Dr. mansour el bardisi -noise impact assessment for metro and railway

Noise impact assessment for metro and

Railway - Case study

Haramain High Speed Rail (HHR)

In KSA

By

Dr / Mansour El Bardisi

Ain Shamus university

[email protected]

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.

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

Item Urban Section Rural Section

Design Speed (Km/h)

Absolute Minimum Horizontal Radius (m)

Maximum Slope (%) Maximum Length of

3.5% Slope (Km)

Minimum Vertical Curve Radius (m)

100

400

3.5

6

2,500

360

5460

3.5

6

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.

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

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.

Spot Noise measurements

Table 3-7: shows spot noise measurements

Loc. LAeq

[dB]

LASMax

[dB]

LASMin

[dB]

LAF1

[dB]

LAF5

[dB]

LAF10

[dB]

LAF50

[dB]

LAF90

[dB]

LAF95

[dB] LAF99 [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

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

Cursor: 250 Hz LLeq=57.6 dB LLFMax=70.8 dB LLFMin=49.0 dB

0001.S3A

16 31.50 63 125 250 500 1000 2000 4000 8000 A L

30

40

50

60

70

80

90

100

110

120dB 08/12/2009 10:01:53 AM - 10:06:53 AM

Hz

LLeq LLFMax LLFMin Cursor: 200 Hz LLeq=51.9 dB LLFMax=67.4 dB LLFMin=43.9 dB

0002.S3A

16 31.50 63 125 250 500 1000 2000 4000 8000 A L

30

40

50

60

70

80

90

100

110

120dB 08/12/2009 10:33:15 AM - 10:38:15 AM

Hz

LLeq LLFMax LLFMin

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

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

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

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

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

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

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

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