Jordan Rift Valley- Transportation

Transportation projects adopted in the Master Plan emphasize the corridor function of the Jordan Rift Valley. The completion and upgrade of east-west linkages and the rationalization of transport infrastructure can play an important part in shaping the economic future of the region. Israel will attain easier access to other markets in the region, and Jordan will be provided the opportunity to export goods to Israel and through Israeli ports to the Mediterranean, and reaffirm Israel and Jordan's role as a transport hub in the Middle-East.

Since the easing of trade and transport restrictions between Israel and Jordan at the beginning of 1997, both traffic at border crossings and bi-lateral trade has increased significantly.

Crossing	No. of Vehicles		No. of Trucks
	1996	1997	1996	1997
Sheikh Hussein/Jordan River	3,296	14,048	129	1,305
King Hussein/Allenby	1,198	3,780	2,228	3,427
Wadi Araba/Arava	459	2,737	106	427
Total	4,953	20,565	2,463	5,159

Source: Israel Airports Authority

Further increases in traffic can be anticipated given the opening up of intra and inter-regional trade regimes. Jordan recently initialled an Agreement of Association with the European Union. Joint Israeli-Jordanian industrial park projects are being planned for Irbid and the Sheikh Hussein border and major heavy industry projects (joint ventures with international concerns) are being implemented in the Aqaba and Dead Sea subregions. Improvement of logistic infrastructure in the Aqaba-Eilat will facilitate growing Jordanian and Israeli trade with Asia.

Within the framework of the bilateral talks between Israel and Jordan, it was agreed to improve freight and passenger transportation between the two countries. The project entails upgrading the entire route between Irbid and Haifa to a double carriage highway and construct interchanges along the route at important junctions. The interconnection between Israeli and Jordanian road systems will be affected at the Jordan River (Sheikh Hussein) crossing point and linkage to the Palestinian Authority will be possible at the city of Jenin.

In addition to improving regional transportation, this northern linkage will provide access for Jordanian and Palestinian exports to the Mediterranean port of Haifa. For Amman and centers in the vicinity, the direct link to the Mediterranean would be significantly shorter than the existing connection through Aqaba and the Red Sea, and transportation costs would be reduced. By building a direct connector road from the bridge to the major towns and cities in Jordan will distribute international traffic on to the excellent primary road system in Jordan which can absorb additional traffic without environmental damage. Upgrading the road will also reduce accident risk.

The Israeli section of the project appears in the National Highway Master Plan of road networks adopted in Israel and steps are currently being taken to advance detailed planning of the Israeli section of this road.

The section between Irbid and the Sheikh Hussein have tight corners and steep gradients. Construction of 12 kilometers of road is required to improve the alignment from Kufr Assad to North Shuna. Estimated cost of this section is $17 million.

A feasibility study would be required prior to implementation. A preliminary estimate of required investment in improving the roads is approximately $200 million.

Increased traffic in the region and the open borders will necessitates new and improved bridges over the Jordan River. Among the relevant sites are Sheikh Hussein/Jordan River Bridge, and the King Hussein/Allenby Bridge.

The northern link is becoming increasingly important as trade and transit transport between Israel and Jordan grows. Improvement of border crossing infrastructure will help expedite the international transport of goods. Israel has invested in upgrading the capacity of the existing Sheikh Hussein/Jordan River Bridge by building a concrete bridge with a limited movement capacity and passenger terminal. A cargo terminal at the bridge was opened in June 1996. Total Israeli investment to date comes to approximately $3.3 million. Plans for the future include upgrading the cargo terminal to accommodate larger volumes of traffic and paving a by-pass road to the cargo area to expedite handling of both passenger and cargo traffic.

Jordan is constructing two single carriageway bridges and access roads with the assistance of the Japanese government.

A project is underway to upgrade the Allenby\King Hussein bridge to a two-lane facility, to facilitate traffic between Amman and Salt to Jericho, Jerusalem and Tel Aviv. The Japanese government is financing projects to upgrade facilities at this site. In 1997 Israel invested in improving the passenger waiting area and passport control counters. Other planned improvements include: the construction of a new cargo terminal, completion of a new incoming passenger area: modernization and improvement of the physical facilities and services at the terminal. Total estimated investment for these improvements comes to $3.7 million.

The estimated cost for the upgrade of the two bridges on the Jordanian side has been estimated by REDWG to be $11.6 and $22.8 million respectively.

Two additional border crossings are proposed to facilitate development of the JRV region:

The first proposed crossing will be situated at the southern tip of the Dead Sea and will be designated for both passenger and cargo traffic. This crossing will be instrumental in forging collaboration in industrial, agricultural and tourism development, serving the needs of:

• collaborative potash and mineral mining and processing activities between Israel Dead Sea Works and the Jordan Potash Company.
• agricultural activities and technology transfer in the Southern Ghors area (see description of the contract agricultural project for the Southern Ghors below);
• export of Israeli agricultural goods via the Aqaba sea port and joint airport;
• tourism traffic within the framework of the Lowest Park on Earth project (see project description below).

This crossing point can be developed in the future to facilitate intra-regional trade and traffic between Egypt and Jordan. A possible future rail link between the Dead Sea and the Gulf of Aqaba could also be served by this crossing.

The second crossing point would be situated in the northern Arava region, in the area of the proposed Dana/Nahal Sheizaf Bilateral Nature Reserve (see project description in section on environment). It will be designated for passenger traffic and facilitate development of cross-border desert tourism in the Arava/Wadi Araba region. It will also facilitate joint agricultural projects envisioned for the area, such as the Collaboration Agricultural Research Project at Ein Hazeva and Awassi Sheep project envisioned for Wadi Fidan (see agricultural sector projects). Facilitation of tourist access will contribute to the development of local economies on both sides of the border.

The proposed crossing will be small and can operate primarily on a prior arrangement basis, in accordance with demand for group tourism. The crossing will remain open on a regular basis a few hours each day in the morning to accommodate individual travelers. It is proposed that operations be conducted from one building, housing both Israeli and Jordanian officials. Office facilities will be shared by both sides.

Infrastructure and equipment requirements for this crossing include: passport control and customs counters, security equipment including x-ray equipment for examining baggage; ATM, public phones, first aid facilities; restrooms for visitors and staff; kitchen and sleeping area for staff; waiting hall for 150 visitors, snack and soft drink machines. Minimal landscaping will be required. Cto electri, water , telephone, sewage and garbage collection networks will also be needed.

A rudimentary feasibility study on a crossing of this scope has been conducted by the Negev and Arava regional councils for a site in the central Arava. Projected investment and operation and maintenance costs are summarized below:

Required Investment in Tourist Crossing in the Central Arava
(in thousand US dollars)*

Item	Investment
Buildings	260.0
Air conditioning	16.5
Infrastructure (electricity, water, phones)	96.5
Parking, landscaping, picnic area, signs	76.5
Equipment	40.0
Vehicles	36.5
Planning and contingencies	107.0
Total

Estimated Operations and Maintenance Costs for the Border Crossing in the Central Arava (in thousand US dollars*)

Item	Cost
Utilities	14.0
Security	2.0
Equipment maintenance	6.0
Building maintenance	4.0
Vehicle maintenance	8.0
Sanitation	2.0
Salaries	28.0
Overhead	6.3
Total

* Based on estimates from May 1996.
Source: Negev Tourism Development Administration, Central Arava Regional Council, Company for Building and Development in the Arava, Ltd. and the Keren Kayemet, Tourism Border Crossing with Jordan on the Spice Route, May 1996.

During the first half of this century a narrow (1.05 m) track between Haifa and Amman existed, passing Dar'a in Syria and proceeding both north to Damascus and south to Medina in Saudi Arabia. The track in Israel between Haifa and El-Hama and then in Syria between El-Hama and Dar'a is totally destroyed. The line between Dar'a and Amman continues to operate sporadically, however on a narrow gauge track which is not compatible with other regional railway systems. The Hejaz track between Amman and El Hassa is not in operation. The track between El Hassa and Aqaba via Ma'an is in operation. A line between Al-Abiad and Aqaba continues to operate.

The Haifa-Mafraq alignment will enable both regional transport to the Haifa port and access to international railways via Jordan. The project will link Haifa to the Jordanian railway network by way of Beit She'an and a railway bridge at the Sheikh Hussein crossing to Irbid and Mafraq. At Mafraq it will connect to the existing Old Hejaz railway connecting Amman and Damascus. The construction of the Mafraq-Haifa alignment involves 130 kilometers in Jordan and 70 kilometers in Israel.

This project, ranked as a long-term alternative in the Master Plan, can serve to stimulate the development of international trade movements through the region. Traffic volumes using the Sheikh Hussein road bridge are forecast to reach 9,000 vehicles per day in each direction by 2020, about a quarter of which are assumed to be heavy trucks.

The economic viability of the project depends not only on the volume of goods passing through the region but on the types of goods and type of routing required for them as well. The project can be implemented in stages; it is estimated that the Haifa-Sheikh Hussein segment is the most economically feasible. Bulk goods and containers could be transported via rail to/from the Haifa port from/to a transshipment center at the border, where they will be unloaded/loaded onto to trucks for transport to final destination.

An initial estimate of establishing this railway is in the region of $250 million. An engineering feasibility study has been undertaken by the Austrian railway consultants.