Corridor Intensification Strategy (CIS) | Amman Institute

Municipality of Greater Amman
Corridors Intensification Strategy (CIS)
DEVELOPMENT MANUAL

Amman Master Plan PMU
18 June 2007

Corridor Intensification Strategy

Table of Contents

MESSAGE from the MAYOR C DEVELOPMENT GUIDELINES 114
Preface
C.1 Introduction
C.2 Land Use Designations
A INTRODUCTION 1 C.3 Building Height Limits: As-of-Right & Maximum
C.4 Building Envelope Standards
A.1 CIS Goals & Objectives
C.5 Design Guidelines
A.2 CIS Principles & Policies
C.6 Parking Requirements
A.3 CIS Transportation Policies
C.7 Alternative Compliance
A.4 Intensification Corridor Locations
A.5 Road Hierarchy & Building Heights
A.6 Corridor Designations D DEVELOPMENT REVIEW 148
D.1 Application Process Overview
B CORRIDOR CONCEPT PLANS 22 D.2 Pre-application Consultation
D.3 Rezoning Application
B.1 Purpose, Content & the Public Realm
D.3 Design Review
B.2 Zahran: Circles 1 – 5
D.4 Detailed Technical Review
Zahran: Circles 5 – 8
D.5 Development Charges & Agreements
B.3 Arar
D.6 Zahran 1 – 5: Special Study Area
B.4 Prince Shaker Bin Zaid
B.5 Al Kindi
B.6 Hussein Bin Ali
APPENDICES
B.7 Queen Rania - Queen Alia (University) 1. Project Team: Amman Commission
Nasir Square Area Master Plan: Project Management Unit
B.8 Mecca – East, Central, West 2. Corridor Zoning Summary
B.9 Abdullah Ghosheh 3. Corridor Transportation Summary
B.10 Queen Alia Airport Road
B.11 King Abdullah II Transportation Impact Assessment & Site Access Guidelines
available in separate Transportation Report

Corridor Intensification Strategy i

Message from the Mayor

Corridor Intensification Strategy ii

Preface

The CIS, and the
Metropolitan
Growth Strategy to
follow, will enable
Amman to grow and
modernize at
densities that will
limit sprawl, support
transit, and retain
what makes Amman
unique.

The CIS is concerned with how and where Transportation Corridors
Amman will grow and the importance of Public
Transit in accommodating that growth. Central to the Growth & Development of Amman

Corridor Intensification Strategy iii

A. Introduction

A.5 Road Hierarchy & Building Heights
A.6 Corridor Designations

Corridor Intensification Strategy 1

Corridor Intensification Strategy (CIS)
This CIS is a plan, for application in the short term, that provides development policies, plans, and guidelines
for application along priority transportation corridors in the City of Amman - while a Metropolitan Growth
Strategy (MGS) is being prepared. Following the Interim Growth Strategy (IGS), the CIS continues the
introduction of key elements (Road Hierarchy, Transit Corridors, Zoning Guidelines, Development Charges)
that will become permanent, in modified form, in the MGS and the new Master Plan for Amman.

General Intent of CIS:
The CIS provides GAM with a framework for applying existing discretionary authority for setting maximum
building heights along priority transportation corridors. It establishes maximum building heights within a
common and consistent framework along the priority corridors. A reasonable balance is struck between the
interests of the development and investment community and the general citizenry of Amman by providing:
Reasonable Certainty – comprising a clear set of rules, limits, and standards for building design
Public Benefits – including protection of stable areas, protection of heritage sites and buildings,
development patterns and densities that support public transit and a vibrant urban environment
The CIS supports the achievement of this intent by promoting corridor densities which:
Can be serviced efficiently without overloading service networks – water, sewerage & storm water.
Provides for safe and efficient site access, requires sufficient on-site parking, & supports public transit.
Promotes pedestrian-based mixed-use development & protects stable neighborhoods.
Protects and complements the City’s heritage, antiquities, urban fabric and topography.
Encourages high-quality architectural design & promotes “green” environmental standards.
Maintains public views of key landmarks and vistas.


CIS Goals & Objectives:
To accommodate the immediate demand for high density residential and mixed use development in a
manner that compliments the Amman Vision and attracts investment.
Send a clear signal to the investment community that increased development density is welcome along
the transportation corridors within the Municipality of Greater Amman.
Provide clear direction to Developers and Investors, in the short term, concerning development height
and density limits along priority corridors while the Amman Master Plan is completed.
Accommodate transportation corridor development in a ‘planned way’ and provide clear direction
regarding location, building heights, and development standards.
Utilize a strategic & systematic approach that begins & supports the Amman Master Plan process.

Specifically:
Clarify building heights along priority corridors by clear criteria.
Identify corridor densities & land use mixes with clear criteria.
Establish development and zoning guidelines that facilitate a
transition to revised and modernized zoning controls.
Establish an efficient, investor-friendly, development review process
that protects the public interest.
Provide for public input into Corridor development and intensification.
Build the capacity in GAM to review & regulate major projects.
Provide a flexible framework for on-going investment in the City.
Begin the process of creating an Amman Master Plan through the
CIS as well as the Interim Growth Strategy (IGS) which preceded it.
Create a new framework for sharing the cost of infrastructure, in an
equitable way, between the Investor and the Community.


Urban Design A.2 CIS Principles & Policies
Amman will be developed at a human scale to complement existing neighbourhoods and communities and to
create a cityscape and streetscapes that are attractive and efficient. CIS development must:

Complement Amman’s unique urban fabric, cityscape,
streetscapes, and topography.
Maintain public views of key landmarks and vistas between hills
and between valleys and hills, and from public roads and
sidewalks to significant public attractions , natural features.
Establish transitions in scale & design between neighborhoods.
Promote high quality design of streetscapes, parks, and public and
private buildings in order to reinforce Amman as a comfortable,
useable, beautiful and memorable city.
Respect and provide continuity with the character of existing
adjacent communities & ensures land-use compatibility with
adjacent neighborhoods to create a more attractive & efficient city.
Encourage high-quality architectural design that blends with the
City’s urban fabric and topography.
Enhance the mental map of Amman by emphasizing its paths,
edges and nodes by developing well-defined corridor character.
Develop "signature boulevards" as vibrant shopping streets that
accommodate pedestrians, public transit, and private automobiles.



Culture and Heritage
Amman is ‘a city with a story’ - a modern urban center that represents one of the oldest inhabited cities in the
world. Preserving heritage properties and streets along the priority intensification corridors and promoting
these as an integral part of the overall contemporary city living experience will be one of the pillars of the
Master Plan. CIS development must be guided so that it:

Safeguards Jordan’s antiquities and protects and complements the City’s heritage & historic sites.
Protects existing stable neighborhoods and promotes compact urban form.
Allow for an institutionalized and transparent special review process for development proposed within
the heritage districts.
Revitalize the older parts of Amman by encouraging adaptive reuse in heritage buildings that are
economically non-viable but historically significant.
Encourage appropriate development in the heritage districts that respect the prevailing character, scale,
materials, details, craftsmanship, and use.


Urban Infrastructure
Urban infrastructure will provide modern and efficient public transit and systems for vehicular traffic and
pedestrians, water, sewerage and communication services to our community and will be used as instruments
to guide the development of the City. CIS development must:

Facilitate a reduction in the degree of dependency on private automobile use
within the urban area
Provide for safe and efficient public transit and vehicular transportation access
that can be supported by the municipal road network and which will not create
undue traffic impact on stable residential neighborhoods.
Provide a sufficient supply of accessible, attractive, and convenient to use on
site parking and vehicular loading and servicing facilities which do not disrupt
the operation of adjacent streets
Encourage and support public transit use by providing convenient pedestrian
access to suitable public transit services along safe & attractive transit corridors.
Provide a welcoming walking environment for pedestrians that is safe,
accessible, landscaped, functional and interesting.
Provide access to adequate urban infrastructure services, such as water, sewer,
storm water and community services without unduly overloading these services.
Decrease automobile dependence and trip generation by promoting mixed-use
development, enhancing pedestrian circulation, and the use public transit.
Increase the efficient use of existing infrastructure through increased
development densities along existing corridors.


Public Spaces and Social Inclusion
We will develop a livable and social city; a city that draws people to its public spaces; builds diverse
communities and is inclusive of all its citizens. CIS development must:
Creating a pedestrian friendly and secure street environment including appropriate building scale &
proportions, active street frontages, efficient public transit, and pedestrian connections to adjacent
neighborhoods.
Promote public spaces that are accessible, comforting, and welcoming to people from all
neighborhoods, of all physical conditions, male and female, old, young and the disabled.
Promote mixed-use development to create self sufficient and pedestrian-friendly neighborhoods.
Encourage the integration of different income groups within neighborhoods and communities.
Encourage infill near the urban center as an alternative to low density sprawl.
Integrate segregated uses and create vibrant spaces where citizens can "live/work/play".
Promote a greater variety of affordable housing options that are close to the urban center.

Governance and Service Delivery
The Master Plan will be the roadmap for development; it will be citizen centered and reflect the aspirations of
all stakeholders complemented by an implementation framework that is participatory, inclusive and improves
public service delivery to residents and the business community. GAM will ensure:

A streamlined approvals process for investors that is timely, transparent and equitable.
A public review of major CIS project proposals before they are considered for approval.


Investment and Economic Activity
The Master Plan will improve the climate for investment by identifying opportunities for sustainable economic
growth and provide clarity to investors on our community's aspirations. GAM will ensure that:
A range of CIS locations & density alternatives are provided to absorb market demand.
An adequate supply of serviced land for investment in provided within the designated Corridors.
Allow conditional height & density bonuses for mixed-use developments that reflect market demand
and promote investment.
Provide for vibrant shopping streets that revitalize surrounding areas and expand pedestrian access
to employment opportunities.

Green City, Environment and Natural Resources
Amman must be built on sustainable development principles - "green" with wide sidewalks, parks and trees.
Citizens should enjoy a healthy environment. CIS developments must consider:
Implementation of “green” environmental standards, including retention of storm-water and re-use of
grey-water for irrigation and use of solar and smart energy solutions to reduce carbon emissions
Micro climate conditions and integrate these into the design of the developments
The integration of adjacent streetscapes, parks and green spaces into CIS developments creating
continuous networks of parks that link high-density communities with surrounding communities
Minimizing the consumption of lands most suitable for agricultural production
Promote the use of water-conserving landscapes including the use of drought-tolerant and native plants
and efficient irrigation technologies


Roads & Transportation
Amman will improve the quality and capacity of the existing transportation and transit network by:
Promoting a more efficient, compact, and people-oriented urban development;
Managing Transportation Demand;
Adopting Site Access and Circulation Guidelines;
Maximizing the carrying capacity of the existing public road infrastructure;
Reducing automobile dependency within the Greater Amman Municipality; and,
Adopting a significantly improved public transit system within the Greater Amman Municipality.
Toward this end, the following are the objectives of the principles identified above:

Efficient, Compact, & People-oriented City Managing Transportation Demand
Promote Strong Commercial Centres through Focus on movement of people versus
Density and Land Use Clustering vehicles
Provide a more efficient form of accessibility to Balance the delivery of capacity between
planned areas various modes of travel
Provides a superior environment to support public Achieve a more efficient transportation
transit investment system and land use pattern
Promotes greater interaction between land uses Achieve a more equitable distribution of
Reduces vehicle trip making on a broad scale public resources
Promotes alternative forms of transportation – More economic neutrality relative to simply
contributes to a healthier environment adding road capacity to system
Facilitates positive economic impacts for broad Flexibility exists – many options available
range of land uses to achieve results
Positive impacts upon the urban fabric of a
municipality


Roads & Transportation (cont.)
Maximize Carrying Capacity of Existing
Access Management Public Road Infrastructure
Applies to both vehicular and non-vehicular Implement and broaden existing municipal
modes of travel Transportation System Management (TSM)
Promotes superior relationship between practices – e.g., coordinated signal control
private and public lands systems
Provides improved traffic circulation within Implement a policy of Transportation Demand
the public road right-of-way Management (TDM) practices in conjunction with
Improves public safety and travel flow land development – e.g., car pooling
Promotes a more efficient orientation of organizations, preferential parking for car pooling,
land uses – i.e., land use clustering etc.
Ensures municipal standards are Implement specific operational, geometric,
implemented through development process and maintenance practice improvements along
Results in superior site plan design existing road network – e.g., better traffic signal
head placements, improved lane balancing
at/thru junctions; modify pavement widths at
existing junctions; implement and maintain
improved pavement marking and signage
infrastructure;
Implement stricter enforcement upon
infractions involving “moving” and “parking”
regulations;
Adopt use of broad transportation planning
modeling to strategically target infrastructure
investments


Roads & Transportation (cont.)
Adopt Significantly Improved Public
Reduction in Automobile Transit System within Greater Amman
Dependency Municipality
Breaks an ongoing bias towards Adopt a new governance model for the
infrastructure investment oriented to the municipal transit system
private automobile Integrate transit system and infrastructure
Creates an environment more conducive planning with existing road network planning
to a balanced transportation system and modeling
Provides broad social benefits: Integrate municipal and inter-regional transit
More equitable delivery of urban transport operations
needs - both personal and goods movements Implement improved municipal infrastructure
Provides more affordable transport – buses, transfer locations, fare structure, etc.
Reduces consumption of energy on a per
capita basis
Creates less pollution per capita
Facilitates more compact urban form
Improves person carrying capacity of
existing transportation infrastructure
Improves both horizontal and vertical
equity among an urban population


Locations:
The Transportation Corridors, or corridor segments, addressed in the CIS are indicated by name and location
on the Map A.1. These corridors total 40 km in length and were prioritized by outstanding development
pressure and significance in the overall road network. The following are included:
Zahran (1st to 8th Circle) Shaker Bin Zeid Queen Rania – Queen Alya (University Corridor)
Arar Al Kindi Abdullah Ghosheh – Queen Alya Airport Road
Al Hussein Bin Ali Mecca King Abdullah II
Conceptual Road Hierarchy & Transit Routes
The density increases proposed in the CIS are influenced in part by the size and capacity of the transit
corridor in question and any current or planned transit provisions – Bus Rapid Transit (BRT). Map A.2 on
page X indicates the planned road hierarchy for Amman as applied to the priority corridors as well as the
location of planned transit corridors.
Conceptual Building Heights
The maximum building heights, in general terms, for Corridor segments and intersections (centers) are
indicated on Map A.3. These conceptual maximum heights are applied along individual corridors in Section
B and are based on the following criteria:
Road Hierarchy and transportation capacity – greater capacity allows more height & density
Center (Intersection) Hierarchy – greater height around larger intersections with greater capacity to
disburse traffic. Also, supports urban legibility – mid-rise building suggest major intersections.
Surrounding Topography and View Preservation – more height in deep wadis, less on Jabal tops
Special Status or Conditions – adaptation of objective criteria to unique circumstances in Amman –
special neighborhoods, heritage sites, security considerations, etc.

& Road Hierarchy

Map A.1


Map A.2
A.4 Intensification Corridor
Locations & Road Hierarchy


A.5 Road Hierarchy & Building Height

Map A.3


Corridor Designations – Heritage, Established, & Developing – Redeveloping
The priority corridors are given the following designations based on the criteria indicated. The Map on Page X
– Corridor Designations - indicates the designation assigned to each corridor.

HERITAGE
● Significant concentration of heritage sites & buildings
● Preservation of Architecture & Urban Character
● Adaptive reuse of Buildings preferred over demolition & redevelopment
ESTABLISHED
● Comparatively low rate of vacant land and/or abandoned buildings
● Well defined & developed urban/architectural form & character
● Well defined land use pattern that is unlikely to change significantly
● Economically healthy & stable
DEVELOPING - REDEVELOPING
● Comparatively high rate of vacant land and/or abandoned buildings
● Urban form & character are poorly or minimally defined and susceptible
to definition or redefinition
● Opportunity for improvements in architecture, urban quality, public realm,
pedestrian activity, etc.
● Greatest opportunities for introducing significant mixed use development


Corridor Designations – Central Urban, Urban, & Expressway
The priority corridors are given the following designations based on the criteria indicated. The Map on Page X
– Corridor Designations - indicates the designation assigned to each corridor.
CENTRAL URBAN
● Within or in proximity to central urban core of Amman or along Zahran
● Appropriate for urban center or ‘downtown’ design features: shopping
streets, ground floor retail, mixed-use, active pedestrian movement, etc.
● Adjacent stable, high density neighborhoods
URBAN
● Remote from the central urban core of Amman
● Limited potential for urban center or ‘downtown’ urban design features
● Low-density surrounding development
● Wide street right-of-ways & large front-yard setbacks with front parking
LIMITED ACCESS – EXPRESSWAY
● Land adjacent to current or planned expressways – King Abdullah II &
Queen Noor / Prince Hashem
● Limited functional relationship to expressway – access from
intersections or side streets
● Low-density surrounding development
● Wide street right-of-ways & large front-yard setbacks with front parking


Map A.4


Map A.5


Based on the Corridor Designations indicated, the following Zoning & Urban Design Objectives are
established for each Corridor to guide development decisions and evaluate development proposals:

CENTRAL URBAN / HERITAGE:
Zahran 1st – 4th, Zahran 4th – 5th
● Preservation & Adaptive Reuse
● Reinforcement of Existing Urban Character & Streetscape
● Public Realm Improvements, Traffic / Transit Improvements
CENTRAL URBAN / DEVELOPING:
Zahran 5th – 8th, Arar, Al Kindi, Queen Alia, Nasir Square
● Predominant Mixed-use Development
● Pedestrian Oriented Shopping Streets, Ground Floor Retail, Defined / Framed Public Realm
● Pedestrian Improvements, Linkages to Adjacent Neighborhoods
● Traffic / Transit Improvements
● Building Height / Density Increases with Mixed Use
CENTRAL URBAN / ESTABLISHED:
Hussein Bin Ali, Shaker Bin Zaid, Mecca – East
● Reinforce prevailing development / land use, Infill Development Matches Existing Zoning
● Potential Building Height / Density Increases with Mixed Use


Based on the Corridor Designations indicated, the following Zoning & Urban Design Objectives are
established for each Corridor to guide development decisions and evaluate development proposals:

URBAN / DEVELOPING:
Queen Rania, Mecca – Central & West, Queen Alia Airport Road
● Introduction of Limited Mixed-use Development
● Automobile & Pedestrian Integrated Shopping Streets, Ground Floor Retail, Front Setbacks &
Parking, Wide Public Realm
● Pedestrian Improvements Integrated with Traffic / Transit Improvements
● Potential Building Height / Density Increases
● Increasingly ‘Central Urban’ Features / Character at Intersections / Centers
URBAN / ESTABLISHED: Abdullah Ghosheh
● Reinforce existing prevailing development / land use
● Infill Development Matches Existing, Introduction of Limited Mixed Use Possible
● Potential Building Height / Density Increases
EXPRESSWAY / DEVELOPING: King Abdullah II
● Limited Access – Intersections & Side Streets Only
● Very Wide & Undefined Public Realm, Automobile Access Orientation
● Traffic / Transit Improvements, Potential Building Height Increases


B. Corridor Concept Plans

B.1 Purpose, Content, & B.7 Queen Rania - Queen Alia
the Public Realm Nasir Square
B.2 Zahran: Circles 1 – 5 B.8 Mecca – East, Central, West
Zahran: Circles 5 – 8 B.9 Abdullah Ghosheh
B.3 Arar B.10 Queen Alia Airport Road
B.4 Prince Shaker Bin Zaid B.11 King Abdullah II
B.5 Al Kindi
B.6 Hussein Bin Ali


B.1 Purpose & Content
Purpose of Corridor Concept Plans
The Area Concept Plans serve as guidelines and ‘Instructions’ that elaborate the Development Controls
including proposed zoning. In concert with the policies and guidelines, the Concept Plans demonstrate
the intent of the CIS. The specific purposes of the Corridor Concept Plans are as follows:

Illustrate the fundamental planning concepts and principles described in Section A
Provide the basis for evaluating project proposals in the Design Review Process in Section D
Illustrate the application of Guidelines & Instructions including zoning limits described in Section C
Proposals for the public realm within which individual projects can be located
Demonstrate an appropriate relationship between the public realm and private development
Provide a basis for estimating development build-outs numbers: floor areas, dwelling units, etc.
Provide a basis for estimating servicing and infrastructure costs and requirements
Provide a basis for Developers to evaluate project viability and marketability along each Corridor

Content of Corridor Concept Plans:
Road Hierarchy Type & Transportation Guidelines
Open Space
Corridor Zoning: Existing and Proposed
Other Land Use: Non-Mixed Use
Building Height Limis



Corridor Concept Plans: The Public Realm
The Corridor Concept Plans provide a Public Framework for High Density Development and include:
Road Right-Of-Ways – existing & proposed: Expressways, Arterials, Transit Roads, Main Streets,
Service Roads, Collectors, Local Streets, Service Alleys, and Public Stairs
Open Space: Jabal & Wadi Parks, Stair Parks, etc.

Corridor Concept Plans: Private Development (Mixed Use)
The Area Concept Plans regulate the private HDMU development within the Public Framework including:
Access: direct access to adjacent higher-capacity roads and pedestrian routes is managed according
to the Site Access Standards (see Appendix)
Land Use: Zoning Designations for Individual Parcels of Land, public and private
Parking: provide adequate on-site parking for residents and visitors
Servicing and Loading: provide sufficient, logical locations for the servicing of all land uses
Building Height: Clarify Maximum Building heights under current and proposed zoning that intensify
corridors and allow for transition from high density to lower-density residential areas
Building Massing: establish that building massing limits to limit the blocking of public views or views
from other, uphill residential developments to the wadi-parks
On-Site Landscaped Gardens: provide suitable on-site open space for use by building residents


B.1 The Public Realm

Public Realm:
Road Hierarchy
The Expressways indicated
on the proposed GAM
Road Hierarchy provide
access to each of the
Corridors. Each Corridor is
30m to part of and connects with a
network of Transit Roads,
36m 40m
Collectors, Local Access
Streets, Service Alleys,
Public Stairways & Paths.
The Developer will be
required to pay a
proportional share of costs
of building this network.
Major Collectors & Arterials Arterials - Transit Roads The designs illustrated on
this and the following page
30m to 36m RoW 40m RoW are preliminary but are
Parallel parking each side BRT (bus) in dedicated lane indicative of the concept
Tree row & Street trees both sides
in each direction with Bus and standards intended.
Stops & Shelters (next page)
3 landscaped tree rows


B.1 The Public Realm

Public Realm:
Road Hierarchy (cont.)
The emphasis in the
roadway plans and profiles
indicated and the Corridor
Concept Plans in general is
18 or on:
20 m Public Transit (BRT)
8m Landscaping with
24 m drought resistant tree
species
Street parking (parallel)
Grade intersections with
Service Alleys Local Access Minor Collectors signalization or Stop signs
Pedestrian friendly
8m RoW behind 18m Row or 20m 24m RoW features – sidewalks,
HDMU Plots RoW at Shopping St. islands, crosswalks
1 lane - each
1 lane - each 1 lane - each direction Connections to public
direction (or) direction and private open space
2 tree rows - both
1 lane - one way 2 rows of trees sides The emphasis is on
(with) stacking downsizing the roads,
space on one side Parking & Sidewalks
on both sides slowing traffic, & favoring
the pedestrian.



Summary of Corridor Build-out Estimates
The Corridor Concept Plans presented on the following pages, illustrate the current and
proposed zoning. The Table above summarizes estimates for the following in terms of
Gross Building Floor Area. The proposed zoning is broken down by Mixed Use zoning type.
The existing Development along each corridor
The maximum development that could occur if each corridor was fully developed within
current zoning limits
The max. development that could occur if each corridor was fully developed within the
proposed zoning limits


Zahran: Circles 5 – 8

6 5
7
8 4
3
2 1


Special Study Area


B.2 Zahran Circles 1 – 5: Special Study Area

Zahran: 1st to 5th:
Special Study Area - Heritage Preservation



The Heritage Properties along Zahran, Circles 1 – 5, and the historic neighborhoods and properties
north and south of this corridor will be the subject of a detailed heritage study in order to establish a regime
of protection for this District as a whole and for individual properties within it, judged to be of heritage
significance. In the interim, while this work is being completed, the properties along Zarhan, from the 1st to
the 5th Circles, have been declared a “Special Study Area” and a system of special reviews and approval is
required for any construction, demolitions, or alterations.
All properties facing directly on Zahran between the 1st and the 5th Circles, inclusive of properties on the
Circles, will be subject to a mandatory Technical Review Process in response to all applications to make
any changes to the properties. The Heritage Advisory Committee (HAC), the Amman Commission, and
the PMU Heritage Officer will play paramount roles. (AC)Refer to Section D.7 for a description of this
process. The general development principles and goals for Zahran 1 – 5 are as follows:

Zahran - 1st through 5th Circle
● Reinforce Existing & Prevailing Development Pattern & Land Use
● Preservation of Existing Heritage Sites & Buildings
● Preservation of Non-Heritage Sites that Contribute to Prevailing Urban Character & Streetscape
● Adaptive Reuse of Abandoned or Non-economic Properties with Appropriate & Compatible Uses
● Reinforcement of Existing Urban Character & Streetscape with the Development of Vacant Land
● Public Realm & Pedestrian Improvements – Landscaping, Street Furniture, Sidewalk Widths,etc.
● Transportation, Traffic, & Transit Improvements
● Infill Development Matches Existing Architecture

Zahran - 4th through 5th Circles
Additional:
● Infill development to be Office or Residential
● Commercial Development to be Discouraged



Zahran: 1st to 5th: Heritage Designations

Note: Both Heritage & Contributing Properties will be protected under the Technical Review Process


Zahran: 1st to 5th: Existing Zoning



Zahran: 1st to 5th: Existing Land Use



Zahran 1-3: As-of-Right Build-out Zahran 1-3: Existing Development

3

2
1


As-of-right Zoning Build-out Models Corridor Intensification Strategy 35

B.2 Zahran: Circles 5 - 8



Zahran 5 - 8: Existing Zoning



Zahran 5 - 8: Existing Land Use


As-of-right Zoning Build-out Models





Zahran 5 - 8: Proposed Zoning



Zahran: Proposed Zoning: 5th to 6th Circles



5TH - 6TH CIRCLES
5TH - 6TH CIRCLES

5TH CIRCLE
Proposed Zoning Build-out Models


6TH - 7TH CIRCLES

6TH CIRCLE

Proposed Zoning Build-out Models


8TH CIRCLE 7TH CIRCLE

DETAIL AT 8TH CIRCLE

Proposed Zoning Build-out Models 7TH - 8TH CIRCLES



Zahran 7-8: Proposed Zoning Build-out Model




Zahran 7 - 8:
Proposed Zoning Cross-section


B.3 Arar


B.3 ARAR

Arar: Existing Zoning
See Appendix 3


B.3 ARAR

Arar: Existing Land Use


B.3 ARAR

Arar: Proposed Zoning


B.3 ARAR

Arar:
Proposed Zoning


B.3 ARAR

Arar: Proposed Zoning


B.3 ARAR
ARAR: Proposed Zoning Build-out Models

VIEW WEST HUSSEIN BIN ALI VIEW FROM WADI SAQRA SQUARE VIEW WEST FROM QUEEN NOOR BRIDGE

VIEW EAST FROM QUEEN NOOR BRIDGE VIEW FROM WADI SAQRA SQUARE


B.3 ARAR

ARAR: Proposed Zoning Cross-section

VIEW FROM WADI SAQRA SQUARE


Shaker: Existing Zoning



Shaker: Existing Land Use



Shaker: Proposed Zoning



Shaker: Existing Development

Shaker: Current Zoning Build-out

B.5 Al Kindi


B.5 Al KINDI

Al Kindi: Existing Zoning


B.5 Al KINDI

Al Kindi: Existing Land Use


B.5 Al KINDI

Provide ground floor
retail exposure in interior
of building configurations
and not on street front

Al Kindi: Proposed Zoning


B.5 Al KINDI



B.5 Al KINDI

Provide ground floor
retail exposure in interior
of building configurations
and not on street front



B.5 Al KINDI
Al Kindi: Zoning Build-out Models

EXISTING DEVELOPMENT EXISTING ZONING BUILD –OUT

PROPOSED ZONING BUILD –OUT: AL KINDI FROM WADI SAQRA SQUARE


B.5 Al KINDI

Al Kindi: Proposed Zoning Build-out Model


B.6 Hussein Bin Ali


B.6 Hussein Bin Ali

Hussein Bin Ali: Existing Zoning


B.6 Hussein Bin Ali

Hussein Bin Ali: Existing Land Use


B.6 Hussein Bin Ali

R* - Indicates Mixed Use – Residential Zoning
with Hotels permitted as a Conditional Use
(Max. Building Height – 40 meters)

Hussein Bin Ali:
Proposed Zoning


B.6 Hussein Bin Ali

Hussein Bin Ali - North: Proposed Zoning


B.6 Hussein Bin Ali

Hussein Bin Ali - South: Proposed Zoning



B.7 Queen Rania - Queen Alia
University Corridor
Nasir Square


B.7 Queen Rania - Queen Alia University Corridor

Queen Rania - Queen Alia
University Corridor: Existing Zoning



University Corridor: Existing Land Use



University Corridor: Proposed Zoning


B.7 Nasir Square Area


B.8 Mecca – East, Central, West



Mecca: Existing Zoning



Mecca: Existing Land Use



Mecca: Proposed Zoning


Mecca - East: Proposed Zoning B.8 Mecca – East


B.8 Mecca – Central

Mecca - Central: Proposed Zoning


Mecca - West: Proposed Zoning B.8 Mecca – West


B.9 Abdullah Ghosheh



Abdullah Ghosheh: Existing Zoning



Abdullah Ghosheh: Existing Land Use



Abdullah Ghosheh: Proposed Zoning


Abdullah Ghosheh - North: Proposed Zoning



Abdullah Ghosheh
- Central:
Proposed Zoning


Abdullah Ghosheh - South: Proposed Zoning B.9 Abdullah Ghosheh



Queen Alia Airport Road:
Existing Zoning



Existing Land Use



Proposed Zoning



Queen Alia Airport Road
North: Proposed Zoning



Queen Alia Airport Road South:
Proposed Zoning


B.11 King Abdullah II



King Abdullah II: Existing Zoning



King Abdullah II: Existing Land Uses



King Abdullah II: Proposed Zoning



King Abdullah II – North 1:
Proposed Zoning



King Abdullah II – North 2:
Proposed Zoning



King Abdullah II – Central:
Proposed Zoning



King Abdullah II – South 2:
Proposed Zoning



King Abdullah II – South 1:
Proposed Zoning


C. Development Guidelines

C.1 Introduction
C.3 Building Height Limits: As-of-Right & New
C.6 Parking Requirements
C.7 Alternative Compliance


C.1 Introduction
Interim Development Guidelines: Overview
The following is a summary of the guidelines that govern development proposals along CIS Priority
Corridors. The specifics of the guidelines are intended to implement the principles, policies, goals, and
objectives identified in Section A and the corridor specific policies described in Section B. The guidelines
address land use, building height, and building form and are applied in the Corridor Concept Plans to achieve
the planning intent of the CIS.

GAM currently has discretionary authority over the approval of building heights above the “as-of-right”
provisions of the existing zoning by-law. These guidelines provide a framework for exercising that authority
in a systematic and consistent manner. Additional height and density – beyond the “as-of right” limits but
within the limits set in these guidelines, will be permitted by GAM on a conditional basis subject to
compliance with the provisions of this guideline and any other project specific requirements.

Key Concepts:
As-of-Right Provisions: The provisions of the existing GAM Zoning Ordinance, especially with respect
to building height limits (Typically 4 stories or 15 meters – see specific zoning provisions), are the limit of
a property owner’s entitlement or ‘as-of-right’ provision. The additional provisions descried in this
Manual that differ from the existing zoning are available only on the basis of the formal development
review process described in Section D.
Discretionary & Conditional Provisions: The provisions of the CIS and these Guidelines are
discretionary and are granted by the GAM Council through the Regional Committee to a Developer
making application for a specific project. This grant of additional development rights under the
provisions of these Guidelines is conditional and based on an assessment of development proposal for
consistency with the intent of the CIS as reflected in the Policies, Guidelines, and Corridor Concept
Plans. An application for site rezoning will trigger this assessment.


The following are the Land Use Classifications utilized in these Guidelines and applied on the Corridor
Concept Plans. The designations are general and provide a flexible framework for development proposals.
The Mixed-Use provisions, which are central to corridor intensification, are described in greater detail on the
following pages of this Section.
Mixed Use: This is the core zoning designation for the most of the land along the priority corridors for
which increases in building height and density will be considered. Four categories of mixed use
development are offered and the distribution of potential mixed use zoning along the priority corridors in
indicated on the Corridor Concept Plans. The mixed use provisions of the CIS Guideline are as follows:
● MuR - Mixed Use Residential (60% Residential without Ground Floor Retail)
● MuRc - Mixed Use Residential with Commercial (60% Residential with Ground Floor Retail)
● MuC - Mixed Use Commercial (Comm. / Office with Ground Floor Retail – Residential encouraged)
● MuO – Mixed Use Office (Office without Ground Floor Retail – Residential encouraged)
Open Space: This general designation can ultimately contain both active and passive open space and
constitutes ‘Green Areas’ that contain limited physical (buildings) development. Open space includes
Parks (Jabal Parks, Wadi Parks, Stair Parks, Trails/Paths), Sports Fields, Buffer Strips, Public Gardens /
Landscaping, and Civic Monuments.
Road Reserves: This is land dedicated to roads, service alleys, public paths and stairways. In addition to
car and bus lanes, the reserves contain space for landscaping, sidewalks, and transit facilities (bus turn-
offs and shelters).
Existing Zoning: This applies to land along the priority corridors, as indicated on the Corridor Concept
Plans, that remains under current Zoning parameters and is not given the option for rezoning under these
guidelines. In addition, any land that that is zoned for mixed use and greater building height under this
Guideline, can be developed under its current zoning and as-of-right limits at the discretion of the Owner.


MIXED USE ZONING TYPES


C.3 Building Height Limits: As-of-Right & New

Building Height Limits
The Building Heights addressed in these Guidelines are characteristic of low and mid-rise buildings
ranging from 6 to 12 stories converted to a maximum height in meters – assuming 4 meters per story. The
maximum height in meters governs and developers can utilize the floor to floor dimensions they prefer.
These heights are available for mixed use development and are generally higher that the current “as-of-
right” building heights allowed under current zoning. These guidelines will substitute for the current
practice of providing additional height on an ad-hoc basis without an overall framework for setting building
height. Developers will apply for a zoning change for individual sites, as is the current practice, but these
guidelines provide an indication of what GAM is willing to approve and the conditions required for such an
approval.
Buildings at the 32, 40, and 48 meter heights limits are allowed to have bases with the maximum base
height indicated included in the maximum building total.
The current “as-of-right” building heights allowed under current zoning are summarized in Appendix X.
The maximum building heights available for mixed-use projects under this Guideline are indicated below and
on the Building Envelope Standards.

Designation Max. Ht. Est. Stories Max. Base Ht.
Mu – 24 24 meters 6 (no base)
Mu – 32 32 meters 8 12 meters


The Building Envelope Standards, summarized in the Table below, address the maximum Building Height,
minimum Lot Size, :maximum Lot Coverage, minimum Landscaped Open Space (LOS), and minimum
building setbacks. The height limits are expressed in meters rather that stories to ensure a maximum
building height. The Building Height Categories indicated above are reflected in the Building Envelope
Standards table. The minimum Lot Sizes are intended to encourage land consolidation where the existing
subdivision is ad-hoc, irregular, and general provides too many plots small plots.

There are three Section in the Building Envelope Standards table which reflect the three generalized
contexts within which the corridors or corridor segments are set – Urban, Urban Central, and Zahran.
Each Section and context is consistent with and supports the Corridor Designations and Urban Design
Goals reflected in Section A.6. The three Sections apply the Corridors of Corridor segments indicated
below and delineated on Map C.1.

Urban:
Queen Rania - University , Mecca – West & Central,
Abdullah Ghoshah, Queen Alia Airport Road, King
Abdullah II

Urban Central:
Shaker Bin Zaid, Arar, Hussein Bin Ali, Al Kindi, Mecca
– East, Queen Alia - University, Nasir Square

Zahran:
Zahran – 5th Circle thru 8th Circle


C.4 Building
Envelope Standards

Map C.1



Mu-24 Mu-32 Mu-40 Mu-48

BLOCK ONLY Urban Context: Queen Rania, Mecca –
West & Central, Abdullah Ghoshah, Queen
Alia Airport Road, King Abdullah II



Mu-32 Mu-40 Mu-48

BLOCK & BASE Urban Context: Queen Rania,
Mecca – West & Central, Abdullah
ON BUILD-TO STREETS
Ghoshah, Queen Alia Airport
Road, King Abdullah II



Mu-24 Mu-32 Mu-40 Mu-48

BLOCK ONLY Urban Central Context: Shaker Bin Zaid, Arar,
Hussein Bin Ali, Al Kindi, Mecca – East, Queen
Alia, Nasir Square



Mu-24 Mu-32 Mu-40 Mu-48

BLOCK & BASE Urban Central Context:
ON BUILD-TO STREETS Shaker Bin Zaid, Arar, Hussein
Bin Ali, Al Kindi, Mecca – East,
Queen Alia, Nasir Square



Mu-24 Mu-32 Mu-40 Mu-48

BLOCK ONLY Context: Zahran – 5th Circle thru 8th Circle



Mu-24 Mu-32 Mu-40 Mu-48

BLOCK & BASE Context: Zahran – 5th Circle
ON BUILD-TO STREETS thru 8th Circle


Concept Illustrations

Zahran – Block Urban – Block

Urban – Block & Base Urban Central – Block



URBAN: Block & Base



URBAN CENTRAL:
Block & Base



ZAHRAN: Block & Base


Each major project proposal for the Priority Corridors will be assessed for consistency with the Design
Guidelines outlined below which are in addition to the Guidelines and the Corridor Concept Plans.
Corridor Intensification Building Design
New Corridor Intensification Projects will be prominent in the public’s view and, therefore, should be of
high quality architectural design. Given this prominence, close scrutiny will be applied to their detailed
design, in order to ensure the following:
Building materials are of high quality and are compatible with adjacent or nearby buildings
The appearance of rooftop elements , such as mechanical enclosures, communications equipment,
and parapets, are appropriately screened, non-obtrusive and designed to complement the overall
appearance of the building.
Visible facades of any above-grade parking structures are designed to complement the overall building
design using complementary exterior building materials, screens, vegetation, public art and/or at-grade
shops (as a screen).
Building base roofs are treated as significant outdoor amenity space, and are thus well landscaped, or
otherwise treated to complement the overall design of the building.
In addition to the provisions of Article (23), all visible retaining walls are limited in height as much as
possible and arranged within 45 degree slope and, where required, screened with fencing or vegetation
and/or are used to accommodate public art
All utilities serving the building are placed in unobtrusive locations on the site and enclosed and/or
otherwise screened from public view.
All accessory buildings or structures that may be required for security purposes are permanent and
designed to complement the overall appearance of the building – including, in particular, those located in
front of the building.


Corridor Intensification Building Design (cont.)
Facilities for servicing the development (e.g. loading docks, garbage areas, etc.) are placed in
unobtrusive locations and well screened from adjacent public streets
Vehicular drop-off areas are well designed and adequately sized so as to prevent vehicular back-up
onto adjacent public streets
Signage is limited and does not detract from the overall appearance of the building
Exterior lighting of the building is aesthetically addressed and is not oriented towards adjacent
buildings and/or neighborhoods
Balconies are designed in a manner consistent with the overall building design
Building Fit and Transition
New corridor intensification development should be massed to fit harmoniously into its existing or
planned future context. It should limit its impacts on neighboring streets, parks, buildings and open space
by creating appropriate transitions in scale to neighboring existing and planned buildings. This can be
achieved by allowing for a gradual transition from lower to higher buildings using setbacks and base
buildings as points of transition

Buildings: Block & Base
A portion of the proposed Intensification Corridors, as indicated on the Corridor Concept Plans, allow
bases under the blocks for taller buildings (32, 40, & 48 meters generally) – see Building Envelope
Standards. These are generally in association with shopping streets and should feature ground floor
uses such as; retail shops, restaurants, storefront offices, and entertainment facilities.
The alternatives for bases are indicated in the Building Envelope Standards and include heights of
12m and 18m. While creating a consistent street wall along shopping streets, some variation in base
height and architectural treatment is encouraged.


Block & Base Locations On Site – Visual Privacy and Compatibility
Except on the case of 0 sideyard setbacks for 24m and 32m tall buildings, the distance between two
adjacent and separated blocks should not be less than that indicated on the Building Envelope Standard
Diagrams. In general, the taller the building, the greater the facing distance between buildings, and/or
between the building and the lot line, should be in order to achieve adequate light and privacy.
Ensure that new corridor development is compatible with, and fits within, existing or planned adjacent
urban form by appropriately locating buildings, blocks and associated bases, within the Building Envelope
permitted on the site. Ensure that new buildings shall be located and designed, including balconies, to
minimize visual intrusion into adjacent neighbourhoods. At the same time, on sloped sites, building
locations should maximize public and private views through the site for buildings located further up the
slope.

Build-To Lines
The Corridor Concept Plans indicate the location of Build-to Lines in certain corridor locations in
association with Mixed use Commercial and Residential-Commercial zoning and, in some cases,
public pedestrian walkways and stairs. The build-to lines are also shown in association with potential
bases in order to create a street wall at a pedestrian scale and are intended to encourage the creation
of Shopping Streets. The buildings and bases should frame the public realm in a consistent manner
that supports the creation of a pleasant, lively and pedestrian-friendly street frontage area.
On “Urban Central” Corridors, a street wall or part of the building that is closest to the public street
provides important spatial definition and a sense of enclosure for that street. A property line or setback
line should also be considered a build-to-line. At all significant intersections along these corridors,
developers should consider building to 90% of the corner and podium levels. All additional flanking
planes are recommended at 75% build-to.


Street Frontage Design
The architectural design and treatment, including building materials, the extent and location of building
façade openings (doors and windows), including minimum transparency(80%), and specific design
elements (canopies, signage, lighting) should all support the creation of shopping streets along build-to
lines on Mixed Use Commercial and Residential-Commercial buildings.
The combination build-to lines at the right-of-ways indicated, pedestrian scaled bases below the blocks,
minimum facade transparency, and ground floor retail should define and encourage a lively and
pedestrian-friendly environment.
Ensure that, along ‘Shopping Streets,’ as these are identified on the Corridor Concept Plans,
architectural design, including building materials, the provision of protected walkways, the location and
nature of building openings (doors and windows) and design elements (canopies, signage, and lighting)
appropriately defines and articulates the frontage of the building and provides comfort and interest to
pedestrians.
The provision of community services, restaurants, cafes, stores and display windows at grade provides
visual interest, encourages the use of sidewalks, promotes retail continuity and feasibility, and
contributes to a safer and more vibrant pedestrian movement. Over time, ground floor uses will change
to adapt to a variety of community needs. Buildings should front onto public streets and allow for a
variety of uses that would encourage the use of the street.

Weather and Sun Protection
Consideration should be given to a co-ordinated system of weather and sun protection. Locations for
colonnades and/or canopies could be included on key buildings along major corridors. The minimum
width for colonnades is proposed at 3.5 metres, with a vertical clearance of 4.5 metres. Canopies should
have a minimum vertical clearance of 3.0 metres and a maximum vertical clearance of 4.0 metres and
cover a minimum horizontal width of 3.0 metres


Landscaped Area Design
Each Corridor site has minimum required percentage of landscaped open space (LOS) as indicated
on the Building Envelope Standards. The LOS should include coordinated landscape improvements in
building setbacks, where they occur, to create a successful transition from private to public space.
The Developer will utilize slow-growing, drought-tolerant plants that require less water and
maintenance Water-Efficient Irrigation Systems, and capture/store water run-off in order to reduce water
consumption. Existing mature trees will be retained and incorporated into the landscape design wherever
possible.
Consideration should also be given to the landscape design of adjacent public streets and open space
in order to render these areas attractive, interesting, comfortable, and functional for pedestrians by
providing improvements to adjacent boulevards and sidewalks, comprising street trees, lighting and
appropriate street furniture.
The site design for new Mixed Use Buildings should ensure the provision of a comprehensive
landscape design for the Landscaped Area required in the Building Standards in order to :
1. Provide users of the development and the nearby public realm with high quality, safe and, where
possible, open landscaped space,
2. Preserve existing mature trees, wherever possible, & incorporate them into landscaping designs,
3. Coordinate landscape improvements in setbacks to create an attractive transition from the public
to private realms,
4. Enhance the environmental landscape design by selecting slow-growing, drought-tolerant plants
that require less water and maintenance, thereby significantly reducing water consumption,
5. Minimize storm water runoff to impermeable areas and
6. Specify and install water-efficient irrigation systems.


Sun and Shadow
The design of new Mixed Use buildings should ensure that direct sunlight can reach adjacent sidewalks
and/or parks and public spaces during cooler times of the year, employing where necessary angular
planes to facilitate this. Similarly, buildings may be used to shadow public spaces during hot periods of
the year. The use of trees and tensile structures is highly recommended for shadowing.

Pedestrian, Parking Garage and Service Entrances
In order to reinforce streets as primary public spaces, the locations of pedestrian, parking and service
entrances need to be carefully considered. Parking and servicing should have the least possible impact on
the streetscape and public open spaces. Principal pedestrian entrances for large buildings should occur
off major streets while parking and servicing areas should occur off minor streets or lanes. Parking should
be located below grade wherever possible. Any above-grade parking garages should be faced with
animated uses with a minimum depth of 9 metres on public street faces and open spaces. Surface
parking should be set back 2 metres from the property line, the setback should be substantially
landscaped in order to continue to define the street edge and provide safe use of the parking lot.

Pedestrian Mid-Block Connections
The provision of publicly accessible, privately owned open spaces are encouraged on individual sites in
order to complement the public open space system. These will be provided on an incremental basis as
development occurs. Mid-block pedestrian connections should be provided within larger development
parcels, and are intended to be designed as pedestrian landscaped mews and should be lit, landscaped
and maintained for public use. These mid-block connections are intended to provide a fine grain of
pedestrian circulation and can provide an important connection between two streets and public
destinations such as schools, parks, and public transit. They can also provide an address to individual
frontages along their lengths.


Heritage Considerations
New Mixed Use developments should preserve and enhance buildings and areas of historic and/or
architectural significance identified on the Corridor Concept Plans for Zahran – 1st through 5th Circles. This
will be done in a variety ways including distance buffers, landscape treatment, commemorative plaques
and sympathetic architectural design.

Environmental Considerations
One of the objectives for Corridor Sites is that all new buildings meet current environmental standards.
Thus, they should incorporate energy-efficient, environmentally-friendly materials and systems, such as
locally-produced and/or recycled building materials, solar energy systems, heat recovery, roof-top gardens,
zero ozone depletion refrigerants, thermally-efficient glazing, high-efficiency heating systems, natural
ventilation for cooling systems, zone-controlled lighting, heating and cooling, and light reflective surfaces
(i.e., in underground garages) to the extent that such systems are required and are being implemented
elsewhere in Amman. The following environmental issues should be addressed in new buildings:
Microclimate studies remediating wind and shade
Landscape and planting including species diversity
Storm water management including use of permeable surfaces and other techniques
Auto minimization through the street section design, priority for bicycles, pedestrians & transit routes
Energy efficiency and conservation, including the use of renewable energy sources
Water conservation, including treatment of on-site water
Air quality, including indoor air quality
Waste management (sorting for recycling) and sewage treatment



Building Character and Material Palette
Individual building designs along the Corridors are encouraged to be elegant and differentiated rather
than garishly individualistic. They should complement the character of the overall city by employing a
relatively consistent palette of building materials and reference (not necessarily copy) the traditional, and
relatively simple and orthogonal (i.e. grid-like) geometries of the city - which provide a contrast to the
ever-changing and variable natural landscape. They may vary to reflect particular contexts found in each
of the HMDU Areas.
Building cladding should include selections from the variety of limestones found in the Jordan Valley
Region, in combination with glass and pre-finished metal panel systems. Building bases and/or podiums
may read as more solid than the towers, and should be rendered in limestone and/or rendered block.
All mid-rise buildings must have a minimum window are of 30% and glass colour should be restricted
to clear, or hues of grey or green, with a maximum colour tint of 30%. Reflective or mirrored glass will be
discouraged. Window mullion colours should blend, rather than contrast, with glass and stone. Balconies
and roof terraces are encouraged for all high-rise buildings.


Corridor Intensification Strategy (CIS) | Amman Institute

Corridor Intensification Strategy (CIS) | Amman Institute

Corridor Intensification Strategy (CIS) | Amman Institute

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