driver, pays for diesel and pays for a stop in an illegal bus station, and the bus would operate for 27 days per month, can reach at least 11,000 USD/year. The socio-economic inductive study was conducted via an initial opinion survey, focus group meetings to gauge social perceptions, and interviews with key informants. The purpose of the initial survey that was conducted during the scoping phase was to collect background information about the current modes of transportation and the public‟s opinions regarding uptake of public transport in the Project area. A total of 60 questionnaires were filled. The opinion census results showed the willingness of the Lebanese population to use public transport and a rather strong awareness of the benefits of a well-managed public transport system. Four (4) types of focus groups were identified for the focus group meetings as follows: 1- Persons with commercial interests along the BRT routes (northern highway, outer and inner rings) – this branched into two (2) meetings according to geography: a. Meeting conducted at the training center of Beirut and Mount Lebanon Chamber of Commerce, Industry and Agriculture (CCIA-BML) with Beirut commercial establishments; and PREPARED BY ELARD 21 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY b. Meeting conducted at ELARD offices with Metn and Kessrouane commercial establishments. 2- Syndicates and Public Transport Unions (meeting conducted at ELARD offices). 3- General public where persons were selected such that they represent the social fabric from all walks of life – women, men, elderly, students, etc. Three (3) focus group meetings were conducted with the general public:  Focus group meeting with Metn public (meeting conducted at the El Saydeh Church parish in Sin El Fil);  Focus group meeting with Kessrouane public (meeting conducted at Saydet al- Maounat parish in Haret Sakher); and  Focus group meeting with Beirut public (meeting conducted at the Municipality of Beirut). 4- Persons with Disabilities (PwDs) (meeting conducted at Arc-en-ciel Non-Governmental Organization (NGO). NGOs (representing the civil society), mainly working on the public transport sector were invited to the four (4) types of focus groups listed above. A total of seven (7) focus group meetings were held during the months of February, March, April and May 2017. Due to low turnout of representatives of public transport syndicates and commercial establishments, specific meetings were requested with representatives who agreed to meet and express their views. A third interview was held with an operator in the Dora station to understand the dynamics of the informal mass transit system. Land The BRT Corridor will occupy the road right of way along its trajectory, and hence there is no change in land use along the corridor. Nonetheless, in some areas along the highway in the northern corridor from Nahr el Kalb to Tabarja there is a need to expropriate approximately 235 m2 of private lands to accommodate the pedestrian infrastructure of the stations along the sidewalks. The BRT Corridor in the Outer and Inner Rings is entirely located in the right of way, and no land use change or acquisition needs arises. The P&R facilities will be placed on publicly-available land which have been assessed to have no productive value. One of the P&R facilities in Kfrayassine has five illegal households with a total of 26 persons and some fruit trees. The bus depot in Safra and bus terminal in Wata Slem, Tabarja will be located on privately- owned plots 14,000 m2 (1 plot) and 6,000 m2 (3 plots and part of a fourth plot). The plots have no productive activities or housing. Nonetheless, the depot and terminal locations are non- built areas, and the creation of transport infrastructure that will become a hub for commuters and a whole fleet of buses might change the land use in the area. Land acquisition procedures and compensation estimates are fully evaluated in a Resettlement Action Plan (RAP) prepared in line with Law No. 58/1991 and World Bank OP 4.12. PREPARED BY ELARD 22 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Cultural Heritage Given the richness of the Lebanese territories with archaeological riches and cultural resources, it is important to investigate whether the Project‟s construction works might adversely affect or unearth archaeological remains with cultural and historical value. Tthe Project‟s footprint area, available at the time of the study, was shared with the Directorate General of Antiquities (DGA) to advise on potential areas of interest from an archaeological perspective. The cultural points of interest along the BRT route were highlighted using information from desk research and field surveys to pinpoint the locations of museums, galleries, neighborhoods of cultural value, etc. whose locations might be sought by future system users, and hence the bus route would be used as a means to promote cultural tourism. PREPARED BY ELARD 23 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Analysis of Alternatives No Project Alternative Without the BRT project, the population of almost 2.2 million residing in Greater Beirut and the larger urban population that commute to Beirut from the northern areas will not benefit from a sustainable, efficient, advanced and safer transport system. The urban population which is in continuous growth (87% of total population in 2050) will continue to suffer from traffic congestion, traffic accident risks, and unreliable public transport systems. The dominant transport mode would continue to be the private passenger car, while contributing to overloading the capacity of existing roads, increasing pollution levels and GHG emissions, and increasing the overall cost of mobility. Without the dedicated BRT corridor, the buses would be stuck in mixed traffic, without dedicated stations for passengers and regulated timetables. Ultimately, it is expected that there would be no improvement in the level of service that a public transport system would provide, with adverse impacts on quality of life and the environment. Elevated BRT Corridors BRT corridors running in the median highway can be constructed on separate elevated roads or underground viaducts as an alternative to ground-level structures. Due to the complexity of the underground system and the archaeological potential in Lebanon, only the elevated system is considered as a potential alternative and compared to the current project. Elevated systems can have relatively high construction costs, due to the additional requirement of raw material and complexity of the engineering, especially in already developed urban settings. Elevated roads are preferred where there are a lot of intersecting roads with the main corridor and the construction area not already developed. No additional lane is gained by having elevated structures since the columns holding the road will be occupying the space, especially in the case of construction at the median section of the road. Nonetheless, the elevated road option is advocated by the local authorities and municipalities in the Kesserouan area. A feasibility study to evaluate the elevated road option is currently being pursued by the CDR. Bus Technology Alternatives Most common buses operate on diesel fuel. Advanced models are equipped with Diesel Particulate Filters (DPF) and Selective Catalytic Reduction (SCR) technology. There are other more advanced technologies that operate on biodiesel, compressed natural gas (CNG), diesel-electric (Hybrid), electricity using overhead electric wires (Trolley) or rechargeable batteries, and Hydrogen (Fuel Cell) to name a few. Trolley buses are not considered in the comparison, since the capital cost of the buses are high and require a high-cost infrastructure of overhead wires and connecting poles in addition to constant electricity supply, which is a challenge in current circumstances in Lebanon. Other fuels also require some sort of requirements but mainly the supply of fuel. Hybrid, Biodiesel and Diesel (with DPF) require similar facilities to provide the fuel. Natural Gas and Fuel Cell buses need specific storage and supply systems that often increase the capital PREPARED BY ELARD 24 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY cost of these systems. Since natural gas infrastructure is not realized in Lebanon, buses running on natural gas may not be realistic for the short to medium term. The choice of diesel buses for the BRT System of this Project stems from the examination of available infrastructure and availability of fuel types in the local market. It is recommended to settle for a known and tested bus technology, provided that new buses are procured that run on energy-efficient engines (Euro V or Euro VI), are equipped with DPF and SCR technology to reduce PM and NOx emissions, and use ultra low sulfur diesel in conformity with the national specified standards. Potential Environmental and Social Impacts The identification and analysis of impacts consists of appraising the design information submitted by the Project Proponent, in conjunction with the baseline information of the site. A single matrix was developed to summarize the impacts expected during the construction and operation phases. The matrix describes the potential impacts through identifying the sources/activities and the pathways through which these impacts affect receptors (environment/human). The identified environmental and socio-economic impacts are assessed in terms of their Significance (Low, Moderate or High) based on the Likelihood (Low, Moderate or High) of the impact and its Consequence (Insignificant, Minor, Moderate, Major, Critical and Beneficial). A number of considerations are built into the Impact Consequence Criteria including nature, direction, magnitude, geographical extent, timing, duration and reversibility of the impact as per the MoE Decision No. 261/1/2015. PREPARED BY ELARD 25 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Sources of Impacts and Potential Impacts during the Design/Pre-Construction Phase Sources of Impacts during Design/Pre-construction Potential Environmental and Socio-economic Impacts  Public outcry and frustration from insufficient or disintegrated services that do not meet the long- standing demand for an efficient and reliable public transport system  The current design of stations‟ separating distances of 850 m on the northern highway, 700 m in the Outer Ring and 500 m in the Inner Ring encourages users within 400 m radius to exercise as they walk to the stations  Poor integration of the infrastructure with the local transit needs and cityscape might lead to poor uptake of the new BRT services, especially if the design of stations, bridges and surrounding infrastructure are not user-friendly for all people, appealing or safe for vulnerable groups such as women, youth, special needs persons and the elderly Poor integration of the BRT System with current public  Potential visual impact resulting from constructed facilities of the BRT System that do not improve transit services, other public transport systems to be the fabric and aesthetics of the urban space introduced in the future, or the surrounding  Non-inclusion or weak integration of the current public transport service providers in the BRT environment System might create social unrest among operators due to foreseen competition for passengers and road space  If the level of service of BRT feeder buses are sub-standard to the BRT trunk line itself, or if pedestrian infrastructure connecting P&R facilities and stations to neighborhoods and satellite/commuter towns are not upgraded and/or designed to meet the different social needs of users, commuters, especially women, people with special needs or limited mobility, students, the elderly, etc. might be discouraged to undertake journeys in the BRT System  Poor or lack of allocation of sufficient space for commuters who alight from or wish to board other vehicles at stations might lead to tailbacks on the right lanes and reduce the level of service on the road  On the medium to long-term, it is anticipated that the BRT System would attract more customers who will make the switch from private vehicles to using the bus, thus contributing to reduced The reserved width of the BRT-dedicated lane on both congestion and better level of service along the highway sides of median of the northern highway between Charles Helou & Tabarja is 8.3 to 11.8 m  Decreasing the width of the road which currently witnesses heavy congestion at most times, and not exclusively during peak hours, will lead to public opposition in the short to medium-terms as reduced congestion might only be gradual as private vehicle users switch to using the BRT System Introduction of the BRT System in the section of the  Widening bridges or constructing new ones are associated with localized impacts on the local northern highway between Nahr el Kalb and Tabarja environment (debris, construction-related impacts) and the canyons underneath that can requires: however be mitigated, with special attention to the neighboring Roman Bridge - Widening of the A1 Highway between Dbayeh  Poor coordination of construction work schedules for A1 Highway widening and BRT-associated and Tabarja to a 3 by 3 lane road construction works along the intersecting sections between Nahr el Kalb & Tabarja would lead to PREPARED BY ELARD 26 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Sources of Impacts during Design/Pre-construction Potential Environmental and Socio-economic Impacts - Widening of Ghazir and Casino du Liban bridges multiple bottlenecks, cause social nuisance and lead to increased noise and air emissions from by 4.6 m vehicles idling in standstill traffic  Impacts from widening the A1 Highway are manifold and are examined separately in an EIA and Land Acquisition and Resettlement Plan, prepared by the CDR (www.eib.org/attachments/pipeline/20090635_eia_en.pdf). The impacts from the land acquisition due to widening are addressed in the Expropriation decrees for the A1 highway widening.  The land acquisition and resettlement impacts associated with the BRT pedestrian bridges are analysed in the Resettlement Action Plan document, separate to the ESIA Report. Impacts include partial land expropriation of a total of 235 m2 for the road widening without any land fragmentation, approx. 14,000 m2 for the depot in Safra, and 8,000 m2 for the terminal in Tabarja. All affected lands are non-productive. Some fixed assets such as steel containers and planted trees will be removed and compensated accordingly. Five households illegally occupying state- owned land in one of the P&R facilities in Kfaryassine will be displaced, however compensated in accordance with the provisions of Expropriation Law No. 58/1991.  Improvements to road infrastructure is anticipated to enhance road safety. However, since regular buses and taxis will continue to operate on the road lanes next to the BRT lane, continuing to allow passenger-driven road habits of hailing taxis and buses to stop at undesignated locations, as well as pedestrians crossing at unmarked locations through Introduction of the BRT System in the Beirut Outer Ring inadequate road design to accommodate different uses and demands, might not bring about necessitates that: the foreseen benefit enhanced road safety. Hence road infrastructure upgrades should solve the cumulative impact from chaotic road usage by addressing the road design of all stretches that - 1,200 on-street side parking spaces are axed the BRT buses and their feeders intend to service - Due to road layouts, some sections cannot be  On the medium to long-term, and if public parking lots with limited spaces are made available, it dedicated – such as in tunnels from Ain el Tineh to is expected that fewer private vehicle journeys are made into the Greater Beirut Area that is Adlieh, Sin el Fil & Dekwaneh, Dbaibo between Ain served by the BRT and its feeders, leading to higher parking fares, fewer fuel consumption and el Mreisseh & Raouche pollutant and GHG emissions per commuter - 2 m of the coastal sidewalk (Corniche) be  Mixed traffic lanes might lead to bottlenecks and discourage the use of the BRT System for some removed users, due to increase in journey time, and rise in collision risks in mixed traffic sections - Street furniture, signals, stop signs and traffic lights,  On the short-term, the removal of on-street side parking is anticipated to create social dismay and road marking be upgraded to and unacceptance from private vehicle owners, local shops‟ and business owners, and violations accommodate the BRT System with its stations of stricter street parking rules are expected to increase. Enforcement of strict no-parking and no- stopping rules with fines should induce on the medium-term a disincentive to drive private cars into the city for routine journeys, and guarantee free flow on the roads adjacent to the BRT lane  Given the high recreational and amenity value of the seafront promenade, narrowing the sidewalk might induce public opposition to reducing the free, open air public space that is PREPARED BY ELARD 27 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Sources of Impacts during Design/Pre-construction Potential Environmental and Socio-economic Impacts revered by the city dwellers, and which is a touristic attraction in its own right  The Inner Ring route traverses areas in the heart of the city of Beirut with a marked presence of schools, universities, hospitals, government agencies, social welfare organizations esp. for persons with special needs, cultural centers and museums/galleries, entertainment hubs, shopping areas, restaurants, public parks, etc., hence an improved bus service with marked stops, good level of Introduction of the BRT System in the Beirut Inner Ring service roads, with safety features, no on-street parking and upgraded pedestrian infrastructure necessitates: to residential neighborhoods, commercial areas, educational institutions, etc. should be - Removal of approx. 1,500 on-street parking spaces expected to attract students and inter-city commuters on short journeys, and contribute to less on the right hand side, to be replaced with a traffic congestion during peak hours dedicated BRT bus lane  Introducing a bus service within the city might result in less trips demanded from shared taxis, - Only one lane in some stretches remains available within the zones that the bus and its feeder buses would service for through traffic, and in some stretches the bus  Given the nature of the highly-dense and interwoven inner city streets, the maneuverability would move in mixed traffic impacts from having a dedicated bus lane in the Inner Ring are too restrictive for local traffic, - Dedicated lanes not to be physically separated and direct access to residences and small businesses on the right-hand side of the road from the rest of the road to enable traffic  While medium to long-term impacts from removing on-street parking spaces are positive for movement from side streets into and out of calmer circulation of vehicles on the inner city roads, most parking spaces are used by residents residential neighbourhoods, which would however who do not have parking spaces allocated in their residential buildings or neighborhoods, hence, cross-over the dedicated bus lane at numerous unless alternative public/resident parking garages are made available by the Municipality of points Beirut by the time that the BRT bus runs, city dwellers on the Inner Ring route would not have sufficient spaces to park their vehicles  Mixed traffic lanes might lead to bottlenecks and discourage the use of the BRT System for some users, due to increase in journey time, and rise in collision risks in mixed traffic sections  Bus size, engine, fuel used, and running frequency influence the assessment of air and noise emissions; which based on the selected technology they will be reduced. The expected reduction in private vehicles trips or trips made in passenger cars is also anticipated to influence the net emissions budget. Bus fleet and Operability  The size of the bus, its amenities, frequency of running, operating staff, ticketing system, fares, safety provisions for boarding, disembarking and using the buses by all persons will affect acceptability and take-up. Larger buses within the city of Beirut are expected to be refused by the city dwellers. Low-emission, clean and safe buses that operate on fixed schedules and routes are a key feature that are expected to impact social acceptability and participation. PREPARED BY ELARD 28 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Sources of Impacts and Potential Impacts during the Construction Phase Sources of Impacts during Construction Potential Impacts during Construction Site clearance, grading, excavation and paving  Temporary visual impacts with the presence of equipment, machinery and workers activities, which involve mobility of personnel and  Increase in air pollution, including Airborne particulates (dust) from soil disturbance mobilization/ operation/ demobilization of Powered  Increase in vibration and sound levels Mechanical Equipment (PME)  Soil disturbance and potential impacts on land conditions and groundwater resources (e.g., changes in water drainage, erosion, runoff, sedimentation, grading)  Induced potential secondary development during construction in the surrounding areas  Accidental unearthing/disturbance of archaeological artefacts  No major impacts from construction works are anticipated on species of fauna and flora and their habitats given the primarily urban nature of the project area  Exposure of workers, pedestrians and passengers to potential asphalt odor and hazardous fumes during paving activities Improper handling and storage of construction  If construction works are not properly conducted and managed with safety measures considered, materials/raw-material as well as accidents: people passing near the construction site could be at risk  Impacts resulting from any dewatering activities  Impact on workers‟ and pedestrians‟ safety resulting from improper handling and storage of construction material and construction activities  Traffic accidents  Impact on the public‟s nuisance, health and safety in the heavily congested and dense corridors  Pipeline and/ or storage tanks fracturing, leakage, of Beirut and the coastal areas in the districts of Metn and Kesseruoan as well as explosion and fire hazards  Potential sabotage (risk assessment and emergency response)  Presence of: equipment, materials, soil heaps, and borrow pits, on main existing roads and the highway near commercial and industrial establishments and residential units  Potential loss of trees and vegetation in the  Poor landscape and visual amenity, and less greenery in the local urban environment median strip and highway shoulder Potential use of gensets (combustion of fossil fuel for  Change in ambient air quality the operation of the gensets) Workers‟ exposure to noise, dust and occupational  Increased risks of accidents and health problems PREPARED BY ELARD 29 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Sources of Impacts during Construction Potential Impacts during Construction hazards Closing sections of the highway and creating detours  Increased peak and off-peak traffic volumes at bottlenecks that will negatively impact people‟s to allow construction works and the movement of daily activities (delays to reach destinations, discomfort, increase in noise levels, etc.) vehicles to transport people and materials  Potential negative impact on businesses (i.e. shops, markets, restaurants, cafes) on the highway resulting from temporary loss of customers or delays Improper storage of chemicals and generated waste  No major impacts from construction works are anticipated on species of fauna and flora and their on-site habitats given the primarily urban nature of the project area Accidental spillage of chemicals like fuel, lubricants,  Chemical and biological contamination of soil and water resources oils and other chemicals used for construction works  Impact on workers‟ and pedestrians‟ safety resulting from improper handling and storage of and/or operating the equipment and/or generating chemicals and solid waste generated related to construction activities power Inadequate management (handling and disposal) of solid domestic and construction waste (including empty cement bags, piles of sand and dirt due to excavation, etc.), and generated domestic wastewater Asphalt application during the paving phase of the  Exposure of workers, pedestrians and passengers to potential asphalt odor and hazardous fumes exclusive BRT lane construction during construction activities Impacts resulting from poor implementation of a Traffic  Since significant part of the project involves construction on existing traffic routes, the successful or Management Plan during the construction of the BRT poor implementation traffic management plan will have tangible impacts on the existing traffic system and the public using this traffic route PREPARED BY ELARD 30 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Sources of Impacts and Potential Impacts during the Operation Phase Sources of Impacts during Operation Potential Impacts during Operation Operation and maintenance of the BRT System  Enhancement of mobility for domestic and international tourists and highlighting of touristic and cultural heritage features along the bus route, which leads to the promotion of landmarks, museums and heritage assets  Enhancement in mobility, road infrastructure and furniture: signage, road markings, signals, crossings  Local small business development around bus stations to serve commuters  Local public transport development around bus stations to further serve commuters (e.g. taxis)  Socio-economic growth in the areas that have access to the BRT system through direct/indirect employment opportunities, increase in land value and attraction of development investments  Short-term to medium-term potential decrease in traffic flow and speeds, and therefore increased congestion due to fewer lanes available for vehicular traffic, in the transition period until commuters switch to using the BRT System and become regular users  Traffic creation at P&R facilities and at bus stations if passages and side road infrastructure within localities are not upgraded  Short-term to medium-term potential increase in fuel demand due to the additional buses added to the fleet in the transition period until commuters switch to using the BRT System and stop using their cars  Resource consumption for the operation of the buses and maintenance activities  Potential soil contamination from accidental spills during maintenance and fueling activities (e.g. fuel, lubricant or oil used for the maintenance)  Increase in noise levels especially during nighttime bus traffic  Hazardous and non-hazardous waste generation from maintenance activities  Solid Waste generation by passengers and operating personnel at stations and P&R facilities Switching to BRT System from other modes of transportation  Potential reduction in GHG emissions (reduction of number of vehicles)  Potential reduction in emissions of air pollutants (CO, NOx, PM10, SO2) and GHGs  Organization of the public transport sector would lead to reduction in traffic incidents thus road fatalities and injuries are reduced  Time and monetary savings for users switching from use of private vehicles to the BRT running on a dedicated lane, with set time schedule and intelligent transportation system PREPARED BY ELARD 31 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Sources of Impacts during Operation Potential Impacts during Operation  Higher rates of physical activity for BRT users due to longer walking distances which results in health benefits for BRT users  Reduction in number of passengers using the current buses, thus reduction in passenger turnover and reduced incomes to current bus drivers due to passengers switching to the new BRT System Provision of well-lit stations staffed with security personnel,  Creation of a safer environment in the areas served by BRT System security cameras on buses and in stations/P&R facilities, and  Better road and community safety due to both safer commuting and reduced exposure pedestrian-scale lighting around stations to road-traffic pollution PREPARED BY ELARD 32 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Given that the Project is at the feasibility stage and the System components will be subject to detailed design, it is imperative that the environmental and socio-economic mitigation and monitoring measures be revisited through site-specific ESIAs (with ESMPs). The site-specific ESIAs for the System components, i.e. BRT Corridors, Feeder Buses, P&R facilities, Depot and Terminal, reflect the final design and provide an update of the assessments and conclusions of this ESIA where needed (including baseline, assessment and mitigation measures) to address any gaps that could arise from the detailed design. The site-specific ESIAs should include: a. Livelihood Restoration Plan (LRP): Inclusive of a detailed socio-economic baseline of affected bus operators and businesses subject to temporary disruption with detailed measures to mitigate risks and impacts arrived at through consultation with the PAPs. b. Physical Cultural Resources (PCR) management plan: a detailed plan should be prepared as part of the site-specific ESIAs to meet OP 4.11 requirements, in close coordination and consultation with the Directorate General of Antiquities, once the exact physical footprint and excavation depths for all affected plots are determined. c. Ambient air quality monitoring program: Empirical primary data needs to be collected on ambient air quality immediately before and throughout BRT System operation, in order to gauge the anticipated positive environmental benefit. PREPARED BY ELARD 33 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Environmental and Social Management Plan for the Design/Pre-Construction Phase Source of Impact Project Activities Mitigation Measures T. D.1 mitigations include: a. For the northern highway, the construction of the Périphérique, A2 and the implementation of the A1 Highway widening project are crucial to reduce the impact of the BRT construction, which will require the closure of at least one lane of the existing network. b. The bidders for the Construction Tender should be required to submit a Traffic Management Plan for the construction, and the quality of the TMP should be one of the criteria to be considered in the selection process of the contractor. The TMP should be shared with stakeholders and relevant authorities to inform communities when necessary and prevent additional disturbance to already congested traffic flow. The TMP should include the following considerations: i. Ensure the diversion to alternate routes wherever possible will minimize traffic jams and bottlenecks and minimize traffic related accidents; T.D.1. Impacts resulting ii. Lane availability and minimization of traffic flows past the works site; from road closures, Design of Project iii. Acceptable working hours and constraints, avoiding peak hours or public holidays whenever bottlenecks due to implementation & applicable; road works to construct construction iv. Agreement with local authorities on time scale for works and traffic delay requirements; the BRT v. Identify road closures and prioritize order; vi. Co-ordination with other planned road works; vii. Establishment of incident management system for the entire duration of the works depending on the location. c. The proposed Construction Management Plan of the selected contractor should show a compact construction phase as much as possible, and night shifts should be included in the construction program. d. For the Outer and Inner Ring BRT lines, providing off-street parking to replace on-street parking is very important before the construction work. However, the time between the completion of these parking spaces and the beginning of the BRT implementation should not exceed one month in each area for residents and the workers not to get used to the high parking availability. ACH.D.1. The Directorate General of Antiquities (DGA) should be notified of the exact locations where site ACH.D.1 Potential works will occur and should be involved in the decision-making process during the planning phase of the damage to uncovered Design of Project project (Article 19, Law 166/LR of 1933), impacts on uncovered archaeological features will be reduced. This archaeological implementation & will allow to: features during construction a. Institute the necessary measures that need to be considered in order to alleviate and mitigate any excavation negative impacts on cultural heritage and archaeology; b. Identify sensitive areas prior to starting groundworks, and when possible relocate project components; PREPARED BY ELARD 34 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Source of Impact Project Activities Mitigation Measures c. Guarantee the application of the necessary measures for each project component and location; d. Take into account the possible delays due to archaeological excavation and add them to the BRT construction schedule; e. Determine the needed budgets to conduct any needed archaeological excavation works, studies and publications; f. Set the technical specifications and the tendering procedure. SE.D.1 Impact on other Design of Project SE.D.1 The preliminary assessment of the project already considered the wider Land Transport Sector Strategy secondary public implementation & that has been recently developed by the Ministry of Public Works and Transport (MoPWT). Thus reducing the transport systems construction chances for any conflict with future public transport developments SE.D.2. Mitigation measures to improve visual amenity include: SE.D.2 Impact on city aesthetics caused by a. Preserving and maintaining the landscaping of the entire system and promoting tree planting and Design of Project homogenous visual design (signs, street lights, sidewalks, etc.) with the city design; pedestrian bridges, bus implementation & b. Ensure all future advertisement plans have a protocol and are integrated at different facilities and stations, depots, construction installed on buses without causing disturbance to commuters; terminals and pedestrian traffic c. Develop a contemporary architectural design for all different components of the project while considering cultural values and the general aesthetics of the GBA. SE.D.3 Mitigation measures to adequately prepare for change in land use, land acquisition and resettlement impacts include: SE.D.3 Land use, land Design of Project a. Evaluation of land acquisition procedures and compensation estimates in a Resettlement Action Plan acquisition and implementation (RAP) prepared in line with Law No. 58/1991 and World Bank OP 4.12 resettlement impacts b. Assessing the impacts from the anticipated change in land use in the bus depot and terminal areas through a separate SEA study. SE.D.4 Improper system design that does not SE.D.4 The design of the BRT system both in terms of infrastructure and bus fleet should be in accordance to Design of Project Law No. 220/2000 and its application Decree No. 7184/2011; relevant articles and design details are accommodate persons implementation 3.2.1.2.9 discussed in Section ‎ with special needs and disabilities SE.D.5 Inflexible system SE.D.5 The current design of the system serves the areas with high demand should also consider: design that does not a. facilitating the integration of the system with existing bus networks that links Tripoli (north), Chtaura (east) Design of Project allow future expansion and Saida (south); implementation of the system to cover b. facilitating the expansion of the system in terms of road networks with potential demand increase in the other areas future; PREPARED BY ELARD 35 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Source of Impact Project Activities Mitigation Measures c. facilitating the integration with other long term public transport plans (e.g. the railway project; d. operation of the P&R facilities that would help commuters to use their private vehicles to reach to the closest point to the BRT system and continue their journey towards Beirut. PREPARED BY ELARD 36 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Environmental and Social Management Plan for the Construction Phase Source of Impact Project Activities Mitigation Measures T.C.1 Besides the strict implementation of the measures T.D.1.a & T.D.1.b, a. Management measures should include that any total closure of a road has to be published 2 weeks T.C.1. Increased traffic During various ahead, and information panels should be placed on the concerned road 1 month in advance. Those due to creation of construction activities closures should be during off peak hours and at night if possible; adequate information signs should be detours during that require traffic placed 1 km before the closed road or as required on the surrounding road network if it is in the city. The construction management possible detours should be mentioned on the information signs. b. Full cooperation of the Construction contractor with the Internal Security Forces and Traffic police c. Transfer services using water taxis, ferries from sea ports should be considered AQ.C.1/AQ.C.2. Control measures for dust emissions: a. Water for any earth moving close to the construction site to prevent visible dust emissions; b. Using water in excavation works and milling (removal) of existing asphalt to suppress dust propagation; c. Continuous application of water of disturbed surfaces that cannot be stabilized; d. Water unpaved roads that is used for vehicular traffic and limit vehicle speed limits; e. If water is not available segregation barriers (easily erectable boards 2.5m) should be applied to Construction works separate the construction works from sensitive receptors; specifically, at the median construction sites, AQ.C.1. Airborne the bus depots, P&R facilities; (excavation, grading, particles (dust) from soil f. Minimize large stockpiles of soil and excavation material, and whenever necessary enclose with side movement of trucks, disturbance barriers and/or cover when not in use; etc.) g. Soil and construction material that are susceptible to dust formation should only be transported in securely covered trucks. AQ.C.2/A.C.3. Control measures for vehicular and equipment emissions: a. Periodically check and conduct maintenance of the construction machinery and vehicles; b. Regularly check engine oil and use engines/machinery/equipment with good efficiency and fuel combustion characteristics; c. Use of catalytic converters and good quality fuels (Low Sulphur); AQ.C.2. Fugitive d. Stack height of generators should be at least 3 meters above ground; Construction works emissions during e. Ensure availability of trained technicians and operators on site (earth works, paving, constriction works and f. Air quality monitoring at the project site during construction activities; pilling, machinery, odors from paving g. Conduct paving activities during off-peak hours to minimize exposure of receptors to odors, and use etc.) activities advanced application methods and machinery with built in exhausts; PREPARED BY ELARD 37 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Source of Impact Project Activities Mitigation Measures AQ.C.3. Impacts on air Mobile diesel h. Ensure the usage of Personal Protective Equipment (PPEs) (hard hat, gloves, masks, safety glasses, etc.). quality from generators generators N.C.1. Control measures for noise and vibration propagation: a. Preparation of noise control plan by the contractor depending on the location prior to the commission of activities to take the proper measures based on site characteristics and distance from receptors; b. Install noise barriers where necessary, especially at the median section where there is continuous traffic and movement of potential receptors; c. Ensure periodic monitoring of noise levels during peak construction activities to ensure noise levels are not increased more than 3 dBA; d. Impose speed limits on construction vehicles; e. Using horns should be prohibited by construction vehicles and trucks on the access roads and on construction sites; Heavy machinery f. Utility of efficient equipment and less-noisy design alternatives, and ensure maintenance and repair of and generators machinery and equipment; N.C.1 Increase in operation g. Construction works should be limited in time, and based on the location only work during daytime, and vibration and noise Transport of raw restrict use of noise equipment and apply sequential operation schedule to reduce continuous noise levels from general material, construction generation; construction activities, waste, workers, and h. Whenever possible enclose noisy equipment and generators to reduce noise levels; and movement of traffic congestion i. Consultation with sensitive receptors (hospitals, hotels, schools, etc.) and notification during peak construction vehicles resulting from detours construction activities; take maximum noise reduction measures nearby sensitive receptors. and construction activities j. Restrict noise-generating construction activities to the allowable hours of construction as identified by local jurisdictions where feasible. Construction is generally allowed to start at 7:00 a.m., Monday through Friday. Construction activities should end by 6:00 p.m., Monday through Friday, in most of the communities around the project area. No construction activities should occur on Sundays or holidays. If work is necessary outside of these hours, local jurisdictions shall require the contractor to implement a construction noise monitoring program and, if feasible, provide additional mitigation as necessary (in the form of noise control blankets or other temporary noise barriers, etc.) for affected receptors. k. Limit pile driving to daytime hours only. l. Equip all internal combustion engine driven equipment with intake and exhaust mufflers that are in good condition and appropriate for the equipment. m. Prohibit unnecessary idling of internal combustion engines within 30 meters of residences. n. Locate stationary noise generating equipment as far as possible from sensitive receptors. PREPARED BY ELARD 38 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Source of Impact Project Activities Mitigation Measures o. Utilize "quiet" air compressors and other "quiet" equipment where such technology exists. p. Avoid staging of construction equipment within 65 meters of residences and locate all stationary noise- generating construction equipment, such as air compressors, portable power generators, or self- powered lighting systems as far practical from noise sensitive receptors. q. The contractor shall prepare a detailed construction plan identifying the schedule for major noise- generating construction activities and distribute this plan to adjacent noise-sensitive receptors. The construction plan should also list the construction noise reduction measures identified in this study. SWR.C.1. Construction and activities will include excavation works and soil compaction in the immediate vicinity as a result of vehicle and construction equipment operations. However, since most of the BRT path is already along an existing highway in an urbanized area then no valuable soil loss and/or topographic / hydrologic adverse impacts are expected along the project path. Construction will require sourcing of raw materials including aggregates some of which will be sourced from local quarries. Such demand for Beginning of SWR.C.1. Site aggregate materials have a cumulative effect on the adverse impacts resulting from quarries involving construction activities Clearance and geology hydrology and groundwater. and clearance of demolition activities The following mitigation measures shall be respected: sites a. Cover and contain stockpiles to protect them from being carried away by wind and runoff water; b. Source aggregate materials from quarries operated by companies with high Environment, Health and Safety Management standards, with quarry rehabilitation plans in place, and with a reputable history of implementing such rehabilitation plans. SWR.C.2. Mitigation measures to minimize any potential spills and leaks: a. Store and handle any type of chemical, oil, fuels and lubricants within contained facilities (e.g. bunded areas, leak proof trays) designed to prevent the release of spills/leaks to the soil and groundwater environment; During various b. Put in place a maintenance schedule as part of the inspection procedures of all construction phases equipment/generators/machinery for risk minimization; SWR.C.2. Accidental c. Maintain machines and equipment off-site or onsite in a contained area with impermeable concrete (grading, paving, spills or leaks of fuel, oil pavement and drainage for vehicle washing and maintenance; installation and and other chemicals d. Oil spill response kits should be available wherever oils are being used/stored; building of structures, etc.) e. Promote awareness among workers on how to handle oil/lubricants; f. Train workers how to clean up small scale spills; g. Promote good housekeeping practices during construction; h. Ensure drip trays are present when re-fueling; i. Prepare a Spill Emergency Plan specific for the project; In case of spill: PREPARED BY ELARD 39 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Source of Impact Project Activities Mitigation Measures j. Immediately report to the company representative in case of any spill; k. Stop the source of spill (close valve, seal pipe, seal hole or as appropriate); l. Check for hazards, flammable matters on site; m. Clean the spill by removing affected top soil layer by trained employees (they should be wearing appropriate PPE); n. Treat the removed soil as hazardous waste; o. Adopt as much as possible dry cleaning techniques to decrease resulting wastewater, and to avoid flushing of spills to deeper soil layers. SWR.C.3. The potential impact resulting from Poor Waste Management should be reduced by implementing the following measures: a. Segregate at source domestic waste, construction waste that can be reused, construction waste to be disposed of, etc. b. Sort excavation waste resulting from construction activities: During various c. Reuse part of the excavation waste in backfilling; and dispose of the rest (if any) in a permitted construction phases, SWR.C.3. Inadequate construction and demolition waste dump designated by the respective Municipality in agreement with mainly during storage and disposal of the MoE; clearance and solid wastes d. Schedule the works for the dry season if possible; demolition of existing e. Progressively carry out rehabilitation of disturbed areas following completion of work in each area structures (rehabilitation will include reinstatement of soil, surface leveling, re-vegetation and mulching where applicable); f. Ensure that standards of “good housekeeping” are maintained (i.e., avoiding littering, preventing storage of combustible waste for more than 24 hours to prevent attraction of pests and flies). g. Stockpiles shall be covered and contained to avoid them being transported by wind and rain. SWR.C.4. To ensure that no groundwater contamination results from poor wastewater management, the below should be taken into consideration: a. Provide fully impermeable septic/ holding tanks; Operation of SWR.C.4. Inadequate b. Empty septic/ holding tanks according to an adequate frequency ensuring they are never full; equipment, storage and disposal of c. Regular inspection of septic/ holding tanks; machinery and wastewater generated d. Obtain a permit from the Municipality to transport and discharge the wastewater and sludge in workers on site authorized sites; e. Vehicle washing shall be only in contained maintenance areas offsite or onsite with impermeable concrete pavement and proper drainage. SWR.C.5. Potential During various SWR.C.5. Impacts from dewatering shall be alleviated by adopting the following measures: dewatering activities construction activities a. Testing of dewatered water should be performed prior to reuse or disposal to ensure the lack of PREPARED BY ELARD 40 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Source of Impact Project Activities Mitigation Measures that involve petroleum products in it and oil-water separators shall be used as a minimum prior to disposal at excavation and municipality and MoE approved disposal locations. unearthing b. Water produced from dewatering, if not contaminated with petroleum products, shall be used for dust suppression as needed or can be discharged in the storm water but only after being settled and filtered from sediments and conditional to approval by local municipalities. ACH.C.1. By involving the DGA since the planning phase will also be beneficial to the construction phase, if any chance findings were to occur during the construction phase. By applying the following mitigation During various measures, impacts on archaeology will be reduced: ACH.C.1. Accidental construction activities unearthing/damage to a. Coordinate with the DGA to set a procedure if any chance findings were to occur; that involve archaeological findings b. Stop works immediately; excavation and during excavation c. Secure the site area; unearthing d. Inform the DGA. No actions should be taken prior to the DGA‟s investigation ; e. Construction works can only recommence after permission is given by the DGA. B.C.1. Based on the description of the biological environment, the anticipated project will not lead to significant negative impacts on biodiversity. The main construction activities having negative results on biodiversity are earth-moving activities, generation of construction waste material and wastewater effluent discharges. Waste resulting from construction works and any other activity should be disposed of in an allocated disposal site in agreement with the Municipality. Littering in the project area and surrounding areas should be prevented. Recommended mitigation measures to minimize or eliminate construction impacts on biodiversity at the proposed location include: B.C.1. Impacts on a. Adopt a landscape plan that includes native trees, shrubs and herbs (Listed in APPENDIX L) to enhance biodiversity during site Construction works the visual aspect of the facility and play a role of reintroduction of native plant species to the areas; clearance and involving excavation b. Include Pancratium maritimum (APPENDIX L) at P&R6 facility landscape plan since it is coastal plant that excavation of P&R and clearance at grows only on sandy beaches; facilities, depot and P&R facilities c. Removal of exotic plants species and weeds; terminal d. Management of landscaping plan to prevent growth of weeds and exotic species and allow propagation and survival of native species; e. Proper disposal of domestic and construction waste and of the waste removed from the current dumpsite; f. Enclosing all fine earth materials during transportation to and from the site to prevent spillage and dusting; g. The transportation of lubricants and fuel to the construction site should only be conducted in the appropriate vehicles and containers, i.e. fuel tankers and sealed drums; h. Proper storage and prompt transportation of construction material to prevent them from being washed PREPARED BY ELARD 41 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Source of Impact Project Activities Mitigation Measures away during rainfall or carried by wind. B.C.2. Proposed mitigation measures for the prevention and minimization of impacts from the removal of vegetation at the median section are: a. Adopt a landscape plan at stations where possible that includes native trees, shrubs, herbs (APPENDIX L) and climbers (Lonicera etrusca) which will enhance the visual aspect of the stations and play a role of reintroduction of native plant species to the areas; b. Removal of the very destructive invasive tree Ailanthus altissima from sides of streets in Jounieh and Kaslik areas and replacing them with native trees (APPENDIX L); c. Plant a native tree for every tree that is removed. If no place is available on the line or at stations, another place should be found to plant these trees such as sidewalks, abandoned public lands on sides B.C.2. Site clearance Construction works of streets, public gardens;; and excavation of involving excavation d. Remove olive trees planted in the median strips to be relocated in different places or sidewalks as Beirut-Tabarja trunk-line and clearance on mentioned above; and station Beirut-Tabarja trunk- e. Avoid removal of the very old tree at the intersection of Charles Helou and George Haddad because it infrastructure line and stations is very big and old and no tree will replace it. f. Proper disposal of domestic and construction waste and of the waste removed from the current dumpsite; g. Enclosing all fine earth materials during transportation to and from the site to prevent spillage and dusting; h. The transportation of lubricants and fuel to the construction site should only be conducted in the appropriate vehicles and containers, i.e. fuel tankers and sealed drums; i. Proper storage and prompt transportation of construction material to prevent them from being washed away during rainfall or carried by wind. B.C.3. Proposed mitigation measures for the prevention and minimization of impacts on vegetation at the median section of the Outer Beirut Ring are: a. Adopt a landscape plan at stations where possible that includes native trees, shrubs, herbs (APPENDIX L) and climbers (convolvulus sp.) which will enhance the visual aspect of the stations and play a role of Construction works reintroduction of native plant species to the areas; B.C.3. Site clearance involving excavation b. Plant and allow to propagate Matthiola crassifolia, all Limonium species, Crithmum maritimum and and excavation of and clearance on Urginea maritima in public gardens and spaces along the Beirut sea side strip to compensate for the loss Beirut Outer ring Beirut Outer ring of the green areas at stations. Matthiola crassifolia is a native plant species that is endemic to Lebanon and threatened according to the IUCN red list. Its protection and propagation will bring a positive impact for the project on the biodiversity of the area. In addition, there is a need to allow the above mentioned plants to grow along the median strip of the sea side road in Beirut and remove the exotic species gradually; PREPARED BY ELARD 42 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Source of Impact Project Activities Mitigation Measures c. Plant a native tree for every tree that has to be removed. If no place is available on the line or at stations, another place should be found to plant these trees such as sidewalks, abandoned public lands on sides of streets, public gardens such as the public garden under the cola bridge in Beirut; d. Proper disposal of domestic and construction waste and of the waste removed from the current dumpsite; e. Enclosing all fine earth materials during transportation to and from the site to prevent spillage and dusting; f. The transportation of lubricants and fuel to the construction site should only be conducted in the appropriate vehicles and containers, i.e. fuel tankers and sealed drums; g. Proper storage and prompt transportation of construction material to prevent them from being washed away during rainfall or carried by wind. B.C.4. Recommended mitigation measures to minimize or eliminate construction impacts on biodiversity at the proposed location include: a. Prohibition of unnecessary cutting or damaging of mentioned native trees within or surrounding the proposed sites; b. If removal of certain trees was necessary, plant a native tree for every tree that has to be removed. If no place is available within the site, another place should be found to plant these trees such as sidewalks, abandoned public lands or public gardens; c. Adopt a landscape plan that includes native trees, shrubs and herbs (APPENDIX L) to enhance the visual B.C.4. Impacts on aspect of the facility and play a role of reintroduction of native plant species to the areas; Construction works biodiversity during site d. Removal of invasive, exotic plants species and weeds (e.g. Ailanthus altissima) involving excavation clearance and and clearance of e. Management of landscaping plan to prevent growth of weeds and exotic species and allow excavation of P&R Safra depot, P&R (8) propagation and survival of native species; facility (8), Safra depot and Tabarja terminal f. Proper disposal of domestic and construction waste and of the waste removed from the current and Tabarja terminal dumpsite; g. Enclosing all fine earth materials during transportation to and from the site to prevent spillage and dusting; h. The transportation of lubricants and fuel to the construction site should only be conducted in the appropriate vehicles and containers, i.e. fuel tankers and sealed drums; i. Proper storage and prompt transportation of construction material to prevent them from being washed away during rainfall or carried by wind. j. Prevention of littering in the area. HS.C.1. Impact on During various HS.C.1. Mitigation measures of SWR2, SWR3, AQ1 and AQ2 contribute indirectly in reduction of potential PREPARED BY ELARD 43 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Source of Impact Project Activities Mitigation Measures workers‟ and construction activities impacts resulting from improper handling and storage of construction materials and construction activities. In pedestrians‟ safety that generates waste addition: resulting from improper and requires raw a. The contractor should have a clear and detailed safety protocol to be applied at all time and handling and storage materials accordingly train all workers and staff of safety procedures; of construction material b. The contractor should monitor the application of the safety protocol and ensure the safety of workers, and construction the commuters and traffic in the vicinity of the project site; activities HS.C.2. Impact on HS.C.2. Mitigation measures of SWR2, SWR3, SWR4, AQ1 and AQ2 contribute indirectly in reduction of workers‟ and potential impacts resulting from improper handling and storage of chemicals and waste generated related pedestrians‟ safety to construction activities. In addition: resulting from improper a. The contractor should have a clear and detailed safety protocol to be applied at all time and During various handling and storage accordingly train all workers and staff of safety procedures; construction activities of chemicals and b. The contractor should monitor the application of the safety protocol and ensure the safety of workers, waste generated the commuters and traffic in the vicinity of the project site; related to construction c. Periodic audits should be conducted for on-site waste management practices, waste disposal activities contractors and disposal facilities at different construction sites. HS.C.3 Mitigation measures of AQ1, AQ2, N1, N2, SWR2, SWR3, SWR4 indirectly contribute to mitigating impacts on workers. In addition, there should be detailed safety protocol, and all workers should be trained HS.C.3. Workers upon that protocol. The safety should consider: exposure to occupational hazards a. Installing proper barricades, signs, providing flags, lights and personnel to control the traffic and separate During various the construction area from potential receptors; (e.g. noise, air pollution, construction activities b. Movement of trucks, loading and piling construction or excavation material, and building elevated dust, fire hazards, etc.) and potential for structures; accidents c. Provide PPEs to workers and personnel on construction sites; assure proper signage of all construction areas (zoning areas) and storage location of hazardous material. d. Emergency plans/ evacuation plans in case of injuries and accidents PREPARED BY ELARD 44 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Source of Impact Project Activities Mitigation Measures SE.C.1. Some of the mitigation actions that can prevent impacts caused on utility services and secondary developments include: a. Surveying and evaluating the utility infrastructure (water pipes, electricity lines, sewerage networks etc.) and the developments surrounding the construction sites (residential buildings, industries, businesses etc.) SE.C.1. Induce prior construction planning; potential secondary b. Contractors should assess construction locations in advance for potential disruption to services and development and During various already executed/planned developments, and identify risks; impact on utility construction activities c. If temporary disruption is unavoidable, the contractors in collaboration with local authorities should provision during project develop a construction plan that would minimize the disruption and communicate the dates and construction duration to respective stakeholders; d. Potential receptors surrounding the construction sites should be informed in advance regarding utility shifts and major constructions that might impact their activities; e. Specific elevated structures such as pedestrian bridges along the BRT line should be studied with utility master plans and construction activities planned accordingly to ensure to existing surroundings and utilities are minimized SE.C.2 Minor visual impacts are expected from the construction activities and installation of work camps, since most of the construction area is already urban, however certain measures can be taken to minimize impact: a. Proper enclosure or the construction camps at different sites, specifically at the median section, where the erected barriers can include the final design of the BRT system, which would motivate commuters and provide positive advertisement for the BRT system; SE.C.2. Impacts on b. Plan the movement of equipment and materials during times of least visual impact (e.g. work day start visual amenity due to During various and end) where applicable; landscape change construction activities c. Locate piles and topsoil in visually unobtrusive locations where practical; and new constructions d. Use existing roads and tracks where applicable instead of creating off-road tracks, and minimize length and width of the created road when necessary; e. Minimize construction time near sensitive visual receptors; f. Duration of the construction activities should be optimized to avoid installation of work camps for long periods, and the barriers should be uninstalled in short time following the completion of works/decommissioning; g. Proper landscaping that promotes tree planting and unified visual design (signs, street lights, sidewalks, etc.) PREPARED BY ELARD 45 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Environmental and Social Management Plan for the Operation Phase Source of Impact Project Activities Mitigation Measures T.O.1. Traffic Beginning of T.O.1. An important factor in reducing the grace period and the time for transport mode change is the congestion during the operation and advertisement of the BRT system. Discounted fares and tickets, promotion of Intelligent Transportation execution of the passenger shift to BRT Systems (ITS) can be used to attract commuters and facilitate faster shift from use of private cars to using project and the system buses operation T.O.2. Traffic congestion at P&R T.O.2. Traffic congestion at P&R facilities can be reduced/prevented if rehabilitation of roads is integrated facilities and at bus with the BRT project that will ensure serving the demand with the available facilities. Providing facilitates (e.g. During the operation stations if no upgrading auxiliary pedestrian platforms connecting P&R facilities to the stations, traffic management corridors and of the BRT system of roads and signage, etc.) that would ease pedestrian and traffic flow would contribute to avoiding traffic and faster infrastructure takes interchange between commuter modes place SWR.O.1 To ensure the minimum contamination of soil and groundwater in case of any spill or leakage, the below shall be implemented: a. Promote awareness among workers on how to handle oil/lubricants; b. Promote good housekeeping practices; c. Put in place a maintenance schedule as part of the inspection procedures of all storage tanks and pipes for risk minimization; d. Use standardized fuel spill prevention system for locomotive fueling, including automatic shut-off systems; SWR.O.1. Fueling and During relatively e. Storage tanks and components shall meet international standards for structural design integrity and maintenance deeper excavation operational performance to avoid catastrophic failures during normal operation and during exposure to operation works natural hazards and to prevent fires and explosions; f. Storage tanks shall have appropriate secondary containment, including procedures for the management of containment systems. Appropriate secondary containment should satisfy the following: i. Consist of berms, dikes, or walls capable of containing the larger of 110 percent of the largest tank or 25% percent of the combined tank volumes in areas with above-ground tanks with a total storage volume equal or greater than 1,000 liters and will be made of impervious, chemically resistant material; ii. Consider means to prevent contact between incompatible materials in the event of a release; PREPARED BY ELARD 46 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Source of Impact Project Activities Mitigation Measures g. Transfer of hazardous materials from vehicle tanks to storage in areas with surfaces sufficiently impervious to avoid loss to the environment and sloped to a collection or a containment structure not connected to municipal wastewater/storm water collection system; h. Leak detection may be used in conjunction with secondary containment, particularly in high-risk locations. Leak detection is especially important in situations where secondary containment is not feasible or practicable, such as in long pipe runs, these include: i. Use of automatic pressure loss detectors on pressurized or long distance piping; ii. Use of approved or certified integrity testing methods on piping or tank systems, at regular intervals. SW6. In case of underground storage tanks; the following shall be applied: i. Assessing local soil corrosion potential, and installing and maintaining rust protection for steel tanks; j. For new installations, installing impermeable liners or structures (e.g., concrete vaults) under and around tanks and lines that direct any leaked product to monitoring ports at the lowest point of the liner or structure; k. Monitoring the surface above any tank for indications of soil movement; l. Reconciling tank contents by measuring the volume in store with the expected volume, given the stored quantity at last stocking, and deliveries to and withdrawals from the store; m. Consider the monitoring groundwater of quality down gradient of underground storage locations, if possible; n. Evaluating the risk of existing underground storage tanks, if any, in newly acquired facilities to determine if upgrades are required or if they should be replaced or abandoned. SWR.O.2. To ensure the minimum contamination of soil and groundwater from wastes generated from maintenance activities, the below should be taken into consideration: For hazardous material: a. Training of operators on release prevention, including drills specific to hazardous materials as part of emergency preparedness response training; SWR.O.2. Hazardous Operation and b. Use of aqueous detergent cleaning solutions or steam cleaning, or use and recycling of aliphatic and non-hazardous maintenance of cleaning solvents (e.g. 140 solvent); wastes from equipment and c. Use of water-based paints; maintenance activities machinery For Wastewater: d. Use of ultrafiltration to extend the life of washing solutions for aqueous parts or use of alternatives to water cleaning (e.g. dry cleaning by wire brush or bake oven); e. Plumbing connection of floor drains, if any, in maintenance areas to the wastewater collection and treatment system; f. Prevention of discharge of industrial wastes to septic systems, drain fields, dry wells, cesspools, pits, or separate storm drains or sewers. Keep wastewater from service bays out of storm drains by constructing PREPARED BY ELARD 47 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Source of Impact Project Activities Mitigation Measures berms or other barriers; g. Depending on the volume of contaminants present in the wastewater, and whether the BRT facility is discharging into a municipal system or directly to surface waters, pretreatment of effluents may be necessary to reduce contaminant concentrations. Pretreatment systems typically consist of oil / water separators, biological and chemical treatment, and activated carbon systems. For Waste Management: h. Understanding potential impacts and risks to soil and water resources associated with the management of any generated hazardous waste; i. Establishing waste management priorities at the outset of activities based on an understanding of potential soil and water resources risks and impacts and considering waste generation and its consequences; j. Establishing a waste management hierarchy that considers prevention, reduction, reuse, recovery, recycling, removal and finally disposal of wastes; k. Apply the proper storage and disposal of wastes. SWR.O.3 To ensure the minimum contamination of soil and groundwater from general waste at Park and Ride Facilities, the below should be taken into consideration: SWR.O.3 Solid waste Operation and a. Instituting a solid waste recycling program, depending on the existence of local facilities, with labeled generated from maintenance of waste containers in the Park and Ride Facilities for metals, glass, paper, and plastics. Food establishments passengers at different equipment and should segregate compostable and other food waste for recycling as agricultural fertilizer and animal facilities machinery feed; b. Passenger bus operators and cleaning contractors should be encouraged to segregate waste in the buses by separating the collection of newspapers / papers, plastic, and metallic containers. B.O.1. Recommended mitigation measures to minimize or eliminate the impacts of project operation on biodiversity include: During operation of B.O.1. Impacts on a. Protection of the natural plant species that may grow on sidewalks and median strips along the line such the BRT system and biodiversity during as Matthiola crassifolia, Limonium sp, Crithmum maritimum and Urginea maritima; utility of different regular operation b. Removal and management of weeds and exotic and invasive species; facilities c. Proper management of liquid and solid waste generated by the project; d. Prevention and control spills of fuel and oil. PREPARED BY ELARD 48 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Source of Impact Project Activities Mitigation Measures SE.O.1. The project has considered options and incentives to encourage local operators to join the new BRT and bus concessions. Such incentives include requiring the new concessionaires to buy or rent a number of existing red plates from the small operators, the recruitment and training of drivers, encouraging local SE.O.1. Impact on operators to join as shareholders and partners into the new concessions, and allowing operators to continue livelihood of current operations along the new bus and BRT lines according to specifications (schedule, bus requirements…) During the execution agreed with the concessionaires and public authorities. bus drivers and public of the BRT system and transport operators due Since it is expected that the project will contribute to increasing the overall demand for public transportation long term operation to passenger shift to in Lebanon, new markets are anticipated to be created and new passengers attracted to the system. This BRT will benefit local operators since not all trips and destinations will be covered by the new system and many new passengers will still need an additional public transportation mode to bring them closer to their final destination. The existing local operators are therefore expected to adjust their operations in accordance with the newly generated demand, resulting in complementary systems. SE.O.2. Resource SE.O.2. Maintenance and fueling of the BRT buses is necessary. There are negligible to minor impacts related consumption for the During the operation to resource consumption, which can be reduced through maintaining the buses in good conditions and operation of buses and of the BRT system ensuring their operation efficiency. This ultimately contributes to less fuel consumption per trip and reduced for maintenance buses requirement for major maintenance works activities SE.O.3 Frequent bus stops and multiple SE.O.3 The feasibility of the system and the design take into consideration all factors related to passenger During the operation stations leading to the demand, size of the fleet, positioning of the stations, the required space, number of stations and the distance of the BRT system increase in travel time between stations to optimize the operation of the system and provide efficient and fast service to the buses and discouraging BRT commuters. system users SE.O.4 To ensure public safety and eliminate commuters‟ unease, the BRT system should: a. Install CCTV system that monitors all activities at the terminals, stations and P&R facilities in addition to the SE.O.4 Impact on buses; During the operation safety due to lack of b. Secure access to different facilities through installation of barriers and enclosed fences to allow only of the BRT system monitoring, selection of commuters with the dedicated passes to access the system; buses drivers, etc. c. Provide security personnel wherever necessary to control the crowd and monitor any suspicious activities; d. Enforce the operators to develop an eligibility criteria for recruiting the drivers and system operators that PREPARED BY ELARD 49 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT EXECUTIVE SUMMARY Source of Impact Project Activities Mitigation Measures are in constant interaction with the commuters, and provide training to ensure efficient and safe operation of the system; e. Include evacuation plans at all facilities and emergency preparedness plans; f. Include proper timetables, traffic signs and directions on all buses and stations accommodating all commuters without any discrimination. SE.O.5 Specifically during the launching of the BRT system and thereafter awareness campaigns should be SE.O.5 Difficulty in conducted to encourage people to use the BRT system in addition to incentive schemes. This can be changing the behavior During the operation achieved through general media, advertisements, social media, awareness campaigns at different locations of people to stop using of the BRT system tackling various social groups. Proving the efficiency of the system and advertising its advantages play a their cars and shift to buses major role in changing the behavior of the public and encouraging commuters to use the buses instead of the BRT system their personal vehicles. PREPARED BY ELARD 50 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT INTRODUCTION 1. INTRODUCTION 1.1 GENERAL OVERVIEW Earth Link and Advanced Resources Development s.a.l. (ELARD) (the “ESIA Consultant”), in cooperation with Egis International, was appointed by the Council for Development and Reconstruction (CDR) (the “Project Proponent”) to conduct an Environmental and Social Impact Assessment (ESIA) and Resettlement Action Plan (RAP) for the Bus Rapid Transit (BRT) system between Tabarja and Beirut and feeders buses services (the “Project”). In November 2015, the World Bank (WB) prepared the “Pre -feasibility report for a Bus Rapid Transit system for Greater Beirut”. In November 2016 and following the results of the pre - feasibility study, the CDR commissioned Khatib & Alami Engineering Group s.a.l. (the “Engineering Consultant”) to prepare the “Feasibility Study for the Greater Beirut Urban Transport Project (GBUTP)”. The objective of the GBUTP is to improve transport connectivity and mobility on the coastal corridor located to the North of Beirut. This objective will be achieved through: (i) the construction of a new Bus Rapid Transit (BRT) system between Tabarja and Beirut and within Beirut, (ii) the establishment of feeder bus services to the trunk BRT line, and (iii) the establishment of appropriate institutional arrangements for the management, operation and maintenance of the new mass transit system. In parallel, the CDR commissioned ELARD to prepare the ESIA and RAP components of the Project. The ESIA aims at identifying and assessing possible environmental and social impacts resulting from the Project and proposing measures to minimize the significance of negative impacts and maximize the benefits of positive ones. This approach, developing the feasibility and ESIA studies in tandem, will shed the light on environmental and social components to be considered during the feasibility study and will allow for a better integration of environmental and social components in the Project‟s detailed design phase. It is to be noted that within the Support Programme for Infrastructure Sector Strategies and Alternative Financing (SISSAF) project a Land Transport Sector Strategy has been recently developed by the Ministry of Public Works and Transport (MoPWT). As shown in 1-1, one of the strategy‟s programmes is a public transport component and thus the Figure ‎ Project falls within the Strategy‟s objectives. A Strategic Environmental Assessment (SEA) for the Land Transport Sector Strategy was prepared and is, at the date of preparation of this ESIA Report, undergoing review by the Ministry of Environment (MoE). It is important to note that the Project‟s ESIA Report is aligned with the SEA‟s outcomes. PREPARED BY ELARD 51 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT INTRODUCTION 1-1. Figure ‎ Overview of the Land Transport Strategy and the Public Transport Components PREPARED BY ELARD 52 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT INTRODUCTION 1.2 PROJECT PROPONENT: COUNCIL FOR DEVELOPMENT AND RECONSTRUCTION The Council for Development and Reconstruction (CDR), established through Decree No. 5/1977, is the Project Proponent and the governing agency responsible for the Project at this stage of its study, which is the technical and economic feasibility assessment. The World Bank (WB) prepared the “Pre-feasibility Report for a Bus Rapid Transit System for Greater Beirut” and will be appraising the Project for funding based on the outcomes of the Feasibility Study and Environmental and Social Assessments. When the Project is approved for implementation, the CDR will be responsible for its construction while the operation will be under the jurisdiction of the Railways and Public Transport Authority (RPTA). 1.3 ESIA PRACTITIONER: ELARD ELARD s.a.l. is a highly specialized consulting firm that employs professionals in the field of applied earth and environmental sciences, including solid waste management, water resources management and development, water and wastewater treatment, pollution containment and abatement, and environmental policy development and institutional strengthening. ELARD focuses on providing assistance to private developers, industries and public agencies in finding cost effective solutions for highly specialized and complex problems related to the management of natural resources, and the protection of the environment. Founded in Beirut, Lebanon in 1996, the firm quickly expanded to become one of the leading environment and water resources management consulting firms in the region, offering its services in the Middle East and the Gulf. With established offices in Lebanon, Syria, the United Arab Emirates, Iraq, Libya, and Mozambique, field offices are opened on an as- needed basis, as was the case in Pakistan for an extensive groundwater resource assessment project. ELARD has accumulated hands-on experience in preparing Environmental Impact Assessments (EIAs) and Environmental Baseline Surveys (EBS) related to the development/construction sector, the industrial sector (power generation, cement manufacturing, Wastewater Treatment Plants (WWTPs), etc.), the transportation sector (highways and parking areas) and the oil and gas sector (onshore seismic, well exploration and drilling operations, oil refining, among others). ELARD has vast experience in the establishment of objective-oriented, cost-effective and practical Environmental and Social Management Plans/Procedures tailored to the local settings of individual projects, Project Proponent‟s own health, safety and environmental policies and international guidelines and codes of practice. 1.4 ESIA STUDY AND REPORT STRUCTURE The Environmental and Social Impact Assessment (ESIA) is a decision-making tool to systematically identify the environmental and social impacts of new projects. It aims to evaluate, prevent and mitigate any adverse impacts generated by a project while maximizing its benefits. A list of technical and non-technical references was used to PREPARED BY ELARD 53 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT INTRODUCTION complement and complete the ESIA Study (APPENDIX A). List of all participants in the preparation of the ESIA is attached in APPENDIX B. According to Appendix 1 of the EIA Decree (Decree No. 8633/2012), the Project requires an EIA (point 6: construction of roads, bridges, railways, and tunnels). As per the required procedure, a screening form was prepared and submitted to the MoE. The MoE‟s response, provided in APPENDIX C, confirmed that an EIA is required. The overall role of the ESIA Consultant is to prepare the ESIA Study Report for the Project in order to:  Help the client identify and abide by the applicable legal framework;  Identify, evaluate and assess potential positive or negative environmental and social impacts related to the Project‟s construction and operation;  Determine appropriate mitigation measures for potential negative impacts;  Develop monitoring measures to track the implementation of the proposed mitigation measures and environmental compliance;  Identify and assess Project alternatives and advise on the best alternative; and  Inform affected stakeholders and the public about the Project and address their concerns in coordination with the Project Proponent. The first step in the ESIA process is the Scoping Report that was approved by the Ministry of Environment (MoE) in Letter no. 4265/B2016 dated 05 April 2017 as shown in APPENDIX D. The ESIA report is organized in the following sections:  Executive Summary;  Introduction;  Description of the Proposed Project;  Policy, Legal, and Administrative Framework;  Description of the Environment Surrounding the Project – Environmental and Social Baseline Conditions;  Public Consultation;  Analysis of Project Alternatives;  Environmental and Socio-Economic Impact Assessment;  Environmental and Social Management Plan (ESMP);  Conclusions; and  Appendices. The pledge of the Project Proponent on the implementation of the ESMP described in the current ESIA report will be provided upon final approval of the MoE of the ESIA Study. PREPARED BY ELARD 54 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION 2. PROJECT DESCRIPTION 2.1 PROJECT BACKGROUND AND OBJECTIVES Lebanon is experiencing a high increase in private car ownership reflected in the traffic congestion facing citizens in their daily trips. The Northern Corridor of Greater Beirut is the most congested road in Lebanon; in terms of the density of population, services, industrial activities, and other trade activities which take place in this area. On a daily basis, about 350,000 vehicles enter Beirut through the Northern Corridor, 225,000 vehicles enter Beirut through the Southern Corridor, and more than 90,000 cars enter Beirut from Bekaa. The Beirut-Tabarja corridor accounts for more than 24% of employment opportunities across Lebanon, which makes it an important economic pole. This axis also accounts for 25% of the total number of cars in Lebanon, excluding motorcycles, vans, pick-up trucks and/or other conveyances. In the next 30 years, both the vehicle fleet and the average number of daily motorized trips per person are expected to increase by almost 60%. The expected demographic growth will double the total number of motorized trips. This would severely hamper the mobility of people and goods particularly along the Northern Corridor of the Greater Beirut Area (GBA). The main challenge for this urban area is to organize the transportation system in order to accommodate the existing demand for road trips and account for the envisaged urbanization and demographic pressures in the northern suburbs of the GBA. 2-1. Figure ‎ Traffic Congestion along the Northern Corridor of the Greater Beirut Area To reduce congestion levels, authorities are investing in public transport. Implementation of a Bus Rapid Transit (BRT) System has been identified as one of the potential investments to improve mobility and traffic circulation along the three (3) main entrances to Beirut: Northern, Southern and Eastern entrances. In the first phase, the proposed Project addresses the Northern Entrance. The remaining two (2) entrances will be studied at later stages. The Project, subject of this study and report, is thus the implementation of a BRT System for the Northern Corridor of Greater Beirut linking Beirut to Tabarja. In addition, the BRT corridor will continue into the city of Beirut in an Outer Ring and an Inner Ring. A BRT System is a bus-based mass transit system with large transport capacities that meets certain conditions. To be considered “BRT”, buses should operate for a significant part of their PREPARED BY ELARD 55 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION journey within a fully dedicated right of way (busway) to avoid traffic congestion. In addition, a BRT System usually has the following elements:  Alignment in the center of the road (to avoid typical curb-side delays);  Stations with off-board fare collection (to reduce boarding and alighting delay related to paying the driver);  Station platforms level with the bus floor and multiple bus doors for entry (to reduce boarding and alighting delay caused by steps and queueing); and  Bus priority at intersections (to avoid intersection signal delay). The BRT System is a popular mass transit system because it provides large transport capacities for relatively reasonable investment costs and proven operating techniques. 2-2. Figure ‎ Examples of BRT Systems 2.2 PROJECT LOCATION The Project is planned for the Northern Highway from Tabarja to Beirut and then continues into the city of Beirut in an Outer Ring and an Inner Ring: The section along the Northern Highway runs from Tabarja to Beirut (Charles Helou) with a length of 24 km and crosses through the jurisdictions of the municipalities of Tabarja-Kfar Yassine, Ghazir, Adma-Dafne, Jounieh, Zouk Mkayel, Zouk Mosbeh, Dbayeh-Zouk el Khrab- PREPARED BY ELARD 56 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION Mar Youssef-Aoukar, Antelias-Naccache, Jal El Dib-Bkenneya, Zalka-Aamaret Chalhoub, Jdeideh-Bouchrieh-Sadd el Bouchrieh, Bourj Hammoud, Sin el Fil and Beirut. The Beirut Outer Ring with a length of 18 km follows the Mirna Chalouhi Boulevard: Mirna Chalouhi - Emile Edde - Jisr El Wati - Corniche Al Mazraa - Corniche Al Baher - Charles Helou - Nahr Al Mot. Thus crosses through the jurisdictions of the municipalities of Beirut, Sin Fil, Dekweneh, Jdeideh-Baouchrieh, and Daoura. A section of the Beirut Outer Ring overlaps with the Northern Highway BRT section as shown in Figure ‎ 2-3. The Beirut Inner Ring with a length of 16 km stays within the administrative boundaries of the city of Beirut. It passes through the following streets and avenues: Independence, Charles Malek, General Fouad Chehab, Spears, Omar Bin Abdel Aziz, Bani Maarouf, and Algeria. The overall BRT alignment is shown in Figure ‎ 2-3, and the Beirut Inner and Outer rings alignments are shown in Figure ‎ 2-4. 2-3. Figure ‎ Overall BRT Alignment PREPARED BY ELARD 57 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION 2-4. Figure ‎ Beirut Inner and Outer BRT Rings PREPARED BY ELARD 58 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION 2.3 PROJECT COMPONENTS The feasibility study covers the following three (3) main components; each component is further detailed in the sub-sections below: 1. The construction of a new Bus Rapid Transit (BRT) System between Tabarja and Beirut and within Beirut; 2. The establishment of feeder bus services to the trunk BRT lines; and 3. The establishment of appropriate institutional arrangements for the management, operation and maintenance of the new mass transit system. 2.3.1 The Bus Rapid Transit (BRT) System The proposed BRT System consists of three BRT sections and their adjoining facilities. Table ‎ 2-1 summarizes the BRT System components as provided by the Project Proponent and Engineering Consultants. The system components include the three (3) BRT sections, the stations, the bus depots & terminals, and the Park and Ride (P&R) facilities. 2-3 and Figure ‎ The linear alignments of the three (3) BRT sections are provided in Figure ‎ 2-4. To date, 28 stations between Charles Helou and Tabarja have been identified, 21 station locations in the Beirut Outer Ring and 19 station locations for stations on the Beirut Inner Ring, as indicated in Figure ‎ 2-6. A description of the BRT System components is further detailed in Table ‎ 2-1. PREPARED BY ELARD 59 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION 2-5. Figure ‎ BRT Stations between Charles Helou and Tabarja PREPARED BY ELARD 60 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION + 2-6. Figure ‎ BRT Stations on the Beirut Outer and Inner Rings PREPARED BY ELARD 61 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION 2-1. Table ‎ Components of the BRT System BRT System Description Examples Component BRT Trunk Line A dedicated BRT lane is to be constructed in the along the middle of the highway (the median). Northern Highway from Two BRT lanes will run in parallel, one in each Tabarja to direction (Two-Way Median Busway) Beirut The road section would have one BRT lane and at (Charles least two, or more, mixed traffic lanes per Helou) direction. Physical structures (e.g. concrete barriers or bollards) would separate the dedicated BRT lane from the mixed traffic lanes. 28 stations would be established in the median along the BRT trunk line with an average distance between two stations of 850 m. Each station would have a length of 20 m and a width of 4 m. Access to the stations would be via elevated pedestrian bridges; existing bridges will be used where possible. Access to bridges will be through stairs and elevators. PREPARED BY ELARD 62 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION BRT System Description Examples Component Beirut Outer A dedicated BRT lane is to be constructed in the Ring middle of the road. The road section would have one BRT lane and at least two or more mixed traffic lanes per direction. Physical structures (e.g. concrete barriers or bollards) would separate the BRT dedicated lane from the mixed traffic lanes. 21 station locations would be established with an average of 700 m between each two stations. Access to the stations will be via pedestrian level crossings on the roads coupled with stop lights and road markings. PREPARED BY ELARD 63 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION BRT System Description Examples Component Beirut Inner A dedicated BRT lane is envisaged to be Ring constructed on the right side of the road. The road section would have one BRT lane and two mixed traffic lanes per direction (best case scenario) or one BRT lane and one mixed traffic lane per direction (worst case scenario). Physical structures (e.g. concrete barriers or bollards) would separate the BRT dedicated lane from the mixed traffic lanes. 19 bus stop locations would be established with an average of 570 m between each two stations. PREPARED BY ELARD 64 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION BRT System Description Examples Component Bus Depots Depot is where the buses will be maintained and and Terminals parked when not operational. Terminal is where buses start or end their journeys as per the schedule. The location of the Beirut bus depot will be in the Mar Mekhayel OCFTC bus depot. The location of the northern bus depot is in Safra. The location of the Beirut BRT terminal will be the Charles Helou bus terminal. The northern bus terminal will be in Wata Slem, Tabarja. Examples of Bus Terminal and Depot PREPARED BY ELARD 65 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION BRT System Description Examples Component Park and P&R facilities are parking lots with connections to Ride (P&R) the BRT stations that allow commuters to park their 8 Facilities private vehicles and transfer to BRT stations. P&R facilities along the BRT line from Tabarja to Beirut are shown in the adjacent figure. The lands are empty plots all located in the public domain 7 or are state-owned. P&R facilities are located at a maximum distance 6 of 400 m from BRT stations to minimize the walking distance. 5 From South to North: 4 1- Doura 2- Nahr el Mott 3 3- Antelias 4- Naccache 5- Dbayeh 2 6- Nahr el Kalb 1 7- Jounieh 8- Kfar Yassine Eight Proposed P&R Facilities from Doura to Tabarja PREPARED BY ELARD 66 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION 2.3.2 Feeder Bus Services Along with the BRT service, feeder bus services with specific itineraries are going to be provided to serve as transit, from and to the BRT stations. The feeder bus lines are based on the “20 bus lines” project prepared by the Ministr y of Public Works and Transport (MoPWT). The total service fleet will comprise around 850-900 buses operating on about 20 complementary bus routes outside the main BRT trunk lines. 2-7. Figure ‎ Feeder Bus Network PREPARED BY ELARD 67 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION 2.3.3 Institutional Support The third component of the Project is institutional strengthening which includes:  The delineation of the arrangements for the management, operation and maintenance of the new BRT System; and  The preparation of required studies to concession BRT operations to a private operator under the supervision of the Railways and Public Transport Authority (RPTA). The project anticipates the strengthening of the capacity of the MoPWT and affiliated agencies; namely, the RPTA given that the latter will be responsible for the operational aspects of the project. This component will entail additional studies for further expanding public transport and mass transit coverage in the GBA. 2.4 CONSTRUCTION PHASE 2.4.1 Construction Activities and Schedule The construction of the components of the proposed BRT system is estimated to take 5 years (estimated start in 2018 and end in 2023). Since the project is still at the feasibility stage, the construction details such as construction methods, and material and manpower estimations are not available at this stage. Therefore, this section relies on state-of-art and common practices available in international literature, making estimates based on suitability to local conditions and consideration of the pre-feasibility and feasibility studies carried out specifically for this proposed project. The proposed Project includes the construction of the following structures/ facilities:  Bus Corridor Infrastructure (road infrastructure and stations, new pedestrian bridges and/or modification of the existing ones);  Bus Terminals (one in Wata Slem (Tabarja), while a second one in Beirut would use the location of Charles Helou Bus Station);  Bus Depots (in Mar Mkhayel OCFTC station and a second one in Safra); and  Park and Ride Facilities (eight proposed locations along the coastal highway). It is expected that the construction of the BRT System will be divided into three major phases, divided based on the area of service. 1- Phase1: construction of bus terminal and depot, park and ride facilities and the corridor connecting Tabarja and Beirut including the pedestrian bridges and the bus stations; 2- Phase2: construction of bus corridor of Outer Beirut ring, bus stations and respective pedestrian crossings; 3- Phase3: construction of bus corridor of Inner Beirut ring including the modification of the existing road infrastructure and traffic management, and erection of bus stops. The project construction is expected to have a major impact on the existing traffic through the creation of detours and bottlenecks or road blocks depending on necessity. Hence, each phase is expected to be divided into sub-phases. Each sub-phase of the project would PREPARED BY ELARD 68 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION include execution and completion of construction activities on a stretch of the road with the associated access infrastructure. Each phase would have specific sections that require more intensive works and larger area coverage, such as pedestrian bridges and relatively large stations, while other sections would involve the removal/modification of the existing infrastructure and minor construction works such as the removal of the median concrete barriers, paving the exclusive bus lanes and adding separators. There are multiple components to be constructed in this project, some activities are common between all structures, while others are site specific. The construction works are likely to chronologically entail the following activities:  Erecting separators around the construction area, which will control: o Access of workers and personnel to the construction sites; o Security and safety; and o Propagation of dust and exposure of the surrounding to construction material and solid waste generated from various construction activities.  Earth works, including clearing, digging, transportation/relocation and excavation for site preparation, which will involve: o Removal and transportation of existing structures, e.g. concrete blocks that separate the median section of the road, and light poles; o Demolition of existing structures at different locations; o Grubbing out vegetation, such as bushes and trees, or protecting it if not to be removed; and o Removal of soil.  Slab construction, including: o Transportation of raw material to site; o Concrete mixing on site or transportation of ready mix concrete; o Site works/erection; o Erection of precast elements (if needed); o Beams erection; o Repairs; o Quality assurance procedures.  Asphalt paving works, curb and concrete works;  Plastering, painting and decorating, including: o Surface preparation; o Primer application; o Multiple coatings of paint; o Waterproofing. PREPARED BY ELARD 69 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION  Interior works, including: o Tilling works; o Metal works; o Roof cladding works; o Assembly of structures (e.g. bus stops, poles); o Heating, ventilation and air conditioning (HVAC) works; o Electrical works, including passenger amenities (ticket machines, gates, vending machines, etc.); o Testing and commissioning.  Construction and finishing of all public realm takes place in parallel with each sub- phase. The most critical aspect of the construction besides availability of equipment and materials is the traffic management. The traffic management plan which is envisaged to be developed along with the construction philosophy and management plan by the construction contractor, prior to the physical start of the construction works, will involve local government and non-government stakeholders, such as business owners, functioning in the construction area or impacted by the construction works. Prior communication of the construction phases and timeline will reduce future complication in transporting materials, conducting the construction activities and traffic management in coordination with the traffic police. 2.4.1.1 Infrastructure Construction Works Infrastructure construction works include the BRT System structures (bus corridor, P&R facilities, bus stations and pedestrian bridges), roads, pavements, water/wastewater and storm water drainage networks, electrical works, telecommunication systems, landscaping and lighting. BRT System works will include, but not be limited to:  Cladding connections;  Park and Ride Facilities;  Bus depot and terminal;  Stairs and supports;  Elevators and supports;  Sheltering and shading systems;  Lights and street lighting;  Relocation of utilities (drainage systems, electricity and telecommunication); and  Signage and barriers. In general, bridges are defined by three parts: the foundation/substructure (abutments and piers), the superstructure (several types: truss, grinder or arch) and the deck. Abutments are constructed to support the ends of the bridge, while the piers provide intermediate support. The bridge deck is then rested on the foundation on top of the bearings. The superstructure in the case of the pedestrian bridges connecting to the median stations will be enclosed or with proper sheltering. The pedestrian bridge works will include the following activities: PREPARED BY ELARD 70 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION  Excavation;  Earthworks, clearing and burrowing;  Concrete and steel works to construct the abutments and piers;  Construction of stairs and other bridge access structures such as elevators and their support structures on the sides of the bridge and the median section which might require grading;  Construction or installation (pre-cast concrete or metal) of the bridge deck on top of the bears;  Installation of the top shelter or roof;  Utility works (e.g. lighting, electricity and drainage);  Testing and commissioning. Road works are likely to entail the following activities:  Asphalt milling, which is the controlled removal and recycling of existing asphalt will take place wherever paved roads exist);  Excavation;  Embankment construction (if needed);  Laying of sub-grade;  Laying of sub-base;  Applying prime coat;  Applying asphalt base course. If needed, embankments will be constructed, filled and compacted. Before the final laying of new asphalt, sub-grading (compacting materials in layers), sub-base application (the main load-bearing layer) and prime coat application (coat and bind loose material) takes place. The hot-mix asphalt is compacted by vibrator rollers, plate compactors and pneumatic compactors. Utility works can be summarized by the following:  Pipeline works: installation of new pipelines or expansion of the existing ones: o Storm drainage network; o Wastewater collection network; o Water supply network; o Electrical lines; o Telecommunication lines.  Manholes: to provide access to the underground services, new manholes might be required, especially in the median part of the road;  Surface preparation and waterproofing: most of the structures of the system are external, therefore waterproofing of concrete structures and exposed utility services will be needed;  Street lighting: the removed street lighting from median section of the road and other locations should be replaced and new ones installed wherever necessary, this will involve: PREPARED BY ELARD 71 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION o Installation of streetlight poles; o Concrete filling; o Backfilling; o Fitting of lanterns and accessories, and electrical wiring. 2.4.1.2 Construction Equipment Provided that the Project is at the stage of feasibility assessment, the high-level information on construction equipment presented herein is based on the current information on System components. This section summarizes the machinery, equipment and vehicles used in road construction projects in three categories: General construction, Road construction, and Traffic Control. 2-2. Table ‎ Machinery, Equipment and Vehicles for General Construction Construction Activity Machines Articulated dump truck Dumper Wheeled excavator Distribution of materials Wheeled loader Wheeled backhoe loader Tracked excavator Concrete mixer truck Transporting concrete Large lorry concrete mixer Large concrete mixer Concrete pump + cement mixer truck (pumping to higher floors) Concrete pump + cement mixer truck (idling) Concrete pump + cement mixer truck (discharging) Pumping concrete Concrete mixer truck Truck mounted concrete pump + boom arm Concrete mixer truck + truck mounted concrete pump + boom arm Poker vibrator Vibratory tamper Concreting, other Pump boom + vibrating poker Concrete placing boom Wheeled mobile telescopic crane Mobile telescopic crane Lifting Tower crane Tracked mobile crane Lorry with lifting boom PREPARED BY ELARD 72 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION Construction Activity Machines Telescopic handler Wheeled excavator Lifting platform Diesel scissor lift Caged material hoist Site lift for workers Tracked excavator Trenching Wheeled backhoe loader Mini tracked excavator Core drilling concrete Core drill (electric) Cutting concrete floor slab Petrol handheld circular saw Moving equipment Tractor Circular bench saw Cutting concrete blocks Handheld circular saw Road sweeper Sweeping and dust suppression Dust suppression unit trailer Epoxy/Polyurea/Modified Urethane applying trucks Pavement marking Epoxy/Polyurea/Modified Urethane applying hand-operated machines Mounting supports for directional drill Angle grinder Petrol generator for handheld grinder Miscellaneous Mobile diesel generator for electricity Handheld cordless nail gun Directional drill 2-3. Table ‎ Machinery, Equipment and Vehicles for Road Construction Road Construction Activity Machines Backhoe mounted hydraulic breaker Mini excavator with hydraulic breaker Breaking road surface Road breaker Compressor for hand-held pneumatic breaker Breaking concrete Handheld pneumatic breaker Road planer / idling Road planing Mini planer / idling Removing broken road surface Wheeled excavator Spreading chipping / fill Dozer Earthworks Bulldozer PREPARED BY ELARD 73 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION Road Construction Activity Machines Articulated dump truck Tracked excavator Road roller Rolling and compaction Vibratory roller Vibratory compacter Paving Asphalt paver + tipper lorry Wheeled excavator Trenching Tracked excavator Cutting concrete slabs Hand held circular saw Lifting formwork for underpass Wheeled mobile crane / idle Pumping water Electric water pump 2-4. Table ‎ Devices for Traffic Control Traffic Control Activity Devices Work-zone speed limit signs Speed limits Paddles, lights or flags to be used by a flagger Cones Tubular markers Traffic management (minimal) Flexible delineators Plastic drums Tubular markers Barricades Arrow boards Speed limit signs with lights Traffic management (major) Mobile traffic lights Changeable message signs Truck mounted attenuators Temporary rumble strips Other Pedestrian channelizing barricades 2.4.2 Energy Consumption and Power Supply Construction of the project will be in phases. The energy consumed on the construction location will include generators for easier mobility and less dependency on the grid, and fuel consumed by construction machinery, trucks and transportations of workers. PREPARED BY ELARD 74 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION 2.4.3 Manpower, Transportation and Security During construction it is essential to control the traffic and pedestrian flow to prevent congestion and accidents. Apart from the workers there will be a need for personnel to install proper signs, divert the traffic and manage the movement of equipment at the construction sites. The estimation of manpower needs will be part of the construction management documents that the construction contractor will develop in the later phases of the project. 2.4.4 Water Supply Activities that will require water on construction site will be mainly: water needed for concrete mixing, in case ready-mix concrete is not used, water for workers for use in mobile toilets or temporary offices at larger construction sites, water for suppressing dust, and any other construction activities that would require water. Water can be supplied through the water network or through tankers, depending on the location of the construction and the demand. The estimation of water demand will be part of the construction management documents that the construction contractor will develop in the later phases of the project. 2.4.5 Wastewater Generation during Construction Activities that consume water will often be generating wastewater. The quantities of wastewater generated during construction depend on the number of workers, the number of construction activities requiring water, and the occurrence of leaks and spills from machinery, equipment and vehicles. Wastewater to be generated from the various construction activities will be part of the construction management documents that the construction contractor will develop in the later phases of the project. 2.4.6 Raw Materials and Chemicals The following are key materials that are expected to be used during the construction phase, whose quantities will be further specified in the construction management documents that the construction contractor will develop in the later phases of the project.  Asphalt (hot-mix);  Steel/aluminum;  Metalwork;  Aggregates and concrete (bags or ready-mix);  Bricks;  Fencing materials;  Paints and solvents;  Fuel, oils and lubricants;  Tiles for paving;  Glass;  Plastics;  Wood;  Roofing and cladding material including insulation;  Electrical wiring, lighting, conduits and cables. PREPARED BY ELARD 75 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION 2.4.7 Solid Waste Management during Construction Relatively large quantities of solid waste are expected to be generated from construction sites, which should be segregated and managed. The potential activities that would generate solid waste are:  Excavation works, leveling and clearing;  Removal of vegetation at certain locations;  Removal of asphalt;  Spills during construction activities;  Solid waste generated from the workers and personnel on site;  Solid waste generated from equipment, construction material and other packaged material, e.g. cement bags that require unpacking on site, or protective sheets of road furniture. The construction contractor will elaborate on the types and quantities as well as management methods in the construction management documents that he will develop in the later phases of the project. 2.5 OPERATIONAL PHASE The operational design details of the BRT System are developed at a high-level in the feasibility stage. The following sections shed light on the system components whose design and operability allow for an initial idea on the environmental footprint of the BRT System. A key design principle of the BRT System and its feeder buses is universal design that caters for all persons and groups such as women, persons with mobility challenges and the elderly. The System design shall be integrated with the urban environment, seek to upgrade the existing road infrastructure, for all road users and especially for pedestrians, and be safe, environment-friendly and sustainable. 2.5.1 BRT System Components 2.5.1.1 BRT Corridors As described in Section ‎ 2.3.1, the BRT trunk line running between Tabarja and Beirut will be one-lane wide in the median in each direction of the coastal highway. The dedicated lanes will separated by a physical structure from the mixed traffic lanes, with design speed of 80 km/hr between Tabarja and Charles Helou and a design speed of 50 km/hr within Beirut. The BRT Beirut Outer Ring Corridor is similarly designed to run in the middle lane of two-way roads, separated from mixed traffic, except at road level crossings, and some road sections where current road design (one-way, or major junctions) may not entertain this possibility. The BRT Beirut Inner Ring corridor is designed to run on the right-hand side of the streets. Most streets in the Inner Ring are one way. The bus lane will be separated with physical structures from the other lanes. 2.5.1.2 Bus Fleet Characteristics The BRT buses will be articulated with not more than 40 seats, thus giving more room for standing passengers, and for wheelchairs and baby strollers. The total capacity will be 120 PREPARED BY ELARD 76 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION persons/bus. A new fleet of 120 modern low floor left-door articulated buses will be procured for the BRT lines, with engine specifications of Euro V diesel buses, with a requirement to use ultra low sulfur diesel (<15 ppm sulfur), and to be equipped with Diesel Particulate Filters (DPF) to reduce PM emissions, and Selective Catalytic reduction (SCR) technology to reduce NOx emissions, with efficient combustion engines. The feeder buses operating the 20 lines will have smaller dimensions of 10.5 x 2.5 m and smaller capacities – 80 persons for city buses (30 seated) and 40 seated persons for intercity buses. The feeder buses will integrate with the BRT bus system in one fare structure. They will also be equipped to serve persons with mobility challenges. The buses will be modern, will have screens to announce upcoming stations, a voice service, a GPS system connected to a control center and to bus stops, and air conditioned. The feeder buses will also be specified to use fuel efficient combustion engines, running on ultra low sulfur diesel, with DPF and SCR technology. 2.5.1.3 Bus Stations The stations of the BRT System differ in terms of accessibility to the station. The stations on the trunk line of Beirut-Tabarja and Beirut Outer Ring are in the median section of the road, while in the Inner Ring corridor the stations or stops are on the right hand side of the road. Beirut- Tabarja stations will be accessed through elevated bridges. Beirut Outer Ring stations will be accessed through pedestrian level crossings with proper signage and traffic lights. Beirut Inner Ring stations will be accessible from the sidewalk. Specific dimensions of each bus station/stop can vary according to the local conditions and the desired outcome of transporting passengers in the most convenient way. Platform dimension and structure design have an impact on the construction cost, required material, installation time and maintenance capacity during operation. 2.5.1.3.1 Bus Stations and Stops Design In general, bus stations/stops can be categorized in four types (Transfort, 2015), which differ in size, the amenities provided and the purpose they serve: a. Sign Stop b. Bench Stop c. Shelter Stop d. Station Stop Sign Stop: is a bus stop with a bus stop sign and basic accessibility landing surface, without any shelter or bench, which makes it the most basic type of bus stops. It is often used in areas where there is low ridership. PREPARED BY ELARD 77 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION 2-8. Figure ‎ Sign Stops Bench Stop: is a bus stop with a stop sign and a stand-alone bench on the landing area, without any shelter. In certain cases, it includes bike-parking rack and trash bin. These types of stops are often used in areas with low to mid ridership. 2-9. Figure ‎ Bench Stops Shelter Stop: is a bus stop with a shelter as the main feature. This stop type should also include a bus stop sign, at least a bench, a trash bin, bike racks, interior lighting and advertising panels. Shelter stops are used in areas with medium to high ridership, significant number of elderly, youth, disabled and low-income population. 2-10. Figure ‎ Shelter Stops Station Stop: is a bus stop that has enhanced passenger amenities: ticket vending machine, real-time LED and/or digital signage, a unique shelter structure, as well as the standard passenger amenities provided in shelter stops. PREPARED BY ELARD 78 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION 2-11. Figure ‎ Station Stop A summary of the bus stop types and their required, recommended and optional amenities is provided in Table ‎ 2-5. Selection of the bus station/stop types for the BRT System and feeder routes takes into account expected ridership and required amenities based on length of waiting times. All stations‟ designs will be sensitive to and inclusive of most, if not all, users‟ needs to the extent possible. 2-5. Table ‎ Bus Stop Types and Amenities Bus Stop Amenities Sign Stop Bench Stop Shelter Stop Station Stop Bus stop sign Solid surface Landing pad Connection to adjacent sidewalks Minimal slope Bench Shelter Custom shelter Bike racks Trash and recycling facilities Lighting Transit system map Route map/schedules Ticket vending machine Digital signage Ground mounted tactile Paper schedules Security cameras and Emergency call-box Wind screen Secure bike parking Braille signage Wayfinding signage : Required Amenity : Recommended Amenity : Optional Amenity Source: (Transfort, 2015) PREPARED BY ELARD 79 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION 2.5.1.3.2 Platform Area The platform area is the interface for the customer between the station and the BRT vehicle. The platform area in the median of the road will be 20 m in length by 4 m in width. For some stations with high demand, the platform area length is doubled. Attributes that were considered in the platform area design included:  Efficient flow of pedestrians;  Availability of passenger amenities;  Compatibility of the platform with BRT vehicle door configuration;  Accessibility for people with disabilities;  Clear and simple signage;  Fare collection and control system wherever necessary;  Safety and security; and  Emergency evacuation procedures. The total area available at the platform is principally a function of the anticipated passenger load. Stations that are too small can cause congestion and significantly increase passenger wait time. 2.5.1.3.3 Bus Stations between Beirut-Tabarja and on the Beirut Outer Ring Corridor Since the highest demand is expected to be on the main trunk line and the stations are located in the median, station stops will be employed phase of the project. In addition to amenities and comfortable space for boarding and transfer, these stations will have optimized structures to access the station through the pedestrian bridges with availability of stairs, elevators and/or ramps. As for bus stations and stops in the Beirut Outer Ring, access to these stations would be via marked level crossings. 2-12. Figure ‎ Median Bus Station 2.5.1.3.4 Bus Stops on the Beirut Inner Ring Corridor The BRT will function on the right side of the road in the Beirut Inner Ring. Due to space constraints, construction challenges and operation variables, shelter stops or even bench stops in some cases are the suitable option for this section. PREPARED BY ELARD 80 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION 2.5.1.3.5 Bus Stops on the Feeder Routes The feeder buses will also have assigned bus stops, whose design alternate between sign stops, bench stops and shelter stops depending on the passenger demand and space availability. All stops accommodate information posts to show the timetable and routes information. 2.5.1.4 Pedestrian Bridges Stations on the Beirut-Tabarja trunkline would be accessed through pedestrian bridges, which would include elevators on both sides and in the middle section lifting passengers from and to the station platform. In addition to the elevators there would be stairs – depending on the availability of space that would enable the movement of passengers. Accessibility is the key factor determining the design and dimensions of a pedestrian bridge. Therefore, a bridge that connects the sidewalks to the median BRT station should:  be free of obstacles;  have a gentle grade stairs in addition to elevators;  have a smooth connection to the adjoining sidewalk; and  not have a very large height difference to cross. Spatial needs of passengers are a prerequisite to constructing stairs. For all pedestrians, including the elderly, the disabled and families with children, the minimum width between the railings should be 1.5 m (preferably 1.8 m) (ipv Delft, 2015). 2-13. Figure ‎ Basic Spatial Needs and Minimal Width for Pedestrians 2.5.1.5 Stairs and Elevators To provide safe and well-designed staircases for the comfort of all people, especially those with mobility challenges, the following considerations apply.  Differences in level should be minimized as much as possible for the comfort of disabled persons and steps should be uniform.  The minimum width of a two-way stairway should be 1.5 m. For outdoor stairs, the riser should be between 0.12-0.18 m and the tread between 0.28-0.35 m.  An intermediate landing should be included when the stairs cover more than 2.5 m 2-14). (refer to Figure ‎  The length of the landing should be at least 1.2 m extending along the full width of the stairs. PREPARED BY ELARD 81 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION  Sharp edges should be avoided and handrails must be installed on both sides. One or more handrails can be included in the middle when stairs are more than 3 m wide.  A tactile marking strip (at least 0.6 m wide) should be placed at the top and bottom of the stairs, and on the intermediate landings for safety and alerting visually impaired persons as to the location of the stairs.  Shelter for outdoor stairs to protect people during different weather conditions. 2-14. Figure ‎ Pedestrian Stairs with Intermediate Landing 2-15. Figure ‎ Multiple Configuration of Stairs Transporting Passengers between the Median BRT Station and the Sidewalks via a Pedestrian Bridge Ramps are often used when stairs obstruct the free passage of pedestrians, in particular people with mobility challenges and wheelchair users. For the purposes of this project, ramps PREPARED BY ELARD 82 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION were not considered for the design due to space limitations, and elevators were selected instead. Elevators are essential at pedestrian bridges connecting to the median BRT station, facilitating the movement of passengers with mobility challenges. Elevators should be installed with stairs, since elevators require continuous maintenance and electricity and cannot be the only method available for passengers. Elevators can be designed depending on demand and the given limitations of the location (UN, 2004). There are general considerations for elevators:  For level changes of more than 1.2 m, the elevator should be placed in a closed structure with doors.  Vertical platform lifts can have different settings for entry and exit as illustrated in 2-16. Figure ‎  The minimum width of the elevator should be 0.9 m and the minimum length 1.2 m. 2-16. Figure ‎ Elevator Dimensions and Entry/Exit Configuration 2.5.1.6 Bus Depots Bus depot areas serve multiple purposes: bus parking areas, re-fuelling facilities, maintenance areas, and office spaces for bus operators. The ideal location for a bus depot is within the proximity of the actual system, i.e. terminals, to create the ability to: 1. introduce additional buses during peak demand, 2. facilitate re-fueling and maintenance for buses, and 3. avoid dead kilometers, which is additional operational cost, between the depot and the terminals. The structural design of the depot has the following movement flow: (re-)fueling area, including monitoring operation, parking area in case buses are not needed on-line, and/or followed by exterior and interior cleaning and maintenance area, similar to a repair shop. 2.5.1.6.1 Aesthetic Design Although depot areas are not accessible to the public, there should be a consideration of the general view of the depot, since it can impact how people perceive the system, specifically the population living nearby. Therefore, a well-designed work environment and PREPARED BY ELARD 83 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION creative landscaping is foreseen, i.e. vegetation and trees in balance with concrete structures, to meet the satisfaction of the workers and the public. 2.5.1.6.2 Depots in Beirut and Safra Bus depot designs consider bus depots as service production areas, with a layout design as shown in Figure ‎ 2-17. The product is a bus ready to operate on a daily basis. The majority of the demand is expected from Tabarja to Beirut, therefore land for a depot in Safra was located next to the terminal in Wata Slem. Buses would start from Tabarja in the morning and end at Tabarja in the evening. Based on the area requirements (refer to Section ‎ 2.5.1.6.3), the area that meets the requirements is Mar Mkhayel Station for the Beirut depot, and it is set to be a depot. The depot keeps spare vehicle to replace the ones that are in maintenance. When buses are new, the number of spare buses is low (5% of the operating fleet). It depends also on good management, capacity building and operations control. The depot infrastructure is expected to last for decades before any major reconstruction is required (World Bank, 2015). 2-17. Figure ‎ Bus Depot Design Setting 2.5.1.6.3 Area Estimations According to the feasibility study estimations, the bus depot should provide for at least 200 18-m articulated buses. The minimum required area for the bus depot, which considers the operation modes of the BRT is 20,000 m2. PREPARED BY ELARD 84 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION 2.5.1.7 Bus Terminals Typically, there are terminals at each end of a trunkline corridor. Terminals involve many of the same design challenges as stations. However, given the larger number of passengers and transfer options, terminals obviously require more space. The architectural design of terminals can mimic the style of the system‟s stations, similar to the example shown in Figure ‎ 2-18 for a terminal in Curitiba, Brazil. Terminal platforms are typically not enclosed within walls since entrance to the terminal site is controlled from a distance, such as the example from Bogota, Colombia shown in Figure ‎ 2-19. Terminal facilities in cities such as Bogota, Colombia and Quito, Ecuador have high ‎ -20. It is important to note that ceiling designs with modern roof structures, as shown in Figure 2 the scale and style of terminal facilities impart an impression of importance to the customer and help to instill the system‟s professional image. 2-18. Figure ‎ Bus Terminal in Curitiba, Brazil 2-19. Figure ‎ Bus Terminal in Bogota, Colombia PREPARED BY ELARD 85 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION 2-20. Figure ‎ Bus Terminal in Quito, Ecuador The Tabarja-Beirut and Beirut BRT lines will be about 52 km in total and include 87 stations and stops. The operation is highly likely to require terminals and depots near both end-points of the Tabarja-Beirut trunkline to optimize operations and reduce operating cost. In Beirut, Charles Helou bus station, pictured in Figure ‎ 2-21, will be adapted and improved to serve as the Beirut terminal. In Tabarja, a terminal will be located on a 6,000 m 2 plot of land. The preliminary design of the BRT System includes having a fare for the BRT and a fare for the feeder services (at the terminals), both being distance-based fares. Therefore, the space for the transfer between the feeder and the trunklines is to be considered in the construction of the terminals in order to allocate space for fare checks, information kiosks and adequate design to facilitate mobility without causing passenger or bus congestion. The existing Charles Helou Bus Station will be used as a terminal, however some upgrades and required modifications should be implemented to make the infrastructure ready to receive the buses and passengers. The modifications are to be specified during detailed design. On the other hand, the design of the terminal in Tabarja is assumed to be a large infrastructure including commercial establishments to integrate the transit system with the urban development. PREPARED BY ELARD 86 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION 2-21. Figure ‎ Charles Helou Bus Station, Beirut 2.5.1.8 Park and Ride Facilities Park and Ride (P&R) facilities are usually developed to integrate private vehicle owners, allowing them to park and use transit bus services to complete their journey. A P&R facility provides a parking lot or a parking garage that is kept secure during the day. To optimally serve their purpose, it is best if P&R facilities are located the closest to the target customers. If private vehicle owners will have to drive long distances before using public transport to reach to their destination, they are less likely to utilize the system. Time and cost of switching are the two main factors that provide incentive or discourage private vehicle owners from using the transit system. 2-22. Figure ‎ Park and Ride Facility Demand for P&R is estimated at 1,473 private vehicles daily in the year 2023, 1,800 daily in the year 2028 and 2,269 daily in the year 2038. The minimum requirement is that parking space be provided for the demand for three hours, which equals to 1,100 cars. Accordingly, there is a need for at least 28,000 m2 for P&R. The currently available land area which can be transformed into P&R areas is upwards of 35,000 m 2, and all plots are located on state-owned land or public domain. Stations TB5, TB11, TB13, TB14, TB15, and TB27 have land available close to the stations. However P&R areas were chosen to be located near the stations that have the highest PREPARED BY ELARD 87 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PROJECT DESCRIPTION demand. It is worth to note that some of the already existing plots are already used as parking lots. Similarly, constructed parking areas in the future can serve local parking needs as well. PREPARED BY ELARD 88 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK 3. POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK This section presents an overview of concerned authorities/ institutions, as well as applicable legislation, policies, standards and international treaties and agreements setting the regulatory environmental requirements associated with the project. The objective is to ensure compliance in the different phases of the Project from design through pre-construction, construction, operation and decommissioning not only with Lebanese environmental laws and regulations, but also with relevant international agreements of which Lebanon is signatory and to observe non-statutory corporate standards and good practice guidance. 3.1 INSTITUTIONAL FRAMEWORK RELEVANT TO THE PROJECT The main authorities/institutions concerned with the Project along with their roles and mandates are summarized in Table ‎ 3-1. The roles of the authorities and institutions listed in Table ‎ 3-1 are primarily in the planning, construction, implementation and supervision of operation of the BRT System. The implementing bodies have a responsibility to achieve the objectives of the BRT System in line with the environmental and social rules that are enshrined in Law No. 444/2002 on the Protection of the Environment, and the various social rules such as the Expropriation Law No. 58/1991, Law No. 220/2000 on Persons with Disabilities and Law No. 37/2008 on Cultural Heritage. The ministries of environment, culture, and social affairs shall be responsible to observe the environmental and social performance of the project. Notwithstanding, the planning authorities (MoPWT, RPTA, CDR, MoIM and MoEW) shall observe the environmental and social rules at the planning, design, construction and operation stages, so that the Project is in compliance and achieves its intended objectives to improve the flow of movement of the residents without jeopardizing the quality of the social and natural environment. 3-1. Table ‎ Mandates of the Main Concerned Authorities/ Institutions Authority/ Institution Reference to Legal Mandate, Role and Responsibilities Text on Organization Ministry of Public Works and Decree No. The DGLMT is in charge of all Maritime Transport (MoPWT) - Directorate 1611/1971 and Land Transport affairs, and of General for Land & Maritime controlling ports, harbors and maritime Transport (DGLMT) public property as well as of projects and assets of land transport, coordinating, monitoring and setting tariffs. Railway and Public Transport Decree-Law No. The RPTA has the mandate for the Authority (RPTA) 6479/1961 & Law No. management and operation of existing 4/1988 and new railways as well as for public transport in Lebanon. Ministry of Interior and Decree No. The TMO is in charge of ensuring that Municipalities (MoIM) - Traffic & 11244/2003 regulations related to traffic and Vehicles Management registration of vehicles are respected; Organization (TMO) and of managing and monitoring traffic lights (plans, related data, supervising maintenance contractors, monitoring traffic flow/ video system…), and management of public parking spaces. PREPARED BY ELARD 89 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK Authority/ Institution Reference to Legal Mandate, Role and Responsibilities Text on Organization MoPWT - Directorate General of Decree No. The DGRB operates according to the Roads & Buildings (DGRB) 13379/1998 Decree No. 13379/1998, with main tasks including planning for roads infrastructure, environmental assessments for proposed projects, contracting and executing construction works and maintenance. MoIM & Internal Security Forces - Decree No. The TMC was formed jointly by the Traffic Traffic Management Centre (TMC) 4082/2000 & Vehicles Management Organization (TMO) and the Internal Security Forces (ISF). The TMC is in charge of the daily operation of the traffic management system, as well as optimizing the network operation and accidents detection/ follow-up. MoPWT - Directorate General of Decree No. The DGUP is responsible for proposing Urban Planning (DGUP) 10490/1997 and plans for the development of main amendments projects and infrastructure within a (Decree No. general urban plan, including traffic 9069/2002 & management and parking spaces. 16870/2006) Ministry of Environment (MoE) Law No. 690/2005 & The MoE is the national competent Decree No. authority responsible for the protection 2275/2009 of the environment. Responsible for reviewing the Scoping Report and the ESIA report for the Project and for issuing the conditions for approval of the Project. Upon approval of the ESIA Report, MoE is responsible to supervise the implementation of the ESMP. CDR Decree No. 5/1977 The responsibilities of the CDR are summarized in three (3) main tasks: 1) developing and implementing a plan and a time schedule for the resumption of reconstruction and of development, 2) guaranteeing the funding of presented projects, and 3) supervising their execution and utilization by contributing to the process of rehabilitation of public institutions; thus enabling these institutions to assume responsibility for the execution of a number of projects under the supervision of the Council of Ministers (CoM). The CDR is the project proponent and the governing agency responsible for the Project. The CDR commissioned Khatib & Alami Engineering Group s.a.l to prepare the “Feasibility Study for the Greater Beirut Urban Transport Project (GBUTP)”. In parallel, the CDR commissioned the ESIA Consultant to prepare the ESIA and resettlement studies of the Project. The CDR will be responsible for the construction phase of the BRT System. PREPARED BY ELARD 90 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK Authority/ Institution Reference to Legal Mandate, Role and Responsibilities Text on Organization Ministry of Culture (MoC) - Law No. 35/2008 & The DGA is the technical unit of the Directorate General of Antiquities Law No. 36/2008 MoC responsible for the protection, (DGA) promotion and prospecting activities in all sites of national/cultural heritage in Lebanon. Ministry of Energy and Water Decree-Law No. The Directorate of Petroleum plays a (MoEW) – Directorate of Petroleum 6821/1973 role in setting fuel standards and regulates the type of fuels imported and used in the country. Ministry of Social Affairs (MoSA) Law No. 220/2000 The MoSA implements the program to insure the rights of persons with disabilities including the issuance of personal disability card 3.1.1 Transport and Traffic Planning Several governmental bodies responsible for traffic and land transport management were established or are suggested to be established:  Directorate General for Land & Maritime Transport (DGLMT);  Transport Regulatory Unit (TRU) in the MoPWT.  Higher Council for Land Transport;  Railways and Public Transport Authority (RPTA);  Traffic and Vehicles Management Organization (TMO);  Environment and Traffic Safety Department in the Directorate General of Roads and Buildings (DGRB); and  National Center for Road Safety. 3.1.1.1 Directorate General for Land & Maritime Transport (DGLMT) Decree No. 1611/1971 describes the organization of the DGLMT. The DGLMT assumes all matters of maritime and land transport including the supervision of ports and the public maritime domains. The Department of Land Transport within the DGLMT has the following responsibilities:  Organizing investment in land transport and coordinating, controlling and defining its tariffs;  Monitoring the movement of vehicles, studying its impact on the economy, collecting information on land transport movement between Lebanon and abroad, and working on developing it; and  Tracking the development of rail transport, studying its impact on the economy, collecting information on rail transport movement between Lebanon and abroad, and working on developing it. 3.1.1.2 Transport Regulatory Unit (TRU) in the MoPWT MoPWT Decision No. 138/1999 calls for the establishment of the Transport Regulatory Unit (TRU) in the MoPWT whose role would be to develop public transport reform and supervise its implementation. PREPARED BY ELARD 91 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK 3.1.1.3 Higher Council for Land Transport The Higher Council for Land Transport was established according to Decree No. 5540/1966 that was amended by Decrees No. 6181/1994 and No. 4775/1994. The Higher Council for Land Transport has the following responsibilities:  Studying the economic fundamentals that aim at developing the land transport industry and at regulating the investment in land transport and the coordination and control of land transport;  Studying the development, density, type and trends of rail transport;  Studying how to use the roads and the establishment of transport lines, roads, passages, departure stations, parking stations, and arrival stations;  Studying the issue of public cars plates according to the country‟s need and public interest;  Studying the applications to establish companies and institutions to secure land transport, domestic transport and international transport;  Studying the necessary programs for the training of pedestrians, including students using various means, especially through radio, newspapers and television; and  Studying the basics of training of traffic supervisors. 3.1.1.4 Railways and Public Transport Authority The Railways and Public Transport Authority was established according to Decree-Law No. 6479/1961, as amended by Law No. 4/1988, and mandated with the following:  Management and operation of national railways and their associated assets, and  Management and operation of public transport in the Lebanese territories. 3.1.1.5 Traffic and Vehicles Management Organization (TMO) Decree No. 4082/2000 outlines the mandates of the Traffic and Vehicles Management Organization (TMO) and describes it as a public institution that is administratively and financially independent, under the tutelage of the Minister of Interior and Municipalities. Decree No. 11244/2003 specifies the role and responsibilities of the TMO as follows:  Ensuring the enforcement of laws and regulations related to traffic and the registration of vehicles;  Managing and controlling traffic lights;  Studying traffic engineering for example giving their opinion on traffic impact studies conducted for specific projects listed in the Building Law;  Operational traffic planning: Developing traffic management strategies and traffic flow plans, analyzing special requirements arising from special events, closing some of the roads to allow works to be done, preparing plans to handle bottlenecks resulting from accidents and events;  On-street parking management: Working in coordination with municipalities and other competent bodies (Internal Security Forces (ISF), municipal police, and others...) to develop a policy to regulate roadside parking and determining the places where parking is allowed. The TMO is also responsible for the installation and maintenance of park-meters and for controlling violations; PREPARED BY ELARD 92 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK  Informing, guiding and training: Communicating to the public, the media and officials information related to traffic conditions and roads. An advanced system shall be used to guide road users. The TMO shall conduct guiding and informative campaigns on modern traffic management systems for drivers and beneficiaries;  External services: The TMO is entitled to sell services that include, but are not limited to: statistical information, engineering studies, training, etc. to the public, private and municipal sectors; and  Support in traffic control and law enforcement: A team of engineers and technicians of the TMO, in cooperation with officers and members of the ISF shall provide support to the field traffic controllers in the different traffic sections in order to enhance their ability to implement the Traffic Law. 3.1.1.6 Environment and Traffic Safety Department in the DGRB Decree No. 13379/1998 organizes the Directorate General for Roads and Buildings (DGRB) and Regional Directorates in the MoPWT, and defines the responsibilities of its Environment and Traffic Safety Department. According to Article 21, the responsibilities of the Environment and Traffic Safety Department are the following:  Developing a plan for the equipment of roads with traffic signs, small lights, barriers, lighting installations and lane demarcation with paint;  Gathering information and reports on traffic accidents in order to identify dangerous and risky sites and propose appropriate solutions;  Checking designs prior to approval and reviewing the characteristics of existing roads and evaluating them from a safety point of view;  Supervising the development of studies and designs related to traffic lights and road lighting and coordinating with the concerned bodies;  Ensuring a technical control over the manufacturing and installation of traffic lights;  Evaluating the technical studies that are being developed for road projects especially the impacts on the environment and proposing measures to mitigate the damages and addressing the results. 3.1.1.7 National Center for Road Safety Article 356 of Law No. 243/2012 establishes the National Center for Road Safety, and defines its mandates as follows:  Formulate the general policy of traffic safety and ensure its application;  Work on the development of the traffic law;  Development of practical driving tests frameworks and curricula, as amended by Law No. 278/2014;  Set the qualifications of driving tests examiners and assess their qualifications;  Prepare a test for driving trainers;  Prepare education and training curricula to be adopted in driving schools;  Approve competency courses for traffic accident experience candidates;  Supervise public and private institutions and departments concerned with traffic affairs;  Organize and sponsor advertising campaigns related to traffic safety; and PREPARED BY ELARD 93 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK  Issue an annual report on its achievements and what has been achieved in terms of traffic safety, and publish those achievements in the media. 3.1.2 Environmental Protection Three institutions are responsible to set and oversee the implementation of environmental protection policies, strategies, rules and technical measures. These are the Ministry of Environment, the National Council for the Environment and the Environmental Public Prosecutor. 3.1.2.1 Ministry of Environment According to Law No. 690/2005 and its application Decree No. 2275/2009, the MoE is the national competent authority responsible for the protection of the environment. The Law also states that the MoE is responsible for reviewing the Scoping Report and the ESIA report for the Project and for issuing the conditions for approval of the Project. Upon approval of the ESIA Report, MoE is responsible to supervise the implementation of the ESMP. 3.1.2.2 National Council for the Environment Decree No. 8157/2012 establishes the National Council for the Environment and assigns its responsibilities as follows:  In terms of policy and planning, make suggestions related to the following: o Environmental policy and strategies set by the Ministry of Environment; o Integration of environmental concepts into the policies of all development sectors in order to achieve sustainable development; o Integration of environmental concepts in Master Plans; and o Performance of follow-up procedures on international and regional treaties, conventions and protocols that are compliant with the general environmental policy and the needs of the country.  On the technical level, make suggestions related to the following: o Evaluation of environmental results of each activity related to natural resources, after the activity has been implemented, as a step to assess the effectiveness of impact assessment studies, initial environmental examination, or the strategic environmental assessment, if any; o Revision and renewal of studies and books issued or to be issued by the MoE and proposition of additions and amendments deemed appropriate by the Council.  On the legislative level, make suggestions related to the following: o Preparation of draft laws and regulations to protect the environment and sustain its natural resources; o Amendment of the laws and regulations related to the protection of the environment and the sustainability of natural resources to ensure their comprehensiveness, timeliness and applicability; and o Preparation of plans, programs and projects necessary to improve compliance with the obligations required in the international and regional treaties, conventions and protocols ratified by Lebanon.  On the administrative level, make suggestions related to the coordination of the approaches of the institutions and departments concerned with the protection of the environment.  At the financial level, make suggestions related to the following: PREPARED BY ELARD 94 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK o Activating the National Environmental Fund described in Articles 8 to 11 of the Environment Protection Law No. 444/2002; and o Development of financial incentives to facilitate environmental compliance by polluting sectors. 3.1.2.3 Environmental Public Prosecutor The control of environmental violations is accomplished through the enforcement of Law No. 251/2014 related to the establishment of an Environmental Public Prosecutor to arbitrate violations of environmental regulations and its application Decree No. 3989/2016 related to the designation of environmental officers to track and report environmental violations. 3.2 LEGISLATIVE FRAMEWORK RELEVANT TO THE PROJECT As per the ESIA Study‟s Terms of Reference (TOR), the implementation of the ESIA Study must be in compliance with the Operational Policies (OP) of the World Bank (WB) and at the same time compliant with the existing legal framework and the regulations of the Government of Lebanon (GoL). 3.2.1 Legislation and Standards Relevant to the Project In this section, the legislative texts and standards that are relevant and applicable to the Project are outlined and explained to set the environmental regulatory context within which the Project should be designed. 3.2.1.1 Overview of Existing National Legislation Relevant to the Project An overview of the main Lebanese legislative texts relevant to the Project is presented in Table ‎ 3-2. PREPARED BY ELARD 95 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK 3-2. Table ‎ Overview of the Lebanese Legislative Texts Relevant to the Project Legislative Text Year Reference Entity Relevant Provisions Environmental Assessment Decision 261/1 2015 MoE Defining the procedures for the review of Scoping and EIA reports. Circular 6/1 2015 MoE Defining EIA and IEE review fees and bank guarantees. Circular 9/1 2014 MoE Specifying documents to be submitted with IEE and EIA Scoping Reports. Fundamentals of EIA, within the Framework of Environmental Protection Law. It stipulates the EIA Decree 8633 2012 CoM procedures and regulations related to development projects that have a potential impact on the environment. Decree 8213 2012 CoM Strategic Environmental Assessment. Environmental Controls Decree 3989 2016 CoM Environmental Officers to track and report environmental violations. Decree 3277 2016 CoM Control of Ozone Depleting Substances. Establishing an Environmental Public Prosecutor to arbitrate violations of environmental Law 251 2014 Parliament regulations. Decree 8157 2012 CoM Establishment of the National Council for the Environment and assignment of its responsibilities. Integrated Solid Waste Sets the framework for Integrated Solid Waste Management based on the principles of Law Management (ISWM) Draft Law 2012 -- 444/2002. – Decree 8003 Protection of Air Quality Draft Sets the framework for ambient air quality management and control of sources of emissions to 2012 -- Law – Decree 8075 air. Law 444 2002 Parliament Environment Protection Law. Lays the legal framework for reducing air pollution from the transport sector and encouraging the use of cleaner sources of fuel. Specifically, the law bans the import of minivans operating on diesel engines, as well as old and new diesel engines for private passenger cars and minivans. Law 341 2001 Parliament Empowers the Government to recall 10,000 public license plates. Amended by Laws 380/2001 & 453/2002 which provide incentives for replacement of public license plate-vehicles operating on diesel engines. Updates/replaces Decision 52/1 by developing the Environmental Limit Values (ELVs) related to Decision 8/1 2001 MoE air pollutants and liquid waste emitted from classified establishments into receiving water bodies. PREPARED BY ELARD 96 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK Legislative Text Year Reference Entity Relevant Provisions Decision 5/1 2001 MoE Environmental requirements for permitting the construction and operation of fuel stations. Specifies the NSEQ for Air and Water. Sets the Environmental Quality Standards & Criteria for Air, Decision 52/1 1996 MoE Noise, Water and Soil. Sets the standards for operating diesel trucks and buses, as well as the implementation of a Decree 6603 1995 MoIM & MoE monitoring plan and permissible levels of exhaust fumes and exhaust quality. Fuel Standards Decree 3054 2016 CoM Amendment of Decree 8442/2002 on fuel specifications. Legal endorsement of national standard specifications related to some fuel derivatives, gases Decree 119 2014 CoM and gas canisters (LPG). Specifications of unleaded gasoline 92-Octane, 95-Octane and 98-Octane grades, and diesel Decree 8442 2002 CoM for use in motor vehicles. Transport & Traffic Regulations Traffic Law organizing the traffic flow, use of public roads, driving licenses and exams, vehicles Law 243 2012 Parliament specifications, and public safety – Amended by Law 278/2014. Establishes the National Center for Road Safety, and defines its mandates. Decision 824 2003 CoM Clarifications on the application of the Vehicles Inspection System and Procedures. Decree 7577 2002 CoM Sets the Vehicles Inspection System and Procedures - Mecanique - Incentives to renew the vehicle fleet such as exempting certain types of vehicles from import tax, registration, and inspection fees. - Compensation of owners of diesel-engine private cars, public transport cars, and buses who Decree 7858 2002 CoM replace the engines with gasoline-operated ones. - Banning the use of private and public cars operated with diesel engines starting from 15/6/2002, and banning the use of private and public transport buses operated with diesel engines starting from 15/7/2002. Calls for the reform and re-organization of the Land Public Transport Sector in Lebanon and the Decision 9 2000 CoM reduction of the number of public transport vehicles from 39,761 to 27,061. Calls for the establishment of the Transport Regulatory Unit (TRU) in the MoPWT. The TRU is to Decision 138 1999 MoPWT develop the land public transport reform and supervise its implementation. Decree 6603 1995 MoIM & MoE Defines the standards for operating diesel trucks and buses, as well as the implementation of a monitoring plan and permissible levels of exhaust fumes and exhaust quality (CO, NOx, HCs and PREPARED BY ELARD 97 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK Legislative Text Year Reference Entity Relevant Provisions TSP). Amends Law 368/1994. Removes age restriction on imported vehicles for diesel engine vehicles Law 432 1995 Parliament (trucks, buses, and first-aid vehicles) that were purchased or shipped before the promulgation of Law 368/1994. Allows the import of pick-ups, trucks and buses less than five years old operating on diesel Law 368 1994 Parliament engines. Permits the MoIM to issue and sell 12,000 license plates for shared-taxi vehicles, 7,000 license plates for trucks, 4,000 license plates for mini-buses (capacity 15 seats or less), and 1,000 license Law 384 1994 Parliament plates for buses. Doubling the existing number of public licenses by issuing one plate for every existing license holder who submits an application within 3 months from law enactment. Decree 84 1977 CoM Authorizes vehicles owned by public authorities to use diesel engines. Establishment of the Higher Council for Land Transport – Amended by Decrees 6181/1994 and Decree 5540 1966 CoM 4775/1994. Land Use Decree 2366 2009 CoM National Physical Master Plan for the Lebanese Territory (NPMPLT). Law 58 1991 Parliament Expropriation Law – Amended by Law issued in 2006. Legislative Decree 45 1932 Expropriation for the Public Benefit. High Decision 144/S 1925 Definition of the Public Domain – amended by Decree-Law 15403/1964. Commissioner Cultural Heritage Decree 3058 2016 CoM Integration of immovable antiquities in private and public buildings and properties. Defines and regulates the procedures followed by the DGA in preventive and rescue Decree 3057 2016 CoM excavations. Law 37 2008 Parliament Defines and regulates the protection and management of cultural properties. Decree in force 1057 2007 Parliament Protection of heritage buildings. Decision 14 1988 CoM Regulates the trade in antiquities. High Establishes a system for penalizing violations of laws on ancient monuments and ruins and Decision 225 1934 Commissioner historical buildings. PREPARED BY ELARD 98 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK Legislative Text Year Reference Entity Relevant Provisions High Decision 166 1933 Sets the regulations for the preservation of antiquities, excavations and trade in antiquities. Commissioner Construction Regulations Decree 8649 2012 CoM Application of Article 19 of Law 646/2004 related to Parkings. Decree 7964 2012 CoM Public safety in buildings, facilities, elevators and prevention of fire and earthquake risks. Decree 15874 2005 CoM Application of the Construction Law 646/2004. Decree 11958 2004 CoM Protection, prevention and safety in construction. Law 646 2004 Parliament Construction Law – Amends the Legislative Decree 148/1983. Persons with Disabilities (PwDs) Decree 7194 2011 CoM Application of the provisions of Law 220/2000 related to the rights of PwDs. Law 220 2000 Parliament Law related to the rights of PwDs. PREPARED BY ELARD 99 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK 3.2.1.2 Synopsis of the Lebanese Legislative Texts Relevant to the Project 3.2.1.2.1 Environmental Assessment The EIA Decree No. 8633/2012 sets specifications and criteria for environmental standards and requirements, principles, and measures necessary to assess the environmental impact of development projects. The EIA Decree addresses the objectives of the regulation, definitions, as well as various stages of the national EIA process such as screening, scoping, implementation, and review of the EIA report, in addition to the period of validity, and the appeal process. The EIA Decree also lists all the activities for which an EIA study or permit conditions are mandatory, and those that require an IEE (refer to Appendices 1, 2 and 3 of the EIA Decree). According to Appendix 1 of the EIA Decree, the Project requires an EIA (Point 6: construction of roads, bridges, railways, and tunnels). The main steps of the EIA Implementation Process in Lebanon are summarized in the schematic diagram shown in Figure ‎ 3-1 as described in Appendix 9 of the EIA Decree. The outline adopted for the preparation of the current ESIA report follows that specified in MoE Decision No. 261/1/2015 that defines the procedures for the review of Scoping and EIA reports. As previously mentioned in Section ‎ 1.1, the current ESIA Report is aligned with the outcomes of the Land Transport Sector Strategy SEA that was prepared based on the requirements of the SEA Decree No. 8213/2012. 3.2.1.2.2 Environmental Controls 3.2.1.2.2.1 Environmental Protection The Project should be aligned with the overall philosophy of environmental protection in Lebanon as stipulated in the Environment Protection Law No. 444/2002, and which defines the different environmental receptors and resources and proposes means for their protection. 3.2.1.2.2.2 Construction and Operation of Fuel Stations MoE Decision No. 5/1/2001 that stipulates the environmental requirements for permitting the construction and operation of fuel stations only applies if fuel stations will be built in bus depots. Article 1 of the Decision lists the resource inputs and outputs of activities at fuel stations, namely, water consumption to clean vehicles, suspended solids in wastewater from washing of vehicles, residues of cleaning products and organic matters mainly oil and grease, used oils, air pollutants generated from the volatilization of liquid fuels, accidental fuel leakages that could seep to soil and groundwater. The Decision lists the general environmental conditions required in fuel stations relating to wastewater management, curbing emissions to air, management of used oils, vehicles washing, fuel storage tanks, safety standards, and visual aspects of the fuel stations. The Decision also provides a typical design of a cesspool. PREPARED BY ELARD 100 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK PREPARED BY ELARD 101 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK 3-1. Figure ‎ Schematic Diagram of the EIA Licensing Procedure PREPARED BY ELARD 102 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK The final and obligatory permit conditions are determined according to the location of the station and the pollutants resulting from its daily operation. The MoE reserves the right to impose new environmental conditions when necessary, to conduct periodic monitoring and to suspend the permit in case the required environmental conditions are violated. 3.2.1.2.2.3 Transport Vehicles Several legislations were drafted related to the control on the import of certain types of vehicles; mainly:  Law No. 368/1994 allows the import of pick-ups, trucks and buses less than five years old operating on diesel engines. Article 2 called for setting the conditions for using pick-ups, trucks and buses operating on diesel engines, monitoring methodologies, the acceptable levels of smoke and smoke quality and which were specified in Decree No. 6603/1995.  Law No. 384/1994 was enacted in order to control the trade of public license plates. This Law permitted the MoIM to issue and sell 12,000 license plates for shared-taxi vehicles, 7,000 license plates for trucks, 4,000 license plates for mini-buses (capacity 15 seats or less), and 1,000 license plates for buses. The Law also doubles the existing number of public licenses by issuing one plate for every existing license holder who submits an application within three (3) months from law enactment.  Law No. 432/1995 that amended Law No. 368/1994 removed the age restriction on imported vehicles for diesel engine vehicles (trucks, buses, and first-aid vehicles) that were purchased or shipped before the promulgation of Law No. 368/1994. By 2000, it was evident that the previous legislation that led to a large increase in public transport vehicles running on diesel-powered engines had undesirable effects on local air quality. The CoM Decision No. 9/2000 called for the reform and re-organization of the Land Public Transport Sector in Lebanon and the reduction of the number of public transport vehicles from 39,761 to 27,061. The CoM Decision was followed by Law No. 341/2001 which mandated the recall of public license plates and incentives to replace diesel-powered engines with gasoline-powered ones. Pursuant to Law No. 341/2001, Decree No. 7858/2002 was drafted to provide incentives to encourage the renewal of the vehicle fleet and compensation for owners of diesel-engine operated vehicles for the mandatory switch to gasoline-powered engines. The Decree banned the use of private and public transport cars and buses operated with diesel engines. Also pursuant to Law No. 341/2001, Decree No. 7577/2002 was enacted to set the vehicles inspection system and procedures “mecanique” and its pursuant Decision No. 824/2003 provided clarifications on the application of the vehicles inspection system and procedures. 3.2.1.2.2.4 Air Quality In 1993, Lebanon ratified the Vienna Convention on the Protection of the Ozone Layer and Montreal Protocol on Ozone Depleting Substances (ODS) through Law No. 253/1993, and in 1999 Lebanon ratified the Copenhagen Amendment to the Montreal Protocol on Substances that Deplete the Ozone Layer through Law No. 120/1999. An application Decree No. 3277/2016 was promulgated on the control of ODS. This decree aims at controlling the ODS listed in the Annexes of the Montreal Protocol. PREPARED BY ELARD 103 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK Other national legislations also exist for the protection of air quality during construction and operation activities of the proposed project such as the Protection of Air Quality Draft Law of 2012 that sets the framework for ambient air quality management and control of sources of emissions to air and Law No. 341/2001 which is related to the protection of air quality from the transport sector. Law No. 341/2001 lays the legal framework for reducing air pollution from the transport sector and encouraging the use of cleaner sources of fuel. Specifically, the law bans the import of minivans (that can carry no more than 15 passengers other than the driver) operating on diesel engines, as well as old and new diesel engines for private passenger cars and minivans. In addition, the Law prohibits the use of gasoline fuel containing lead in all types of vehicles since 2002. The Law also empowers the Government to recall 10,000 public license plates. This Law was amended by Laws No. 380/2001 & 453/2002, which provide incentives for replacement of public license plate-vehicles operating with diesel engines. National emission standards were established in the MoE Decision No. 52/1/1996 and later updated in the MoE Decision No. 8/1/2001. Where standards for the assessment are not addressed in the national legislation, international standards will be referred to, particularly those issued by the World Health Organization (WHO), which are also used in the Environmental, Health and Safety (EHS) General Guidelines of the World Bank (IFC, World Bank, 2007), as shown in Table ‎ 3-3. 3-3. Table ‎ Lebanese Ambient Air Quality Standards and WHO Air Quality Guidelines Averaging Pollutant Source Concentration Period 10 minutes WHO/EHS AQ Guideline Value 500 µg∙m-3 1 hour Lebanese AAQS 350 µg∙m-3 Sulfur dioxide (SO2) Lebanese AAQS 120 µg∙m-3 24 hours WHO/EHS AQ Guideline Value 20 µg∙m-3 1 year Lebanese AAQS 80 µg∙m-3 Lebanese AAQS / WHO/EHS 200 µg∙m-3 1 hour AQ Guideline Value Nitrogen dioxide (NO2) 24 hours Lebanese AAQS 150 µg∙m-3 Lebanese AAQS 100 µg∙m-3 1 year WHO/EHS AQ Guideline Value 40 µg∙m-3 1 hour Lebanese AAQS 150 µg∙m-3 Ozone (O3) Lebanese AAQS / WHO/EHS 100 µg∙m-3 8 hours AQ Guideline Value 15 minutes WHO AQ Guideline Value 100,000 µg∙m-3 30 minutes WHO AQ Guideline Value 60,000 µg∙m-3 Carbon monoxide (CO) Lebanese AAQS / WHO AQ 30,000 µg∙m-3 1 hour Guideline Value Lebanese AAQS / WHO AQ 10,000 µg∙m-3 8 hours Guideline Value Total suspended particles 120 µg∙m-3 24 hours Lebanese AAQS (TSP) Particulate matter smaller 24 hours Lebanese AAQS 80 µg∙m-3 PREPARED BY ELARD 104 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK Averaging Pollutant Source Concentration Period than 10 µm (PM10) WHO/EHS AQ Guideline Value 50 µg∙m-3 1 year WHO/EHS AQ Guideline Value 20 µg∙m-3 Particulate matter smaller 24 hours WHO/EHS AQ Guideline Value 25 µg·m-3 than 2.5 µm (PM2.5) 1 year WHO/EHS AQ Guideline Value 10 µg∙m-3 Lebanese AAQS 1 µg∙m-3 Lead 1 year WHO AQ Guideline Value 0.5 µg∙m-3 Benzene 1 year Lebanese AAQS 5 ppb Decree No. 6603/1995 only applies if buses will operate on diesel. Article 1 states that before registration, diesel-powered buses are required to install special filters for smoke and dust. Also, the total load of the bus should not exceed the specified load for the bus and the one indicated on its license. Article 2 states the permissible levels of exhaust fumes and exhaust quality should conform to the ones stated in Table ‎ 3-4. 3-4. Table ‎ Permissible levels of Pollutants in Exhaust Fumes of Diesel-powered Buses Pollutant Permissible Levels CO 10 mg∙m-3 NO2 0.10 mg∙m-3 HC 0.16 mg∙m-3 Smoke (TSP) 0.075 mg∙m-3 Also, Article 2 of Decree No. 6603/1995 states that the specifications of the diesel fuel to be used by buses shall be compliant with the following: 1) the amount of sulfur in the diesel fuel used shall not exceed 0.5%, 2) the diesel fuel used shall be lead-free, 3) the diesel fuel used shall not contain any percentage of water, and 4) the diesel fuel used shall not contain any traces of deposits. The diesel fuel specifications were updated by virtue of Decree No. 8442/2002 and Decree No. 3054/2016. Sulfur content in diesel fuel should not exceed 0.001% by weight (10 ppm). 3.2.1.2.2.5 Noise The national maximum allowable noise levels according to MoE Decision No. 52/1/1996 are presented in Table ‎ 3-5 and noise levels according to the World Bank EHS General Guidelines are presented in Table ‎ 3-6. 3-5. Table ‎ Permissible Ambient Noise Levels in Selected Regions Limit for Noise Level dB(A) Region Type Day Time Evening Time Night Time (7 a.m. – 6 p.m.) (6 p.m. – 10 p.m.) (10 p.m. – 7a.m.) Residential areas with some construction sites or commercial activities or located 50-60 45-55 40-50 near a road PREPARED BY ELARD 105 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK Limit for Noise Level dB(A) Region Type Day Time Evening Time Night Time (7 a.m. – 6 p.m.) (6 p.m. – 10 p.m.) (10 p.m. – 7a.m.) Urban residential areas 45-55 40-50 35-45 Industrial areas 60-70 55-65 50-60 Rural residential areas 35-45 30-40 25-35 3-6. Table ‎ EHS General Guidelines for Noise Levels One Hour LAea (dBA)* Receptor Day Time Night Time (7 a.m. – 10 p.m.) (10 p.m. – 7 a.m.) Residential; institutional; educational** 55 45 Industrial; commercial 70 70 *Guidelines values are for noise levels measured out of doors (Berglun, Lindvall, & Schwela, 1999) **For acceptable indoor noise levels for residential, institutional, and educational settings, (Berglun, Lindvall, & Schwela, 1999) 3.2.1.2.3 Fuel Standards Fuel that will be used to operate the BRT buses must comply with the national standard specifications related to some fuel derivatives and gases as set in Decree No. 119/2014 and Decree No. 8442/2002 and its amendment (Decree No. 3054/2016) on the specifications of unleaded gasoline 92-Octane, 95-Octane and 98-Octane grades, and diesel oil for use in 3-7 and Table ‎ motor vehicles. The fuel specifications are listed in Table ‎ 3-8. The national standard for diesel fuel oil is 10 ppm sulfur by weight, which is considered ultra-low sulfur diesel (ULSD) as per ASTM D975-17 (Standard Specification for Diesel Fuel Oils). 3-7. Table ‎ National Standards for Fuel Standard Title National Standard Reference Number Ordinary Leaded Gasoline NL 252 Leaded Super Gasoline NL 253 Unleaded Super Gasoline NL 254 Liquefied Petroleum Gas NL 257 3-8. Table ‎ Standard Constituents of Unleaded Gasoline 92 Octane, Unleaded Gasoline 95 (Regular) Octane, Unleaded Gasoline 98 (Premium) Octane and Diesel Oil Unleaded Unleaded Gasoline Unleaded Gasoline Property Gasoline 92 95 (Regular) 98 (Premium) Diesel Oil Octane Octane Octane Sulfur, Wt % Max 0.05 Max. 0.05 - Max 0.001 TEL, g/L as Pb Max. 0.013 Max. 0.013 Max. 0.005 - Benzene, % v/v - Max. 5.0 Max. 5.0 - Methanol, %v/v - Max. 3.0 Max. 3.0 - MTBE, %v/v - Max. 10.0 - - Ethanol, %v/v - - Max. 5.0 - PREPARED BY ELARD 106 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK Unleaded Unleaded Gasoline Unleaded Gasoline Property Gasoline 92 95 (Regular) 98 (Premium) Diesel Oil Octane Octane Octane Isopropyl Alcohol, - - Max. 5.0 - %v/v Tertiary Butyl Alcohol, - - Max. 7.0 - %v/v Ethers containing five or more C atoms, - - Max. 10.0 - %v/v Other Organic - - Max. 7.0 - Oxygenates, %v/v 3.2.1.2.4 Traffic Rules The Traffic Law No. 243/2012 organizes the traffic flow, the use of public roads, driving licenses and exams, vehicles specifications, and public safety. Article 20 of the Law prohibits bus drivers from talking to people (in a way that would distract them while driving), from eating, and from smoking while driving. Article 43 of the Law prohibits buses from stopping and parking in places other than the ones designated for pick- up and drop-off. Article 22 of the Traffic Law states that outside cities, the safety distance between vehicles or a group of vehicles with a total weight of more than 7.5 tons or exceeding 7 meters in length, moving at the same speed, shall be at least 50 meters. The authority in charge of road facilities may specify a longer safety distance between the vehicles in order to mitigate the risks to these facilities for safety purposes. Article 24 of the Traffic Law states that the speed limit of equipment used for public works on public roads shall be 30 km/h. The provision of this article shall be respected during the applies to the construction phase of the BRT project. Article 26 of the Traffic Law states that in case there are no signs specifying the speed limit on local roads, main roads and secondary roads, all drivers must abide with the speed limits as provided in Table ‎ 3-9. Custom speed limits can be set in the following cases: 3-9. Table ‎ Speed Limit for Each Type of Road Type of Road Speed Limit Highway 100 km/h Roads outside populated areas 70 km/h Roads inside populated areas 50 km/h  On unclassified internal roads, the local authority (Municipality, Qa‟im maqam, or Governor) can, with the provision of a justification for the decision made, reduce the speed limit in populated areas so as to ensure public safety.  It is possible with a justified decision by the MoPWT to lower the speed limit on some roads located in populated areas or on part of those roads so as to ensure public safety. PREPARED BY ELARD 107 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK  The speed limit for trucks, public transport vehicles, vehicles transporting dangerous substances, and for new drivers who obtained their driving license less than 3 years ago, when it rains or when the roads are still wet, shall be determined by a decision of the Ministers of Public Works and Transport and Interior and Municipalities.  When visibility is less 50 meters, the speed limit is reduced to 50 km/h on all roads. Article 122 of the Law, as amended by Law No. 278/2014, states the special conditions for buses as follows:  Each bus must have two (2) doors at least at the right side of the bus (current registered buses are exempted from this requirement as long as those buses are in a good condition).  Each bus shall have sufficient windows and stairs that are easy to use and that are integrated with the bus structure. Curtains can be added to the windows.  Seats must be firmly anchored to the floor of the bus.  No changes are allowed to be made to the body of the vehicle, the steering device, or the seat in a way that contradicts the manufacturer‟s specifications.  Clear signs and instructions should be placed inside the bus, requiring all passengers not to speak to the bus driver while he is driving so that he does not get distracted.  Adequate lighting shall be ensured inside the buses.  Each bus shall be equipped with at least two (2) adequate fire extinguishers that shall be always valid for use. One (1) of the fire extinguishers shall be easily accessible to the bus driver.  Every bus should be equipped with a first aid kit.  An identification label shall be posted on the bus in accordance with a decision issued by the Ministers of Public Works and Transport and Interior and Municipalities. 3.2.1.2.5 Land Use According to Article 1 of Decree No. 2366/2009, the National Physical Master Plan for the Lebanese Territory (NPMPLT) constitutes the general regulatory framework for urban planning and land use in Lebanon. Article 2 of the Decree states that ministries, departments, public institutions, independent parties, municipalities and federations of municipalities are obliged to adopt directives that are consistent with the NPMPLT in every matter related to land use and regulation. The Decree classifies Lebanese lands in accordance with the following categories:  U: Urban areas  R: Rural areas  A: National agricultural areas  N: National natural areas, distributed as follows: o 1N: High Mountainous areas o 2N: The Lebanese cedar line and the mountainous orchards o 3N: Areas connecting wooded lands, valleys and other natural areas The Decree identifies the following unique sites:  P: Major landscape  S: Historic, archaeological and natural sites distributed as follows: PREPARED BY ELARD 108 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK o 1S: Classified archaeological sites; and o 2S: Classified natural sites. Areas prone to natural hazards are referred to as follows:  F: Areas prone to flooding  G: Areas exposed to the dangers of soil erosion and landslides  W: Areas at risk of groundwater contamination 3.2.1.2.6 Land Acquisition National legislative texts that directly instrument the processes of land acquisition and involuntary resettlement are the Expropriation Law No. 58 dated 29/05/1991 which was amended on 08/12/2006 and the Tenancy Law of year 1991. The Lebanese Constitution guards and protects the right of private property including landed property and the rights associated with it. The exercise of eminent domain, in Lebanon, for expropriating private property in the public interest, is governed by this Law. This Law is comprehensive and governs many cases. The State may only expropriate land rights when it is to be declared in the public interest, and against payment of a prior and equitable compensation. All compensation is a financial award through legal assessment. The Expropriation Law establishes general provisions for prior compensation of expropriated assets, and easement fees for other restrictions imposed on property. The mode of payment when compensating for acquisition of land will in practice be in several phases, but no defined time lag exists between taking over of land and final payment. The decisions of the Expropriation Committee may be appealed to the Appeals Committee by the CDR or the individual property owner and the appellant must be represented by a lawyer. Compensation is determined by an Expropriation Committee set up by a decree according to proposals from the relevant ministers from each Governorate. The tenancy / rent law was enacted in 1991 and gives the land owner the right to retrieve the property at the end of the contract. Where expropriation causes loss of tenancy, expropriation commissions divide their awards between landlords and tenants according to the economic value of the tenancy, enabling tenants to secure alternative housing by rental or down-payment for the purchase of a housing alternative. 3.2.1.2.7 Cultural Heritage The Directorate General of Antiquities (DGA) is the technical unit of the Ministry of Culture (MoC) that is responsible for the protection, promotion and excavation activities in all sites of national heritage in Lebanon. Law No. 35/2008 defines the organization and mandates of the MoC. Several cultural properties were identified in the surroundings of the Project area. Therefore, the project shall comply with the provisions of Law No. 37/2008 that defines and regulates the protection and management of cultural properties. Other legislative texts which may be relevant to the scope of construction works are: PREPARED BY ELARD 109 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK  Decree No. 3058/2016 on the integration of immovable heritage in private and public buildings and properties lays down the different procedures and conditions for in-situ integration and for re-integration of antiquities found when performing excavation activities.  Decree No. 3057/2016 defines and regulates the procedures followed by the DGA in preventive and rescue excavations.  Decree in force No. 1057/2007 on the protection of traditional buildings and incentives for owners of these buildings that would discourage their demolition.  COM Decree No. 14/1988 which considers the illicit trafficking in antiquities or cultural properties a minor crime or a Misdemeanor and not a felony or a major crime. The sanctions range between 9 months to 3 years of imprisonment in addition to a fiscal penalty.  Decision No. 225/1934 establishes a system for penalizing violations related to laws on ancient monuments and ruins and historical buildings. Article 1 sets the fiscal penalties. Article 2 states that if an archaeological object is seized and confiscated for the benefit of the Lebanese Government, the finder may be rewarded. Article 3 states that the reward shall be equally divided between informants and guardians.  Law issued by Decision no. 166/1933 sets the regulations for the preservation of antiquities, excavations and trade in antiquities. This decision deals, through its various articles, with the way of licensing, the use of property and ancient monuments while assuring their protection and their conservation. 3.2.1.2.8 Construction Regulations The construction of the BRT System components shall comply with several legislations mainly:  Decree No. 7964/2012 on public safety in buildings, facilities, elevators and prevention of fire and earthquake risks;  Decree No. 15874/ 2005 on the application of the Construction Law No. 646/2004 that amends the Legislative Decree No. 148/1983; and  Decree No. 11958/2004 on the protection, prevention and safety in construction works, which is applicable to this project through its main requirements: o It is the responsibility of the employer to ensure the provision of proper first aid kits and of trained personnel, and to provide the arrangements to ensure the transfer of injured personnel to health care facilities in case of need; o A safe means of access to all workplaces shall be provided, maintained in safe conditions and indicated with proper signage; o All hazardous materials shall be provided with warning signs and the data sheets indicating their characteristics and instructions for use and storage; and o The employer shall provide clean drinking water in the site or within a walking distance. Given that the Outer Ring and Inner Ring corridors of the BRT System will lead to the removal of on-street parking spots, it is useful to highlight that local authorities have been granted the legal means to provide public parkings by Decree No. 8649/2012 which is an application of Article 19 of Law No. 646/2004 relating to Parkings. According to Article 2 of this Decree, the local authority shall collect parking fees which stand in for parkings that the developer did PREPARED BY ELARD 110 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK not construct in his building contrary to his permit. Article 5 of this Decree states that when there is a possibility to secure alternative parkings the local authority shall, after having obtained the approval of the competent technical authority, e.g. DGUP, submit a request to the MoIM to withdraw the funds deposited in the Treasury and shall pledge to ensure the implementation of the parking within one year from the date of refund. 3.2.1.2.9 Persons with Disabilities (PwDs) Law No. 220/2000 guarantees PwDs equal rights as any other citizen and its application Decree No. 7194/2011 details the provisions that should be made to include the disabled in all facets of social and public life. Section 5 of the Law “Disabled people have the right to mobility, parking and driving licenses” is the most relevant section to the BRT project and is summarized in Table ‎ 3-10. 3-10. Table ‎ Summary of the Relevant Articles of Section 5 of the Law No. 220/2000 Articles Provisions Article 44 Paragraph A MoPWT shall provide buses (or other means of transport) that are properly equipped for PwDs in accordance with international standards of safety as follows:  Sound alerts for the visually impaired;  At least two (2) assistants to accompany every driver (shall be ensured for at least 15% of the total number of each type of transport available at the MoPWT). The Ministry shall enforce the installation of equipment in all new public transport in accordance with the standards mentioned in this Article. Paragraph B Public transportation that is properly equipped for PwDs shall be made known through:  Placing the international symbol of accessibility on all sides of the transportation vehicle; and  Equipping the transportation vehicle with a special alarm that shall be mandatorily activated by the bus driver whenever he stops and takes off to alert the visually impaired. Paragraph C The stations of public transportation vehicles that are equipped for PwDs shall be recognized by the international symbol of accessibility placed in different visible areas of the stations. Paragraph D The CoM shall set up, through a Decree, a joint committee representing the public and private bodies concerned with transport, called the Committee for the Movement of PwDs. Article 45 Paragraph A At least one (1) seat adjacent to the entrance shall be allocated for PwDs in each public transportation vehicle that is not equipped for PwDs. The international symbol of accessibility shall be placed on the allocated seat. Each holder of a disability card has the priority to use this seat and to claim the seat next to him/ her to place the wheelchair or to allow the accompanying person to sit. Paragraph B The driver or his assistant shall allow the disability card holder to use the nearest door to his/ her seat to get out of the bus if requested. Articles 46 Every disability card holder and one person accompanying him/ her (if any) have the right to use public transport vehicles for free. Article 47 Any driver of a transportation vehicle intended for public or joint transportation that refuses to transport PREPARED BY ELARD 111 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK Articles Provisions a disabled person is considered to have violated the traffic law. The fine for this violation shall be double the fine for parking in a prohibited place. Article 48 Paragraph A 1.5% of the capacity of every parking of a public building or a building intended for public use shall be allocated to vehicles that transport PwDs in accordance with the criteria adopted in the Construction Law. This ratio is rounded up to calculate the number of places. At least 3.5 m shall be reserved for each car and those spaces shall be the closest to the entrance of the building. Paragraph B If public buildings do not have parking, parking spaces for vehicles that transport PwDs shall be ensured on public roads (within a maximum distance of 50 m from the entrance of the intended building) provided that it does not impact public safety. Article 49 Paragraph B The Ministry of Social Affairs (MoSA) shall issue a decision on the specifications and conditions for obtaining a special parking card. Article 50 Paragraph A Every person that parks in the parking spot reserved for PwDs must be transporting a person who is a holder of a disability card. This shall be ensured when parking and when departing. The personal disability card shall be placed on the front windscreen (on the inside), where it can be clearly seen. Paragraph B The traffic police officers and the competent authorities must ensure that the cars parked in the designated places are subject to the conditions mentioned in Paragraph A. Otherwise, it shall be considered a violation of the traffic law. Article 51 The MoSA in cooperation with the Ministries of Interior and Municipalities, and Public Works & Transport, shall organize training courses for traffic and municipal police officers, public and private bus drivers, and public vehicles drivers (along with their assistants) to inform them on all applicable laws and measures and on the proper ways to deal with PwDs (related to the time needed for them to get in and out of the vehicle, accompanying persons, etc.). Decree No. 7194/2011 states the purpose of this Decree which is to apply the provisions of Article 34 of Law No. 220/2000 and Article 13 of the Construction Law No. 646/2004. Article 2 of the Decree states that all private and public buildings to be built for public use (Government facilities and institutions, offices, places of worship, commercial establishments with an area that exceeds 150 m2, healthcare facilities, educational and leisure facilities, touristic and sports facilities, banks, ports, airports, and private residential buildings) shall adhere to the standards set forth in this Decree. Article 3 of the Decree states that in order to obtain a construction permit, the buildings mentioned in Article 2 shall adhere to certain specifications related to various criteria as follows:  Component 1: Pathways and Ramps o Maximum slope: 12%. o Resting platforms (length: 140 cm) shall be ensured every 20 m if the slope is < 4%. o The maximum length of the ramp in relation to its maximum inclination is shown in 3-11. Table ‎ PREPARED BY ELARD 112 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK 3-11. Table ‎ Maximum Length of the Ramp in relation to its Maximum Inclination Inclination (slope) (%) Maximum Length of the Ramp (m) 4 20 5 15 6 10 7 8 8 6 10 4 12 2 o The pathways and ramps shall have a width of at least 180 cm and a free height of 200 cm. o If a deviation of more than 20 degrees of the longitudinal axis occurs, a horizontal surface of at least 3 m shall be ensured.  Component 2: Parking Lots o Length: 5.2 m. o Width: 3.7 m if the parking lot is perpendicular to the road and 3.6 m if the parking lot makes a 45˚ angle with the road (refer to Figure ‎3-2). 3-2. Figure ‎ Top Schematic Showing the Case when the Parking Lot is Perpendicular to the Road and Bottom Schematic Showing the Case when the Parking Lot Makes a 45˚ Angle with the Road  Component 3: Doors and Entrances o Minimum opening width: 90 cm. o An empty space with the following dimensions: 200 cm x 250 cm shall be ensured in front of main entrances.  Component 4: Stairs o Maximum stair step height: 16 cm. o Minimum stair step width: 32 cm. PREPARED BY ELARD 113 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK o Resting platforms with the following dimensions: 140 cm x 150 cm shall be ensured whenever the stairs height exceeds 250 cm.  Component 5: Elevators o Minimum internal elevator dimensions: 110 cm x 140 cm. o The door opening should not be less than 80 cm. o An empty space with the following dimensions (at least): 140 cm x 180 cm shall be ensured in front of the elevator‟s door.  Component 6: WCs (in public buildings) o Minimum dimensions: 250 cm x 250 cm Article 4 states that:  For buildings intended for public use: at least one (1) bathroom must be secured on each floor to be used by PwDs (women and men) with dimensions not less than 250 cm x 250 cm;  Stairs that match the dimensions specified above must be ensured unless there are two or more elevators compatible with these conditions that operate around the clock (non-stop);  Parking: a 1.5% of the total number of cars allowed as per the Construction Law should be secured for PwDs. This percentage shall be rounded up. Article 6 states that the construction of buildings shall be subject to the criteria set forth in Table ‎ 3-12. Construction works can be suspended until the required standards are met. 3-12. Table ‎ Specifications for Construction that Caters for PwDs Criteria/ Specifications Structure Ramps Surface: solid and non-slippery. A protective handrail should be installed along the full length of the ramp. Stairs A protective handrail should be installed on the entire length of the stairs on both sides. A textural marking strip should be placed at the top and bottom of the stairs and at intermediate landings to alert sightless people as to the location of the stairs. The tactile marking strip should be at least 60 cm wide and should extend over the full width of the stairs. Elevator  Control panel should be mounted 90 cm from the floor of the elevator. The numerals on the floor selector buttons should be embossed so as to be easily identifiable by touch  Call buttons: For ease of reach, call buttons should be mounted 90 cm from the floor  Tactile numerals should be placed on both sides of the door jambs at an approximate height of 150 cm with prominent figures to help a lone sightless passenger to identify the floor reached  Hall signal should be placed at an approximate height of 180 cm  Audiovisual signals: The elevator should signal arrival at each floor by means of a bell and a light to alert sightless and hearing-impaired passengers simultaneously. The international symbol of accessibility shall be clearly placed  Elevator floor must not be slippery  The color of the elevator door should contrast with the surrounding surface so as to be easily distinguishable by persons with visual impairments WCs Beams to lean on or grab bars shall be installed in appropriate places at a height ranging between 80 and 90 cm from the floor and with a diameter ranging between 0.30 and 0.40 PREPARED BY ELARD 114 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK Criteria/ Specifications Structure cm and shall be easily and safely used. The floor material should be non-slippery and easy to clean. WCs shall be equipped with alarms. Accessible rest rooms should be marked with the international symbol of accessibility. Signage Graphic or written directions should be used to indicate clearly the type and location of indicating the available facility. The letters shall be written in bold. Routing signals shall be accessible homogeneous and continuous. Signals and diagrams shall not be excessively placed. facilities Guidelines can be used within the navigation path, identified by the blind via the white for PwDs stick. Those guidelines shall be different in terms of the quality of the material used. The color to be used shall be prominent in order to be distinguishable by the blind. The described signage shall be placed at the entrances of buildings and traffic routes that comply with the provisions of this Law. Article 7 of the Decree states that any violation of the conditions provided in Article 6 of the Decree shall be regarded as a violation of the provisions of the Construction Law and shall be subject to the provisions of Article 24 of the Construction Law. 3.2.2 World Bank’s Safeguard Policies The WB Safeguard Policies are designed to help ensure that projects suggested for financing are environmentally and socially sustainable, and therefore guide the financing decision- making process. The Project triggers the following two WB Safeguard Policies: (i) OP 4.01 on Environmental Assessment, and (ii) OP 4.12 on Involuntary Resettlement. Environmental Assessment (OP 4.01) For projects to be financed by the WB, environmental screening is conducted according to the potential environmental impacts from implementation of a project. Projects are assigned an environmental category, A, B, C, or FI, with a decreasing order of environmental impact severity. Based on the principles of the OP/BP 4.01, the project is classified as environmental “Category A” given that it is likely to have important adverse environmental and social impacts that are sensitive, diverse, or unprecedented. These impacts may influence an area wider than the sites or facilities subject to physical works. Furthermore, there might be a need for land acquisition and resettlement along some segments of the alignment. Environmental Assessment (EA) for a Category A project inspects the project's possible negative and positive environmental impacts, compares them with those of practicable alternatives and suggests any measures needed to prevent, reduce, mitigate, or compensate for adverse impacts and improve environmental performance. Regarding any Category A project, the borrower is in charge of the preparation of a report, usually an EIA. Category A is comparable to Category I in the Lebanese EIA Decree No. 8633/2012 that includes the list of sub-projects for which a detailed Environment Impact Assessment (EIA) Report is required. Sub-projects falling in this category would have by their magnitude and severity, potential significant adverse social or environmental impacts that are diverse, irreversible, or unprecedented. The draft EIA should be available in a public place accessible to affected groups and local NGOs. PREPARED BY ELARD 115 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK Involuntary Resettlement (OP 4.12) Significant efforts are to be made in the design and screening stages of the construction phase to avoid adverse impacts on people, land, property, inc luding people‟s access to natural and other economic resources, as far as possible. According to the WB policy on involuntary resettlement: i. The involuntary resettlement should be avoided where feasible, or minimized, exploring all viable alternative project designs; ii. Where it is not feasible to avoid resettlement, resettlement activities should be considered and implemented as sustainable development programs, providing enough investment resources to enable the persons displaced by the project to share in project benefits. Displaced persons should be implicitly consulted and should have opportunities to participate in planning and implementing resettlement programs; and iii. Displaced persons should be assisted in their efforts to improve their livelihoods and standards of living or at least to restore them, in real terms, to pre-displacement levels or to levels prevailing prior to the beginning of project implementation, whichever is higher. A Resettlement Action Plan (RAP) will be developed as per the Lebanese Law, the WB policy on Involuntary Resettlement (OP 4.12), the procedures adopted by CDR, and other relevant regulations to ensure the adverse impacts resulting from physical and economic displacement are adequately mitigated and the livelihood of Potentially Affected Persons (PAPs) are restored. 3.2.3 Relevant International Conventions, Treaties and Protocols The main treaties and conventions ratified by Lebanon which are relevant to the proposed Project activities are summarized in Table ‎ 3-13. PREPARED BY ELARD 116 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK 3-13. Table ‎ Laws Ratifying the International Conventions of Relevance to the Project Convention/ Declaration/ Protocol/ Law Year Description/ Objective Relevance to the Project Amendment Law 31 2008 Ratification of the Cartagena Regulates the import of Living Modified Organisms (LMOs) LMOs might be imported for Protocol on Biosafety to the landscaping purposes Convention on Biological Diversity (CBD) Law 758 2006 Ratification of the Beijing Amends Article 6 of the Montreal Protocol by taking, for Regulate the use of ODS during all Declaration on renewed example, all appropriate measures to address illegal trade phases of the Project commitment to the protection of in Ozone-Depleting Substances (ODS) and to safeguard the ozone layer the achievements attained to date Law 738 2006 Ratification of the Kyoto Protocol to To reduce Greenhouse Gas (GHG) emissions in an effort Reduce GHG emissions from the UN Framework Convention on to prevent anthropogenic climate change construction and operation activities. Climate Change (UNFCCC) CO2 and N2O emissions might occur from the possible use and combustion of fossil fuels to operate the buses. HC emissions might occur from the transportation and use of fossil fuels in fuel stations that may be established in bus depots Law 591 2004 Ratification of the International Convention concerning the protection of workers against Protect workers‟ health in the working Labor Organization (ILO) occupational hazards in the working environment due to environment Convention No. 148: Working air pollution, noise and vibration, 1977 environment (air pollution, noise and vibration) Law 432 2002 Ratification of the Stockholm Eliminates or restricts the production and use of POPs Potential use of POPs in construction Convention on Persistent Organic and road furniture, buses Pollutants (POPs) Law 120 1999 Ratification of the Copenhagen Brings into force the second Amendment, which is based Regulate the use of ODS during all Amendment to the Montreal on the principle of preventive action to avoid further phases of the Project Protocol on Substances that damage to the ozone layer and on the scientific and Deplete the Ozone Layer technical data available at the time of its adoption, in order to protect, promote and improve the environment Law 116 1999 Ratification of the ILO Conventions International Labor Organization Convention No. 136: Protect workers‟ health in the working No. 136 and No. 139 Benzene Convention concerning protection against environment PREPARED BY ELARD 117 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK Convention/ Declaration/ Protocol/ Law Year Description/ Objective Relevance to the Project Amendment hazards of poisoning arising from benzene, 1971 International Labor Organization Convention No. 139: Occupational Cancer Convention concerning prevention and control of occupational hazards caused by carcinogenic substances and agents, 1974 Law 360 1994 Ratification of the CBD To develop national strategies for the conservation and There might be a need to remove the sustainable use of biological diversity greenery from the median and from both sides of the highway/ roads where the stations will be established Law 359 1994 Ratification of the UN Framework To achieve stabilization of Greenhouse Gas (GHG) Reduce GHG emissions from Convention on Climate Change concentrations in the atmosphere in order to prevent construction and operation activities. (UNFCCC) dangerous anthropogenic interference with climate CO2 and N2O emissions might occur system from the possible use and combustion of fossil fuel to operate the buses. HC emissions might occur from the transportation and use of fossil fuels in fuel stations that may be established in bus depots Law 253 1993 Ratification of the Vienna To protect human health and the environment from any Regulate the use of ODS during all Convention for the Protection of activity that modifies the ozone layer phases of the Project the Ozone Layer and the Montreal Adopt measures to control human activities found to Protocol on Substances that have adverse impact on the ozone layer Deplete the Ozone Layer Legislative 1977 Ratification of the ILO Convention Convention concerning hygiene in commerce and Protect workers‟ health and ensure Decree 70 No. 120: Hygiene (Commerce and offices, 1964 proper sanitation and hygiene in the Offices) working environment and offices It is important to note that on June 14, 2007, Lebanon signed the UN Convention on the Rights of PwDs but with no formal confirmation, accession or ratification to date. On April 22, 2016, Lebanon signed the Paris Agreement to the UNFCCC, and it was approved by the CoM in Decree No. 3987/2016, awaiting ratification by the Lebanese Parliament. PREPARED BY ELARD 118 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4. ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4.1 INTRODUCTION This chapter sets the main baseline environmental and socio-economic conditions in the proposed Project area. Environmental and socio-economic aspects considered are as follows:  Physical environment: emissions and air quality, noise, soil and geological setting (geology, hydrogeology, tectonics and seismicity).  Landscape and biological environment;  Socio-economic environment;  Transport network and traffic; and  Cultural heritage assets. The baseline conditions were analyzed based on 1) a desk study and 2) baseline field investigations. The results of the field and desk surveys were documented in maps, photographs and text describing the existing state of the environment prior to the proposed operation of the BRT System components. The desk study involved a review of the published literature, research studies, statistical data and available satellite images and cadastral maps of the Project site and surroundings. For this purpose, existing documents were collected, reviewed and analyzed in order to define the characteristics of the existing environment. Desk study data on the area were verified and supplemented through environmental and socio-economic baseline field investigations. Field surveys included drive-throughs and walk-throughs along the proposed BRT sections, stations, park-and-ride facilities, terminal and depot with an emphasis on the identification of sensitive receptors. The collected literature information and field data are represented on GIS-based maps, where relevant, covering the ESIA Study area. Photographs are also provided documenting the field survey findings. 4.2 DESCRIPTION OF PROJECT SURROUNDINGS AND NEARBY SENSITIVE RECEPTORS As previously mentioned the Project is planned for the Northern Highway from Tabarja to Beirut and then continues into the city of Beirut in an Outer Ring and an Inner Ring. Sensitive receptors can either be environmental receptors (biodiversity and abiotic components such as water and soil) or socio-economic receptors (residences, commercial establishments, hospitals, schools, churches, mosques, etc.). The methodology for the identification of sensitive receptors and the identified nearby sensitive receptors are provided in the following sub-sections. 4.2.1 Methodology for the Identification of Sensitive Receptors In order to assess the current status of the project area, a baseline survey was conducted. PREPARED BY ELARD 119 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS For the Northern Highway alignment from Tabarja to Beirut, each station was studied 2-5 and its surroundings were identified. separately as shown in Figure ‎ For the purpose of analysis and mapping, each of the two Beirut Outer and Inner Rings alignments or corridors was divided into several zones with respect to major avenues/ streets/ 4-1 and Figure ‎ areas as shown in the following paragraphs, and indicated in Figure ‎ 4-2. Each zone comprised one or more stations. The Outer Ring was divided into six (6) zones as follows:  Zone 1: Mirna El Chalouhi Boulevard and Sin El Fil area  Zone 2: Jisr El Watti Road and Pierre Gemayel Avenue  Zone 3: Saeb Salam Avenue (Corniche El Mazraa)  Zone 4: General De Gaulle Avenue (Corniche El Raouche)  Zone 5: Paris Avenue (Corniche El Raouche)  Zone 6: Mir Majid Arslan Avenue and Weygand Avenue. The Inner Ring was divided into eight (8) zones as follows:  Zone 1: Pierre Gemayel Avenue: Area Between Geitaoui and Bourj Hammoud  Zone 2: Charles Malek Avenue  Zone 3: General Fouad Chehab Avenue and Kantari area  Zone 4: Sanayeh area, Hamra Street and Spears Street  Zone 5: Badr Demachkieh Avenue, Saqyet EL Janzeer area and Tallet Al Druze area  Zone 6: Algeria Street, Osman Bin Affan Street and Independence Avenue in Dar Al Fatwa area  Zone 7: Independence Avenue in Basta Tahta area, Sodeco area and Nasra area  Zone 8: Independence Avenue in Achrafieh area In order to define the assessment study area, a walking distance of a 300 m radius buffer area was delineated surrounding each station. Receptors within each zone were identified. PREPARED BY ELARD 120 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4-1. Figure ‎ Proposed Beirut Outer Ring BRT Line and Zones 4-2. Figure ‎ Proposed Beirut Inner Ring BRT Line and Zones 4.2.2 Findings of the Baseline Assessment Separate booklets were prepared to compile the findings of the baseline assessment (refer to APPENDIX E). Those booklets include:  Physical characteristics of the roads/highway where the BRT buses are planned to pass;  Detailed GIS and Google Earth maps;  Photographic records; PREPARED BY ELARD 121 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS  A table providing information about the planned location of each station;  Environmental, social, cultural and archeological points of interest surrounding the stations;  General observations; and  Links with other sites/ towns/ villages/ roads. The types of sensitive receptors and their relevance to each component of the BRT Project are provided in Table ‎ 4-1. PREPARED BY ELARD 122 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4-1. Table ‎ Identified Sensitive Receptors and their Relevance to the BRT Project Relevance of the Type Types of of Sensitive Receptors Justification/ Explanation Common to all Justification/ Explanation Specific to Each Sensitive Project Components to the BRT Project Components Component Receptors Yes No BRT System between X Tabarja and Beirut BRT System along X the Beirut Outer Ring BRT System along The Project lies within a heavily urbanized Some medians along the Tabarja-Beirut and Landscape X the Beirut Inner Ring area. No ecological sensitive receptors Beirut Outer Ring corridors are landscaped, and Biological along the proposed BRT path and in the P&R and are of value to the immediate local Environment Park and Ride (P&R) facilities were identified during the site visits. environment. facilities between X Tabarja and Beirut Bus depot X Bus terminal X BRT System between X - Tabarja and Beirut BRT System along X the Beirut Outer Ring Nahr Beirut crosses the Beirut Outer and BRT System along Inner Rings Surface and X Various aquifers are present in the project the Beirut Inner Ring Groundwater area along the BRT Corridors Park and Ride (P&R) The activities at the P&R at Nahr El Kelb facilities between X estuary might affect Nahr El Kelb, however Tabarja and Beirut the estuary location is already degraded Bus depot X Bus terminal x BRT System between Socio- X Various commercial establishments, Tabarja and Beirut - economy residential buildings, educational institutions, BRT System along X public institutions, hospitals, hotels and PREPARED BY ELARD 123 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Types of Relevance of the Type Justification/ Explanation Common to all Justification/ Explanation Specific to Each Sensitive Project Components of Sensitive Receptors Components Component Receptors to the BRT Project the Beirut Outer Ring resorts are located in the vicinity of the Project area (details provided in APPENDIX E BRT System along X the Beirut Inner Ring Park and Ride (P&R) facilities between X Tabarja and Beirut Bus depot X Bus terminal X BRT System between X Tabarja and Beirut BRT System along X the Beirut Outer Ring BRT System along Various cultural and archaeological points Culture and X of interest are located in the vicinity of the the Beirut Inner Ring - Archaeology Project area (Details provided in APPENDIX E Park and Ride (P&R) and section ‎4.3.8) facilities between X Tabarja and Beirut Bus depot X Bus terminal X PREPARED BY ELARD 124 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4.3 PHYSICAL ENVIRONMENT 4.3.1 Climate and Meteorology The Climate conditions in the study area are those of a typical eastern Mediterranean climate characterized by hot and dry summers, and mild to cool winters where most of the precipitation is concentrated. Based on 2015 data from Fanar LARI station, rainfall is restricted to the period between September and June. An onshore south-westerly wind from the adjacent Mediterranean Sea affects the area most of the year. 4.3.1.1 Temperature The Study Area is characterized by warm to hot, dry summers and relatively mild, wet winters. Average minimal and maximal temperatures recorded at the Fanar LARI station between January 2015 and December 2015 are represented in Figure ‎ 4-3. Average monthly temperatures ranged between a minimum of 10.01˚C in January 2015 and maximum of 33.73˚C in August 2015. 4-3. Figure ‎ Average Maximum and Minimum Temperatures at Fanar LARI Station (January 2015 – December 2015) 4.3.1.2 Wind The maximum wind speed reported at Fanar LARI station for the period between January 2015 and December 2015 ranged between 0.94 m/s in September 2015 and 1.725 m/s in February 2015. The average wind speed ranged between 0.13 m/s in September 2015 and 0.36 m/s in February 2015, as illustrated in Figure ‎ 4-4. Prevailing wind is from SSW on the coastal highway and from SW in Beirut as illustrated in Figure ‎ 4-5. PREPARED BY ELARD 125 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4-4. Figure ‎ Average and Maximum Wind Speed Data recorded at Fanar LARI Station (January 2015 – December 2015) N N W E W E S S (a) (b) 4-5. Figure ‎ Wind Direction at the Beirut Area (a) and Coastal Highway Area (b) Source: (MoEW/UNDP/CEDRO, 2011) 4.3.1.3 Precipitation The precipitation values recorded at Fanar LARI station for the year 2015 occurred between the months of September and June with the highest value of 202.5 mm documented during the month of January 2015 and the lowest value of 3.6 mm documented during the month of September. A rainfall map of the Study Area is provided in Figure ‎ 4-7, showing that average yearly precipitation varies between 700 and 800 mm in the western part of the Beirut Outer PREPARED BY ELARD 126 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS and Inner Rings, between 800 and 900 mm in the eastern part of Beirut Outer and Inner Rings and on the Northern Highway (till Jounieh), and between 900 and 1000 mm from Jounieh till Tabarja on the Northern Highway. 4-6. Figure ‎ Monthly Precipitation Rates Recorded at Fanar LARI Station for the Year 2015 4-7. Figure ‎ Rainfall Map of the Study Area Source: Plassard, J., 1972 PREPARED BY ELARD 127 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4.3.2 Road Network and Traffic The Lebanese land transport sector consists of road-motorized vehicles only, and no appropriate infrastructure for mass transport systems. Mass transport consists of public and private buses, minivans and exclusive and shared ride taxis, all operating on an ad-hoc basis without any coordination, resulting in very poor occupancy rates of about 1.2 passengers per vehicle for taxis, 6 for vans and 12 for buses (MoE/URC/GEF, 2012). The 2012 vehicle fleet database shows a total of 1.58 million registered vehicles, with 85% passenger cars (PC), 7% Light Duty Vehicles (LDV), 2% Heavy Duty Vehicles (HDV), and 6% Motorcycles (MoE/UNDP/GEF, 2015). The age distribution of passenger cars (public and private) reflects the old nature of the fleet, with 71% older than 10 years (MoE/UNDP/GEF, 2015). Analysis of the current situation and identification of flows distribution were based on the traffic surveys conducted as part of the feasibility study in Beirut and Mount Lebanon governorates. 4.3.2.1 Network Description The BRT System is planned for the Northern Highway from Tabarja to Beirut. The BRT lanes will occupy the middle lane with central stations concept. Bus stops are designed for good quality service for passengers and buses. It is essential to identify the road network hierarchy along the routes where the BRT System will operate to reflect on the current traffic situation. A definition of the BRT alignment‟s road type and feeders‟ itineraries is hereby presented:  From Naher El Mot to Tabarja: the road is classified as an intercity highway;  Beirut Outer Ring: the road is classified as an urban highway (Charles El Helou Avenue), and a main urban road (the rest of the ring);  Beirut Inner Ring: the road is divided into two types: main urban road, and secondary urban road;  Feeders‟ itineraries: main urban road, mountainous non -separated primary road, urban highway, flat non-separated secondary road, secondary urban road, mountainous non separated secondary road. 4-2 and Table ‎ The physical characteristics of the road are presented in Table ‎ 4-3 below. PREPARED BY ELARD 128 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4-2. Table ‎ Roadway Characteristics for Urban Roads Urban Density Operation % of transit Free flow speed Medium (5% - Management Controllable On- High (20% - (km/h) Very High Very High Medium Access (>40%) Type street (< 5%) Traffic None 40%) 20%) High Low Low Parking Secondary Yes x x 50 x x urban road Main urban Yes x x x 50-60 x road Urban No x x x 80-100 x x highway 4-3. Table ‎ Roadway Characteristics for Interurban Road Context Level of Traffic Type Speed (km/h) Flat Hilly Mountainous High Medium Low Intercity Highway x x 80 The following are the major roadways in the study area of the BRT System:  Charles Helou Avenue: a two-way arterial road consisting of three moving lanes in each direction separated by a median where on-street parking is prohibited.  Saeb Salem Avenue: a two-way arterial road consisting of two to three moving lanes in each direction separated by a median with paid parking on the sides of the road.  Charles Malek Avenue: a two-way road consisting of two moving lanes in each direction separated by a median with one paid parking lane on both sides.  Hamra Street: a one-way main street consisting of two moving lanes with paid parking on one side of the road.  Badr Demachkieh: a two-way road consisting of two moving lanes in each direction separated by a median with parking on both sides of the road.  Independence Avenue: a two-way avenue consisting of two moving lanes in each direction separated by a median with paid parking on both sides of the road.  Yerevan Avenue: a two-way avenue consisting of two moving lanes in each direction separated by a median without any parking on both sides of the road.  Jisr El Watti: a two-way road consisting of two moving lanes in each direction separated by a median with paid parking on both sides of the road on one segment of the street.  Mirna Chalouhi Avenue: a two-way avenue consisting of three moving lanes in each direction separated by a median without any parking on both sides of the road.  Daoura-Dbayeh Highway: a two-way highway consisting of three moving lanes in each direction separated by a median without any parking on the sides of the road.  Kaslik-Ghazir Highway: a two-way highway consisting of two moving lanes in each direction separated by a median without any parking on the sides of the road. PREPARED BY ELARD 129 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS  Ghazir-Tabarja Highway: a two-way highway consisting of three moving lanes in each direction separated by a median without any parking on the sides of the road. 4.3.2.2 Traffic Survey Results of the traffic survey conducted specifically for the current feasibility study on the following positions with the AM (09:00-10:00) and PM (15:30-16:30) peaks hours are shown in Table ‎ 4-4. 4-4. Table ‎ Traffic Counts Results at AM and PM Peak Hours Counts Location Direction AM Peak hour Traffic Volume PM Peak hour Traffic Volume General De Gaulle Northbound 1,161 970 Road Southbound 1,095 1,699 Minet El Hosn Northbound 1,331 1,564 Road Southbound 2,783 2,777 Charles Helou Eastbound 3,705 4,731 Road Westbound 7,024 4,270 Jounieh – Beirut Eastbound 6,532 6,708 Highway Westbound 4,386 5,537 Pierre Gemayel Northbound 2,366 2,354 Road-1 Southbound 1,744 1,540 Pierre Gemayel Northbound 2,852 2,866 Road-2 Southbound 3,033 2,605 Eastbound 2,512 2,395 Abdallah Elyafi Westbound 2,170 1,945 Eastbound 2,284 2,835 Saeb Salem Road Westbound 2,378 2,490 Spears Eastbound 2,738 3,815 Michel Chiha Westbound 1,910 1,612 Road Eastbound 1,156 1,136 Sagesse Road Westbound 1,117 1,035 Independence Northbound 1,273 1,495 Street-1 Southbound 1,517 1,152 Independence Northbound 973 1,005 Street-2 Southbound 1,036 779 Independence Northbound 2,002 1,814 Street-3 Southbound 1,267 1,582 Antelias – Bikfaya Northbound 1,049 882 Road Southbound 457 548 PREPARED BY ELARD 130 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Counts Location Direction AM Peak hour Traffic Volume PM Peak hour Traffic Volume Jounieh – Beirut Northbound 4,409 4,750 Coastal Highway - 1 Southbound 3,214 3,308 Jounieh – Beirut Northbound 5,147 5,236 Coastal Highway - 2 Southbound 5,728 4,797 Jounieh – Beirut Northbound 4,067 3,637 Coastal Highway - 3 Southbound 4,500 4,037 Jounieh – Beirut Northbound 3,808 4,209 Coastal Highway - 4 Southbound 3,683 3609 Northbound 285 428 Harissa Highway Southbound 339 304 Jounieh – Beirut Northbound 3,799 4,694 Coastal Highway - 5 Southbound 4,148 3,592 Jounieh – Beirut Northbound 2,659 3,238 Coastal Highway - 6 Southbound 2,454 2,312 Zouk Mosbeh- Eastbound 2,654 3,286 Aajaltoun Road Westbound 2,852 2,216 4.3.2.3 Current Public Transportation Public transport in Greater Beirut is not organized within a comprehensive system and lacks a regulatory approach. The current routes on which buses operate are shown in Figure ‎ 4-8. PREPARED BY ELARD 131 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4-8. Figure ‎ Current Bus Routes 4.3.2.4 Parking Spaces Some on-street parking spaces will be removed in order to have dedicated lanes for the BRT System within the city of Beirut and allow for mixed traffic to circulate along the same roads. The feasibility study identified 1,200 on-street parking spaces which are along the Beirut Outer Ring, and 1,500 on-street parking spaces along the Beirut Inner Ring. Beirut chronically suffers from lack of parking spaces. One of the main reasons that the road network is operating with a bad level of service is the existence of a significant number of double park and illegal on-street parking spaces reducing the capacity of the road and blocking traffic circulation and even the sidewalks, where some cars park. PREPARED BY ELARD 132 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4.3.3 Air Quality The transport sector is globally responsible for the major part of urban air pollution, the death of nearly 185,000 persons directly related to pollution from vehicles, and the emissions of 23% 4-5 of the world‟s energy related greenhouse gases each year (World Bank, 2017). Table ‎ summarizes different types of pollutants generated from motor vehicles and their respective impacts. 4-5. Table ‎ Types of Pollutants from Vehicles and their Impacts Pollutant Description Source Harmful Effects Scale A product of Fuel production Climate Carbon dioxide (CO2) Global combustion and tailpipes Change A toxic gas caused Carbon monoxide Human health, by incomplete Tailpipes Very local (CO) climate change combustion Air conditioners Ozone A class of durable CFCs and HCFC and industrial depletion, Global chemicals activities climate change Tailpipes, brake Fine particulates (PM10 Human heath, Local and Inhalable particles lining, road and PM2.5) aesthetics Regional dust, etc. Dust particles Vehicle use, Human health, Road dust (non- created by vehicle brake linings, ecological Local tailpipe particulates) movement tire wear damages Human health, Element used in Fuel additives Lead ecological Local older fuel additives and batteries damages Fuel production Climate Methane (CH4) A flammable gas Global and tailpipes change Human health, Various compounds, ozone Nitrogen oxides (NOx) Local and some are toxic, all Tailpipes precursor, and nitrous oxide (N2O) Regional contribute to ozone ecological damage Major urban secondary air Human health, pollutant caused by Ozone (O3) NOx and VOCs plants, Regional NOx and VOCs aesthetics combined in sunlight Human health Lung irritant and Diesel vehicle Local and Sulfur oxides (SOx) and ecological acid rain tailpipes Regional damage Various Fuel production, VOCs (volatile organic Human health, Local and hydrocarbon (HC) storage & compounds) ozone precursor Regional gases tailpipes Toxic and Fuel production Human health Toxics (e.g. benzene) Very local carcinogenic VOCs and tailpipes risks Source: (USEPA, 2000) The transport sector is the main source of CO and NOx emissions at the national level (Waked et al., 2012). Emissions are localized on main axes and cities (MoE/EU/UNDP, 2014). PREPARED BY ELARD 133 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS A temporally-resolved and spatially-distributed emission inventory was developed by (Waked, Afif, & Seigneura, 2012), which includes 2010 emissions from major anthropogenic and biogenic sources of air pollution in Lebanon. The studied pollutants include CO, NOx, 4-6 summarizes the results and the major SO2, NMVOC, NH3, PM10 and PM2.5. Table ‎ contributing sectors. The spatial distribution show the highest levels of CO being at major urban cities of Beirut and its suburbs, Tripoli and Saida due to high road transport. While the highest levels of SO2 are observed in locations surrounding power plants such as Zouk Mikael and Jieh, which also contribute to NOx and PM emissions. PM levels are the highest in locations where cement production plants operate, such as Chekka. 4-6. Table ‎ Annual Emissions to Air and their Contributing Sectors (2010) Percent Contribution of Pollutant Gg/year Major Contributor Major Source (%) CO 563 Road Transport 93 NOx 75 Road Transport 52 SO2 62 Industrial plants 73 NMVOCs 83 Road Transport 55 NH3 4 Agriculture 98 PM10 12 Industrial plants 62 PM2.5 9 Industrial plants 59 Source: (Waked, Afif, & Seigneura, 2012) It is important to note that some of these pollutants or pollutant categories such as CO, NOx, SO2 and NMVOCs can be involved in creating conditions that contribute to the global warming effect; referred to as indirect GHGs. Transport sector pollutants for the year 2011 are reported in Lebanon‟s First Biennial Update Report (2015). These pollutants are calculated 4-7 presents the according to the 1996 Revised IPCC Guidelines – Tier 2 Methodology. Table ‎ levels for 2005 and 2011 for the road transport sector and the size of the vehicle fleet, which 4-9 shows the contribution of each vehicle type in shows a predictable increase. Figure ‎ emitting these pollutants. Passenger cars have the largest contribution among the four pollutants, since 85% of the Lebanese fleet consists of passenger cars. 4-7. Table ‎ Emissions Load from the Road Transport Sector Estimated Number NMVOCs Year CO (Gg) NOx (Gg) SO2 (Gg) of Vehicles (Gg) 2005 970,803 259.75 34.76 3.18 52.39 2011 1,536,919 351.91 50.59 5.18 71.05 Share of National Emissions (2011) 99% 62% 4.8% 63% Source: (MoE/UNDP/GEF , 2015) PREPARED BY ELARD 134 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS CO NOx 4.38% 0.97% 0.04% PC PC LDV 34.27% LDV 31.40% 48.33% 63.25% HDV HDV Motorcycles Motorcycles 17.31% SO2 NMVOCs 3.07% 0.23% 4.59% PC PC 38.21% LDV LDV 26.65% 50.33% HDV HDV 66.69% Motorcycles Motorcycles 11.81% 4-9. Figure ‎ Contribution of Different Vehicle Categories to Emissions of Pollutants with Indirect Global Warming Potential (2011) Source: (MoE/UNDP/GEF , 2015) There are multiple references and studies that report pollutant concentrations in Lebanon and in Beirut. This section discusses some of these background concentrations, which are estimated and measured according to distinct methodologies. Table ‎ 4-8 summarizes the available literature that reflect the baseline concentrations of pollutants reported in different periods in the project area. Considering the concentrations In comparison to the IFC EHS General Guidelines of the World Bank and the WHO Ambient Air Quality Guidelines (WHO, 2006), the concentrations of NO2, PM10 and PM2.5 show exceedance and signify that the project is located in a degraded airshed. 4-8. Table ‎ Summary of Air Pollutant Concentrations in Lebanon based on the available literature WHO Guidelines/ Lebanese Pollutant Sampling Period Concentrations IFC EHS AAQSs Guidelines CO Continuous Summer 470±195 µg/m3 10,000 µg/m3 (8 10,000 µg/m3 PREPARED BY ELARD 135 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS WHO Guidelines/ Lebanese Pollutant Sampling Period Concentrations IFC EHS AAQSs Guidelines online 2011 and and 388±228 hours) (8 hours) monitoring at a winter 2012 µg/m3 suburban site in (Salameh, Beirut Sauvage, Afif, Borbon, & Locoge, 2016) Two-week sampling 66 µg/m3 period average 20 urban sites measureme annual urban within Beirut nts over 41 background periods for (Afif, et al., all sites in 2009) 2005 100 µg/m3 (1 NO2 40 µg/m3 (1 year) year) Continuous monitoring at Annual the Beirut and averages of 50 Hadat Air 2014 µg/m3 in Hadat Quality and 49 µg/m3 in Monitoring Beirut Stations Beirut (Four- week sampling period December 8 µg/m3 annual measurements 2004- July average (Afif, were made over 2006 et al., 2008) 20 periods for all sites by passive 80 µg/m3 (1 SO2 sampling) -- year) Continuous monitoring at 15 µg/m3 the Hadath Air 2014 annual Quality average Monitoring Station Daily average Summer (2- in summer for 8 July 2011) benzene 2 5 ppb (15.95 NMVOCs Suburban site in and winter µg/m3 and 1.72 -- µg/m3) (1 (Benzene) Beirut (28 January µg/m3 during year) 12 February winter 2012) (Salameh, et al., 2015) Average of 76 4 months 10 µg/m3 for µg/m3 for PM10 Filter sampling at (February- PM2.5 (1 year) and 40 µg/m3 AUB campus May in 25 µg/m3 for for PM2.5 (Shaka 2004) PM2.5 (daily) & Saliba, 2004) PM10 and 80 µg/m3 for PM2.5 Daily average PM10 (daily) Hourly of 51.3±33.1 20 µg/m3 for PM10 Concentration measureme µg/m3 for PM10 (1 year) measurements nts in year and 30.3±19.4 50 µg/m3 for PM10 in Beirut 2012 µg/m3 PM2.5 (daily) (Nakhlé, et al., PREPARED BY ELARD 136 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS WHO Guidelines/ Lebanese Pollutant Sampling Period Concentrations IFC EHS AAQSs Guidelines 2015) Annual average of 54.6±10.7; Every sixth 60.7±12.4; day 74.7±16.5 µg/m3 Three different between for PM10, and sites in the urban May 2009 20.2±1.6; city of Beirut and April 20.6±2.2; 2010 20.3±2.6 µg/m3 for PM10 (Massoud, et al., 2011) 4.3.3.1 Carbon Monoxide (CO) Carbon monoxide which is mainly emitted from vehicles was continuously measured between 2004 and 2006, without showing exceedance in limits even during peak hours in Beirut (Afif, et al., 2008). Recent studies confirm these findings, where mean concentrations reported were 470±195 µg/m3 and 388±228 µg/m3, in summer 2011 and in winter 2012, respectively (Salameh, Sauvage, Afif, Borbon, & Locoge, 2016). 4.3.3.2 Nitrogen Dioxide (NO2) Measurements of NO2 were recorded at different locations in Lebanon (Afif, et al., 2008; Afif, et al., 2009; Badaro-Saliba, et al., 2014). Annual average concentrations of 66 µg/m3 (2005), 53 µg/m3 (2010) and 49 µg/m3 (2014) were recorded through the National Air Quality Monitoring Network. These values exceed the WHO guideline value of 40 µg/m3, but are compliant with the national ambient air quality standards of 100 µg/m3. In Beirut, there is a high probability of exposure to 40 µg/m3 (93% of the population having 100% risk of exposure, and 96% having 50% risk of exposure), considering the fact that 76% of the surface area of Beirut exceeds the WHO threshold limit (Badaro-Saliba, et al., 2014). 4.3.3.3 Sulfur Dioxide (SO2) Results of ground level SO2 measurements in Beirut between December 2004 and July 2006 showed concentrations in the order of 8 µg/m3, which are relatively low and compliant with Lebanese standards (80 µg/m3 annually). It is observed that besides local emissions, long range transport can contribute to SO2 levels in Beirut (around 50%) (Afif, et al., 2008). According to the national air pollution monitoring system, low annual mean concentrations of SO2, in the order of 15 µg/m3, were reported in 2014 in Hadat, next to Beirut. 4.3.3.4 Non-Methane Volatile Organic Compounds (NMVOCs) According to the study by (Salameh, et al., 2015), measurements of NMVOCs such as benzene in Beirut and its suburbs showed an average of 2 µg/m3 (between 0.25 µg/m3 and 7.83 µg/m3 on an hourly basis) measured during summer 2011 and winter 2012. Although the values are compliant with Lebanese standards (16 µg/m 3), long-term exposure can lead to PREPARED BY ELARD 137 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS serious health impacts. An occupational pollutant exposure study by (Borgie, et al., 2014) shows higher benzene exposure levels among traffic policemen compared to office-duty policemen. In addition, these levels where higher when compared to exposure levels by traffic policemen in cities such as Prague, Bologna, Ioannina and Bangkok. The prevailing mode of transport using passenger cars increases exposure levels to carcinogens such as benzene, especially in congested areas. About 67% of NMVOCs emissions are considered to originate from the on-road transport sector (Waked, Afif, & Seigneura, 2012). 4.3.3.5 Particulate Matter (PM) PM10 and PM2.5 have been extensively studied in Lebanon. A range of values has been recorded at various sites; 76 µg/m3 for PM10 and 40 µg/m3 for PM2.5 as an average of four months (Shaka & Saliba, 2004); 51.3±33.1 µg/m3 and 30.3±19.4 µg/m3 for PM10 and PM2.5 respectively as daily average concentrations (Nakhlé, et al., 2015). The reason behind high levels, higher than the annual WHO guideline values of 20 µg/m3 for PM10 and 10 µg/m3 for PM2.5, differs from location to another. For example, in coastal areas, high levels of PM10 are correlated with sea breezes that carry sea salt particles. While in crowded suburbs such as Bourj Hammoud the high concentrations are related to local emissions from traffic congestion combined with low precipitation and dust outbreaks (Saliba, Kouyoumdjiana, & Roumié, 2007). In certain cases, PM background concentrations are also related to dust episodes coming from both the African and Arabian deserts (Jaafar, et al., 2014). An alarming fact is reported by (Nakhlé, et al., 2015), indicating that in Beirut about 61% of PM 10 is made of PM2.5, which can cause more severe health impacts. 4.3.3.6 Greenhouse Gas (GHG) Emissions Besides air pollution, the road transport sector is a major direct contributor to emissions of GHGs (i.e. CO2, CH4, N2O) that cause global warming through the greenhouse gas effect. The road transport sector accounts for 40% of national consumption of fuel and emits 23% of national GHG emissions, contributed through urbanization, negative externalities of air pollution, traffic congestion and the old fleet of passenger vehicles (MoE/UNDP/GEF, 2016). The GHG emissions from the transport sector for 2011 are presented in Table ‎ 4-9, with their respective contribution to national emissions. The contribution of each vehicle category to the overall emissions is shown in Figure ‎ 4-10; privately-owned passenger cars are evidently the largest contributor to GHG emissions. Domestic aviation emissions are calculated in those emissions, but they are minimal (0.17%) compared to road transport. 4-9. Table ‎ Direct GHG Emissions from the Road Transport Sector Estimated Number of Year CO2 (Gg) CH4 (Gg) N2O (Gg) Vehicles 2005 970,803 3,504.62 0.85 0.20 2011 1,536,919 5,634.81 1.19 0.44 Share of National Emissions (2011) 27% 0.87% 14.29% Source: (MoE/UNDP/GEF , 2015) PREPARED BY ELARD 138 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS CO2 CH4 N2O PC PC PC 0% 9% 3% 13% 0% 4% LDV LDV LDV 24% 20% 18% 58% HDV 68% HDV HDV 83% Motorcy Motorcy Motorcy cles cles cles 4-10. Figure ‎ Contribution of Different Vehicle Categories to Direct GHG Emissions (2010) Source: (MoE/UNDP/GEF , 2015) The GHG emissions from the transport sector are on a constant increase. The calculated figures for 1994 and 2011 show an increase by 263% for CO2, 158% for CH4 and 979% for N2O, with average annual increase rates of 8%, 6% and 15% respectively1. This increase is mainly attributed to the increase in passenger car vehicles and inefficient management of the public transport sector (MoE/UNDP/GEF, 2015). 4.3.4 Noise Exposure of urban buildings to traffic noise -even at low levels- is associated with annoyance and sleep disturbance, especially in settlements facing streets and main highways (Bluhm, Nordling, & Berglind, 2004). Greater Beirut Area is no exception, where there is limited availability of land, rapid urban sprawl, and where several highways and arterial roads in the city cross through residential and commercial areas. High population density and large fleet size exacerbate the problem of noise pollution. According to a survey of noise levels in the GBA and the perception of people, the results show elevated noise levels above the national standards all around the city. Transportation noise was perceived the major source of annoyance by majority of the respondents in the urban setting, followed by construction and electricity generators (Korfali & Massoud, 2003). Surveys in other major cities in Lebanon, such as El-Mina in the North showed similar findings with transportation being the major source of noise pollution. Traffic and traffic congestion were cited as the main reason for noise pollution in 86% of the measured locations with levels exceeding 70 dBA (Iaaly-Sankari, Jadayel, & El-Murr, 2007). A noise survey on a section of the project was conducted under the framework of the EIA Study for the A1 Highway between Tabarja and Dbayeh. Noise levels were recorded at several locations between Nahr El Kalb and Tabarja. The survey showed noise levels exceeding the national standards. Similar results were obtained inside apartments and commercial centers located at first floor level along the highway. A summary of the 4-10 and Table ‎ recorded noise levels are presented in Table ‎ 4-11. 1 Calculation made according to 1996 Revised IPCC Guidelines – Tier 2 Methodology PREPARED BY ELARD 139 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4-10. Table ‎ Noise Level Measurements on Nahr El Kalb-Tabarja Road at Peak Hours, road level Towards Tripoli Towards Beirut Location Noise Level (dBA) Noise Level (dBA) Nahr El Kalb Tunnel 93.7 86.4 87.4 89.2 93.1 86.7 Zouk Exchange 97.9 85.2 84.3 83.8 95.9 88.4 99.4 84.8 Kaslik Exchage 94.4 89.1 94.1 83.4 97.7 81.6 82.8 79.9 76 88.4 Sabra Exchange 78 84.8 82.3 91.6 88.2 80.2 95.8 91.2 83.9 88.2 97 85.0 82.4 88.6 Jounieh Exchange 76.3 90.8 85.8 91.2 99.5 86.8 90.7 91.3 89.9 87.5 Stadium Exchange 83.8 84.6 90.4 86.1 91.1 82.6 96.3 84.1 90.2 85.9 Adma Exchange 91.8 87.9 83.7 91.9 90.5 86.7 Maameltein Exchange 95.2 91.2 85.0 94.7 Kfarhebab Exchange Casino 90.9 89.8 88.6 86.7 96.9 84.2 Tabarja 91.3 83.8 98.9 90.0 Source: CDR/Gicome (2011, July). Environmental Impact Assessment Study Report for A1 Highway between Tabarja and Dbayeh. PREPARED BY ELARD 140 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4-11. Table ‎ Noise Level Measurements on Nahr El Kalb-Tabarja Road at Peak Hours, taken inside first-floor apartments and commercial centers Towards Tripoli Towards Beirut Location Location Noise Level (dBA) Noise Level (dBA) Nahr El Kalb (Abi Saab Tools) 69 Ghazir (Building) 53.5 Adonis (Building) Jounieh (Shopping 58 54.5 Center) Sarba (Showbiz) 65 Adonis (McDonalds) 52.1 Kaslik Exchange 60 Zouk (Kozaily) 75.6 Jounieh Exchange (Wooden 60.2 Nahr El Kalb (Crepaway) 60.5 Bakery) Source: CDR/Gicome (2011, July). Environmental Impact Assessment Study Report for A1 Highway between Tabarja and Dbayeh. 4.3.4.1 Baseline Survey Methodology Noise measurements were carried out on 25 April 2017 and on 27 April 2017 over 15-minute intervals at twenty five (25) locations, reflecting daytime noise levels. Noise levels were measured near residential/commercial buildings and proposed bus stations to acquire baseline noise levels for the entire proposed BRT corridors - Northern Highway, Beirut Outer Ring and Beirut Inner Ring. The Type 1 sound level meter used complies with the latest IEC standards and American National Standards Institute (ANSI). It was factory-calibrated in February 2014. It was also calibrated before and after each set of measurements according to the manufacturer‟s guidelines. The noise metric L90 was used to characterize the baseline noise as it is thought to be more representative of existing conditions than the equivalent sound level or L eq because of the nature of the noise. The L90 is the measured noise level (in A-weighted decibels or dBA) that is exceeded 90 percent of the time during a monitoring event. High noise events, such as a large transport truck passing nearby or a barking dog near the microphone, tend to be excluded in the L90 metric. The noise metric L90 is generally considered to be representing the background or ambient level of a noise environment. The monitoring locations for the noise measurements were selected to be representative of the studied area and away from being influenced by interferences such as wind, impulsive sounds and electromagnetic radiation from high voltage transmissions lines. The noise 4-11 and described in Table ‎ monitoring locations are presented in Figure ‎ 4-12. PREPARED BY ELARD 141 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4-11. Figure ‎ Noise Monitoring Locations PREPARED BY ELARD 142 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4-12. Table ‎ Description of the Noise Monitoring Locations Monitoring Location Siting Images Site Description Notes Component 1: Northern Highway: Tabarja - Beirut N1 Tabarja In front of a commercial center on the highway that Windy weather 34° 1' 18.96”N leads to Tabarja. 35° 37' 56.53”E N2 After Casino du Liban on the Maameltein, Jounieh highway from Tabarja to Windy weather Beirut. In front of a 34° 0' 50.52”N commercial center. 35° 38' 49.76”E PREPARED BY ELARD 143 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Monitoring Location Siting Images Site Description Notes N3 On the highway from Maameltein, Jounieh Tabarja to Beirut in front of a Windy weather commercial center and 34° 0' 29.32”N residential buildings 35° 38' 57.73”E N4 In front of a commercial and Maameltein, Jounieh medical center (Caliprix Supermarket, Crepaway - 34° 0' 3.45”N Restaurant, medical clinics, 35° 38' 51.53”E etc.). N5 On the highway leading Jounieh from Tabarja to Beirut in front - of a commercial center in 33° 58' 48.63”N which a store is being built. 35° 38' 1.05”E PREPARED BY ELARD 144 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Monitoring Location Siting Images Site Description Notes N6 Jounieh In front of a furniture store on the highway that leads to - 33° 58' 44.55”N Tabarja. 35° 37' 24.48”E N7 In front of a commercial Municipal works were Zouk center (pharmacy, clothing being conducted near shop, etc.) on an internal the noise meter (mainly 33° 58' 20.35”N road near the highway. shoveling). 35° 36' 37.88”E Next to Skaff and other Very few cars were N8 commercial establishments passing near the noise Dbayeh on the highway towards meter on the service Tabarja. The noise meter road, whereas, there 33° 56' 46.31”N was placed on the service were many vehicles on 35° 35' 36.04”E road leading to Le Royal the highway towards Hotel. Tabarja. PREPARED BY ELARD 145 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Monitoring Location Siting Images Site Description Notes Only some buses dropping off employees N9 In front of ABC Mall on the and few cars were Dbayeh highway leading to Tabarja. passing near the noise The noise meter was placed meter on the service road 33° 55' 34.86”N right in front of the Mall on whereas, there were 35° 35' 14.43”E the service road. many vehicles on the highway towards Tabarja. N10 Antelias Few vehicles were Facing Antelias bridge. passing near the noise 33° 55' 6.61”N meter (mostly buses). 35° 35' 5.27”E The alarm of a car N11 On the highway going parked near the noise Jal El Dib towards Tabarja. Next to meter was sounding for commercial establishments almost all the noise 33° 54' 29.93”N (e.g., Dunkin Donuts) and measurement duration. 35° 34' 41.54”E residential buildings. Hence, the measurement is declared invalid. PREPARED BY ELARD 146 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Monitoring Location Siting Images Site Description Notes Some cars were passing N12 Internal road leading to the directly near the noise Zalka highway towards Beirut. A meter to access the pedestrian bridge is located internal road from the 33° 53' 54.16”N next to the measurement highway that leads to 35° 34' 1.99”E point. Beirut. N14 Dora - - 33° 53' 43.35”N 35° 33' 30. 92”E PREPARED BY ELARD 147 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Monitoring Location Siting Images Site Description Notes Component 2: Beirut Outer Ring N13 Bauchrieh, Sin el Fil In front of “Expo One of Boulevard One” on the road, next to - Commercial establishments 33° 53' 34.46”N and residential buildings. 35° 33' 38.97”E Workshops were N15 operational. Construction Jdeideh In front of car workshops on works were taking place the road. on the other side of the 33° 53' 13.93”N road (building under 35° 33' 6.53”E construction). PREPARED BY ELARD 148 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Monitoring Location Siting Images Site Description Notes N16 Facing Sin El Fil Municipality Sin El Fil and Bank Audi, in front of Hypco Gas Station, next to - 33° 52' 42.28”N Commercial establishments 35° 32' 11.3”E and residential buildings. N18 Mazraa On the sidewalk, next to Commercial establishments Windy weather. 33° 52' 42.77”N and residential buildings. 35° 29' 56.79”E N22 Mazraa In front of a residential Very few cars passed building next to residential near the noise meter. 33° 52' 57.38”N buildings. 35° 29' 18.39”E PREPARED BY ELARD 149 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Monitoring Location Siting Images Site Description Notes N25 Raouche On the sidewalk, next to Commercial establishments - 33° 53' 17.25”N and residential buildings. 35° 28' 24.059”E N23 Manara In front of AUB on the - sidewalk. 33° 54' 8.63”N 35° 28' 49.52”E N19 Charles Helou On Charles Helou Bridge - sidewalk. 33° 53' 47.39”N 35° 30' 54.63”E PREPARED BY ELARD 150 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Monitoring Location Siting Images Site Description Notes N17 Bourj Hammoud In front of BBAC Bank facing the highway, next to - 33° 53' 42.07”N Commercial establishments. 35° 32' 41.22”E Component 3: Beirut Inner Ring N20 Achrafieh On Independence Street - sidewalk. 33° 53' 25.33”N 35° 31' 48.41”E N21 In front of a construction site Hamra next to Commercial - establishments and 33° 53' 38.76”N residential buildings. 35° 28' 33.62”E PREPARED BY ELARD 151 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Monitoring Location Siting Images Site Description Notes N24 In front of a shop on Hamra Hamra Street, next to Commercial High flow of vehicles. establishments and 33° 53' 43.43”N residential buildings. 35° 29' 9.11”E PREPARED BY ELARD 152 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4.3.4.2 Baseline Survey Results The measured noise levels were compared to the Lebanese standards for environmental noise as per MoE Decision No. 52/1/1996 (refer to section ‎ 3.2.1.2.2.5) and the IFC EHS Guidelines. A summary of noise monitoring results is provided in Table ‎ 4-13. Noting that all noise levels approach or exceed the Lebanese standards and the IFC EHS Guidelines, the existing noise levels throughout the project corridor fluctuate between 67 and 81 dB(A) by location, depending on site characteristics such as proximity to major roadways like Charles Helou Highway, and other noise sources, the relative elevation of roadways and receptors. 4-13. Table ‎ Summary of Measured Baseline Sound Levels Limit for Noise Levels in dB(A) Limit for Ambient Date of Monitoring Time/ Ambient Noise Noise Location Period Noise Levels LEQ LMAX LMIN L10 L90 Levels Monitoring dB(A)* db(A)** Component 1: Northern Highway: Tabarja - Beirut Day Time N1 50-60 70 25-04-2017 80.07 99.55 67.58 82.4 75.3 (13:24) Day Time 70 N2 50-60 25-04-2017 76.68 98.28 67.35 78 71.8 (14:00) Day Time 70 N3 50-60 25-04-2017 81.75 98.76 72.06 83.9 76.8 (14:21) Day Time 70 N4 50-60 25-04-2017 79.67 101.4 68.18 81.4 73.4 (13:01) Day Time 70 N5 50-60 25-04-2017 78.57 95.86 67.42 81.3 72.0 (14:50) Day Time 70 N6 50-60 25-04-2017 75.14 90.36 66.05 77.7 70.5 (11:24) Day Time 70 N7 50-60 25-04-2017 75.21 95.23 67.34 77.5 69.6 (11:01) Day Time 70 N8 50-60 25-04-2017 79 90.48 71.35 80.8 76.1 (10:33) Day Time 70 N9 50-60 25-04-2017 79.32 92.51 72.07 81.4 76.0 (10:02) Day Time 70 N10 50-60 25-04-2017 78.48 101.55 67.39 80.2 70.7 (09:33) Day Time 70 N11 50-60 25-04-2017 79.73 99.3 71.22 82.2 74.9 (09:07) Day Time 70 N12 50-60 25-04-2017 71 91.79 62.16 72.8 66.0 (08:38) Day Time 70 N14 50-60 27-04-2017 78.26 92.72 71.74 80.2 74.7 (16:39) Component 2: Beirut Outer Ring N13 Day Time 50-60 70 27-04-2017 73.24 98.12 59.51 75.2 64.4 (8:26 PREPARED BY ELARD 153 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Limit for Noise Levels in dB(A) Limit for Ambient Date of Monitoring Time/ Ambient Noise Noise Location Period Noise Levels LEQ LMAX LMIN L10 L90 Levels Monitoring dB(A)* db(A)** a.m.) Day Time 70 N15 (9:03 50-60 27-04-2017 72.4 92.89 58.65 74.7 63.7 a.m.) Day Time 70 N16 (9:39 50-60 27-04-2017 71.76 89.96 57.74 73.2 61.8 a.m.) Day Time 70 N18 (10:27 50-60 27-04-2017 73.11 90.86 63.87 75.5 68.0 a.m.) Day Time 70 N22 (11:01 50-60 27-04-2017 66.13 90.16 49.15 68.8 53.3 a.m.) Day Time 70 N25 (11:31 50-60 27-04-2017 71.86 92.12 64.34 73.7 66.5 a.m.) Day Time 70 N23 (1:23 50-60 27-04-2017 69.63 93.09 52.08 71 59.0 p.m.) Day Time 70 N19 (3:00 50-60 27-04-2017 75.09 95.04 65.14 77 69.4 p.m.) Day Time 70 N17 (4:14 50-60 27-04-2017 75.93 95.89 66.5 77.9 70.0 p.m.) Component 3: Beirut Inner Ring Day Time 70 N20 (3:38 50-60 27-04-2017 73.87 95.1 65.46 75.4 68.4 p.m.) Day Time 70 N21 (12:00 50-60 27-04-2017 71.53 90.47 54.11 74.8 59.6 p.m.) Day Time 70 N24 (12:40 50-60 27-04-2017 74.64 93.76 62.03 76.6 65.0 p.m.) * Maximum Admissible Sound Levels in Residential areas with some construction sites or commercial activities or located near a road, as per MoE Decision No. 52/1/1996. ** IFC EHS Guidelines: 1 hour exposure during daytime (7 a.m. – 10 p.m.) close to Industrial and commercial settings 4.3.5 Geology, Soil, Groundwater and Seismicity 4.3.5.1 Topography The BRT corridor extends over a distance of 56 km on the coastal area from Beirut to Tabarja 4-12. The topography of the area is flat on the coast, where the elevation as shown in Figure ‎ PREPARED BY ELARD 154 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS ranges between 100 and 500 meters from the Mediterranean Sea to the west of the BRT, but becomes mountainous with increasing slopes east of the BRT corridor. 4-12. Figure ‎ Topographic Map of the BRT Study Area 4.3.5.2 Geology a) Lithostratigraphy There are eleven (11) geological formations and Quaternary deposits outcropping in the study area as shown in Figure ‎ 4-13. These formations are shown from youngest to oldest along 4-14 and are described further hereunder. with their lithological description in Table ‎ a.1 Quaternary Deposits (Q) The Quaternary deposits (Q) mainly outcrop to the west of the corridor along the coast and are mainly composed of sand, silt, moving dunes and decalcified coastal sandstone. The thickness of these deposits reaches up to 50 m in Beirut. a.2 The Miocene Formation (mcg/ mL) The Miocene Formation outcrops near the coast. These are sometimes covered by Quaternary Deposits (Q). This formation is composed of cemented conglomerates and Lacustrine Limestone often interbedded with clay and can reach a thickness of 50 m to 100 m. a.3 The Sannine Formation (C4) The Sannine Formation (C4) of Cenomanian age outcrops in the western part. The Sannine formation is usually divided into three (3) main units: A lower unit (C4a) and an upper unit (C4c) of relatively similar lithology are separated by a middle unit consisting of marly limestone interbedded with marl (C4b). The lower and upper units consist of fractured limestone of varying bedding thicknesses, whitish to pale gray color, with some local occurrences of chert nodules in the upper unit. The middle unit (C4b) has a thickness of about 300 m and is predominantly comprised of PREPARED BY ELARD 155 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS layers of whitish to gray marls and marly limestone. The total thickness of the Sannine Formations in the region likely exceeds 600 m. Together with the overlying Maameltein Formation, the combined Sannine-Maameltein sequence constitutes one of the most important aquifers in Lebanon – the Sannine- Maameltein karstic aquifer. Permeability varies across the sequence with the middle C4b having notably lower permeability than the rest of the aquifer with even confining properties in some cases. a.4 The Maameltain Formation (C5) The Maameltain Formation (C5) outcrops west of the corridor. This formation is mainly composed of massive to thin bedded whitish gray limestone and marly limestone units which is very similar in lithology to the upper Sannine formation (C4c). The thickness of the Maameltain formation (C5) can reach up to 200 m. As part of the Sannine-Maameltein aquifer, the Maameltain Formation has similar hydraulic properties to the C4c unit of the Sannine Formation. a.5 The Abeih Formation (C2a) The Abeih Formation varies in lithology from fine sands, clays, and sandy limestone at its base to medium beds of limestone interbedded with yellow clay at its top. It has a thickness varying between 65 and 170 m. 4-14. Table ‎ Main Geological Formations Outcropping within the Study Area Formation Name Dubertret Thickness Period Age or Stage / Alphanumeric Lithology (m) Deposits / Age Nomenclature Sand, silt, detrital limestone, Quaternary Quaternary Q Up to 50 conglomerates Deposits and alluvial deposits Marls and Lacustrine Miocene Limestone Tertiary Neogene Mcg/mL 50 to 100 Formation (continental succession) and conglomerates White chalks, marly chalks with Chekka Senonian C6 Up to 300 phosphate and Formation chert nodules and bands Massive to thin bedded white- Maameltein Cretaceous Turonian C5 Up to 200 gray limestone Formation and marly limestone Pale gray, fractures fine and Sannine thick bedded Cenomanian C4 500 Formation limestone and marly limestone with geodes and PREPARED BY ELARD 156 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Formation Name Dubertret Thickness Period Age or Stage / Alphanumeric Lithology (m) Deposits / Age Nomenclature chert Brown-green marl, Hammana marly limestone, Albian C3 150 Formation and localized basalts Massive pale Mdairej Aptian C2b 85 Limestone, highly Formation jointed Brown yellowish Barremian Abeih C2a Up to170 limestone, marl, and sandstone Valanginian/ Cross-bedded Chouf Formation C1 Up to 220 Hauterivian sandstone Basalts and volcanic tuff Oxfordian Bhannes Basalts BJ5 50-100 accompanied Jurassic sometimes with marls Pliensbachian Kesrouane Massive grey J4 1000 to Callovian Formation limestone PREPARED BY ELARD 157 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS 4-13. Figure ‎ Geological Map of the Study Area along the BRT Corridor Source: Dubertret 1/50,000 Map. (1951) PREPARED BY ELARD 158 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS a.6 The Chouf Sandstone Formation (C1) The Chouf Sandstone Formation (C1) is of Neocomian age, mainly composed of white to ferruginous fine to course grained quartz sands and sandstones, intercalated with horizons and layers (up to few meters thick) of clay, coal, lignite and basalts. The thickness of the Chouf Sandstone Formation in the area is reported to be up to 220 m. a) Structural Setting The BRT corridor extends over distance of 56 km between Beirut and Tabarja. It is located west of the Yammouneh fault where it crosses a series of secondary faults trending E-W as shown in Figure ‎ 4-14. The Yammouneh Fault is not a single fault, but a fault zone of 1-2 km width that is associated with a variety of structural geological features (e.g. folds, shear fractures and breccia) that are indicative of its sinistral strike-slip nature (Hancock & Atiya, 1979). In addition to the 80 km of lateral displacement, a vertical displacement of more than 800 m is well documented. As for the E-W Trending secondary faults, they are stretching from the Yammouneh fault and are of dextral type fault with a horizontal displacement of up to 3 km and a vertical displacement of 300 m as documented from the vertical displacement. 4-14. Figure ‎ General Geological and Tectonic Map of Lebanon Showing the BRT Location PREPARED BY ELARD 159 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS b) Springs There are more than 100 springs in the Study Area as shown in Figure ‎ 4-13. With the exception of only one small spring located around 350 meters west of the corridor at an elevation of 11 m (asl) and issuing from the quaternary deposits, located on the Jounieh coast, all other inland springs emerging from the geologic formations crossed by the BRT are considered up gradient to the BRT corridor. c) Public and Private Wells There are 27 public wells in the Study Area and are all up gradient of the BRT as shown in Figure ‎ 4-13. These wells are tapping the Sannine Maameltain (C4-C5), Keserouane (J4) and Chouf Sanstone (C1) aquifers. The elevation of these wells range from 15 m (asl) to 604 m (asl) and in depth between 45 m (bgl) and 614 m (bgl). The BRT corridor exhibits a large concentration of private wells particularly in Beirut as shown in Figure ‎ 4-15. There are more than 1,500 private wells in Beirut area alone ranging in depths from 15 to 75 m (bgl) tapping the Quaternary deposits and Sannine Maameltain aquifer (C4- C5). Further north, more private wells are present with depths ranging from 15 m (bgl) to 350 m (bgl) tapping the Miocene (mcg) and Sannine Maameltain (C4-C5) aquifers. 4-15. Figure ‎ Map Showing the Private Wells along the BRT Corridor 4.3.5.3 Surface Water Bodies The surface water bodies that are crossed by the proposed BRT Corridor are listed in Table 4-15 and shown in Figure ‎ ‎ 4-16. They comprise two (2) perennial rivers and three (3) seasonal streams. PREPARED BY ELARD 160 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS 4-15. Table ‎ Surface Water Bodies that are Crossed by the Proposed BRT Corridor Name Type Naher Beirut Perennial Nahr El Kelb Perennial Wadi Antelias Seasonal Wadi Jounieh Seasonal Wadi Ghazir Seasonal 4.3.5.4 Hydrogeology and Groundwater Flow Conditions Each of the geologic formations crossed by the BRT Corridor exhibits unique hydrogeological characteristics. The major aquifers in the Study Area are the Sannine-Maameltain Limestone formation (C4-C5) and the Miocene Limestone Formation (mL). Both formations include karstic aquifers with groundwater mostly flowing through fractures and cavities. As the BRT Corridor extends over a distance of 56 km along the northern Lebanese coast, groundwater depth changes due to the difference in elevation and geology. Since the BRT Corridor is located along the coast, the groundwater level or piezometric level is often close to sea level but it is protected in the cases of confined aquifers where actual depth to top of aquifer can be deep. Karstic aquifers are extremely vulnerable to surface pollution. Groundwater depth is not a determining factor in a karstic aquifer such as the Sannine-Maameltain (C4-C5) and Miocene (mL) Aquifer because surface water can percolate through the surface layers and reach several hundred meters of depths in a matter of hours such as through a sinkhole. The general groundwater flow direction is to the west (towards the sea) as shown in Figure ‎ 4-16. It is also worth noting that almost all the area crossed by the BRT Corridor is characterized by seawater intrusion due to overexploitation of groundwater along the coastal area. 4.3.5.5 Tectonics and Seismicity Lebanon is located on the eastern coast of the Mediterranean Sea, along the Dead Sea Transform Fault (DSTF) system. The DSTF in Lebanon has several surface expressions, represented in major faults (Yammouneh, Roum, Hasbaiya, Rachaiya and Serghaya faults) and in uplifts as high mountainous terrain (Mount Lebanon and Anti Lebanon) as shown in Figure ‎ 4-17. The activity along the DSTF is evident from the seismic activity record. Recent work categorized the Lebanese section of the DSTF as being a strong seismic activity zone (Khair et al., 2000; Huijer et al., 2011). The BRT Corridor lies to the west of the Yammouneh Fault which is a major fault in Lebanon. PREPARED BY ELARD 161 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS 4-16. Figure ‎ Main Rivers and Streams Crossing the BRT Corridor and Groundwater Flow in the Study Area PREPARED BY ELARD 162 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS 4-17. Figure ‎ Faults within Lebanon AT – Aakkar thrust; DSF – Dead Sea fault; GhF – Ghab fault; MLT – Mt. Lebanon thrust; NT – Niha thrust; RaF – Rachaya fault; RF – Roum fault; SF – Serghaya fault; TT – Tripoli thrust; YF – Yammouneh fault; ZCF – Zrariye-Chabriha fault Source: Huijer et al., 2011 In terms of seismicity and according to the United States Geological Survey (USGS) , the most recent earthquake that occurred in Lebanon was on June 29, 2016 at around 19 km WSW of Beirut. This earthquake had a magnitude of 3.7 on the Richter scale and occurred at a depth of 13.9 km below the surface (Figure ‎ 4-18). A historical seismicity map and a seismic hazard map of the region are presented in Figure 4-19 and Figure ‎ ‎ 4-20 respectively. New infrastructure projects should reportedly refer to the recently updated hazard map and implications in terms of construction safety parameters (Figure ‎ 4-20) and it is expected that the BRT Project will abide by such directives. 4-18. Figure ‎ Location of the Most Recent Earthquake in Lebanon Source: http://earthquake.usgs.gov/earthquakes/map PREPARED BY ELARD 163 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS 4-19. Figure ‎ Recorded Earthquake Events in and around Lebanon between 1998 and 2009 with Magnitudes ≥ 2 on the Richter Scale Source: Huijer et al., 2011 4-20. Figure ‎ Seismic Hazard Map (contouring of Peak Ground Acceleration with 10% probability of exceedance in 50 years) PREPARED BY ELARD 164 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS 4.3.6 Landscape and Biological Environment The BRT System lies within a heavily urbanized area, however, some system components such as the Park and Ride (P&R) facilities will be located on empty plots of land that are vegetated. The establishment of pedestrian bridges or the amendment of existing ones might require the removal of green areas at both sides of the road/ highway. In addition, the stations will be located in the median strip, where some of the median strips are vegetated, and hence the baseline survey, through satellite imagery and field observations, documented the vegetated areas that cross with the project‟s footprint. 4.3.6.1 Baseline Survey Methodology A field survey was conducted on 17 April, 2017 and on 29 September 2017, to assess the baseline conditions of the Park & Ride (P&R) Facilities of the BRT System between Tabarja and Beirut, the median strip along the path from Tabarja to Beirut and Beirut Outer Ring, and the depot and terminal sites in Safra and Tabarja. The site assessment for the terrestrial environment was conducted from a flora and fauna perspective. 4.3.6.2 Baseline Survey Results 4.3.6.2.1 Flora and Vegetation Cover A comprehensive assessment of the eight (8) proposed P&R facilities, the Tabarja terminal and the Safra bus depot was conducted during the field visits. A drive through the median strips along the Tabarja-Beirut alignment and Beirut Outer Ring was conducted, along with individual visits to the P&R facilities, depot and terminal sites. No areas of special concern (world heritage sites, wetlands, biosphere reserves, or protected areas) are located in the vicinity of the sites or along the median strips. Neither endangered species, nor critical ecosystems/ habitats were recorded during the field visit. 4.3.6.2.1.1 P&R Facilities along the Tabarja-Beirut Alignment The P&R facilities are located on non-productive land. The plants observed at the P&R facilities are mostly weeds and signs of degraded habitats such as Ricinus communis, Chrysanthemum coronarium and Notobasis syriaca. The locations of proposed P&R facilities from a landscape and biological environment point of view are further described in Table ‎ 4-16. PREPARED BY ELARD 165 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS 4-16. Table ‎ Description of the Proposed Locations of P&R Facilities P&R Current Land Use/ Status and Google Earth Images Photographic Records from Field Visit Facilities Fauna/ Flora presence Closed street and currently P&R 1 used as a parking lot. No flora - or fauna were found. Currently used as a parking P&R 2 lot. No flora or fauna were - found. Empty plot in Dbayeh marina. The plot is not a natural habitat and contains weeds P&R 3 on the periphery such as Ricinus communis and Chrysanthemum coronarium. It has no ecological value. PREPARED BY ELARD 166 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS P&R Current Land Use/ Status and Google Earth Images Photographic Records from Field Visit Facilities Fauna/ Flora presence Plot in Dbayeh marina currently occupied by porta cabins, workers‟ residences, and a water cistern. The plot is not a natural habitat and P&R 4 contains weeds on the periphery such as Notobasis syriaca and Chrysanthemum coronarium. It has no ecological value. Median strip with no ecological value. It is not a natural habitat and contains P&R 5 weeds such as Inula viscosa and Chrysanthemum coronarium and one exotic tree (Acacia sp.) PREPARED BY ELARD 167 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS P&R Current Land Use/ Status and Google Earth Images Photographic Records from Field Visit Facilities Fauna/ Flora presence Disturbed land on the coast with no ecological value. The land is used as a site to stock P&R 6 sand extracted from the river and is full of waste with no remaining natural flora or fauna. A landscaped area on the highway with observed flora species of Pinus pinea, Olea europea and Bougainvillea P&R 7 glabra (exotic). The pine and olive trees are native species. There are between 40-50 trees on the site. PREPARED BY ELARD 168 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS P&R Current Land Use/ Status and Google Earth Images Photographic Records from Field Visit Facilities Fauna/ Flora presence Plot occupied by a house, a parking space, fruit and ornamental exotic trees located next to the house, and a few native plant P&R 8 species (Chrysanthemum coronarium, Papaver sp., Rubus sp.). Those native plant species are very common in degraded and waste lands. PREPARED BY ELARD 169 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4.3.6.2.1.2 The Median Strips along the Tabarja- Beirut Alignment The existing median strips along the Tabarja-Beirut alignment mainly consist of exotic ornamental plant species such as palm, Washingtonia, eucalyptus, olive trees and others 4-21). Those species have no ecological value but have an important positive (refer to Figure ‎ impact on local air quality and aesthetic value given their presence in congested urban areas. 4-21. Figure ‎ Median Strip with Eucalyptus Trees on Jdeideh Highway 4.3.6.2.1.3 The Median Strips along the Beirut Outer Ring The median strips along the Beirut Outer Ring mainly consist of exotic ornamental plant species such as palm, Washingtonia trees and other trees, shrubs, and herbs. Those species have no ecological value but have an important positive impact on local air quality in the different areas. Some native coastal plants are observed in the median strip along Corniche Al Baher in Beirut. Given that those plants are being confused with weeds, they are being removed by municipality workers. Vegetated median strips are located along the Beirut Outer Ring Corridor except in Zone 1 4-1, where there are no median strips or no vegetated median strips. A as indicated in Figure ‎ highly-regarded vegetated median strip is located on the seaside next to AUB campus in 4-22. Beirut and shown in Figure ‎ PREPARED BY ELARD 170 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4-22. Figure ‎ Vegetated Median Strip Next to AUB Campus in Beirut 4.3.6.2.1.4 Terminal in Tabarja The proposed site in Tabarja consists of 4 plots 530 to 533. Plots 530 and 531 are wastelands and do not present any ecological importance. Plots 532 and 533 consist mainly of agricultural land and partly of native trees such as cypress and pine trees, and also of some exotic trees on the western side of plot 533. 4-23. Figure ‎ Panoramic view of part of Plot 531 in Tabarja PREPARED BY ELARD 171 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4-24. Figure ‎ West side of Plot 533 dominated by Exotic and Invasive Species 4.3.6.2.1.5 Depot in Safra The proposed site for the depot in Safra is a big land of 14,000 m 2 of surface area (Figure ‎ 4-25). It is mostly dominated with wasteland having weeds (Inula visocosa, Rubus sp., and Smilax aspera) or even invasive species (Ailanthus altissima) but bordered from the South by very large oak, Pistacia and carob trees, numbering in total 20 trees. Therefore, the plot itself has low ecological value but the native old trees bordering it from the South have a high ecological value and should be protected and not removed during construction and operation of the project. PREPARED BY ELARD 172 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4-25. Figure ‎ Aerial view of Safra site and Bordering Native Trees to be Protected 4.3.6.2.2 Fauna Species A complete faunal survey of the Study Area was not carried out. No faunal species or any traces of fauna were observed during the field visit except for pigeons and birds which are adapted to cities. All the sites are situated in urban areas and are not expected to support faunal species. 4.3.7 Socio-Economic Aspects The socio-economic dimension of the Project is an integral part of the ESIA study. The socio- economic dimension includes demographic, social and economic characteristics and features relevant to the Project within the local context. The purpose of this baseline is to present a basis against which potential socio-economic impacts (whether positive or negative) induced by the Project activities can be assessed. Socio-economic data were obtained from previous studies and official household survey data. Additionally desk reviews of existing studies and readily-available statistics and information provided from relevant sources, such as the Central Administration of Statistics were sought and are summarized in the following sub-sections. 4.3.7.1 Social Demographics The following sections provides an overview of the social demographics in Lebanon, while allocating a separate segment to discuss the conditions of mobility in Lebanon and particularly within the project boundaries. PREPARED BY ELARD 173 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4.3.7.1.1 Population According to the latest statistics Lebanon‟s population is estimated to be 5.988 million (2016), of which 75.8% is urban population (2.226 million in the capital city of Beirut in 2015). It is important to mention that this number includes refugees, since due to the latest Syrian war crisis, it is assessed that 1.19 million refugees currently reside in Lebanon (mid-2015). It is important to note that the Syrian crisis which has led to an unexpected mass influx of Syrian refugees in Lebanon is one of the main challenges that Lebanon is facing today. The resident population was estimated at around 3.76 million in 2007, with an additional 260,000 Palestinians (approximately, 2009) living in camps and other migrant workers. The average annual population growth rate is 6.0% (2010-2015) while the urban annual population growth rate in the same period is 3.2% (UN, 2016). In spite of the fact that currently there is a positive trend for population growth, future estimates show decelerating and decreasing pattern of population growth. This suggests that by mid-century Lebanon will possibly have an aging population, with larger proportion of the decreasing population (- 4.1% between 2015-2050) living in urban areas (Table ‎ 4-17). Based on the latest national survey in 2009, 10.8% of the population live in Beirut, 27% in the suburbs of Beirut and 15.8% in Mount Lebanon (CAS, 2015). The governorate of Mount Lebanon accounts for the largest share of the population and the governorate of Beirut is ranked 5th in terms of number of inhabitants (CAS - Yaacoub & Badre, 2012). With the assumption that average household size in Lebanon is 4.23 members/household (CAS, 2007), the number of households add up to 1.415 million. Statistics show that the households in urban areas are relatively small, with 54.7% in Beirut having members between 1 and 3 (CAS, 2009). 4-17. Table ‎ Lebanon’s Population Forecast Year Population Yearly Change % Median Age Urban Population % 2015 5,850,743 6.17 29 75.8 2020 5,891,495 0.14 31 73.2 2025 5,407,997 -1.7 35 83.0 2030 5,291,674 -0.34 38 87.6 2035 5,429,369 -0.52 40 87.3 2040 5,517,336 0.32 43 87.2 2045 5,572,824 0.20 45 87.1 2050 5,610,145 0.13 47 86.9 Source: (UN, 2015) PREPARED BY ELARD 174 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS The Lebanese population is young, with 44% of residents below 24 years of age (CAS - Yaacoub & Badre, 2012) (refer to Figure ‎ 4-26). Society is composed of a mixture of religious communities and sects (UNDP, 2015). 4-26. Figure ‎ Population Distribution in 2009 according to Age and Sex Source: (CAS, 2009) In 2014, the national GDP was USD 49,631 million; annual growth rate of 2% and per capita income of USD 8,844 (9th rank among the Arab League countries). The Services sector is the largest contributor to the national GDP i.e. 73.2% of the Gross Value Added, followed by Industry (23.6%) and Agriculture (3.2%). It is also estimated that 73% of the population have access to the Internet, while 71 per 100 people have mobile-cellular subscriptions. The former fact can be an asset in optimizing the introduction of Intelligent transportation systems (ITS) and ultimately increasing the utility of public transport, which is further discussed in the following section. 4.3.7.1.2 Socio-economic Profile of the Study Area A general profile of the Study Area shows the population figures, residential units, commercial establishments, schools, universities and hospitals present in the Study Area, which corroborates the fact that the area that will be served by the BRT is highly dense and a pole of economic activity. The data on the Study Area are summarized in Table ‎ 4-18. PREPARED BY ELARD 175 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4-18. Table ‎ Socio-Economic Data Relevant to the BRT Project Numbe Number Number r of Populatio Number of Number of Number of of Public Numbe Private Number Governorat Quarter/ n for the of Primary Secondar Commercial Students per and r of Number of and of e/ District Town year Residenti y Establishment Educational Private Student Hospitals7 Public Teachers 20142 al Units3 Residenti s5 Section Universitie s Schools al Units4 6 s Achrafieh 2,802 5 327 Public: Bachoura 941 7 81  KGs: 2,776  Elementary: Zuqaq al- 3,153 19 83 7,214 Blat  Intermediat Rmeil 489 489 136 e: 3,872 Saifi 573 37 106 Public  Secondary: schools 3,215 13 Beirut Medawar 1,369 11 103 : 60 Private: accredited Governorat 399,304 8,716 Port (Beirut) 4 2 128 Private  KGs: 13,071 and 3 not e schools accredited Mazraa  Elementary: 3,342 84 236 : 122 26,478 (Beirut)  Intermediat Moussaitbe 6,256 94 387 e: 11,046 h  Secondary: Ras Beirut 406 56 122 10,001 Ain El Private 1,013 37 47 Mreisse Technical: 1,821 2 Source: MoPH. (2014). Statistical bulletin – Table B.5 3 Source: CAS. (2004) through letter No. 469 dated 09/03/2017 (found in APPENDIX F) 4 Source: CAS. (2004) through letter No. 469 dated 09/03/2017 (found in APPENDIX F) 5 Source: Chamber of Commerce Industry and Agriculture – Beirut and Mount Lebanon (CCIA – BML) through letter No. 785 dated 8/03/2017 (found in APPENDIX F) 6 Source: Ministry of Education and Higher Education – Center for Educational Research and Development (CERD). (2015 – 2016). Statistical bulletin for the academic year 2015-2016 (In reference to letter In No. 925/M found in APPENDIX F) 7 Source: MoPH. (2014). Statistical bulletin – Graph H.1 PREPARED BY ELARD 176 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Numbe Number Number r of Populatio Number of Number of Number of of Public Numbe Private Number Governorat Quarter/ n for the of Primary Secondar Commercial Students per and r of Number of and of e/ District Town year Residenti y Establishment Educational Private Student Hospitals7 Public Teachers 20142 al Units3 Residenti s5 Section Universitie s Schools al Units4 6 s Minet El Public 42 1 84 Technical: 0 Hosn Burj 14,908 623 464 Hammoud Dora 36 Public****:  KGs: 8,081 Jdeideh (El 3,406 53 288  Elementary: Metn) 23,640 Bauchrieh 15,720 197 866  Intermediat Sid El e: 12,163 Bauchrieh  Secondary: 14,119 Bkenaya 919 - 27 Public Private****: 16 Metn District Zalka 482,535* 3,006 13 168 schools  KGs: 67,677 accredited : 271 33,936*** * Dbayeh 89  Elementary: Private 137,181 * Amaret schools 81  Intermediat Chalhoub : 622 e: 57,607 Zouk El  Secondary: 1,856 1 40 Kharab 36,210 Jal El Dib 2,081 77 187 Private Technical****: Antelias 3,590 68 195 15,559 Naccache 3,306 25 75 Public Technical****: Nahr El Mot 27 9,235 Kessrouane Zouk 4 167,039** 324 District Mosbeh accredited PREPARED BY ELARD 177 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Numbe Number Number r of Populatio Number of Number of Number of of Public Numbe Private Number Governorat Quarter/ n for the of Primary Secondar Commercial Students per and r of Number of and of e/ District Town year Residenti y Establishment Educational Private Student Hospitals7 Public Teachers 20142 al Units3 Residenti s5 Section Universitie s Schools al Units4 6 s Zouk ** 203 Mkayel Tabarja 185 - 12 Kfaryasin 638 - 28 Adma - 24 Dafneh Jounieh - 4,135 226 Sarba Jounieh – Haret 2,450 195 49*** Sakher Jounieh – 1,469 238 Sahel Alma Ghazir 2,424 51 104 *Data for the entire Metn District **Data for the entire Kessrouane District ***Data for the entire town of Jounieh ****Data for Mount Lebanon PREPARED BY ELARD 178 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4.3.7.2 Mobility Characteristics One of the main socio-economic aspects that is crucial and relevant to this ESIA is the current situation of mobility in Lebanon; in this case, land transport in the Greater Beirut Area and the main highway linking the northern entrance of the capital to Tabarja. In general, the traffic conditions in Lebanon are known for facing infrastructure challenges, congestion, and deteriorating quality of already mismanaged public transport services. For simplicity and for optimal representation of the baseline conditions related to the project, this section is presented based on four different characteristics that describe a road-transport system: Accessibility, Affordability, Safety and Efficiency; considering that the environmental impact is discussed in other sections. 4.3.7.2.1.1 Accessibility Public transport modes are available in Lebanon; however, they are characterized by being unreliable and in most cases improperly distributed over the market. The city of Beirut is over- served compared to the demand, resulting in severe competition among operators, while other cities have shortage of public transport services (Choueiri, Choueiri, & Choueiri, 2011). More recent estimates show similar distribution, with mode split of motorized trips in Greater Beirut Area: 71% by private car, 19% by jitney and taxi, and 10% by buses and minibuses (Chalak, Al-Naghi, Irani, & Abou-Zeid, 2016). Vehicle Type Distribution 3% 1% 5% 8% Passenger cars Shared ride taxis Minibuses 14% Private buses (LCC) Public buses (RPTA) 69% Exclusive ride taxis 4-27. Figure ‎ Vehicle Type Distribution in GBA Source: (Baaj, 2002) The available public transport means are not facilitated with the proper infrastructure to make them accessible by the public; ultimately resulting in the utility of -the only reliable option- private vehicles. Both public and private vehicles operate in the GBA. The Lebanese Commuting Company (LCC) operates on six lines with 73 buses and the Railway and Public Transportation Authority (RPTA) operates with 27 buses (World Bank, 2015). The estimated 4-19. The private public transport fleet for the GBA and North region is shown in Table ‎ operators carry the majority of the demand. For example, there are mini-bus lines that operate in Beirut, some even transporting around 50,000-60,000 passengers/day, e.g. van PREPARED BY ELARD 179 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS number 4, and are reported to have considerable acceptability by the public; however, that is not the general case for all public transport systems (Samaha & Mohtar, 2016). According to the RPTA, the approximate number of passengers using public transport in 2014 was 1,213,268, based on 19,112 and 18,033 morning trips and evening trips respectively. 4-19. Table ‎ Estimated Public Transportation Fleet in Greater Beirut Area and North Region Number of Legal Type of Vehicle Illegal Vehicles Total Vehicles Service taxis 33,000 22,000 55,000 Minibuses/vans 4,000 12,000 16,000 Buses 2,250 1,250 3,500 Source: (World Bank, 2015) The infrastructure and facilities such as bus stations, dedicated taxi-spots and proper scheduling of the available systems are almost absent in Lebanon. These facilities are pre- requisites for creating more advanced systems that accommodate for the physically disabled, vulnerable community groups, e.g. elderly, pregnant women, school students, or full-day service availability. Both temporal and distance coverage limitations of the Lebanese public transport system make the accessibility to the public a challenging issue, which further feeds into the mismanagement of the entire transport sector. 4.3.7.2.1.2 Affordability Mobility cost in Lebanon is estimated to be around US¢ 50/veh.km or US¢ 42/pass.km, which includes the operating cost of US¢ 12.7/veh.km or US¢ 10.6/pass.km, the ownership cost of US¢ 19.2/veh.km or US¢ 16/pass.km and the externality cost of US¢ 18/veh.km or US¢ 15.1/pass.km (MoE/UNDP, 2015). Figure ‎ 4-28 summarizes the percent division of mobility cost. It is important to note that the road transport sector in Lebanon is one of the largest energy consumers (27.42% of national energy consumption), compared to Jordan (25.27%) and Greece (22.23%) (World Bank, 2011). This reflects the economic burden of the transport sector not just on the public but also on the national economy. Increase in availability of properly managed public transport systems would tackle the three components of mobility cost through the reduction of pollution, less fuel consumption due to less utility of private cars, and reducing ownership costs. 4-29 and Figure ‎ Figure ‎ 4-30 show the distribution of different household and individual categories in terms of annual expenditure for transportation. In total, the annual household expenditure on transportation is the third largest (13.11% of total expenses) after Housing expenses8 (28.36%) and Food (20%) (CAS, 2012). 8 Housing expenses: water, electricity, gas and other fuels PREPARED BY ELARD 180 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Total Externality 26% Cost 34% Total Ownership Cost Total Operating Cost 40% PREPARED BY ELARD 181 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Ownership Cost Vehicle 4% Purchase 3% 3% Custom/ 10% excise tax 3% VAT 7% 52% Registration 18% Road-usage Mechanique Externality Cost Operating Cost Accidents cost 7% 23% Travel time 17% Tire Cost 32% Climate Fuel Cost 7% change 6% Pollution cost Maintenance Cost 76% 32% Congestion cost PREPARED BY ELARD 182 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4-28. Figure ‎ Mobility Costs Components Source: (MoE/UNDP, 2015) Category of Households 5.78% 13.26% 7.64% 11.51% <4500 4500 - 6500 >6500 & 10000 >10000 & <15000 4-29. Figure ‎ Percentage Distribution of the Annual Expenditure of Households on Transport by Annual Expenditure Category of Household in thousands LBP Source: (CAS, 2012) Category of Individuals 2.35% 5.55% 12.88% 9.51% <14000 14000 - 22000 >22000 & 350000 >35000 & <50000 4-30. Figure ‎ Percentage Distribution of the Annual Expenditure of Individuals on Transport by Annual Expenditure Category of Individual in thousands LBP Source: (CAS, 2012) PREPARED BY ELARD 183 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Travel Time: Road travel time cost refers to the monetary value of time spent on transport i.e. waiting time and actual travel. Multiple factors can be considered in travel time cost and 4-20 presents the travel time cost study estimations in GBA by can vary significantly. Table ‎ passenger cars and buses in different driving conditions (MoE/UNDP/GEF, 2016). 4-20. Table ‎ Travel Time Cost under Different Driving Conditions in GBA in US¢/pass∙km Passenger Bus system not operating Bus system operating vehicles on reserved lanes on reserved lanes Paid* 2.1 2.6 1.9 Personal, high cost** 2.8 3.4 2.5 Personal, medium cost*** 3.6 4.3 3.1 Zero-cost travel time**** 0 0 0 Travel time cost during peak 8.5 10.2 7.5 hours (US¢/pass.km) Travel time cost during off- 3.8 4.6 4.3 peak hours (US¢/pass.km) * Travel by employees and workers, **travelers experience significant discomfort or frustration, ***travelers experience no discomfort, ****travelers enjoy and so would pay nothing to reduce their travel time Source: (MoE/URC/GEF, 2012) Congestion: The costs related to congestion can be both internal and external that can result from interference among vehicles during traffic, specifically as traffic volume approaches the capacity threshold of the road. These costs can be translated through incremental delay during traffic, additional fuel consumption, deterioration of vehicle wear, 4-21 presents the pollution emissions and the cost of passenger discomfort (Hau, 1992). Table ‎ external costs resulting from congestion9. 4-21. Table ‎ Congestion Cost in Urban Settings in US¢/pass.km Passenger Diesel bus operating on Diesel bus not operating vehicles dedicated lane on dedicated lane Urban peak 6.73 0.1 0.67 Urban off-peak 1.04 0.25 0.25 Source: (MoE/URC/GEF, 2012) Crash Costs: Similar assessments are also done concerning crash costs, which include human injuries (internal costs) in addition to damages imposed by an individual traveling in a vehicle 9 To prevent double counting, internal congestion costs that are borne by the drivers are not considered here since they have been accounted for under travel time cost, emissions cost, crash cost and vehicle operating cost. PREPARED BY ELARD 184 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS on other travellers (external costs) (MoE/UNDP/GEF, 2016). Due to lack of data, the internal cost for an average car is estimated at US¢ 5.2 and external cost at US¢ 3.4 (Litman, 2011). Travel Fees: On the other hand – specifically for public transport services – fares vary in 4-22). Some regions have ranges of LBP 250 by 10 km range for buses and minibuses (Table ‎ higher fare for the same distance, probably related to area accessibility. Future public transport system such as the BRT should consider the affordability of the trips while meeting demand. 4-22. Table ‎ Fare Structure in LBP Origin Length (km) Bus Mini-bus Exclusive Taxis Service Taxis Administrative NA NA 8,000 2,000 Beirut (AB) Greater Beirut 1,250 1,250 NA NA Area (GBA) Between AB NA NA 9,000 2,250 and GBA Hadat 8.2 1,250 1,250 8,000 2,000 Antelias 10 1,250 1,250 8,000 2,000 Broumana 19 2,000 2,000 12,000 3,000 Jounieh 19.1 1,500 1,500 10,000 2,500 Source: (World Bank, 2015) 4.3.7.2.1.3 Safety There are several factors that define the safety and reliability of road transport system, such as proneness to accidents and injuries, infrastructure conditions, i.e. availability of signage, regular maintenance and monitoring, and exposure to pollutants resulting from exhaust emissions that are usually enhanced during congestion. Accidents: The fatality per capita is relatively equal or lower than neighboring countries, nonetheless 11.3% of trips result in at least one fatality (Haddad, Mansour, & Stephan, 2015). High speed driving and poor implementation of regulations, e.g. wearing seatbelts and abiding by the stop signs, are often the main cause of accidents, in addition to poor road conditions e.g. poor lighting, maintenance, and signage. It is estimated that 40% of the total road fatalities are pedestrians killed in traffic accidents, compared to 10% in developed countries (Choueiri, Choueiri, & Choueiri, 2012). Statistics that can be further studied in the future show that the number of fatalities is about 600 per year or 17 per 100,000 inhabitants (Choueiri, Choueiri, & Choueiri, 2011). More recent numbers are even higher, over 1000 people are killed every year, one-third being pedestrians and motorcyclists (Choueiri, Choueiri, & Choueiri, 2014); between 962-1,215 deaths were reported by WHO in 2013, i.e. 22.6 per 100,000 population (WHO, 2015). Absence of sidewalks, expansion of roads at the expense of sidewalks and improper sidewalk arrangements and 4-31 summarizes maintenance are the main reasons causing pedestrian accidents. Figure ‎ the causes of traffic accidents and traffic accidents types. PREPARED BY ELARD 185 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Traffic accident by type 10% 14% 47% 29% Multi vehicle accidents Pedestrian accidents Collision with solid objects Overturning Causes of Traffic Accidents 15% 3% 22% 6% 10% 21% 7% 8% 8% Excessive speed Inattention Failure-to-yield Improper lane change Improper overtaking Improper road crossing Slippery road Improper stopping Other 4-31. Figure ‎ Causes and Types of Traffic Accidents Source: (Choueiri, Choueiri, & Choueiri, 2014) Pollution Exposure: Vehicle pollution emissions can have harmful effects not just on the pedestrians but also on the drivers and passengers in the vehicle. There are limited data concerning direct pollution exposure of pedestrians during traffic, however, reported ambient concentrations already provide a preliminary idea of elevated exposure levels. Locally in-vehicle exposure to PM2.5 and CO were studied by (Abi-Esber & El-Fadel, 2013) on PREPARED BY ELARD 186 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS the coastal highway. The average reported values were higher than the WHO permissible guidelines in all ventilation modes, i.e. one window half-open and air conditioning on, outdoor air intake and recirculation. Although there are multiple factors that impact these concentrations such as atmospheric conditions and in/out-vehicle concentration and which require further analysis, the average concentrations were in general significantly higher compared to developed countries. In-vehicle PM2.5 concentrations were higher than those reported in Los Angeles, Beijing and London, while lower than Jakarta. In-vehicle CO concentrations were higher than what is reported in Paris, Milan and London, while lower than in Hanoi, Jakarta and Athens. In another study, (Borgie, et al., 2014) showed higher exposure of traffic-policemen to VOCs such as benzene in Beirut compared to cities like Bangkok and Prague. These facts show to some extent that reliance on private vehicles as a mode of transport increases the pollution exposure chances of travelers and pedestrians. On the other hand, it can be expected that public transport modes such as the BRT will contribute to reducing emissions of pollutants from vehicular transport and ultimately to reduce the exposure of travelers, thus creating a safer mode of transportation. 4.3.7.2.1.4 Efficiency This section discusses the efficiency of the road-transport system through different indicators. Land transport is the major driving factor of the Lebanese economy, especially in the absence of other modes of transport such as marine ferries or rail services (Haddad, Mansour, & Stephan, 2015). In 2011, there were 1.446 million vehicles in Lebanon or 330 vehicles/1,000 population making it the third highest in the region after Kuwait (426 vehicles/1,000 population) and Bahrain (347 vehicles/1,000 population) (UITP/CTE/RTA, 2016). There are other sources of data that estimate even 434 vehicles/1,000 population (CDR, 2012). In other words, this can also be translated as 2.5 to 3 passengers per vehicle, which is higher than the average of the region (Choueiri, Choueiri, & Choueiri, 2011; Haddad, Mansour, & Stephan, 2015). Privately-owned passenger cars constitute 85% of the fleet (1.58 million registered vehicles in 2012 according to MoIM), with trucks at 8.9%, motorcycles at 5.2% and buses at 0.9% (Haddad, Mansour, & Stephan, 2015). In 2015, there were 107,500 newly registered vehicles, with 70% being private vehicles (CAS, 2015) (Figure ‎ 4-32). PREPARED BY ELARD 187 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 328 Other for public works 149 231 60 Tractors 56 53 17115 Motorcycles 24439 19007 499 Public buses 274 251 465 Private buses 490 764 656 Public trucks 470 405 8829 Private trucks 9103 10247 1574 Public vehicles 1087 964 77978 Private vehicles 70,696 75578 0 20000 40000 60000 80000 100000 2011 2014 2015 4-32. Figure ‎ Newly Registered Vehicles by Type (2015) Source: (CAS, 2015) 4-33 shows the age distribution of the vehicles, reflecting the old nature of the fleet Figure ‎ (i.e. 71% older than 10 years). The size of the fleet and the old nature also impact negatively the public transport (MoE/URC/GEF, 2012). Average age of the shared taxis “service taxis” which are privately owned is about 20 years old, and other public transport vehicles being more than 10 years old (Choueiri, Choueiri, & Choueiri, 2011). All transport modes of private/public buses, minivans, taxis have low occupancy rate 1.2 passengers for taxis, 6 for vans and 12 for buses; average of 1.7 for passenger vehicles (Chalak, Al-Naghi, Irani, & Abou- Zeid, 2016). Ultimately, the previous conditions result in high energy demand by the transport 4-34 compares the energy intensity results sector; 3.08 MJ/pass.km or 15.06 GJ/capita. Figure ‎ for 2007 with international results from 2005. Moreover, results from 2007 show that 60% of the vehicles have engine displacement larger than 2 liters, and only 8% have engine displacements less than 1.4 liters, which further explains the high-energy consumption of the fleet and contributes to further problems of pollution and greenhouse gas emissions (Haddad, Mansour, & Stephan, 2015). PREPARED BY ELARD 188 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 2006-2012 15.5 2001-2005 19.6 1996-2000 15.3 1991-1995 11.6 1986-1990 12.6 1981-1985 9.6 <1980 15.7 0 5 10 15 20 25 % 4-33. Figure ‎ Vehicle Percentage Distribution by Model Year Source: (MoE/UNDP/GEF, 2015) 3.5 100 90 3 80 2.5 70 60 2 50 1.5 3.08 2.7 40 2.3 30 1 2.1 1.8 1.9 1.7 20 0.5 0.9 1 10 86 40 11 3 12 18 2 9 15.06 0 0 Passenger transport energy intensity (MJ/pass.km) Transport energy demand (GJ/capita) 4-34. Figure ‎ Passenger Transport Energy and Transport Energy Demand Source: (Electris, Raskin, Rosen, & Stutz, 2009) Driving patterns and conditions also reflect the efficiency of road transportation. The average speed in GBA is around 18 km/hr and decreases to <10 km/hr in peak traffic 4-35). The efficiency of conventional vehicles at these speeds drops by conditions (Figure ‎ 10% under these conditions. From another perspective, 17.4% of engine losses are wasted PREPARED BY ELARD 189 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS during vehicle stop as the engine idles in the urban section, i.e. for 25% of the total duration. Furthermore, the driving patterns are relatively low in the GBA. According to a GPS-guided survey, approximately 50% of trips cover a distance lower than 5 km, 25% of the stops are below two seconds and the cumulative stop-time per trip is more than 15% of the travel time, which reflects the high rate of congestion (Mansour, Zgheib, & Saba, 2011). Other survey results similarly show significant decrease in speed patterns during morning peak hours and at night when people are usually having a trip between home and work (World Bank, 2015). 4-35. Figure ‎ Speed Profile of a Simulated Vehicle in Greater Beirut Area Source: (Mansour, Zgheib, & Saba, 2011) 4-23. Table ‎ Road Speed Survey Measurements Measured Speeds (km/h) by period, stretch and direction Tabarja to Beirut Beirut to Tabarja Ext. = Road From To 10-Jul 17-Oct 10-Jul 17-Oct km Off- AM Off-peak PM AM PM peak Northern Nahr El Tabarja 18.0 18.4 35.4 38.6 48.4 39.9 36.0 Highway Mout Northern Nahr El Charles 4.4 27.3 46.8 53.0 41.8 29.3 16.0 Highway Mout Helou South Ring Highway Kraytem 7.2 21.3 18.1 10.6 21.1 15.4 12.4 Road Source: (World Bank, 2015); (TMS, 2013) 4.3.7.3 Operators of the Current Public Transport System The current operational system of buses in the study area was surveyed for the purpose of the BRT Project in 2017 by MindSETS through interviews with station operators and bus drivers. The findings below are summarized from the survey work. Currently, there is a functioning, mostly informal mass transit system that consists of private station operators and bus drivers who run one or more buses in the same area of operation of the BRT and its feeder network. The bus drivers and owners can be categorized as follows: 1- Operators who own multiple buses or mini-vans 2- Operators who own a single bus or mini-van 3- Operators who own and rent multiple buses or mini-vans 4- Operators who rent a fleet of buses or mini-vans PREPARED BY ELARD 190 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 5- Operators who rent a single bus or mini-van The stations‟ operators and owners can be categorized as follows: 1- Illegal station operator using the public street 2- Municipality-operated station at a public street 3- Land owner operating a station, or renting the land to an operator of the station The operating systems of buses and stations are mostly informal, except for the Charles Helou Bus Terminal and the Dora station to a certain extent. The support to the different systems is categorized as follows: 1- Political support for illegal station operators 2- Political/Police support for illegal bus operators 3- Fear of chaos leading to operators coalescing to form an interest group that may or may not belong to a syndicate 4- Legal framework for licensed operators, such as the Connex buses (a formal/licensed operator who owns a fleet of coaches) which begin/end their journeys between Tripoli and Beirut at the Charles Helou Bus Terminal. It is important to note that the syndicates and the regulatory and enforcement entities consistently voice the need to formalize and regulate the system, since legal operators and rightful owners or leasers of valid red license plates face competition from illegal operators. It is also important to note that there is a general understanding that there is a large number of buses or mini-vans with forged license plates or white plates among the fleet that competes for passengers. The enforcement authorities, i.e. police, have limited means to curb violations and at times the political and group support of illegal operators impedes the enforcement of the road and licensing rules. The survey of operators described the routes, fleet sizes, number of roundtrips per day and passengers, along with the fares demanded (refer to Table ‎ 4-24). A round-up of the surveyed figures shows: 1- 1,414 buses that do 3,501 round trips per day, carrying 136,371 passengers per day, and collecting a gross revenue of 234,316,000 million LBP per day (156,211 USD per day) 2- 2,935 minivans that do 17,088 round trips per day, carrying 372,539 passengers per day, and collecting a gross revenue of 398,354,000 million LBP per day (265,570 USD per day) Given the informality of the sector, these calculated sums and figures are considered indicative and conservative, and only serve to provide an order of magnitude of the size of the current fleet and operations. The daily turnover of the current mass transit system in the study area is at least 421,780 USD. A back-of-the-envelope calculation of the annual profits of a bus operator that rents a bus, hires a driver, pays for diesel and pays for a stop in an illegal bus station, and the bus would operate for 27 days per month, can reach at least 11,000 USD/year. PREPARED BY ELARD 191 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4-24. Table ‎ Description of Bus Services in the Study Area Number of Station Name/ Total Number of Rate/Passenger Bus Service Origin Destination Fleet Size Round Trips per Bus stop Passengers per Day (LBP) Day Jbeil-Dora Dora Jbeil Dora 100 B 400 12,000 1,500 No. 10 (previously) Dora Dora Airport 200 MV 1,100 22,000 1,000 Airport-Tiro Airport Tiro 60 MV 300 6,000 1,000 Dora-Mashghara Dora Dora Mashghara 1B 1 40 8,000 No. 15 Dora Dora Cola 50 B 250 10,000 1,000 Dora-Baskinta Dora Dora Baskinta 15 B 45 1,800 2,500 Dora-Dhour El Shweir Dora Dora Dhour El Shweir 10 B; 5 MV 45 1,500 2,500 Dora-Broummana Dora Dora Broummana 100 B 400 16,000 2,000 Tripoli-Charles Helou Charles Helou Tripoli Charles Helou 800 B 1,600 33,600 2,000 Tripoli-Nahr El Mot Tripoli Nahr El Mot 800 MV 1,600 16,000 2,000 Tripoli-Barbir Tripoli Barbir 200 B 400 12,000 3,000 Zahraa-hay Esselom Hay Esselom Zahraa Hay Esselom 500 MV 4,000 88,000 1,000 Zahraa-Lebanese Lebanese Lebanese Zahraa 500 MV 4,000 88,000 1,000 University University University Zahraa-Al Sahra Al Zahraa Al Zahraa Al Sahra 500 MV 4,000 88,000 1,000 Cola-Bshamoun Cola Cola Bshamoun 25 B; 14 MV 117 33,900 1,500 No. 11 Cola Cola Kfar Matta 1,000 Cola-Ersal Cola Cola Ersal 10,000 Cola-Naameh Cola Cola Naameh 1,000 Cola-Chhim Cola Cola Chhim 25 B 25 1,500 3,000 No. 30 Cola Cola Kayfoun 2,000 PREPARED BY ELARD 192 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Number of Station Name/ Total Number of Rate/Passenger Bus Service Origin Destination Fleet Size Round Trips per Bus stop Passengers per Day (LBP) Day Kuwait Embassy- Kuwait Kuwait Nabatieh 5 MV 10 200 5,000 Nabatieh Embassy Embassy Kuwait Kuwait Kuwait Embassy-Saida Saida 7 MV 21 420 2,000 Embassy Embassy Kuwait Kuwait Kuwait Embassy-Tyre Tyre 6 MV 18 360 5,000 Embassy Embassy Kuwait Embassy-Bent Kuwait Kuwait Bent Jbeil 2 MV 2 40 9,000 Jbeil Embassy Embassy Al Rihab- Al Rihab Al Rihab Chtoura/Hermel 5,000 / 10,000 Chtoura/Hermel Al Rihab-Naameh Al Rihab Al Rihab Naameh 1,000 Al Rihab-Manara Al Rihab Al Rihab Manara 12 MV 60 1,200 1,000 Al Rihab-Raouche Al Rihab Al Rihab Raouche 12 MV 60 1,200 1,000 Al Rihab-Ramlet El Al Rihab Al Rihab Ramlet El Baida 12 MV 60 1,200 1,000 Baida No. 24 Hamra Barbir 8B 40 1,800 1,000 No. 12 Hamra Ain El Seke 20 B 60 1,650 1,000 No. 5 Hamra Ain Saadeh 25 B 75 3,750 1,000 No. 2 Hamra Dora 25 B 75 3,750 1,000 Lebanese Lebanese No. 4 Hamra 100 B; 300 MV 2,400 63,000 1,000 University University PREPARED BY ELARD 193 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4.3.7.4 Social Attitudes on Public Transport The socio-economic inductive study was conducted via an opinion survey, focus group meetings to gauge social perceptions and interviews with key informants. Two public participation meetings which were conducted as part of the ESIA study are also considered as source of information with regards to socio-economic aspects, and are reported in Section 5. A- Initial Survey The purpose of the initial survey that was conducted during the scoping phase was to collect background information about the current modes of transportation and the public ‟s opinions regarding uptake of public transport in the Project area. A small questionnaire was developed for the purpose of this initial survey. A total of 60 questionnaires were filled. Figure ‎ 4-36 provides the location where questionnaires were filled along with the age, gender, and professions of interviewees. Three (3) of the interviewees had special needs. The opinion census results showed the willingness of the Lebanese population to use public transport and a rather strong awareness of the benefits of a well-managed public transport system. The answers to the survey questions showed that 57% of interviewees use private cars, 80% use public transport modes (taxis and buses), and 17% commute on foot 10. This shows that people use the currently available public and shared transport modes. When asked about the attributes they would like to have in a public bus transport project implemented by the Government, the answers included:  Cleanliness and hygiene;  Timely service and defined stations;  Reduction in transport cost;  Reliable service faster than using private cars;  Accessible to people with disabilities and the elderly; and  Good organization and security standards. When asked about their expectations from a Government owned public bus transport project, interviewees mainly mentioned:  Availability of a sufficient number of buses to accommodate for demand;  High-standard buses to reduce pollution;  Reduced fees;  Accessible to children, elderly, and the disabled;  Better standards than the current bus services: cleaner, air-conditioned, organized service, well maintained buses, well controlled and secure; and 10 The numbers do not sum up to 100 since interviewees provided multiple answers to this question. PREPARED BY ELARD 194 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS  To be managed by a private company not the public authorities. In terms of impact on their life, most respondents considered that such a project could have positive social, environmental, and economic impacts: reduction in transport cost, reduction in pollution levels thus better health conditions, time-savings, less road accidents, and a chance to meet new people. It can be concluded that this rapid opinion poll is quite representative of the Lebanese reality and the needs of the Lebanese people. It shows a willingness to use public transport and a rather strong awareness of the benefits of a well-managed public transport system. 4-36. Figure ‎ Characteristics of the Initial Social Survey Interviewees B- Focus Group Meetings The focus group is a special type of group in terms of purpose, size, composition, and procedures. A focus group is typically composed of a group of participants who are selected because they have certain characteristics in common that relate to the topic of the focus PREPARED BY ELARD 195 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS group. It is a carefully planned discussion designed to obtain perceptions on a defined area of interest in a permissive, non-threatening environment. Focus groups are used to gather opinions (Krueger, 1994). Focus groups should be small enough to allow for in depth probing and getting into specialized insight, and large enough to provide diverse and rich data. The main purpose of focus group meetings is to draw upon respondents' attitudes, feelings, beliefs, experiences and reactions in a way in which would not be feasible using other methods, for example observation, one-to-one interviewing, or questionnaire surveys. Planning for the focus group meetings included the following steps:  Step 1: Understanding the purpose and outcomes of the BRT Project and their connection to the design and implementation of focus groups;  Step 2: Deciding on the level of group structure (a) exploratory – non-structured, (b) answering pre-determined specific questions – structured, (c) determining the interview content through the preparation of a well-thought out interview guide comprising a series of open-ended questions which allowed in-depth topic discussions for the targeted focus group meetings;  Step 3: Selecting and recruiting participants who have a certain degree of commonality (through e-mails, letters, faxes, and phone calls);  Step 4: Choosing a moderator;  Step 5: Defining the role of the moderator;  Step 5: Preparing needed logistics (selecting the location, time and dates of the meeting session and setting-up before the meeting). All meetings were recorded for an improved accuracy of information and written notes were taken.  Step 6: Preparing brief summaries of key points for every focus group meeting and submitting those small reports to the client so that the outcomes can be taken into consideration during the design phase of the project; and  Step 7: Analyzing the data. Four (4) types of focus groups were identified for the focus group meetings as follows: 1- Persons with commercial interests along the BRT routes (northern highway, outer and inner rings) – this branched into two (2) meetings according to geography: a. Meeting conducted at the training center of Beirut and Mount Lebanon Chamber of Commerce, Industry and Agriculture (CCIA-BML) with Beirut commercial establishments; and b. Meeting conducted at ELARD offices with Metn and Kessrouane commercial establishments. 2- Syndicates and Public Transport Unions (meeting conducted at ELARD offices). The views expressed are reported in Table ‎ 4-25. 3- General public where persons were selected such that they represent the social fabric from all walks of life – women, men, elderly, students, etc. Three (3) focus group meetings were conducted with the general public:  Focus group meeting with Metn public (meeting conducted at the El Saydeh Church parish in Sin El Fil);  Focus group meeting with Kessrouane public (meeting conducted at Saydet al- Maounat parish in Haret Sakher); and PREPARED BY ELARD 196 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS  Focus group meeting with Beirut public (meeting conducted at the Municipality of Beirut). 4- Persons with Disabilities (PwDs) (meeting conducted at Arc-en-ciel Non-Governmental Organization (NGO)). NGOs (representing the civil society), mainly working on the public transport sector were invited to the four (4) types of focus groups listed above. A total of seven (7) focus group meetings were held during the months of February, March, April and May 2017; complete summary is attached in (APPENDIX G). PREPARED BY ELARD 197 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4-25. Table ‎ Focus Group Meeting Findings: Public Transport Syndicates and Unions Public Transport Syndicates and Unions NGOs At the stations‟ locations, around 12 m of road width will be allocated for the BRT service, which means that at those stations, the total equivalent of 4 lanes will be Bus stops should be placed on the right-side of the streets. taken from the current width of the roadway. While the project presents an advancement in public The selection of the stations‟ locations in relevance to General view of the BRT Project infrastructure, pollution control and public image, however it the transportation hubs is questioned: For example, Dora has to be taken into consideration that transport services along is a major transportation hub, but the BRT would pass on this route are a source of income to private operators of the three-lane by three-lane bridge. Will the BRT bus take minivans and service taxis. the road underneath the bridge to pick up passengers from that major transportation hub, or continue on the bridge? Many small private operators currently operate their buses and minivans along the same route. What would be the implication of the project on the 250-300 buses which operate on this route? The project is touted to be expanded in all of the country, so what will happen to the existing private operators of buses? There are currently 33,500 taxis. In 1995, 40,000 public license The perceived social impacts of the project will follow plates were added to the market. from the solutions that the project will propose. Perceived impact of the project on existing operators of If the BRT project would suggest to buy some of the public How will the BRT project and the current public and public transport vehicles license plates owned by the drivers, the drivers would not private transport modes be integrated or brought (buses, minivans, shared taxis) accept this suggestion because the plates are a source of together? The project should accommodate the income and provide social security benefits. The current prices “business-as-usual” conditions. of the plates for shared taxi vehicles are 50 million LBP and for plates of buses and minivans it goes up to 75 million LBP. Any scheme of arbitrary or random buy-back would not work. What could work is for the State to buy-back all of the plates, and then the plates would be redistributed and rented out with quotas for each region, allowing for the delineation of the area of service for each vehicle. Perceived impact or influence There should be designated stops or stations for minivans and What strategies will the project use to attract commuters on traffic management service taxis for drop off and pick up on the right hand side of to the use the BRT, since the bus route is along the the road to organize the stoppage of these public transport highway and not within the urban neighbourhoods? The PREPARED BY ELARD 198 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Public Transport Syndicates and Unions NGOs vehicles. stations are located in the middle of a highway, and When these stops are made available, only then can drivers commuters would pass between the highway pavement who stop in the middle of the street to drop off and pick up and the middle of the highway, which means that the passengers be held accountable. However, it is highly unlikely infrastructure is not well integrated with the urban that these stops will be made available, and stoppages would neighbourhood. It is suggested that the pedestrian continue as is given passenger behaviour. There used to be bus bridge landing on the sides of the highway be extended stops in Beirut with glass shelters, but they were removed to the urban areas and the landing space be because minivans now stop wherever the passenger is meaningfully designed and integrated with the standing. surrounding area. For example, the stair landing could lead to a space where service taxis would be parked, or If there were to be created bus stops on the right hand side of a pedestrian friendly space where drop-off/pick-up the road, the drivers will abide by the rule, however we have to points are marked, or a space that has market stalls. The assist them with abiding and prepare them for any changes to idea is that having commuters landing on the side of the come. highway without connecting infrastructure that leads to the urban space might be unsafe and might not be appealing for users. The pedestrian bridges need to be connected with the urban fabric, and should be located in safe and positive locations. It is perceived that having the stair landing of the pedestrian bridge on the side of the highway would provide the opportunity for vehicles to stop on the right side of the road (which usually doesn‟t have a shoulder) to drop off or pick up passengers. This would lead to an unsafe road usage practice which also interrupts traffic flow on the right lane. It is suggested that stairs and elevators be replaced with ramps to facilitate movement of as many people with various abilities as reasonably possible (inclusive or universal design). Rightsizing of the streets to allow for 0.5 m from the road to be used for side stops that cater for the existing buses and minivans, and their passengers. The project should be integrated. It is evident that it is against the interest of the unions to Widening roads is not perceived to be a solution to the Perceived impact or influence encourage the public to use the BRT. traffic congestion problems since road widening brings on transport mode options and Vehicles with public license plates have the right to transport more private vehicles to the streets. modal shifts passengers anywhere within Lebanon, and therefore restricting Will the same P&R facilities be employed for the BRT and PREPARED BY ELARD 199 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Public Transport Syndicates and Unions NGOs their area of operation is not feasible. railway projects? There are impediments to the implementation of the BRT, where the main impediment is the width of the road. Perceived role in making the Since the proposed BRT will result in fewer customers for the project a success existing buses and minivans, compensation should be provided to the current operators and drivers such as free fleet renewal, subsidised gasoline, or gasoline coupons, else the BRT project would not bring any benefit to the current operators. If a project such as the BRT were to be implemented, services that would improve the work conditions for the affected drivers and operators of buses and minivans should be provided. If the project means that buses and minivans operating along the Using the railway‟s right of way by the BRT is out of the same street will be moving at lower speeds, it is inevitable that question, because rail transportation should be a fixture commuters will no longer use the buses and minivans, and in any public transportation plan, and hence the railway hence the current operators will be driven out of work. Services right of way should be revived and used to run the trains. Perceived interest in the for the existing buses and minivans can be improved through The BRT is a very important project, but if it is made to run project provision of designated stops and pavements to be used by the on the railway right of way then people will get used to customers of current buses and minivans. the idea and it will be very difficult to restore the railway for running the train. It should be ensured that the drivers are Lebanese and will have The BRT project‟s three main trunks should be integrated valid public driving licenses. It should also be a requirement that with one another, and linked to the Karantina area. the buses have public license plates. Furthermore, the BRT Project should be integrated with the MoPWT‟s project for the 20 bus lines. Strengths of the project The project would create job opportunities for Lebanese. The integration of the three components with one Can the project be implemented if it means that 8.3-12 m of the another (i.e. the Tabarja-Beirut trunk line, Beirut Outer streets‟ width will be made exclusive for the BRT? The narrowing Ring and Beirut Inner Ring) needs to be better clarified. Weaknesses of the project of road space for vehicular traffic is expected to create more The integration of the three components with the 20-bus congestion than is currently the case. lines project which the MoPWT has prepared needs to be better clarified. Why not have the buses run on the existing right of way of the Opportunities that would make railway? Although there are illegal encroachments, these are the project successful mostly reversible. What about using the seaside road? Using the right of way of the railway which is parallel to the highway PREPARED BY ELARD 200 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Public Transport Syndicates and Unions NGOs would ease the congestion and might end up being less costly than the BRT in the middle of the highway. Before implementing this project, the roads should be widened in order to fit the bus. Stopping the import of private cars should contribute to easing traffic congestion. In the 1960s, there were a total of 60,000 vehicles in circulation in Lebanon, while today 70,000 to 80,000 vehicles are imported every year. Removal of 20,000 public license plates to ease congestion. For the BRT project to be successful, the following conditions need to be met: - System has to be integrated, i.e. reaching and connecting all areas; - Incentives to be provided to current operators; - Renewal of current bus fleet; - Road widening; - Use public license plates; - Use Lebanese drivers. If such conditions are met, then the syndicates and unions will promote the BRT project and alleviate any possible opposition from current operators and drivers. Given that such a project requires time to be implemented, there is an opportunity to explain the details and aspects of the project (social, environmental, etc.) to the general public through the media so that the project is better understood, and its advantages and disadvantages clearly explained. Many small private operators using the same route. Route is too narrow and insufficient for the current traffic, so by removing a lane the problem will worsen. It is impossible to implement the BRT project without widening the highway. Threats to the success of the project The Lebanese commuters may not be willing to walk for long distances to reach the bus stop. With distances up to 850 m between one station and the other, what will guarantee that commuters will walk to reach their station? There is talk that the State intends to increase the number of PREPARED BY ELARD 201 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Public Transport Syndicates and Unions NGOs public license plates by 15,000. There are 350,000 vehicles entering Beirut from the north, 225,000 vehicles entering Beirut from the south and more than 90,000 vehicles entering Beirut from the direction of Bekaa daily. With around 1 million vehicles in circulation daily, the State derives a large income from having these vehicles on the road (registration fees, gasoline taxes, etc.). There are currently 16,000 public license plates for buses and minivans – 4,000 of which are legal and the rest are fake. PREPARED BY ELARD 202 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS C- Key Informants Due to low turnout of representatives of public transport syndicates and commercial establishments, specific meetings were requested with representatives who agreed to meet and express their views. A third interview was held with an operator in the Dora station to understand the dynamics of the informal mass transit system. Individual Interview with Representative of Syndicates and Public Transport Unions Given that only two (2) presidents of Syndicates and Public Transport Unions attended the focus group meeting that was conducted at ELARD offices and given that syndicates and public transport unions are major stakeholders, ELARD took the decision to set individual meetings with some of their presidents/ representatives who did not show-up. The representative that was met with is Mr. Mansour Sylva (Syndicate of buses and taxis owners and transport offices in Lebanon). A meeting with Mr. Bassam Tleis (President of the Lebanese Union of public drivers) could not be held. The meeting with Mr. Sylva was conducted in Dora on February 01, 2017 at 9:00 AM. The key points raised by Mr. Sylva are listed as follows: - The removal of one lane to be dedicated to the bus will lead to more congestion, especially that behavioural change for people using their private vehicle to switch to using the bus is doubted. - There are 500 buses (24 passengers) operating from Dora (250 buses in each of the directions). There are 400 mini-vans operating on the Cola-Dora-Tripoli line. - It is important that the BRT project, if implemented, does not make the current situation worse on any front – for drivers, commuters and road users. - Current owners have no interest in selling their public license plates, because the license plate ownership entitles its holder to social benefits. - What are the compensation mechanisms for drivers if the BRT system is implemented? - There will be political pressure to have the BRT System operated by the public entities, but then it is expected that the system will fall into disrepair due to weak maintenance and oversight. - Currently, public license plates for cars/taxis are valued at 50 million LBP on the market, while those of buses and vans are valued at more than 50 million LBP. Individual Interview with Presidents of Beirut Commercial Establishments Same as for the Syndicates and Public Transport Unions, only two (2) presidents of Beirut commercial establishments attended the focus group meeting that was conducted at the CCIA-BML training center. Given that Beirut commercial establishments are also major stakeholders, ELARD took the decision to set an individual meeting with the Achrafieh Traders Committee represented by Mr. Antoine Eid, Mr. Paul Salem and Mr. Nabil Choueiri. The meeting was conducted in Achrafieh on February 23, 2017 at 1:00 PM. The Committee generally welcomed the project and raised the following key points and comments: - On-street parking should not be removed PREPARED BY ELARD 203 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS - The Beirut Municipality has initiated the building of a multi-storey public parking lot in the Sassine area, which however may not serve the Saydeh area. The project has not seen the light to date. - The choice of bus technology is of prime concern. Achrafieh is a hilly neighbourhood, but still cleaner technology buses are favoured, as well as smaller-sized buses. Larger buses carrying passengers from the north would stop at Charles Helou and passengers would transfer to smaller buses that would enter Beirut. - Disincentives to reduce private car use inside Beirut should be introduced. - Choice of bus over other modes of private transport should be supported with attractive benefits to using the bus over the private car, such as time and monetary savings. In addition, the bus usage experience should be good so that customers favour using the bus over their private cars. - Incentives to use the bus should include its safety and cleanliness. - A proposition was suggested to introduce a large bus station at Sin el Fil, where there is a scrapyard for public buses. Another proposition is to introduce small electric buses. - There is expected to be a general overall benefit from the introduction of the BRT system in particular and public transport in general. If proper and affordable public transportation is provided, the monthly transportation allowance of 200,000 LBP per employee can be cancelled. - The benefits that could be achieved from introducing the BRT and public transportation by bus are time savings due to higher speeds; neat method of commuting provided the buses are clean, safe and may possibly provide a Wi-Fi service to users; comfortable for users and less expensive than using the private car. - From the traders‟ perspective, the introduction of buses will provide better access for customers and time savings for employees who commute to work. - The main obstacle to growing users of the bus is the mentality and behaviours of the private car users, and therefore it is important to provide a good experience for users as an incentive to keep them using the bus. - It is expected that by having less cars circulating on the streets due to the bus, then local air pollution might decrease. - Other obstacles to introduction of the BRT and its dedicated lane in Beirut include the current service taxis and their large number, and who might use the dedicated lane. - It is perceived that the number of stations may be too many. - As for the P&R facilities along the Tabarja-Beirut coastal highway, the attendants commented that it may be useful to provide such facilities on the east side of the highway, while the currently proposed locations are almost entirely located to the west of the highway. Individual Interview with one of the Owners of the Buses and Vans Operating in Dora Station An interview was conducted with one of the owners of the buses and vans operating in Dora Station on April 02, 2017. The purpose of this interview was to gather information about the PREPARED BY ELARD 204 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS number of buses and vans operating in Dora station, the fees for using those buses and vans, and the number of passengers using those buses and vans. It is important to note that Dora station is a hub for the BRT project since the buses and vans operate along the northern highway and along the Beirut Inner and Outer rings. The main points/key information provided by the interviewee are the following: - There are several bus routes in Beirut; o Bus No. 2 & Bus No. 6 to Antelias, Dbayeh, Jounieh and Jbeil o Bus No. 12 from Hamra to Burj el Barajneh o Van no. 4 from Hamra to Lebanese University in Hadat - There are several committees responsible for a specific bus route: one in Jounieh, one in Beirut and several in the regions - There are several companies that own a number of buses and vans and the companies are responsible for the maintenance of the vehicles they own. These companies would employ drivers on fixed salaries – 1,200,000 LBP per month (800 USD). The drivers are enrolled in the National Social Security (NSSF), and receive a per diem of 10,000 LBP. - At the end of each working day, the driver hands over to the committee in charge the day‟s revenue. - Some drivers receive daily wages, set at 60,000 LBP for Lebanese and 30,000 for other nationalities (mainly Syrian). - There are privately-owned or individual buses operated and maintained by their owners. They pay a rent fee of 50 USD to the municipality. - Some buses operate on a night schedule, but these are services limited to certain routes and in lower frequencies. The information provided by the interviewee about the buses and vans operating in Dora Station (number of buses and vans, average number of passengers, number of round/trips per day, areas of operation (origin-destination), fees, and departure schedule) is provided in Table ‎ 4-26. 4-26. Table ‎ Information about Buses and Vans Number Average Number of Areas of Operation Buses/ Vans of Buses/ Number of Trips/ Day (Origin – Fees Departure Vans Passengers (Round-Trip) Destination) Schedule Route 1: Dora – Tripoli – Dora Route 2: Tripoli – Every 8 5,000 LBP from Beirut to minutes Mazraa – Tripoli Tripoli from any 400 small Route 3: Dora – 200-250 2 to 3 Between 1,000 LBP and bus station buses Cola – Mazraa – 2,000 LBP depending on (Dora, Charles Helou – Tripoli, Cola, the traveled distance Airport etc.) Route 4: Dora – Jbeil PREPARED BY ELARD 205 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Number Average Number of Areas of Operation Buses/ Vans of Buses/ Number of Trips/ Day (Origin – Fees Departure Vans Passengers (Round-Trip) Destination) Schedule Dora – matar (vans) + same trips 5,000 LBP from Beirut to as buses Every 4 Tripoli Dora – Tripoli minutes 250 vans 200-250 4 Between 1,000 LBP and towards the Dora – Airport 2,000 LBP depending on airport Dora – Raouche the traveled distance within Beirut According to Table ‎ 4-26, the minimum number of passengers/ day is 130,000 11 and the maximum number of passengers per day is 162,50012. 11 Minimum number of passengers per day x total number of buses and vans (200 x 650 = 130,000) 12 Maximum number of passengers per day x total number of buses and vans (250 x 650 = 162,500) PREPARED BY ELARD 206 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4.3.8 Land The BRT Corridor will occupy the road right of way along its trajectory, and hence there is no change in land use along the corridor. Nonetheless, in some areas along the highway in the northern corridor from Nahr el Kalb to Tabarja there is a need to expropriate approximately 235 m2 of private lands to accommodate the pedestrian infrastructure of the stations along the sidewalks. The BRT Corridor in the Outer and Inner Rings is entirely located in the right of way, and no land use change or acquisition needs arises. The P&R facilities will be placed on publicly-available land which have been assessed to have no productive value. One of the P&R facilities in Kfrayassine has five illegal households with a total of 26 persons and some fruit trees. The bus depot in Safra and bus terminal in Wata Slem, Tabarja will be located on privately- owned plots 14,000 m2 (1 plot) and 6,000 m2 (3 plots and part of a fourth plot). The plots have no productive activities or housing. Land acquisition procedures and compensation estimates are fully evaluated in a Resettlement Action Plan (RAP) prepared in line with Law No. 58/1991 and World Bank OP 4.12. 4.3.9 Cultural Heritage Given the richness of the Lebanese territories with archaeological riches and cultural resources, it is important to investigate whether the Project‟s construction works might adversely affect or unearth archaeological remains with cultural and historical value. Hence, information on the Project‟s footprint area was shared with the Directorate General of Antiquities (DGA) to advise on potential areas of interest from an archaeological perspective. Furthermore, the cultural points of interest along the BRT route were highlighted using information from desk research and field surveys to pinpoint the locations of museums, galleries, neighborhoods of cultural value, etc. whose locations might be sought by future system users, and hence the bus route would be used as a means to promote cultural tourism. 4.3.9.1 Area between Beirut and Tabarja The cultural and archeological points of interest in the different towns along the Northern Highway (from Beirut to Tabarja) are listed and described in Table ‎ 4-27. PREPARED BY ELARD 207 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS 4-27. Table ‎ Description of the Points of Interest in the Different Towns along the Northern Highway Cultural and Archaeological Description Photos Points of Interest Fanar Sculptor Yousef Ghsoub Between an art workshop and a museum, it Museum exhibits more than 75 sculptures and a model of Baalbeck‟s temples, done by the sculptor. Source: https://www.lebarmy.gov.lb/ Ameen Rihani Museum Located in the Rihani family house in Freikeh, this museum features some of Rihani‟s manuscripts and letters, his own works of art paintings and portraits, and portraits of Rihani painted by renown artists, among which the ones done by Gibran Khalil Gibran. Source: http://www.ameenrihani.org/ PREPARED BY ELARD 208 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Cultural and Archaeological Description Photos Points of Interest Jdeideh Paul Guiragossian Museum for A wide collection of the famous Lebanese artist contemporary art is presented in the museum: oil paintings, acrylics, watercolors, mixed media, drawings, sketches, and portraits. It also displays works of art made by other Lebanese and international contemporary painters, and is a meeting place for artists. Source: http://www.artreoriented.com/ Wonders of the Sea Museum This 19th century traditional Lebanese house with its arcades and gardens hosts uncommon guests: a community of marine creatures that directly transports you from land to sea, to discover the richness of the marine fauna and flora. The visit is an instructive and cultural experience which brings sea life to the reach of every visitor. Source: http://www.wondersofthesea.net/ Zalka Michel Abou Jaoudeh Dedicated to the well-known columnist of An- No photo available. Museum Nahar, the museum exhibits his personal objects, all his articles published in An-Nahar newspaper and other various documents. A public library is also included in the museum. PREPARED BY ELARD 209 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Cultural and Archaeological Description Photos Points of Interest Jal el Dib Edward Nassar Museum Located in an Ottoman style house, the collection is a reflection of Nassar‟s life (a wide collection of paintings, stamps, coins, historical books, early bibles, sculptures, etc.) Nassar started to build his collection when he was 25. Source: http://edwardnassarmuseum.com/ Antelias Cilicia museum The museum is thought to be the living testimony of the historic journey of the Armenian Church of Cilicia. The objects it houses are rescued treasures of the Catholicosate. The relics, religious art, liturgical vestments and embroideries, manuscripts and scripts take you in a journey back in time, to discover the richness of the Armenian Catholic Church. It also pictures the courage of Monks who were forced to evacuate Cilicia, and had the good sense of packing some of the most important reliquaries of their monasteries. Source: http://www.armenianorthodoxchurch.org/en/museum PREPARED BY ELARD 210 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Cultural and Archaeological Description Photos Points of Interest Nahr el-Kalb Commemorative Stelae of Inscribed on the UNESCO Memory of the World Nahr el-Kalb register since 2005 and on the World Heritage Sites tentative list since 1996, Nahr el-Kalb summarizes Lebanon‟s history in one place. More than 20 inscriptions and carved relief are engraved on the limestone rock of the estuary. They evoke the progress of the Pharaonic, Assyro-Babylonian, Greek, Roman, Arab, French and British armies in the Lebanese territory. The general plan of the development project to bring the stelae to prominence is shown in the Source: http://lebanonuntravelled.com/commemorative-stelae-of-nahr-el- schematic on the right. kalb/ PREPARED BY ELARD 211 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Cultural and Archaeological Description Photos Points of Interest Jeita Hall of Fame The silicone statues are of local and international celebrities in the political, social and cultural fields. Some of the statues are animated and thus can sing, talk and move. Source: http://www.lebanon-hotels.com/book/visit/?s=HALLOFAME Jeita Grotto Located in the Nahr el-Kalb valley, some 5 km from the coastal road, the grotto has become a major touristic attraction. It is one of the longest explored grottos in Lebanon. Both the upper and lower caves are open to the public. The natural formations that can be seen during the visit trigger one‟s imagination. Source: http://www.jeitagrotto.com/ Lebanese Marine and Wildlife Just a few meters away from the grotto, the Museum marine and wildlife museum offers an outdoor and indoor exhibition space displaying marine, mammals, birds, reptiles and stones that were or can still be found on ground and below sea level in Lebanon. Source: http://lmwm.org/ PREPARED BY ELARD 212 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Cultural and Archaeological Description Photos Points of Interest Zouk Elias Abou Chabke Museum This Lebanese traditional house is the house of the poet Elias Abou Chabke. Bought by the Municipality of Zouk Mikael, it was not only transformed into a museum but also a gathering place for artists, poets and thus a place where artistic events can be held. Source: http://www.zoukmikael.com/museumall.php Fouad Chehab Museum and The house of former President Fouad Chehab Library was restored and transformed into a library and museum by the Lebanese Maronite Order. His office and bedroom were kept after restoration, where one can see some of his belongings: his civil status record, medals of Honor, and other belongings related to his life as a normal citizen and his Presidential status. Entrance of the museum (left), the office with a statue representing the President (right) Source: http://www.fouadchehab.com/en/?loc=gall-2016museum PREPARED BY ELARD 213 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS Cultural and Archaeological Description Photos Points of Interest Maameltein Cable car leading to Harissa Located on the coastal road between Jounieh and Tabarja, the cable cars link the coast to the site of our Lady of Lebanon. Pilgrims of different religious communities visit the site on various occasions, and especially during the Holy month of May. The site is also known for the majestic view of the bay of Jounieh that it offers. Source: https://www.touristtube.com/best-travel-images/Green- Teleferique-Cable-Car-on-the-Way-to-Harissa/6xAM72xk The Roman Bridge The Roman Bridge that spans the Ghazir river is located to the left of the coastal road leading from Tabarja to Maameltein, just beneath Casino du Liban. The Roman Bridge can be clearly seen from the road. The bridge was once part of the “Via Maris” that followed the Eastern coast of the Mediterranean sea. This massive structure consists of one unique arch built with well-dressed stone. Source: Photo taken during a Field Visit Juliusz Slowacki Museum Located in a wing of the Saint Antoine Convent No photo available. in Ghazir, this museum is dedicated to the polish poet Juliusz Slowacki, a major figure of the Polish Romantic period. In 1836, he travelled to the Middle East, in a journey that led him to write his epic poem “Travel to the Holy Land from Naples”. PREPARED BY ELARD 214 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS 4.3.9.2 Beirut Area (Outer and Inner Rings) The historical center of Beirut lies beneath the Beirut Central District, where archaeological excavations have unearthed many features of the diverse represented periods. As for the modern history of Beirut, the city started its emergence during the mid-19th century, when a range of political transformations changed its status; from a small provincial Ottoman town, it started growing in density and in importance. The Grand Serail‟s construction started, and in 1888 Beirut became a “wilaya” with an important administrative status. In the neighborhood of the Grand Serail construction of palaces started and in Wadi bou Jmil, middle class residencies were built. Some of the Beirut‟s Palaces and residences are today transformed into museums and Art Centers. The development of Beirut went on during the French mandate, and the city spread beyond its municipal boundaries, and absorbed the nearby villages. A description of Beirut districts and of the cultural and archeological points of interest in each district are provided in Table ‎ 4-28. PREPARED BY ELARD 215 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS 4-28. Table ‎ Description of Beirut Districts and the Cultural Points of Interest in Each District Cultural and District Description Archaeological Points Description Photos of Interest Medawar district harbours Galerie Tanit The gallery is an open space where traditional houses of average artists are promoted. Sculpture and social classes, where alleys and painting exhibitions are held there on streets are connected with regular basis. staircases climbing uphill. Urbanization started during the 1930s with the French mandate. Source: http://www.galerietanit.com/about Sfeir Semler Gallery The gallery is the first white cube space in the Middle East. It represents artists working in the field of conceptual art with a preference on political subjects. Since 2003, Sfeir Semler Gallery has focused on contemporary art from the Arab World. Source: http://www.sfeir-semler.com/ In Rmeil district traditional Nicolas Ibrahim Located in the villa of Nicolas Sursock, palaces for middle social classes Sursock Museum it exhibits Lebanese and international and traditional houses for art in its permanent displayed average social classes can be collection. Built in the 1920s, the villa found adjacently. Palaces are itself is an architectural example of located behind fenced gardens. Lebanese palaces. Staircases climb uphill where numerous villas and palaces can still be found. Source: https://sursock.museum/content/mission PREPARED BY ELARD 216 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS Cultural and District Description Archaeological Points Description Photos of Interest Audi Mosaic Museum Also known as the Villa Audi, the mosaic collection is displayed inside the Villa. Temporary art exhibitions are held on frequent basis in the Villa. Source: http://www.lebanontraveler.com/en/magazine/Lebanon -Traveler-Raymond-Audi?CurrentPage=1 Atelier Camille Allam A real time art studio and gallery of Beirut the painter, sculptor and musician Camille Allam. Source: https://www.onefineart.com/artists/sculptors/Camille- Allam 392RMEIL393 Located in what used to be the coach house of the adjacent palace, 392RMEIL393 is a space where various aspects of visual creativity can be exhibited. PREPARED BY ELARD 217 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS Cultural and District Description Archaeological Points Description Photos of Interest Source: http://392rmeil393.com/ Perched on a hill, Achrafieh was Mim museum Located within the Campus of inhabited by a limited number of Innovation and Sports (Université Saint Beiruti families prior to the 1930s. Joseph (USJ)), the museum displays a Some of the traditional houses in collection of minerals from around the Achrafieh are still owned by the world. A temporary exhibition shows original families, while others are fossils from Lebanon. being purchased in order to be restored and occupied by their new owners. Source: https://www.crystalclassics.co.uk/news/295/opening-of- the-mim-museum-beirut-lebanon/ Beit Beirut – Museum Also known as the Yellow House and and Urban Cultural Beit Barakat (the former owners of the Center house), the building that was established in the 1920s in an Ottoman Revivalist style is dedicated to celebrate the history of Beirut and to serve as a reminder of the civil war history. Source: http://blogbaladi.com/beit-beirut-renovation- finally-underway/ PREPARED BY ELARD 218 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS Cultural and District Description Archaeological Points Description Photos of Interest Beirut Art Center Located in an industrial area next to Beirut River, the building was refurbished to include an exhibition space for temporary art, book store and auditorium. Source: https://theculturetrip.com/middle- east/lebanon/articles/10-contemporary-art-galleries-in- beirut-you-should-visit/ Metropolitan Art Located in the renovated 19th century Society (MAS) palace of Abdallah Bustros, the MAS showcases modern and contemporary art. Also, temporary exhibitions are held at a frequency of 3-4 each year. Source: https://www.sobeirut.com/the-metropolitan-art- society PREPARED BY ELARD 219 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS Cultural and District Description Archaeological Points Description Photos of Interest Ibrahim Najem House A “bric à brac” of different types of of Collectibles objects collected for more than 25 years by Najem, displayed in his house. Source: Ibrahim Najem House of Collectibles Facebook Page Mazraa Beirut National Built in the 1930s, the museum exhibits Museum a collection of archaeological artifacts that tell the story of people and civilizations that occupied what is known today as the Lebanese territory. Source: https://www.tripadvisor.fi/Attraction_Review- g294005-d1157183-Reviews-National_Museum_of_Beirut- Beirut.html#photos;geo=294005&detail=1157183 PREPARED BY ELARD 220 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS Cultural and District Description Archaeological Points Description Photos of Interest Beirut Hippodrome* Officially called Hippodrome du Parc de Beyrouth, Beirut Hippodrome was completed in 1921. National and International horse races are held there, along with other fairs among which are The Garden Show and Spring Festival. Source: https://www.lebanoninapicture.com/pictures/lebanon- beirut-vscocam-beautifuldestinations-dametravel_35 Pine Palace (Le Palais The construction of the Pine Palace des Pins)* started in 1916 and was intended to become a casino. In October 1918, after the end of World War I, François Georges-Picot, Commissioner of the Ottoman Territories of Palestine and Syria, settled in the Palace, renamed it Résidence des Pins, and acquired the Palace. In 1920, he declared the State of Greater Lebanon from the porch of the Residence. The Palace is since then property of the French Republic and residence of its Ambassadors. Source: https://en.wikipedia.org/wiki/Pine_Residence PREPARED BY ELARD 221 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS Cultural and District Description Archaeological Points Description Photos of Interest Mousseitbeh Art on Spears Located in an old building, Art on Spears hosts fine art exhibitions of varied artworks and schools. Source: https://www.artonspears.com/ United Nations As indicated by its name, the UNESCO Educational, Scientific Palace for Education, Science and and Cultural Culture holds different types of events Organization (conferences, lectures, exhibitions, live (UNESCO) Palace dancing and music performances) both local and international. Source: http://desktop.beiruting.com/Theater/Palais_Unesco PREPARED BY ELARD 222 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS Cultural and District Description Archaeological Points Description Photos of Interest Saifi Lebanese Prehistory Through its collection of stone tools Museum and artifacts, the museum explains Prehistoric Lebanon and the way of living of its inhabitants. Source: http://museums/museum/details/16340/museum- of-lebanese-prehistory Theatre Monnot It is a private theatre that actively participates in the Lebanese cultural life. It aims at promoting young talent, while hosting national and international performances in a wide range of variety: musicals, concerts, conferences and exhibitions. Source: http://www.beirutnightlife.com/video- gallery/ashrafieh-theatrical-play/ Theatre Gemmayze One of the objectives being to create hubs and cultural platforms for talented artists, theatre Gemmayze offers a space where local and international theatre productions, one man shows, art and photography exhibitions and dance performance can be held in a freedom of PREPARED BY ELARD 223 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS Cultural and District Description Archaeological Points Description Photos of Interest expression space. Source: http://desktop.beiruting.com/Theater/Theatre_Gemmayz e Until the mid-19th century, Ras Lebanese National The Library is still under renovation, Beirut was barely settled with flat- Library books under rehabilitation. roofed houses surrounded by gardens. In 1866, the founders of the Syrian Protestant College chose this location to establish the College, which was renamed the American University of Beirut (AUB) in 1920. The development of Ras Beirut was encouraged by AUB‟s founding. Urban villas were first built, followed by low-rise Source: http://bnl.gov.lb/English/collections.html apartment buildings with gardens, and, from the mid- Banque du Liban Located within the Banque du Liban twentieth century, mid-rise Museum building, the museum offers a wide buildings. variety of banknotes from all over the world, and showcases coins from different historical periods thus taking the visitor in a tour from the beginning of coinage till today‟s banknotes, and the historical development of the Lebanese pound. PREPARED BY ELARD 224 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS Cultural and District Description Archaeological Points Description Photos of Interest Source: http://www.xibitz.com/creating-engaging- experience/ DIY Beirut DIY Beirut is one of the alternative No photo could be found culture and art places in Beirut. It hosts exhibitions, yoga classes, workshops and a flea market. Al Madina Theater Masrah al Madina hosts different types of events: theatre and dance performances, music concerts and conferences. Source: http://desktop.beiruting.com/Theater/Al_Madina_Theate r Babel Theatre Open to all forms of artistic expressions, the theatre is an open door to fuse and interlace with world cultures and world arts. It produces and hosts drama, dance, exhibitions, poetry readings, and movie screenings, artistic workshops for children and youth as well as cultural seminars. PREPARED BY ELARD 225 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS Cultural and District Description Archaeological Points Description Photos of Interest Source: http://www.momosanno.com/forgotten-rhythms/ In the Bachoura District, and - - - more specifically in its stretch near Downtown Beirut, archaeological excavation works were conducted during the past years on large plots. Publications on the uncovered remains are not yet available. Port The ancient Tell The ancient Tell shows the remains of the Beirut‟s early settlements – 2500 B.C. It constitutes the fortified center of the city during the Canaanite, Phoenician, Persian and Hellenistic periods. Source: http://www.solidere.com/city-center/history-and- culture/archeology The Roman Bath The ruins of the bath were uncovered during the 1960s. The different parts of the bath can be seen: hot rooms, cold rooms, and the surrounding heating systems. Source: PREPARED BY ELARD 226 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS Cultural and District Description Archaeological Points Description Photos of Interest https://en.wikipedia.org/wiki/Roman_Baths,_Beirut Garden of forgiveness Surrounded by a number of churches and mosques, Garden of Forgiveness lies close to Martyrs‟ Square and the wartime Green Line. The area was classified as non aedificandi, ”not to be built”, in the Master Plan of the Beirut City Center. The garden is envisioned as a place of calm and reflection, of understanding and Source: http://www.solidere.com/city-center/history-and- tolerance. It is surrounded by worship culture/archeology places of different religious communities. The Garden will comprise the uncovered ruins of the diverse civilizations that occupied the city over the centuries. Heritage Trail Heritage trail is an ongoing project - that aims to create a path that links the different archaeological sites, historical buildings, public spaces and worship places. Martyrs‟ Square The square was initially an open space beyond the city wall. It was called during the 1860s as Cannon Place (Place des Canons), and took the name of Martyrs‟ Square in 1931, to commemorate the martyrs that were lynched by the Ottomans during the First World War. Source: http://www.solidere.com/city-center/solidere- developments/open-spaces/martyrs%E2%80%99-square PREPARED BY ELARD 227 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS Cultural and District Description Archaeological Points Description Photos of Interest BIEL (Beirut BIEL is a large multi-purpose facility. It International hosts exhibitions, concerts, Exhibition and Leisure conference, book fairs, and other Center) private events. Source: https://en.wikipedia.org/wiki/Beirut_International_Exhibitio n_%26_Leisure_Center Planet Discovery Through its local, regional and international exhibits, the museum provides interactive fairs, experiences and workshops for children. Source: https://www.beirut.com/l/9444 PREPARED BY ELARD 228 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS Cultural and District Description Archaeological Points Description Photos of Interest During the 19th century, Zokak El The Grand Serail The Grand Serail is located within Blat was an aristocratic Zokak El Blat district on the Serail hill. It neighborhood, where many is a majestic Ottoman era building palaces were built, of which we that was constructed in 1853. It is can cite the Beyhoum Palace currently the headquarters of the and the Pharaon Palace (today it Lebanese Prime Minister. hosts the Robert Mouawad Private Museum). Zokak El Blat was the first neighborhood in Beirut to have its roads paved by the Ottomans in the 1860s, hence its name. The importance of Zokak El Blat relies Source: https://en.wikipedia.org/wiki/Grand_Serail on both its architectural patrimony and national cultural The Ottoman military The Ottoman military hospital was built and educational role. A study hospital in 1860. During the French Mandate it conducted by ALBA has was used as a courthouse. Currently, it revealed that 41% of the houses the Council for Reconstruction buildings were established during and Development (CDR). the Ottoman period and the French mandate. The district developed during the Nahda – the Arab Renaissance – and was a pole of intellectual production. Source: http://www.cdr.gov.lb/eng/profile.asp PREPARED BY ELARD 229 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS Cultural and District Description Archaeological Points Description Photos of Interest The Clock Tower The Clock Tower was erected in 1897 to celebrate the anniversary of Sultan Abdul Hamid II coronation and to make up for the absence of a public clock indicating mandatory Muslim prayer times. Source: https://www.flickr.com/photos/twiga_swala/7427027104 Robert Mouawad The museum is located in an old Private Museum palace - the Henry Pharaon Palace - that was restored by its current owner, the jeweler Robert Mouawad. The museum exhibits the collection of art, archaeological objects and other artifacts of different periods and civilizations owned by Henry Pharaon. Source: http://desktop.beiruting.com/Wedding/Robert_Mouawa d_Private_Museum Minet El Hosn Maghen Abraham Maghen Abraham Synagogue was Synagogue built in 1925. It is located in Wadi Abu Jmil, the Jewish neighborhood of Beirut. The sector comprises old palaces and houses built in the mid- 1800s. Source: https://en.wikipedia.org/wiki/Maghen_Abraham_Synago PREPARED BY ELARD 230 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS Cultural and District Description Archaeological Points Description Photos of Interest gue Dar El Nimer for Arts Dar El Nimer for Arts and Culture is a and Culture cultural space dedicated to historical, modern and contemporary cultural productions from Palestine, the Levant and beyond. Source: https://www.sobeirut.com/dar-el-nimer-for-arts- culture Ain Mreisseh Archaeological One of the oldest archaeological Museum of the museums in the Middle East since it American University of was founded in 1868; the museum Beirut (AUB) displays a wide array of antiquities found in Lebanon and in the region. Source: https://www.aub.edu.lb/museum_archeo/Pages/index.a spx PREPARED BY ELARD 231 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL BASELINE CONDITIONS Cultural and District Description Archaeological Points Description Photos of Interest Raoucheh Avenue de Paris and the Pigeons‟ Rock constitute a landmark and can be considered as one of Lebanon‟s emblems. Raoucheh is popular both for Lebanese and tourists. On another note, evidence of prehistoric occupation of the shores near Raoucheh was identified; flints and stone tools collected on the sites are part of the collections of the AUB Archaeological Museum and the Lebanese Prehistory Museum. Source: https://theculturetrip.com/middle- east/lebanon/articles/the-10-best-restaurants-in-raouche- beirut/ * The construction of the Beirut hippodrome and the Pine Palace are linked together, since they were commissioned by the Wali of Beirut Azmi Bey, who wanted to build a high-end meeting place for the Beirut’s privileged class. PREPARED BY ELARD 232 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PUBLIC CONSULTATION 5. PUBLIC CONSULTATION According to the existing laws and regulations, international conventions and good practice, the public has the right to be properly and timely informed about any type of project that can cause an impact on the environment. Sections below provide details of the public participation conducted during the scoping and the impacts assessment phases. The BRT System has primarily a general public interest for commuters. Its implementation aims at enhancing public transport thereby easing traffic flows, reducing air pollutants emissions, reducing travel time, and improving road safety conditions. Social, environmental and economic impacts, both beneficial and negative, are expected to be generated from the Project‟s construction and operation activities; dir ectly or indirectly affecting various stakeholders. As a result, it is crucial to capture the opinion of public, community and private stakeholders concerned with the Project at an early stage. As part of the ESIA Study, a “Stakeholder Engagement and Consultation Plan” was developed to lay out the roadmap on how the ESIA Consultant will facilitate capturing the opinions of stakeholders. The full document is provided in APPENDIX H and includes details on stakeholders‟ identification and communication tools. Overall, three (3) main approaches were adopted to inform people about the Project throughout the ESIA study to solicit their opinions: 4. Key Stakeholder Meetings and Interviews, 5. Two Public Consultation Meetings at the Scoping and Draft ESIA Study stages, and 6. Focus Group Meetings. The approaches are described in the following sections. 5.1 KEY STAKEHOLDER MEETINGS A number of meetings were carried out during the Scoping and ESIA Phases to inform key stakeholders about the Project and obtain their feedback. The conducted meetings and a summary of the main points raised and discussed are presented in Table ‎ 5-1. PREPARED BY ELARD 233 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PUBLIC CONSULTATION 5-1. Table ‎ Summary of the Meetings and Outcomes Organization Date Subject Main Questions, Comments, and Concerns Raised/Discussed during the Meetings / Person 06 Council of Introducing  The Council welcomed the project and agreed that shifting the behavior of the Lebanese population December Beirut the Bus Rapid towards using public transportation is a need. 2016 Municipality Transit (BRT)  The Council is considering converting some streets in Beirut to pedestrian areas (e.g. Jeanne D‟Arc); System to which is consistent with the implementation of a public transport system and reducing traffic congestion Beirut within the city. Municipality  The Council suggested Jamal Abdel Nasser Square as a potential parking area that could stand-in for the removal of on-street parking in Ain El Mreisseh.  The Council asked about the schedule of construction works to align with the current and pipeline works within Beirut. It was clarified that the Project is currently at the feasibility stage, next step will be detailed design and construction works are not anticipated to start before 2019.  The Council noted that there are streets in Beirut where traffic congestion is severe and public transport introduction in these streets is needed (e.g., Independence and Algeria streets).  The Council questioned the emissions from buses that would enter the city from the north. Low emissions vehicles need to be considered; battery-operated buses inside Beirut were suggested. Smaller buses were proposed to alleviate visual impacts on Beirut‟s narrow streets. Hybrid buses were also suggested, shifting to cleaner technologies when entering Beirut.  The Council enquired about the aspects that the ESIA will study. The ESIA Consultant explained that the socio-economic aspects of this project will be thoroughly studied, in addition to the environmental aspects which are mainly local air pollution and noise.  The Council commented that a “clean and safe” bus system should be in place in order to attract ridership. Awareness campaigns should be part of the Project‟s setup to encourage people to use the bus services.  The Council asked about the parties responsible for the Project‟s financing, construction, and operation. The project‟s implementation will be funded by the World Bank after appraisal. The CDR will be responsible for the construction phase while the operator will be a private company under the supervision of the RPTA.  The Council raised concern that the RPTA might not be qualified to supervise such a project. It was explained that the WB will provide institutional support in the form of short-term experts to train the RPTA employees who will be in charge of the BRT System. 07 Scoping  The ESIA Study will cover air quality, noise and socio-economic aspects. The ESIA will be developed as per December MoE Meeting with the MoE‟s regulations. 2016 MoE to introduce the  MoE inquired about bus specifications. The ESIA will include recommendations about bus specifications. PREPARED BY ELARD 234 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PUBLIC CONSULTATION Organization Date Subject Main Questions, Comments, and Concerns Raised/Discussed during the Meetings / Person Bus Rapid CDR explained that bus specifications will be studied in later stages of the Project, emphasizing that the Transit (BRT) choice of buses will comply with future standards and legislations, at the time of their introduction. System  MoE raised a concern about attracting customers for all the transport modes being discussed (namely railway and bus). The ESIA Consultant explained that the study of various modes running together was done and it seems that both projects are feasible. CDR mentioned that alternative modes need to be developed to give commuters options other than using their private vehicles and incentives need to be introduced to encourage people to use public transport; once clean and secure alternatives to private cars are available.  MoE raised a concern about the reaction of the current operators of the public transport vehicles: buses, taxis, etc. CDR explained that there are two options to deal with this concern:  Develop standards and ask the current public transport operators to abide by these standards and make them part of the BRT System; and  Price the BRT fees higher than the fees of the current public transport modes thus attracting a different clientele.  MoE suggested including the Directorate of Petroleum as a concerned stakeholder given their role in fuel standards setting.  A brief description of the „Dora Bus Station Project‟ proposed by the Qaim maqam office, its objectives and a brief about the current bus network departing from Dora were provided. There are 500 buses using eleven (11) routes going in different directions. Approximately 20,000 passengers per day use the buses which is equivalent to 1,440 passengers per hour. The parking spaces in Dora are currently leased to the Cooperative for Government Employees. Introducing  The percentage of illegal buses departing from Dora ranges between 10% and 40%. The different existing the Bus Rapid bus routes from Dora and the number of buses that circulate on each route were explained: The only Transit (BRT) RPTA-owned and operated buses are the ones that traverse from Dora to Tripoli and back with three (3) System and bus services per day. 19 Qaim understanding December maqam of  From a socio-economic point of view, the Qaim maqam office considered that the operations of 50% of the qaim 2016 Metn the existing bus network will be impacted by the new BRT System. 70% of the buses are new especially the maqam plans for organizing ones that operate on the coastal road. Those buses can support up to 24 passengers each. Vans the buses in operating on the airport road are usually smaller. Dora area  The comments raised by the Qa‟im maqam of Metn are the following:  Due to the lack of a well-organized public transport system in Lebanon, informal bus systems have flourished, and which are not organized or controlled.  The buses that currently operate at Dora cannot be driven out of business without finding alternative solutions for current bus operators, as this could lead to social unrest and possible violence.  If the buses are kept clean, well-maintained and well-organized people will be encouraged to use the PREPARED BY ELARD 235 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PUBLIC CONSULTATION Organization Date Subject Main Questions, Comments, and Concerns Raised/Discussed during the Meetings / Person BRT System.  It is very important to put a staged plan for the long-term, sustainable operations of the BRT System, such as: - Raising the awareness of bus drivers; - Discontinuation of issuing of new public license plates by the MoIM; - Communicating and consulting with all concerned syndicates and stakeholders (e.g., bus operators, etc.); and - Assigning the responsibilities of each concerned public administration.  It is important to determine if passengers will have to pay extra fees to switch buses to reach a certain destination. For example, passengers who want to reach Antelias from Bikfaya need to switch buses at Dora.  The following questions were raised: Advisor to the  Will the BRT effectively reduce traffic along the highway? Mayor of the  What type of fuel will be used to operate the buses? Introducing Federation of  The ESIA Consultant clarified that the feasibility study and the traffic study for the proposed BRT System 12 January the Bus Rapid Municipalities are currently under preparation and that the results of the studies will confirm the impacts on traffic. It was 2017 Transit (BRT) of North Metn also explained that various options for bus specifications will be carefully studied with the aspiration to System - Coastal and promote high quality low-emission buses. Central  The Federation of Municipalities of North Metn - Coastal and Central is ready to provide any clarifications or feedback if needed in the future. Mayor of the  The proposed Project was favorably received. Municipality Introducing  The removal of the landscaped area in the median strip will not be welcome by the public, as the 12 January of Jdeideh – the Bus Rapid Municipality previously faced public opposition during cleansing activities. Therefore the Project should 2017 Bauchriyeh – Transit (BRT) carefully consider this aspect during the design phase. Sed El System Bauchriyeh  The Council is ready to provide further feedback when and if needed.  CDR explained that here are two (2) possible scenarios for Kesserouane area that are being studied: Directorate  Scenario1: three (3) lanes open highway; and General for Introducing  Scenario 2: Elevated BRT system. The speed of the BRT buses in the case of the elevated BRT system 13 January Land & the Bus Rapid has not been studied yet. 2017 Maritime Transit (BRT)  DGLMT emphasized that a Bus Rapid Transit System means that it should ensure high-speed movement. If Transport System geometrically there is a constraint on the speed of the BRT, the BRT concept would no longer be (DGLMT) respected. Thus, it is important to compare several options and see what is economically more suitable for the context: is it to have priority lanes or dedicated lanes for ordinary buses or to invest in high cost PREPARED BY ELARD 236 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PUBLIC CONSULTATION Organization Date Subject Main Questions, Comments, and Concerns Raised/Discussed during the Meetings / Person infrastructure which may or may not achieve the objective of better mobility ? Will the BRT‟s operation be similar to ordinary buses? If an already existing system is providing the same facilities and services as the BRT System with a lesser investment cost why would we need to implement the BRT System? All of those questions should be answered once the economic feasibility study is completed.  DGLMT enquired whether the identified possible P&R facilities for the BRT System are the same as the ones identified for the railway and whether the lands have been marked to be used as P&R facilities or not. CDR clarified that no action has been taken to date regarding the earmarking of land plots for the P&R facilities.  DGLMT expressed concern regarding the Outer Ring in Beirut. If the BRT System is operated on a dedicated lane, which may be far-fetched, then existing buses can run on the dedicated lane. If the BRT System cannot be operated on a dedicated lane on the Outer Ring, then what makes the BRT different from existing buses if both cannot operate on a dedicated lane? CDR clarified that by January-February 2017, studies will show if a dedicated lane can or cannot be established in the Outer Ring.  CDR & DGLMT both agreed that the feasibility of two (2) concepts/ projects should be carried out. The BRT System on the northern highway from Tabarja to Charles Helou and a different concept for Beirut, such as buses that would operate on a priority lane or if possible on a dedicated lane.  DGLMT expressed concern regarding the removal of on-street parking in Ain el Mreisseh/Corniche El Manara/Raouche and the removal of the vegetated median strip, which is highly regarded by the city residents given that recreational activities take place on the Corniche. CDR stated that the median strip in the Corniche area will not be removed.  DGLMT asked whether after having implemented the BRT System the rest of the lanes would be sufficient and comfortable for the people who do not want to switch to the BRT System. The Engineering Consultant are in the process of answering this question as the traffic model is still underway.  DGLMT stated that the expectation is that the BRT System would not be functional before 2021. In the meantime, why not implement the MoPWT‟s proposed bus project of 20 bus lines in implementation of the Land Transport Sector Strategy in Greater Beirut Area. The MoPWT-proposed project features buses with advanced specifications (telemetric system, ticketing system, information boards, etc.) that users can reach within a walking distance from residential areas.  DGLMT considers that the railway project must be considered a priority ahead of the BRT System since it is the long-term solution and has a bigger capacity than the BRT System. The railway could be used for passengers movement during the day and freight at night. CDR clarified that the railway would not be implemented before 2031, in the meantime the MoPWT‟s proposed project for the 20 bus lines should be implemented and should be connected to areas outside Beirut. DGLMT clarified that MoPWT‟s proposed bus project will link Greater Beirut Area to Tripoli, Saida and Chtaura and will be further expanded at a later stage. PREPARED BY ELARD 237 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PUBLIC CONSULTATION Organization Date Subject Main Questions, Comments, and Concerns Raised/Discussed during the Meetings / Person  RPTA enquired about the main issues identified along the BRT alignment. CDR listed the main identified issues/ unresolved matters starting from Tabarja and going towards Beirut:  The bridge at Casino du Liban has three (3) lanes in each direction. If one lane of the three in each direction is reserved for the BRT there will be two (2) lanes left in each direction which might create a shortage in road space, which however is to be determined as a result of the traffic modeling.  Beirut: - On-street parking on the Outer Ring: In order have the BRT buses running on a dedicated lane along the Outer Ring in Beirut, there are two (2) suggested scenarios: o Scenario 1: removing on-street parking. As a result there will be one (1) lane for the BRT and two (2) vehicular traffic lanes per direction. o Scenario 2: keeping on-street parking. As a result there will be one (1) lane for the BRT, one (1) vehicular traffic lane, and one (1) lane for on-street parking. CDR explained that during the first meeting with the Beirut Municipal Council, Scenario 1 was suggested and the idea of removing on-street parking especially in areas such as Corniche El Mazraa and Raouche was not favoured by Council. CDR noted that the Inner Ring in Beirut has not been studied yet. Railway and Difficulty in operating the BRT in Downtown Beirut (on the way back towards Tabarja), in Introducing - Public Raouché (Dbaybo bends which are very steep), and in Sin El Fil (Jisr El Wati-Al-Saydeh road 13 January the Bus Rapid Transport which is very narrow) 2017 Transit (BRT) Authority  RPTA expressed the view that keeping on-street parking is not conducive to the success of the BRT System (RPTA) System. Law enforcement should be practiced to ban on-street parking and double parking. The Project itself should set specific requirements to reinforce the requirement for removal of on-street parking so that the BRT System can be implemented.  CDR explained that another meeting will be scheduled at a later stage, when the design is more advanced, with the Beirut Municipal Council to discuss how to handle the issue of on-street parking.  RPTA enquired if P&R facilities have been identified within Beirut. CDR explained that P&R facilities in Beirut are still being studied and that the Beirut Municipal Council asked for an underground parking to be built in Ain El Mreisseh, which might solve part of the problem.  RPTA asked whether the P&R facilities will serve the residents of the area or visitors/shoppers because the way to approach the problem would be different for each case. CDR clarified that the P&R facilities will most likely serve people who are visiting the area. However, at night when business hours are over, the residents of the area could use these facilities to park their cars for free. CDR added that the Beirut Municipality needs to make a decision; either the BRT on a dedicated lane or on-street parking. CDR highlighted that there are plots around Corniche El Mazraa that could potentially be bought by the Municipality of Beirut and used as parking lots.  RPTA enquired about who will be invited to the first public participation meeting and whether the PREPARED BY ELARD 238 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PUBLIC CONSULTATION Organization Date Subject Main Questions, Comments, and Concerns Raised/Discussed during the Meetings / Person Members of Parliament representing the constituents of the concerned areas have been invited. The ESIA Consultant responded that ministries, municipalities, Unions of Municipalities, and NGOs have been invited to the meeting however Members of Parliament were not invited. CDR clarified that the purpose of the meeting is to showcase and discuss the social and technical aspects of the proposed Project, and to show that the proposed Project is not politically affiliated.  RPTA emphasized the importance to link the BRT Project with the Land Transport Sector Strategy (20 bus lines) that has been developed by the MoPWT because the projects are complementary. RPTA added that if the BRT System will not operate on a dedicated lane on the inner and outer rings in Beirut, then there should be a strong recommendation to adopt the MoPWT‟s proposed bus project (20 bus lines) with minor modifications, so the BRT System is complemented.  MP Mohammad Kabbani stated that he has no comments regarding the alignment from Charles Helou to Tabarja. However, he has concerns for the alignment within Beirut where the citizens‟ social habits in using public transport means need to be taken into consideration. He added that shared taxis are part of Lebanon‟s “heritage” and that it is very important to integrate them in the BRT System. Owners of shared taxis would most probably oppose the Project if there interests are negatively affected when the BRT System is in place.  MP Kabbani added that the Corniche which extends from St. Georges Bay to Raouche is a place where people practice recreational activities. There are limited public parks in Beirut, and the Corniche and Parliamentary Horsh Beirut attract large numbers of Beirut residents. If on-street parking were to be removed on the Committee Introducing Corniche, where would those people park their cars? It is very important for the Consultants to pay for Public 23 January the Bus Rapid special attention to the social habits of Beirut residents. CDR clarified that there should not be an issue Works, 2017 Transit (BRT) with shared taxis, since shared taxis can still operate on the right hand side of the road, while the BRT in Transport, System the Outer Ring will operate on the left side next to the median strip. A suggestion from the CDR is to Energy and mark/allocate specific stops, most probably at the location of BRT stops, for shared taxis stops. This way Water people could switch from BRT to shared taxis, at the stops, to continue to their destinations. CDR emphasize that a decision must be made whether to remove the median strip or the on-street parking otherwise the BRT System cannot be implemented. The median strip on the Corniche in the Ain El Mreisseh, Manara and Raouche areas is vegetated, and its removal to make way for the BRT lanes and stops will face opposition.  An expert in traffic matters stated that the new traffic law (Law 243/2012) asserts that shared taxis have to park in specific places. He expressed his view that the BRT System is a very good development for Lebanon in the field of public transportation. He added that with time people will change their habits. Union of 10 August Introducing  The Union is not in favour of the widening of the A1 highway in Jounieh given the presence of multiple Municipalities 2017 the Bus Rapid businesses and urban sprawl. The land and properties acquisition as well as the disruption are regarded of Transit (BRT) as extensive. The Union is of the view that a 2 by 2 elevated road can ease the congestion and provide Kesserouan PREPARED BY ELARD 239 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PUBLIC CONSULTATION Organization Date Subject Main Questions, Comments, and Concerns Raised/Discussed during the Meetings / Person Al Ftouh System the space for the BRT.  CDR clarified that the widening is a pivotal project with objectives that are bigger than the BRT Project. One of the criteria for selecting to place the BRT on the main highway is the urban connection in comparison to placing in on the coastal road. The CDR has commissioned a feasibility study for the elevated road as well the A2 road which is an arterial, inland road connecting the north to Beirut.  The Union representative, Mr. Juan Hobeich, was presented with the plots affected by expropriation due to the BRT Project.  The Union is not in favour of converting the use of the landscaped area opposite Fouad Chehab stadium to a P&R facility, unless it is created beneath the existing landscaped area. Introducing  The Municipality is against the project as it will bring a lot of traffic to Tabarja and is thus anticipated that Municipality the new infrastructure and associated influx of passengers will burden the local road network, as Tabarja 30 August the Bus Rapid of Tabarja- will become a transport hub. 2017 Transit (BRT) Kfar Yassine System  It is suggested that the BRT infrastructure is moved to the coastal road PREPARED BY ELARD 240 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PUBLIC CONSULTATION 5.2 PUBLIC CONSULTATION MEETINGS 5.2.1 Scoping Phase The first public consultation meeting, as part of the Scoping Phase, was conducted on the 19th of January 2017 at the Theatre of the Municipality of Jdeideh – Baouchrieh – Sed El Baouchrieh at 10 am. A total of 52 persons attended the scoping public consultation meeting. A public announcement was posted along the Project area covering its three (3) sections: Northern Highway and Beirut Inner and Outer Rings. Announcements were also posted on municipalities‟ boards. The announcement‟s purpose was to inform the public about the Project and invite them to the Scoping Public Consultation Meeting. Announcements were posted 20 days prior to the Scoping Public Consultation Meeting. Official invitation letters were sent to concerned Ministries and public administrations, Internal Security Forces (ISF) officials, Governors, Qaimaqams, Federations of Municipalities, and Municipalities. All invitations were sent at least 15 days prior to the meeting‟s date. In addition, invitations were sent by fax or e-mail to the concerned Syndicates and e-mail invitations were sent to a pool of NGOs, especially the advocacy groups and organisations who support public transport projects and initiatives. A copy of the announcement, photographic records of the posted announcements, and a list of attendees of the first public consultation meeting are included in APPENDIX I. A sample invitation letter and the list of invitees are also provided in APPENDIX I. Attendees included public sector officials and ministries‟ representatives, representatives of the public transport syndicates, civil society representatives, and the general public. A copy of the attendance sheet is provided in APPENDIX I. After the presentation, questions and discussions lasted for about an hour and a half. The session was closed when none of the attendees had further comments or questions. A summary of the comments raised by the participants and the responses are provided in Table ‎ 5-2. Moreover, at registration, feedback forms were distributed to attendees allowing them to provide the team with their comments in writing. An example of the feedback form is provided in APPENDIX I and a summary of the written comments and concerns is provided in Table ‎ 5-3. Photographic records of the session are provided in Figure ‎ 5-1. PREPARED BY ELARD 241 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PUBLIC CONSULTATION 5-2. Table ‎ Questions and Comments Raised by the Participants and Responses Entity Comments Reply  It has been a while (~10 years) since the Government has been asked to provide a proper public transportation system, therefore this a long-awaited project.  The BRT System is not a complete project and is not the only solution for the traffic problem. Other plans and projects need to be implemented in parallel such as decentralization of public services to reduce traffic in urbanized areas.  People who do not own a car can ride in the feeder  Many people from sub-urban and rural areas commute to Beirut buses. The 20 bus lines will be integrated with the BRT at various hours of the day to complete transactions or as in the System. Mr. Jean Matar, case of Mount Lebanon to complete vehicle inspections, where  The BRT System is part of the solution which is not to Transportation Consultant, only one center serves the Mt Lebanon governorate. The widen existing roads or create new roads but to Syndicate of Drivers in centralization of services increases traffic volumes significantly in organize public transportation and move people not Northern Metn the Greater Beirut Area. cars.  In order to reduce traffic volumes, an elevated BRT and an  The Project is still at the feasibility stage. The BRT elevated highway (above the BRT System) should be System‟s implementation will depend on the implemented. outcomes of the study.  What about people who live in rural areas or who do not live on a main road and do not own a car? How will they be able to reach the BRT System?  Beneath the road from Solidère – Seaside road – Corniche El Mazraa, there is a high-tension line. This might be problematic for the construction works of the BRT System.  It is planned to have a frequent service, such as every 3 to 4 minutes. The bus specifications are not defined  How many people will each bus carry? yet. It is expected that each bus would have capacity for 50 or more passengers.  The civil society has doubts on the possibility of such projects being implemented or run successfully by the public sector.  There is a very small chance that expropriation will be Ms. Jessica El Chemaly, needed. The highway will be widened with or without  Has the MoPWT‟s strategy for public transportation been the implementation of the BRT System in the Jounieh NAHNOO NGO approved? area (A1 Highway, part of another project).  Will there be a need for expropriation?  It is expected that a private company will operate  Who will operate the BRT System? the buses on behalf of the public administration.  It is important to note that since the Project is still at the feasibility stage, there are no definitive answers. PREPARED BY ELARD 242 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PUBLIC CONSULTATION Entity Comments Reply  There is already a strategy to organize public transport in Mr. Ali Muhieddine, Union Lebanon, prepared by the MoPWT, and it is being reviewed by of Syndicates of Drivers of the Council of Ministers (CoM) Public License Vehicles in  The Syndicate wants to see a significant reduction in traffic Lebanon volumes - ‫احتاد نقابات سائقي السيارات‬  It is good that the BRT System is being studied as part of the MoPWT‟s strategy ّ ‫العمومية للنقل‬ ‫الربي‬  The Syndicate requested a copy of the Project under study so that they can review it and present an informed opinion  The BRT System is a very good idea. However, there are a few questions/comments to highlight:  The CDR is currently working on this project as a pilot case. There is a future plan to extend to all Lebanese o Why doesn‟t the BRT System continue to Byblos? territories if the pilot project generates positive o As part of the economic impacts of the project; taxi, vans, outcomes. and bus drivers currently working along the proposed BRT line  There is a plan to continue the service to Tripoli. Mr. Youssef Merhi, need to be integrated in the system. This might even need a However, between Tabarja and Tripoli, it is envisaged Lebanese Citizen separate study. that the buses will not operate on dedicated lanes. o How well can the BRT System operate without high-tech  There will be a control room to manage the buses‟ systems (e.g., creation of an application) especially that high- operations. Timetables will be available at the stations tech transportation modes already exist such as Uber to indicate the arrival and departure times of the o How will the removal of a lane from the highway allow the buses. successful implementation of the Project?  This is not the first time that the BRT System has been suggested. In 2003, an international consultant studied the possibility of  The BRT System is a medium-term solution. Its implementing the BRT System in Lebanon. implementation does not require heavy infrastructure  Egis also conducted a study for the implementation of the railway like the railway. The BRT System will be implemented and part of the study was the possibility of implementing a BRT in the middle of the highway. It will not run on the System in Lebanon or an LRT. One of the study‟s outcomes was existing railway track because there is a plan to Mr. Elias Maalouf, that the lifetime of the BRT System would be till 2020. revive the railway system. Train/Train Lebanon NGO  In order to implement the BRT System, roads will need to be  The BRT System and the railway project are both widened and people will be disturbed (e.g., commercial being studied; one does not eliminate the other. establishments).  One of the alternatives for Jounieh highway is to  Train/Train Lebanon NGO is not against the BRT System. However, create an elevated BRT System. previous studies showed that from Beirut to Tabarja, the railway is a better option given that the railway track is already there. Also, PREPARED BY ELARD 243 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PUBLIC CONSULTATION Entity Comments Reply widening the Jounieh highway would be very pricey.  It is very important while studying the economic feasibility of the BRT System to set a certain direction and timeline to be followed by the Project owner to ensure the success of the Project  We need to apply pressure on the Government to implement the Project. If we don‟t, no project will be implemented . Yes, noise measurements will be conducted. As for air Ms. Marwa Yassine, Will ELARD conduct noise measurements and air quality modelling quality, the study will be desk-based using background Ministry of Environment during the ESIA phase? data from MoE‟s database.  The BRT System is a main component of the public transportation strategy and it is a fast track project. Incentives will be studied to encourage people to switch to the BRT System. For example, in Abu Dhabi,  How will the BRT System attract people? in order to encourage people to use public Mr. Chadi Faraj, Bus Map  What will become of the currently existing public transportation transportation and reduce the use of their cars, Project system? parking fees and vehicle inspection fees will be  How will the sustainability of the project be guaranteed? increased. Similar solutions could be studied for Lebanon.  It is proposed to find means to integrate the taxi, vans, and bus drivers currently working on the same routes as the future BRT line with the BRT System.  Not yet.  Have the prices for the BRT System been defined?  Yes, through the pedestrian bridges, elevators and Mr. Jad Baaklini, Bus Map  Will traffic safety be considered? safe crossings. Project  How will the BRT System and the MoPWT 20 bus lines operate in  The integration of the 20 bus lines and the BRT System parallel? This issue is still not clear is still being studied. In order to implement any project in Lebanon changes in the public Ms. Rita Hanna, Activist - administration must be made. The pressing traffic problem is along the Northern Mr. Karim Jaroudi, Ministry Will the BRT System be extended to south of Beirut? Highway. If the pilot project generates good results, the of Environment Project might be extended to all the Lebanese territories.  The continuity between the three (3) alignments is not clear.  In order to ensure continuity between the two (2) Mr. Elias Abou Mrad, Train/Train Lebanon NGO  The highway is a barrier for public transport. How will the bus sides of the highway (coming into Beirut and leaving station in the median strip work? What will be the dimensions of Beirut) and accessibility of commuters to the stations PREPARED BY ELARD 244 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PUBLIC CONSULTATION Entity Comments Reply the pedestrian bridges? Why will the BRT be implemented in the in the median strip, there will be new pedestrian middle of the highway? bridges, one for each bus stop to connect both sides  How will the pollution from cars moving on the highway affect of the highway. The BRT dedicated lanes will be in the people waiting in the bus stations for the bus to arrive? middle of the highway so that the buses‟ right of way is not interrupted by traffic movement in and out of  How will construction works affect traffic flow until the BRT System side streets and economic activity on the shoulder of is up and running? the highway.  The BRT concept has no value unless an action plan and a  The dimensions of the pedestrian bridges will be timeline are set. decided according to the population density.  The BRT System should not be a replacement for the railway which  Since it is foreseen to have a bus every 3 to 4 minutes, is still a better solution. The BRT and the railway should both the passengers‟ waiting time and therefore exposure operate to move people. time is not foreseen to be of long duration.  Why doesn‟t the BRT pass inside Jdeideh so that people can  The BRT System and the railway project are being directly access the bus and not walk distances? studied in parallel.  What will be the type of fuel for the operation of the BRT?  If the railway moves freight it would significantly reduce traffic from freight trucks.  It is envisaged that there will be feeder buses from neighbouring localities to connect to the bus stations via the pedestrian bridges.  The type of bus technology and thus fuels to be used is still being studied.  The BRT System is a good development project. Mr. Charbel Challita,  In order to reach an appropriate solution for public transport, the - UNDP-OCFTC BRT System and the railway should operate in parallel.  For the Outer and Inner Rings in administrative Beirut, what is the guarantee that vehicles will not encroach on the dedicated bus  A physical separation will be established to separate Mr. Ahmad Osman, lane? the dedicated bus lane from traffic. Ministry of Environment-EU  What is the guarantee that “Horsh Beirut” will not be affected?  The project‟s geographic footprint is far from “Horsh  The MoPWT strategy for public transportation cannot be found Beirut”. online. However, the public has the right to have access to it.  The BRT alignment from Beirut till Tabarja is clear.  The studies for the Inner Ring are at their early stages. Ms. Dania Turjman,  The inner ring is not clear. Will it be considered in the ESIA?  The greenery in the median strip along the Corniche Ministry of Environment  There are already very few green areas in Beirut. Thus, there is a will not be removed. The on-street parking is concern for the greenery in the median strip along the Corniche proposed to be removed to gain a lane for the BRT. PREPARED BY ELARD 245 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PUBLIC CONSULTATION Entity Comments Reply in Beirut. The BRT in that area might be operated on the right  The three (3) BRT alignments need to be clearly described in the lane in the space currently reserved for on-street ESIA report. parking. If it is operated in the left lane, the on-street parking on the right will be removed, and the green median strip will not be removed.  Public announcements were posted at the boards of the different municipalities where the BRT line will pass through and at different shops and commercial establishments along the BRT alignment to invite the general public. Also, private invitations were sent to  There is a remarkable absence of civil society members in the public administrations and authorities. Special interest meeting groups and NGOs were notified by e-mail and the Mr. Raed Jouni, Citizen  What is the methodology followed to select certain people to public announcement was sent to them. attend such meetings?  Focus groups will include: traders, members of the  How will focus groups be selected? general public (e.g., women of different ages), syndicates of public transportation, and civil society groups.  Questionnaires will be prepared for commuters along the future BRT alignment. PREPARED BY ELARD 246 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PUBLIC CONSULTATION 5-3. Table ‎ Comments and Concerns Expressed via the Feedback Forms Entity Comments Mr. Chadi Faraj and Mr. Jad Baaklini, Bus As bus riders of existing transit, we would like to be part Map Project of the focus groups.  The social and environmental impacts of each BRT alignment must be clearly described.  Mitigation measures for each identified impact must be clearly described. Ms. Dania Turjman, Ministry of Environment  Indicate whether there will be feeder buses or no as part of this Project and whether BRT buses on dedicated lanes will be implemented in the city of Beirut or not.  It is very important to ensure a physical separation between the dedicated bus lanes and traffic to prevent cars from encroaching on the dedicated bus lanes. This should also be accounted for in the Inner Ring. Mr. Ahmad Osman, Ministry of Environment-  “Horsh Beirut” should not under any circumstances EU be used as a Park & Ride facility or for any other purposes.  Message to the MoPWT: As a tax-payer, I have the right to access online the strategy for public transportation. We are against the BRT System because it would increase the traffic to Tabarja and Kfaryassine. The Municipality of Tabarja - Kfaryassine parking lots associated with the Project will take up large areas which would result in additional traffic on the internal roads of Tabarja-Kfaryassine.  I am interested in following-up on all the participatory activities that will be organized between local authorities and the public or with Mr. Raed Jouni, Citizen entities specialized in studying the urban dimension of the Project.  I am interested in taking part in the focus groups.  The BRT System will not resolve the problem 100%  Please consider alternative solutions such as: o Move organizations outside Beirut o Perform mechanical inspections for vehicles Mr. Jean Matar, Transportation Consultant, outside Beirut Syndicate of Drivers in Northern Metn o Move industries outside Beirut o Ensure rural development o Improve available means of transportation in terms of fleet development and Customs tax exemption PREPARED BY ELARD 247 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PUBLIC CONSULTATION 5-1. Figure ‎ Photographic Records of the Scoping Public Consultation Meeting PREPARED BY ELARD 248 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PUBLIC CONSULTATION One of the special interest groups who attended the meeting are active in the public transport domain and have a website, an online blog, and two pages on social media (Facebook). They posted about the consultation meeting during and after the event, and published two articles on their blog related to the subject. The first blog article gives a good summary of the meeting proceedings (http://blog.busmap.me/2017/01/20/brt-and-inclusion) while the second blog article focused on the BRT System and integration (http://blog.busmap.me/2017/01/23/brt-and-integration). In general, they portrayed a general positive outlook on the merits of the BRT System and most importantly on the process of engagement of the public in the early stages of the study. 5-2. Figure ‎ Postings about the Scoping Public Consultation Meeting on Social Media PREPARED BY ELARD 249 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PUBLIC CONSULTATION 5.2.2 ESIA Phase The second public consultation meeting, as part of the ESIA, was conducted on the 7 th of September 2017 at the Municipality of Sin El Fil at 10 am. Official invitation letters were sent to concerned Ministries and public administrations, Internal Security Forces (ISF) officials, Governors, Qaimaqams, Federations of Municipalities, and Municipalities. All invitations were sent at least 15 days prior to the meeting‟s date. In addition, invitations were sent by fax or e-mail to the concerned Syndicates and e-mail invitations were sent to a pool of NGOs, especially the advocacy groups and organizations who support public transport projects and initiatives. A sample invitation letter and the list of invitees are provided in APPENDIX J. A total of 36 persons attended the public consultation session. Attendees included public sector officials and ministries‟ representatives, representatives of the public transport syndicates, as well as civil society representatives. A copy of the attendance sheet is provided in APPENDIX J. The presentation started at 10:30 am. The Consultants described the project followed by a presentation of the assessment results related to traffic, emissions to air, noise emissions, biodiversity, archaeology, and socio-economy. A copy of the presentation (in Arabic) is provided in APPENDIX J. After the presentation, a Q&A session was held and lasted for about an hour. A summary of the comments raised by the participants and the responses are provided in Table ‎ 5-4. Moreover, at registration, feedback forms were distributed to attendees allowing them to provide the team with their comments in writing. An example of the feedback form is provided in APPENDIX J and a summary of the written comments and concerns is provided in Table ‎ 5-3. Photographic records of the session are provided in Figure ‎ 5-1. PREPARED BY ELARD 250 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PUBLIC CONSULTATION 5-4. Table ‎ Questions and Comments Raised by the Participants and Responses Entity Comments Reply  The aim of the project is to encourage people to leave their cars and use public transport but the project only covers the northern  The stations are equipped with electric elevators. entrance to Beirut which will prevent it from achieving its goals.  The buses on the other hand will have the possibility  What is the number of parking spaces provided at the eight to be lowered to the street level for easy access or stations from Tabarja to Beirut? If we are heading to Beirut will we will be equipped with elevators. know how many parking are available or will we have to find  Buses will have seats designated for disabled people parking spaces ourselves? and no one else is allowed to use them.  Is there a link between the BRT and the eastern and northern  Sufficient parking spaces are provided in the eight regions of Beirut city? If not, then people will not be willing to give suggested park and ride stations. up on using their private cars.  A surveillance room is available to monitor the bus Mr. Fadi Sayegh,  Disabled people were taken into consideration in the socio- path, and the buses will be equipped with cameras Lebanese Physical economy section, however, in the project description the inside to monitor passengers on the buses in case of Handicapped Union- characteristics of the buses were discussed (Wi-Fi, Air conditioning) any security breach. Association of Passenger but special considerations for disabled and special needs people  Feeder buses will be provided to link the BRT with Rights were not stated. What about safety cameras? If they were not Beirut area. Since the project is an integrated system, provided, women will not use those buses since they are the operating company will have common standards potentially subject to harassment. for the BRT and the feeder buses and therefore, they  The cameras and the Wi-Fi system can be connected to the will both be designed to take into consideration operation room to provide safety. disabled people‟s needs.  What are the mitigation measures considered at the intersections  The buses will have priority to cross intersections. Upon within Beirut, and how will the private lane be protected from the arrival of the bus (moving in its dedicated lane) at trespassing cars? the intersection, the traffic light will directly give the  How will people on wheelchairs be able to cross from one road to way for the bus and this shall encourage people to another? Will the buses be equipped with elevators for wheel use it. chairs?  It is very difficult to implement such a project in Beirut.  The concerns raised will be taken into consideration.  Beirut is 20 km2 visited by 1.5 million persons and around 1-1.2 All the factors are still under study and discussions with million cars per day. The roads in Beirut are saturated with cars. Beirut Municipality, CDR, World Bank and project Elie Andrea, Vice design stakeholders. President of Beirut  It is impossible to widen the roads since buildings are on both sides.  The project design will try to reduce to the extent Municipality possible the impact on the seaside. The lane will  The available parking spaces in Beirut are not sufficient enough to require four meters. Those can be divided between accommodate for the number of cars and the situation will each side road and the median strip. Different become worse if the project is implemented. solutions can be implemented but all are still being PREPARED BY ELARD 251 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PUBLIC CONSULTATION Entity Comments Reply  Cost of land in Beirut is extremely expensive; the cost of buying a debated. land to be used as a parking lot will cost the municipality at least  Beirut Municipality has several studies regarding 15 to 20 million USD. parking locations and solutions. The project can  Utilizing the coastal side and dedicating a lane for the buses will benefit from such studies to solve the parking lots cause visual intrusion and disturb people who visit this area. issue.  Inside Beirut there are many entrances and exits of parking lots  In the early stages people will face the problem of that need to be taken into consideration. lacking parking spaces, however with time (a year or  It is very difficult to implement the inner and outer rings in Beirut, two) when people shift from using their personal cars but Beirut Municipality is discussing the issue with CDR and the to use the BRT, this issue will be solved. World Bank to find a solution.  Implementing a public transport system is the main  The traffic study showed a slight improvement in road congestions solution for the traffic problems in Beirut. if the project is implemented. This is a weak point for the project which was supposedly expected to result in great traffic improvement.  Beirut municipality in agreement with the Directorate General of Transport will start implementing a new project (bus stop signs and a public bus system).  A feasibility study was launched by CDR for constructing an elevated bridge for the northern  Is there a possibility of implementing an elevated path for the highway from Nahr Kalb to Tabarja. The results will project? Engineer Lotf Allah Azar specify whether it is an appropriate alternative or not.  Will this project prohibit the current vans from operating? If not,  Mechanisms to integrate the current public transport then the traffic issue will be the same. system with the new BRT and feeder bus system are being discussed among the relevant parties.  The project will require five years to be operational. Rachid Otaki, Federation  What is the Timetable for the project?  The BRT project and A1 will have to be implemented of Keserwan Ftouh in parallel. The feasibility of the BRT project relies on Municipalities  To what extent the project is related to the A1 project? the implementation of the A1 expansion project or the elevated highway alternative, if considered.  Are the parking spaces discussed in the presentation enough to  According to the traffic modelling, the project will cover all the passengers? require between 9,000 and 10,000 parking spaces. Mikel Barbara, MindSETS  What will the parking fee be?  The parking will not cost any additional fees. They are part of the bus ticket.  Governmental projects are known to last for a year only before being destroyed or damaged. How will this be avoided?  The operation of the project will be undertaken between the public sector (Railway and Public PREPARED BY ELARD 252 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PUBLIC CONSULTATION Entity Comments Reply Transportation Authority) and the private sector which will be responsible for regular monitoring and maintenance.  Studies worldwide have shown that most of the people who use the parking spaces in front of the shops or business centers are the employees themselves and not the customers. The project might  Were impacts on business owners along the path of the inner and actually encourage customers to use the BRT system Amjad Dehman, SETS outer rings assessed in the socio-economic study especially that to reach shops that currently do not have parking the project will replace the parking lane? spaces for visitors.  The ESIA study acknowledges this impact however it is difficult to assess the magnitude and nature of the impact; the impact on the business owners could actually be positive  Too many studies have been conducted but nothing is being implemented. All governmental institutions and employees have several projects that can be implemented. A lot of governors and Marline Haddad, Metn Qaimaqams play a role in submitting studies to the international - Qaimaqam organizations for implementation.  Meetings and discussions are not required anymore, projects should commence.  Several focus groups were conducted. How did those meetings  The discussions of the focus groups and the affect the study and its design? suggestions and concerns raised during the meetings Chadi Faraj, Bus map  The current public transportation system is informal, thus shifting to were analyzed and recommendations/mitigation project an organized and formal transportation system is difficult. How will measures are included in the ESIA study and shall be such transition be managed? integrated as part of the project design  It is essential to start implementing the BRT project in parallel with Charbel Challita, UNDP A1 project to minimize impacts on local residents during  This is indeed the government‟s plan. and RPTA construction. PREPARED BY ELARD 253 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PUBLIC CONSULTATION 5-5. Table ‎ Comments and Concerns Expressed via the Feedback Forms Entity Comments  What will happen with the current private sector (Vans, buses, cars)? Will this project prohibit their operation or will they keep stopping randomly Lotf Allah Azar, Engineer causing traffic?  An elevated path or similar solutions should be studied.  Project duration.  Connect to the South especially that the traffic Salwa Al Sabbagh, Urban Designer heading towards the south increases daily.  Connect to the airport.  Coordinate with the federation who is currently Rachid Otaki, Federation of Keserwan Ftouh working on a common transportation plan for all the Municipalities Caza‟s municipalities. PREPARED BY ELARD 254 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT PUBLIC CONSULTATION 5-3. Figure ‎ Photographic Records of the ESIA Public Consultation Meeting PREPARED BY ELARD 255 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ANALYSIS OF PROJECT ALTERNATIVES 6. ANALYSIS OF PROJECT ALTERNATIVES The discussion and analysis of alternatives should consider practicable alternatives to the proposed ones that would promote the mitigation of negative environmental and social impacts identified. This section is a requirement of the assessment process, and is critical in consideration of the ideal development with minimal environmental and social disturbance. 6.1 NO PROJECT ALTERNATIVE Without the BRT project, the population of almost 2.2 million residing in Greater Beirut and the larger urban population that commute to Beirut from the northern areas will not benefit from a sustainable, efficient, advanced and safer transport system. The urban population which is in continuous growth (87% of total population in 2050) will continue to suffer from traffic congestion, traffic accident risks, and unreliable public transport systems. If a reliable and improved public transport such as the BRT is not introduced, the dominant transport mode will continue to be the private passenger car. The use of private passenger cars would continue to be the preferred option while contributing to overloading the capacity of existing roads, increasing pollution levels and GHG emissions, and increasing the overall cost of mobility. The BRT services will be designed to be efficient and its buses to operate on dedicated lanes with signage and improved infrastructure. Without the dedicated BRT corridor, the buses would be stuck in mixed traffic, without dedicated stations for passengers and regulated timetables. Ultimately, it is expected that there would be no improvement in the level of service that a public transport system would provide, with adverse impacts on quality of life and the environment. The status quo with sub-standard levels of service in the public transport system would be expected to continue. A situational analysis showing how having the BRT System in place versus the No Project Alternative is summarized in Table ‎ 6-1. 6-1. Table ‎ BRT System versus No Project Alternative Category BRT Alternative No Project Alternative  Enhanced passenger safety at P&R facilities, bus stations and terminals  Higher frequency of traffic accidents, (security personnel, security injuries and fatalities (pedestrian and cameras) car crashes)  Reduced injuries and fatalities from  Exposure to air pollutants during traffic Safety accidents congestion  Facilitated bus departure and  Under-developed infrastructure with landing at sheltered stations improper signage  Operation of buses at regulated  Safety is not prioritized with the speed on a dedicated lane with existing public transport bus systems proper signage  Intelligent Transportation System (ITS)  Public transport modes operate in that facilitates trip planning, up-to- mixed traffic, with no timetables or date passenger information and Comfort scheduled trips emergency preparedness  No passenger stations, curbside  Sheltered stations with seating that pickup of passengers serve persons with impaired mobility PREPARED BY ELARD 256 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ANALYSIS OF PROJECT ALTERNATIVES Category BRT Alternative No Project Alternative  Slower travel-time since public  Faster travel-time on a dedicated transport buses operate in mixed lane with proper traffic Travel Time traffic and have no dedicated management and scheduled passenger landing stations (frequent timetables stops)  Cheaper alternative compared to private vehicle transportation  Cheaper alternative compared to private vehicles, but with limited Cost of  Increase in fares compared to coverage. Fares do not ensure Transport existing public transport buses, which satisfactory service, safety, and travel- can be explained through improved time service and accessibility  Reducing air pollution from switching from old vehicles to BRT buses or less  Inefficient operation of buses and old usage of private vehicles due to vehicles continuation of trip by BRT bus from  Dominating mode of transport Air Pollution P&R facilities remains private vehicles, increasing  Efficient performance of new buses, the pollution levels, especially during which reduces fuel consumption congestion and ultimately reducing air pollution  Substitution of multiple low occupancy vehicles with a BRT bus leads to less overall fuel consumption  Inefficient operation of buses and old GHG Emissions and reduction in GHG emissions vehicles increases fuel consumption and GHG emissions  Reduction in GHG/passenger due to the switch to BRT buses  Continuous maintenance and preservation of the BRT bus fleet and  Deteriorating public transport service, infrastructure ensures the operational with no proper maintenance apart Operational sustainability of the system from few initiatives to maintain profit Sustainability without consideration of the service  Operation planned based on quality and demand growth population and demand growth  Service is provided by few operators  Creation of job opportunities with little potential for additional jobs  Increased potential for due to limited infrastructure and road Socio- space to support more buses economic developments of other public Benefits transport services (e.g. taxis) around  Absence of a managed infrastructure stations and terminals to further serve does not create opportunity for commuters developments around major commuter destinations  Over-supply of services in certain  Distributed coverage and areas and high competition among accessibility to areas based on few operators, while other areas are Accessibility demand under-supplied  Facilitated accessibility for individuals  Accessibility to individuals with with mobility impairment mobility impairment is not a priority  Reduced exposure to pollutants due to shorter time travel and more  Increased exposure to pollutants Health Benefits efficient transport system which is exacerbated during traffic  Increase in physical activity of the congestion and long-travel time BRT system users PREPARED BY ELARD 257 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ANALYSIS OF PROJECT ALTERNATIVES 6.2 ELEVATED BRT CORRIDORS BRT corridors running in the median highway can be constructed on separate elevated roads or underground viaducts as an alternative to ground-level structures. Due to the complexity of the underground system and the archaeological potential in Lebanon, only the elevated system is considered as a potential alternative and compared to the current project. There are multiple elevated BRT projects operational around the world such as 6-1) and Nagoya (Japan) (refer to Figure ‎ Xiamen (China) (refer to Figure ‎ 6-2) among others. Elevated systems can have relatively high construction costs, due to the additional requirement of raw material and complexity of the engineering, especially in already developed urban settings. Elevated roads are preferred where there are a lot of intersecting roads with the main corridor and the construction area is not already developed. No additional lane is gained by having elevated structures since the columns holding the road will be occupying the space, especially in the case of construction at the median section of 6-2 reviews different characteristics of the elevated systems compared to the road. Table ‎ road-level systems. Nonetheless, the elevated road option is advocated by the local authorities and municipalities in the Kesserouan area. A feasibility study to evaluate the elevated road option is currently being pursued by the CDR. 6-2. Table ‎ Elevated BRT versus Road-level BRT Systems Category Elevated BRT System Road-level BRT System Relatively low cost, since the current High cost, due to higher existing infrastructure can be construction requirements in Cost integrated wherever possible, and less terms of material, space and construction material, space and labour labour is needed High elevation of the road will Good aesthetics since the system is obstruct the view of residents on integrated at a location where the both sides of the road, taking paved highway exists. The only Aesthetic view and into consideration that the elevated structures will be the landscape project area already has dense pedestrian bridges connecting to the commercial and residential stations that do not cause major visual developments on both sides of impact, particularly when the design is the road integrated with the urban setting Increasing noise levels during transportation and pilling of Increasing noise levels during construction material, and Noise and Vibration transportation of construction material higher vibration impact resulting during construction and less vibration impact resulting from from the use of larger construction activities at ground level excavation machinery and boring equipment High impacts of dust and air Medium impacts of dust and air pollution from demolition, Air pollution during pollution from demolition, excavation, excavation, transportation of construction transportation of material and earth material and construction of works elevated structures Waste generation Larger quantities of construction Less construction waste resulting from during construction waste, since larger quantities of shorter periods of construction raw material are used and PREPARED BY ELARD 258 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ANALYSIS OF PROJECT ALTERNATIVES Category Elevated BRT System Road-level BRT System longer construction time activities High risk for accidental damage Lower risk for accidental damage and and unearthing of unearthing of archaeological sites, Risk to archeological/ archaeological heritage, since since minimal excavation and earth cultural sites deeper excavation is required to work is required to build the erect the columns infrastructure Higher risk since major Minimal risk since no deep excavation Impact on utilities excavation works and pilling is for pilling will be required needed More flexible to integrate and expand Less flexible to integrate and Flexibility and with the expansion of the network or expand with the expansion of integration with other conduct major maintenance works, the traffic network or conduct transportation systems since the infrastructure is more major maintenance works accessible Fewer stations and longer Possibility for more frequent stations Operation and distance of trips due to the but with relatively lower capacity with capacity difficulty of building elevated shorter duration of trips stations and allocating space Increased speeds of buses can increase the scale of accidents Relatively safer to operate and Operational safety or injuries (in case of manage accidents (in case of occurrence); added difficulty occurrence); easier evacuation plans during evacuation Higher risk of accidents for Lower risk of accidents for workers and workers and the surrounding due Construction safety the surrounding due to construction to construction works at high works at road level elevations 6.3 BUS TECHNOLOGY ALTERNATIVES Most common buses operate on diesel fuel. Advanced models are equipped with Diesel Particulate Filters (DPF) and Selective Catalytic Reduction (SCR) Technology. There are other more advanced technologies that operate on biodiesel, compressed natural gas (CNG), diesel-electric (Hybrid), electricity using overhead electric wires (Trolley) or rechargeable batteries, and Hydrogen (Fuel Cell) to name a few. An overview of the characteristics of different bus technologies and the advantages/disadvantages of each is presented in 6-3. Table ‎ Trolley buses are not considered in the comparison, since the capital cost of the buses are high and require a high-cost infrastructure of overhead wires and connecting poles in addition to constant electricity supply, which is a challenge in current circumstances in Lebanon. Other fuels also require some sort of requirements but mainly the supply of fuel. Hybrid, Biodiesel and Diesel (with DPF) require similar facilities to provide the fuel. Natural Gas and Fuel Cell buses need specific storage and supply systems that often increase the capital cost of these systems. Since natural gas infrastructure is not realized in Lebanon, buses running on natural gas may not be realistic for the short to medium term. Urban development plans, energy sector projections, demand increase on the BRT System, environmental performance as well as infrastructure readiness to integrate some of the PREPARED BY ELARD 259 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ANALYSIS OF PROJECT ALTERNATIVES technologies are factors that should be considered with the given characteristics of each alternative fuel buses. The choice of diesel buses for the BRT System of this Project stems from the examination of available infrastructure and availability of fuel types in the local market. It is recommended to settle for a known and tested bus technology, provided that new buses are procured that run on energy-efficient engines (Euro V or Euro VI), are equipped with DPF and SCR technology to reduce PM and NOx emissions, and use ultra low sulfur diesel in conformity with the national specified standards. 6-1. Figure ‎ Elevated BRT Corridor and Stations in Xiamen, China 6-2. Figure ‎ Elevated BRT Corridor in Nagoya, Japan PREPARED BY ELARD 260 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ANALYSIS OF PROJECT ALTERNATIVES 6-3. Table ‎ Comparison between Different Bus Technologies Category Diesel (with DPF) Biodiesel Hybrid (Diesel-Electric) Natural Gas Battery Electric Fuel Cell Combustion engine is the power source of Uses hydrogen fuel cell operation, which uses Combustion engine is Combined the as power source for biodiesel fuel instead of the power source, Diesel combustion conventional Rechargeable electrically driven pure diesel (e.g. B100 which uses natural gas engine is the power combustion engine battery is the source wheels, sometimes (100% or pure either in liquefied form source of operation system with an electric of power improved with a hybrid biodiesel), B20 (20% (LNG) or compressed propulsion system setting with batteries or biodiesel and 80% (CNG) a supercapacitor petroleum diesel), B5 or B2) Description Capital cost USD 250,000 USD 250,000 USD 250,000-340,000 USD 280,000 USD 360,000-560,000 USD 900,000 Maintenance 0.20-0.31 USD/km 0.32 USD/km 0.31 USD/km 0.44-0.50 USD/km No information 0.33-0.50 USD/km cost Requires a specific Hydrogen requires a Same filling stations filling infrastructure Specific specific filling Fuel storage and such as diesel for 5 years) Reversibility: Reversible Nature: Negative Magnitude: Low – unlikely to be noticeable Extent: Local (absence or presence of sensitive receptors located in the 1. Negligible immediate vicinity of the source) Timing: Short-term Reversibility: Reversible Changes that result in a net positive impact to an ecosystem, environment or B. Beneficial population. The likelihood of the occurrence of the impact is then rated according to the categories outlined in Table ‎ 7-5. 7-5. Table ‎ Likelihood Categories and Rankings Impacts Score Category Definition H=3 High The impact will occur under normal operating conditions M=2 Moderate The impact may occur at some time under normal operating conditions The impact is unlikely to occur under normal operating conditions but may L=1 Low occur in exceptional circumstances Impact significance level is assigned according to the Likelihood of Occurrence cross- tabulated with the Consequence Rating Criteria as shown in Table ‎ 7-6. PREPARED BY ELARD 267 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT 7-6. Table ‎ Impact Significance Levels Consequence Rating Negligible Minor Moderate Major Critical Beneficial 1 2 3 4 5 B Low 1 2 3 4 5 + Likelihood Rating L=1 Moderate 2 4 6 8 10 ++ M=2 High 3 6 9 12 15 +++ H=3 Legend Significance Consequence Rating + to +++ Beneficial 1- Negligible Likelihood 2- Minor L- Low (1) 1 to 3 Low 3- Moderate M- Medium (2) 4- Major H- High (3) 4 to 9 Medium 5- Critical B- Beneficial 10 to 15 High The scoring of impact severity is conducted by different methods: (1) round table scoring exercise by a team of experts, (2) results from analyses and calculations, and (3) scientific predictions based on experience in the field and from similar projects. 7.1.4 Management of Impacts Residual impacts will be ranked for significance after mitigation measures are applied. The following apply for the different levels of impact significance: Low significance These impacts are considered to be acceptable. Implementation of mitigation and monitoring measures are required to ensure these impacts remain at low significance. Management of these impacts is the responsibility of the Project Proponent. Medium Significance It must be demonstrated that the significance of these impacts cannot be reduced further. These impacts must be managed in conjunction with affected stakeholders or population in a manner defined during the ESIA process. High Significance These impacts are not tolerable. They are likely not to be acceptable to affected populations even with compensation. Measures to reduce the significance of the impacts to Medium or Low need to be identified. This may involve project re-design, consideration of alternatives meeting the same objectives or any other means to reduce the significance of the impact. Final decision on impact acceptability must be made in conjunction PREPARED BY ELARD 268 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT with affected stakeholders in a manner defined during the ESIA process. Beneficial These are positive impacts that should be maintained by the Project P, who should demonstrate through the implementation of the monitoring plan that these impacts remain positive and to the extent possible, enhance the benefits through complementary measures. 7.2 POTENTIAL SOURCES OF IMPACTS Based on a literature review of the impacts of similar projects, international standards and guidelines, in addition to a detailed review of the proposed Project components as described in Section ‎ 2, impacts can be induced during the design phase, the construction 7-7, Table ‎ phase, and later during its operation as shown in Table ‎ 7-8 and Table ‎ 7-9. The extent of impacts depends primarily on the various management practices that would be adopted during the design, construction and operation of the BRT System. The identified impacts should be further studied as the Project‟s design evolves. The potential impacts are studied along each geographic alignment separately, taking into account the baseline environmental and socio-economic conditions which are region- specific. The Project components are the three alignments which are the Northern Highway, Beirut Outer Ring and Beirut Inner Ring; the stations along the alignments, the P&R facilities and the bus depots and terminals. The impacts are addressed in relation to currently-defined design elements, construction and operation activities associated with the Project components, and their geographic locations. Given that the Project is still in the feasibility stage, it is anticipated that the Project design will evolve to take into account the recommendations from this ESIA, as well as operational design elements which will be clearer going forward. 7-7. Table ‎ Sources of Impacts and Potential Impacts during the Design/Pre-Construction Phase Sources of Impacts during Potential Environmental and Socio-economic Impacts Design/Pre-construction  Public outcry and frustration from insufficient or disintegrated services that do not meet the long-standing demand for an efficient and reliable public transport system  The current design of stations‟ separating distances of 850 Poor integration of the BRT System m on the northern highway, 700 m in the Outer Ring and with current public transit services, 500 m in the Inner Ring encourages users within 400 m other public transport systems to radius to exercise as they walk to the stations be introduced in the future, or the  Poor integration of the infrastructure with the local transit surrounding environment needs and cityscape might lead to poor uptake of the new BRT services, especially if the design of stations, bridges and surrounding infrastructure are not user-friendly for all people, appealing or safe for vulnerable groups such as women, youth, special needs persons and the elderly  Potential visual impact resulting from constructed facilities PREPARED BY ELARD 269 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT Sources of Impacts during Potential Environmental and Socio-economic Impacts Design/Pre-construction of the BRT System that do not improve the fabric and aesthetics of the urban space  Non-inclusion or weak integration of the current public transport service providers in the BRT System might create social unrest among operators due to foreseen competition for passengers and road space  If the level of service of BRT feeder buses are sub-standard to the BRT trunk line itself, or if pedestrian infrastructure connecting P&R facilities and stations to neighborhoods and satellite/commuter towns are not upgraded and/or designed to meet the different social needs of users, commuters, especially women, people with special needs or limited mobility, students, the elderly, etc. might be discouraged to undertake journeys in the BRT System  Poor or lack of allocation of sufficient space for commuters who alight from or wish to board other vehicles at stations might lead to tailbacks on the right lanes and reduce the level of service on the road  On the medium to long-term, it is anticipated that the BRT System would attract more customers who will make the switch from private vehicles to using the bus, thus The reserved width of the BRT- contributing to reduced congestion and better level of dedicated lane on both sides of service along the highway median of the northern highway  Decreasing the width of the road which currently witnesses between Charles Helou & Tabarja heavy congestion at most times, and not exclusively during is 8.3 to 11.8 m peak hours, will lead to public opposition in the short to medium-terms as reduced congestion might only be gradual as private vehicle users switch to using the BRT System  Widening bridges or constructing new ones are associated with localized impacts on the local environment (debris, construction-related impacts) and the canyons underneath that can however be mitigated, with special attention to the neighboring Roman Bridge  Poor coordination of construction work schedules for A1 Highway widening and BRT-associated construction works along the intersecting sections between Nahr el Kalb & Tabarja would lead to multiple bottlenecks, cause social Introduction of the BRT System in nuisance and lead to increased noise and air emissions the section of the northern from vehicles idling in standstill traffic highway between Nahr el Kalb  Impacts from widening the A1 Highway are manifold and and Tabarja requires: are examined separately in an EIA and Land Acquisition - Widening of the A1 Highway and Resettlement Plan, prepared by the CDR between Dbayeh and (www.eib.org/attachments/pipeline/20090635_eia_en.pdf). Tabarja to a 3 by 3 lane road The impacts from the land acquisition due to widening are - Widening of Ghazir and addressed in the Expropriation decrees for the A1 highway Casino du Liban bridges by widening. 4.6 m  The land acquisition and resettlement impacts associated with the BRT pedestrian bridges are analysed in the Resettlement Action Plan document, separate to the ESIA Report. Impacts include partial land expropriation of a total of 235 m2 for the road widening without any land fragmentation, approx. 14,000 m2 for the depot in Safra, and 8,000 m2 for the terminal in Tabarja. All affected lands are non-productive. Some fixed assets such as steel containers and planted trees will be removed and compensated accordingly. Five households illegally PREPARED BY ELARD 270 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT Sources of Impacts during Potential Environmental and Socio-economic Impacts Design/Pre-construction occupying state-owned land in one of the P&R facilities in Kfaryassine will be displaced, however compensated in accordance with the provisions of Expropriation Law No. 58/1991.  Improvements to road infrastructure is anticipated to enhance road safety. However, since regular buses and taxis will continue to operate on the road lanes next to the BRT lane, continuing to allow passenger-driven road habits of hailing taxis and buses to stop at undesignated locations, as well as pedestrians crossing at unmarked locations through inadequate road design to accommodate different uses and demands, might not bring about the foreseen benefit enhanced road safety. Introduction of the BRT System in Hence road infrastructure upgrades should solve the the Beirut Outer Ring necessitates cumulative impact from chaotic road usage by addressing that: the road design of all stretches that the BRT buses and their - 1,200 on-street side parking feeders intend to service spaces are axed  On the medium to long-term, and if public parking lots with - Due to road layouts, some limited spaces are made available, it is expected that sections cannot be fewer private vehicle journeys are made into the Greater dedicated – such as in Beirut Area that is served by the BRT and its feeders, tunnels from Ain el Tineh to leading to higher parking fares, fewer fuel consumption Adlieh, Sin el Fil & Dekwaneh, and pollutant and GHG emissions per commuter Dbaibo between Ain el  Mixed traffic lanes might lead to bottlenecks and Mreisseh & Raouche discourage the use of the BRT System for some users, due to - 2 m of the coastal sidewalk increase in journey time, and rise in collision risks in mixed (Corniche) be removed traffic sections - Street furniture, signals, stop  On the short-term, the removal of on-street side parking is signs and traffic lights, and anticipated to create social dismay and unacceptance road marking be upgraded from private vehicle owners, local shops‟ and business to accommodate the BRT owners, and violations of stricter street parking rules are System with its stations expected to increase. Enforcement of strict no-parking and no-stopping rules with fines should induce on the medium- term a disincentive to drive private cars into the city for routine journeys, and guarantee free flow on the roads adjacent to the BRT lane  Given the high recreational and amenity value of the seafront promenade, narrowing the sidewalk might induce public opposition to reducing the free, open air public space that is revered by the city dwellers, and which is a touristic attraction in its own right Introduction of the BRT System in  The Inner Ring route traverses areas in the heart of the city the Beirut Inner Ring necessitates: of Beirut with a marked presence of schools, universities, - Removal of approx. 1,500 on- hospitals, government agencies, social welfare street parking spaces on the organizations esp. for persons with special needs, cultural right hand side, to be centers and museums/galleries, entertainment hubs, replaced with a dedicated shopping areas, restaurants, public parks, etc., hence an BRT bus lane improved bus service with marked stops, good level of - Only one lane in some service roads, with safety features, no on-street parking stretches remains available and upgraded pedestrian infrastructure to residential for through traffic, and in neighborhoods, commercial areas, educational institutions, some stretches the bus etc. should be expected to attract students and inter-city would move in mixed traffic commuters on short journeys, and contribute to less traffic congestion during peak hours - Dedicated lanes not to be physically separated from  Introducing a bus service within the city might result in less the rest of the road to trips demanded from shared taxis, within the zones that the enable traffic movement bus and its feeder buses would service PREPARED BY ELARD 271 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT Sources of Impacts during Potential Environmental and Socio-economic Impacts Design/Pre-construction from side streets into and out  Given the nature of the highly-dense and interwoven inner of residential city streets, the maneuverability impacts from having a neighbourhoods, which dedicated bus lane in the Inner Ring are too restrictive for would however cross-over local traffic, and direct access to residences and small the dedicated bus lane at businesses on the right-hand side of the road numerous points  While medium to long-term impacts from removing on- street parking spaces are positive for calmer circulation of vehicles on the inner city roads, most parking spaces are used by residents who do not have parking spaces allocated in their residential buildings or neighborhoods, hence, unless alternative public/resident parking garages are made available by the Municipality of Beirut by the time that the BRT bus runs, city dwellers on the Inner Ring route would not have sufficient spaces to park their vehicles  Mixed traffic lanes might lead to bottlenecks and discourage the use of the BRT System for some users, due to increase in journey time, and rise in collision risks in mixed traffic sections  Bus size, engine, fuel used, and running frequency influence the assessment of air and noise emissions; which based on the selected technology they will be reduced. The expected reduction in private vehicles trips or trips made in passenger cars is also anticipated to influence the net emissions budget. Bus fleet and Operability  The size of the bus, its amenities, frequency of running, operating staff, ticketing system, fares, safety provisions for boarding, disembarking and using the buses by all persons will affect acceptability and take-up. Larger buses within the city of Beirut are expected to be refused by the city dwellers. Low-emission, clean and safe buses that operate on fixed schedules and routes are a key feature that are expected to impact social acceptability and participation. 7-8. Table ‎ Sources of Impacts and Potential Impacts during the Construction Phase Sources of Impacts during Construction Potential Impacts during Construction Site clearance, grading, excavation and  Temporary visual impacts with the presence of paving activities, which involve mobility equipment, machinery and workers of personnel and mobilization/  Increase in air pollution, including Airborne particulates operation/ demobilization of Powered (dust) from soil disturbance Mechanical Equipment (PME)  Increase in vibration and sound levels  Soil disturbance and potential impacts on land conditions and groundwater resources (e.g., changes in water drainage, erosion, runoff, sedimentation, grading)  Induced potential secondary development during construction in the surrounding areas  Accidental unearthing/disturbance of archaeological artefacts  No major impacts from construction works are anticipated on species of fauna and flora and their habitats given the primarily urban nature of the project area  Exposure of workers, pedestrians and passengers to PREPARED BY ELARD 272 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT Sources of Impacts during Construction Potential Impacts during Construction potential asphalt odor and hazardous fumes during paving activities Improper handling and storage of  If construction works are not properly conducted and construction materials/raw-material as managed with safety measures considered, people well as accidents: passing near the construction site could be at risk  Impacts resulting from any dewatering activities  Impact on workers‟ and pedestrians‟ safety resulting from improper handling and storage of construction material and construction activities  Traffic accidents  Impact on the public‟s nuisance, health and safety in  Pipeline and/ or storage tanks the heavily congested and dense corridors of Beirut fracturing, leakage, as well as and the coastal areas in the districts of Metn and explosion and fire hazards Kesseruoan  Potential sabotage (risk assessment and emergency response)  Presence of: equipment, materials, soil heaps, and borrow pits, on main existing roads and the highway near commercial and industrial establishments and residential units  Potential loss of trees and  Poor landscape and visual amenity, and less greenery vegetation in the median strip and in the local urban environment highway shoulder Potential use of gensets (combustion of  Change in ambient air quality fossil fuel for the operation of the gensets) Workers‟ exposure to noise, dust and  Increased risks of accidents and health problems occupational hazards Closing sections of the highway and  Increased peak and off-peak traffic volumes at creating detours to allow construction bottlenecks that will negatively impact people‟s daily works and the movement of vehicles to activities (delays to reach destinations, discomfort, transport people and materials increase in noise levels, etc.)  Potential negative impact on businesses (i.e. shops, markets, restaurants, cafes) on the highway resulting from temporary loss of customers or delays Improper storage of chemicals and  No major impacts from construction works are generated waste on-site anticipated on species of fauna and flora and their habitats given the primarily urban nature of the project Accidental spillage of chemicals like area fuel, lubricants, oils and other chemicals used for construction works and/or  Chemical and biological contamination of soil and operating the equipment and/or water resources generating power  Impact on workers‟ and pedestrians‟ safety resulting from improper handling and storage of chemicals and Inadequate management (handling solid waste generated related to construction activities and disposal) of solid domestic and construction waste (including empty cement bags, piles of sand and dirt due to excavation, etc.), and generated domestic wastewater Asphalt application during the paving  Exposure of workers, pedestrians and passengers to phase of the exclusive BRT lane potential asphalt odor and hazardous fumes during construction construction activities Impacts resulting from poor  Since significant part of the project involves implementation of a Traffic construction on existing traffic routes, the successful or PREPARED BY ELARD 273 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT Sources of Impacts during Construction Potential Impacts during Construction Management Plan during the poor implementation traffic management plan will construction of the BRT system have tangible impacts on the existing traffic and the public using this traffic route 7-9. Table ‎ Sources of Impacts and Potential Impacts during the Operation Phase Sources of Impacts during Operation Potential Impacts during Operation Operation and maintenance of the BRT  Enhancement of mobility for domestic and System international tourists and highlighting of touristic and cultural heritage features along the bus route, which leads to the promotion of landmarks, museums and heritage assets  Enhancement in mobility, road infrastructure and furniture: signage, road markings, signals, crossings  Local small business development around bus stations to serve commuters  Local public transport development around bus stations to further serve commuters (e.g. taxis)  Socio-economic growth in the areas that have access to the BRT system through direct/indirect employment opportunities, increase in land value and attraction of development investments  Short-term to medium-term potential decrease in traffic flow and speeds, and therefore increased congestion due to fewer lanes available for vehicular traffic, in the transition period until commuters switch to using the BRT System and become regular users  Traffic creation at P&R facilities and at bus stations if passages and side road infrastructure within localities are not upgraded  Short-term to medium-term potential increase in fuel demand due to the additional buses added to the fleet in the transition period until commuters switch to using the BRT System and stop using their cars  Resource consumption for the operation of the buses and maintenance activities  Potential soil contamination from accidental spills during maintenance and fueling activities (e.g. fuel, lubricant or oil used for the maintenance)  Increase in noise levels especially during nighttime bus traffic  Hazardous and non-hazardous waste generation from maintenance activities  Solid Waste generation by passengers and operating personnel at stations and P&R facilities Switching to BRT System from other  Potential reduction in GHG emissions modes of transportation (reduction of  Potential reduction in emissions of air pollutants (CO, number of vehicles) NOx, PM10, SO2) and GHGs  Organization of the public transport sector would lead to reduction in traffic incidents thus road fatalities and injuries are reduced  Time and monetary savings for users switching from use of private vehicles to the BRT running on a PREPARED BY ELARD 274 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT Sources of Impacts during Operation Potential Impacts during Operation dedicated lane, with set time schedule and intelligent transportation system  Higher rates of physical activity for BRT users due to longer walking distances which results in health benefits for BRT users  Reduction in number of passengers using the current buses, thus reduction in passenger turnover and reduced incomes to current bus drivers due to passengers switching to the new BRT System Provision of well-lit stations staffed with  Creation of a safer environment in the areas served security personnel, security cameras on by BRT System buses and in stations/P&R facilities, and  Better road and community safety due to both safer pedestrian-scale lighting around stations commuting and reduced exposure to road-traffic pollution 7.3 SOURCES OF CUMULATIVE IMPACTS Potential cumulative sources of impacts around the Project Site include the following:  The existing urban context where the BRT System will operate is characterized by heavy urbanization and traffic congestion. On-road traffic is already contributing to national air pollution emission levels, ambient air quality and GHG emissions, and elevated noise levels.  The gains from the BRT System or positive impacts cannot come about if the A1 Highway widening is not widened to at least three by three lane road  The visual pollution in the urban context and multiplicity of built structures along the roads where the BRT route will run is already at a serious level of unsightliness whether in Beirut or along the northern highway, especially in the Metn area.  Vehicle ownership is rising, and removing a lane from the current road to be dedicated to the BRT bus may or may not present an incentive for potential car owners to purchase cars.  Poor safety record on the roads and accident rates are already very high. Whenever applicable, the effect of these potential cumulative impacts on the different receptors will be taken into consideration as part of the subsequent assessment of project- related impacts. PREPARED BY ELARD 275 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT 7.4 IMPACTS ON TRAFFIC The BRT lines were implemented in the EMME model files with their stops as shown in Figure ‎ 7-1 below. 7-1. Figure ‎ BRT Alignment Along with the BRT service, feeder services with specific itineraries are provided to serve as transit to and from the BRT stations as shown Figure ‎ 7-2 below. 7-2. Figure ‎ BRT and Feeders Network PREPARED BY ELARD 276 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT 7-10. Table ‎ Consequence Assessment on Traffic Consequence Reversibility Magnitude Duration Nature Timing Rating Extent Impact T.D.1. Impacts resulting from road closures, bottlenecks due to road works to construct the N/D H L M C R Major BRT T.C.1. Increased traffic due to creation of N/D H L M C R Major detours during construction T.O.1. Traffic congestion during the operation of N H L M O R Major the project T.O.2. Traffic congestion at P&R facilities and at bus stations if no upgrading of roads and N H L L O R Major infrastructure takes place T.O.3. Advanced traffic monitoring systems and P - - - O - Beneficial ease of traffic flow 7.4.1 Traffic Assessment The project will generate direct impact on Beirut, Metn and Kesserouan districts and their road network. However, the level of this impact will be variable according to several parameters and it can affect Northern Lebanon as well as Mount Lebanon. The study area is selected as the zone where the influence of the project will be direct and significant. Figure 7-3 and Figure ‎ ‎ 7-4 below show the selected study area for Beirut and two northern districts in Mount Lebanon. 7-3. Figure ‎ Study Area in Beirut PREPARED BY ELARD 277 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT 7-4. Figure ‎ Study Area in Mount Lebanon The Consultant used the traffic model and all its scenarios that were carried out within the mentioned feasibility study. This model was upgraded and calibrated within the feasibility study based on the Engineering Consultant‟s counts to provide a reliable estimation of expected passenger volumes, and to provide the ability to assess the BRT System within a comprehensive approach that would allow informed debates among stakeholders, decision makers and the community. Therefore, the given traffic model was extended from Damour to Tabarja including the main urban and local roads in Beirut and Mount Lebanon networks. Additional projects were also added to the future scenarios: years 2023, 2028 and 2038 with and without the BRT project. The upgraded Road Network Model provided by the Engineering Consultant is described, in the current situation, by approximately 3,040 nodes, including zones, and 6,400 links. However, several zones were split for future years in order to meet the requirements of the BRT design, which increased the number of nodes to 3,270, in addition to the park and ride zones in the scenarios included in the project. Parking is an important issue for the success of the BRT project; the removed parking spaces should therefore be compensated by others in the same area. 7.4.1.1 General Approach Traffic assessment is based on the existing traffic model of Greater Beirut, which ensures a reliable estimation of traffic volumes gives the ability to assess such infrastructural projects and provides a comprehensive vision allowing relevant discussions among stakeholders, decision makers and the community. The objective is to identify passengers transported by the BRT, and to appropriately evaluate the project. The main challenge for this Urban Area is to organize the transportation system in order to accommodate future demographic and urban growth in the whole northern suburbs and Beirut. In the next 30 years, both the vehicle fleet and the average number of daily motorized trips per person are expected to increase by almost 60%. Added to the expected demographic PREPARED BY ELARD 278 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT growth, this will double the total number of motorized trips. Such an evolution will lead to infrastructure problems densely located in the Greater Beirut and Mount Lebanon, where the situation could become critical if adequate management solutions or serious alternative public transport are not implemented. Similar problems will arise at entrances and crossings of large cities. Accordingly, the project will be assessed in order to define conditions of future implementation of public transport facilities such as BRT or dedicated bus lines. It is important to check if the design will allow the circulation of buses or a BRT in the future, taking into consideration the roadway‟s ability to accommodate such transport modes, and the space on sidewalks for their facilities, such as bus stops and other equipment. The general approach is illustrated in Figure ‎ 7-5. GENERAL APPROACH Data and traffic model collection Assess existing conditions network & identify any potential problems Assessment of the forecasted traffic conditions Recommendation and Mitigation Measures Analysis of the project (If any) impact 7-5. Figure ‎ General Approach of the Traffic Impact Assessment Traffic assessment is performed as part of the ESIA study. The traffic model is used to examine the Project. Improvements / amendments, recommendations and mitigation measures (if any) are provided after ensuring a reliable estimate of traffic volumes within the district, and level of service assessment for the Project‟s main corridor, with and without the project, at identified peak hours. The analysis includes: 1. Analysis and assessment of existing traffic flows and conditions. 2. Assessment of the network‟s current situation. PREPARED BY ELARD 279 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT 3. Analysis of the project impact (carrying out two scenarios: with and without the project). 4. Proposal for mitigation measures and recommendations, if necessary. 7.4.1.2 Theme-specific Approach The approach for determining the significance of traffic impacts is based on changes in traffic flows at peak hours and during the day. The presence of receptors (e.g. built-up areas, schools, hospitals, etc.) is a necessary prerequisite for impacts to occur. The proposed traffic 7-11 for construction phase and Table ‎ consequence ranking is provided in Table ‎ 7-12 for the operation phase. During the construction phase, the assessment of the detours is qualitative. During operation, the consequence ranking is based on calculation of level of service for both situations: with and without the project. Comparison between results from these situations (according to the table) will be used to propose the ranking levels. 7-11. Table ‎ Ranking of Consequence on Traffic Conditions during Construction Negligible Minor Moderate Major Critical Beneficial 1 2 3 4 5 B Traffic is The provided The provided The provided The provided Traffic are served at the performance performance performance performance served with a same are 10% less are between are between are more better performance than the 10 and 20% 20 and 40% than 40% less performance and no currently less than the less than the than the significant available currently currently currently changes are which has a available available available noticed minor effect which has a which has a which has a on the traffic moderate major effect critical effect circulation effect on the on the traffic on the traffic traffic circulation circulation circulation PREPARED BY ELARD 280 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT 7-12. Table ‎ Ranking of Consequence on Traffic Conditions during Operation Negligible Minor Moderate Major Critical Beneficial 1 2 3 4 5 B Status with Project Selected criteria: 1.2 to 2 to 4 4 to 6 6 to 12 <1.2 min >12 min time for 1 km 2 min min min min Origin Level of /Destination A B C D E F Service Time <1.2 min A 1.2 to 2 min B Without Project 2 to 4 min C 4 to 6 min D 6 to 12 min E >12 min F 7.4.2 Impacts during Construction Impacts from the construction phase are linked to road works, closures and detours. The already over saturated road network functions with a critical level of service, and drivers and citizens cannot handle more time spent in transportation. The construction of bus stations, P&R facilities and widening of roads will require traffic detours and roadblocks at certain locations. These adjustments have the potential for creating traffic congestion and bottlenecks in short to moderate periods in different construction phases of the project. Temporary traffic congestion will slow the fleet movement, increase travel time and cause passenger annoyance especially during peak hours in the morning and the afternoon and holidays. Potential negative impacts may be felt by businesses (i.e. shops, markets, restaurants, cafes) on the affected roads resulting from temporary loss of customers or delays. Without the adequate planning ahead of time and careful implementation of the mitigation measures during construction, the impact from project construction will have a Major consequence rating (4) and High likelihood of occurrence (H=3), thus resulting in a High Significance Level (4H=12). 7.4.3 Impacts during Operation During both the AM and PM peak hour, the New System will attract a high percentage of passengers for the three studied horizons. PREPARED BY ELARD 281 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT 7-13. Table ‎ BRT Results on each Line – AM Peak Hour Coastal BRT Coastal BRT Outer BRT Outer BRT Inner Inner Tabarja - Beirut - NhrMot - Beirut - NhrMot BRT 1 BRT 2 Beirut Tabarja Beirut Total Boarding 12,218 7,009 10,945 6,875 4,803 3,288 Max boarding 3,642 4,546 2,852 1,737 1,896 1,122 Year 2023 Avg Boarding 476 418 618 510 419 280 Max Vol on Sections 7,523 7,166 5,934 3,673 2,509 1,575 Avg Vol on Sections 5,829 5,036 2,530 1,418 1,059 980 Total Boarding 13,448 7,434 12,476 7,238 5,173 3,549 Max boarding 4,190 4,906 3,287 1,880 2,022 1,254 Year 2028 Avg Boarding 522 450 741 591 454 321 Max Vol on Sections 8,510 7,637 6,882 3,763 2,738 1,702 Avg Vol on Sections 6,561 5,476 2,834 1,475 1,142 1,049 Total Boarding 18,669 9,097 15,187 9,853 6,483 4,758 Max boarding 5,601 5,338 3,457 3,047 2,466 1,600 Year 2038 Avg Boarding 718 536 859 758 570 431 Max Vol on Sections 11,593 8,530 8,035 5,175 3,400 2,276 Avg Vol on Sections 8,997 6,296 3,391 2,081 1,414 1,417 7-14. Table ‎ BRT Results on each Line – PM Peak Hour Coastal BRT Coastal BRT Outer BRT Outer BRT Inner Inner Tabarja - Beirut - NhrMot - Beirut - BRT 1 BRT 2 Beirut Tabarja Beirut NhrMot Total Boarding 7,772 9,965 9,378 6,179 3,854 7,685 Max boarding 2,067 2,561 2,147 2,542 1,307 1,731 Year 2023 Avg Boarding 303 433 521 397 315 549 Max Vol on Sections 5,202 6,085 4,251 3,397 1,842 3,425 Avg Vol on Sections 3,374 4,741 1,929 1,375 1,025 1,873 Total Boarding 8,050 10,514 10,039 5,563 4,101 8,295 Max boarding 2,227 3,084 2,244 1,956 1,368 1,801 Year 2028 Avg Boarding 317 463 587 388 335 590 Max Vol on Sections 5,445 6,658 4,596 2,828 1,938 3,862 Avg Vol on Sections 3,555 5,253 2,075 1,405 1,089 2,042 Total Boarding 9,167 13,197 12,947 6,897 4,738 9,459 Max boarding 2,569 4,160 2,706 2,241 1,685 2,014 Year 2038 Avg Boarding 353 587 707 453 360 688 Max Vol on Sections 6,133 8,635 6,079 3,348 2,219 4,551 Avg Vol on Sections 3,984 6,628 2,740 1,687 1,256 2,376 PREPARED BY ELARD 282 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT These figures are calculated for each BRT line. It is important to note that these values are presented without the transfer volumes from one line to another; therefore, there was no double count between lines. 7-15 Number of Boarding Passengers on each Line Table ‎ Year 2023 Year 2028 Year 2038 AM PM Daily AM PM Daily AM PM Daily Coastal BRT 12,218 7,772 115,945 13,448 8,050 124,685 18,669 9,167 161,449 Tabarja - Beirut Coastal BRT 7,009 9,965 98,447 7,434 10,514 104,095 9,097 13,197 129,303 Beirut - Tabarja Coastal BRT Sum 214,393 Sum 228,780 Sum 290,752 Outer BRT 10,945 9,378 117,877 12,476 10,039 130,584 15,187 12,947 163,177 Naher El Mot - Beirut Outer BRT 6,875 6,179 75,711 7,238 5,563 74,244 9,853 6,897 97,148 Beirut - Naher El Mot Outer BRT Sum 193,588 Sum 204,828 Sum 260,325 Inner BRT 1 4,803 3,854 50,208 5,173 4,101 53,791 6,483 4,738 65,080 Inner BRT 2 3,288 7,685 63,642 3,549 8,295 68,698 4,758 9,459 82,454 Inner BRT Sum 113,850 Sum 122,489 Sum 147,534 Grand Total 521,831 556,097 698,611 The following tables present volumes on major sections of the coastal highway and Beirut in pcu, in both scenarios, with and without BRT, to highlight the effect of the BRT+Feeders project and the physical projects implemented into the model (by horizon). 7-16. Table ‎ Volumes in PCU on major Sections – AM Peak hour – Tabarja – Beirut Direction 2023 - 2023 - 2028 - 2028 - 2038 - 2038 - Major Sections With BRT Without BRT With BRT Without BRT With BRT Without BRT Nahr El Kaleb / Royal 5,798 6,966 4,504 5,559 5,395 6,750 Dbayeh Dbayeh Marina / 5,115 6,071 4,201 5,282 5,019 6,394 Antelias Interchange Nahr El Mot Interchange 5,596 6,528 4,474 5,336 5,640 6,803 / Daourah Forum de Beyrouth / 5,765 6,785 6,505 7,812 7,618 9,431 Charles El Helou 7-17. Table ‎ Volumes in PCU on major Sections – PM Peak hour – Tabarja – Beirut Direction 2023 - 2023 - 2028 - 2028 - 2038 - 2038 - Major Sections With BRT Without BRT With BRT Without BRT With BRT Without BRT Nahr El Kaleb / Royal 4,739 5,599 3,124 3,745 3,500 4,202 Dbayeh Dbayeh Marina / 4,142 4,795 2,839 3,360 3,131 3,760 Antelias Interchange Nahr El Mot Interchange 3,536 3,979 2,930 3,591 3,290 4,174 / Daourah PREPARED BY ELARD 283 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT 2023 - 2023 - 2028 - 2028 - 2038 - 2038 - Major Sections With BRT Without BRT With BRT Without BRT With BRT Without BRT Forum de Beyrouth / 3,984 4,409 4,386 4,867 5,257 5,795 Charles El Helou 7-18. Table ‎ Passengers shifted on major Sections – Tabarja – Beirut Direction Passengers shifted-AM Peak Passengers shifted-PM Peak Hour Hour Major Sections Year Year Year Year Year Year 2023 2028 2038 2023 2028 2038 Nahr El Kaleb / Royal Dbayeh 17% 19% 20% 15% 17% 17% Dbayeh Marina / Antelias 16% 20% 22% 14% 16% 17% Interchange Nahr El Mot Interchange / Daourah 14% 16% 17% 11% 18% 21% Forum de Beyrouth / Charles El 15% 17% 19% 10% 10% 9% Helou From Tabarja to Beirut, an important percentage of passengers shift from the Highway to the New System (BRT+Feeders), thus liberating the road network by a minimum of 10% and a maximum of 17% for year 2023. 7-19. Table ‎ Volumes in PCU on major Sections – PM Peak hour – Beirut - Tabarja Direction 2023 - 2023 - 2028 - 2028 - 2038 - 2038 - Major Sections With BRT Without BRT With BRT Without BRT With BRT Without BRT Charles El Helou / 7460 8033 8715 8821 10452 10467 Forum de Beyrouth Daourah / Nahr El Mot 6431 6987 5831 6597 7373 8105 Interchange Royal Dbayeh / Nahr El 5730 6806 4474 5335 5487 6501 Kaleb Aajaltoun Interchange / 5117 5470 3726 4335 4309 4980 Kaslik 7-20. Table ‎ Volumes in PCU on major Sections – AM Peak hour – Beirut - Tabarja Direction 2023 - 2023 - 2028 - 2028 - 2038 - 2038 - Major Sections With BRT Without BRT With BRT Without BRT With BRT Without BRT Charles El Helou / 4825 5893 5351 6411 6233 7547 Forum de Beyrouth Daourah / Nahr El Mot 5716 6801 4294 5430 4961 6239 Interchange Royal Dbayeh / Nahr El 5157 5960 4244 4910 4605 5467 Kaleb Aajaltoun Interchange / 4799 5718 3452 3912 3713 4277 Kaslik 7-21. Table ‎ Passengers shifted on major Sections – Beirut - Tabarja Direction Passengers shifted-AM Peak Passengers shifted-PM Peak Hour Hour Major Sections Year Year Year Year Year Year 2023 2028 2038 2023 2028 2038 Charles El Helou / Forum de 18% 17% 17% 7% 1% 0% PREPARED BY ELARD 284 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT Passengers shifted-AM Peak Passengers shifted-PM Peak Hour Hour Major Sections Year Year Year Year Year Year 2023 2028 2038 2023 2028 2038 Beyrouth Daourah / Nahr El Mot 16% 21% 20% 8% 12% 9% Interchange Royal Dbayeh / Nahr El Kaleb 13% 14% 16% 16% 16% 16% Aajaltoun Interchange / Kaslik 16% 12% 13% 6% 14% 13% From Beirut to Tabarja, an important percentage of passengers also shift to the New System, with a minimum of 6% at the PM peak hour, and a maximum of 18% for the morning peak hour. The northern corridor is currently very congested; its infrastructure operates with a critical level of service, reaching over-saturation. The BRT and Feeder lines can attract a considerable part of the demand, which will increase the supply capacity to accommodate the expected traffic growth. In the years 2023-2028, the new proposed system will improve the level of service on the northern highway, but it will reach its maximum capacity in 2028 and function over capacity in year 2038. Comparing the scenarios with and without project will determine the project‟s impact on the existing road network. As the road capacity will be reduced on some sections of the corridor, the evaluation of the project will not be simple; therefore the time spent from an Origin A to a Destination B is the most suitable method to evaluate the Project‟s impact. The table below shows the Level of Service based on the average time for ODs in the scenarios with and without the Project. The color of the cell represents the impact as described in the section above. Without Project With Project 7-22. Table ‎ Impact of the Project for AM year 2023 North Mount South Mount Beirut Lebanon Lebanon Beirut E D F D F D North Mount Lebanon F D D D F D South Mount Lebanon F E F D F F PREPARED BY ELARD 285 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT 7-23. Table ‎ Impact of the Project for PM year 2023 North Mount South Mount Beirut Lebanon Lebanon Beirut E D F E F E North Mount Lebanon E D D D F D South Mount Lebanon E D E D E E During operation, for the AM and the PM peak hours, the project is beneficial; and for a few ODs, the impact is negligible. The project construction is not beneficial but does not have a bad impact. In general, the trip time from origin to destination is improved. After implementation of the BRT system, there will be a grace period of 6 to 9 months for passengers to get used to it and become frequent users. The BRT system needs 1 year to be considered fully operational. During that time, traffic congestion is expected since certain roads will still have reduced capacities due to the median BRT lane, and flows will be high because people would still be using their private vehicles. Passenger integration into the BRT system will require time; appropriate measures should be taken to facilitate the process and maximize the advertisement of the BRT system. Without the implementation of any mitigation measures and facilitated integration, the impact from construction activities will have a Major consequence rating (4) and High likelihood of occurrence, thus resulting in a High Impact Significance Level (4H=12). Major sub-component of the project is the P&R facilities which are expected to be constructed at location where there is significant demand from private car users. P&R facilities also have the potential for serving as general parking stations during off-operation periods. If not proper integration (signage, road alignments and restoration) with the existing road infrastructure (old and over-used), traffic congestion can be anticipated surrounding these facilities, especially when demand is larger than the available capacity or traffic management is not planned in advance. This can also inhibit the utility of the BRT system, since it will be less attractive for passenger to park their cars and continue their journey with a bus if it takes long time for them to interchange. Without the implementation of any mitigation measures and facilitated integration, the impact from construction activities will have a Major consequence rating (4) and Moderate likelihood of occurrence, thus resulting in a Medium Impact Significance Level (4M=8). 7.5 IMPACTS ON EMISSIONS AND AIR QUALITY The primary sources of air pollutants from the various Project activities and the impacts associated with the sources, along with their consequence assessment are summarized in 7-24. Table ‎ PREPARED BY ELARD 286 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT 7-24. Table ‎ Consequence Assessment on Emissions and Air Quality Consequence Reversibility Magnitude Duration Nature Timing Rating Extent Impact AQ.C.1. Airborne particles (dust) from soil N/D M L S C R Moderate disturbance AQ.C.2. Fugitive emissions during construction N/D M L S C R Moderate works and odors from paving activities AQ.C.3. Impacts on air quality from generators N/D M L S C R Moderate AQ.O.1. Change in overall atmospheric P/D H L L O R Beneficial pollutant emissions AQ.O.2. Change in GHG emissions P/D H L/G L O R Beneficial 7.5.1 Emissions Assessment The emissions assessment studied the different atmospheric emissions resulting from the operation of the transportation fleet with and without the BRT System for the year 2023. The comparison of the two scenarios resulted in the net emissions budget. The exercise consisted of assessing the future incremental emissions due to the project while taking into consideration the anticipated change in traffic circulation and modal shares due to the operation of the BRT System. For this purpose, the “With BRT” or Scenario S1 should be compared to “Without BRT” or Scenario S2 for the same future year in terms of emissions. Scenario S1 comprises the emissions from the whole fleets when the BRT System is in operation (designated as New System – NS) which includes the new buses and induced traffic (passenger cars, taxis, and trucks). Scenario S2 comprises the emissions of the present Public Transport system (PT) and the induced traffic (passenger cars, taxis, and trucks) in the absence of the BRT System. The comparison is undertaken for the year 2023 for CO, NOx, PM10, SO2 and GHGs. Emissions are calculated based on EMEP/EEA 2016 methodology using Tier 3 methodology (EMEP/EEA, 2016). GHG emissions are estimated using the IPCC Tier 2 methodology. Table ‎ 7-25 below details the results obtained. The volume of vehicles (PC and Taxis) is lower in S1 than in S2. This results in lower emissions for PC, taxis, and trucks in the area where the BRT System will operate in Beirut and from Beirut till Tabarja. The New System comprises a lower number of Buses with higher occupancy than the Public Transport in Scenario S2. Even with higher emission factors due to the presence of bigger Buses in S1, the lower number of buses counteracts the emissions per km from the NS resulting in lower emissions for the New System. In conclusion, for the four pollutants considered, the implementation of the BRT System will decrease the emissions in the area of interest where the system will be present. PREPARED BY ELARD 287 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT 7-25. Table ‎ Emissions of the Different Pollutants per Scenario Scenario S1 Scenario S2 Net emissions budget PC, Taxis and PC, Taxis and Public New System (S1 minus S2) Trucks Trucks Transport CO (kg/day) 20,012 110 23,253 455 -3,376 NOx (kg/day) 6,202 319 7,030 1,249 -1,759 PM10 (kg/day) 210 19 244 81 -98 SO2 (kg/day) 624.2 0.4 719.7 1.5 -96.6 For the year 2023, the annual emissions reduction in the project area would be of 1,232.39 t/yr, 641.89 t/yr, 35.26 t/yr, and 35.63 t/yr for CO, NOx, SO2, and PM10 respectively. The maps shown in Figure ‎ 7-6 present the percentage variation in emissions if the BRT System is implemented when compared to the Scenario S2 for the four pollutants of interest. The maps show that no increase in the emission of any pollutant is observed in any locality that will be served by the BRT System. As for GHG emissions, Table ‎ 7-26 summarizes the emissions for both scenarios. The results show that the shift in the mass transport system from the current Public Transport to the New System will reduce GHG emissions in 2023 of around 590 Gg/yr of CO2eq in Lebanon which is higher than the impact of the implementation of the BRT System on the emissions reduced from the PC, Taxis and trucks. When all categories are considered, a total of 713.67 Gg/yr of CO2eq. are reduced in 2023. 7-26. Table ‎ Emissions of GHG for S1 and S2 Scenarios Scenario S1 Scenario S2 Scenario S1 Scenario S2 PC, Taxis and Trucks PC, Taxis and Trucks Buses NS Buses PT CO2 (t/d) 4,341.6 4,660.9 304.5 1,899.4 CH4 (t/d) 0.74 0.80 0.02 0.15 N2O (t/d) 0.77 0.82 0.01 0.07 CO2 eq (t/d) 4,594.73 4,933.30 308.72 1,925.41 CO2 eq (Gg/yr) 1,677.08 1,800.65 112.68 702.77 Current results show that no increments of CO, NOx, PM10, and SO2 will be observed; on the contrary traffic emissions in the project domain will decrease. On the other hand, the GHG emissions will also decrease. The impact of the BRT project is beneficial for CO, PM10, NOx, SO2, and GHGs. The complete Emissions Assessment Study including the methodology, assumptions, and calculations is included in APPENDIX K. PREPARED BY ELARD 288 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT 7-6. Figure ‎ Percentage of Variation in Emissions of CO, NOx, PM10 and SO2 with the Implementation of the BRT System 7.5.2 Impacts during Construction In general there are moderate impacts on air emissions resulting during the construction phase of the project, which through the application of minor mitigation measures they can PREPARED BY ELARD 289 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT be mitigated. The construction activities involve the transport of raw material, operation of machinery and gensets at construction sites that are necessary and inevitable. 7.5.3 Impacts during Operation The BRT System impact on CO, NOx, PM10, SO2, and GHG emissions is anticipated to be of Beneficial consequence and High likelihood, giving an overall Beneficial impact significance level (BH=+++) on air quality and climate change. 7.6 IMPACTS ON NOISE The sources or activities that contribute to the elevation of noise and vibration levels and the impacts associated with the sources, along with their consequence assessment are 7-27. summarized in Table ‎ 7-27. Table ‎ Consequence Assessment on Noise Consequence Reversibility Magnitude Duration Nature Timing Rating Extent Impacts N.C.1. Change in vibration and noise levels from general construction activities, and N/D H L S C R Major movement of construction vehicles N.O.1. Change in noise levels from normal P/D - - - O - Beneficial operation of the BRT System 7.6.1 Noise Assessment A qualitative assessment for the construction phase was conducted based on average noise levels resulting from the operation of equipment and machinery during construction. A qualitative assessment for the operation phase was conducted based on the traffic study outputs and expected number of passenger cars, buses and trucks. The assessment of the magnitude of the impact from activities on noise is provided in Table ‎ 7-28 below. 7-28. Table ‎ Evaluation Criteria for the Magnitude of Impact on Noise Levels Type of Ranking Impact1 Low Moderate High Beneficial Impact on Ambient noise level Ambient noise level Ambient noise level Noise emissions noise (LAeq) increased at (LAeq) increased at (LAeq) increased at decrease in the receptor by less receptor by more receptor by more study area than 3 dB(A) than 3 dB(A) and than 5 dB(A) less than 5 dB(A) PREPARED BY ELARD 290 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT The primary sources of impacts on noise from the various Project activities are shown in Table ‎ 7-27. 7.6.2 Impacts during Construction Noise generated by project-related construction activities would be a function of the noise levels generated by individual pieces of construction equipment, the type and amount of equipment operating at any given time, the timing and duration of construction activities, the proximity of nearby sensitive receptors, and the presence or lack of shielding at these sensitive receivers. Construction noise levels would vary on a day-to-day basis during each phase of construction depending on the specific task being completed. In general, noise levels at receptors nearest the proposed project would not be substantially higher than ambient noise levels during the day or night. However, certain construction techniques such as pile driving would generate high, impulsive noise levels that would be substantially higher than existing noise levels and would exceed the absolute noise level limits established by local jurisdictions. Construction activities anticipated with the project would include demolition of existing structures, earthwork, granular bases preparation, bituminous construction, concrete and structures construction, drainage, sewer and water supply networks provision and construction etc. Each construction phase would require a different combination of construction equipment necessary to complete the task and different usage factors for such equipment. Construction noise would primarily result from the operation of heavy construction equipment and arrival and departure of heavy-duty trucks. The highest maximum instantaneous noise levels would result from special impact tools such as impact pile drivers used to install the piles that would support concrete pedestrian bridges or ramps, overhead signs at P&R facilities, or, of the elevated BRT route is chosen, the overpass road. The construction noise levels calculated for each major phase of the project at a distance of 30 meters from the noise source are presented in Table ‎ 7-29. In some instances, maximum instantaneous noise levels are calculated to be slightly lower than hourly average noise levels. This occurs because maximum instantaneous noise levels generated by multiple pieces of construction equipment are not likely to occur at the same time. Hourly average noise levels resulting from multiple pieces of construction equipment would be additive resulting in slightly higher calculated noise levels. Noise generated by construction equipment drops off at a rate of 6 dB per doubling of distance. 7-29. Table ‎ Construction Equipment Noise Levels at 30 meters Maximum Noise Level Hourly Average Noise Level Construction Phase (Lmax, dBA) (Leq[h], dBA) Demolition 84 78 Earthworks 76 78 Paving 79 79 Structures (with Pile Driving) 95 89 PREPARED BY ELARD 291 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT Structures (without Pile Driving) 77 78 The proposed construction activities typically occur for relatively short periods of time as construction proceeds along the project‟s alignment. Construction noise would mostly be of concern in areas where impulse-related noise levels from construction activities would be concentrated for extended periods of time, where noise levels from individual pieces of equipment are substantially higher than ambient conditions, or when construction activities would occur during noise-sensitive hours, such as early morning, evening, or nighttime. In the absence of mitigation measures, the impact cannot be avoided. The likelihood of the impact will be High (3) with a Major (4) consequence giving overall a High significance (4H=12). 8-2 are taken into consideration If the set of mitigation measures identified for N.C.1. in Table ‎ and noting that baseline results were high and exceeded 70 dB(A) at all locations, the rating of potential impacts from construction activities would be reduced to Moderate (3) consequence with High (3) likelihood of occurrence, as such the significance level will then be a Medium (3H=9). 7.6.3 Impacts during Operation In general, the efficiency and type of buses determine the generated noise levels during travel. Diesel and CNG buses have maximum noise levels of 80 dBA at the normal travel speed between 40-60 km/h. While Hybrid buses have slightly lower records of 75 dBA. Due to the absence of combustion, electric buses have a lower noise emissions level of 60 dBA that increases with the increase of speed (Ross & Staiano, 2007). Based on the traffic study outputs, the proposed project will reduce the number of vehicles on the streets thus reduce traffic-related noise. The project will somehow help in maintaining constant vehicles flow which will reduce the stop-and-go traffic related noise. Without any mitigation measure in place, the rating of potential impacts from operation activities would be Beneficial (B) with High Likelihood of occurrence (3); as such the significance level will then be Beneficial (+++). 7.7 IMPACTS ON SOIL AND WATER RESOURCES The main sources of impact on soil and water bodies (groundwater) during construction and operation, along with their consequence ratings, are discussed in the below sections and 7-30. shown in Table ‎ PREPARED BY ELARD 292 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT 7-30. Table ‎ Consequence Assessment on Soil and Water Resources Consequence Reversibility Magnitude Duration Nature Timing Rating Extent Impact/Source SWR.C.1. Site clearance and demolition N/D L S L C R Negligible activities SWR.C.2. Accidental spills or leaks of fuel, oil N/D H G M C R Major and other chemicals SWR.C.3. Inadequate storage and disposal of N/D M L L C R Moderate solid wastes SWR.C.4. Inadequate storage and disposal of N/D H G M C R Major wastewater generated SWR.C.5. Potential dewatering activities N/D M G M C R Moderate SWR.O.1. Fueling and maintenance operation N/D H G L O R Major SWR.O.2. Hazardous and non-hazardous N/D H L L O R Major wastes from maintenance activities SWR.O.3. Solid waste generated from N/D L L L O R Minor passengers at different facilities 7.7.1 Impacts during Construction The major potential sources of accidental spills include chemicals (paint, etc.), diesel supplies, lubricating oil as part of routine equipment and generators operations, and maintenance during the construction phase. These spills may contain BTEX such as benzene and toluene and methyl tertiary butyl ether (MTBE). These monocyclic aromatic hydrocarbons tend to readily evaporate from surface spills and biodegrade under aerobic and anaerobic conditions given their relatively good solubility and volatility, particularly MTBE and benzene. Spills consisting of BTEX; Poly Aromatic Hydrocarbons (PAH), chlorinated hydrocarbons, as well as heavy metals such as Nickel, Copper, Chromium and Zinc persist in the receiving environment, and when mixed with soil, they tend to adhere and accumulate due to their low evaporation and biodegradability. If maintenance of machines/equipment is to take place on-site by the responsible parties, which are the suppliers in this case, a high risk of accidental spills during maintenance is expected if no precautionary measures are in place. Therefore, and due to the geological units exposed within the working site, soil and groundwater pollution will be at risk especially that either groundwater is expected to be shallow or percolation and pollution transport due to secondary porosity to be easy along the BRT path. The main rivers running east-west and passing under the BRT path are the main nearby receptor to surface water pollution from the BRT. PREPARED BY ELARD 293 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT Impacts from potential accidental spills or leaks are expected to have a Major consequence rating (4) and Moderate likelihood of occurrence (M), thus resulting in a Medium Impact Significance Level (4M=8). Construction of the BRT will require a large number of construction workers including temporary site offices. Such activities and facilities will require temporary and portable lavatories that are usually provided by contractors and consultants commissioned for the construction phase. f such lavatories are insufficiently supplied or are leaking, pollution to soil and groundwater may occur. The impacts from inadequate storage and disposal of wastewater in the context of the BRT project during construction will have a Major consequence impact (4) with Moderate likelihood without any mitigation in place, resulting in a Medium Impact Significance Level (4M=8). 7.7.2 Impacts during Operation BRT operations with engines depend on fueling stations located in Beirut and Safra. Fueling stations typically include aboveground storage tanks, piping and filling equipment with a major impact on soil and groundwater in case of any leakage or spill. Without the implementation of any mitigation measure, the impacts from the fueling and maintenance operations will have a Major Consequence impact (4) with Moderate likelihood, resulting in a Medium Impact Significance Level (4M=8). The operation and maintenance of the BRT Buses will result in different hazardous and non- hazardous wastes. These activities will most likely take place in Beirut and Tabarja terminals and bus depots only. These wastes can be divided into three types:  Hazardous wastes including solvents, coolants, acids and alkalis may be used in bus maintenance.  Wastewater from the Bus maintenance and refurbishment which usually includes high- pressure water wash which may contain residues from transport material, paint, oil and grease and other contaminants. Moreover the use of coolants is usually water-based with corrosion inhibitor additives that might be a source of soil and groundwater contamination. Without the implementation of any mitigation measures, the impact from hazardous and non-hazardous wastes from maintenance activities will have a Major consequence rating (4) and Moderate likelihood of occurrence, thus resulting in a Medium Impact Significance Level (4M=8). 7.8 IMPACTS ON ARCHAEOLOGICAL AND CULTURAL HERITAGE Impacts on archaeological features from any project that involves construction works in Lebanon are always a possibility due to the rich history of the country. Any site works will PREPARED BY ELARD 294 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT involve excavation to some degree, whether along the BRT corridor or in the preparation of the P&R facilities, bus terminal or bus depot. Hence, incidental finds of buried archaeological artefacts might occur during construction phase. The DGA has clear procedures for the handling of chance finds. Table ‎ 7-31 reviews the potential impacts on archaeology during excavation works and benefits during operation phase of the project. 7-31. Table ‎ Consequence Assessment on Archaeological and Cultural Heritage Consequence Reversibility Magnitude Duration Nature Timing Rating Extent Impact/Source ACH.D.1. Potential damage to uncovered archaeological features that could be N/D H L L D R Major unearthed during excavation ACH.C.1. Accidental unearthing/damage to unidentified archaeological features during N/I M L L C R Moderate excavation ACH.O.1. Promotion of archaeology, P/I - - - O - Beneficial museums, and heritage assets The BRT project covers a large area with a high potential of archaeological remains, whether on the Tabarja-Beirut course or within Beirut. Beirut is classified as a very sensitive archaeological and historical area. The letter sent to the Directorate General of Antiquities allowed confirming the likelihood of findings during excavation works. Tabarja, Maameltein, Nahr el-Kalb, Dbayeh, Antelias and Charles Helou have revealed archaeological features during previous excavation work. As for Beirut, archaeological findings have been discovered in most of the areas where the rings are planned. Impacts on archaeological features will be reduced during construction if the proper mitigation measures are applied during the planning phase. Thus the DGA stresses on the necessity to be handed all relevant maps, construction details and excavation depth in order to direct the necessary archaeological works, and alleviate the project‟s impacts on archaeology. Assuming no mitigation measures are taken, the likelihood of the impact will be High with a Major (4) consequence, resulting in a High Impact Significance Level (4H=12). During operation, the introduction of the bus is anticipated to generate interest in cultural and touristic landmarks that are present along the way. The richness of these landmarks is explored in Section ‎ 4.3.9. PREPARED BY ELARD 295 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT 7.9 IMPACTS ON BIODIVERSITY The study is to assess the potential impacts of the project during the construction and operation phases on local biodiversity and habitats, and recommend mitigation measures to minimize or eliminate these impacts. The project lies within a heavily urbanized area, however, some project components such as the P&R facilities will be located on empty plots that are vegetated. Similarly, the stations will be located in the median strip, where some of the median strips are vegetated. reviews the potential impacts on biodiversity during construction at different locations and during operation. 7-32. Table ‎ Consequence Assessment on Biodiversity Consequence Reversibility Magnitude Duration Nature Timing Rating Extent Impact/Source B.C.1. Impacts on biodiversity during site clearance and excavation of P&R facilities (1- N/D L L S C R Negligible 6 and 8) B.C.2. Impacts on biodiversity during site clearance and excavation of Beirut-Tabarja N/D M L S C R Minor trunk-line and station infrastructure B.C.3. Impacts on biodiversity during site N/D M L S C R Minor clearance and excavation of Beirut Outer ring B.C.4. Impacts on biodiversity during site clearance and excavation of P&R facility (8), N/D M L S C R Moderate Safra depot and Tabarja terminal B.O.1. Impacts on biodiversity during regular N/D L L S O R Negligible operation Based on the description of the biological environment, the anticipated project will lead to moderate negative impacts on biodiversity at the P&R facility (8), the bus depot at Safra and the Tabarja terminal. The main construction activities having negative results on biodiversity are removal of trees, earth-moving activities, generation of construction waste material and wastewater effluent discharges. Waste resulting from construction works and any other activity should be disposed of in an allocated disposal site in agreement with the Municipality. Littering in the project area and surrounding areas should be prevented. The potential impact of construction activities of P&R facilities on biodiversity is considered of High Likelihood and Moderate consequence rating, resulting in Medium impact significance (3H=9). 7.10 IMPACTS ON HEALTH AND SAFETY The sources of health and safety impacts from the various project activities, along with their consequence assessment are listed in Table ‎ 7-33. PREPARED BY ELARD 296 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT 7-33. Table ‎ Consequence Assessment on Health and Safety Consequence Reversibility Magnitude Duration Nature Timing Rating Extent Impact/Source HS.C.1. Impact on workers‟ and pedestrians‟ safety resulting from improper handling and N/D H L S C R Major storage of construction material and construction activities HS.C.2. Impact on workers‟ and pedestrians‟ safety resulting from improper handling and N M L S C R Moderate storage of chemicals and solid waste generated related to construction activities HS.C.3. Workers exposure to occupational hazards (e.g. noise, air pollution, dust, fire N H L S C R Major hazards, etc.) and potential for accidents HS.O.1. Higher rates of physical activity for BRT B - - - O - Beneficial system users HS.O.2. Creation of safer environment in areas B - - - O - Beneficial served by BRT system HS.O.3. Improved mobility, road and community safety due to improved B - - - O - Beneficial infrastructure and reduced exposure to pollutants 7.10.1 Impacts during Construction There are various sources of fugitive emissions during construction activities:  Earth excavation and moving  Disturbed surface areas  Unpaved roads  Open storage piles  Paving and application of asphalt  Machinery and vehicles Workers and personnel at construction sites will be in direct contact with fugitive emissions such as dust, air pollutants (SOx, NOx, CO and VOCs) from the operation of different machinery and the vehicles passing nearby, especially during the construction activities on the trunk-line. In addition, there are direct emissions resulting from equipment such as the diesel generators and heavy-weight vehicles operating at the construction sites. Exposure to air emissions have both acute (respiratory problems) and chronic impacts (cancer), therefore mitigation measures are necessary to eliminate or reduce the propagation of fugitive and direct emissions. Without the implementation of any mitigation measures, the impact on workers‟ and pedestrians‟ safety resulting from improper handling and storage of construction material and construction activities will have a Major consequence rating (4) and Moderate likelihood of occurrence (M), thus resulting in a Medium Impact Significance Level (4M=8). PREPARED BY ELARD 297 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT Workers on the trunk-line and construction sites of different facilities of P&R, bus depots and terminals will be continuously exposed to potential sources of hazards if construction activities were not managed properly. Adjacent traffic, heavy machinery noise, vibration and emissions, construction activities that involve excavation, storage of hazardous raw material and waste, etc. are examples of potential sources of hazards that are in direct contact with workers. In addition to workers, there will be engineers, monitoring personnel and other personnel that might also be exposed to these hazards. Moreover, On the Inner/Outer-Beirut lines installations and construction works will take place in crowded urban locations that involve heavy traffic and pedestrian movement, therefore increasing the chances for accidents and limiting the space for construction activities. Without the implementation of any mitigation measures, the impact from workers‟ exposure to occupational hazards and potential for accidents will have a Major consequence rating (4) and High likelihood of occurrence (H), thus resulting in a High Impact Significance Level (4H=12). PREPARED BY ELARD 298 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT 7.11 IMPACTS ON SOCIO-ECONOMIC ASPECTS The project has various negative and positive impacts during construction and operation phases that might impact directly/indirectly the socio-economic status of the residents adjacent to the project and the nation on larger scale. The initial opinion survey, focus group meetings, interviews with key informants, key stakeholder meetings, and the two public consultation meetings were crucial in the compilation and analysis of various socio- economic impacts. Table ‎ 7-34 lists the potential impacts and their respective consequence assessments. 7-34. Table ‎ Consequence Assessment on Socio-Economic Aspects Consequence Reversibility Magnitude Duration Nature Timing Rating Extent Impact/Source SE.D.1 Impact on other secondary public N M L L D R Moderate transport systems SE.D.2 Impact on city aesthetics caused by pedestrian bridges, bus stations, depots, N M L M D R Moderate terminals and pedestrian traffic SE.D.3 Land use, land acquisition and N H L L D R Major resettlement impacts SE.D.4 Improper system design that does not accommodate persons with special needs N H L L D R Major and disabilities SE.D.5 Inflexible system design that does not allow future expansion of the system to cover N H L L D R Major other areas SE.C.1. Induce potential secondary development and impact on utility provision N/I M L S C R Moderate during project construction SE.C.2. Impacts on visual amenity due to N L L M C R Minor landscape change and new constructions SE.C.3 Improvements in road conditions and P - - - C - Beneficial traffic management infrastructure SE.O.1. Impact on livelihood of current bus drivers and public transport operators due to N H G L O I Critical passenger shift to BRT SE.O.2. Resource consumption for the operation of buses and for maintenance N L L L O R Minor activities SE.O.3 Frequent bus stops and multiple stations leading to the increase in travel time and N M L L O R Moderate discouraging BRT system users SE.O.4 Impact on safety due to lack of N H L L O R Major monitoring, selection of drivers, etc. PREPARED BY ELARD 299 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT SE.O.5 Difficulty in changing the behavior of people to stop using their cars and shift to the N M G L O R Moderate BRT system SE.O.6. Creation of job opportunities including P - - - O - Beneficial personnel with limited skills SE.O.7. Increased attraction to local touristic and cultural areas due to better mobility to P - - - O - Beneficial these locations by tourists and locals SE.O.8. Increased physical activity of BRT users P - - - O - Beneficial SE.O.9. Time and monetary savings by BRT users from all social classes due to switching P - - - O - Beneficial from private vehicles SE.O.10. Local public transport development around bus stations to further serve P - - - O - Beneficial commuters SE.O.11. Socio-economic growth at the areas that have access to the BRT system through direct/indirect employment opportunities, P - - - O - Beneficial increase in land value and attraction of development investments 7.11.1 Impacts during Construction The detailed design of the project should confirm the identified civil works and lands affected. The BRT Corridor will occupy the road right of way along its trajectory, and hence there is no change in land use along the corridor. Nonetheless, in some areas along the highway in the northern corridor from Nahr el Kalb to Tabarja there is a need to expropriate approximately 235 m2 of private lands to accommodate the pedestrian infrastructure of the stations along the sidewalks. The BRT Corridor in the Outer and Inner Rings is entirely located in the right of way, and no land use change or acquisition needs arises. The P&R facilities will be placed on publicly-available land which have been assessed to have no productive value. One of the P&R facilities in Kfrayassine has five illegal households with a total of 26 persons and some fruit trees. The bus depot in Safra and bus terminal in Wata Slem, Tabarja will be located on privately- owned plots 14,000 m2 (1 plot) and 6,000 m2 (3 plots and part of a fourth plot). The plots have no productive activities or housing. Nonetheless, the depot and terminal locations are non- built areas, and the creation of transport infrastructure that will become a hub for commuters and a whole fleet of buses might change the land use in the area. Land acquisition procedures and compensation estimates are fully evaluated in a Resettlement Action Plan (RAP) prepared in line with Law No. 58/1991 and World Bank OP 4.12. Without the implementation of any mitigation measures and adequate planning, the impact from the project design on land use, land acquisition and resettlement will have a Major consequence rating (4) and High likelihood of occurrence (H), thus resulting in a High Significance Level (5H=12). PREPARED BY ELARD 300 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT 7.11.2 Impacts during Operation Currently, the public transport system in Lebanon is not regulated, where various buses, mini- vans and taxis serve the demand in a random manner in most cases. The existing public transport modes is a source of livelihood for many individuals and source of profit to private operators. The introduction of the BRT system will impact the existing services through the shift of passengers to a more regulated, faster and comfortable system. Hence, there will be a significant impact on the income and livelihood of the existing operators. Without the implementation of any mitigation measures and facilitated integration, the impact of the BRT on livelihood of current bus drivers and public transport operators will have a Critical consequence rating (5) and High likelihood of occurrence (H), thus resulting in a High Impact Significance Level (5H=15). 7.12 SUMMARY OF ENVIRONMENTAL IMPACTS BEFORE AND AFTER IMPLEMENTATION OF MITIGATION MEASURES A summary of environmental impacts before and after the implementation of mitigation measures during the design, construction and operation phases are provided in Table ‎ 7-35 and Table ‎ 7-37 respectively. 7-35. Table ‎ Summary of Environmental Impact Assessment (Before and After Mitigation) during Design/Pre-construction Phase Reversibility Magnitude Duration Nature Timing Extent Consequenc Impact/Source e Rating T.D.1. Impacts resulting from Before Mitigation N/D H L M C R Major road closures, bottlenecks due to road works to After Mitigation N/D M L M C R Moderate construct the BRT ACH.D.1 Potential damage Before Mitigation N/D H L L D R Major to uncovered archaeological features After Mitigation N/I L L L C R Minor during excavation SE.D.1. Impact on other Before Mitigation N M L L D R Moderate secondary public transport After Mitigation N L L M D R Minor systems SE.D.2. Impact on city Before Mitigation N M L M D R Moderate aesthetics caused by pedestrian bridges, bus stations, depots, terminals After Mitigation N L L M D R Minor and pedestrian traffic SE.D.3. Land use, land Before Mitigation N H L L D R Major acquisition and After Mitigation N M L M D R Moderate resettlement impacts SE.D.4 Improper system Before Mitigation N H L L D R Major PREPARED BY ELARD 301 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT Reversibility Magnitude Duration Nature Timing Extent Consequenc Impact/Source e Rating design that does not accommodate persons After Mitigation N L L L D R Minor with special needs and disabilities SE.D.5 Inflexible system Before Mitigation N H L L D R Major design that does not allow future expansion of the After Mitigation N M L L D R Minor system to cover other areas 7-36. Table ‎ Summary of Environmental Impact Assessment (Before and After Mitigation) during Construction Phase Reversibility Magnitude Duration Nature Timing Extent Consequence Impact/Source Rating T.C.1. Increased traffic due Before Mitigation N/D H L M C R Major to creation of detours during construction After Mitigation N/D M L S C R Moderate Before Mitigation N/D M L S C R Moderate AQ.C.1. Airborne particles (dust) from soil disturbance After Mitigation N/D L L S C R Minor AQ.C.2. Fugitive emissions Before Mitigation N/D M L S C R Moderate during constriction works and odors from paving After Mitigation N/D L L S C R Minor activities Before Mitigation N/D M L S C R Moderate AQ.C.3. Impacts on air quality from generators After Mitigation N/D L L S C R Minor N.C.1 Change in vibration Before Mitigation N/D H L S C R Major and noise levels from general construction activities, and movement After Mitigation N/D M L S C R Moderate of construction vehicles Before Mitigation N/D L S L C R Negligible SWR.C.1. Site Clearance and demolition activities After Mitigation N/D L L L C R Negligible SWR.C.2. Accidental spills Before Mitigation N/D H G M C R Major or leaks of fuel, oil and After Mitigation N/D L L M C R Minor other chemicals SWR.C.3. Inadequate Before Mitigation N/D M L L C R Moderate storage and disposal of After Mitigation N/D L L L C R Minor solid wastes SWR.C.4. Inadequate Before Mitigation N/D H G M C R Major storage and disposal of After Mitigation ND L L S C R Minor wastewater generated Before Mitigation N/D M G M C R Moderate SWR.C.5. Potential dewatering activities After Mitigation ND L G S C R Minor PREPARED BY ELARD 302 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT Reversibility Magnitude Duration Nature Timing Extent Consequence Impact/Source Rating ACH.C.1. Accidental Before Mitigation N/I M L L C R Moderate unearthing/damage to archaeological findings After Mitigation N/I L L L C R Minor during excavation B.C1. Impacts on Before Mitigation N/D L L S C R Negligible biodiversity during site clearance and excavation After Mitigation P - - - C - Beneficial of P&R facilities B.C.2. Impacts on Before Mitigation N/D M L S C R Minor biodiversity during site clearance and excavation of Beirut-Tabarja trunk-line After Mitigation P - - - C - Beneficial and station infrastructure B.C.3. Impacts on Minor Before Mitigation N/D M L S C R biodiversity during site clearance and excavation of Beirut Outer ring After Mitigation P - - - C - Beneficial B.C.4. Impacts on Before Mitigation N/D M L S C R Moderate biodiversity during site clearance and excavation of P&R facility (8), Safra After Mitigation N/D L L S C R Negligible depot and Tabarja terminal HS.C.1. Impact on workers‟ Before Mitigation N/D H L S C R Major and pedestrians‟ safety resulting from improper handling and storage of construction material and After Mitigation N/I L L S C R Negligible construction activities HS.C.2. Impact on workers‟ and pedestrians‟ safety Before Mitigation N M L S C R Moderate resulting from improper handling and storage of chemicals and solid waste After Mitigation N/I S L S C R Minor generated related to construction activities HS.C.3. Workers exposure to occupational hazards Before Mitigation N H L S C R Major (e.g. noise, air pollution, dust, fire hazards, etc.) and After Mitigation N L L S C R Minor potential for accidents Before Mitigation N/I M L S C R Moderate SE.C.1. Induce potential secondary development After Mitigation N/I L L S C R Negligible during project construction SE.C.2. Impacts on visual Before Mitigation N L L M C R Minor amenity due to landscape change and new After Mitigation N L L S C R Negligible constructions PREPARED BY ELARD 303 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT Reversibility Magnitude Duration Nature Timing Extent Consequence Impact/Source Rating SE.C.3. Improvements in Before Mitigation P - - - C - Beneficial road conditions and traffic management After Mitigation - - - - - - - infrastructure 7-37. Table ‎ Summary of Environmental Impact Assessment (Before and After Mitigation) during Operation Phase Reversibility Magnitude Duration Nature Timing Extent Consequence Impact/Source Rating T.O.1. Traffic congestion Before Mitigation N H L M O R Major during the operation of the After Mitigation N M L S O R Moderate project T.O.2. Traffic congestion at Before Mitigation N H L L O R Major P&R facilities and at bus stations if no upgrading of roads and infrastructure After Mitigation N L L L O R Minor takes place T.O.3. Advanced traffic After Mitigation P - - - O - Beneficial monitoring systems and Before Mitigation - - - - - - ease of traffic flow AQ.O.1. Change in overall Before Mitigation P/D H L L O R Beneficial atmospheric pollutant After Mitigation - - - - - - - emissions Before Mitigation P/D H L/G L O R Beneficial AQ.O.2. Change in GHG emissions After Mitigation - - - - - - - N.O.1. Change in noise Before Mitigation P/D - - - O - Beneficial levels from normal operation After Mitigation P/D - - - - - - of the BRT System Before Mitigation N/D H G L O R Major SWR.O1. Fuelling and maintenance operation After Mitigation ND L L L O R Minor SWR.O.2. Hazardous and Before Mitigation N/D H L L O R Major non-hazardous wastes from After Mitigation N/D L L L O R Minor maintenance activities SWR.O.3. Solid waste Before Mitigation N/D L L L O R Minor generated from passengers After Mitigation N/D L L S O R Negligible at different facilities ACH.O.1. Promotion of Before Mitigation P/I - - - O - Beneficial archaeology, museums, and After Mitigation - - - - - - - heritage assets. B.O.1. Impacts on Before Mitigation N/D L L S O R Negligible biodiversity during regular After Mitigation P - - - O R Beneficial operation HS.O.1. Higher rates of Before Mitigation B - - - O - Beneficial PREPARED BY ELARD 304 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT Reversibility Magnitude Duration Nature Timing Extent Consequence Impact/Source Rating physical activity for BRT After Mitigation - - - - - - - system users HS.O.2. Creation of safer Before Mitigation B - - - O - Beneficial environment in areas served After Mitigation - - - - - - - by BRT system HS.O.3. Improved mobility, Before Mitigation B - - - O - Beneficial road and community safety due to improved After Mitigation - - - - - - - infrastructure and reduced exposure to pollutants SE.O.1. Impact on livelihood Before Mitigation N H G L O I Critical of current bus drivers and public transport operators After Mitigation N L L L O R Minor due to passenger shift to BRT SE.O.2. Resource Before Mitigation N L L L O R Minor consumption for the operation of buses and for After Mitigation N L L L O R Negligible maintenance activities SE.O.3 Frequent bus stops Before Mitigation N M L L O R Moderate and multiple stations leading to the increase in travel time After Mitigation N L L L O R Minor and discouraging BRT system users SE.O.4 Impact on safety due Before Mitigation N H L L O R Major to lack of monitoring, After Mitigation N L L M O R Minor selection of drivers, etc. SE.O.5 Difficulty in changing Before Mitigation N M G L O R Moderate the behavior of people to stop using their cars and shift After Mitigation N L L L O R Minor to the BRT system SE.O.6. Creation of job Before Mitigation P - - - O Beneficial opportunities including After Mitigation - - - - - - - personnel with limited skills SE.O.7. Increased attraction Before Mitigation P - - - O - Beneficial to local touristic and cultural areas due to better mobility to these locations by tourists After Mitigation - - - - - - - and locals Before Mitigation P - - - O - Beneficial SE.O.8. Increased physical activity of BRT users After Mitigation - - - - - - - SE.O.9. Time and monetary Before Mitigation P - - - O - Beneficial savings by BRT users from all social classes due to switching from private After Mitigation - - - - - - - vehicles SE.O.10. Local public Before Mitigation P - - - O - Beneficial transport development After Mitigation - - - - - - - around bus stations to PREPARED BY ELARD 305 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT ENVIRONMENTAL AND SOCIO-ECONOMIC IMPACT ASSESSMENT Reversibility Magnitude Duration Nature Timing Extent Consequence Impact/Source Rating further serve commuters SE.O.11. Socio-economic Before Mitigation P - - - O - Beneficial growth at the areas that have access to the BRT system through direct/indirect employment After Mitigation - - - - - - - opportunities, increase in land value and attraction of development investments PREPARED BY ELARD 306 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN 8. MITIGATION AND MONITORING PLAN 8.1 INTRODUCTION This chapter presents the proposed ESMP for the BRT Project. This ESMP addresses the main impacts that were identified in the Impact Assessment, and proposes the following:  Mitigation measures to be implemented during the construction and operation phases of the project, where these measures should be integrated in the detailed design phase to ensure that the design accounts for the environmental and socio- economic impacts of the Project;  References to control guidelines and standards;  Responsibilities for the implementation of the plan;  Verification, monitoring and training requirements;  Reporting requirements; and  Overall cost estimates for mitigation measures and monitoring. The overall objectives of the ESMP are to ensure Project compliance with environmental legislation and Proponent‟s requirements, and to provide the Project Proponent with clear and specific guidelines to undertake the appropriate monitoring activities and compliance inspection programs. The ESMP may be subject to updates and modifications throughout the Project lifetime by the Project Proponent. Given that the Project is at the feasibility stage and the System components will be subject to detailed design, it is imperative that the environmental and socio-economic mitigation and monitoring measures be revisited through site-specific ESIAs (with ESMPs). The site-specific ESIAs for the System components, i.e. BRT Corridors, Feeder Buses, P&R facilities, Depot and Terminal, reflect the final design and provide an update of the assessments and conclusions of this ESIA where needed (including baseline, assessment and mitigation measures) to address any gaps that could arise from the detailed design. The site-specific ESIAs should include: d. Livelihood Restoration Plan (LRP): Inclusive of a detailed socio-economic baseline of affected bus operators and businesses subject to temporary disruption with detailed measures to mitigate risks and impacts arrived at through consultation with the PAPs. e. Physical Cultural Resources (PCR) management plan: a detailed plan should be prepared as part of the site-specific ESIAs to meet OP 4.11 requirements, in close coordination and consultation with the Directorate General of Antiquities, once the exact physical footprint and excavation depths for all affected plots are determined. f. Ambient air quality monitoring program: Empirical primary data needs to be collected on ambient air quality immediately before and throughout BRT System operation, in order to gauge the anticipated positive environmental benefit. PREPARED BY ELARD 307 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN 8.1 ENVIRONMENTAL AND SOCIAL MANAGEMENT PLAN Mitigation measures for the negative impacts identified in the impact analysis shall be summarized in this section of the ESIA report. The mitigation plan will be based on a source and sensitivities approach, allowing the identification and proposition of protective measures for tackling the problems facing each. Proposed mitigation measures for design, construction 8-1, Table ‎ and operation impacts are summarized in Table ‎ 8-2 and Table ‎ 8-3. PREPARED BY ELARD 308 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN 8-1. Table ‎ Environmental and Social Management Plan for the Design/Pre-Construction Phase Evaluation of Impact13 Indicative Project Residual Institutional Source of Impact Mitigation Measures Cost Activities Impacts14 Responsibility Estimation N M E T D R L S T. D.1 mitigations include: a. For the northern highway, the construction of the Périphérique, A2 and the implementation of the A1 Residual Highway widening project are crucial impacts 100,000 to reduce the impact of the BRT should be Design USD construction, which will require the evaluated T.D.1. Impacts of (except closure of at least one lane of the during resulting from road Project T.D.1. & existing network. Constructi closures, impleme T.D.4. N/D H L M C R H H on and CDR bottlenecks due to ntation b. The bidders for the Construction Tender which are should road works to & should be required to submit a Traffic major follow construct the BRT construc Management Plan for the construction, infrastruct careful tion and the quality of the TMP should be ure implemen one of the criteria to be considered in projects) tation of the selection process of the contractor. the TMP The TMP should be shared with stakeholders and relevant authorities to inform communities when necessary and prevent additional disturbance to 13 The proposed categories for each of the evaluation criteria: N (Nature): P (Positive), N (Negative), D (Direct), I (Indirect); M (Magnitude): L (Low), M (Moderate), H (High); E (Extent): L (Local), G (Global); T (Timing): S (Short-term), M (Medium-term), L (Long-term); D (Duration): C (During Construction), O (During Operation), D (During Design); R (Reversibility): R (Reversible), I (Irreversible); L (Likelihood of Occurrence): L (Low), M (Moderate), H (High); S (Significance): L (Low), M (Moderate), H (High). 14 Includes a list of remaining environmental impacts (if any) following the implementation of the mitigation plan. PREPARED BY ELARD 309 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Project Residual Institutional Indicative Source of Impact Evaluation of Impact13 Mitigation Measures Cost Activities Impacts14 Responsibility Estimation already congested traffic flow. The TMP should include the following considerations: i. Ensure the diversion to alternate routes wherever possible will minimize traffic jams and bottlenecks and minimize traffic related accidents; ii. Lane availability and minimization of traffic flows past the works site; iii. Acceptable working hours and constraints, avoiding peak hours or public holidays whenever applicable; iv. Agreement with local authorities on time scale for works and traffic delay requirements; v. Identify road closures and prioritize order; vi. Co-ordination with other planned road works; vii. Establishment of incident management system for the entire duration of the works depending on the location. c. The proposed Construction Management Plan of the selected contractor should show a compact construction phase as much as possible, and night shifts should be included in the construction program. d. For the Outer and Inner Ring BRT lines, PREPARED BY ELARD 310 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Project Residual Institutional Indicative Source of Impact Evaluation of Impact13 Mitigation Measures Cost Activities Impacts14 Responsibility Estimation providing off-street parking to replace on-street parking is very important before the construction work. However, the time between the completion of these parking spaces and the beginning of the BRT implementation should not exceed one month in each area for residents and the workers not to get used to the high parking availability. ACH.D.1. The Directorate General of Antiquities (DGA) should be notified of the exact locations where site works will occur and should be involved in the decision- making process during the planning phase Coordinat of the project (Article 19, Law 166/LR of ion with 1933), impacts on uncovered DGA at archaeological features will be reduced. an early This will allow to: stage, by Design a. Institute the necessary measures that providing ACH.D.1 Potential of need to be considered in order to maps of damage to Project alleviate and mitigate any negative project CDR & uncovered impleme impacts on cultural heritage and N/D H L L D R H H physical Design - archaeological ntation archaeology; footprint Engineer features during & b. Identify sensitive areas prior to starting should be excavation construc groundworks, and when possible adequate tion relocate project components; to c. Guarantee the application of the mitigate necessary measures for each project the component and location; potential d. Take into account the possible delays impact. due to archaeological excavation and add them to the BRT construction schedule; e. Determine the needed budgets to conduct any needed archaeological PREPARED BY ELARD 311 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Project Residual Institutional Indicative Source of Impact Evaluation of Impact13 Mitigation Measures Cost Activities Impacts14 Responsibility Estimation excavation works, studies and publications; f. Set the technical specifications and the tendering procedure. SE.D.1 The preliminary assessment of the Design project already considered the wider Land SE.D.1 Impact on of Transport Sector Strategy that has been other secondary CDR / MoPWT Project N M L L D R M M recently developed by the Ministry of - - public transport / RPTA impleme Public Works and Transport (MoPWT). Thus systems ntation reducing the chances for any conflict with future public transport developments SE.D.2. Mitigation measures to improve visual amenity include: a. Preserving and maintaining the Positive landscaping of the entire system and residual promoting tree planting and impacts if Design homogenous visual design (signs, street SE.D.2 Impact on mitigation of lights, sidewalks, etc.) with the city 75,000 city aesthetics measures Project design; USD caused by are CDR / Design impleme b. Ensure all future advertisement plans (landscap pedestrian bridges, N M L M D R M M applied Engineer / ntation have a protocol and are integrated at e plan & bus stations, depots, with Municipalities & different facilities and installed on buses aesthetic terminals and genuine construc without causing disturbance to design) pedestrian traffic intent to tion commuters; improving c. Develop a contemporary architectural the urban design for all different components of aesthetics the project while considering cultural values and the general aesthetics of the GBA. Design SE.D.3 Mitigation measures to adequately 20 million SE.D.3 Land use, of prepare for change in land use, land CDR / DGUP USD (land land acquisition and Land use Project N H L L D R H H acquisition and resettlement impacts / acquisitio resettlement changes impleme include: Municipalities n and impacts ntation a. Evaluation of land acquisition resettleme PREPARED BY ELARD 312 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Project Residual Institutional Indicative Source of Impact Evaluation of Impact13 Mitigation Measures Cost Activities Impacts14 Responsibility Estimation procedures and compensation nt) estimates in a Resettlement Action Plan (RAP) prepared in line with Law No. 58/1991 and World Bank OP 4.12 b. Assessing the impacts from the anticipated change in land use in the bus depot and terminal areas through a separate SEA study. None if SE.D.4 Improper SE.D.4 The design of the BRT system both in inclusive system design that Design terms of infrastructure and bus fleet should and does not of be in accordance to Law No. 220/2000 universal CDR / Design accommodate Project N H L L D R L M and its application Decree No. 7184/2011; - design Engineer persons with special impleme relevant articles and design details are principles needs and ntation discussed in Section ‎3.2.1.2.9 are disabilities applied SE.D.5 The current design of the system serves the areas with high demand should also consider: a. facilitating the integration of the system with existing bus networks that links Tripoli (north), Chtaura (east) and Not SE.D.5 Inflexible Saida (south); possible to Design system design that b. facilitating the expansion of the system estimate of does not allow in terms of road networks with potential CDR / MoPWT at this Project N H L L D R M M - future expansion of demand increase in the future; / RPTA stage the impleme the system to cover c. facilitating the integration with other cost of ntation other areas long term public transport plans (e.g. expansion the railway project; of BRT d. operation of the P&R facilities that would help commuters to use their private vehicles to reach to the closest point to the BRT system and continue their journey towards Beirut. PREPARED BY ELARD 313 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN 8-2. Table ‎ Environmental and Social Management Plan for the Construction Phase Institutio Evaluation of Impact15 Indicative Project Residual nal Source of Impact Mitigation Measures Cost Activities Impacts16 Respons Estimation N M E T D R L S ibility T.C.1 Besides the strict implementation of the measures T.D.1.a & T.D.1.b, a. Management measures should include that any total closure of a road has to Congestio be published 2 weeks ahead, and n is still information panels should be placed expected During on the concerned road 1 month in to form, ISF / various advance. Those closures should be T.C.1. Increased however CDR / construction during off peak hours and at night if traffic due to there Constru 200,000 activities that N/D H L M C R H H possible; adequate information signs creation of detours should not ction USD require traffic should be placed 1 km before the during construction be Contrac managemen closed road or as required on the deadlocks tor (HSE) t surrounding road network if it is in the and city. The possible detours should be standstill mentioned on the information signs. traffic b. Full cooperation of the Construction contractor with the Internal Security Forces and Traffic police c. Transfer services using water taxis, 15 The proposed categories for each of the evaluation criteria: N (Nature): P (Positive), N (Negative), D (Direct), I (Indirect); M (Magnitude): L (Low), M (Moderate), H (High); E (Extent): L (Local), G (Global); T (Timing): S (Short-term), M (Medium-term), L (Long-term); D (Duration): C (During Construction), O (During Operation); R (Reversibility): R (Reversible), I (Irreversible); L (Likelihood of Occurrence): L (Low), M (Moderate), H (High); S (Significance): L (Low), M (Moderate), H (High). 16 Includes a list of remaining environmental impacts (if any) following the implementation of the mitigation plan. PREPARED BY ELARD 314 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Project Residual Institutio Indicative Source of Impact Evaluation of Impact15 Mitigation Measures nal Cost Activities Impacts16 Respons Estimation ferries from sea ports should be ibility considered AQ.C.1/AQ.C.2. Control measures for dust emissions: a. Water for any earth moving close to the construction site to prevent visible dust emissions; b. Using water in excavation works and Construction milling (removal) of existing asphalt to works AQ.C.1. Airborne suppress dust propagation; (excavation, particles (dust) from N/D M L S C R H M c. Continuous application of water of grading, soil disturbance disturbed surfaces that cannot be movement of stabilized; trucks, etc.) d. Water unpaved roads that is used for vehicular traffic and limit vehicle speed limits; e. If water is not available segregation CDR/ barriers (easily erectable boards 2.5m) Constru Short-term should be applied to separate the ction 20,000 USD impacts construction works from sensitive contrac Construction receptors; specifically, at the median tor (HSE) AQ.C.2. Fugitive works (earth construction sites, the bus depots, P&R emissions during works, facilities; constriction works paving, N/D M L M C R H M f. Minimize large stockpiles of soil and and odors from pilling, excavation material, and whenever paving activities machinery, necessary enclose with side barriers etc.) and/or cover when not in use; g. Soil and construction material that are susceptible to dust formation should only be transported in securely AQ.C.3. Impacts on covered trucks. Mobile diesel air quality from N/D M L M C R H M generators AQ.C.2/A.C.3. Control measures for generators vehicular and equipment emissions: h. Periodically check and conduct maintenance of the construction PREPARED BY ELARD 315 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Project Residual Institutio Indicative Source of Impact Evaluation of Impact15 Mitigation Measures nal Cost Activities Impacts16 Respons Estimation machinery and vehicles; ibility i. Regularly check engine oil and use engines/machinery/equipment with good efficiency and fuel combustion characteristics; j. Use of catalytic converters and good quality fuels (Low Sulphur); k. Stack height of generators should be at least 3 meters above ground; l. Ensure availability of trained technicians and operators on site m. Air quality monitoring at the project site during construction activities; n. Conduct paving activities during off- peak hours to minimize exposure of receptors to odors, and use advanced application methods and machinery with built in exhausts; o. Ensure the usage of Personal Protective Equipment (PPEs) (hard hat, gloves, masks, safety glasses, etc.). Heavy N.C.1. Control measures for noise and machinery vibration propagation: and a. Preparation of noise control plan by generators the contractor depending on the N.C.1 Increase in operation location prior to the commission of vibration and noise Transport of activities to take the proper measures CDR / levels from general raw material, based on site characteristics and Constru construction Short-term construction N/D H L S C R H 12 distance from receptors; ction 30,000 USD activities, and impacts waste, b. Install noise barriers where necessary, Contrac movement of workers, and especially at the median section where tor (HSE) construction vehicles traffic there is continuous traffic and congestion movement of potential receptors; resulting from c. Ensure periodic monitoring of noise detours and levels during peak construction construction activities to ensure noise levels are not PREPARED BY ELARD 316 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Project Residual Institutio Indicative Source of Impact Evaluation of Impact15 Mitigation Measures nal Cost Activities Impacts16 Respons Estimation activities increased more than 3 dBA; ibility d. Impose speed limits on construction vehicles; e. Using horns should be prohibited by construction vehicles and trucks on the access roads and on construction sites; f. Utility of efficient equipment and less- noisy design alternatives, and ensure maintenance and repair of machinery and equipment; g. Construction works should be limited in time, and based on the location only work during daytime, and restrict use of noise equipment and apply sequential operation schedule to reduce continuous noise generation; h. Whenever possible enclose noisy equipment and generators to reduce noise levels; i. Consultation with sensitive receptors (hospitals, hotels, schools, etc.) and notification during peak construction activities; take maximum noise reduction measures nearby sensitive receptors. j. Restrict noise-generating construction activities to the allowable hours of construction as identified by local jurisdictions where feasible. Construction is generally allowed to start at 7:00 a.m., Monday through Friday. Construction activities should end by 6:00 p.m., Monday through Friday, in most of the communities around the project area. No PREPARED BY ELARD 317 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Project Residual Institutio Indicative Source of Impact Evaluation of Impact15 Mitigation Measures nal Cost Activities Impacts16 Respons Estimation construction activities should occur on ibility Sundays or holidays. If work is necessary outside of these hours, local jurisdictions shall require the contractor to implement a construction noise monitoring program and, if feasible, provide additional mitigation as necessary (in the form of noise control blankets or other temporary noise barriers, etc.) for affected receptors. k. Limit pile driving to daytime hours only. l. Equip all internal combustion engine driven equipment with intake and exhaust mufflers that are in good condition and appropriate for the equipment. m. Prohibit unnecessary idling of internal combustion engines within 30 meters of residences. n. Locate stationary noise generating equipment as far as possible from sensitive receptors. o. Utilize "quiet" air compressors and other "quiet" equipment where such technology exists. p. Avoid staging of construction equipment within 65 meters of residences and locate all stationary noise-generating construction equipment, such as air compressors, portable power generators, or self- powered lighting systems as far practical from noise sensitive receptors. q. The contractor shall prepare a detailed construction plan identifying the PREPARED BY ELARD 318 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Project Residual Institutio Indicative Source of Impact Evaluation of Impact15 Mitigation Measures nal Cost Activities Impacts16 Respons Estimation schedule for major noise-generating ibility construction activities and distribute this plan to adjacent noise-sensitive receptors. The construction plan should also list the construction noise reduction measures identified in this study. SWR.C.1. Construction and activities will include excavation works and soil compaction in the immediate vicinity as a result of vehicle and construction equipment operations. However, since most of the BRT path is already along an existing highway in an urbanized area then no valuable soil loss and/or topographic / hydrologic adverse impacts are expected along the project path. Construction will require sourcing of raw materials including aggregates some of which will be sourced Beginning of from local quarries. Such demand for CDR / SWR.C.1. Site construction aggregate materials have a cumulative Constru effect on the adverse impacts resulting Short-term Clearance and activities and N/D L S L C R H L ction 10,000 USD from quarries involving geology hydrology impacts demolition activities clearance of Contrac sites and groundwater. tor (HSE) The following mitigation measures shall be respected: a. Cover and contain stockpiles to protect them from being carried away by wind and runoff water; b. Source aggregate materials from quarries operated by companies with high Environment, Health and Safety Management standards, with quarry rehabilitation plans in place, and with a reputable history of implementing such rehabilitation plans. PREPARED BY ELARD 319 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Project Residual Institutio Indicative Source of Impact Evaluation of Impact15 Mitigation Measures nal Cost Activities Impacts16 Respons Estimation SWR.C.2. Mitigation measures to minimize ibility any potential spills and leaks: a. Store and handle any type of chemical, oil, fuels and lubricants within contained facilities (e.g. bunded areas, leak proof trays) designed to prevent the release of spills/leaks to the soil and groundwater environment; b. Put in place a maintenance schedule as part of the inspection procedures of all equipment/generators/machinery for risk minimization; During c. Maintain machines and equipment off- various site or onsite in a contained area with Short-term construction impermeable concrete pavement and impacts if CDR / SWR.C.2. phases drainage for vehicle washing and contained Constru Accidental spills or (grading, maintenance; properly N/D H G M C R M M ction 10,000 USD leaks of fuel, oil and paving, d. Oil spill response kits should be or Contrac other chemicals installation available wherever oils are being avoided tor (HSE) and building used/stored; completel of structures, e. Promote awareness among workers on y etc.) how to handle oil/lubricants; f. Train workers how to clean up small scale spills; g. Promote good housekeeping practices during construction; h. Ensure drip trays are present when re- fueling; i. Prepare a Spill Emergency Plan specific for the project; In case of spill: j. Immediately report to the company representative in case of any spill; k. Stop the source of spill (close valve, seal pipe, seal hole or as appropriate); PREPARED BY ELARD 320 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Project Residual Institutio Indicative Source of Impact Evaluation of Impact15 Mitigation Measures nal Cost Activities Impacts16 Respons Estimation l. Check for hazards, flammable matters ibility on site; m. Clean the spill by removing affected top soil layer by trained employees (they should be wearing appropriate PPE); n. Treat the removed soil as hazardous waste; o. Adopt as much as possible dry cleaning techniques to decrease resulting wastewater, and to avoid flushing of spills to deeper soil layers. SWR.C.3. The potential impact resulting from Poor Waste Management should be reduced by implementing the following measures: a. Segregate at source domestic waste, construction waste that can be reused, construction waste to be During disposed of, etc. various b. Sort excavation waste resulting from construction construction activities: CDR / SWR.C.3. phases, c. Reuse part of the excavation waste in Constru Inadequate storage mainly during backfilling; and dispose of the rest (if N/D M L L C R M M - ction 20,000 USD and disposal of solid clearance any) in a permitted construction and Contrac wastes and demolition waste dump designated by tor (HSE) demolition of the respective Municipality in existing agreement with the MoE; structures d. Schedule the works for the dry season if possible; e. Progressively carry out rehabilitation of disturbed areas following completion of work in each area (rehabilitation will include reinstatement of soil, surface leveling, re-vegetation and mulching where applicable); PREPARED BY ELARD 321 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Project Residual Institutio Indicative Source of Impact Evaluation of Impact15 Mitigation Measures nal Cost Activities Impacts16 Respons Estimation f. Ensure that standards of “good ibility housekeeping” are maintained (i.e., avoiding littering, preventing storage of combustible waste for more than 24 hours to prevent attraction of pests and flies). g. Stockpiles shall be covered and contained to avoid them being transported by wind and rain. SWR.C.4. To ensure that no groundwater contamination results from poor wastewater management, the below should be taken into consideration: a. Provide fully impermeable septic/ holding tanks; b. Empty septic/ holding tanks according Short-term SWR.C.4. Operation of to an adequate frequency ensuring CDR / impacts or Inadequate storage equipment, they are never full; Constru none at and disposal of machinery N/D H G M C R M M c. Regular inspection of septic/ holding ction 10,000 USD all if wastewater and workers tanks; Contrac contained generated on site d. Obtain a permit from the Municipality tor (HSE) properly to transport and discharge the wastewater and sludge in authorized sites; e. Vehicle washing shall be only in contained maintenance areas offsite or onsite with impermeable concrete pavement and proper drainage. During SWR.C.5. Impacts from dewatering shall be various alleviated by adopting the following CDR / SWR.C.5. Potential construction measures: Constru dewatering activities that N/D M G M C R M M a. Testing of dewatered water should be - ction 10,000 USD activities involve performed prior to reuse or disposal to Contrac excavation ensure the lack of petroleum products tor (HSE) and in it and oil-water separators shall be PREPARED BY ELARD 322 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Project Residual Institutio Indicative Source of Impact Evaluation of Impact15 Mitigation Measures nal Cost Activities Impacts16 Respons Estimation unearthing used as a minimum prior to disposal at ibility municipality and MoE approved disposal locations. b. Water produced from dewatering, if not contaminated with petroleum products, shall be used for dust suppression as needed or can be discharged in the storm water but only after being settled and filtered from sediments and conditional to approval by local municipalities. ACH.C.1. By involving the DGA since the planning phase will also be beneficial to the construction phase, if any chance Schedulin findings were to occur during the g delays if construction phase. By applying the chance During following mitigation measures, impacts on finds ACH.C.1. various archaeology will be reduced: materialis Accidental construction a. Coordinate with the DGA to set a m. Hence, Cannot unearthing/damag activities that CDR N/D H L L C R M H procedure if any chance findings coordinati be e to archaeological involve /DGA were to occur; on with estimated findings during excavation b. Stop works immediately; DGA at excavation and c. Secure the site area; early unearthing d. Inform the DGA. No actions should be design taken prior to the DGA‟s investigation; stages is e. Construction works can only pivotal recommence after permission is given by the DGA. B.C.1. Impacts on Construction B.C.1. Based on the description of the Positive works biological environment, the anticipated CDR / biodiversity during impacts if involving project will not lead to significant negative Constru site clearance and mitigation excavation N/D L L S C R M L impacts on biodiversity. The main ction 20,000 USD excavation of P&R measures and construction activities having negative Contrac facilities, depot and are clearance at results on biodiversity are earth-moving tor (HSE) terminal applied P&R facilities, activities, generation of construction waste PREPARED BY ELARD 323 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Project Residual Institutio Indicative Source of Impact Evaluation of Impact15 Mitigation Measures nal Cost Activities Impacts16 Respons Estimation depot and material and wastewater effluent ibility terminal discharges. Waste resulting from construction works and any other activity should be disposed of in an allocated disposal site in agreement with the Municipality. Littering in the project area and surrounding areas should be prevented. Recommended mitigation measures to minimize or eliminate construction impacts on biodiversity at the proposed location include: a. Adopt a landscape plan that includes native trees, shrubs and herbs (Listed in APPENDIX L) to enhance the visual aspect of the facility and play a role of reintroduction of native plant species to the areas; b. Include Pancratium maritimum (APPENDIX L) at P&R6 facility landscape plan since it is coastal plant that grows only on sandy beaches; c. Removal of exotic plants species and weeds; d. Management of landscaping plan to prevent growth of weeds and exotic species and allow propagation and survival of native species; e. Proper disposal of domestic and construction waste and of the waste removed from the current dumpsite; f. Enclosing all fine earth materials during transportation to and from the site to prevent spillage and dusting; g. The transportation of lubricants and fuel to the construction site should only be conducted in the appropriate PREPARED BY ELARD 324 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Project Residual Institutio Indicative Source of Impact Evaluation of Impact15 Mitigation Measures nal Cost Activities Impacts16 Respons Estimation vehicles and containers, i.e. fuel ibility tankers and sealed drums; h. Proper storage and prompt transportation of construction material to prevent them from being washed away during rainfall or carried by wind. B.C.2. Proposed mitigation measures for the prevention and minimization of impacts from the removal of vegetation at the median section are: a. Adopt a landscape plan at stations where possible that includes native trees, shrubs, herbs (APPENDIX L) and climbers (Lonicera etrusca) which will enhance the visual aspect of the stations and play a role of Construction reintroduction of native plant species works to the areas; B.C.2. Site b. Removal of the very destructive Positive involving CDR / clearance and invasive tree Ailanthus altissima from impacts if excavation Constru excavation of sides of streets in Jounieh and Kaslik mitigation and N/D M L S C R H M ction 20,000 USD Beirut-Tabarja trunk- areas and replacing them with native measures clearance on Contrac line and station trees (APPENDIX L); are Beirut-Tabarja tor (HSE) infrastructure c. Plant a native tree for every tree that is applied trunk-line and stations removed. If no place is available on the line or at stations, another place should be found to plant these trees such as sidewalks, abandoned public lands on sides of streets, public gardens;; d. Remove olive trees planted in the median strips to be relocated in different places or sidewalks as mentioned above; e. Avoid removal of the very old tree at the intersection of Charles Helou and PREPARED BY ELARD 325 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Project Residual Institutio Indicative Source of Impact Evaluation of Impact15 Mitigation Measures nal Cost Activities Impacts16 Respons Estimation George Haddad because it is very big ibility and old and no tree will replace it. f. Proper disposal of domestic and construction waste and of the waste removed from the current dumpsite; g. Enclosing all fine earth materials during transportation to and from the site to prevent spillage and dusting; h. The transportation of lubricants and fuel to the construction site should only be conducted in the appropriate vehicles and containers, i.e. fuel tankers and sealed drums; i. Proper storage and prompt transportation of construction material to prevent them from being washed away during rainfall or carried by wind. B.C.3. Proposed mitigation measures for the prevention and minimization of impacts on vegetation at the median section of the Outer Beirut Ring are: h. Adopt a landscape plan at stations Construction where possible that includes native works trees, shrubs, herbs (APPENDIX L) and Positive climbers (convolvulus sp.) which will CDR / B.C.3. Site involving impacts if enhance the visual aspect of the Constru clearance and excavation mitigation N/D M L S C R H M stations and play a role of ction 20,000 USD excavation of Beirut and measures reintroduction of native plant species Contrac Outer ring clearance on are to the areas; tor (HSE) Beirut Outer applied ring i. Plant and allow to propagate Matthiola crassifolia, all Limonium species, Crithmum maritimum and Urginea maritima in public gardens and spaces along the Beirut sea side strip to compensate for the loss of the green areas at stations. Matthiola PREPARED BY ELARD 326 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Project Residual Institutio Indicative Source of Impact Evaluation of Impact15 Mitigation Measures nal Cost Activities Impacts16 Respons Estimation crassifolia is a native plant species that ibility is endemic to Lebanon and threatened according to the IUCN red list. Its protection and propagation will bring a positive impact for the project on the biodiversity of the area. In addition, there is a need to allow the above mentioned plants to grow along the median strip of the sea side road in Beirut and remove the exotic species gradually; j. Plant a native tree for every tree that has to be removed. If no place is available on the line or at stations, another place should be found to plant these trees such as sidewalks, abandoned public lands on sides of streets, public gardens such as the public garden under the cola bridge in Beirut; k. Proper disposal of domestic and construction waste and of the waste removed from the current dumpsite; l. Enclosing all fine earth materials during transportation to and from the site to prevent spillage and dusting; m. The transportation of lubricants and fuel to the construction site should only be conducted in the appropriate vehicles and containers, i.e. fuel tankers and sealed drums; n. Proper storage and prompt transportation of construction material to prevent them from being washed away during rainfall or carried by wind. B.C.4. Impacts on Construction N/D M L S C R H M B.C.4. Recommended mitigation measures Positive CDR / 20,000 USD PREPARED BY ELARD 327 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Project Residual Institutio Indicative Source of Impact Evaluation of Impact15 Mitigation Measures nal Cost Activities Impacts16 Respons Estimation biodiversity during works to minimize or eliminate construction impacts if Constru ibility site clearance and involving impacts on biodiversity at the proposed mitigation ction excavation of P&R excavation location include: measures Contrac facility (8), Safra and a. Prohibition of unnecessary cutting or are tor (HSE) depot and Tabarja clearance of damaging of mentioned native trees applied terminal Safra depot, within or surrounding the proposed P&R (8) and sites; Tabarja b. If removal of certain trees was terminal necessary, plant a native tree for every tree that has to be removed. If no place is available within the site, another place should be found to plant these trees such as sidewalks, abandoned public lands or public gardens; c. Adopt a landscape plan that includes native trees, shrubs and herbs (APPENDIX L) to enhance the visual aspect of the facility and play a role of reintroduction of native plant species to the areas; d. Removal of invasive, exotic plants species and weeds (e.g. Ailanthus altissima) e. Management of landscaping plan to prevent growth of weeds and exotic species and allow propagation and survival of native species; f. Proper disposal of domestic and construction waste and of the waste removed from the current dumpsite; g. Enclosing all fine earth materials during transportation to and from the site to prevent spillage and dusting; h. The transportation of lubricants and PREPARED BY ELARD 328 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Project Residual Institutio Indicative Source of Impact Evaluation of Impact15 Mitigation Measures nal Cost Activities Impacts16 Respons Estimation fuel to the construction site should only ibility be conducted in the appropriate vehicles and containers, i.e. fuel tankers and sealed drums; i. Proper storage and prompt transportation of construction material to prevent them from being washed away during rainfall or carried by wind. j. Prevention of littering in the area. HS.C.1. Mitigation measures of SWR2, SWR3, AQ1 and AQ2 contribute indirectly in reduction of potential impacts resulting HS.C.1. Impact on from improper handling and storage of workers‟ and During construction materials and construction pedestrians‟ safety various activities. In addition: CDR / resulting from construction a. The contractor should have a clear Constru improper handling activities that and detailed safety protocol to be N/D H L S C R M M No injuries ction 10,000 USD and storage of generates applied at all time and accordingly Contrac construction waste and train all workers and staff of safety tor (HSE) material and requires raw procedures; construction materials b. The contractor should monitor the activities application of the safety protocol and ensure the safety of workers, the commuters and traffic in the vicinity of the project site; HS.C.2. Impact on HS.C.2. Mitigation measures of SWR2, SWR3, workers‟ and SWR4, AQ1 and AQ2 contribute indirectly in pedestrians‟ safety reduction of potential impacts resulting No injuries CDR / resulting from During from improper handling and storage of or risk to Constru improper handling various chemicals and waste generated related to N M L S C R M M safety ction 20,000 USD and storage of construction construction activities. In addition: and Contrac chemicals and activities a. The contractor should have a clear health tor (HSE) waste generated and detailed safety protocol to be related to applied at all time and accordingly construction train all workers and staff of safety PREPARED BY ELARD 329 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Project Residual Institutio Indicative Source of Impact Evaluation of Impact15 Mitigation Measures nal Cost Activities Impacts16 Respons Estimation activities procedures; ibility b. The contractor should monitor the application of the safety protocol and ensure the safety of workers, the commuters and traffic in the vicinity of the project site; c. Periodic audits should be conducted for on-site waste management practices, waste disposal contractors and disposal facilities at different construction sites. HS.C.3 Mitigation measures of AQ1, AQ2, N1, N2, SWR2, SWR3, SWR4 indirectly contribute to mitigating impacts on workers. In addition, there should be detailed safety protocol, and all workers should be trained upon that protocol. The safety should consider: HS.C.3. Workers a. Installing proper barricades, signs, exposure to providing flags, lights and personnel to No injuries CDR / occupational During control the traffic and separate the or risk to Constru hazards (e.g. noise, various construction area from potential N H L S C R H H safety ction 20,000 USD air pollution, dust, construction receptors; and Contrac fire hazards, etc.) activities b. Movement of trucks, loading and piling health tor (HSE) and potential for construction or excavation material, accidents and building elevated structures; c. Provide PPEs to workers and personnel on construction sites; assure proper signage of all construction areas (zoning areas) and storage location of hazardous material. d. Emergency plans/ evacuation plans in case of injuries and accidents SE.C.1. Induce During SE.C.1. Some of the mitigation actions that Short-term CDR / potential secondary various N/I M L S C R M M can prevent impacts caused on utility impacts Constru 20,000 USD development and construction services and secondary developments from ction PREPARED BY ELARD 330 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Project Residual Institutio Indicative Source of Impact Evaluation of Impact15 Mitigation Measures nal Cost Activities Impacts16 Respons Estimation impact on utility activities include: accidents, Contrac ibility provision during a. Surveying and evaluating the utility however tor (HSE) project construction infrastructure (water pipes, electricity with lines, sewerage networks etc.) and the adwequa developments surrounding the te construction sites (residential buildings, surveying, industries, businesses etc.) prior the construction planning; Contracto b. Contractors should assess construction r should locations in advance for potential be ready disruption to services and already to executed/planned developments, and mitigate identify risks; immediat c. If temporary disruption is unavoidable, ely the contractors in collaboration with local authorities should develop a construction plan that would minimize the disruption and communicate the dates and duration to respective stakeholders; d. Potential receptors surrounding the construction sites should be informed in advance regarding utility shifts and major constructions that might impact their activities; e. Specific elevated structures such as pedestrian bridges along the BRT line should be studied with utility master plans and construction activities planned accordingly to ensure to existing surroundings and utilities are minimized SE.C.2. Impacts on During SE.C.2 Minor visual impacts are expected CDR / visual amenity due various from the construction activities, since most Short-term Constru N L L M C R M M 20,000 USD to landscape construction of the construction area is already urban, impacts ction change and new activities however certain measures can be taken to Contrac PREPARED BY ELARD 331 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Project Residual Institutio Indicative Source of Impact Evaluation of Impact15 Mitigation Measures nal Cost Activities Impacts16 Respons Estimation constructions minimize impact: tor (HSE) ibility a. Proper enclosure of construction sites or areas, specifically at the median section, where the erected barriers can include the final design of the BRT system, which would motivate commuters and provide positive advertisement for the BRT system; b. Plan the movement of equipment and materials during times of least visual impact (e.g. work day start and end) where applicable; c. Locate piles and topsoil in visually unobtrusive locations where practical; d. Use existing roads and tracks where applicable instead of creating off-road tracks, and minimize length and width of the created road when necessary; e. Minimize construction time near sensitive visual receptors; f. Duration of the construction activities should be optimized, and the barriers should be uninstalled in short time following the completion of works/decommissioning; g. Proper landscaping that promotes tree planting and unified visual design (signs, street lights, sidewalks, etc.) PREPARED BY ELARD 332 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN 8-3. Table ‎ Environmental and Social Management Plan for the Operation Phase Evaluation of Impact17 Indicative Source of Project Residual Institutional Mitigation Measures Cost Impact Activities Impacts18 Responsibility Estimation N M E T D R L S T.O.1. An important factor in reducing T.O.1. Traffic the grace period and the time for congestion Beginning of transport mode change is the during the operation and advertisement of the BRT system. Operator/ 300,000 execution of passenger N H L M O R H H Discounted fares and tickets, - RPTA USD the project shift to BRT promotion of Intelligent Transportation and the system Systems (ITS) can be used to attract operation commuters and facilitate faster shift from use of private cars to using buses 17 The proposed categories for each of the evaluation criteria: N (Nature): P (Positive), N (Negative), D (Direct), I (Indirect); M (Magnitude): L (Low), M (Moderate), H (High); E (Extent): L (Local), G (Global); T (Timing): S (Short-term), M (Medium-term), L (Long-term); D (Duration): C (During Construction), O (During Operation); R (Reversibility): R (Reversible), I (Irreversible); L (Likelihood of Occurrence): L (Low), M (Moderate), H (High); S (Significance): L (Low), M (Medium), H (High), Beneficial (B). 18 Includes a list of remaining environmental impacts (if any) following the implementation of the mitigation plan. PREPARED BY ELARD 333 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Source of Project Residual Institutional Indicative Evaluation of Impact17 Mitigation Measures Cost Impact Activities Impacts18 Responsibility Estimation T.O.2. Traffic congestion at P&R facilities can be reduced/prevented if rehabilitation of roads is integrated T.O.2. Traffic with the BRT project that will ensure congestion at serving the demand with the available P&R facilities facilities. Providing facilitates (e.g. and at bus During the auxiliary pedestrian platforms CDR / Design stations if no operation of N H L L O R M M Positive - connecting P&R facilities to the Engineer upgrading of the BRT system stations, traffic management corridors roads and and signage, etc.) that would ease infrastructure pedestrian and traffic flow would takes place contribute to avoiding traffic and faster interchange between commuter modes SWR.O.1 To ensure the minimum contamination of soil and groundwater in case of any spill or leakage, the below shall be implemented: a. Promote awareness among workers on how to handle oil/lubricants; b. Promote good housekeeping practices; Impacts can During SWR.O.1. c. Put in place a maintenance be mitigated relatively Operator of Fueling and schedule as part of the inspection with regular deeper N/D H G L O R M M auxiliary - maintenance procedures of all storage tanks and maintenance excavation facilities (HSE) operation pipes for risk minimization; and works d. Use standardized fuel spill inspection prevention system for locomotive fueling, including automatic shut- off systems; e. Storage tanks and components shall meet international standards for structural design integrity and operational performance to avoid catastrophic failures during normal PREPARED BY ELARD 334 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Source of Project Residual Institutional Indicative Evaluation of Impact17 Mitigation Measures Cost Impact Activities Impacts18 Responsibility Estimation operation and during exposure to natural hazards and to prevent fires and explosions; f. Storage tanks shall have appropriate secondary containment, including procedures for the management of containment systems. Appropriate secondary containment should satisfy the following: i. Consist of berms, dikes, or walls capable of containing the larger of 110 percent of the largest tank or 25% percent of the combined tank volumes in areas with above-ground tanks with a total storage volume equal or greater than 1,000 liters and will be made of impervious, chemically resistant material; ii. Consider means to prevent contact between incompatible materials in the event of a release; g. Transfer of hazardous materials from vehicle tanks to storage in areas with surfaces sufficiently impervious to avoid loss to the environment and sloped to a collection or a containment structure not connected to municipal wastewater/storm water collection system; h. Leak detection may be used in conjunction with secondary containment, particularly in high- PREPARED BY ELARD 335 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Source of Project Residual Institutional Indicative Evaluation of Impact17 Mitigation Measures Cost Impact Activities Impacts18 Responsibility Estimation risk locations. Leak detection is especially important in situations where secondary containment is not feasible or practicable, such as in long pipe runs, these include: i. Use of automatic pressure loss detectors on pressurized or long distance piping; ii. Use of approved or certified integrity testing methods on piping or tank systems, at regular intervals. SW6. In case of underground storage tanks; the following shall be applied: i. Assessing local soil corrosion potential, and installing and maintaining rust protection for steel tanks; j. For new installations, installing impermeable liners or structures (e.g., concrete vaults) under and around tanks and lines that direct any leaked product to monitoring ports at the lowest point of the liner or structure; k. Monitoring the surface above any tank for indications of soil movement; l. Reconciling tank contents by measuring the volume in store with the expected volume, given the stored quantity at last stocking, and deliveries to and withdrawals from the store; m. Consider the monitoring groundwater of quality down gradient of underground storage PREPARED BY ELARD 336 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Source of Project Residual Institutional Indicative Evaluation of Impact17 Mitigation Measures Cost Impact Activities Impacts18 Responsibility Estimation locations, if possible; n. Evaluating the risk of existing underground storage tanks, if any, in newly acquired facilities to determine if upgrades are required or if they should be replaced or abandoned. SWR.O.2. To ensure the minimum contamination of soil and groundwater from wastes generated from maintenance activities, the below should be taken into consideration: For hazardous material: a. Training of operators on release Impacts can SWR.O.2. prevention, including drills specific be mitigated Operation to hazardous materials as part of Hazardous with regular and emergency preparedness and non- maintenance Operator of maintenance response training; hazardous N/D H L L O R M M and auxiliary - of equipment b. Use of aqueous detergent cleaning wastes from inspection, facilities (HSE) and solutions or steam cleaning, or use maintenance and following machinery and recycling of aliphatic cleaning activities protocols, as solvents (e.g. 140 solvent); set by HSE c. Use of water-based paints; For Wastewater: d. Use of ultrafiltration to extend the life of washing solutions for aqueous parts or use of alternatives to water cleaning (e.g. dry cleaning by wire brush or bake oven); PREPARED BY ELARD 337 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Source of Project Residual Institutional Indicative Evaluation of Impact17 Mitigation Measures Cost Impact Activities Impacts18 Responsibility Estimation e. Plumbing connection of floor drains, if any, in maintenance areas to the wastewater collection and treatment system; f. Prevention of discharge of industrial wastes to septic systems, drain fields, dry wells, cesspools, pits, or separate storm drains or sewers. Keep wastewater from service bays out of storm drains by constructing berms or other barriers; g. Depending on the volume of contaminants present in the wastewater, and whether the BRT facility is discharging into a municipal system or directly to surface waters, pretreatment of effluents may be necessary to reduce contaminant concentrations. Pretreatment systems typically consist of oil / water separators, biological and chemical treatment, and activated carbon systems. For Waste Management: h. Understanding potential impacts and risks to soil and water resources associated with the management of any generated hazardous waste; i. Establishing waste management priorities at the outset of activities based on an understanding of potential soil and water resources risks and impacts and considering waste generation and its consequences; PREPARED BY ELARD 338 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Source of Project Residual Institutional Indicative Evaluation of Impact17 Mitigation Measures Cost Impact Activities Impacts18 Responsibility Estimation j. Establishing a waste management hierarchy that considers prevention, reduction, reuse, recovery, recycling, removal and finally disposal of wastes; k. Apply the proper storage and disposal of wastes. SWR.O.3 To ensure the minimum contamination of soil and groundwater from general waste at Park and Ride Facilities, the below should be taken into consideration: a. Instituting a solid waste recycling program, depending on the Impacts can SWR.O.3 Solid existence of local facilities, with be mitigated Operation waste labeled waste containers in the with regular and generated Park and Ride Facilities for metals, maintenance Operator of maintenance from N/D L L L O R M M glass, paper, and plastics. Food and auxiliary - of equipment passengers at establishments should segregate inspection, facilities (HSE) and different compostable and other food and following machinery facilities waste for recycling as agricultural protocols, as fertilizer and animal feed; set by HSE b. Passenger bus operators and cleaning contractors should be encouraged to segregate waste in the buses by separating the collection of newspapers / papers, plastic, and metallic containers. PREPARED BY ELARD 339 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Source of Project Residual Institutional Indicative Evaluation of Impact17 Mitigation Measures Cost Impact Activities Impacts18 Responsibility Estimation B.O.1. Recommended mitigation measures to minimize or eliminate the impacts of project operation on biodiversity include: e. Protection of the natural plant Impacts can species that may grow on be mitigated During sidewalks and median strips along with regular B.O.1. Impacts operation of the line such as Matthiola maintenance Operator of on biodiversity the BRT system crassifolia, Limonium sp, Crithmum N/D L L S O R L L and auxiliary - during regular and utility of maritimum and Urginea maritima; inspection, facilities (HSE) operation different f. Removal and management of and following facilities weeds and exotic and invasive protocols, as species; set by HSE g. Proper management of liquid and solid waste generated by the project; h. Prevention and control spills of fuel and oil. SE.O.1. The project has considered options and incentives to encourage local operators to join the new BRT and bus concessions. Such incentives The include requiring the new SE.O.1. Impact integration concessionaires to buy or rent a on livelihood options number of existing red plates from the of current bus During the should small operators, the recruitment and drivers and execution of undergo training of drivers, encouraging local public the BRT system N H G L O I H H further MoPWT - operators to join as shareholders and transport and long term negotiations partners into the new concessions, and operators due operation with political allowing operators to continue to passenger entities and operations along the new bus and BRT shift to BRT syndicates lines according to specifications and unions (schedule, bus requirements…) agreed with the concessionaires and public authorities. Since it is expected that the project will PREPARED BY ELARD 340 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Source of Project Residual Institutional Indicative Evaluation of Impact17 Mitigation Measures Cost Impact Activities Impacts18 Responsibility Estimation contribute to increasing the overall demand for public transportation in Lebanon, new markets are anticipated to be created and new passengers attracted to the system. This will benefit local operators since not all trips and destinations will be covered by the new system and many new passengers will still need an additional public transportation mode to bring them closer to their final destination. The existing local operators are therefore expected to adjust their operations in accordance with the newly generated demand, resulting in complementary systems. SE.O.2. Maintenance and fueling of the BRT buses is necessary. There are Impacts can SE.O.2. negligible to minor impacts related to be mitigated Resource resource consumption, which can be with regular consumption During the reduced through maintaining the maintenance Operator of for the operation of N L L L O R M M buses in good conditions and ensuring and BRT System - operation of the BRT system their operation efficiency. This inspection, (HSE) buses and for buses ultimately contributes to less fuel and following maintenance consumption per trip and reduced protocols, as activities requirement for major maintenance set by HSE works SE.O.3 SE.O.3 The feasibility of the system and Design can Frequent bus the design take into consideration all be amended stops and factors related to passenger demand, During the to better multiple size of the fleet, positioning of the operation of serve CDR / Design stations N M L L O R L L stations, the required space, number of - the BRT system anticipated Engineer leading to the stations and the distance between buses demand, in increase in stations to optimize the operation of the Detailed travel time the system and provide efficient and Design Phase and fast service to the commuters. PREPARED BY ELARD 341 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Source of Project Residual Institutional Indicative Evaluation of Impact17 Mitigation Measures Cost Impact Activities Impacts18 Responsibility Estimation discouraging BRT system users SE.O.4 To ensure public safety and eliminate commuters‟ unease, the BRT system should: g. Install CCTV system that monitors all activities at the terminals, stations and P&R facilities in addition to the buses; h. Secure access to different facilities through installation of barriers and enclosed fences to allow only commuters with the dedicated SE.O.4 Impact passes to access the system; on safety due During the i. Provide security personnel ISF / MoPWT / to lack of operation of wherever necessary to control the Design N H L L O R M M - - monitoring, the BRT system crowd and monitor any suspicious Engineer / selection of buses activities; Operator drivers, etc. j. Enforce the operators to develop an eligibility criteria for recruiting the drivers and system operators that are in constant interaction with the commuters, and provide training to ensure efficient and safe operation of the system; k. Include evacuation plans at all facilities and emergency preparedness plans; l. Include proper timetables, traffic signs and directions on all buses PREPARED BY ELARD 342 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Source of Project Residual Institutional Indicative Evaluation of Impact17 Mitigation Measures Cost Impact Activities Impacts18 Responsibility Estimation and stations accommodating all commuters without any discrimination. SE.O.5 Specifically during the launching of the BRT system and thereafter awareness campaigns should be conducted to encourage SE.O.5 people to use the BRT system in Difficulty in addition to incentive schemes. This can changing the be achieved through general media, During the MoPWT / behavior of advertisements, social media, operation of Design people to N M G L O R M M awareness campaigns at different - - the BRT system Engineer / stop using locations tackling various social buses Operator their cars and groups. Proving the efficiency of the shift to the BRT system and advertising its advantages system play a major role in changing the behavior of the public and encouraging commuters to use the buses instead of their personal vehicles. PREPARED BY ELARD 343 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN 8.2 ENVIRONMENTAL AND SOCIAL IMPACTS MONITORING PLAN PREPARED BY ELARD 344 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN 8-4. Table ‎ Construction Phase Monitoring Project Activity / Potential Parameters Measurements Location Frequency Responsibility Impact T.C.1 Number of traffic Increased traffic due to Construction sites of all project Contractor‟s congestion events/ Visual inspection Daily creation of detours during components management traffic delays construction AQ.C.1/AQ.C.2 Total Suspended Contractor‟s Health Particles (TSP), PM10, 1-hr and 24-hr measurements, At key receptor locations at Dust and fugitive air Safety, PM2.5 (wherever and visual observation of dust different project component Weekly pollution emissions from Environment(HSE) feasible), SOx, NOx dispersion (scale and direction) construction sites construction activities Officer/Department and CO AQ.C.3 Emissions from the TSP, PM10, PM2.5, Contractor‟s HSE Single emission measurement Stacks of the operating generators Monthly generators on construction SOx, NOx and CO Officer/Department sites Single sample per location N.C.1 (average 1hr reading-15min Near loud machinery, equipment Contractor‟s HSE Elevation of noise levels due Lea, Lmin and Lmax intervals) during morning (7- and vehicles, and major Weekly Officer/Department to construction activities 8am), evening (1-2pm) and construction activities night (4-5pm) Number of SWR.C.2 incidents of fuel, oil, At construction sites and vehicle Contractor‟s HSE Soil contamination from lubricant or other Visual inspection refueling, maintenance and Weekly Officer/Department accidental spills and leaks chemical packing areas spills/leaks; PREPARED BY ELARD 345 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Project Activity / Potential Parameters Measurements Location Frequency Responsibility Impact At construction sites: Contractor‟s HSE SWR.C.3/SW.C.4 Implementation of waste(solid/liquid) generation, Officer/Department waste Improper waste storage Visual inspection collection, segregation, storage, Weekly and/or Waste management and disposal transportation and disposal; and management system at lavatories on site contractor Implementation of the procedures ACH.C.1 agreed with the Construction sites of all project Dedicated Accidental unearthing of DGA for the Visual Inspection components during excavation Continuous personnel from the archeological/cultural protection of and earth works DGA findings archeological findings during construction Implementation of the Health and Safety Protocol HS.C.1/HS.C.2/HS.C.3 (yes/no) Construction sites of all project Health and safety concerns Contractor‟s HSE and Visual Inspection component; workers and Continuous of workers and general Officer/Department Number of near personnel on site public miss events and accidents taking place At construction sites of all project SE.C.1 Number of components that have potential secondary Contractor‟s Induced secondary Visual inspection nearby construction works, and Continuous developments management developments main used roads by construction impacted sites PREPARED BY ELARD 346 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN 8-5. Table ‎ Operation Phase Monitoring Project Activity / Potential Parameters Measurements Location Frequency Responsibility Impact T.O.1/T.O.2 Traffic congestion during BRT System the execution of the Traffic load change At P&R facilities, nearby bus Operators‟ traffic project and the operation (number of cars on Traffic surveys on highways stations and terminals and major consultants/auditors; / Traffic congestion at P&R major highways and major roads along the BRT highways that potentially should Monthly Trucks and Vehicles facilities and at bus stations where he BRT system operation area have reduced traffic due to the Management if no upgrading of roads operates) BRT Authority and infrastructure takes place N.O.1 Single sample per location (average 1hr reading-15min Along the BRT line, main stations, Elevation of noise levels BRT System Lea, Lmin and Lmax intervals) during morning (7- terminals and near sensitive Annually due to bus operation and Operators 8am), evening (1-2pm) and receptors at stations/terminals night (4-5pm) Number of incidents SWR.O.1/SWR.O.2 of fuel, oil, lubricant or other chemical Visual inspection, and records Fueling and maintenance spills/leaks; and of amounts of hazardous and operation; At bus deports and where BRT System improper non-hazardous waste Monthly Hazardous and non- maintenance works take place Operators storage/management generated from maintenance hazardous wastes from of waste generated activities maintenance activities at bus maintenance areas SWR.O.3 Visual inspection, and records Implementation of At bus stations, terminals, depots Daily, Solid waste generated of amount of solid waste BRT System waste management where cleaning of buses take Monthly from passengers at generated during the Operators system (yes/no) place reporting different facilities operation of the system SE.O.1 Ministry of Public Impact on livelihood of Number of public Surveys of bus operators, taxis, At areas impacted by the BRT Works and current bus drivers and Monthly Transport/ Traffic, transport operators mini-buses, etc. service public transport operators Trucks and Vehicles due to passenger shift to Management PREPARED BY ELARD 347 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Project Activity / Potential Parameters Measurements Location Frequency Responsibility Impact BRT Authority Fuel consumption, spare parts and SE.O.2 maintenance Resource consumption for requirements of buses Record keeping of all fueling BRT System BRT system Annually the operation of buses and and different facilities and maintenance activities Operators for maintenance activities (including back-up generators used to operate the system) 8-6. Table ‎ Sustainability Monitoring Category Indicator (Parameter) Description Baseline Value Methodology Frequency Annual income from Income made by the public Survey of public transport - Annually public transport (USD) transport operators operators transport cost paid by the Cost of transport per commuter using a transport US¢ 50/veh.km Household survey Annually capita (USD/capita.km) mode per distance traveled or time-period Economic Public transport cost paid by Cost of public transport LBP 250 by 10 km range for the commuter using a public Household survey Annually per capita (USD/capita) buses and minibuses transport mode Cost of transport per transport cost paid by the household 13.11% of total expenses household using a transport Household survey Annually (USD/Household) or (CAS, 2012) mode per distance or time (%/total expenses) Maintenance expenditure by Cost of system Data collection from public public transport system - Annually maintenance (USD) transport operators operator PREPARED BY ELARD 348 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Category Indicator (Parameter) Description Baseline Value Methodology Frequency Cost of public transport 421,780 USD as daily Public transport cost paid by as percentage of total turnover rate of the mass the commuter as part of the Household survey Annually transport cost (% of transit system in the study total cost of transport transportation cost) area Average fuel price 800 LBP/l (for diesel) Data from major fuel importers, Monthly (USD/L) 1140 LBP/l (for Gasoline) Ministry of Energy and Water Data from Ministry of Interior and Number of paved roads 84.9% of total roads (World Municipalities and Ministry of Annually (km) Bank, 1999) Public Works and Transport 85% passenger cars; 8.9% Percentage distribution of Transport mode split (% trucks; 5.2% motorcycles; Data from Ministry of Public Works transport modes (e.g. bus, Annually of each mode type) 0.9% buses (Haddad, and Transport taxi, private vehicles, etc.) Mansour, & Stephan, 2015) The average speed in GBA is around 18 km/hr and Per capita mobility Distance traveled per decreases to <10 km/hr in Household survey and data from Annually (km/day) commuter per time-period peak traffic conditions public transport operators (Mansour, Zgheib, & Saba, 2011) Average travel time Average time spent Household survey and data from Social - Annually (hours, hours/trip) commuting (on-road) public transport operators Approximately 50% of trips Average distance cover a distance lower than Household survey and data from Annually travelled (km, km/trip) 5 km (Mansour, Zgheib, & public transport operators Saba, 2011) 600 fatalities per year or 17 Accidents and fatalities per 100,000 inhabitants Directorate General of the Internal (number of accidents, Monthly (Choueiri, Choueiri, & Security Forces injuries, deaths) Choueiri, 2011) Number of journeys per Household survey and data from - Annually mode of transport public transport operators PREPARED BY ELARD 349 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Category Indicator (Parameter) Description Baseline Value Methodology Frequency (trips/mode) 1.2 passengers for taxis, 6 for vans and 12 for buses; average of 1.7 for Occupancy rate Household survey Annually passenger vehicles (Chalak, Al-Naghi, Irani, & Abou-Zeid, 2016) Affordability (total Individual or household transportation 13.11% of total expenses for Household and/or passenger expenditure on transportation Annually expenditure relative to households (CAS, 2012) survey relative to total income income) Consumer satisfaction rating of public Household and/or passenger - Annually transportation (1-5 survey scale) Bus stations that have accessibility to people - Physical mapping Annually with disadvantaged mobility Per capita consumption Transport energy demand Data from Ministry of Public Works of fuel for transportation 15.06 (GJ/capita) (Electris, and Transport, Ministry of Energy Annually (L/capita) Raskin, Rosen, & Stutz, 2009) and Water; household survey 27.42% of national energy Transport sector fuel Data from Ministry of Energy and Environmental consumption (World Bank, Annually consumption (tonnes) Water 2011) 71% of the entire fleet older Average age per mode Data from Ministry of Public Works than 10 years Annually of transport and Transport (MoE/URC/GEF, 2012) GHG emissions of CO2: 5,634.81 Gg transport sector (tonnes Fuel consumption data and CH4: 1.19 Gg Annually per GHG: CO2, CH4, emission factors N2O and total CO2eq) N2O: 0.44 Gg PREPARED BY ELARD 350 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT MITIGATION AND MONITORING PLAN Category Indicator (Parameter) Description Baseline Value Methodology Frequency For year 2011 (MoE/UNDP/GEF , 2015) GHG emissions from public transport (tonnes Fuel consumption data and Annually per GHG: CO2, CH4, emission factors N2O and total CO2eq) CO: 551.91 Gg NOx: 50.59 Gg SO2: 5.18 Gg Air pollution emissions of NMVOCs: 71.05 Gg transport sector (tonnes For year 2011 Fuel consumption data and per pollutant: NOx, CO, Annually (MoE/UNDP/GEF , 2015) emission factors PM2.5, PM10, NMVOCs and SOx) PM10: 12 Gg/year PM2.5: 9 Gg/year (Waked, Afif, & Seigneura, 2012) Air pollution emissions of public transport (tonnes Fuel consumption data and per pollutant: NOx, CO, Annually emission factors PM2.5, PM10, NMVOCs and SOx) Per capita consumption Transport energy demand Data from Ministry of Public Works of fuel for transportation 15.06 (GJ/capita) (Electris, and Transport, Ministry of Energy Annually (L/capita) Raskin, Rosen, & Stutz, 2009) and Water; household survey Source: Indicators adopted from (Buzasi & Csete, 2014) and (IFI/FESLB, 2017); * The latest available value, some indicators have an alternative unit of measurement or have no value, which suggests the collection/measurement of these values prior to the commencement of the construction activities PREPARED BY ELARD 351 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT CONCLUSION 9. CONCLUSION The environmental and social impact assessment of the BRT System between Tabarja and Beirut and within Beirut, along with the feeder bus network is a vital public transport project for Lebanon which will serve the most dense urban area in Lebanon. The assessment concludes that the implementation of the Project will improve transport connectivity and mobility on the coastal corridor located to the North of Beirut. The BRT System has primarily a general public interest for commuters. Its implementation aims at enhancing public transport thereby easing traffic flows, reducing air pollutants emissions, reducing travel time, and improving road safety conditions. The BRT System is anticipated to contribute to achieving some of the objectives of the Land Transport Strategy and in the application of the Traffic Law. The ESIA Study has been prepared at the Feasibility Study stage of the Project. The ESIA was conducted against broad design elements which however provided key information for the assessment of the project‟s physical, natural and social footprint. On the physical aspects, the project runs in a heavily urbanized region within a degraded airshed. The organization of the public transport system through the BRT, and its new bus fleet of modern, fuel-efficient, clean technology engines has been assessed to contribute to decreased air pollution and GHG emissions from the vehicle fleet on the overall when it starts operation in 2023. The traffic assessment showed that a large number of private car passengers will switch to using the BRT System. Noise impacts are also anticipated to be low. Given its presence in an urban, heavily built up area, the facilities of the BRT System, such as P&R facilities, depot and terminal, are not anticipated to result in negative impacts on the natural environment. Nonetheless, the infrastructure works should realize a landscape plan to create an opportunity to upgrade the urban aesthetics, and reduce visual amenity impacts from introducing new concrete structures – pedestrian bridges, terminal, depot, etc. The land impacts from the BRT System are also anticipated to be low, given that the majority of structures are located on the right of way, or on state-owned lands, or on public domain. The depot and terminal are located on private lands. A Resettlement Action Plan has been prepared accordingly in line with the Expropriation Law and WB OP 4.12. The social impacts from the Project are the widest in breadth and depth, and they range from beneficial to the overall public to sensitive to the current operators of the informal public transport system. The beneficial impacts from implementing the Project will ultimately be realized and noticed through reduced travel time and lower overall mobility costs. There is a serious call from all social groups consulted as part of this ESIA study to implement a solution for public transport, where the system should respond to the needs of all groups – women, elderly, persons with mobility challenges, students, professionals, etc. The quality of the services of the BRT System is also of primary interest to all stakeholders. The need to have the public transport system organized and the level of services to be improved is a call to improve the quality of life of commuters on the overall. The integration of current operators in the new setup that will operate the BRT System is a vital strategy to reduce livelihood impacts from the competition that the new system will create. PREPARED BY ELARD 352 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT CONCLUSION All the environmental and social impacts assessed in this ESIA Study can be mitigated if negative and enhanced if positive through inclusive and universal design, through responsible implementation, and through serious operation, maintenance and follow-up from the concerned institutions. Above all, there is a great need for more consultation and coordination among institutions and municipalities to realize the social and environmental benefits that this project is anticipated to bring. This ESIA Study has shed light on core environmental and, especially social, matters that influence the design of the project, which have largely been taken from the extensive consultations and meetings with stakeholders and community groups. It is essential that the Environmental and Social Management Plan is taken up by the Detailed Design Engineer, to create a design that elevates the road infrastructure and public transport services in Lebanon to the expectations of the resident population. PREPARED BY ELARD 353 ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT APPENDICES 10. APPENDICES PREPARED BY ELARD ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT APPENDICES APPENDIX A – LIST OF TECHNICAL AND NON-TECHNICAL REFERENCES Abi-Esber, L., & El-Fadel, M. (2013). Indoor to outdoor air quality associations with self-pollution implications inside passenger car cabins. Atmoshperic Environment(81), 450-463. Afif, C., Chélala, C., Borbon, A., Abboud, M., Adjizian-Gérard, J., Wehbeh, F., . . . Rizk, T. (2008). SO2 in Beirut: air quality implication and e ects of local emissions and long- range transport. (A. M.-G. Rizk, Ed.) Air Quality, Atmosphere & Health, 1(3), 67-178. Afif, C., Dutot, A. 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PREPARED BY ELARD ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT APPENDICES APPENDIX B – LIST OF ESIA PREPARERS Individuals Ricardo KHOURY Project Director Senior Environmental Engineer Hanadi MUSHARRAFIYEH Senior Project Manager Environmental Specialist Marc METNI Senior Project Manager Senior Geologist Carole ATALLAH Senior Archaeologist Amal DAMIEN MOUKARZEL Social Expert Charbel AFIF Air Quality Expert Nisrine MACHAKA-HOURI Biodiversity Expert Mazen SOKHEN Noise Specialist Nayla ABOU HABIB Environmental Specialist Kourken KADEHJIAN Environmental Specialist Samia ABDALLAH Civil Engineer / Field Surveyor Nadim HAMMOUD Survey Engineer / GIS Specialist Tarek MASHTOUB Geologist Companies TMS Consult Transportation and Mobility Consultancy Khatib and Alami Engineering Design Services PREPARED BY ELARD ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT APPENDICES APPENDIX C – MOE RESPONSE ON SCREENING PREPARED BY ELARD ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT APPENDICES APPENDIX D – MOE APPROVAL OF SCOPING REPORT PREPARED BY ELARD ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT APPENDICES APPENDIX E – BOOKLET FOR THE BASELINE ASSESSMENT PREPARED BY ELARD ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT APPENDICES APPENDIX F – LETTERS FROM PUBLIC ADMINISTRATIONS PREPARED BY ELARD ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT APPENDICES APPENDIX G – FOCUS GROUP MEETINGS PREPARED BY ELARD ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT APPENDICES APPENDIX H – STAKEHOLDER ENGAGEMENT AND CONSULTATION PLAN PREPARED BY ELARD ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT APPENDICES APPENDIX I – PUBLIC CONSULTATION AT THE SCOPING PHASE PREPARED BY ELARD ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT APPENDICES APPENDIX J – PUBLIC CONSULTATION AT THE ESIA PHASE PREPARED BY ELARD ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT APPENDICES APPENDIX K – EMISSION ASSESSMENT STUDY PREPARED BY ELARD ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR ESIA REPORT APPENDICES APPENDIX L – LIST OF NATIVE TREES, SHRUBS AND HERBS TO ENHANCE THE VISUAL ASPECT OF THE FACILITY AND PLAY A ROLE IN REINTRODUCING NATIVE PLANT SPECIES TO DIFFERENT AREAS Name Type Tamarix Shrub Cercis siliquatrum Tree Punica granatum Tree Pinus pinea Tree Acer syriacum Tree Quercus calliprinos Tree Laurus nobilis Tree Vitex agnus-castus Tree Vitex agnis-castus Shrub Lonicera etrusca Climber Ceratonia ciliqua Tree Pistacia lentiscus Shrub Arbutus andrachne Tree Creteagus monogyna Small Tree Fraxinus ornus Tree Myrtus communis Shrub Styrac officinalis Tree Capparis spinose Matthiola crassifolia Matthiola tricuspidata Crithmum maritimum Urginea maritima Alcea setosa Limonium sinuatum Pancratium maritimum PREPARED BY ELARD