HHR P1 1

Haramain High Speed Railway
ENVIRONMENTAL IMPACT ASSESSMENT
Phase 1 - Package 2 - Stations
Non-Technical Summary
HHR-P1P2-SX-EIA-Vol-00
REVISION - 00
Haramain High Speed Rail Project Four Rail Stations

Detailed Environmental Impact Assessment June 2010
Copyright @ Buro Happold / HUTA Hegerfeld Environmental Works Ltd
Client name
Saudi Rail Organisation
Project name
Haramain High Speed Rail - Phase 1 Package 2 Stations
Document name
Environmental Impact Assessment Not Technical Summary
Document number
HHR-P1P2-SX-EIA-Vol-01
Revision
Description
Issued by
Date
Sinad McMahon
00
Issue to PME
Associate
Buro Happold
Checked
Trevor Curson
29/06/10
Director
Buro Happold
This report has been prepared for the sole benefit, use and information of the Saudi Railway
Organization for the purposes set out in the report or instructions commissioning it. The
liability of Huta Hegerfeld Environmental Works Ltd and Foster Happold Haramain Joint
Venture, in respect of the information contained in the Environmental Impact Assessment
(EIA) report will not extend to any third party.
Author:
Sinad McMahon
Signature
Date: 29 June 2010
Reviewed by: Trevor Curson
Signature:
Date: 29 June 2010

TABLE OF CONTENTS
1.0
INTRODUCTION TO THE STUDY AND THE PROJECT
1.1
Introduction
1.2
Background to the project
1.3
Purpose of the document
2.0
ENVIRONMENTAL LEGISLATION
3.0
PROJECT DESCRIPTION
3.1
Project overview
3.2
Station characteristics
3.3
Sustainability
4.0
5.0
6.0
7.0
8.0
9.0
EIA METHODOLOGY
10
4.1
EIA Approach
10
4.2
Methodology
10
MAKKAH STATION
11
5.1
Baseline conditions
11
5.2
Predicted impacts and mitigation
14
JEDDAH STATION
19
6.1
Baseline conditions
19
6.2
22
KING ABDULLAH ECONOMIC CITY STATION
27
7.1
Baseline conditions
27
7.2
30
MADINAH STATION
35
8.1
Baseline conditions
35
8.2
38
CONCLUSIONS
43
9.1
Summary
43
9.2
Next steps
44

1.0
INTRODUCTION TO THE STUDY AND THE PROJECT
1.1
Introduction
Foster + Partners and Buro Happold joint venture with local architect, Dar Al Riyadh have
been appointed to design four stations along a new high speed railway line in the Kingdom of
Saudi Arabia, at Jeddah, Makkah, Madinah and the developing King Abdullah Economic City
(KAEC).
Buro Happold, working in conjunction with Huta-Hegerfeld Environmental Works Ltd has been
commissioned to undertake a detailed Environmental Impact Assessment of the proposals for
the construction and operation of four stations along the Haramain High Speed Rail (HHR)
route.
Figure 11 Location of project site within the Kingdom of Saudi Arabia

Page 1
1.2
Background to the project
The Kingdom of Saudi Arabia (KSA) is embarking on a major railway expansion plan in an
effort to increase local and international commerce, as well as making trains a more
accessible mode of transport for the population.
The Haramain High-speed Rail (HHR) aims to cater to passengers wishing to travel between
Makkah, Jeddah, KAEC and Madinah. The project will consist of a high-speed rail linking
these major cities. The large flexible stations will accommodate an anticipated 60 million
passengers by 2012 and this is expected to increase to 135 million passengers by 2042.
The government of KSA will ensure investments regarding railway infrastructure, buildings &
shops and rolling stocks whereas the Operation & Management (O&M) of the system will be
entrusted to the private sector.

Page 2
1.3
Purpose of the document
This document summarises the findings of the detailed EIA report. The structure of the
detailed EIA is presented as follows:
Volume One - Chapter 1-4 Study introduction
Volume Two - Chapter 5 Makkah Station
Volume Three - Chapter 6 Jeddah Station
Volume Four - Chapter 7 King Abdullah Economic City Station
Volume Five - Chapter 8 Madinah Station
Volume Six - Chapter 9-10 Report findings and recommendations
Chapters 5-8 address the topics listed below:
Site context
Development proposals
Air quality
Socio-economic
Drainage and flood risk
Waste management
Noise and Vibration
Ground conditions (scoped out for KAEC at the PEIA stage)
Landscape and Visual
Ecology
Energy
Archaeology and cultural heritage (scoped out for KEAC at the PEIA stage)
Transport

Page 3
2.0
ENVIRONMENTAL LEGISLATION
A number of Saudi Arabian laws are applicable to the assessment of environmental impacts
for the HHR stations. The key laws include:
Sharia (Islamic law)
Basic Law of Governance, 1992
Public Environment Law (PEL), 2001
General Environmental Regulations and Rules for Implementation (GERRI), 2001
Environmental Protection Standards (General Standards), 1992.
Saudi Arabia is also a signatory to various international agreements, including:
Basel Convention on the Control of Transboundary Movements of Hazardous Wastes,

Chemical and their Disposal, 1989
Convention on Biological Diversity, 2003
Vienna Convention for the Protection of the Ozone Layer, 1985.
Where there are relevant laws for the region or city in which the stations are proposed, these
have been described within the main EIA report.

Page 4
3.0
PROJECT DESCRIPTION
3.1
Project overview
The HHR project will be a high speed (360 km/h design speed) electrified passenger double
line, designed to provide a fast, comfortable, reliable and safe mode of transport.
In all, five passenger stations are proposed; the fifth station being located near the new
terminal of the King Abdul Aziz International Airport (the KAIA) however, the KAIA station is
not included in the scope of this detailed EIA.
The design, construction, operation and maintenance of the HHR are intended to be executed
in two phases. These consist of:
Phase 1
Package 1 Route Civils
Package 2 Stations
Phase 2
Railway Systems, Rolling Stock & 12 Year Operations
This EIA relates only to Phase 1 Package 2 Stations of the HHR. It is understood that other
EIA studies will be prepared to address Package 1 Route Civils construction and operation.
The key requirements of the HHR project are defined as follows:
All HHR Stations are designed to accommodate the peak demand forecasts for 2042 as
given in the SRO Functional Planning Report (November 2008)
Passengers board and alight trains via mixed use platforms
Platforms are straight, level and at ground level
All passengers are ticketed with assigned seats on trains
All passengers are processed through an airport style security check.

Page 5
3.2
Station characteristics
3.2.1
Generic characteristics
Each station will have its own distinct architectural identity through the careful selection of
external enclosure forms and materials, however all stations will have similarity in the way
they are organised. Some of the basic characteristics common to all four HHR stations will
include:
Platforms designed to accommodate 400m long high speed trains specifically procured
for the HHR railway
High-speed train service where all passengers have allocated seating on trains
Segregation of departing and arriving passengers in ticketed areas of station however

passengers can mix on train platforms
Environmentally controlled station concourse areas for passenger comfort
Main concourse spanning across the width of the station
Access to each platform from a service tunnel for train servicing vehicles
Modular station planning system common to all stations.
Drawing on Islamic architecture, the design concept for all of the stations takes the traditional
gateway arch form as the basis for its roof design (Figure 31). Each station is oriented
according to the path of the sun, turning from Madinah Station, which faces east, to northfacing Makkah Station. Their changing position is articulated through openings in the roof,
through which light tubes draw daylight down to the concourse level.
Figure 31 The station roofs have been inspired by Islamic architecture

Page 6
3.2.2
Spatial configuration
Makkah and Madinah Stations are both arranged as classic terminus stations with their main
concourse enclosures located at the platform ends, with pedestrian plazas beyond forming
the public front doors to the stations. Jeddah and KAEC Stations are both through stations
with their main concourse enclosures straddling the centre line of the ground level platforms.
Figure 32 Typical configuration of the terminus station (left) and through station (right)
Table 3-1 Spatial layout of the two types of station

Level
B1 (basement)
Terminal stations
Through stations
(Makkah & Madinah)
(Jeddah & KAEC)
Retail, plant areas, back of house,
Plant areas, back of house
access to main vehicle drop-off

L1 (ground)
Platforms, arrivals, main public plaza
Retail, back of house, access to main

vehicular drop-off
L2
Ancillary accommodation for passengers
Retail, back of house
and staff
L3
Departures
Departures
L4
Not included
Arrivals

Page 7
3.2.3
Individual station identity
Although all HHR stations will share a similar skeleton based on the common modular
system, each station will have its own identity by having an enclosure skin that is individual to
that station which will include choice of colours, decorative patterns and textures. In particular,
variations in colour are proposed to signify the four cities while remaining emblematic of the
HHR system. The stations of Madinah and Makkah are characterised by a rich colour palette:
Makkah Station references the gold leaf of the decorated Kabah and the citys significance as
a holy site, while Madinah Stations vivid green colour draws inspiration from the Mosque of
the Prophet. Jeddah Station features a shade of purple which has a particular resonance with
the city and KAEC Station is a futuristic blue and silver, representative of its role as a modern
new city.
Figure 33 Visualizations of Makkah (left) and Madinah (right) stations
Figure 34 Visualizations of Jeddah (left) and KAEC (right) stations

Page 8
3.3
Sustainability
Introducing public transportation infrastructure to KSA is inherently sustainable. Large

numbers of car journeys will be taken off the highways between the stations. This will reduce
CO2 emissions and vastly reduce primary fuel requirements as trains are significantly less
carbon intensive per passenger than other modes. It is proposed that the stations are
exemplars of sustainability.
The designers for the development are committed to reducing the potential impact of the
construction and operation of the four railway stations on the environment and enhancing the
sustainability of the design. This has been implicit in the teams approach to issues such as
energy usage, water usage, materials used and waste generated. This will be discussed in
detail in each of the relevant disciplines within each of the station chapters.
Figure 35 illustrates some of the sustainable design principles that have been adhered to
throughout the stations design.
Figure 35 Sustainable design principles that will be adhered to by all four stations

Page 9
4.0
EIA METHODOLOGY
4.1
EIA Approach
The EIA process for the HHR Project has been undertaken in accordance with the
requirements of the General Environmental Regulations and Rules for Implementation
(GERRI 2001), together with advice contained in international and national guidance on EIA
best practice.
4.2
Methodology
The methodology to which the project team has adhered to throughout the EIA process is
summarised below:
Data collection and review
Site visit
Legislative review and statutory consultation
Agreement of scope through preparation and approval of preliminary EIA
Specialist studies (detailed EIA)
Identification and assessment of potential environmental impacts (detailed EIA)
Development of mitigation measures (detailed EIA)
Development of a framework Environmental Management and Monitoring Plan (EMMP).

Page 10
5.0
MAKKAH STATION
5.1
Baseline conditions
The Makkah Station site is located towards the edge of the city, within a built up area. The
King Abdul Aziz Road (KAAR) development will link the station to the centre of the city. The
baseline conditions relating to each of the EIA topic areas are summarised below.
Air quality
NOx and NO2 from road traffic, likely to be within PME standards
Particulates (PM10) from other sources, within PME air quality standards.
Socio-economic
Regional population of 6 million, 61.7% Saudi, 38.3% non-Saudi.
Within the area
50.2% are employed, but only 13.9% of workers are women
18 million tourism trips to the region in 2008, 8 million were international trips. 2.1 million
pilgrims visit Makkah city annually, increasing gradually
Within the vicinity of station are housing, schools, mosques and parks
Most locals in low-mid income jobs, but a number unemployed.
No watercourses or water bodies near site
Average rainfall c. 110mm a year most of which falls between October and January
Nearest storm sewer is 1.5km east, but there will be new infrastructure with KAAR
The availability of water within the network is uncertain, but may improve with KAAR.
Waste management
1,230 tonnes of waste are disposed of and treated within the Makkah region daily
An estimated 12,000 tonnes of construction and demolition waste per day for the city
Commercial waste is collected in 0.75 to 1.5m capacity containers around the city, but
data on volumes produced is limited
Landfilling or burning combined with landfilling are the most common disposal methods.
There are 7 landfills and c.6 transit stations around the region

Page 11
Construction waste is disposed of in remote areas or used for land reclamation;

industrial waste is handled separately by each industry.
Noise and vibration
Potentially sensitive receptors near the site include residences, schools and restaurants
Road traffic is the dominant source of ambient noise in the vicinity of the site, but
satisfactory internal noise levels in nearby residential properties can still be achieved.
Ground conditions
The ground is made up of 16.5m of Superficial Deposits, mostly fill materials excavated
from igneous material from an unknown location, overlying Pre Cambrian Diorite
The deeper aquifers under Makkah include the Zamzam water, which is of religious
importance; as such, activities that will introduce water to the deeper aquifers (such as
irrigation and sewage disposal) are limited and controlled
Groundwater levels at the site vary from 10.6m to 22.4m below ground level. Chloride
and sulphate levels exceed the (UK) drinking water standards
Monitoring of ground gases showed that levels of hydrogen sulphide and ammonia were
above the odour detection level, but below toxic levels.
Landscape and visual
Central areas of the site previously developed, but these have been demolished and the
site levelled
Unplanned poor quality residences in the north and west of the site; higher quality
residences to the east
Makkahs terrain is complex. Hills prevent a line of sight to the Al Haram mosque, but
the mountains surrounding the mosque can be seen from the site.
Ecology
Very limited vegetation on the site and is of negligible ecological value.
Energy
No baseline data exists for similar rail stations, but national peak load is c.33,500 MW.

Page 12
Archaeology and cultural heritage
Makkah contains the Islamic worlds most sacred places and there are numerous
monuments and historical landmarks of early Islamic era in the wider Makkah region
No sites have been identified within the immediate vicinity of the site, but the potential
for below ground features cannot be completely ruled out.
Transport
2.5 million pilgrim visitors are believed to have performed Hajj in 2008
The baseline traffic flows are currently being determined through the Transport Impact
Assessment process.
Figure 51 Existing Makkah site

Page 13
5.2
An assessment of significance has been undertaken for each of the potential impacts
identified. The assessment has been based on professional judgment, taking into account
the receptor sensitivity and the magnitude of change from the baseline condition.
The
impacts and their significance are described below.
Key predicted impacts during construction
Dust generation from construction activities, causing nuisance and potential health
impacts - potential significant impact (adverse)
Health impacts from air pollutants associated with increased construction traffic not
deemed significant
Displacement of existing population and businesses; disruption of surrounding land

uses potential significant impact (adverse)
Employment generation in the construction workforce potential significant impact

(beneficial)
Significant rainfall event leading to increased flood risk on construction workers and
plant, local residents and the storm water sewer potential significant impact
(adverse)
Elevated sediment load and accidental release of hydrocarbons, oils and other
hazardous contaminants in any surface run-off water not deemed significant
Generation and disposal of construction and demolition waste, increasing pressure on

local waste infrastructure potential significant impact (adverse)
Noise impacts generated from construction activities potential significant impact

(adverse)
Health impacts from inhalation, ingestion and/or contact of contaminated soil, dust
particles, groundwater and gases not deemed significant
Degradation of groundwater via increased leaching, mobilisation of contaminants and

fuel or other chemical spills not deemed significant
Visual impact from use of cranes, machinery and lighting during construction not
deemed significant
Consumption of energy and associated CO2 emissions for construction activities

potential significant impact (adverse)

Page 14
Key predicted impacts during operation
Health impacts from air pollutants, such as nitrogen dioxide and particulates associated
with increased traffic - potential significant impact (adverse)
Increased activity to local businesses and establishment of new business potential

significant impact (beneficial)
Job creation and potential increased property values potential significant impact
(beneficial)
Significant rainfall event leading to flood risk potential as a result of exceedance of the
surface water drainage system potential significant impact (adverse)
Discharge of pollutants such as oils through surface water drainage system to water
bodies potential significant impact (adverse)
Water demand for station and landscaping potential significant impact (adverse)
Generation and disposal of operational waste, increasing pressure on local waste

infrastructure potential significant impact (adverse)
Noise impacts from increased traffic flows and heavy goods vehicles potential
significant impact (adverse)
particles, groundwater and gases potential significant impact (adverse)
Potential for radon gas exposure if Arabian Shield is penetrated potential significant
impact (adverse)
Groundwater degradation via fuel and other chemical spills not deemed significant
Demand for electricity and associated CO2 emissions - potential significant impact
(adverse)
Introduction of new landscaping and positive contribution to the townscape through high
quality and attractive design - potential significant impact (beneficial)
Potential congestion in some locations on the local road network; still to be quantified
5.2.1
Summary of residual environmental impacts
The following table (Table 5-1) sets out the potential significant environmental impacts
predicted, the mitigation measures that have been included within the design proposals or
recommended to be implemented during construction and the residual impact significance
post mitigation.

Page 15
Table 5-1 Summary of the significant impacts following mitigation

Description of significant impact
Mitigation
Residual impact
significant
(post mitigation)
Air Quality
Dust generation from vehicle
Implementation of best construction
construction activities
practice and an EMMP
Minor adverse
Minor adverse
Air pollutants associated with

construction traffic
Air pollutants from increased vehicles
Development of public transit facilities
Moderate adverse
Displacement of existing population
Adhere to best practice guidelines such as
Moderate adverse
and businesses
the IFC Performance Standards (2006)
Disruption to adjacent residents, loss
Implementation of EMMP
Minor adverse
Employment generation
No mitigation required
Major beneficial
Employment generation and
Major / Moderate
Socio-economic
of access
increased business to local area
beneficial
Drainage and Flood Risk

Increased flood risk
Raise awareness with construction
Negligible
workers. Construct site wide surface

water infrastructure as soon as practicable
Elevated sediment load and
Good site practice and implementation of
Minor adverse /
accidental release of hazardous
EMMP
negligible
Increased flood risk as a result of
Appropriately designed storm water
Minor adverse /
exceedance of the surface water
drainage and attenuation system
negligible
Discharge of pollutants through
Consideration of Sustainable Drainage
Negligible
surface water drainage system
Systems (SuDS)
substances
drainage system

Page 16
Mitigation
Residual impact
significant
(post mitigation)
Water demand for station and
Use of demand reduction measures,
landscaping
efficient use and greywater recycling
Minor adverse
Waste Management
Disposal of large volumes of C&D
Modular design approach, prefabrication
waste
of elements, creation and adoption of
Minor adverse
SWMP
Disposal of large volumes of
Operational waste strategy to encourage
operational waste
waste minimisation, source segregation
Moderate adverse
etc.
Noise and Vibration
Noise generated from construction
activities such as piling

Noise generated from increased
Negligible /
Moderate adverse
Public transport initiatives by others
Negligible /
Moderate adverse
traffic flows and heavy goods

vehicles
Ground Conditions
Inhalation, ingestion and / or contact
Appropriate use of PPE, appropriate
of contaminated soil, dust particles,
investigation and adoption of remedial
groundwater and gases
measures if required. Implementation of
Negligible
EMMP
Groundwater degradation via
Negligible
Appropriate storage of fuels and
Negligible
mobilization of contaminants, fuel or

chemical spills
chemicals
Health impacts from radon gas
Preprufe and Bituthene membranes will
exposure
installed to provide an effective barrier
Negligible
Ecology
Introduction of new landscaping
Moderate beneficial

Page 17
Mitigation
Residual impact
significant
(post mitigation)
Energy
Consumption of energy for
Implementation of SWMP, source local
Minor / moderate
materials
adverse
Demand for electricity and associated
Passive and mechanical design measures
Moderate adverse
CO2 emissions
to reduce energy demand

Disturb, damage or destroy
Consult Ministry of Antiquities and
Negligible / Minor
archaeological features, if present
Museums prior to construction.
adverse
Transport
Potential congestion in some
To be agreed with the Municipality and
locations on the local road network;
Ministry of Transport
Not yet known
still to be quantified

Page 18
6.0
JEDDAH STATION
6.1
Baseline conditions
The Jeddah Station site is located on the edge of the city, on a largely empty plot. The
baseline conditions relating to each of the EIA topic areas are summarised below.
Air quality
High levels of road traffic, therefore air quality near roads is worse than urban
background locations, though this is exacerbated by the hot climate and dust storms
Particulates (PM10) are within PME air quality standards, but only narrowly by the road
NO2 likely to be within PME standards.
Socio-economic
City population of 3.4 million, growing 3.5% per year; 52% are Saudi, 48% non-Saudi;
about 40% of the population are under 19 years old; there are a large number of
expatriate male workers in the city
Jeddahs literacy rate is better than the average for the Kingdom, but female literacy
rates remain significantly lower than those for males
Jeddah is an important tourism hub for the Saudi Arabian economy, bringing in more
than a quarter of the countrys tourism earnings. Visits are largely for religious
(international) and leisure (domestic) purposes
Commercial premises on the site include factories, warehouses, car sales and service
depots. Residential areas surround the south, west and northeast of the site.
There are no watercourses or other water bodies in the vicinity of the site
A flood event occurred in November 2009 which was as a result of an extreme rainfall
event over Jeddah, with the region receiving more than a years rainfall in 90 minutes
There is uncertainty surrounding the availability of water in the supply network.
Waste management
Over 6 million tonnes of waste is disposed of and treated within the region, annually

Page 19
12,000 tonnes of construction and demolition waste is produced daily, expected to rise
to 20-30,000 tonnes; this is disposed of in the new landfill in Thuwal or is used to cap
the old landfill, which still receives some waste unofficially, although it is closed
The majority of non-hazardous waste produced goes to the recently constructed landfill
at Buraiman, which will have mechanical recycling facilities.
Noise and vibration
Potentially sensitive receptors near the site include residences, schools and restaurants
Ground conditions
The ground is made up of 10m of alluvial deposits (sands and gravels) over PreCambrian Granodiorite. These are overlain in part by made ground from construction
and/or demolition debris
Groundwater levels in Jeddah have risen due to the disposal of used water originating
from desalination plants. Near the coast, saline water intrudes into groundwater
Groundwater on site was about 2m below ground level and varied by about 1m, and
may vary seasonally
Chloride levels in groundwater significantly exceed UK drinking water standards.

Arsenic and lead also exceed these standards, but not significantly.
The urban site has been previously developed but cleared and is partly used as car
parking by the car showrooms on its western edge. Residential, light industry, the
University, and the Haramain Expressway border the site
The site is relatively flat, with mountains to the east of Jeddah. There are no key views
into or out of the site, other than immediately adjacent to it.
Ecology
The site has very sparse vegetation with only a few grasses and small herbs. None are
endangered or threatened species
Faunal surveys identified only gull-billed tern, sparrow and black crow at the site.

Page 20
Energy
Central Al Balad, contains a number of significant historic buildings; however the site is
some distance away in an area developed since the 1960s
No sites have been identified within the immediate vicinity of the site, but the potential
for below ground features cannot be completely ruled out.
Transport
Roads near to the station are already operating close to their theoretical capacity and in
2030, increased traffic flows are predicted on the road network even without the station,
due to a number of mega projects in the city
83% of trips across the city are currently undertaken by car, 10% by taxi, bus 6% with
1% accounting for trips on foot
Public transport services in Jeddah are limited to some intercity bus services and
minibuses within the city.
Figure 61 Existing Jeddah site

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6.2
The
Dust generation from construction activities, leading to nuisance potential health

deemed significant
Relocation or possible disruption to businesses potential significant impact

(adverse)

(beneficial)
(adverse)


(adverse)

deemed significant
Loss of ecological features, particularly the removal of vegetation not deemed

significant

Page 22


(beneficial)
bodies, potential significant impact (adverse)

impact (adverse)
Demand for electricity and associated CO2 emissions potential significant impact
(adverse)
Additional pressure on an already congested local road network, particularly at key

junctions next to the station potential significant impact (adverse)

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6.2.1
post mitigation.

Mitigation
Residual impact
significant
(post mitigation)
Air Quality
Minor adverse
Minor adverse

Air pollutants from increased
Moderate adverse
Relocation or possible disruption to
Follow legal process for land
Minor adverse
businesses
acquisition, consultation of affected
vehicles
Socio-economic
businesses
Disruption to adjacent residents,
Minor adverse
Major beneficial
Major / Moderate
loss of access
beneficial

Minor adverse /
negligible
water infrastructure as soon as

practicable

Page 24
Mitigation
Residual impact
significant
(post mitigation)
Good site practice and implementation
accidental release of hydrocarbons,
of EMMP
Negligible
oils and other hazardous

contaminants
Minor adverse /
negligible
Negligible
Systems (SuDS)
landscaping
Sewage disposal where foul sewer
On-site treatment or tinkering of
Minor adverse /
capacity is not available
effluent to a nearby sewage treatment
negligible
drainage system
Minor adverse
works
Waste Management
Modular design approach,
Minor adverse /
waste
prefabrication of elements, creation
negligible
and adoption of SWMP

Operational waste strategy to
Moderate / minor
operational waste
encourage waste minimisation, source
adverse
segregation etc.
Noise and Vibration
Implementation of an EMMP
Minor adverse
Negligible adverse

vehicles

Page 25
Mitigation
Residual impact
significant
(post mitigation)
Ground Conditions
Inhalation, ingestion and / or
contact of contaminated soil, dust
particles, groundwater and gases
measures if required
Negligible
mobilization of contaminants, fuel or
chemical spills

exposure
Negligible
Negligible
chemicals
Preprufe and Bituthene membranes
will installed to provide an effective
Negligible
barrier
Ecology
Moderate beneficial
Minor / moderate
materials
adverse
Demand for electricity and
Passive and mechanical design
Moderate adverse
associated CO2 emissions
measures to reduce energy demand
Energy

Negligible / Minor
adverse
Transport
Additional pressure on an already
Key access junctions have been
congested local road network,
redesigned to accommodate additional
particularly at key junctions next to
traffic
Negligible adverse
the station

Page 26
7.0
KING ABDULLAH ECONOMIC CITY STATION
7.1
Baseline conditions
The KAEC Station site is located in the desert on the edge of the KAEC masterplan area,
some of which is currently under construction. The baseline conditions relating to each of the
EIA topic areas are summarised below.
Air quality
There are very few air pollution sources, except emissions from the motorway and
naturally occurring dust
Dust levels are heavily influenced by the environmental conditions around the site,
particulate levels fall below PME Air Quality Standards
It is likely that NO2 levels also fall within PME standards.
Socio-economic
A quarry works and associated buildings are located on the site, but the majority of the
site is undeveloped.
Rabigh city is located 40km north of the site, while the nearest settlements are 3km to
the north and 8km to the south. A University is being constructed 14km south west of
the site
Rabigh province population is c.70,000; 60% are male and 27% are under 19 years old
The site has strategic significance as it is close to KAEC which will include business
centres, residential, retail development and other uses. The existing Rabigh Conversion
Industrial Plant (CIP) and Petro Rabigh petrochemical complexes are also close,
providing significant employment
The occupations of local people interviewed included police, fishermen, security guards,
construction workers, teachers, a nurse, engineers, retired, and a company director.
No watercourses or other water bodies are in the vicinity of the proposed development
but there appears to be an existing overland flow path / wadi which runs east to west
through the site; groundwater was found at 5.75m to 6.70m below ground level

Page 27
A flood event occurred in November 2009 which was as a result of an extreme rainfall
event over KAEC, with the region receiving more than a years rainfall in 90 minutes
The site is undeveloped and there are no sewers in the nearby roads.
Waste management
As the site is currently undeveloped there are no waste generation rates for the city.
Based on Jeddah, KAEC can be estimated to produce over 750,000 tonnes per year
Significant quantities of construction and demolition waste are anticipated from KAEC
The city is expected to have appropriate waste management infrastructure built to

support the population.
Noise and vibration
Traffic is the dominant source of ambient noise in the vicinity of the site, but levels are
not high
Future baseline noise levels from traffic already have the potential to compromise the
achievement of satisfactory internal noise levels in residential properties built in the
area, even without the station.
The quarry is the only development on site. The surrounding is largely undeveloped
desert but construction work has begun on the parts of KAEC nearer to the coast
A few small settlements are scattered around the local area, within 10 kilometres of the
station site. The landscape is almost flat, but there are hills visible to the east of the site.
Ecology
The site is generally flat with a thin layer of hardened topsoil. Vegetation cover is
limited, with dominant
flora species including
Zygophyllum
sp. and Acacia
ehrenbergiana.
Fauna recorded during the site visit include sparrow, black crow and camels.
Energy

Page 28
Transport
KAEC Station is forecast to generate approximately 321,000 vehicle arrivals and

401,000 departures per hour during the pm peak once it is completed
At present there is no public transport of any form at the development site as the city is
still under construction but a range of transit services are proposed for KAEC itself. Four
LRT lines are proposed; one of which may connect to the railway station.
Figure 71 Existing KAEC site

Page 29
7.2
The
Dust generation from construction activities causing nuisance and potential health
deemed significant

(beneficial)
(adverse)


(adverse)
deemed significant
Loss of ecological features, particularly the removal of vegetation and habitat not
deemed significant


Page 30
Job creation potential significant impact (beneficial)
bodies, not deemed significant
Sewage disposal where the foul sewer capacity is not available potential significant
impact (adverse)

Noise impacts from increased traffic flows and heavy goods vehicles not deemed
significant
Demand for electricity and associated CO2 emissions potential significant impact
(adverse)
Positive contribution to the landscape through high quality and attractive design and
replacement of quarry - potential significant impact (beneficial)
Introduction of new planting potential significant impact (beneficial)
Potential congestion in some locations on the local road network; still to be quantified
7.2.1
post mitigation.

Page 31

Description of significant
Mitigation
impact
Residual impact
significant
(post mitigation)
Air Quality
Minor adverse
Minor adverse
Development of public transit facilities,
vehicles
e.g. LRT
Moderate adverse
Socio-economic
Major beneficial
Minor adverse / negligible


water infrastructure as soon as
practicable
accidental release of
an EMMP
Negligible
hydrocarbons, oils and other

hazardous contaminants
Increased flood risk as a result
of exceedance of the surface
water drainage system

Systems (SuDS)
landscaping
Sewage disposal where foul
On-site treatment or tinkering of effluent
sewer capacity is not available
to a nearby sewage treatment works
Negligible
Minor adverse

Page 32
Mitigation
impact
Residual impact
significant
(post mitigation)
Waste Management
C&D waste
Minor adverse
SWMP
operational waste
Moderate adverse
etc
Noise and Vibration
Noise generated from
Good construction practices outlined in
construction activities such as
EMMP
Minor adverse
piling
Negligible adverse
Moderate beneficial
Moderate beneficial
Minor / moderate adverse
construction activities e.g.
materials

vehicles
Replacement of quarry with high
quality and attractive station
design
Ecology
Introduction of new planting
Energy
powering plant
Passive and mechanical design
measures to reduce energy demand
Moderate adverse

Page 33
Mitigation
Residual impact
impact
significant
(post mitigation)
Transport
Potential congestion in some
To be agreed with the Municipality and Ministry of
locations on the local road
Transport
Not yet known
network; still to be quantified

Page 34
8.0
MADINAH STATION
8.1
Baseline conditions
The Madinah Station site is located on the edge of the city, close to the desert. The station
site will be on the edge of the Knowledge Economic City development, once it is completed.
The baseline conditions relating to each of the EIA topic areas are summarised below.
Air quality
The main source of air pollution is emissions from existing traffic along King Abdul Aziz
Road, but air quality is further compromised by the hot climate and dust storms
Wind blown dust accounts for high levels of particulates in unsheltered locations, but
inhabited areas experience air pollutants associated with traffic
For all locations, particulate levels meet PMEs objectives; it is also expected that NO2
levels will also fall within the PME Standards.
Socio-economic
The Madinah region population is greater than 1,700,000; 75% are Saudi and 25% nonSaudi, 52.8% are male and 36.9% are working; only 20% of workers are women
Madinah has millions of religious (Hajj and Umrah) visitors every year. There are about
3.4 million domestic tourists and 375,000 inbound tourist trips, the most common
purpose being religious tourism at approximately 1.5 million trips
There is a date farm to the east of the station site, partially within site boundary. A truck
stop and service area with restaurants is also present 600m to the east of the site.
Several other houses and buildings are located near to the site.
There are no watercourses or other water bodies in the vicinity of the proposed
development and no history of localised flooding at the site
The proposed KEC development should protect the site from some flooding
It is thought that there are proposals in the KEC masterplan for storm water drainage
infrastructure but not before the station opens. The availability of water in the networks
is uncertain.

Page 35
Waste management
There is limited data on waste generation within Madinah; however it is thought to be

lower than Jeddah due to the smaller population size
Solid waste treatment is carried out within the Madinah Material Recovery Facility
(MRF). The MRF facility has a design capacity of 1,200 tons/ day, and is currently
operating at 800 tons/day, of which approximately 200 tonnes of recyclable material is
recovered
A landfill received the residual waste, which should have capacity to operate for another
20 years.
Noise and vibration
Ground conditions
The ground is made up of granular Superficial Deposits (2.0-4.5 m thick) over basalt (at
least 19m thick). A layer of volcanic ash lies within the basalt
Groundwater beneath Madinah is anticipated to be relatively deep; no groundwater was

encountered up to 20m beneath the site during the investigation.
Madinah lies on the edge of the Rahat lava field and with open desert to the east
Mountains can be seen from the site towards the north west; the most significant of
these are Jebel Uhud
Small farmsteads, including a date palm plantation, lie to the immediate east of the site.
The site itself is open, relatively flat, and undeveloped; although pylons, fencing and
vehicle tracks cross the site in parts.
Ecology
Only a few grass species, small herbs and date palms were recorded during the site
visit, none of which are endangered or threatened species
Dog/fox, gull-billed tern, sparrow, black crow, pigeon and cows have been seen on site.

Page 36
Energy
Madinah is second only to Makkah in spiritual importance among Muslims and has
many historic and culturally important sites
No sites have been identified within the immediate vicinity of the HHR site but the
potential for below ground features cannot be completely ruled out.
Transport
The undeveloped site has very limited highway infrastructure of relevance although new
highway infrastructure will be constructed as part of the KEC development
There is negligible public transport use in Madinah and limited services
A light rapid transit (LRT) system and bus services are planned for the city.
Figure 81 Existing Madinah site

Page 37
8.2
The
Dust generation from construction activities causing nuisances and potential health
deemed significant
Displacement or interruption of small number of businesses; disruption of surrounding

land uses potential significant impact (adverse)

(beneficial)
(adverse)
hazardous contaminants in any run-off water not deemed significant


(adverse)

deemed significant
Ground clearance, particularly the removal of vegetation not deemed significant


Page 38

(beneficial)
Discharge of pollutants, such as oils through surface water drainage system to water
bodies, potential significant impact (adverse)

impact (adverse)
Demand for electricity and associated CO2 emission potential significant impact
(adverse)
Increased traffic flows in some locations on the local road network not deemed
significant.
8.2.1
The following table (Table 81) sets out the potential significant environmental impacts

Page 39

post mitigation.
Table 81 Summary of the significant impacts following mitigation

Mitigation
Residual impact
significant
(post mitigation)
Air Quality
Minor adverse
Minor adverse
Moderate adverse
Displacement of, or interruption of
Assumed compensation through the
Minor adverse /
small number of businesses
Government committee process
negligible
Major beneficial
Major / Moderate
vehicles
Socio-economic
beneficial

Minor adverse /
negligible
water infrastructure as soon as practicable

accidental release of
EMMP
Negligible
hydrocarbons, oils and other

hazardous contaminants
Minor adverse /
drainage and attenuation system.
negligible
drainage system

Page 40
Mitigation
Residual impact
significant
(post mitigation)
Negligible
Systems (SuDS)
landscaping
Sewage disposal where foul sewer
On-site treatment or tankering of effluent
Minor adverse /
capacity is not available
to a nearby sewage treatment works
negligible
Minor adverse
waste
Minor adverse
Waste Management
SWMP
operational waste
Moderate adverse
etc.
Noise and Vibration
Good construction practices and
Moderate adverse
implementation of an EMMP
Negligible adverse
Inhalation, ingestion and / or
Negligible
contact of contaminated soil, dust
particles, groundwater and gases
measures if required. Implementation of

vehicles
Ground Conditions
EMMP
Negligible
Negligible
mobilization of contaminants, fuel

or chemical spills
chemicals

Page 41
Mitigation
Residual impact
significant
(post mitigation)
Preprufe and Bituthene membranes will
exposure
installed to provide an effective barrier
Negligible
Ecology
Moderate beneficial
Minor / moderate
construction activities e.g.
materials
adverse
Passive and mechanical design measures
Moderate adverse
to reduce energy demand
Energy
powering plant

Negligible / Minor
adverse
Implementation of EMMP.

Page 42
9.0
CONCLUSIONS
9.1
Summary
The EIA has identified a number of potentially significant environmental impacts as a result of
the HHR development. Many of the impacts for all four stations are considered significantly
beneficial, most notably employment generation and the provision of a significant amenity to
the public in the form of improved public transport facilities. In addition, Makkah Station also
develops a semi-vacant and unplanned site and Jeddah Station develops a vacant site to
provide a development of high visual quality.
Some potentially significant adverse impacts that are also predicted for all four stations,
include:
Emissions and the resulting degradation of air quality associated with the high number
of vehicles
Increased pressure to local waste infrastructure associated with the high quantities of
waste expected during operation
Use of resources and climate change impacts as a result of the high energy demands of
the station.
In addition, Makkah Station could potentially have a significant adverse impact by displacing
current occupiers from the site. This can however be mitigated by adherence to best practice
guidelines such as the World Bank and IFC Performance Standards (2006) with regard to the
displacement of people.
The EIA process concludes that the majority of predicted negative environmental impacts
from the development can be adequately mitigated, either through the design of the station or
good construction practice. This conclusion sits alongside the positive environmental impacts
identified by this EIA process, and the wider environmental and social benefits which will arise
from this major public transport scheme.

Page 43
9.2
Next steps
9.2.1
Good construction practice
In order to ensure that the recommendations included in the EIA to mitigate the significant
adverse impacts identified are successfully implemented, particularly during the construction
phase, an Environmental Management and Monitoring Plan (EMMP) has been developed.
In it intended that the EMMP is reviewed and updated by the SRO and contractor prior to
commencement of construction activities, taking into account any mitigation measure
requirements in the PME environmental permit.
SRO will appoint an Environmental
Representative, who will be responsible for all environmental matters on-site that will include
monitoring the performance of the project against the statutory requirements.

Page 44


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Haramain High Speed Railway

ENVIRONMENTAL IMPACT ASSESSMENT

Phase 1 - Package 2 - Stations

Haramain High Speed Rail Project Four Rail Stations

Saudi Rail Organisation

Haramain High Speed Rail - Phase 1 Package 2 Stations

Environmental Impact Assessment Not Technical Summary

Reviewed by: Trevor Curson

Haramain High Speed Rail Project Four Rail Stations

INTRODUCTION TO THE STUDY AND THE PROJECT

Background to the project

Purpose of the document

Predicted impacts and mitigation

Predicted impacts and mitigation

KING ABDULLAH ECONOMIC CITY STATION

Predicted impacts and mitigation

Predicted impacts and mitigation

Haramain High Speed Rail Project Four Rail Stations

INTRODUCTION TO THE STUDY AND THE PROJECT

Figure 11 Location of project site within the Kingdom of Saudi Arabia

Haramain High Speed Rail Project Four Rail Stations

Background to the project

Haramain High Speed Rail Project Four Rail Stations

Purpose of the document

Volume One - Chapter 1-4 Study introduction

Volume Two - Chapter 5 Makkah Station

Volume Three - Chapter 6 Jeddah Station

Volume Four - Chapter 7 King Abdullah Economic City Station

Volume Five - Chapter 8 Madinah Station

Volume Six - Chapter 9-10 Report findings and recommendations

Chapters 5-8 address the topics listed below:

Drainage and flood risk

Noise and Vibration

Ground conditions (scoped out for KAEC at the PEIA stage)

Landscape and Visual

Haramain High Speed Rail Project Four Rail Stations

Sharia (Islamic law)

Basic Law of Governance, 1992

Public Environment Law (PEL), 2001

General Environmental Regulations and Rules for Implementation (GERRI), 2001

Environmental Protection Standards (General Standards), 1992.

Saudi Arabia is also a signatory to various international agreements, including:

Basel Convention on the Control of Transboundary Movements of Hazardous Wastes,

Convention on Biological Diversity, 2003

Vienna Convention for the Protection of the Ozone Layer, 1985.

Haramain High Speed Rail Project Four Rail Stations

The key requirements of the HHR project are defined as follows:

Passengers board and alight trains via mixed use platforms

Platforms are straight, level and at ground level

All passengers are ticketed with assigned seats on trains

All passengers are processed through an airport style security check.

Haramain High Speed Rail Project Four Rail Stations

Segregation of departing and arriving passengers in ticketed areas of station however

Environmentally controlled station concourse areas for passenger comfort

Main concourse spanning across the width of the station

Modular station planning system common to all stations.

Figure 31 The station roofs have been inspired by Islamic architecture

Haramain High Speed Rail Project Four Rail Stations

Table 3-1 Spatial layout of the two types of station

(Makkah & Madinah)

(Jeddah & KAEC)

Retail, plant areas, back of house,

Plant areas, back of house