1. Noise impact assessment for metro and
Railway - Case study
Haramain High Speed Rail (HHR)
In KSA
By
Dr / Mansour El Bardisi
Ain Shamus university
melbardisi@yahoo.com

2. Introduction
The population of the Western Province of the Kingdom of Saudi
Arabia is rapidly growing, with the construction of new cities and the extension of
existing urban areas. This has led, over the past few decades, to a significant increase
in both roads and air travel between the major cities of the region.
Furthermore, in addition to normal daily traffic flows, travel demand
increases substantially at times of Hajj pilgrimage and particularly
during the Holy month of Ramadan. In order to cater for the
increasing travel demand, the Government of Saudi Arabia, through
the Saudi Railways Organization (SRO), has initiated a project,
Haramain High Speed Rail (HHR) for the implementation of a new
electrified passenger railway line, approximately 450km in length,
which will link the Holy Cities of Makkah and Medina via Jeddah with
a commercial operating speed of 320km/h, the service will provide
attractive journey times between the Holy Cities, Utilizing proven
technology that has been deployed by various manufacturers
around the world.
Project Description
The Government of Saudi Arabia, through the Saudi Railways
Organization (SRO), has initiated a project El Haramain High Speed
Railway (HHR) that will be a new electrified passenger railway line
of length approximately 450 km. this project will link the holy cities
of Makkah and Madinah via Jeddah as shown in (Fig. 1). The
service will provide attractive journey times between the Holy
Cities, utilizing proven technology that has been deployed by
various manufacturers around the world.
The alignment crosses terrains with different topographic features
and geologic formations, such as sand dunes, sabkha, and volcanic
formations. It also passes through or adjacent to several urban
areas in Jeddah, Makkah and Madinah. The horizontal and vertical
alignments have been kept as straight and flat as possible.

3. In order to achieve the target operating speed and journey times,
taking into account a broad range of constraints and considerations,
including the varying terrain, expropriation requirements, drainage
and implementation costs.
Fig.1: Shows the alignment of the railway
In general, the alignment comprises the following segments:
1. Makkah – Jeddah Segment (From Km 0+000 to Km 76+600);
2. Jeddah – Wadi Rabigh Segment (From Km 76+600 to Km 217+250);
3. Jeddah Urban Section (Km 75+000 to Km 119+600); and
4. Jeddah – Madinah Section (Km 119+000 to Km 449+600).
5. The principal design parameters used in the development of the concept design of
the railways alignment may be summarized as shown in (Table 1-1):
Table 1: The principal design parameters

4. Item Urban Section Rural Section
Design Speed (Km/h) 100 360
Absolute Minimum Horizontal Radius (m) 400 5460
Maximum Slope (%) Maximum Length of 3.5 3.5
3.5% Slope (Km) 6 6
Minimum Vertical Curve Radius (m) 2,500 33,000
Noise impact assessment is a very important part of the
Environmental Impact assessment it is expected to play an
increasing role in ensuring that projects meet sustainability criteria.
To achieve the EIA must take a lead planning role in orienting
construction and operation processes. It must also develop a clear
environmental management and monitoring plan, which
recommends self monitoring potentials and integrates such with
recommended command-and-control monitoring and compliance
alternatives.
3. Baseline Data
3.1. Noise & vibration
Measurement objectives :-
The details of noise measurements must be planned to meet some relevant objective or
purpose. Some topical objectives would include:-
 Investigating complaints, if any at current situation.
 Record the current situation before the HHR erection and operation.
 Assessing the number of persons exposed now for high level noise.
 Collect a data base for the current level of vibration.
 Compliance with international regulations.
 Land use planning and environmental impact assessments for the HHR alignment.
 Evaluation of remedial measures if necessary.
 Calibration and validation of predictions for HHR.
 Research surveys for Saudi Arabia HHR alignment.
 Trend monitoring.

5.  Determining the sound power level of the vehicle pass-bys as well as estimating the
railways contours.
Measurement locations
Spot Vibration Measurements
The study team performed a comprehensive and detail noise measurements that varying
from 24 hours to one hour depending on surrounding environment at each important
location along the alignment targeting to record the current situation without the HHR for
easy analysis and prediction .
 All measurement has a time and date stamp, the measurements was done in both
horizontal and vertical direction
 Here some examples of vibration measurements in different locations
1- Location (1)
 Point (1) starting of line at the bridge nearby the road 15m – 20m away
Fig. 2 Google earth map for Vibration measurement Location (1)
Point: Pt-1-Vertical
Measurement: 1 - bp Date: 12/08/2009 Time: 09:07:52

6. Date Time Amplitude (mm/s)
12/08/2009 09:07:52 32.704 m
Point: Pt-1- Vertical spectrum
Measurement: 2 - as Date: 12/08/2009 Time: 09:08:09
Fig. (3-16 b): Vibration measurement results for Location (1)
Point: Pt-1-Horizontal
Measurement: 1 - bp Date: 12/08/2009 Time: 09:09:11
Date Time Amplitude (mm/s)
12/08/2009 09:09:11 36.543 m
Point: Pt-1-Horizontal spectrum
Measurement: 2 - as Date: 12/08/2009 Time: 09:09:28
Conclusion for location 1
It is clear from the reading that the vibration propagation are low at this location due to
the fact of being next to a busy road and vibration signature & amplitude are still minimum.

7. Spot Noise measurements
Table 3-7: shows spot noise measurements
LAeq LASMax LASMin LAF1 LAF5 LAF10 LAF50 LAF90 LAF95
Loc. LAF99 [dB]
[dB] [dB] [dB] [dB] [dB] [dB] [dB] [dB] [dB]
1 62.7 67.72 57.16 68.17 66.28 65.17 61.75 59.06 58.48 57.54
2 56.81 67.19 52.58 64.81 60.62 58.60 55.14 53.44 53.10 52.54
Example of Third octave spectrum for all noise measurements
0001.S3A 0002.S3A
dB 08/12/2009 10:01:53 AM - 10:06:53 AM dB 08/12/2009 10:33:15 AM - 10:38:15 AM
120 120
110 110
100 100
90
90
80
80
70
70
60
60
50
50
40
40
30
30 16 31.50 63 125 250 500 1000 2000 4000 8000 A L Hz
16 31.50 63 125 250 500 1000 2000 4000 8000 A L Hz LLeq LLFMax LLFMin
LLeq LLFMax LLFMin Cursor: 200 Hz LLeq=51.9 dB LLFMax=67.4 dB LLFMin=43.9 dB
Cursor: 250 Hz LLeq=57.6 dB LLFMax=70.8 dB LLFMin=49.0 dB
Location 1 Location 2
Prediction
Validation of computer modeling
The computer model used for prediction was run for validation with the base line
measurements the results indicate acceptable level of consistence.
1- Maps Without Train
Appendix 3 of Noise Prediction Maps without Train
Samples of Noise Prediction in Makkah

8. Fig 3 Google earth map shows some locations along the alignment in Makkah
Fig 4 LDN prediction gradient map with key for location 1part 1in Makkah

9. Fig 5 Google earth map shows some locations along the alignment
In Makkah
Fig 6 LDN prediction gradient map with key for location 1part 1in Makkah

10. Fig 7 Google earth map shows some locations along the alignment
In Jeddah – Airport
Fig 8 LDN prediction gradient map with key for location15 in Jeddah – Airport

11. Fig 9 Google earth map shows some locations along the alignment
In Jeddah – Airport
Fig 10 LDN prediction gradient map with key for location 21 in Jeddah – Airport

12. There is no significant difference between prediction and measurements at current situation
indicating that the model capable to predict noise levels.
Operation Impacts
In the operation phase of the project, some items appeared to pose potential
environmental impacts if not managed properly. These are noise.
Noise
The aim of the Noise Impact Assessment is to assess what effect HHR will have on
noise levels generated. HHR will contribute significantly to noise effects on the
surrounding residential areas, while the increase of railway traffic will potentially
have a significant impact on the current noise levels generated from the Roads.
While the new HHR has been modeled to assess the impacts of noise on the
residential communities, this work can be undertaken as part of the operational noise
monitoring program.
Conclusion for HHR
The assessment of the likely impact of HHR will have on the local noise levels
concluded that HHR will increase noise levels along the alignment. Noise generated
from the operation of HHR itself will be a significant environmental and social impact
for the surrounding residential areas, compared to other noise generating activities at
Roads near to HHR. This is largely due to the fact that the HHR facility itself will
emit high noise and Noise Sensitive Receivers (NSRs) may be close to alignment.
4.2.1.3. Noise Prediction Modeling Results
A noise prediction models to expect the amount of noise during operation of the
project and reduce it to guarantee the safety for people.
Here some predicted photos for Noise in different places

13. Noise Prediction in Makkah
Fig.11google earth map for some location in makkah
Fig. 12 filled contour shows noise level distribution along and around the alignment

14. Noise Prediction inside Jeddah (Fig. 4-23)
Fig. 13 Google earth map for some locations in Jeddah
Fig. 14 filled contour shows noise level distribution along and around the alignment

15. Noise Prediction in Madinah (Fig. 4-24)
Fig. 15 Google earth map for some locations in Madinah
Fig. 16 filled contour shows noise level distribution along and around the alignment
Vibration specially low frequency component will be generated and cause disturbance
for some residence at certain locations, it is important to minimize this vibration and
limit it to the alignment only without any propagation and use maximum damping as
possible
Conclusions:-
1. It is very important to address the noise generated by railway to avoid
complain by residential surround areas.
2. Noise predicted by train can be done using a computer modeling
3. Noise level generated by railway can be mitigated to minimize effects on
presidential area
4. The mitigation cost during the design stage is minimum compare with cost
after operation