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www.systra.com Mass rapid transit Project management consultant and designer mecca metro saudi arabia transport masterplanning feasibility studies detailed design tender preparation and analysis With Mecca’s first metro line now in operation, the city is de- veloping a network of four further lines. SYSTRA’s experience gained during the design and construction of the first line is now being employed on the planning and design of the larger network. The Challenge The city of Mecca, which lies in the Western area of Hejaz in Saudi Arabia, has a population of around 1.6 million people which is expected to grow to 2.2 million by the year 2029. In addition, Mecca’s religious significance as the birthplace of Prophet Mu- hammed and the centre of pilgrimage, prayer, and scholarship for the worldwide Muslim community, means that over 15 million people visit the city every year, with several million visiting dur- ing the Muslim season of Hajj. Given the number of visitors, it is not surprising that the first metro line to be built was the Southern Line in the Al Mashaaer Al Mugaddassah area, to serve the city’s pilgrims. The line, which began operation with limited capacity in 2010, reaching full ca- pacity in 2011, runs only for around one week of the year and has helped ease heavy congestion during this important event. As well as being delivered within a very tight timescale, this line has achieved the highest capacity of any metro line in the world: 72,000 people per hour (pph). This brought its own technical challenges. The city now plans to build four further metro lines, which will run both over- and underground for a total distance of 114 km with 62 stations for the medium-term network, and about 180 km with 88 stations for the longer-term network. The first phase will see the construction of the central sections of Lines B and C, with future phases seeing the addition of part of Line A followed by Line D and extensions to Lines A, B and C. In detail The 18 km Al Mashaaer Al Mugadassah metro links the pilgrim- age sites of Mina, Muzdalifa and Arafat near Mecca. The whole line is elevated, running on precast concrete viaducts with nine stations and a depot. In addition to the requirement to transport such huge numbers of people, the line had to accommodate the specific travelling pat- terns of pilgrims, which varied from day-to-day. “We studied all the different movements that took place during that week; it’s very different from one hour to the next and varies hugely from day to day,” explains SYSTRA project manager Mo- hammad K.. “We proposed a very specific operation plan to take care of that. It is something that has never been done before.” The stations, designed by SYSTRA’s specialist Stations division, aim to control the flow of pilgrims onto the 12-car train sets. Un- usually, incoming and outgoing flows are separated, with passen- gers entering the trains through one side and leaving at the other. The stations’ distinctive cladding provides shade for the waiting passengers, as well as forming an aesthetic link to the area’s his- torical buildings. Platforms are very wide to accommodate the huge numbers of waiting people: 10 m in all, divided 6 m from the edge by platform screen doors to limit the number of people boarding each train, in order to prevent injuries through crushing. The first section of Line B to be constructed will be 10 km long, running mostly underground with six stations. Running from Ja- marat area in the east, along the north side of the Grand Mosque, King Abdul Aziz Road and the future Haramain high-speed railway station, terminating along the Makkah-Jeddah Expressway. A 41 km-long central section of Line C will be constructed at the same time, running south from Madinah Road to the west then south sides of the Grand Mosque, through Aziziyah area and Taif Road to Umm Al-Qura University. This line will have both under- ground and elevated sections.
Transcript

  • www.systra.com

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    mecca metrosaudi arabia

    transport masterplanning

    feasibility studies

    detailed design

    tender preparation and analysis

    With Meccas first metro line now in operation, the city is de-veloping a network of four further lines. SYSTRAs experience gained during the design and construction of the first line is now being employed on the planning and design of the larger network.

    The ChallengeThe city of Mecca, which lies in the Western area of Hejaz in Saudi Arabia, has a population of around 1.6 million people which is expected to grow to 2.2 million by the year 2029. In addition, Meccas religious significance as the birthplace of Prophet Mu-hammed and the centre of pilgrimage, prayer, and scholarship for the worldwide Muslim community, means that over 15 million people visit the city every year, with several million visiting dur-ing the Muslim season of Hajj.

    Given the number of visitors, it is not surprising that the first metro line to be built was the Southern Line in the Al Mashaaer Al Mugaddassah area, to serve the citys pilgrims. The line, which began operation with limited capacity in 2010, reaching full ca-pacity in 2011, runs only for around one week of the year and has helped ease heavy congestion during this important event.

    As well as being delivered within a very tight timescale, this line has achieved the highest capacity of any metro line in the world: 72,000 people per hour (pph). This brought its own technical challenges.

    The city now plans to build four further metro lines, which will run both over- and underground for a total distance of 114 km with 62 stations for the medium-term network, and about 180 km with 88 stations for the longer-term network. The first phase will see the construction of the central sections of Lines B and C, with future phases seeing the addition of part of Line A followed by Line D and extensions to Lines A, B and C.

    In detail The 18 km Al Mashaaer Al Mugadassah metro links the pilgrim-age sites of Mina, Muzdalifa and Arafat near Mecca. The whole line is elevated, running on precast concrete viaducts with nine stations and a depot.

    In addition to the requirement to transport such huge numbers of people, the line had to accommodate the specific travelling pat-terns of pilgrims, which varied from day-to-day.

    We studied all the different movements that took place during that week; its very different from one hour to the next and varies hugely from day to day, explains SYSTRA project manager Mo-hammad K.. We proposed a very specific operation plan to take care of that. It is something that has never been done before.

    The stations, designed by SYSTRAs specialist Stations division, aim to control the flow of pilgrims onto the 12-car train sets. Un-usually, incoming and outgoing flows are separated, with passen-gers entering the trains through one side and leaving at the other.

    The stations distinctive cladding provides shade for the waiting passengers, as well as forming an aesthetic link to the areas his-torical buildings. Platforms are very wide to accommodate the huge numbers of waiting people: 10 m in all, divided 6 m from the edge by platform screen doors to limit the number of people boarding each train, in order to prevent injuries through crushing.

    The first section of Line B to be constructed will be 10 km long, running mostly underground with six stations. Running from Ja-marat area in the east, along the north side of the Grand Mosque, King Abdul Aziz Road and the future Haramain high-speed railway station, terminating along the Makkah-Jeddah Expressway.

    A 41 km-long central section of Line C will be constructed at the same time, running south from Madinah Road to the west then south sides of the Grand Mosque, through Aziziyah area and Taif Road to Umm Al-Qura University. This line will have both under-ground and elevated sections.

  • www.systra.com

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    mecca metrosaudi arabia

    facts and figuresSouthern Line Al Mashaaer Al MugaddassahLength: 18 km, all elevatedNumber of stations: 9Capacity: 72,000 pphTrain sets: 280 m, 12 cars, 5 doors per carMecca Mass Rapid Transit: Lines A, B, C and DTotal length: 114 km (181 long-term)Length underground: about 25%Total number of stations: 62 (88 long term)Capacity: from 16,000 to 50,000 pphpd according to linesTrain sets: 100 to 200 m

    stakeholdersSouthern LineClient: Development Commission of Makkah, Madinah and Al Mashaaer through the Ministry of Municipalities and Rural AffairsClients consultant: SYSTRA Contractor: China Railways Construction CompanyContractors designer (civils): SYSTRA

    financePublic funding: 100%Mecca Mass Rail TransitClient: AlBalad AlAmeen Company, Development Commission of Makkah and Mashaaer through Makkah Mass Rail Transit CompanyMRT Network Feasibility and Preliminary design and bid preparation for Lines B and C (phase 1): SYSTRA

    financePublic finding: 100%

    key dates 2010: Southern Line Al Mashaaer Al Mugaddassah begins operation (reduced capacity)2011: Southern Line Al Mashaaer Al Mugaddassah begins operation (full capacity)2018: phase 1, Lines B and C (central sections) expected to open2021: phase 2, Line A (central section) expected to open2024: phase 3, Line D expected to open2026/28: phase 4 and 5, extensions of the 4 lines expected to open

    at a glance

    SYSTRAs roleSYSTRA was employed by the Ministry of Municipalities and Ru-ral Affairs (MOMRA) in 2008 to produce preliminary designs for the Southern Line, including civil works, stations, tracks, other buildings, electrical, mechanical and drainage. This contract also involved setting the performance and functional specifications for equipment and making initial cost estimates.

    Finding a solution to meet the unique operational requirements was the biggest challenge during the design phase, according to Mohammad K.. He credits the success of the design to the fact that SYSTRA employs people who have actually operated metro systems. We have experts who know metro operation from the inside, because they have done it, says Mohammad K.. Thats different from having operation theorists. Its part of our DNA.

    MOMRA awarded the contract to deliver the Southern Line to contractor China Railways Construction Company (CRCC), with CRCC later approaching SYSTRA to produce detailed designs for the civil works. The timeframe here was extremely tight less than two years for the line to be operational. We had to deliver the whole design in 14 months, which was quite amazing, says Mohammad K..

    The speed of construction meant that SYSTRAs designs had to be shovel-ready from the moment that they were complete; there was no time in the programme for the contractor to look atissues of buildability or detail. Here, the time spent out on site by SYSTRAs people was crucial to getting the design right, says Mohammad K.: Our key designers dont just have experience in designing things that work in theory, they are people who have constructed things, so they know what works and what doesnt.

    Following on from SYSTRAs success in two separate roles on the Southern Line, AlBalad AlAmeen Company (ABC) which is the Mu-nicipality of Meccas investment arm, employed SYSTRA to carry out a feasibility study of a Mass Rail Transit network for Mecca. SYSTRAs tasks included preparing studies on operation, technical feasibility, environmental impact, defining investment and opera-tion costs, and construction phasing.

    The proposed network sees four lines, A, B, C and D, all of which run for around quarter of their length underground, with the remainder above ground, elevated on viaducts. Following on from this contract, the Development Commission of Makkah and Mashaaer, through Makkah Mass Rail Transit Company employed SYSTRA to prepare the preliminary design for the first phase, Lines B and C, and to provide pre-bid consultancy services.

    Even at the early design stages, it is vital to consider buildability, says Mohammad K., in order to give the customer value for money: When we plan something, even at an early stage, we still make sure that whatever we plan can be put in place and constructed later. Its not just about drawing lines on paper, he says. Experi-ence helps us to know exactly the right level of detail. Without that understanding, projects can run into trouble down the line, with cost escalation and programme delays.