A) Jeddah - S TIA Guidelines V1 0 - February 2015

Kingdom of Saudi Arabia
Ministry of Municipality & Rural Affairs
Transportation Impact Assessment Guidelines
Developers and Consultants Manual
Version 1.0
February 2015
Municipality of Jeddah
Foreword
This document is Jeddah Municipality’s official guidance on transportation and traffic impacts and
considerations that must be accounted for in the process of development planning, approval and
construction in the Municipality.
The formal title of this document is Transportation Impact Assessment Guidelines. The issuing author
of record and document administrative manager is the Directorate of Traffic Engineering of the
Jeddah Mayoralty.
The document has an important and informative subtitle: Developers and Consultants Manual, or
DCM. It is the development and consultant community, including engineers, architects and land
planners that are engaged by developers, that is the primary audience for the Manual, and that needs
to stay informed and up to date with the Manual and future revision. The Manual establishes, among
other things, minimum educational, certification and experience requirements for Professional Traffic
Engineers engaged in traffic impact assessment studies for developments within the Municipality.
Informally within the Municipality, or even in correspondence, the document may be referred to as
the “TIA Guidelines”, or “Developers and Consultants Manual”, or “DCM”, they all refer to the same
document.
If you are reading this as a hard copy document, it may not be up-
to-date! The most current version is always posted and maintained The users of this
at: http://www.jeddah.gov.sa/TIAguidelines.php, along with useful document should
anticipate periodic
links, references, look-up tables, and forms. Developers and updates to the TIA
Consultants are advised to check this web location frequently for guidelines and
most current versions and updates. No other notification of changes requirements.
and updates to the Manual or support materials will be provided.

Jeddah Municipality
Projects Agency
General Directorate of Studies and Designs
Department of Transportation and Traffic Engineering
Al Baghdadia Al Gharbia District - Al Amana Street
Jeddah's Transportation Impact Assessment Guidelines V1.0 February/2015

Table of Contents
1.0 Introduction ............................................................................................. 1-1
1.1 What is Transportation Impact Assessment (TIA)? ........................................................ 1-1
1.2 Administrative Overview and Mission ............................................................................. 1-3
1.3 Scope of the DCM .......................................................................................................... 1-5
1.4 Acronyms, Terms and Definitions .................................................................................. 1-6
1.5 DCM Guidelines Document Structure ............................................................................ 1-6
2.0 TIA in the Jeddah Development Process .............................................. 2-1

2.1 Pre-TIA Application Process........................................................................................... 2-2
2.2 The TIA Process for Jeddah Municipality ....................................................................... 2-4
2.3 Post-TIA Approval Process .......................................................................................... 2-10
2.4 Cost-Share Information ................................................................................................ 2-13
3.0 Qualifications of Consultants and Engineers ....................................... 3-1

3.1 Pre-Qualification of Consulting Firms ............................................................................. 3-1
3.2 Jeddah Consultants' Rating System (JCRS) .................................................................. 3-4
3.3 Qualifications of a Responsible Engineer ....................................................................... 3-4
3.4 Responsibilities of a Consultant ..................................................................................... 3-5
4.0 The TIA Application................................................................................. 4-1

4.1 TIA Application Form ...................................................................................................... 4-1
4.2 TIA Application/Review Fees.......................................................................................... 4-1
5.0 Elements of a TIA Report........................................................................ 5-1

5.1 Seal of the Registered Responsible Engineer................................................................ 5-2
5.2 Project Tracking Information........................................................................................... 5-2
5.3 Executive Summary........................................................................................................ 5-2
5.4 Project Description ......................................................................................................... 5-3
5.5 Study Limits .................................................................................................................... 5-4
5.6 Methodology Report ....................................................................................................... 5-4
5.7 Existing Conditions ......................................................................................................... 5-5
5.8 Existing Volumes ............................................................................................................ 5-6
5.9 Site Access and Circulation ............................................................................................ 5-6
5.10 Trip Generation ............................................................................................................... 5-7
5.11 Trip Reductions .............................................................................................................. 5-8
5.12 Other Known Developments ........................................................................................ 5-10
5.13 Planned Roadway Improvements ................................................................................ 5-10
5.14 Trip Distribution ............................................................................................................ 5-10
5.15 Future Horizon Years ................................................................................................... 5-10
5.16 Background Traffic Growth ........................................................................................... 5-11
5.17 Future Volumes ............................................................................................................ 5-12
5.18 Traffic Analysis ............................................................................................................. 5-12
5.19 Parking Demand, Design and Circulation .................................................................... 5-17

Developers and Consultants Manual i
5.20 Access Management .................................................................................................... 5-18

5.21 Safety Issues ................................................................................................................ 5-18
5.22 Pedestrian Access ........................................................................................................ 5-19
5.23 Public Transport Assessment and Taxi Access ........................................................... 5-19
5.24 Service and Emergency Vehicles Access .................................................................... 5-20
5.25 Freight Transport Assessment ..................................................................................... 5-20
5.26 Construction Traffic Impacts ......................................................................................... 5-20
5.27 Mitigation Plans ............................................................................................................ 5-20
5.28 Cost Estimate and Development Share ....................................................................... 5-21
5.29 Assumptions & Agreements ......................................................................................... 5-21
5.30 Recommendations ........................................................................................................ 5-21
6.0 No Significant Impacts Finding Report (NSIFR) ................................... 6-1

7.0 Transportation Impact Study Report (TISR) ......................................... 7-1
8.0 Subarea Transportation Plan Report (STPR) ........................................ 8-1
9.0 Recommendations and Approval Plans ................................................ 9-1
9.1 Recommendations .......................................................................................................... 9-1
9.2 Approval Plans for a TIS................................................................................................. 9-2
9.3 Approval Plan for a STP ................................................................................................. 9-2
10.0 Strategic Transport Modeling Protocol ............................................... 10-1

11.0 Assumptions, Software and Standards............................................... 11-1
11.1 Link Capacity Assumptions and Assumed Posted Speed ........................................... 11-1
11.2 Background Traffic Growth Rates ................................................................................ 11-2
11.3 Approved Software ....................................................................................................... 11-3
11.4 Junction Analyses Assumptions ................................................................................... 11-4
11.5 Pedestrian and Bicycle Assumptions ........................................................................... 11-5
11.6 Public Transport Analysis Assumptions ....................................................................... 11-5
11.7 Traffic Signal Warrant Requirements ........................................................................... 11-6
11.8 Level of Service Definitions and Mitigation Levels ....................................................... 11-8
11.9 Level of Service Thresholds for New Roads and Intersections.................................. 11-13
11.10 Parking Access Capacity and Queue ......................................................................... 11-13
11.11 Provision for Delivery and Service Vehicles ............................................................... 11-14
11.12 Provision for Public Transport (PT) Vehicles.............................................................. 11-15
11.13 Traffic Data Collection Standards ............................................................................... 11-15
11.14 Typical Drawings ........................................................................................................ 11-18

Developers and Consultants Manual ii
Index of Tables
Table 5-1: Elements of a TIA Report ...................................................................................... 5-1
Table 6-1: No Significant Impacts Finding Report Structure .................................................... 6-1
Table 7-1: Transportation Impact Study Report Structure ...................................................... 7-1
Table 8-1: Subarea Transportation Plan Report Structure ..................................................... 8-1
Table 11-1: Link Capacities and Speed Limit Assumptions .................................................. 11-1
Table 11-2: Standard Parameters ......................................................................................... 11-4
Table 11-3: LOS Definitions for Public Transport Services .................................................. 11-5
Table 11-4: MUTCD Traffic Signal Warrants ........................................................................ 11-6
Table 11-5: Signal Warrants for Forecasted Volumes .......................................................... 11-7
Table 11-6: Signalized Intersection Level of Service (LOS) Definitions ............................... 11-8
Table 11-7: Signalized Intersection Thresholds for Mitigation .............................................. 11-9
Table 11-8: Unsignalized/Roundabout Intersection LOS Definitions .................................... 11-9
Table 11-9: Unsignalized/Roundabout Intersection Thresholds for Mitigation ..................... 11-9
Table 11-10: LOS Definitions for Weaving Segments ........................................................ 11-10
Table 11-11: LOS Definitions for Merge and Diverge Segments ........................................ 11-10
Table 11-12: Basic Segment Thresholds for Mitigation ...................................................... 11-11
Table 11-13: LOS Criteria for Pedestrian Walkways with Random Flow ........................... 11-11
Table 11-14: LOS Criteria for Platoon-Adjusted Pedestrian Walkways .............................. 11-12
Table 11-15: LOS Criteria for Pedestrians at Signalized Intersection ................................ 11-12
Table 11-16: Level of Service Standards in Jeddah ........................................................... 11-13
Table 11-17: Entry/Exit Lane Capacities for Car Parks ...................................................... 11-13
Table 11-18: Provision of Areas for Delivery and Service Vehicles.................................... 11-15
Table 11-19: Vehicle Classification for TMC ....................................................................... 11-17
Index of Figures
Figure 2-1 Jeddah Development Process ............................................................................... 2-1
Figure 2-2 Pre-TIA Process .................................................................................................... 2-3
Figure 2-3 Jeddah TIA Process .............................................................................................. 2-7
Figure 2-4 Post-TIA Process ................................................................................................. 2-12
List of Appendices
Appendix- A Acronyms and Abbreviations used in this Manual
Appendix- B TIA Application Form
Appendix- C Minimum Land Use Threshold for at least a TIS
Appendix- D Documentation Checklists
Appendix- E Internal Trip Capture
Appendix- F Pass-By Trips
Appendix- G Recommended Parking Rates
Appendix- H Technical Details for Parking Dimensions (MOMRA)
Appendix- I Typical Drawings

Developers and Consultants Manual iii
Document Revision/ Update History

Date
Version Description Author
(dd/mm/yyyy)
26/02/2015 1.0 First Approved Version TEC

Developers and Consultants Manual iv
1.0 Introduction
1.1 What is Transportation Impact Assessment (TIA)?

Any new development has its own set of potential impacts on the surrounding
transportation system. It is important to assess these impacts, both quantitatively and
qualitatively, in order to develop adequate improvements to the transportation system
that will 1) minimize the detrimental impacts of these developments on public transport
network, and 2) help sustain good mobility, access and transport efficiency to the
proposed development, and thus protect private and public investment value.
1.1.1 Definition and Scope of a TIA

A Transportation Impact Assessment (TIA) process is a formal set of procedures and
analyses that need to be taken to, first adequately assess the impacts and, secondly
to generate acceptable set of improvements that strive to minimize the impacts within
acceptable Measures of Effectiveness (MOE's).
The type of a TIA varies in scope and complexity depending on the type and size of
the proposed development.
1.1.2 Output of a TIA

The output of a TIA is a set of improvements that will be needed to minimize the
detrimental impacts of a new development on the transportation system within an area
of potential effect.
1.1.3 When should a TIA be initiated?

In best practice, a TIA should be undertaken in the early Early consideration of
planning phases of a proposed project. This gives best TIA issues is best for
information and most value for decision-making to both both the Developer
and Amana
the developer and the Municipality.
The output of a TIA forms the basis of a conceptual plan The TIA establishes
and consequently detailed design for the development important design
details of the site plan
and surrounding improvements. If there will be future
and, is some cases,
traffic problems resulting from a proposed development the surrounding
(either directly caused by the development or due to network and the
existing traffic deficiencies in the area), this needs to be Municipality
acknowledged in the TIA, and ways to mitigate the
Parking and
deficiencies identified.
circulation is a key
issue for every
Similarly, the TIA must address all issues related to on- development site and
site parking, internal circulation and safety. Also the for every TIA

Developers and Consultants Manual 1-1
interface between the development and the surrounding road network is important, as
is adequate provision for service vehicles.
1.1.4 TIA Mandatory for All New Land Plans

Currently no TIA is done for land plans even if the proposed land use
in the plan generates more trips than the minimum threshold for a TIS.
A TIA should be mandatory not only for new construction but also for
for all new land plans if the land use intensity meets the minimum
threshold for a TIS (100 vph two-way generated trips). The TIA for these
plans should take into account not only the safety and circulation of
the internal road network of the individual land plan, but it should also
be in harmony with the external transportation network. This will
minimize the possibility of road network problems and of lopsided
roadway plans that do not align well with adjacent subdivision as
frequently is the case in Jeddah. Land use spatial distribution and
intensity should be carefully planned for optimum accessibility and
efficient transportation network. Adequate right of way should also be
dedicated/reserved beforehand in the TIA for future use.
There are many problems evident in Jeddah because TIA’s were not carried
out in in the planning stage, which resulted in lopsided planning and non-
aligned road networks across and through subdivisions. For example:
1. Non-aligned streets (result of adjacent streets belonging to different plans

that are not integrated with adjacent plans and/or the larger regional road
network)
2. Lack of consistency and continuity of road hierarchies; e.g. an arterial road
may function as a collector road or vice versa in different segments
3. Inadequate spatial distribution of some land uses may lead to access
problems having lack of adequate entry/exit points, which may had been
better served in a different geographical location instead
4. Frequent occurrence of road network deficiencies (e.g. horizontal and/or
vertical curves too near to a junction), and closely spaced, staggered and/or
skewed junctions
5. Frequent pedestrian accidents in some areas are a direct result of poor
planning of land use and/or road network. For example a mosque located
across an arterial with a residential area on the opposite side of the arterial
These deficiencies frequently lead to chronic congestion and safety

issues which could have been avoided if a TIA study had been
undertaken earlier in the planning stage.

1.1.5 Multi-Modal Focus

A robust mix of transportation modes is in the future of
Jeddah Municipality.
All existing or
planned modes need
Accordingly, all modes of transport, including public to be accommodated
transit, pedestrian, bicycle, and freight and service and accounted for in
the TIA process for a
(rather than just automobiles) needs to be accounted
development
for in making transportation accommodation decisions
about development. Reflecting this focus, the process
is now called "Transportation Impact Assessment"
rather than the typical "Traffic Impact Assessment" of the past.
1.2 Administrative Overview and Mission

Jeddah Municipality is taking steps to more effectively manage its transportation
assets, and its future of urban area growth, by establishing more effective and
consistent methods and guidance in consideration of impacts of new
development on the transport system.
Success in this mission is critically important to future of the whole of the Municipality
and its relationship to the Kingdom, and, more specifically, to the continued success
of the development community as a partner and stakeholder in the Jeddah landscape.
1.2.1 Administrative Goals of the TIA Process

To that end, the Transportation and Traffic Impact
Assessment in Jeddah Municipality: Detailed Guidance
The guidelines and
and Requirements (Developers and Consultants requirements outlined
Manual) has been prepared and integrated into in this document
procedures within the Jeddah Municipality directly support and
Transportation and Engineering Department. This reflect all of these
goals
Developers and Consultants Manual (DCM) outlines
what analytical steps, and what level of reporting and
information, are required for different degrees of
development or redevelopment intensity proposed in the Municipality.
The Municipality has established a number of goals in this effort, including these that
specifically relate to the DCM:
Improve on the quality of technical information that is submitted to the Municipality for
approval.
[The Municipality needs better information for better decisions and outcomes]
Establish improved administrative logging and tracking of project data and submittals.
[The Municipality wants to keep track of project information for the benefit of all]

Ensure of the implementation of road improvements needed to accommodate

development, including funding and cost recovery mechanisms.
[The Municipality wished to reinforce the program to plan, deliver and equitably
fund needed improvements].
Enforce the Municipality of Jeddah’s vision and strategic direction.
[The Municipality seeks development outcomes that are consistent with its desired
transportation and civic future].
It is emphasized that, while the DCM provides certain technical and administrative
guidance for assessing traffic and transportation issues, the users of the DCM, the
developer and consultant community, should consider this guidance in the light of
the above goals as the ultimate intent of the Municipality.
1.2.2 Technical Goals of the TIA Process

Amana (or Jeddah Municipality) is the organization
responsible for administering the TIA process in
The developer and
Jeddah. Due to Amana's approved plan to increase consultant community
density of land use, Jeddah is seeing high growth in must be aware that
concentrated areas, with a resulting steep increase in these larger goals are
traffic. reflected in the details
of the DCM and TIA
process
Growth is essential for the economy. It is important that
the transportation system is adequately equipped to
accommodate this new growth, and also to minimize
the potential detrimental impacts of growth. Additionally, it is important to determine
and allocate, at some level, cost responsibilities to mitigate impacts on the transport
system. In all of this, it is understandably important that the assessment of the impacts
be done accurately.
Although Amana has required TIA's for new

developments as part of procedures that have evolved
The DCM addresses
over the past 20 years, the process has suffered due to and corrects
lack of standardization and lack of qualified engineers historical problems
undertaking these studies. The process has been with the assessment
of traffic and
haphazard and lopsided in its recommendations.
transportation
Another factor has been in some cases lack of local impacts in Jeddah
knowledge, with TIA's being prepared by non-local
consultants and often lacking verified site observations.
The result has been poor assessment of impacts and,
as a result, development of an inadequate set of transport improvements.
The former TIA process also suffered from some developers short circuiting the
technical review process. The current recommendations set out the exact steps a
developer has to take through the entire development process.

In putting forth the guidelines and requirements in this

DCM document, the Municipality is achieving these
All of these technical
technical goals: goals are reflected in
the detailed
 Development of a standalone guide for consultants and procedures and
the Municipality to be a reference for all parties for requirements outlined
guidance, rules, and procedures to accomplish in the DCM
Amana's Measures of Effectiveness to accommodate
future growth and to improve the transportation system.
 Integrate and facilitate actions that are in harmony with the Building Permit Department
(BPD) as well as the Jeddah Local Plan (JLP) and Municipality Strategic Plan.
 Improve the technical quality of TIA's by setting appropriate minimum qualifications for
engineers and firms conducting the studies.
 Establish a recommended rating system for Consultants and their engineers to ensure the
standards are maintained over time.
 Ensure that local knowledge is used along with site observations.
 Streamline the review and approval process so the process does not hamper growth, but
at the same time not compromising with high standards.
 Manage various improvements to avoid conflict and to ensure maximum utility.
 Establish a standard set of procedures, rules, and MOE's that will serve as basis to resolve
potential disputes between Developers and Amana.
 Provide the initial technical basis for the design of a “TIA Website” which will enable online
submissions and make the process more accessible and efficient.
1.3 Scope of the DCM

The TIA process does not exist in isolation. It must be
integrated with the development process to be efficient Understanding and
and effective. accounting for
transportation impact
is important from the
While the DCM focuses on the TIA process and its very beginning of the
specific technical components, it also references this to development process
the entire development process, from concept to
construction.
1.3.1 The TIA Process in Relation to the Overall Development Process

The development process in relation to a TIA is in three sequential stages as follows:
I. Pre-TIA Application Process

(see Section 1.02.1 of the DCM)

II. TIA Process

(see Section 2.2 of the DCM)
III. Post-TIA Approval Process

(see Section 2.3 of the DCM)
1.3.2 Minimum Requirements in Relation to the Development Process

This DCM document constitutes the minimum requirements for coordination of the
development process and TIA analysis, submittal, approval, incorporation and follow-
up.
1.3.3 The DCM as a Living Document

The DCM will be a “living” document, which will be
The TIA Guidelines
subject to additions and/or updates as the needs arise and Requirements will
over time. change over time, as
Jeddah changes
For example, bicycle transport is not currently
considered significant in Jeddah, and is therefore not
addressed in detail in these guidelines, with no specific bicycle technical requirements.
However, bicycle transport could evolve to be a significant part of the future transport
framework in Jeddah, at least in some sectors, and therefore could be included in
future versions of the DCM.
1.4 Acronyms, Terms and Definitions

Please refer to Appendix- A for a listing of acronyms,
terms and definitions used in the DCM. All users of the
Manual are advised to
become familiar with
1.4.1 Commentary on Terminology the terminology in
There is confusion in current practice worldwide with Appendix- A
various terminologies such as between "TIA" and "TIS"
and between "TMP" and "RTP", as these are
sometimes used interchangeably and cause misunderstanding or inaccuracy in
reporting and review. It is important that the TIA process use a common set of
terminology to eliminate any confusion or problems in interpretation.
1.5 DCM Guidelines Document Structure

This DCM guidelines document has been developed to provide a current, updateable,
user-friendly guide to aid developers and consultants in following and understanding
the entire Development Process, and how the TIA process is integrated within the
larger development process. Utilizing these guidelines will ensure high quality studies
are submitted which will allow for a more efficient review and approval process, and
better developments and transportation outcomes for the Jeddah Municipality.

1.5.1 Organizational Arrangement of the DCM

The guidelines define the minimum requirements of the
TIA process, documentation requirements and analysis
Compliance with the
parameters to use. The guidelines provide a structured procedural, analytical
outline of the required information and analyses to be and documentation
used for the completion of the TIA process. requirements will
ensure the most
efficient path through
Following the guidelines will lead the developers and the development
consultants through the review and approval process process
and provide the document formats and analysis
requirements. The layout of this DCM document
generally follows the review process, starting with the
introductory context established in Chapter 1.0.
The overall structure of the DCM Guidelines document

is shown below (Each section includes the formats and
The outline at left
requirements of the associated document type): identifies all the
salient parts of the
TIA framework
1.0 Introduction
2.0 TIA in the Jeddah Development Process
3.0 Qualifications of Consultants and Engineers
4.0 The TIA Application
5.0 Elements of a TIA Report
6.0 No Significant Impacts Finding Report (NSIFR)
7.0 Transportation Impact Study Report (TISR)
8.0 Subarea Transportation Plan Report (STPR)
9.0 Recommendations and Approval Plans
10.0 Strategic Transport Modeling Protocol
11.0 Assumptions, Software and Standards
1.5.2 Potential for Additional Requirements

The information contained within this document is
meant to serve as a guide in the development of TIA's
Complex or
and should not be construed as all inclusive regarding unconventional
every conceivable situation or technical application. projects may have
However, in complex or unconventional situations, the additional
requirements
TTED and/or Reviewer reserve the right to request
additional supporting information. The
consultants/engineers performing the analyses as well as the reviewers are required
to have minimum education and experience as listed in Section 3.1.

2.0 TIA in the Jeddah Development Process
The Jeddah Transportation and Traffic Engineering Department (TTED) has prepared
these guidelines to streamline the current development process and to provide
guidance to developers and consultants in the preparation of a TIA, where the TIA is
integrated with the entire development process.
The TIA process developed for Jeddah is based on not only the current international
best practices for TIA procedures and guidelines but is also geared to local practices
and conditions in Jeddah. The guidelines follow a multimodal approach to
transportation improvements, giving consideration to alternate transport modes
including public transport and non-motorized modes including walking.
This manual details the development process within the Municipality with particular
focus on the TIA process and also the minimum reporting requirements associated
with a TIA document. Following these guidelines in the preliminary stages of the
development planning process will provide for a more consistent and efficient review
process.
Additionally, with a properly designed site and surrounding transportation network with
adequate capacity to handle the anticipated transportation demands, a development
is more likely to achieve success.
The three sequential stages of a new development (including changes and additions
to an existing development) are shown in Figure 2-1.
Figure 2-1 Jeddah Development Process
Pre-TIA Application Process
TIA Process
Post-TIA Approval Process

2.1 Pre-TIA Application Process

The development process starts as a concept proposal for
development or redevelopment of a site or associated Preliminary steps
collection of proximate sites. This may include an entirely must be complete
new development, an addition to an existing development before initiating the
TIA process
or a different type of development to replace an existing
development. All these cases require the Developer /
Owner to take certain steps to obtain required
approvals or verifications before submitting a TIA application.
These steps are listed as follows:
STEP 1 Obtain Krooki (land deed) papers that show ownership and approved access
points.
STEP 2 Hire a Design Firm that either has qualified

engineers for TIA's onboard, or subcontract the
The Design Firm and
TIA to a firm that has qualified engineers. The
TIA consultant will act
Design firm (along with the TIA consultant),
as the
instead of and as a qualified agent for the
Owner/Developer’s
Owner/Developer, will then be responsible for agent in the process
all subsequent steps of the Development
Process. In case the proposed development is
small and may not require improvements then
set up a meeting with the Amana reviewer
beforehand to determine if a design firm is
needed or not.
STEP 3 Obtain Information about Existing Land

Uses (in case of an addition or changes to
existing land use).
Steps 3 and 4 (and of
course Step 5) have
STEP 4 Verify Conformity with Jeddah Local Plan
major importance in
(JLP) regarding zoning and acceptable land the TIA analysis
uses.
STEP 5 Develop Preliminary Drawings and Plans

showing details of the new development.
STEP 6 Initiate the Building Permit Process with the Building Permit Department.
STEP 7 Submit a TIA Application for Review (see

Chapter 4.0 of this DCM).
The TIA Application
initiates action on
transportation impact
The Pre-TIA Process is shown in Figure 2-2. review

Figure 2-2 Pre-TIA Process

2.2 The TIA Process for Jeddah Municipality

The TIA process starts with the TIA Application. The TIA Application can be made
only if all the Pre-TIA Application steps have been completed, including official
initiation of the Building Permit process.
2.2.1 Application is Required for All Projects All projects, no matter

A TIA application is required for all projects, regardless how small or large,
of the size or scope. The TIA application must be require at least the
prepared by the qualified consultant representative of one-page TIS
Application
the developer who will be completing the TIA.
2.2.2 Initial Review by Amana

Following the TIA application, the requirements for the Initial review by
type of TIA will be determined by the Amana Reviewer. Amana staff, based on
The type of TIA required is a function of the nature, the TIA Application,
scale and intensity of the proposed development, all will determine the
type of transportation
of which translate to trip generation via any of currently
impact analysis
available or proposed modes and links to the required
development site.
Generated Trips
(usually auto-based
Primary considerations in determining the type of TIA
trips) is the primary
needed are derived by new (additional) trips projected driver in determining
to be generated from the site. This includes new the level of analysis
(additional) trips from changes in land use or extensions required
to existing uses. If trip generation is low, and there are
no other considerations, a detailed TIA will not be
required. On the other hand, a large development project generating a high number
of trips over a large area of influence in an already congested area can be expected to
require a rigorous TIA examination.
In some cases a TIA may be required for other reasons Safety or operational
such as safety or operational problems, even though issues can also
trips generated may be below requirement thresholds. trigger the need for a
TIA
2.2.3 Types of TIA Actions in Jeddah

As a result of review of the TIA application, and based There are three (3)
primarily on trips, one of three (3) possible types of possible TIA
pathways that apply
further study and disposition is required and will be
to all projects
assigned to the development project.

The three possible types of TIA study and disposition

are as follows:
These are the key
1) No Significant Impacts Finding differences among the
a. Small projects three possible
b. Low number of trips pathways
c. No impact on external transport system
d. Still needs to account for parking, circulation
and access
e. No external network impact mitigation required
2) Transportation Impact Study
a. Medium projects
b. Significant number of trips
c. Potential impact on external transport system in localized network
d. Needs to account for parking, circulation and access
e. External network impact mitigation, if required
3) Subarea Transportation Plan
a. Large projects
b. High number of trips
c. Likely impact on external transport system over extended area
d. Needs to account for parking, circulation and access
e. External network impact mitigation, if
required
In the listing above, the typical characteristics and See other parts of the
DCM for specific
treatments noted for each of the three types of study
details and
are generalizations only; more detail on these attributes requirements
is presented in subsequent sections of the DCM.
The Amana is
A key outcome differentiator among the three types is
obligated to assess
shown in red above; that is, effect and impact effect caused by the
mitigation needs on the external transport network development on the
servicing the site. This ranges from “no effect/no transport network,
mitigation” for small development projects under the No and determine
relevant mitigation.
Significant Impact Finding category, to “likely
Large projects may
effect/probable mitigation” for large projects under the require
Subarea Transportation Plan category. Mitigation of some
type
2.2.4 Role of Trip Generation in Determination of TIA
Approach
Trip generation is a key factor in impact assessment
and development proposal review. A primary metric is
the highest number of raw additional peak trips Trip generation is a
key factor and will
generated by the proposed development at full build-
always be closely
out1. In considering and reporting trip generation in the reviewed
TIA application, only raw generated trips are to be used,
before any reduction is applied. The required
1This would entail highest of adjacent street weekday morning, afternoon, or evening peak. Near large retail areas, the weekend
peak hour may represent the highest peak hour of the week. Determining the peak hour requires knowledge of the proposed land
use and of local traffic patterns. It should also be noted that for the purpose of determination of the class of study only raw
generated trips should be used, without any discount for internal capture, pass-by and/or modal split (the discounts should be
applied in the report as needed but not for study type determination).

adjustments for internal trip capture, modal split and pass-by can be applied later in
the process.
Data sources for trip generation rates are always an important part of
transportation impact assessment. The shaded box below provides important
guidance on how this is to be approached for Jeddah projects:
In absence of local Jeddah data, the latest version of Riyadh Trip Generation Manual
(RTGM) will be used for the initial determination type of TIA study. In case where
RTGM does not have trip rates for land use or peak hour the latest versions of other
manuals can be used with prior approval of the Amana Reviewer. The order of
preference for trip generation rates is as follows:
1. Jeddah Trip Generation Manual (if available)

2. Riyadh Trip Generation Manual
3. Abu Dhabi Trip Generation Manual or Dubai Trip Generation Manual
4. ITE Trip Generation Manual
No adjustments are to be applied to directional distribution factors shown in the

manuals. Local Jeddah trip generation rates and directional distribution from local
studies can always be used with prior approval.
The order of priority for choosing trip generation rates between Abu Dhabi and Dubai
shall be whichever manual was most recently updated.
Until there is a Jeddah Trip Generation Manual available, the RTGM shall be
used to determine the minimum intensity of individual land use thresholds, as
listed in Appendix-B, for at least a TIS-level TIA that is based on generated
trips only. The list in Appendix-B lists the minimum intensities of independent
land use variables (based on the RTGM) that generate at least two-way 100
vph trips during the highest peak hour at full-build-out of the proposed
development.
2.2.5 Jeddah TIA Process Schematic

The TIA process for Jeddah Municipality is presented in schematic form in
Figure 2-3.

Figure 2-3 Jeddah TIA Process

2.2.6 Comparison of Different TIA Report Types

Based on Trip Generation Trip generation values
From a trip generation perspective, the three (3) are of primary
types TIA reports are classified as follows: importance, but not
the only factor in TIA
considerations
 No Significant Impacts Finding (NSIF)
(described in detail in Chapter 6.0). For
sites generating less than 100 two-way
during the highest peak hour at full build- out of the proposed
development.
Transportation Impact Study (TIS) (described in detail in Chapter 7.0).
For sites generating from 100 to 2,500 two-way during the highest
peak hour at full build-out of the proposed development
Subarea Transportation Plan (STP) (described in detail in Chapter
8.0). For sites generating more than 2,500 two-way during the
highest peak hour at full build- out of the proposed development
As previously stated, even if a proposed site

does not generate 100 trips or more two-way Apart from Trip
trips, a TIS or STP study still may be required Generation, other
for other reasons at the discretion of the Amana factors may be critical
for the TIA
Reviewer such as: determination as well
 Zone change
 Land use not compatible with current and/or
future zoning
 Prevailing safety issues such as high accident rates
 Operational issues such as site access near a major interchange or
roundabout
 Access Management
 Parking issues
 Amana Reviewer's Discretion
2.2.7 Summary Charateristics of Different TIA Report Types and Relationship

to Methodology Report Requirements
Except for NSIF all other traffic studies require
completion of a Methodology Report to detail the trip
If a project does not
generation, distribution, and assignments before qualify for a NSIFR, a
beginning the full Transportation Impact Study or Methodology Report
Subarea Transportation Plan. Completion of the is required
Methodology Report aims to avoid unnecessary
revisions to the full study if modifications to the study
fundamentals are required. Methodology Report should cover methodology for all
elements of a report as listed in Chapter 5.0, depending on the type of TIA.
A No Significant Impacts Finding Report (NSIFR) is typically adequate for site

generating less than 100 peak hour two-way trips during the highest peak hour at full
build-out of development, which otherwise do not require a TIA in the opinion of the

Reviewer. This is typically required for small developments. NSIFR typically require
an assessment of parking requirements, site circulation and access to the site. No
Methodology Report is required for NSIFR development projects. Requirements of an
NSIFR are detailed in Chapter 6.0.
A Transportation Impact Study is the most commonly

required type of impact analysis. A TIS Report (TISR)
Most development
is typically required for developments generating from projects in Jeddah,
100 two-way trips to 2,500 two-way trips during the other than very small
highest peak hour at full build-out of the proposed projects, will be TISR
projects
development. A Methodology Report must be prepared
for a TISR development project. Based on the
outcomes of the Methodology Report, the Amana
Reviewer may determine differing requirements for standard TIS depending on
location and other available information. Requirements for typical TISR are detailed in
Chapter 7.0.
A Subarea Transportation Plan focuses on large area

impacts, internal network operations and integration of
Large and complex
all transport modes. Subarea Transportation Plan development projects
Reports (STPR) is usually required for all in Jeddah will likely
developments generating more than 2,500 two-way be STPR projects
trips during the highest peak hour at full build-out of the
proposed development or at any phase of the
development. A Methodology Report must be prepared for a TISR development
project.
A STPR requires a regional traffic analysis using an

approved computer model to simulate the critical
STPR projects require
(usually highest) peak hour traffic on the subarea regional
transportation network. The model projects traffic transportation model
based on the expected future development pattern and work
roadway network. A subarea traffic analysis may
involve evaluation of a number of optional routes,
including future roadways.
For each plot development within the Subarea Transportation Plan, a separate Plot
TIS (or NSIF, if there are no significant impacts for the plot in question) will be required
later on. The requirements for a Subarea Transportation Plan Report are described in
Chapter 8.0.
2.2.8 Impact Mitigation and Assignment of

Responsibilty Any project, even
For approval, any TIA report (even an NSIFR) may small, may require
need to identify, as part of the report, physical or impact mitigation to
operational measures needed to satisfactorily mitigate achieve TIA approval
significant adverse transportation system impacts
resulting from a development, no matter what the size

of the development. Mitigation measures can be within

the development site (“internal mitigation”), or in the Mitigation actions will
connecting public transport network (“external assessed in the
mitigation”), or both, and might range from adjusting the nearest 5-year CIP
location of a driveway, or providing a new sidewalk link
Internal mitigation is
across a property, to adding a new through-lane on a
within the property
segment of a congested thoroughfare. boundary of the
development site.
The approved TIA will identify what measures are External mitigation is
needed, who is responsible for implementing, and who outside the property
boundary, usually in
pays for the various measures. the public
transportation
network
2.3 Post-TIA Approval Process
What happens after TIA report approval is just as
important as the approval process itself. The real measures of success for both the
Developer and the Municipality occur after TIA approval, in the Post-TIA Approval
Process. It is this phase when development details are finalized and constructed
that meet the conditions of the TIA approval.
2.3.1 Cost Recovery for Certain Projects

After the TIA report (NSIFR, TISR or STPR) is approved
Cost recovery does
by Amana TTED, if applicable, a Cost Recovery not apply to all
Demand (CRD) will be issued by Amana, if warranted projects
and identified in the approved TIA report. The CRD
would be the proposed Development's fair share cost
Cost share
for the set of improvements required at full build-out of information is further
the Site. It should be noted that this CRD would only discussed in Section
be for the set of improvements where the Developers 2.3.1 and Section 2.4
share is less than 100%. The improvements with 100%
Developer share shall be constructed by the Developer,
at no cost to Amana.
2.3.2 Final Plans

After the TIA report has been approved by Amana and, if applicable, Cost Recovery
Demand (CRD) paid, the Final Plans are expected from the Designer Firm that show
all the recommendations of the TIA.
2.3.3 Notice to Build

Amana will verify inclusion of all recommendations in the Final Plans, or legal and
binding commitment thereto, and issue a formal Notice to Build (NTB).
Concurrently with issuance of the NTB Amana will tentatively update the Jeddah
Transportation Master Plan Model (JTMP) to include the proposed development and
related transportation improvements. It is expected that Amana will maintain the JTMP
and continuously update the Model as new developments are approved.

2.3.4 Expiration of Permits

All these permits/approvals will have expiration dates
Permits can expire,
to ensure that the proposed development and related
and will require re-
the mitigations are built on schedule, as indicated in the application
approved TIA. In case of expiration of any permit
approval, re-application is required for TIA.
2.3.5 Intent to Correlate Development Projects to Jeddah’s CIP

It is anticipated that the Amana will adopt a 5-year
cycle Capital Improvement Plan (CIP), with the 5-year
marks in synch with the expected regional (Jeddah-
Correlation to the CIP
wide) build-out planning horizon year of 2030, as will help ensure
identified in the JTMP; i.e. the 5-year marks will be impacts assessments
2015, 2020, 2025 and 2030. This will help to group for large projects use
travel growth impacts and mitigations from various best available data
new developments in 5-year increments depending on

the respective build-outs of the proposed
developments. In considering mitigation, the needed improvements for each
proposed development will be determined by the nearest rounded-up 5-year CIP; i.e.
if the build-out of a proposed development (or its phase) is in 2016, then 2020 should
be used (and background growth adjusted accordingly).
2.3.6 Final Inspection and As-Built Record

After completion of construction, as a final check,
Amana will verify that the development and remaining
As-built records are
mitigation measures were built according to submitted important for the
plans. Concurrently the Developer's Consultant will future of Jeddah
update the Krooki (land deed and ownership) to include
the new development as well as access points. In the
same period, the Building Permit Department shall update its records to include the
final as-built design.
2.3.7 Jeddah Post-TIA Process Schematic

The Post-TIA approval process is illustrated in
Figure 2-4.

Figure 2-4 Post-TIA Process

2.4 Cost-Share Information

The Jeddah Transportation Master Plan (JTMP) identifies capital transportation
infrastructure (roadway & public transportation) projects that are required to support
the anticipated growth. In order to generate revenue for funding the costs of these
transportation capital improvement projects, Cost Share is being introduced by Amana
to provide a tool and mechanism for sharing the cost of the JTMP projects and local
mitigations/improvements proportionately between the government and developers.
It should be noted that necessary enabling legislative and administrative

changes have to be made before cost sharing can be implemented.
Cost Share is wholly distinguished to be consisting of two fees, i.e. Regional

Development Charge (ROC) and Local Mitigation Charge (LMC).
2.4.1 Regional Development Charge

The Regional Development Charge (ROC) is a fee levied to developers and is
intended to contribute to the funding of the cost of regional, growth-related
capital transportation improvement projects identified in the JTMP.
2.4.2 Regional Development Charge Rate

Amana’s Executive Council will issue a separate circular determining the unit
cost per trip after issuance of necessary enabling laws and administrative
guidelines. Based on the analyses, the worst peak hour trips generated by the
development will be considered in determining the cost share.
2.4.3 Local Mitigation Charge

The Local Mitigation Charge (LMC) is a fee to be paid by developers and
applies only to funding of the transportation projects required as mitigations for
the development. It supplements the ROC's by evaluating each proposed
development on a case by case basis as outlined in this guideline.
Transportation improvements required as part of the developments' accesses

or circulation will be fully funded by the developer as per TIA approval.
2.4.4 Payment Schedule

Payment schedule for the Regional Development Charge and Local Mitigation
Charge will be coordinated between the developer and Amana Liaison
Engineer. A payment undertaking will be required before the TIA is approved.
Amana’s Executive Council will issue a separate circular about details of the
payment schedule.

3.0 Qualifications of Consultants and Engineers
3.1 Pre-Qualification of Consulting Firms

It is required that the consulting firm has sufficient experience and has sufficient
resources to undertake TIA's. A three-tiered registration process along with a rating
system regime is recommended. The three-tiered system depends on the complexity
of the expected TIA, as summarized in the following sections.
3.1.1 Category I Pre-Qualification (Highest

Qualification) Category I pre-
This will be for all categories of TIA's including STPR's. qualification is
required for the
Only Category I registered consultants will be allowed
largest and most
to undertake STPR's. Only firms that have verifiable complex TIA
resources to conduct such studies and have a local assignments
Jeddah office will be allowed to undertake Category I
TIA's. The required criteria include:
1. A Jeddah Office (visit by Amana representative required)
2. Qualified Engineer(s) in Jeddah (the Firm's registration would be
dependent on at least one Responsible Engineer's qualification and
will have to be re-applied if the last registered Engineer leaves the
firm)
3. Qualified support technical staff with at least 3 additional engineers
with at least 5 years verifiable experience in the required software
and use of manuals
4. Verifiable software licenses (latest versions) for the following (need
Jeddah License numbers and expiration dates):
a. VISUM
b. VISSIM (with Transit and VISWALK)
c. SIDRA
d. SYNCHRO with SimTraffic
e. HCS
f. AutoCAD
g. A Vehicle Tracking Software
h. A Parking Design Software
5. Verifiable latest versions of the following Manuals:

a. Jeddah Trip Generation Manual (if available)
b. Jeddah Parking Rates Manual (if available)
c. High-Rise Buildings Guide (Amana)
d. Riyadh Trip Generation Manual
e. Riyadh Parking Generation Manual
f. Jeddah Local Plan
g. Abu Dhabi Trip Generation and Parking Rates Manual
h. Dubai Trip Generation and Parking Manual

i. ITE Trip Generation Manual

j. ITE Parking Generation Manual
k. Jeddah Design Manual (when available; use Riyadh Design
Manual in the interim)
l. MOMRA Design Manual
m. AASHTO Design Manual
n. MUTCD
o. HCM
6. At least 90% rating by Jeddah Consultants' Rating System (JCRS)
(when available)
3.1.2 Category II Pre-Qualification

A minimum Category II pre-qualification will be required Category II pre-
for all NSIFR's and TISR's for proposed developments qualification is
that generate up to 2,500 two-way trips during the required for most TIA
assignments
highest peak hour at the full build-out of the proposed
development. Only firms that have verifiable resources
to conduct such studies and have a local Jeddah office
will be allowed to undertake Category II TIA's. The required criteria include:
1. A Jeddah Office (visit required)

firm)
3. Qualified support technical staff with at least 2 additional engineers
with at least 3 years verifiable experience in the required software
and use of manuals
a. VISSIM
b. SIDRA
c. SYNCHRO with SimTraffic
d. HCS
e. AutoCAD
f. A Vehicle Tracking Software
g. A Parking Design Software


n. MUTCD
o. HCM
(when available)
3.1.3 Category III Pre-Qualification

This pre-qualification will be limited to NSIFR’s and Category III pre-
TISR's for proposed developments that generate qualification is
required for the
up to 1,000 two-way trips during the highest peak simplest TIA
hour at the full build-out of the proposed assignments
development. Only firms that have verifiable
resources to conduct such studies and have a
local Jeddah office will be allowed to undertake Category III TIA's. The required
criteria include:
1. A Jeddah Office (visit required)

firm)
a. SIDRA
b. SYNCHRO with SimTraffic
c. HCS
d. AutoCAD
e. A Vehicle Tracking Software
f. A Parking Design Software

n. MUTCD
o. HCM
3.2 Jeddah Consultants' Rating

System (JCRS)
It is anticipated that
In order to improve and maintain the quality of TIA's and Consultant ratings will
be revisited biennially
to ensure that only qualified firms undertake TIA's, a (once every two years.
rating system is scheduled for future implementation And not less than
which will be maintained and continually updated by every four years)
Amana.
The weighted rating system will award points for completed TIA's as well as
experience and resources. There are also categories which require minimum
conformity without which a firm would not be allowed to undertake TIA's. The items
included are as follows:
A. Minimum Requirements (all to be met with Pass/Fail)

1. Jeddah Office (visit required)
2. Qualified Responsible Engineer
3. Required technical staff in Jeddah Office
4. Required technical resources in Jeddah Office
B. Rated Items with Weights (each rated from 0% to 100%, with 100%
being the best)
1. Technical completeness of Reports (40% weight)
2. Technical soundness of analyses (40% weight)
3. Quality of Reports (10% weight)
4. On-time Delivery (10% weight)
The JCSR system is a means to monitor the performance of Consultants and their
Responsible Engineers. If the rating falls below the minimum threshold for a TIA
Category the Consultant will be taken off the list of pre-qualified consultants for that
category.
3.3 Qualifications of a Responsible

These same minimum
Engineer qualifications apply
for the Amana TIA
Consulting firms' registration would be dependent on review staff
having at least one qualified engineer on board who
would be expected to be responsible for leading TIA's. A
firm will have to re-apply for registration if the last qualified engineer leaves the firm.

The same minimum qualifications also applies to the Amana review staff.
The minimum qualifications for preparing and/or reviewing TIA's are:
1. A Masters in Engineering with specialization in Transportation/Traffic

2. Minimum of 10 years experience in the field of transportation and/or traffic
engineering and preparation of TIA's (administrative experience will not
count)
3. Must be working from a Jeddah office
3.4 Responsibilities of a Consultant

All interactions with
It is expected and required that the Consulting Firm and the Amana during the
TIA process shall be
its Responsible Engineer will exercise practice due with the designated
diligence and apply best practices in completing the qualified project
development process. It is also their responsibility to consultant on behalf
of the
ensure safety of general public in design as well as Developer/Owner
construction.
The Developer is required to hire a Design Firm at the beginning of the development
process. The Design Firm will be responsible for taking the proposed development
through the entire development process. For the TIA part of the development process
the Design Firm will be either registered for the appropriate TIA and have a qualified
responsible engineer or will hire a TIA firm that is registered with Amana and has a
qualified responsible engineer.
All TIA reports (NSIFR's, TISR's and STPR's) are required to be signed and sealed by
a qualified engineer in charge of preparation of the report. It is also required that the
reports be completed in a local Jeddah offices. All consultants are expected to
exercise due diligence and good engineering judgment in reaching meaningful and
reasonable conclusions.

4.0 The TIA Application
After obtaining the necessary Building Permit the developer's TIA consultant will file a
TIA Application (TIAA). A TIAA is required for all developments even if they generate
less than 100 peak hour two-way trips at full build-out of the development. The
determination of which type of study and report are required will be made by the
Amana Reviewer. The type of study will also determine the relevant set of required
documents.
It should be noted that the initial TIA Application should be attached with all
subsequent approvals and permits.
4.1 TIA Application Form

The Application Form is provided in Appendix- A. All information in this form shall be
completed and submitted. The Application Form should use the number given by
Amana (Permit Department or the Major Projects Department) and the same number
should be used for the rest of the study as well as all further communications. Key
information related to completion of the form is provided below:
The Amana Reviewer will assess the application, assign a project ID, and determine
the relevant TIA type. Upon review and approval of the application the Amana
Reviewer will provide the developer/consultant with an approved copy of the
application identifying the appropriate required TIA type.
 If only a No Significant Impacts Finding Report is required, the consultant shall

prepare a No Significant Impacts Finding Report document which includes all
items detailed in Chapter 6.0.
 If a TIS or STP is required, the consultant shall proceed with the scoping
meeting and Methodology Report document according to information detailed
in Chapter 5.0.
4.2 TIA Application/Review Fees

Currently there are no fees for TIA studies. However, Amana is considering
implementing application and review fees for TIA’s based on the size of the
developments and in relation to the Amana resources required.

5.0 Elements of a TIA Report
The elements of a TIA report will depend on the type and scale of the development as
well as the discretion of the Amana Reviewer. Depending on the type of TIA all
elements may not be required.
The various elements of the three types of TIA's are summarized in Table 5-1. The
items marked with red "X" are mandatory for all TIA's.
Table 5-1: Elements of a TIA Report
TIA Report Type

NSIFR TISR STPR
100 - 1,000 >1,000 - 2,500

Report Elements Two-way Trips Two-way Trips
Seal of Registered Responsible Engineer on
X X X X
Cover
Project Tracking Information X X X X
Executive Summary X X X X
Project Description X X X X
Study Limits X X X
Methodology Report X X X
Existing Conditions X X X
Existing Volumes X X X
Site Access and Circulation X X X X
Trip Generation X X X X
Trip Reductions X X
Other Known Developments X X X
Planned Road Improvements X X X
Trip Distribution X X
Future Horizon Years X X X X
Background Traffic Growth X X
Future Volumes X X X
Traffic Analysis X X X
Parking Demand, Design and Circulation X X X X
Access Management X X X X
Safety Issues X X X X
Pedestrian Access X X X X
Public Transport Assessment and Taxi Access X X X
Service and Emergency Vehicle Access X X X X

Freight Transport Assessment X X X
Construction Transport Impacts X X X X
Mitigation Plans X X X
Cost Estimate and Development Share X X X
Assumptions and Agreements X X X X
Recommendations X X X X

5.1 Seal of the Registered Responsible Engineer

All TIA reports, whether they are NSIFR's, TISR's or STPR's, require a seal on the
cover of the report of the Responsible Engineer who is pre-qualified and registered
with Amana. No reports will be accepted without the seal. The Responsible Engineer
is the engineer who managed the study in a Jeddah office and was responsible for all
decisions and assumptions. This is to ensure that only qualified engineers undertake
TIA studies.
5.2 Project Tracking Information

The following information should be included in this section:
 Copy of the original TIA application and all previous TIA applications if
applicable
 A table detailing the submission/revision history
 A title page including the following information:
o Designation of TIA type by Amana (i.e. whether a NSIF, TIS or STP)
o TIA Tracking Number (as supplied by Amana)
o Project Name (as provided on TIA Application)
o Name and Contact Information of Responsible Engineer of Consultant
o Address of Responsible Engineer's Jeddah office where report will be
prepared
o Registration Information of Responsible Engineer
o Name and Contact Information of Owner/Developer
o Date of Submittal
The following information must be included within the header of TIA Reports on all
pages:
 TIA Tracking Number (as supplied by Amana)

 Project Name (as provided on TIA Application)
5.3 Executive Summary

The Executive Summary should be a short and concise document summarizing the
TIA. The contents of executive summary shall include the following items as
applicable to the type of TIA:
 Overview of the Project:

o Location and surrounding road network (with a graphical illustration)
o Nature of land use
o Number of residential units, floor area of commercial and office spaces,
etc.

o Number of residents
o Limits of the study area (graphical illustration)
 Background Traffic:
o Graphical or tabular display of the background traffic at all horizon years
including current year
 Development Traffic:
o Assumptions used in trip generation (including growth factor, trip
reduction rates, etc.)
o Graphical or tabular display of the development traffic at all horizon
years.
 Combined Traffic:
o Graphical or tabular display of the combined traffic for all horizon years
and hours.
 Expected LOS within the study area:

o Graphical or tabular display of the LOS at main junctions and links at all
horizon years including current year.
 Proposed Mitigation Measures and Expected LOS after Mitigation:

o Listing of mitigation measures with a graphical illustration.
o Graphical or tabular display of the LOS at main junctions and links at all
peak hours and horizon years.
o Time schedule for implementation of the mitigation measures and the
party responsible for the mitigation.
 Access Strategy to the Development
 Parking Supply and Demand
5.4 Project Description

Provide a brief description of the following:
 Location of proposed development

 Zoning
 Proposed land use types and sizes located throughout all defined zones within
the proposed development
 Compatibility with land use zoning

 History of the development (stage of project, previous submissions, approvals,

etc.).
 Phases if any and build-out years
Include a table detailing the type and size (densities) of land use of the development
and by zones if any (such as for TIS or STP). The table should follow the format below:
Land Use Type Unit Quantity Phase Build-out Year for Phase
Include a diagram at an engineering scale clearly showing the location of the proposed
site, size of the land uses and overall site layout including driveways. This figure
should be included on an aerial graphic showing the surrounding area.
5.5 Study Limits

This element only applies to a TISR or an STPR and is not needed for a NSIFR.
Include a drawing clearly showing the extent of study limits as agreed with the Amana
Reviewer. The preliminary study area will be defined at scoping meeting with the
Amana Reviewer.
The preferred approach in defining the study limits in Amana is to identify which
roads/junctions experience a 10% difference (5% in existing congested areas)
in critical/highest peak hour two-way traffic flows brought about by the
development as compared to background traffic.
This applies to all phases of the project both individually and in total. The Consultant
shall revise the preliminary study limits as needed to meet these requirements.
Include a listing of key intersections, roadway links, weaving sections; merge/diverge

sections anticipated for analysis within study. Key intersections should include
connections to the existing or future base road network.
5.6 Methodology Report

This element only applies to a TISR or an STPR and is not needed for a NSIFR.
The following information must be included within the header of all Methodology
Report pages:
 TIA Tracking Number (as supplied by Amana)

 Project Name (as provided on TIA Application)

A Methodology Report shall be completed for all projects which have been categorized
as requiring a TIS or an STP. The initial stage of completion for a TISR or STPR
involves a meeting with the TTED or Jeddah Municipality Representative (Reviewer).
This meeting shall be held prior to any work being initiated on the Methodology Report.
The purpose of this meeting will be to define the following items required for completion
of the Methodology Report:
 Preliminary study area

 Modeling requirements (if Model is being used)
 Background Traffic Growth (if needed)
 Trip Generation Methodology (if Model is not being used)
 Trip Distribution Methodology (if Model is not being used)
 Adjacent developments to be included in the assessment (if Model is not being
used)
 Road Improvements to be included (if Model is not being used)
 Traffic Data Collection requirements
 Previous Studies
 Analysis Years to be examined in the study
 Parking
 Access Management
 Safety
 Pedestrians
 Transit and Non-motorized modes
Following the scoping meeting, the Methodology Report phase of the TIA process can
begin. The Methodology Report is meant to be short and concise document, detailing
the required information in the form of tables, diagrams and figures.
The goal of the Methodology Report is to define the key assumptions associated with
a proposed development, establish the appropriate analytical approach, and allow for
Amana approval prior to initiation of the transportation analyses portions of a project.
All information shall be provided unless previously agreed upon in writing by the
Reviewer. Any agreed upon changes must be included and documented within the
report.
5.7 Existing Conditions

Provide a brief description of the following for the existing conditions:
 Mandatory Site Visit Report including observed road conditions and traffic
operations (Required for all TIA's)

 Adjacent roadway network

o Types of roads, functional class, speed limits etc.
o types of intersection control
o intersection geometrics, figures showing intersection configurations
 Public transport facilities in the proximity of the development, including:
o Bus routes and frequencies
o Bus stop locations
o Train station locations
 Pedestrian infrastructure in the proximity of:
o Major Pedestrian routes
 Site Access and Internal Circulation
 Service and delivery access and circulation
 Emergency vehicles access and circulation
 Access Management
 Safety
5.8 Existing Volumes

Provide a diagram illustrating the existing traffic flows in and around the proposed
development site. The traffic flow information should be based upon traffic surveys
collected by the TIA Consultant.
List the traffic surveys used, source, time the surveys were undertaken, locations and
peak periods covered by each source. List and justify all assumptions and adjustments
made. All surveys must be provided as soft copy with the report. The survey data
needs to be provided in a standardized format as detailed in Section 11.13 of the
DCM.
5.9 Site Access and Circulation

Provide a drawing clearly showing the locations and proposed design of all site access
points proposed. All access locations and design shall meet any applicable MOMRA
standards and shall incorporate any identified mitigation strategies required based
upon the site analyses. Show on drawings the following:
 Delivery and service access points and circulation
 Location of taxi rank, drop-off/pick-up areas including proposed uses and
capacities
 Transit stops
 Pedestrian Circulation including sidewalks within the site and linkage to
surroundings
 Emergency vehicle access to the development (fire engine, ambulance etc.).
Please be aware that a separate Civil Defense approval may also be necessary
for all developments.

5.10 Trip Generation

It has been recommended to Amana that there is an urgent need for local Jeddah
trip generation rates which are based on actual field surveys. These trip
generation rates should be based on statistically acceptable sample sizes. It is
expected that the new Jeddah Trip Generation Manual will also include guidance
for trip reductions for pass-by trips, internal trip capture for mixed uses and also
mode split based on transit service.
All trip generation rates must be approved by the Amana Reviewer.
Local Jeddah trip generation rates are preferred and encouraged as long as they are
backed by an approved study. Any trip generation study must be approved in advance
by the Amana Reviewer and methodology for such must be documented in the TIA
report (in the Methodology Report for TIS and STP's).
It is recommended that a Jeddah Trip Generation Manual (JTGM) and a Jeddah

Parking Generation Manual (JPGM) be developed which would then be used for all
TIA studies. A local trip generation study will always be the preferred source of trip
generation rates. In absence of a JTGM currently the default trip generation manual is
the Riyadh Trip Generation Manual (RTGM). The preferred sources of Trip
Generation in order of preference are latest versions of:
1. Local approved trip generation study

2. JTGM (when available)
3. RTGM
4. Abu Dhabi Trip Generation and Parking Rates Manual (ADTGPRM) or Dubai
Trip Generation Manual (DTGM)
5. ITE Trip Generation Manual (ITGM)
In all cases the latest edition of these manuals shall be used.
The final codes or methods utilized must be confirmed with the Amana Reviewer and
should provide the worst case trips totals. A mixture of trip rates to get the worst-case
scenario is acceptable.
Trip generation information shall be provided for each peak period identified for
analysis by the Reviewer. Typically this would include weekday morning, afternoon,
and evening peaks, and even for weekends if the proposed land uses are projected to
have higher trip rates on weekends, such as for shopping centers.

The initial trip generation calculation shall not include any reductions for
internal capture, pass-by trips, or modal split.
Directional split should also not be adjusted unless justified by a local study
with prior approval of the Amanas Reviewer.
If several phases of completion apply, clearly indicate which land uses are being
included in which phase and summarize for each phase.
Provide a table showing trip generation for each land use type/ code. The trip
generation table should follow the format below for each phase individually and
cumulatively relevant to which trip rates are available:
Morning Peak Afternoon Peak Evening Peak-1 Evening Peak-2

IN OUT TOTAL IN OUT TOTAL IN OUT TOTAL IN OUT TOTAL
5.11 Trip Reductions

All trip reductions should be discussed and approved by the Amana Reviewer.
5.11.1 Internal Trip Capture for Mixed-Use Developments

In absence of local studies the National Cooperative Highway Research
Project Report (NCHRP)-684 methodology is the preferred method to
estimate internal trip capture for mixed developments. However, the ITE
methodology in the ITE Trip Generation Manual can be used as an initial
estimate, trip reductions for which are summarized in Appendix- E.
Provide the calculation of Internal Capture, as applicable. Summarize the factors/

trips applied and resulting total trip generation values for each peak period in a
table.
1) TIS: to Calculate Internal Capture based on the agreed upon methodology

with the Amana Reviewer.
2) STP: Internal Capture should be based on the distribution established using

the agreed model, which should include all relevant attractors within the
development. However a potential reduction can only affect the traffic using
the external road network. No reduction can be made for traffic using the
internal road network.

5.11.2 Pass-by Trip Reduction

If not using the Model, provide the calculation of Pass-by Trips, as applicable.
Summarize the factors/ trips applied and resulting total trip generation values
for each peak period in a table. Local studies are the preferred method.
However, in absence of local studies calculate Pass-by Trips as summarized in
the table in Appendix- F which is based on the methodology described in ITE
Trip Generation Manual or as agreed by the Amana Reviewer.
5.11.3 Modal Split

For any proposed development where public transportation service either exists
or could be made available, a modal split analysis should be undertaken to
estimate the percent of trips that could potentially be diverted to public
transportation. The Jeddah Public Transport Master Plan shall be consulted
and incorporated for all developments, if applicable.
1) TIS: If a proposed development is located within 800 meters along

roadways, or established pedestrian routes of a major transit station,
excluding bus stops and stations, reasonable reductions of vehicle trips
generated by the proposed development may be made with approval of the
Reviewer. The preparer shall submit documentation to justify any such
vehicle trip reductions used with the Methodology Report.
If a proposal is located within 400 meters along roadways, or established

pedestrian routes of a bus stop or station, reasonable reductions of vehicle
trips generated by the proposal may be made with the approval of the
Reviewer. The preparer shall submit documentation to justify any such
vehicle trip reductions used with the Methodology Report.
Modal split data from an appropriate modeling tool or from similar

developments within the geographic study area of the proposed
development shall be collected if vehicle trip reductions are used as detailed
above.
2) STP: The modal split should be based on agreed percentages provided by

an appropriate modeling tool (if available). The modal split is considered a
target only, which will need to be supported/ achieved by measures detailed
in the STP Report. These measures include for example public transport
provision within the development, accessibility and capacity of public
transport, demand management measures.

5.11.4 Transportation Demand Management (TDM)

All developments are encouraged to have a TDM program that can potentially
reduce vehicle trips. Appropriate trips reductions will be allowed with approval
of the Amana Reviewer. These reductions will also be used to reduce the
impact fee.
5.12 Other Known Developments

The trips associated with all known developments, identified and approved within the
Methodology Report, should be included in the future background volumes for the
appropriate horizon years.
All developments within the study area which are under construction, approved by
Amana or in the approval process should be identified.
5.13 Planned Roadway Improvements

Any planned roadway improvements to be completed within the study area should be
identified and discussed within the report. These improvements should be
incorporated within the appropriate horizon year analyses in both the no build and
build traffic scenarios.
5.14 Trip Distribution

If not using a Model Trip distribution shall be based on the use of a gravity model or
similar process to identify the wider network distribution. Once the overall network
distribution is defined, the local area distribution should be based on logical travel
patterns as identified by existing traffic data surveys and intersection turning
movements (analogy method) or population and destination site distribution (area of
influence method). If more detailed information is available from origin/destination
studies, or regional planning models, this information may be used to distribute trips
upon approval of the Amana Reviewer. An Origin-Destination (O-D) figure would be
helpful.
Include drawings or figures for each phase showing the projected distribution of
entering and exiting trips associated with the development including the percentage
and total number of trips (one drawing for each peak period for each analysis year).
5.15 Future Horizon Years

Future horizon years are based on the build-out of the proposed development and its
individual phases if any.
For the purpose of grouping improvements for various developments in Jeddah it is

recommended that horizon years be adjusted to be in 5 year increments for years

divisible by 5 leading to the Regional build-out year 2030. This will help Jeddah
Municipality in programming future developments in a 5-year CIP cycle.
Use agreed upon growth rates for these adjustments. These adjustments should be
rounded-up and not rounded-down. For example, if the proposed site's (or its phases)
have a build-out in 2014, the existing counts and background traffic should be
forecasted for 2015 horizon year. Similarly, if a build-out is in year 2017 for instance
then the adjusted horizon year will be 2020.
In case of an STP a year 2030 horizon year will be required in addition to all
interim horizon years if any.
5.16 Background Traffic Growth

Include discussion and figures, as needed, to detail the method of background traffic
growth approved in the Methodology Report stage of the project.
Include discussion on the horizons years approved in the Methodology Report.

Include drawings or figures showing future traffic volumes (site volumes, future
background traffic, and future background traffic plus site generated trips) for each
roadway link and intersection included within the study area. Volumes shall be
provided for all peak hours and analysis horizons included in the study.
For STP future horizon years should also include the build-out year for the JTMP which
is currently year 2030.
The background growth is developed to project future traffic volumes within the area
of the proposed development. The method utilized to estimate the growth in traffic
should be established based upon discussion with the Amana Reviewer. One of the
following methods shall be used:
 Outputs from an appropriate planning model; JTMP, Jeddah Strategic

Framework Plan (SFP), or other approved model.
 Regression analysis of historical traffic data.
 Growth based on previously approved transportation planning studies within
the study area.
 Include discussion on the method of background traffic growth to be utilized
within the report as well as discussion on the horizon years required for study
TIA for a site within STP: For proposed development sites within a STP, the
background traffic shall be derived from the STP. If the opening year of the
proposed site development is different than the STP, traffic flows can be

manually adjusted to meet relevant conditions. Clearly explain all assumptions

and include the following figures:
• Traffic flow as derived from STP

• Adjusted traffic flow
5.17 Future Volumes

Provide diagrams illustrating the items mentioned in the above description for the
existing conditions. If several phases are planned for the implementation of the
development, the above drawing needs to be provided for each phase.
TIA for a site within STP: If the infrastructure of the approved STP has not been
implemented at the time of preparing the TIA, the existing and future scenarios
will be analyzed using the proposed infrastructure of the STP. Highlight any
changes that have been made since approval of the STP that would impact on
conditions immediately surrounding the development. Horizon years for the
analysis are the opening year of each phase of the proposed site development
and the build-out year based on the JSP (2030).
Provide a drawing illustrating the future transportation flows in and around the
proposed development site for the Full Build-Out scenario. These flows should take
into consideration all developments and infrastructure committed for the relevant
horizon years (to be agreed with Reviewer). Volumes shall be provided for all peak
hours and analysis horizons included in the study.
5.18 Traffic Analysis

Capacity and Level of Service (LOS) analyses shall be evaluated for signalized and
unsignalized intersections within the study area. The capacity impacts of the proposed
site access and site related traffic shall be calculated for all peak hours and analysis
horizons. All analysis shall be conducted utilizing appropriate computer analysis
software as detailed in report Section 11.3.
The results of the capacity analysis shall be detailed in the report in tabular format
including Level of Service (LOS), delay, and volume/capacity (v/c) ratio for all
approaches and overall intersection. Also include delay, LOS and v/c ratios for critical
movements if movement v/c >=0.90. The capacity analysis table should follow the
format below:
Intersection Approach(es)
Intersection Name
Delay LOS v/c Ratio Delay LOS v/c Ratio

The results of the capacity analysis shall be reviewed as per the requirements detailed
in Chapter 11.0. If mitigation is shown to be necessary, then additional analyses are
needed to determine the results of any proposed mitigation strategies.
Provide discussion on the results of the capacity analysis including discussion on

locations requiring mitigation.
The outputs of all capacity analyses shall be included within an appendix. All
worksheets shall be labeled by location, peak hour, analysis horizon, and alternative.
Storage Lane/Queue Analysis shall also be completed for signalized and unsignalized
intersections within the study area. Queue and storage requirements shall be
calculated based on peak volumes of each specific movement and adjacent through
lane queues shall be taken into account in the development of the storage lane length
recommendations.
Storage lane length calculations shall also be performed for site exits to verify
adequate stacking is available to the closest internal intersection.
The results of the storage lane length/queue analysis shall be detailed in the report in
tabular format including existing storage length and 95th percentile queue for all peak
periods and analysis horizons. The storage lane length/queue analysis table should
follow the format below:
Intersection Road Movement Year Existing Length 95th percentile Queue
The results of the queue analysis shall be reviewed to determine areas where the
added traffic from the development significantly increases existing queues. If
mitigation is shown to be necessary, then additional analyses are needed to determine
the results of any proposed queue mitigation strategies. Queue analysis should
identify all location where the estimated 95th percentile queue length for an individual
movement exceeds the available queue storage. Improvement strategies shall be
analyzed within the report to mitigate identified storage/queue deficiencies.
Provide discussion on the results of the queue analysis including discussion on

locations requiring mitigation.
The outputs of all queue analyses shall be included within an appendix. All worksheets
shall be labeled by location, peak hour, and analysis horizon.

5.18.1 Roadway Network and Junctions

Provide a brief description of the following for the proposed roadway network and
junctions:
 type of roads
 functional classification
 posted speeds
 number of lanes
 parking activity (if minimum of 50 maneuvers per hour in urban areas)
 bus blockages if any
 significant pedestrian activity
 types of junction control
 junction geometrics and any unusual geometrics like skew
 proposed capacities of roadway links
 access management
 safety, including sight distances (for example as any obstacles within sight
triangles for junctions such as caused by street furniture and/or vegetation)
5.18.2 Internal Network - Link Operational Analysis

Operational analyses shall be evaluated for all roadway links within the
proposed development area.
The results of the link capacity analysis shall be detailed in the report in tabular
format including Level of Service, v/c ratios, volumes, lanes, capacities and
queues for all roadway links. A drawing clearly showing all links analyzed within
the report and link capacity analysis results shall also be included within the
report.
The results of the link capacity analysis shall be reviewed according to the
requirements of Chapter 11.0. If the requirements cannot be met, then
additional analyses are needed to determine the operations of the proposed
internal network.
Provide discussion on the results of the link operational analysis including

discussion on locations requiring additional analysis.
5.18.3 Internal Network - Junction/Segment Operational Analysis

Operational analyses shall be evaluated for all junctions, weaving segments,
and merge/diverge segments identified as requiring additional analysis based
upon the results of the link analysis or as specified by the Amana Reviewer.

The results of the capacity analysis shall be detailed in the report in tabular
format including Level of Service, delay, and v/c ratio for all approaches and
overall junction. It should also include rows for all turn moves showing a
minimum v/c of 0.90 along with 95th percentile queues for these turn moves or
if a turn move shows queues of more than 50m.
The junction capacity analysis table should follow the format below:
Intersection Intersection Approach(es)

Name Delay LOS v/c Ratio Delay LOS v/c Ratio
The results of the junction/segment capacity analysis shall be reviewed as per

the requirements of Chapter 11.0.
Provide discussion on the results of the junction/segment capacity analysis.

Include figures of key intersections /segments showing conceptual layouts,
geometrics, and traffic volumes.
5.18.4 External Network - Link Operational Analysis

Operational analyses shall be evaluated for all external roadway links adjacent
to the proposed development within the study area.
The results of the link capacity analysis shall be detailed in the report in tabular
format including Level of Service, v/c ratios, volumes, lanes, capacities and
queues for all roadway links. A drawing clearly showing all links analyzed within
the report and link operational analysis results shall also be included within the
report.
The results of the link capacity analysis shall be reviewed according to the
requirements of Chapter 11.0. If the requirements cannot be met, then
additional analyses are needed to determine the operations of the proposed
external network.
Provide discussion on the results of the link capacity analysis including

discussion on locations requiring additional analysis.
• Simply increasing capacity may not always be possible or sensible;

hence the proposed external network needs to be designed to cater
sufficiently to the anticipated demand
• Network amendments should be made before submitting the STP for
approval

• Increasing road capacity may not always be possible or sensible.

Alternative measures should also be explored, altering land uses,
structure of the development or utilizing other transport modes
5.18.5 External Network - Junction/Segment Operational Analysis

Operational analyses shall be evaluated for all junction, weaving segments, and
merge/diverge segments identified as requiring additional analysis based upon
the results of the link analysis or as specified by the Amana Reviewer.
The results of the junction/segment capacity analysis shall be detailed in the

report in tabular format including Level of Service, delay, and v/c ratio for all
roadway links. Provide modeling results for junction analysis, weaving, merging
and diverging for all scenarios and peak periods based on existing layout. The
analysis needs to be undertaken for all junctions and links identified by the link
capacity analysis and any other junction that must be amended or has a non-
standard configuration. Compare scenarios with and without (baseline)
proposed development. It should also include rows for all turn moves showing
a minimum v/c of 0.90 along with 95th percentile queues for these turn moves
or if a turn move shows queues of more than 50m.
The junction analysis results should be presented in the following format:
Junction Worst Movement

Junction Name
Delay LOS v/c Ratio Delay LOS v/c Ratio
The merging diverging analysis results should be presented in the following

format:
Freeway Ramp
Location No. No. LOS
Speed Volume Speed Volume
Lanes Lanes
The weaving analysis results should be presented in the following format:
Weave No. of Weaving Weaving Freeway

Location LOS
Type Lanes Length Speed
For larger networks a graphical presentation (drawing, software printout) of the

link capacities is more appropriate and is recommended. The drawings need to
show capacity ratio (v/c ratio) and corresponding Level of Service (LOS).

The results of the junction/segment capacity analysis shall be reviewed as per

the requirements of Chapter 11.0. If mitigation is shown to be necessary, then
additional analyses are needed to determine the results of any proposed
mitigation strategies.
Provide discussion on the results of the external junction/segment capacity

analysis. Clearly indicate junction and segments which required further
mitigation analysis.
5.18.6 External Network - Mitigation Strategy Capacity Analysis

Provide discussion and figures detailing proposed mitigation strategies within
the report. Figures should include conceptual design information including
geometric requirements, traffic signal phasing, etc.
Capacity and Level of Service (LOS) analyses shall be evaluated for all
proposed mitigation strategies at junctions, weaving segments, and
merge/diverge segments identified as requiring additional analysis based upon
the results of the external analysis.
The results of the mitigation strategy analysis shall be detailed in the report in
tabular format including Level of Service, delay, and v/c ratio for all roadway
links. Results shall be compared to capacity analysis results without mitigation.
Provide discussion on the results of the mitigation strategy analysis.
5.19 Parking Demand, Design and Circulation

It has been recommended to Amana that there is an urgent need for local Jeddah
parking rates which are based on actual field surveys. These parking rates
should be based on statistically acceptable sample sizes taken for different land
uses. The updated parking rates as indicated in Appendix-G shall be used until
an approved Jeddah parking rates manual is made available. All required
parking as well associated parking maneuvers should be fully contained within
the development.
All parking rates must be approved by the Amana Reviewer.
Provide a drawing clearly showing all parking spaces provided within each zone of the
development, highlight all parking facilities and number each parking space.

All parking requirements must be met 100% within the limits of the development
and all parking design must meet the requirements shown with the
recommended parking rates.
Publicly available on-street parking cannot be utilized for achieving required

parking supply.
Provide a table showing the parking demand calculated based on the recommended
parking rates in Appendix- G or as rates agreed with the Amana Reviewer. If a
suitable land use type is not available surveys can be undertaken to determine an
appropriate local rate (to be agreed with the Reviewer).
All turning radii and dimensions for the parking spaces and access to these parking
spaces must comply with current MOMRA standards as shown in Appendix- H and
must be checked using Vehicle Tracking or similar software.
For extensions to existing developments, the parking rates established from a parking
study will be acceptable for use (to be agreed with Amana Reviewer).
5.20 Access Management

Access from the development to public streets should be minimized with the least
number of driveways. Spacing and placement of driveways and public intersections
should be according to sound Access Management principles and should maximize
safety. For example closely spaced, staggered and/or skewed junctions should be
avoided.
Assessment of project access and its adequacy in terms of Access Management

principles should be included. Access to/from developments to public streets should
be minimized with the least number of driveways. The assessment should include
intersection spacing, signal spacing, roadway functionality etc. Signal warrants
analysis worksheets should also be included for all proposed new signals. Signal
warrants are discussed in more detail in Section 11.7.
5.21 Safety Issues

Transportation safety issues should be assessed for all users and recommendations
made for nay existing as well as future potential safety problems.
Accident history, if available, should be analyzed. Visibility and sight distances should
also be assessed for existing and future years.

5.22 Pedestrian Access

Provide a drawing clearly showing all pedestrian routes and associated volumes
anticipated within the development. All pedestrian routes and walkways shall meet
the requirements of the most current MOMRA standards.
Complete a Pedestrian Level of Service analysis on walkways and road crossings.

Document analysis results in tabular format. Ensure all pedestrian routes and crossing
meet minimum operational criteria as detailed in Chapter 11.0.
Provide discussion on the design and operations of pedestrian routes and crossings.
Show how pedestrian network internal to the proposed site connects with the external
network.
Provide a description and drawing of the following:
 Existing and planned pedestrian infrastructure in the proximity of the

development, including:
o Major Pedestrian routes
5.23 Public Transport Assessment and Taxi Access

Provide discussion on the existing and proposed public transport routes located within
the study area. Include discussion on site related improvements to public transport
services to serve the development. The Jeddah Public Transport Master Plan shall be
consulted and incorporated for all developments, if applicable.
Provide a description of the anticipated capacities of the identified public transport
facilities and pedestrian facilities.
Changes (if any) to the present and planned public transportation network need to be
approved by Amana explicitly prior to implementation. The cost of changes needed is
to be identified and presented in the report.
Provide a description and drawing of the following:
 Existing and planned public transport facilities in the proximity of the

development, including:
o Bus routes and frequencies
o Bus stop locations
o Train station locations

Include drawings and discussions on the anticipated pedestrian walking times to/from
public transport facilities. Include diagrams showing 5 min, 10 min, and 15 min time
intervals.
Based upon the above information provide discussion on the ability of the proposed
alternate transportation modes to meet the modal split targets identified within the
Methodology Report.
Taxi rank, access and circulation should also be discussed if applicable as for
shopping centers.
5.24 Service and Emergency Vehicles Access

Discuss and provide drawings to show access and circulation of service and
emergency vehicles as well as parking. All turning radii and dimensions must be
shown to be adequate using Vehicle Tracking or similar software.
5.25 Freight Transport Assessment

Provide discussion on the existing and proposed freight transport routes within and
external to the site. Include discussion on site related improvements to accommodate
freight and delivery vehicles.
Changes to the present and planned transportation network need to be approved by
Amana explicitly prior to implementation. The cost of changes needed is to be
identified and presented in the report.
5.26 Construction Traffic Impacts

An important part often overlooked is discussion about impacts of construction traffic
and closures during construction if applicable.
5.27 Mitigation Plans

Based on the analysis results, identify the need for mitigations; include a table detailing
the mitigation assessment using the thresholds given in Chapter 11.0.
Develop and explain proposed mitigations in a concise format in the report. Include
conceptual designs and for intersections also include phasing plan and cycle time if
signalized. Also discuss signal warrants for all new signals.
Compare modeling results (with, without and mitigated) for each measure, showing
the Level of Service for all approaches and highlight critical movements.

The mitigations presented (grade separation, free right turns, extending tapers, etc.)
must be based on volume and /or safety criteria and not design preference. Where
mitigations for one user group (e.g. cars) negatively impact facilities for another user
group (e.g. pedestrians) the negative impact must be mitigated (e.g. pedestrian
bridge).
5.28 Cost Estimate and Development Share

Estimate the costs of each mitigation measure. These estimates are preliminary only
and should be done based on standard rates and specifications.
Calculate the developers regional cost share. The principles and methodology for cost
share calculation are presented in Section 2.4.
Local mitigations required to provide safe and sufficient access to the development
will be 100% at the cost of the developer.
Summarize the cost estimates and calculated cost share in a table in the following
format for each horizon year:
Mitigation Estimated Developer Cost Implementation

Mitigation No.
Description Cost (SAR) Share (%) required by (Year)
5.29 Assumptions & Agreements

All assumptions should be justified and documented. List all assumptions regarding
development, trip generation, etc., that have been agreed with the Reviewer.
List all variations from standard procedures that have been agreed with the Amana
Reviewer.
Approved minutes of meeting for all agreements with the Reviewer should be attached
in an appendix of the TIA report.
5.30 Recommendations
Go to 9.0 for more details.


6.0 No Significant Impacts Finding Report (NSIFR)
For small developments, generating less than 100 trips during the highest peak hour,
a No Significant Impacts Findings Report (NSIFR) document is sufficient for review
and approval by Amana.
The NSIFR document is meant to provide information to Amana on key aspects of a

proposed development related to good design, engineering, and planning practice. It
is therefore expected that the developer/consultant carefully consider potential issues
and include improvements to address known issues before submitting the NSIFR.
At a minimum, the NSIFR shall include the sections identified in Table 6-1. Any
variation from the required structure listed below needs to be agreed with the Reviewer
and documented in meeting minutes.
Table 6-1: No Significant Impacts Finding Report Structure
For Details Go To
Report Elements
Section Number
Seal of Registered Responsible Engineer on Cover 5.1
Project Tracking Information 5.2
Executive Summary 5.3
Project Description 5.4
Site Access and Circulation 5.9
Trip Generation 5.10
Future Horizon Years 5.15
Parking Demand, Design and Circulation 5.19
Access Management 5.20
Safety Issues 5.21
Pedestrian Access 5.22
Service and Emergency Vehicle Access 5.24
Construction Transport Impacts 5.26
Assumptions and Agreements 5.29
Recommendations and Approval Plans 9.0
Appendices as Required

7.0 Transportation Impact Study Report (TISR)
The following section details the required elements and scope of a Transportation
Impact Study Report (TISR). A TIS is required for sites generating 100 - 2499 trips
during the highest peak hour. The TISR will consist of a report document
supplemented by drawings and appendices containing technical data.
At a minimum, the TISR shall include the sections identified in Table 7-1. Any variation
from the required structure listed below needs to be agreed with the Reviewer and
documented in meeting minutes.
Table 7-1: Transportation Impact Study Report Structure
For Details Go To
Report Elements
Section Number
Study Limits 5.5
Methodology Report 5.6
Existing Conditions 5.7
Existing Volumes 5.8
Trip Reductions 5.11
Other Known Developments 5.12
Planned Road Improvements 5.13
Trip Distribution 5.14
Background Traffic Growth 5.16
Future Volumes 5.17
Traffic Analysis 5.18
Safety Issues 5.21
Public Transport Assessment and Taxi Access 5.23
Freight Transport Assessment 5.25

For Details Go To
Report Elements
Section Number
Mitigation Plans 5.27
Cost Estimate and Development Share 5.28

8.0 Subarea Transportation Plan Report (STPR)
The following section details the required elements and scope of a Subarea
Transportation Plan Report (STPR). A STP is typically required for sites generating
2,500+ trips during the peak hour. The STPR will consist of a report document
supplemented by drawings and appendices containing technical data.
At a minimum, the STPR shall include the sections identified in Table 8-1. Any
variation from the required structure listed below needs to be agreed with the Reviewer
and documented in minutes of meeting.
Table 8-1: Subarea Transportation Plan Report Structure

For Details Go To
Report Elements
Section Number
Study Limits 5.5
Methodology Report 5.6
Existing Conditions 5.7
Existing Volumes 5.8
Other Known Developments 5.12
Planned Road Improvements 5.13
Future Volumes 5.17
Traffic Analysis 5.18
Safety Issues 5.21
Public Transport Assessment and Taxi Access 5.23
Freight Transport Assessment 5.25
Mitigation Plans 5.27

For Details Go To
Report Elements
Section Number
Cost Estimate and Development Share 5.28

9.0 Recommendations and Approval Plans
After the approval of a TIA (whether a NSIFR, TISR or STPR), the Consultant is
required to prepare a standalone report including Recommendations and Approval
Plans as appropriate for the type of TIA. The formal approval of the TIA will only be
issued after the Recommendations and Approval Plans have been submitted and
approved by Amana.
9.1 Recommendations
The recommendations from the TIA study shall be in a standalone chapter and are
meant to be reviewed independently from the TIA report. These recommendations
should include all recommendations of the study supported by drawings and plans as
appropriate. These recommendations should be divided into two parts (except for the
NSIFR, which may only require the first part):
1. Recommendations to be executed by the Developer only: These include

all the required modifications and/or improvements within the Development and
its boundaries and driveways that can improve traffic flow for vehicles,
pedestrians, emergency vehicles, and service vehicles. It also includes all
parking design within the development as well as links to parking lots and/or
off-site parking. All modifications and/or improvements should be illustrated in
appropriate drawings and compared with those from the preliminary approval
by the concerned department (building permits department or major projects
department, etc.).
2. Recommendations to be executed by concerned parties: These include all

modifications/improvements required outside the Development boundaries and
in the project impact area. These include modifications/improvements to
junctions, corridors and pedestrian walkways. Conceptual designs for all these
modifications/improvements to be shown on appropriate drawings. If a cost
share mechanism is officially implemented by Amana then the
recommendations should include the Developer’s percentage share of
transportation impacts for each required improvement, which in turn would
determine the fair share of execution cost for each mitigation strategy for all
concerned parties.

9.2 Approval Plans for a TIS

The Approval Plans should be scaled cadastral drawings (e.g. AutoCAD drawing), in
appropriate size showing the development plot, including tables and detailed views
illustrating the following:
 Location of the development (in the top right hand corner of the title box)
 Concept design of proposed mitigations (junction designs, etc. - figures)
 Road accesses to the development
 Internal circulation of the development
 Public transportation facilities within and surrounding the development
 Typical cross-section roads
 Pedestrian access and circulation facilities
 Table of land uses
 Table detailing trip generation
 Parking Plan including table detailing parking requirements and supply
 Approval box for Amana approval
All Approval Plans shall be folded in A4 size with the front page showing the title and
approval box.
9.3 Approval Plan for a STP

The Approval Plan for a STP follows the same principles as described above, however
with slightly different content as shown below:
 Land use, trip generation, parking demand and supply for each plot or block (as
agreed with the Amana Liaison Engineer), maximum building height for each
plot
 Location of the development and all mitigation measures
 Plot boundaries
 Right of Way for all agreed transport infrastructure within the development
(road, public transportation, cycling, pedestrian infrastructure)
 Road hierarchy, public transportation network
 Typical cross-sections for all internal roads
 Concept design of proposed mitigations (junction designs, etc.)
 Phasing of master plan implementation
 Approval box for Amana approval
An approval of a Subarea Transportation Plan (STP) does not necessarily

include the approval of the individual development sites. A NSIFR or TIS is
usually required, as indicated by the Amana Reviewer.

10.0 Strategic Transport Modeling Protocol
The Jeddah Transportation Master Plan (JTMP) has been a comprehensive 3-year
study of the city’s transport needs up to 2030. The Jeddah Transport Model (JTM) is
part of the JTMP. The JTM has been approved for use, and the following protocols
will apply to be reviewed and approved by the Amana Reviewer.
Once a TIA application has been submitted and reviewed, the Amana Reviewer will,
in consultation with the Jeddah Transportation Master Plan Consultant, determine
whether a strategic transport modeling exercise is required and inform the consultant
of the decision and, where modeling is required, which of the following four protocol
options is to be used:
 For a Plot TIS within a STP where the STP has been previously approved, the
flows from the STP can be used unless the Amana Reviewer determines
otherwise.
 For small TIS projects where background flows only are required, Amana
Reviewer will provide the flows from JTM as appropriate. Manual distribution of
the development traffic will be required by the consultant.
 For large and medium sized TIS/STP projects - Qualified consultants will be
provided remote access to the JTM to undertake the modeling.
In all cases where strategic modeling or modeling output is required, the consultant is
to include a request for data as a part of their Methodology Report.
Modeling outputs shall be provided in the STP Report appendices. Depending on the
number of junctions analyzed, a softcopy of the outputs may suffice to avoid
unnecessary prints (to be agreed with the Amana Reviewer). All modeling files must
be provided as softcopy.

11.0 Assumptions, Software and Standards
The following sections describe the analysis assumptions which should be used in all
Jeddah TIA reports. Any exception from the standards and thresholds presented
below need to be discussed in detail in the TIA and agreed with the Amana Reviewer.
11.1 Link Capacity Assumptions and Assumed Posted

Speed
The following per-lane capacities and posted speeds, as shown in Table 11-1 should
be used in all modeling and analysis software. Use appropriate design speeds for
design purposes.
Table 11-1: Link Capacities and Speed Limit Assumptions

Lane Capacity Link Posted Speed
Link Type
(pcphpl*) (kph)
Freeway 2,000 100-120
Expressway 1,900 100-120
Urban Overpass, Underpass 1,700 60-80
Arterial Road, Signalized, Non- CBD 1,000 60-80
Arterial Road, Signalized, CBD 700 60-80
Collector Road 700 40-60
Ramp 1,500 30-40
Rural 2-Lane Highway (without median) 1,100 60-80
Local Road 600 30-40
* passenger car per hour per lane
(Source: “Highway Capacity Manual (HCM), 2010, TRB)
11.1.1 Link Type Definitions

Freeway – divided highway designed for safer high-speed operation with at least 2
lanes in each direction and full access control. This means grade separation and
interchanges throughout, and the elimination of at-grade or right-in/right-out
intersections.
Expressway – divided highway with at least 2 lanes in each direction, designed for
high-speed through traffic with at least partial control of access.
Urban Overpass/Underpass – multilane grade-separation facility built under or over

junctions in urban areas to serve free-flow through movements, typically on arterials.

Arterial – serves the major centers of activity of an urban area. Arterial roads serve
the longest trip desired and represent highest traffic volume corridors. They carry a
high proportion of the total urban area travel on a minimum of kilometerage.
Collector – collects traffic from local subdivision areas and channels it into the arterial
system. Collector roads provide both land access and traffic circulations, within
residential neighborhoods, commercial and industrial areas. In reverse, they distribute
trips from the arterial roads through these areas to their ultimate destination.
Ramp – sloped road of an interchange connecting two or more road planes at different
levels. Usually it is a short section of road which allows vehicles to enter or exit a
highway.
Rural 2-Lane Highway – undivided high-speed principal road outside of urban areas,
serving long trips between urbanized areas of major generators
Local Road – provides direct access to abutting land and serves as access to the
higher order system. Through traffic is deliberately discouraged on local roads.
11.2 Background Traffic Growth Rates

For future background traffic growth, the Jeddah Transportation Model (JTM) volumes
should be requested from Amana. In case JTM numbers are not available or for
studies that do not require the development of a regional travel demand forecasting
model to estimate future traffic demands, the appropriate growth factor method, with
approval of the Amana Reviewer, can be used to estimate these demands. The
following are some of the methods that can be used:
1. Linear Growth (also called Straight-line Growth)

2. Nonlinear Growth / Compounded Growth
Both these methods rely on the use of projected growth factors to existing year traffic
data. The methods assume that the recent percentage of growth in traffic will continue
in the future. These factored forecasts are most reliable for relatively short periods of
time (5 years or less) and for existing areas where there is still room for growth. This
method is not recommended for longer than 5 years also not for entirely new areas.
Ideally, the growth factors are obtained based on traffic counts taken in the past few
years.

11.2.1 Linear Growth

The model takes the form of:
FD = BC*(1 + i*n)
Where:
FD = future year demand
BC = base year count
i = growth rate per year
n = number of years between base year and future year
Linear regression is most suitable for slow to moderate growth in established

developed areas, and is also suitable for interpolating for short term.
11.2.2 Non-Linear Growth

Non-linear growth or exponential growth (or compounded growth) is in the form of:
FD=BC*(1+i)n
Compounded growth is suitable for a short-term forecast for areas which have room
for new growth.
It should be noted that some areas and roadways may see more growth than others
and some congested roadways may see less growth than other adjacent less
congested roads because of the capacity limitation effect.
11.3 Approved Software

All modeling software used, other than the listed below, must be approved by the
Amana Reviewer. In all cases the latest available version of the approved software
should be used.
SIDRA Intersection is the preferred software for the analysis of unsignalized

roundabouts.
Trafficware SYNCHRO is the preferred software for the analysis of networks of

signalized and unsignalized intersections. SYNCHRO analysis must be set to use
HCM algorithms and HCM output.
Analyses of road segments and weaving analysis for ramps and merges should be
undertaken using HCS which uses HCM procedures. The methodology applied must
be clearly explained in the report. The Reviewer may require the Consultant to use
micro-simulation to assess weaving and merges.

Where micro-simulation is required/requested this should be done using PTV VISSIM

or other simulation software as approved by the Amana Reviewer beforehand. For
small networks a Trafficware SimTraffic simulation may be sufficient with prior
approval of the Amana Reviewer. For signalized roundabouts PTV VISSIM is the
preferred software.
In summary the approved software for each facility type is as follows:
1. Junctions
a. interchanges: (HCS, SYNCHRO, SimTraffic or VISSIM)
b. roundabouts
i. unsignalized roundabouts: SIDRA Intersection
ii. signalized roundabouts: VISSIM
c. intersections
i. unsignalized intersections: SYNCHRO, SimTraffic
ii. signalized intersections: SYNCHRO, SimTraffic
2. Road Segments: HCS, VISSIM or SimTraffic
11.4 Junction Analyses Assumptions

For new traffic signals and/or systems, a common cycle time for all intersections must
be selected. For existing signalized intersections within an already existing signal area/
cluster the cycle time must be in line with adjacent signalized intersections.
Typical parameters to be used in the analysis are listed in Table 11-2 below. Any
variations of these parameters need to be discussed and agreed with the Reviewer.
Table 11-2: Standard Parameters
Parameter Value
Peak Hour Factor (PHF) 0.92
Minimum Yellow Clearance Interval 4 seconds
Minimum All-Red Clearance Interval 2 seconds
Ideal Intersection Capacity per Exclusive Through
1,900 pc/hr/lane
Lane
Ideal Intersection Capacity per Shared Through
1,650 pc/hr/lane
Lane
Ideal Intersection Capacity per Left/Right Lane 1,750 pc/hr/lane
Ideal Intersection Capacity per U-Turn Lane 1,550 pc/hr/lane
Based on existing classified traffic count data.
If existing count data is unavailable, or for
Proportion of Truck/Heavy Vehicle Traffic
proposed new roadways, present
assumptions to Amana Reviewer

11.5 Pedestrian and Bicycle Assumptions

11.5.1 Pedestrian Speeds
Pedestrian speeds are the most important capacity characteristics that need to be
considered when designing pedestrian facilities. Walking speed is influenced by
pedestrian density, gender, size of platoon, percentage of elderly population,
handicapped pedestrian population, and child pedestrian population. A walking speed
of 1.2 meters per second (m/sec) can be used as the design speed. However, the use
of 0.9 to 1.05 m/sec is recommended at locations with high proportions of elderly and
slower pedestrians.
11.5.2 Bicycle Speeds

The typical speed of bicycles is about 24 km/hour. Among the factors that affect bicycle
speed are the type of bicycle, the bike path, pavement surface type, weather
conditions, the grade of the path, and the mix of other non-motorized users on the bike
path.
11.6 Public Transport Analysis Assumptions

The Level of Service (LOS) definitions for public transport services are given in Table
11-3. The LOS is based on service frequency, headway and temporal coverage of the
public transport services. Level of Service B should be considered acceptable for
planning and operational analysis using any of the above measures of performance
criteria.
Table 11-3: LOS Definitions for Public Transport Services
Measures of Performance
Level of
Service Service Span of
Headway
(LOS) Frequency Service Comments
(min)
(veh/hr) (hr)
A > 6.0 0-10 19-24 Passengers do not need schedules
Frequent Service, passengers consult
B 4.01 – 6.0 11-14 17-18
schedules
Maximum desirable time to wait if
C 3.0 – 3.99 15-20 14-16
transit vehicle is missed
D 2.0 – 2.99 21-30 12-13 Service unattractive to choice riders
E 1.0 – 1.99 31-60 4-11 Service available during hour
F <1.0 >60 0-3 Service unattractive to all riders
(Source: “Highway Capacity Manual”, 2010, TRB)

11.7 Traffic Signal Warrant Requirements

Only warranted traffic signals should be installed, as unwarranted traffic signals have
negative impacts to traffic operations. A traffic signal warrant analysis should be
conducted to determine the need for signalization. In the absence of a specific Jeddah
Manual, the procedures and specific warrants analysis similar to those specified in the
latest USA Manual on Uniform Traffic Control Devices (MUTCD) should be adopted.
As a standard, an engineering study of traffic conditions, pedestrian characteristics,

and physical characteristics of the location shall be performed to determine whether
installation of a traffic control signal is justified at a particular location.
The investigation of the need for a traffic control signal for existing roadways shall
include an analysis of the applicable factors contained in the following traffic signal
warrants, as listed in Table 11-4 and other factors related to existing operation and
safety at the study location:
Table 11-4: MUTCD Traffic Signal Warrants

Warrant No. Warrant Type
Warrant 1 Eight-Hour Vehicular Volume

Warrant 2 Four-Hour Vehicular Volume
Warrant 3 Peak Hour Vehicular Volume
Warrant 4 Pedestrian Volume
Warrant 5 School Crossing
Warrant 6 Coordinated Signal System
Warrant 7 Crash Experience
Warrant 8 Roadway Network
Warrant 9 Intersection Near a Grade Crossing
From Manual on Uniform Traffic Control Devices (MUTCD), FHWA, 2009
It should be noted that the above procedures are recommended for existing roadways
for the short-term, up to 5 years, for acceptable accuracy of 4-hour and 8-hour
volumes.
For future developments on new roads, where it may not be possible to predict 8-hour
hour volumes with the necessary accuracy, Average Hourly Volumes (AHV) can be
derived from forecasted peak hour volumes (PHV). The AHV is an approximation of
average 4-hour or 8-hour volumes and is calculated as shown below:
AHV = PHV / 2 (if only one peak is available)
or AHV = (AmPHV + PmPHV) / 4 (if both AM and PM peak hours are available)

Table 11-5 is used to assess future signal warrants with AHVs derived from forecasted
PHVs.
Given the uncertainty in forecasted future volumes, Justification 1 and
Justification 2 should both be met at least 120% for an existing intersection and
at least 150% for a new intersection.
It should be noted that the satisfaction of a traffic signal warrant or warrants

shall not in itself require the installation of a traffic control signal. It is also to
be noted that provision of a signal in future may attract more traffic to the new
signal and, as such, it is recommended that underground provisions for a traffic
signal should be provided when both warrants are met 100%.
For new installations, new area developments, a common cycle time for all
intersections must be selected (usually 90s to 120s). For existing installations or
intersection within an already existing signal area, the cycle time must be in line with
adjacent signalized intersections.
Table 11-5: Signal Warrants for Forecasted Volumes
Minimum Warrant Complaince1
Minimum
Requirement
Requirement
2 or more Lanes
Justification
1-Lane (each Sectional

(each way)
way) Roadways
Description Roadways
Posted Posted Posted Posted Entire %
Speed Speed Speed Speed Forecasted
%
>= 70 < 70 >= 70 < 70 AHVs
km/h km/h km/h km/h
Total
entering AHV
Minimum Vehicular
(in PCU) all

a 480 720 600 900
approaches
1 (Major &
Minor)
Volume
AHV along
b 120 170 120 170
Minor Street
Total of
Major Street
a AHV entering 480 720 600 900
volumes (in
PCU)
Delay to crossing traffic
Combined car
2 and
pedestrian
volume
b 50 75 120 170
crossing
major street
from minor
streets
1
Justification 1 and 2 are required to be met 120% for an existing intersection and 150% in the case of a new intersection
(Adapted from Ontario Traffic Manual, Book 12, MTO, July 2001)

11.8 Level of Service Definitions and Mitigation Levels

The final decision whether or not mitigation is required should always be based on
good engineering judgment and common sense. The values given below are
indicators to identify the need and results will need to be discussed and mitigation
measures will need to be agreed with the Amana Reviewer.
11.8.1 Signalized Intersections

The Level of Service (LOS) definitions for signalized intersections is given in Table
11-6 below. The LOS is based on delay and v/c ratio. Whichever parameter shows the
worst conditions determines the LOS to be used.
Table 11-6: Signalized Intersection Level of Service (LOS) Definitions

Average Control Volume/Capacity
LOS Description
Delay (s) (v/c) Ratio
Uncongested operations; all queues clear in a single
A 0-10 < 0.6
cycle
Very light congestion; an occasional approach phase
B >10-20 0.6 – 0.69
is fully utilized
Light congestion; occasional backups on critical
C >20-35 0.7 – 0.79
approaches
Significant congestion on critical approaches, but
intersection functional; cars required to wait through
D >35-55 0.8 – 0.89
more than one cycle during short peaks; no long-
standing queues formed
Severe congestion with some long-standing queues
E >55-80 0.9 – 0.99 on critical approaches; traffic queue may block
nearby intersection(s) upstream of critical approach
F >80 ≥ 1.0 Total breakdown, stop-and-go operation
The need for mitigation at signalized intersections is based on the thresholds

presented in Table 11-7. Any exception from the following thresholds needs to be
discussed in detail in the TIA and agreed with the Amana Reviewer.

Table 11-7: Signalized Intersection Thresholds for Mitigation

LOS
Measurement Mitigation Required
(with Development)
A–C No Mitigation Required
Mitigate if change in overall LOS occurred (i.e.
Overall intersection D–E C →D) – The objective should be to seek LOS
LOS without development traffic
F Mitigation required
11.8.2 Unsignalized Intersections/Roundabouts

The Level of Service (LOS) definitions for unsignalized (stop-controlled and yield-
controlled intersections) and roundabouts is given in Table 11-8 below. The LOS is
based on delay only.
Table 11-8: Unsignalized/Roundabout Intersection LOS Definitions

Average Control
LOS Description
Delay (s)
A 0-10 Excellent
B >10-15 Very Good
C >15-25 Good
D >25-35 Fair
E >35-50 Poor
F >50 Failure
The need for mitigation at unsignalized/roundabout intersections is based on the

thresholds presented in Table 11-9. Any exception from the following thresholds
needs to be discussed in detail in the TIA and agreed with the Amana Reviewer.
Table 11-9: Unsignalized/Roundabout Intersection Thresholds for Mitigation

LOS
Measurement Mitigation Required
(with Development)
Mitigate if change in approach LOS occurred (i.e. C
Worst D–E →D) – The objective should be to seek LOS without
Approach LOS development traffic
F Mitigation required

11.8.3 Roadway Segments

The Level of Service (LOS) definitions for weaving segments are given in Table 11-10
below. The LOS is based on the density in pc/km/lane.
Table 11-10: LOS Definitions for Weaving Segments

Density (pc/km/lane)
LOS Description
Freeway Multilane Highway
A ≤ 16 ≤ 19 Excellent
B > 16 – 32 > 19 – 38 Very Good
C > 32 – 45 > 38 – 51 Good
D > 45 – 56 > 51 – 58 Fair
E > 56 > 58 Poor
F Demand exceeds capacity Failure
The Level of Service (LOS) definitions for merge and diverge segments are given in
Table 11-11 below. The LOS is based on the density in pc/km/lane.
Table 11-11: LOS Definitions for Merge and Diverge Segments

LOS Density (pc/km/lane) Description
A ≤ 16 Unrestricted operations
Merging and diverging maneuvers noticeable to
B > 16 – 32
drivers
C > 32 – 45 Influence area speeds begin to decline
D > 45 – 56 Influence area turbulence becomes intrusive
E > 56 Turbulence felt by virtually all drivers
F Demand Exceeds Capacity Ramp and freeway queues form
The need for mitigation on segments is based on the thresholds presented in Table
11-12. Any exception from the following thresholds needs to be discussed in detail in
the TIA and agreed with the Amana Reviewer.

Table 11-12: Basic Segment Thresholds for Mitigation

LOS
Category Mitigation Required
(with Development)
Mitigation Required. Volume exceeds local roadway
Volume > 600 category. This aims at maintaining the residential
Local Road
veh/hr/direction character of local roads. Possibly change land use or
roadway network/classification
Freeway, Mitigate if change in approach LOS occurred (i.e. C →D)
D–E
Arterials, – The objective: LOS without development traffic
Collectors Mitigation required – No Build density must be
F
maintained or improved.
11.8.4 Pedestrian Walkways

The LOS criteria for pedestrian walkways are given in tables below. The walkway LOS
tables apply to paved pedestrian paths, pedestrian zones (exclusive pedestrian
streets), walkways and ramps with up to a 5% grade, and pedestrian walking zones
through plaza areas.
Table 11-13 applies when pedestrian flow along the facility is random. Table 11-14
applies when platoons of pedestrians form along the facility, for example, when a
signalized crosswalk is located at one end of the portion of the facility being analyzed.
Table 11-13: LOS Criteria for Pedestrian Walkways with Random Flow
Measures
LOS Average Space Flow Rate Description
2
(m /p) (p/min/m)a
Ability to move in desired path, no need to
A > 5.5 ≤ 16
alter movements
Occasional need to adjust path to avoid
B > 4 – 5.5 > 16 - 23
conflicts
Frequent need to adjust path to avoid
C > 2.2 – 3.7 > 23 - 33
conflicts
Speed and ability to pass slower pedestrians
D > 1.5 – 2.2 > 33 - 49
restricted
Speed restricted, very limited ability to pass
E > 0.75b – 1.5 > 49 - 75
slower pedestrians
Speeds severely restricted, frequent contact
F ≤ 0.75b >75
with other users
a. Pedestrians per minute per meter of walkway width.
b. In cross-flow situations, the LOS E–F threshold is 1.2m2/p.

Table 11-14: LOS Criteria for Platoon-Adjusted Pedestrian Walkways

Measures
LOS Average Space Flow Ratea Description
(m2/p) (p/min/m)b
Ability to move in desired path, no need to
A > 49 ≤2
alter movements
Occasional need to adjust path to avoid
B > 8 – 49 > 2 -10
conflicts
Frequent need to adjust path to avoid
C > 3.7 – 8 > 10 - 20
conflicts
Speed and ability to pass slower pedestrians
D > 2 – 3.7 > 20 - 36
restricted
Speed restricted, very limited ability to pass
E > 1c – 2 > 36 - 59
slower pedestrians
Speeds severely restricted, frequent contact
F ≤ 1c > 59
with other users
a. Rates in the table represent average flow rates over a 5-min period. Flow rate is directly related to space; however,
LOS is based on average space per pedestrian.
b. Pedestrians per minute per meter of walkway width.
c. In cross-flow situations, the LOS E–F threshold is 1.2m2/p.
11.8.5 Pedestrian Service at Intersections

The LOS criteria at signalized intersections are based on delay experienced by a
pedestrian waiting for a pedestrian phase at an intersection. Pedestrian LOS
definitions for a signalized intersection are defined in Table 11-15 below.
Table 11-15: LOS Criteria for Pedestrians at Signalized Intersection
LOS Delay at Signalized Intersection (seconds)
A < 10
B >10 – 20
C > 20 – 30
D >30 – 40
E > 40 - 60
F > 60

11.9 Level of Service Thresholds for New Roads and

Intersections
Maximum LOS standards have been defined for Amana. These standards vary
depending on the area as described in Table 11-16 below. The main aim of the
standards is to ensure a reliable operation of the transportation network in Jeddah and
a consistent approach in evaluating development throughout the City.
Table 11-16: Level of Service Standards in Jeddah

Maximum Acceptable
Area
Level of Service
Central Business District LOS E
Outside Central Business District LOS D
Within New Regional Developments LOS D
In extreme circumstances exemption may be given by the Amana Reviewer for

maintaining the current delay or Level of Service (LOS) after optimizing the junction.
Under no circumstances, will deterioration in the Level of Service be accepted.
11.10 Parking Access Capacity and Queue

Capacities for access roads (entry and exit) to parking are given in Table 11-17 below.
Table 11-17: Entry/Exit Lane Capacities for Car Parks
Type of Parking Entry Capacity (veh/hour)
Free-flow access into internal distributor road/ structure (no

800
parking spaces immediately after access)
Free-flow access 580
Lifting-arm barrier without ticket issue 550
Lifting-arm barrier with automatic ticket issue 360
Lifting-arm barrier with access card 235
Lifting-arm barrier with Radio-Frequency Identification (RFID)
380
transponder
Type of Parking Exit Capacity (veh/hour)
Ticket on entry and payment at a manned exit 240
Ticket on entry and variable payment to a machine linked to the
270
exit barrier
Ticket on entry and operation of the exit barrier by a prepaid
400
ticket or token
Intersection Analysis LOS
Free-flow exit
Thresholds
Rates based on: Design recommendations for multi-story and underground car parks, Institute of Structural
Engineers, 3rd Edition, June 2002

It should be noted that the assessment in Table 11-17 applies to automated security
processing only. For manual security processing, it is recommended that an average
service time be determined (e.g. from observed processing time at similar security
gates) and used for queuing analysis.
A volume/ capacity ratio > 1.0 will not be accepted. For access roads with a volume/
capacity ratio > 0.5 a queuing assessment will be required. The assessment shall be
based on the following formula:
The results shall be presented in a table comparing average, 95% queue and available
queuing capacity, based on 7 meters per vehicle.
11.11 Provision for Delivery and Service Vehicles

Provision must be made for service and delivery vehicles. The spaces should be at a
convenient location and appropriate for the type of delivery service vehicles expected
to be generated. The number of service bays required for a development depends on
the size and nature of the development. As a guide the following table gives the
required service vehicle provision.
When dealing with a combination of different types of developments, the total spaces
required should be determined by adding the individual components and rounding
upwards to the nearest space.
For residential flat buildings, the total spaces required are determined by adding the
individual components and rounding upwards to the nearest space. Service area
requirements for residential flat buildings may be waived in cases where visitor parking
spaces are available to trucks and delivery vans. The various provisions are
summarized in Table 11-18.

Table 11-18: Provision of Areas for Delivery and Service Vehicles
Type of Development Minimum Requirements

Commercial premises One space per 4,000m2 GFA up to 20,000 m2 GFA plus one space per
8,000 m2 thereafter (50% of spaces adequate for trucks)
Shopping Centers One space per 1,500 m2 GLA up to 6,000 m2 GLA plus one space per
3,000 m2 thereafter (all spaces adequate for trucks)
Supermarkets, shops, and One space per 400 m2 GFA up to 2,000 m2 GFA plus one space per
restaurants 1,000 m2 thereafter (all spaces adequate for trucks)
Wholesale, Industrial One space per 800 m2 GFA up to 8,000 m2 GFA plus one space per
1,000 m2 thereafter (all spaces adequate for trucks)
Hotels One space per 50 bedrooms or bedroom suites up to 200 plus one
per 100 thereafter plus one space per 1,000 m2 of public area set
aside for clubs, lounge and restaurant, (50% of spaces adequate for
trucks)
Residential Flat Buildings One space per 50 flats or home units up to 200 plus one per 100
thereafter plus one space per 1,000 m2 of public area set aside for
club, lounge and restaurant, (50% of spaces adequate for trucks)
Other uses One space per 2,000 m2 GFA (50% of spaces adequate for trucks)
11.12 Provision for Public Transport (PT) Vehicles

All roadways built as a part of a new development shall include provisions for future
public transport facilities and interchanges, even if these facilities are not being
constructed as a part of the development. The Jeddah Transportation Master Plan
(JTMP) will identify cross-sections and PT/interchange requirements for each roadway
classification. All proposed roadways shall comply with the space provision
recommendations in the JTMP.
11.13 Traffic Data Collection Standards
11.13.1 Automatic Traffic Counts (ATC)

Data supplied should be on the basis of 24-hour classified counts, with the duration of
days to be agreed on with the Amana Reviewer. The relevant technology used is to
be agreed with the Amana Reviewer but standard pneumatic tube equipment is
acceptable, as are more advanced techniques (laser, radar, etc.)
The raw data is to be processed and presented in an Excel spread sheet format and
should include:

• Time and date

• Location (coordinates)
• 15 minute flows and hourly volumes
• Totals by vehicle class and direction
• Calculation of typical weekday (Monday to Wednesday) morning, afternoon,
and evening peak hours
• Calculation of weekend (Friday and Saturday separately) morning, afternoon,
and evening peak hours
• 12,16 and 24-hour averages for weekday and weekends (both 5 and 7 day
averages)
• A typical weekday hourly profile based on averages of Monday to Wednesday)
• A 7-day hourly volumes profile which would help to determine the highest peak
hour during the entire week
• Queues should be quantified and documented
• Counts should be verified with site visit and/or videos
Obvious errors (e.g. periods when tubes and detectors are not working) are to be
highlighted and omitted from subsequent analysis.
In addition any unusual traffic patterns such as due to accidents or inclement weather
should be noted and omitted from analysis. Holidays should also be omitted.
11.13.2 Turning Movement Counts (TMC)

The time period for the peak hour counts will vary depending on location and project
and should therefore be agreed with the reviewer.
The raw data is to be processed and presented in an Excel spreadsheet format to

include (at minimum):
 Time and date

 Location (coordinates)
 Intersection Layout Plan
 Schematic plan of permitted movements
 15-minute and hourly totals by individual movement, by approach, and by
vehicle class
 Calculation of morning, afternoon and evening peak hours for weekdays and/or
weekends as agreed with the Amana Reviewer
 The approach sequence should be as in SYNCHRO; i.e. East, West, North and
then South. The individual turn moves for each approach should be U-turns,
Left, Through and then Right
 Queues should be quantified and documented for each turn move
 Counts should be verified with site visit and/or videos

In addition any unusual traffic patterns such as due to accidents or inclement weather
should be noted and omitted from analysis. Holidays should also be omitted.
TMC data should be classified as listed in Table 11-19 or as specified by Amana

Reviewer.
Truck volumes as well as pedestrian volumes should also be recorded.
At roundabouts, where the consultant does not propose to use cameras, the
consultant must set out a detailed methodology of how the counts will be conducted.
For large roundabouts an Automatic Number Plate Matching (ANPR) surveys or
Camera Recorded Counts are required unless agreed with the reviewer.
Table 11-19: Vehicle Classification for TMC

Vehicle
Class Vehicle Vehicle Description Classification
Abbreviations
1 Motorcycle Motorcycle MC
2 Car + Van Passenger Car, van and Taxi PCU
3 Bus Bus BUS
4 All Trucks HV
5 Pedestrians Ped
6 Bicycle Bik
11.13.3 Automatic Speed Surveys

Data should be supplied on the basis of 24-hour counts with the duration of survey in
days to be agreed with by the Amana Reviewer.
The raw data is to be processed and presented in an Excel spread sheet format and
should include:
 Time and date

 Location (coordinates)
 Classification in 10 km/hr. bins by direction
 Average and 85%ile speed in hourly intervals
 Average and 85%ile speeds for weekdays and weekends
 A simple graphical presentation as agreed with the Amana Reviewer
Again, errors, such as periods when tubes/detectors are not working, are to be
highlighted and omitted from calculations.

11.14 Typical Drawings

See Appendix- I for examples of some of the typical drawings expected.

Appendix- A Acronyms and Abbreviations used in this Manual

List of Selected Acronyms and Abbreviations Used in this Manual

AASHTO American Association of State Highway and Transportation Officials
ADTGPRM Abu Dhabi Trip Generation and Parking Rates Manual
ATC Automatic Traffic Count
BOA Built Out Area
CIP Capital Improvement Program
DTGM Dubai Trip Generation and Parking Rates Manual
FHWA Federal Highway Administration
GFA Gross Floor Area
GLA Gross Leasable Area
HCM Highway Capacity Manual
HCS Highway Capacity (Manual) Software
ITE Institute of Transportation Engineers
ITPGM ITE Parking Generation Manual
JLP Jeddah Local Plan
JSP Jeddah Strategic Plan
JTM Jeddah Transportation Model
JTMP Jeddah Transportation Master Plan
KPH Kilometers Per Hour
LOS Level of Service
MCT Manual Classification Count
MOE Measures Of Effectiveness
MOMRA Ministry Of Municipal and Rural Affairs
MTO Ministry of Transportation Ontario (Canada)
MUTCD Manual on Uniform Traffic Control Devices
NSIF No Significant Impacts Finding
NSIFR No Significant Impacts Finding Report
OTM Ontario Traffic Manual (Canada)
PC Passenger Car
PCE Passenger Car Equivalent
PCPH Passenger Cars Per Hour
PCPHPL Passenger Cars Per Hour Per Lane
PHF Peak Hour Factor
RIRO Right In Right Out
ROW Right of Way
RTGM Riyadh Trip Generation Manual
RTOR Right Turn On Red
RTP Regional Transportation Plan
STP Subarea Transportation Plan
STPR Subarea Transportation Plan Report
TIA Transportation Impact Assessment
TIS Transportation Impact Study
TISR Transportation Impact Study Report
TMC Turning Movement Count
TMP Transportation Master Plan
TTED Transportation and Traffic Engineering Department (of Amana)
VPH Vehicles Per Hour

Appendix- B TIA Application Form

Transportation Impact Assessment (TIA) Application Form

PLEASE WRITE ONLY IN ORANGE-SHADED CELLS
This section to be completed by the approved TIA Consultant

1 Project Number Issued by Amana: Submission Date:
2 Project Name:
TIA Consultant Name:
Amana Registration Number for TIA Consultant: Attach Copy of TIA Consultant Registration
Responsible Engineer:
3
Amana Registration Number for Responsible Engineer: Attach Copy of Responsible Engineer Registration
Address:
Contact: Mobile: Phone: E-mail Address:
Owner's Name:
Design Firm:
4
Design Firm Address:
Design Firm Contact: Mobile: Phone: E-mail Address:
5 Initial Building Permit by developer attached? Yes No Attach if Yes
6 Approved Plan for Project Area attached? Yes No Attach if Yes
7 Krooki attached? Yes No Attach if Yes
8 Landuse Table attached? Yes No Attach if Yes
Source of Trip Generation. Please use in the following priority (using latest editions):
9
1) Jeddah Trip Generation Manual (if available) 2) Riyadh Trip Generation Manual 3) Other (with prior Amana approval)
10 Highest Total Peak Hour Trips (before any Reduction)=
This section to be completed by Amana

No Significant Impact Finding (NSIF) (Less than 100 Trips)
TIA Type? Transportation Impact Study (TIS) (100 to 2,500 Trips; or less than 100 for other reasons)
Subarea Transportation Plan (STP) (More than 2,500 Trips)
Application Accepted? Yes No Approval Date:
Amana Liaison Engineer Name and Contact:
Comments:

Appendix- C Minimum Land Use Threshold for at least a TIS

Minimum Land Use Thresholds for at least a TIS-Level of TIA

(Currently based on RTGM)
Code Land Use Type (L.U.) Independent Variable Highest Peak Hour Minimum-L.U. Thresholds Recommended Value
1 Residential
Area in m2 0.0021 47,619 47,000
101 Villas
No. of Villas 1.537 65 65
Area in m2 0.007 14,286 14,000
102 Residential Buildings
No. of Apartments 0.384 260 260
Area in m2 0.0022 45,455 45,000
103 Compounds No. of Apartments 0.30 333 330
No. of Residents 0.07 1,429 1,400
Area in m2 0.00225 44,444 44,000
104 Private Housing Compounds
No. of Apartments 0.19 526 500
2 Industrial Uses
Area in m2 0.00043 232,558 232,000
201 Industrial Cities
No. of Workers 0.04 2,500 2,500
Area in m2 0.05 2,000 2,000
202 Industrial Parks No. of Workers 0.86 116 110
No. of Workshops 6.04 17 15
Area in m2 0.016 625 6,000
203 Industrial Workshops
No. of Workers 1.349 74 70
3 Educational Uses
Area in m2 0.02479 4,034 4,000
No. of Students 0.29 345 300
301 Universities
No. of Staff members
1.32 76 75
and employees

Area in m2 0.012318 8,118 8,000

302 Boys' Colleges No. of Staff Members &
1.938 52 50
Employees
Area in m2 0.034 2,941 2,900
303 Girls' Colleges
No. of Students 0.068 1,471 1,400
Area in m2 0.015 6,667 6,000
No. of Staff Members &
304 Technical Institutes 4.409 22 20
Employees
No. of Classes 8.57 12 10
2
Government Secondary Area in m 0.116 862 850
305
Schools No. of Students 0.654 153 150
Area in m2 0.135 741 740
306 Private Secondary Schools
No. of Teachers 14.12 7 5
Area in m2 0.23 435 430
Government Intermediate
307 No. of Students 0.75 133 130
Schools
Area in m2 0.132 758 750
308 Private Intermediate Schools
Area in m2 0.1 1,000 1,000
309 Government Primary Schools No. of Students 0.57 149 150

Area in m2 0.126 794 790

Government Primary Schools
310 No. of Students 0.73 137 140
with Kindergartens
Area in m2 0.112 893 890
311 Private Primary Schools
Area in m2 0.104 962 960
Private Primary Schools No. of Students 0.798 125 120
312
with Kindergartens No. of Classes 12.69 8 5
Area in m2 0.09 1,111 1,000
313 International Schools No. of Students 0.586 171 170
Area in m2 0.123 813 810
314 School Compounds
4 Transportations Uses
Area in m2 0.000854 117,096 115,000
401 Railway Station
Total No. of Workers 0.18 556 550
Area in m2 0.00363 27,548 27,000
402 Public Transportation Station

Parking for Public Vehicles and

403 Area in m2 0.04 2,500 2,500
Buses
Area in m2 0.001214 82,372 82,000
404 Airports
No. of Workers 0.0685 1,460 1,400
5 Commercial Uses
Vegetables, Fruits, Meat and Area in m2 0.132 758 750
501
Fish Central Market Total No. of Workers 1.671 60 60
Area in m2 0.066 1,515 1,500
502 Whole Sales and Retails Shops
Area in m2 0.05 2,000 2,000
503 Small Business Centers
Area in m2 0.02346 4,263 4,000
504 Large Commercial Centers
Area in m2 0.075 1,333 1,300
505 Supermarkets
Area in m2 0.075 1,333 1,300
506 Specialized Shops & Markets
Area in m2 0.3 333 330
507 Petrol Stations & Car Services No. of Ports 14.48 7 5
Area in m2 0.111 901 900
508 Other Trading Shops No. of Stores 9.15 11 10

Commercial Stores and Area in m2 0.005 20,000 20,000

509
Warehouses No. of Workers 0.43 233 230
6 Service Uses
Area in m2 0.107 935 900
601 Banks and Financial Institutions
Area in m2 0.031 3,226 3,200
602 Car Rental Office
No. of Cars Owned by
0.158 633 630
the Office
Area in m2 0.161 621 620
603 Restaurants and Cafeterias
Area in m2 0.00388 25,773 25,000
604 Hotels
No. Rooms & Suites 0.35 286 280
Area in m2 0.02 5,000 5,000
605 Furnished Apartments
Area in m2 0.031 3,226 3,200
606 Corporate Offices
Area in m2 0.047 2,128 2,100
607 Main Post Offices
No. of Mail Boxes 0.01 10,000 10,000
Area in m2 0.208 481 480
608 Sub-Post Offices
No. of Mail Boxes 0.029 3,448 3,400
Area in m2 0.053 1,887 1,8000
609 Communication Offices
610 Rest houses Area in m2 0.062 1,613 1,600

611 Celebration Places Area in m2 0.077 1,299 1,300

7 Recreational and Cultural Uses
Area in m2 0.01 10,000 10,000
701 Sport Activities
Area in m2 0.001 100,000 100,000
702 Museums
Area in m2 0.00018 555,556 550,000
703 Exhibitions
Area in m2 0.005 20,000 20,000
704 Public Libraries
No. of Workers 0.445 225 220
Area in m2 0.00078 128,205 130,000
705 Cultural Centers
Games & Fun Cities (working Area in m2 0.00539 18,553 18,000
days) No. of Workers 4.52 22 20
706
Area in m2 0.009764 10,242 10,000
Games & fun cities (weekend)
Area in m2 0.01 10,000 10,000
707 Public Parks (weekend)
Area in m2 0.0085 11,751 12,000
708 Zoo
8 Health Uses
Area in m2 0.011 9,091 9,000
Government and Private
801 No. of Beds 1.9 53 50
Hospitals
No. of Doctors 4.35 23 25

Area in m2 0.09 1,111 1,100

802 Primary Health Care Centers No. of Doctors 6.141 16 15
No. of Nursing Staff 4.93 20 20
Area in m2 0.05 2,000 2,000
803 Private Dispensaries
No. of Doctors 4.52 22 20
Area of Floors in m2 0.02 5,000 5,000
804 Medical Polyclinics No. of Doctors 4.13 24 25
No. of Nursing Staff 1.71 58 60

9 Governmental Uses
Area in m2 0.01266 7,899 7,900
901 Ministries
No. of Workers 0.226 442 440
Municipalities and Sub- Area in m2 0.02 5,000 5,000

902
Municipalities No. of Workers 0.597 168 170
Area in m2 0.01109 9,017 9,000
903 Public Administration
Area in m2 0.0105 9,524 9,500
904 Corporations and Institutions
Area in m2 0.03 3,333 3,300
905 Civil Status
Area in m2 0.04 2,500 2,500
906 Courts & Notaries

10 Religious Uses
Area in m2 0.37 270 270

1001 Eid Prayer's Plaza
Plaza Capacity 0.47 213 210
Area in m2 0.17 588 590

1002 Friday Mosques
Maximum Persons
0.23 435 440
(Capacity of Mosque)
Area in m2 0.07 1,429 1,400
1003 Local Mosques Maximum Persons
0.09 1,111 1,100
(Capacity of Mosque)
Area in m2 2.91 34 35
1004 Cemeteries
Number of Graves 0.01077 9,285 9,300

Appendix- D Documentation Checklists

Check List for Transportation Impact Assessment Report
Development Name/Owner:_______________________Project No:___________________________

District/Submuniciplaity:__________________________TIA Consultant:_______________________
Included?
No. Required Elements of a TIA Report Comments
Yes No
1 Consultant and Project Team approved and authorized?
2 Site Plan showing existing roads and buildings
3 Map showing Approved Plan for the surrounding area
4 Committed developments and committed transport network projects
Drawing showing existing intersections and access points’ traffic
5
control and spacing in relation to the surrounding network
6 Proposed land use, type and intensity
7 Identification of routes in and out of the Development
8 Identification of the Study Area

9 Description of existing transportation network in the Study Area
10 Data Collection as relevant (ATC, MTC, speed, crash data, etc.)
11 Data analysis and presentation of results
12 Identification of peak hours in the TIA report
13 Existing Level of Service (LOS) Analysis
14 Define Horizon Years and phases of development
15 Traffic forecasts without the proposed Development
16 Trip Generation and trip reductions (if any) except for mode split
17 Trip Distribution
18 Mode Split (if relevant)
19 Trip Assignment
20 Future LOS analysis without the proposed Development
21 Future LOS analysis with the proposed Development
22 LOS analysis for the internal road network (if any)

23 Proposed mitigation strategies to improve future LOS
24 Evaluation and identification of preferred alternative(s)
25 Placement and spacing of access pints for the Development
26 Safety study for external and internal network

Pedestrian circulation for external and internal network showing
27
interface between the two
28 Parking assessment for the Development
29 Emergency and service vehicles access
30 Prepare conceptual design for preferred mitigation strategies
31 Figures and tables drawn clearly and legibly
32 Completeness and quality of the Report
33 Standalone Recommendations and Plans
Reviewer Name:____________________________________Signature:________________________Date:__________________

Appendix- E Internal Trip Capture

Typical Internal Capture Rates for Mixed-use Developments
To ==> Office Retail Residential
MD PM Peak MD PM Peak MD PM Peak

Peak of of Peak of of Peak of of
Daily Daily Daily
Adjacent Adjacent Adjacent Adjacent Adjacent Adjacent
From Street Street Street Street Street Street
WEEKDAY
Unconstrained Office 2% 1% 2% 20% 23% 22% - 2% 2%
Internal
Capture Rates Retail 3% 3% 3% 29% 20% 30% 7% 12% 11%
for Trip Origins
within a Multi-
use Residential - - 34% 53% 38% - - -
Development
WEEKDAY
Unconstrained Office 6% 6% 2% 38% 31% 15% - - -
Internal
Capture Rates Retail 4% 2% 4% 31% 20% 28% 5% 9% 9%
for Trip
Destinations
within a Multi-
Residential - 2% 3% 37% 31% 33% - - -
use
Development
From ITE Trip Generation Manual, 9th Edition
All internal trip reductions shall be approved by the Amana Reviewer prior to commencement of a TIA study.

Appendix- F Pass-By Trips

Pass-by Trip Reductions for Typical Land Uses

Land Use Acceptable Trip reduction
Retail > 400,000 GLA 20 %
Retail 100,000-400,000 GLA 25 %
Retail <100,000 GLA 35 %
Quality Sit-down Restaurants 15 %
Fast-food Restaurants 35 %
Convenience Stores / Petrol Stations 40 %
Banks 15 %
Supermarket 20 %
Discount Club/Warehouse Store 20 %

Refer to Chapter 5 of ITE Trip Generation Manual, 9th Edition.
All Pass-by trip reductions shall be approved by the Amana Reviewer prior to commencement of a TIA study.

Appendix- G Recommended Parking Rates

Recommended Parking Rates and Sources
Land Use Required Parking Spaces Rate Source of Parking Rate
Residential uses
Residential Villas 2 spaces / unit MOMRA
1 space / unit (apartment) consisting of one room MOMRA

Residential Buildings (Apartments)
+ add 0.75 spaces for each additional room
Residential Hotel Units and Furnished Units (Hotel

1 space / apartment in the hotel JMGHB and MOMRA
Apartment)
Hotels 1 space / Room JMGHB and MOMRA
Commercial uses
Shops 3 spaces / 100 m2 JMGHB
Commercial Centers (or Malls) of all types 1 space / 30 m2 RTGM
Supermarket 4 spaces / 100 m2 JMGHB
Exhibition Halls of all kinds 2 spaces / 100 m2 JMGHB
Stores, Warehouses and similar indoor uses 1 space / 70 m2 JLP and JMGHB

Service Uses
4 spaces / 100 m2 JLP, JMGHB and

Banks and Financial Institutions
MOMRA
Restaurants 1 space / 15 m2 MOMRA and RTGM
Professional Office Buildings (Corporate Offices) 4 spaces / 100 m2 MOMRA
Municipal and Government Offices 4 spaces / 100 m2 JMGHB and MOMRA
Wedding Halls ( Men) 1 space / 60 m2 JLP

Wedding Halls (Women) 1 space / 70 m2 JLP
Rest Houses 1 space / 120 m2 JLP

Fuel Stations (Class A) 12 spaces JLP
Fuel Stations (Class B) 8 spaces JLP
Fuel Stations (Class C) 4 spaces JLP
Museums and Galleries 1 space / 100 m2 JLP
Transport Stations and Waiting Halls 1 space / 100 m2 JLP
Sports Centers 2 spaces / 5 spectators + bus space / 150 spectators JLP and MOMRA
Indoor Entertainment 2 spaces / 100 m2 JMGHB
Galleries and indoor Public Celebrations 3 spaces / 100 m2 JMGHB

Health uses
1 space / 100 m2 or 4 spaces / bed (whichever is MOMRA and RTGM

Hospitals
larger)
Clinics & Dispensaries 10 spaces / 100 m2 MOMRA
Educational uses
Kindergartens 1 space / classroom JLP
Elementary School 2 spaces / classroom JLP
Preparatory School 3 spaces / classroom JLP
Secondary School 5 spaces / classroom JLP
Required Parking Spaces are calculated as follows:
Institutes, Colleges and Universities 1 space / 3 students

Or 1 space / 5 students + 1 space / teacher MOMRA
Or 1 space / 3 teachers+ 1 space / 3 employees
Or 1 space / 5 employees + 1 space / 100 m2

Industrial uses
Factories 1 space / 30 m2 MOMRA
Workshops and Service Industries 4 spaces / 100 m2 MOMRA
Warehouses 1 space / 40 m2 MOMRA
Religious uses
1 space / 5 worshipers (or

Mosques JLP and MOMRA
according to special requirements )
Sources:
Jeddah Local Plan (JLP)
Jeddah Municipality Guide for High-Rise Buildings (JMGHB)
Ministry of Municipalities and Rural Affairs (MOMRA)
Riyadh Trip Generation Manual (RTGM)

Appendix- H Technical Details for Parking Dimensions (MOMRA)

‫‪Municipality of Jeddah‬‬
‫‪Kingdom of Saudi Arabia‬‬
‫االشتراطات الفنية لمواقف السيارات‬

‫هدف الدراسة ‪ :‬إعداد المعايير واألسس الفنية والمتطلبات العامة لمواقف السيارات ‪.‬‬
‫‪ – 1‬تصنيف مواقف السيارات ‪:‬‬
‫‪ - 1 – 1‬مواقف بجوار األرصفة ‪.‬‬

‫‪ – 2 – 1‬المواقف السطحية ‪.‬‬
‫تنشأ على مستوى سطح األرض كمواقف األسواق أو المباني العامة أو المواقف التي تنشأ بالدور األرضي في بعض‬
‫العمائر ‪.‬‬
‫‪ – 3– 1‬مواقف أسفل المباني ( مواقف بالقبو ) ‪.‬‬
‫تنشأ تحت مستوى الدور األرضي للمبنى ‪ ،‬وتتصل بسطح األرض عن طريق منحدرات مناسبة للدخول أو الخروج‬
‫منها ‪.‬‬
‫‪ – 4 –1‬مواقف متعددة األدوار ‪.‬‬
‫وهي التي تنشأ من عدة طوابق وتستخدم عادة في األماكن العامة التي يرتادها الناس بكثرة مثل المناطق التجارية ‪.‬‬
‫‪ – 5 –1‬مواقف المعوقين ‪.‬‬
‫‪ – 2‬تصميم المواقف ‪:‬‬
‫‪ – 1 – 2‬المعايير التخطيطية لمواقف السيارات‬

‫يحدد عدد مواقف السيارات لكل نشاط وفقا ً للمعايير التخطيطية المعتمدة من قبل البلدية المختصة وحسب االحتياج‬
‫الفعلي ‪.‬‬
‫‪ – 2 – 2‬متطلبات تصميم المواقف بجوار األرصفة‬
‫يمكن تقسيم المواقف التي توجد إلى جانب األرصفة بالشوارع إلى نوعين ‪ :‬المواقف المتوازية ‪ ،‬والمواقف المائلة ‪.‬‬
‫ويشترط لكل نوع ما يلي ‪:‬‬
‫‪ – 1- 2 – 2‬متطلبات تصميم المواقف المتوازية‬
‫تعتبر المواقف المتوازية من أكثر التصميمات المستخدمة في المواقف التي توجد إلى جانب األرصفة ‪ ،‬ويشترط فيها‬
‫اآلتي شكل رقم (‪ )1‬وشكل رقم (‪: )2‬‬
‫‪ -‬المسافة من تقاطع الطرق وأول سيارة ال تقل عن ‪6.00‬متر في الطرق الثانوية ‪ ،‬و ال تقل عن ‪15‬متر في الشوارع‬
‫الرئيسية ‪.‬‬
‫‪ -‬المسافة المخصصة لوقوف السيارات هي‪ 6.50‬م ‪.‬‬
‫‪ -‬الحد األدنى لعرض المسار في اتجاه واحد الذي يسمح فيه بالمواقف المتوازية التي توجد إلى جانب األرصفة ‪5.5‬م‬
‫في كل اتجاه (يشمل ‪2.5‬م للمواقف ‪3 ،‬م حركة المركبات) ‪.‬‬
‫‪ – 2- 2 – 2‬متطلبات تصميم المواقف المائلة‬
‫تعتبر المواقف المائلة بشكل عام من المواقف الغير مستحسنة بجانب األرصفة ‪ ،‬وعادة ما تستخدم هذه المواقف في‬
‫قطع األراضي التي تخصص مواقف للسيارات‪ ،‬وإذا ما استخدمت في الشوارع فإنه يتعين أن تكون الشوارع عريضة وال‬
‫تحمل سوى أحجام بسيطة من الحركة ‪ ،‬ويشترط فيها اآلتي شكل رقم (‪: )3‬‬
‫‪ -‬الحد األدنى لبعد المواقف المائلة عن تقاطعات الطريق هي ‪ 9‬م في بداية الطريق و‪12‬م في نهاية الطريق ‪.‬‬
‫‪ -‬المسافة المخصصة لوقوف السيارة هي ‪5.5‬م ‪.‬‬
‫‪Jeddah's Transportation Impact Assessment Guidelines‬‬ ‫‪V1.0 February/2015‬‬

‫‪Developers and Consultants Manual‬‬
‫‪ – 3- 2‬متطلبات تصميم المواقف السطحية‬

‫‪ – 1 – 3 – 2‬المداخل والمخارج‬
‫‪ -‬يجب أن تكون المداخل والمخارج بعيدة عن تقاطعات الشوارع حتى ال تؤثر على حركة المرور ‪.‬‬
‫‪ -‬يجب أن تحقق المداخل والمخارج تجنب التعارض مع حركة المرور العادية في الشوارع ‪.‬‬

‫‪ -‬يجب وضع المداخل والمخارج في الجانب األيمن وسط المباني بالشوارع شكل رقم (‪. )4‬‬
‫‪ -‬في حالة كون الشارع اتجاه واحد فإنه يقترح أن يكون المدخل والمخرج يسار الشارع ‪ ،‬ألن حركة الدوران لليسار‬
‫أسهل من حركة الدوران لليمين ‪ ،‬فضالً عن أن مسافة الرؤية بالنسبة للدوران لليسار أفضل منها في الدوران لليمين ‪.‬‬
‫‪ -‬أال يقل عرض المدخل أو المخرج عن ‪3.5‬م ‪.‬‬
‫‪ -‬في حالة ما إذا كان المدخل والمخرج معا ً من فتحة واحدة فال يقل عرض الفتحة عن (‪7.5‬م) ويوضع فاصل لحركة‬
‫المرور ال يقل عن ‪50‬سم ‪.‬‬
‫‪ – 2 – 3 – 2‬معايير تصميم المواقف‬
‫أ – األبعاد‬
‫‪ -‬يجب أن تؤمن المساحة المخصصة للسيارة الواحدة ( سيارة الركاب العادية ‪ )PASSENGER CAR‬بحيث‬
‫تضمن سهولة حركة السيارة عند دخولها للموقف وخروجها منه ‪.‬‬
‫‪ -‬األبعاد التالية توضح الحد األدنى لألبعاد المناسبة لوقوف أي نوع من أنواع سيارات الركاب العادية وكما هو موضح‬
‫بالشكل رقم (‪. )5‬‬
‫‪ -‬الطول = ‪5.50‬م ‪.‬‬
‫‪ -‬العرض = ‪ 2.60‬م ‪.‬‬
‫‪ -‬في حالة الوقوف المتوازي يكون الطول ‪6.5‬م ‪ ،‬والعرض ‪2.5‬م ‪.‬‬
‫‪ -‬أبعاد الموقف بزاوية انحراف (ن) عن الرصيف ‪ :‬وهي األبعاد التي تساعد المصمم على استنتاج المسافات والمساحات‬
‫التي تشغلها السيارات بعد تحديد زاوية االنحراف المطلوبة وكما هو موضح بالشكل رقم (‪ )6‬جدول رقم (‪. )1‬‬


)‫) أبعاد المواقف بزاوية انحراف (ن‬1( ‫جدول رقم‬

‫زاوية انحراف‬
30ْ 45ْ 60ْ 75ْ 90ْ
‫)الموقف (ن‬
‫أ‬ 2.25 1.84 1.30 0.67 0
‫ب‬ 2.75 3.89 4.76 5.31 5.50
‫ج‬ 5.20 3.68 3.00 2.69 2.60
‫د‬ 3.90 1.84 0.75 0.18 0
‫هـ‬ 1.30 1.84 2.25 2.51 2.60
‫و‬ 4.76 3.89 2.75 1.42 0
‫ز‬ 4.76 3.89 2.75 1.42 0
‫ح‬ 6.35 7.78 11.00 21.25 -

‫ط‬ ‫‪2.75‬‬ ‫‪3.89‬‬ ‫‪4.76‬‬ ‫‪5.31‬‬ ‫‪5.50‬‬

‫ي‬ ‫‪9.96‬‬ ‫‪7.57‬‬ ‫‪5.75‬‬ ‫‪4.11‬‬ ‫‪2.60‬‬
‫ك‬ ‫‪6.06‬‬ ‫‪5.73‬‬ ‫‪5.00‬‬ ‫‪3.93‬‬ ‫‪2.60‬‬
‫ل‬ ‫‪1.59‬‬ ‫‪3.89‬‬ ‫‪8.25‬‬ ‫‪19.83‬‬ ‫‪-‬‬
‫م‬ ‫‪5.00‬‬ ‫‪5.73‬‬ ‫‪6.06‬‬ ‫‪5.98‬‬ ‫‪5.50‬‬
‫س‬ ‫‪4.50‬‬ ‫‪2.60‬‬ ‫‪1.50‬‬ ‫‪0.70‬‬ ‫‪-‬‬
‫ع‬ ‫‪3.18‬‬ ‫‪5.50‬‬ ‫‪9.53‬‬ ‫‪20.53‬‬ ‫‪-‬‬
‫* األبعاد المذكورة بهذا الجدول هي باألمتار ‪.‬‬
‫ب – المسارات‬
‫وتضمن األبعاد المناسبة لحركة السيارات بالمواقف ودخولها للمساحات المخصصة للوقوف والخروج منها دون حدوث‬
‫أي معوقات مرورية ‪ ،‬ويراعى عند تنفيذها الضوابط التالية ‪:‬‬
‫‪ – 1‬عالقة زاوية انحراف المواقف بعرض المسارات كمـا هو موضح بالجدول رقم (‪. )2‬‬
‫‪ – 2‬يجب أال يقل عرض المسارات األخرى بالمواقف في اتجاه واحد عن (‪4.5‬م)‪.‬‬
‫جدول رقم (‪ )2‬عالقة زاوية انحراف الموقف بعرض الممرات بين السيارات‬
‫زاويـة انحراف‬ ‫الحد األدنى لعرض ممر ذي‬ ‫الحد األدنى لعرض ممر ذي‬
‫الموقف‬ ‫اتجاه واحد‬ ‫اتجاهين‬
‫ْالموازي للرصيف‪0‬‬ ‫م‪5.5‬‬ ‫م‪6.71‬‬
‫ْْ ‪30‬‬ ‫م‪4.57‬‬ ‫م‪6.71‬‬
‫ْْ ‪45‬‬ ‫م‪4.57‬‬ ‫م‪6.71‬‬
‫ْْ ‪60‬‬ ‫م‪5.50‬‬ ‫م‪7.92‬‬
‫ْْ ‪75‬‬ ‫م‪6.71‬‬ ‫م‪7.92‬‬
‫ْْ ‪90‬‬ ‫م‪7.33‬‬ ‫م‪7.92‬‬
‫جـ – زاوية االنحراف‬
‫تتراوح زاويـة انحراف موقف السيارة بين (ْ‪ 0‬و ْ‪ ) 90‬وزوايا االنحراف التي يغلب استخـدامها هي (ْ‪45ْ ، 30ْ ، 0‬‬
‫‪ ) 90ْ ، 75ْ ، 60ْ ،‬ويقصد بزاوية (ْ‪ )0‬الموقف الموازي للرصيف ‪.‬‬
‫د – المنحنيات‬
‫وتضمن أبعادها مناسبة دوران السيارات وانعطافها بأمان داخل الموقف وعند الدخول له والخروج منه وهي كما يلي‬
‫‪:‬‬
‫‪ – 1‬منحنى ذو اتجاه مروري واحد ‪:‬‬
‫ويراعى أن تكون أبعاده كالتالي وكما هو موضح بالجدول رقم (‪ )3‬والشكل رقم(‪.)7‬‬
‫جدول رقم (‪ )3‬أبعاد منحنى ذي اتجاه واحد ‪.‬‬
‫الحد األدنى لعرض‬
‫الحد األدنى لنصف القطر الداخلي‬ ‫نصف القطر الخارجي‬
‫المنحنى‬
‫م‪3.50‬‬ ‫م‪2.60‬‬ ‫م ‪6.10‬‬
‫‪ – 2‬منحنى ذو اتجاهين ‪:‬‬
‫وتكون أبعاده كما هو موضح بالجدول رقم (‪ )4‬والشكل رقم (‪ )8‬وفي هذا النوع يلزم الفصل بين حـركة الـمرور في‬
‫المنحنى بحيث ال يزيـد الفاصل عن (‪1.00‬م) ‪.‬‬

‫جدول رقم (‪ )4‬أبعاد منحنى ذي اتجاهين ‪.‬‬

‫الحد األدنى لنصف القطر‬
‫الحد األدنى لعرض المنحنى‬ ‫نصف القطر الخارجي‬
‫الداخلي‬
‫م‪7.00‬‬ ‫م‪2.60‬‬ ‫م‪9.60‬‬
‫‪ – 3 –3 – 2‬حركة السيارات داخل الموقف‬

‫يجب أن تكون حركة دورة السيارات قصيرة وآمنة ‪ ،‬كما يتعين أن تجعل جميع أماكن الوقوف المتوفرة ملحوظة شكل‬
‫رقم (‪. ) 10 ، 9‬‬

‫‪ –4 – 2‬متطلبات تصميم المواقف أسفل المباني(مواقف بالقبو)‪.‬ويشترط اآلتي‪:‬‬

‫أ – أال يقل عرض المدخل أو المخرج عن (‪3.50‬م) ‪.‬‬
‫ب – في حالة ما إذا كان المدخل والمخرج معا ً من فتحة واحدة فال يقل عرض الفتحة عن (‪7.5‬م) ويوضع فاصل‬
‫لحركة المرور ال يقل عرضه عن (‪50‬سم ) ‪.‬‬
‫ج – يتم اختيار مواقع المداخل والمخارج لمواقف السيارات بحيث تضمن سالمة المرور في الشوارع المحيطة‬
‫بالمواقف ‪ ،‬وذلك بوضعها بعيدة قدر اإلمكان عن التقاطعات والطرق السريعة – انظر الشكل رقم (‪. )11‬‬
‫د ‪ -‬أن يراعى وضوح الرؤية عنـد الخروج من الموقف – انظر الشكل رقم (‪. )12‬‬
‫هـ‪ -‬أال يقل االرتفاع الصافي الذي يسمح بمرور السيارات سواء بالقبو أو الدور األرضي أو أي من األدوار المتكررة‬
‫بالمواقف عن (‪2.50‬م) ‪.‬‬
‫و ‪ -‬أال يقل ارتفاع فتحة الخروج أو الـدخول من وإلى المـواقف عن (‪ 2.50‬م ) ‪.‬‬
‫‪ – 5 – 2‬متطلبات تصميم المواقف المتعددة األدوار‬

‫‪ – 1 – 5 - 2‬موقع المواقف‬
‫يجب أن يكون الموقع بعيداً عن التقاطعات ‪ ،‬ويفضل أن يكون بين المباني لمنع الزحام في الشوارع ‪.‬‬
‫‪ – 2 – 5 – 2‬مداخل ومخارج المواقف‬
‫أ – المداخل ‪ :‬يعتمد تصميم المدخل على ما إذا كانت المواقف ستكون ذات خدمة ذاتية أو بمساعدة أحد العاملين ‪،‬‬
‫وعندما تستخدم المواقف ذات الخدمة الذاتية فإنه يمكن للمركبات أن تتدفق بسهولة ‪.‬‬
‫وهذه األنواع من المواقف تقدم معدل تدفق يتراوح بين ‪ 300‬إلى ‪ 500‬سيارة في الساعة ‪.‬‬
‫وعندما تستخدم المواقف بمساعدة أحد العاملين فإنه يتعين أن تكون هناك مساحة تخزين ‪ ،‬ومساحة التخزين المطلوبة‬
‫(مساحة احتياطية) تعتمد على نسبة متوسط وصول الزبون إلى معدل خدمة عامل المواقف ‪ .‬ويبين الشكل رقم (‪)13‬‬
‫المساحة االحتياطية المطلوبة لمعدل وصول السيارات المتعددة‪ .‬فمثال لنفترض أنه في فترة الذروة تصل سيارة كل ‪50‬‬

‫ثانية ‪ ،‬وتستغرق ‪ 45‬ثانية حتى يتمكن عمال المواقف من توقيفها في الموقف ‪ ،‬فإن نسبة الوصول ونسبة التخزين في هذه‬
‫الحالة تكون على التـوالي ‪ 72 = 50 ÷ 3600 :‬و ‪ 80 = 45 ÷ 3600‬سيارة ‪ /‬ساعة ‪.‬‬
‫وهكذا فإن نسبة التخزين تكون = ‪ 1.11 = 72 ÷ 80‬مرة من نسبة الوصول ‪ ،‬ومن الشكل رقم (‪ )13‬تتطلب مساحة‬
‫االحتياطي سعة ‪ 14‬سيارة ‪.‬‬
‫ب – المخارج ‪ :‬يكون لمخارج المواقف عامل في كبينة يقوم بمعالجة البطاقة وتحصيل األجرة ‪ ،‬وعلى هذا األساس‬
‫تتحدد معدالت خروج السيارات بواقع أقل من ‪250‬سيارة في الساعة ‪ ،‬وللعمل على زيادة هذا المعدل فإنه تم تطوير طرق‬
‫متعددة لتحصيل األجرة ‪ ،‬هذه الطرق تؤدي إلى زيادة معدالت خروج السيارات من ‪ 300‬إلى ‪ 500‬سيارة في الساعة ‪.‬‬
‫‪ – 3 – 5 – 2‬تصميم المنحدرات واألدوار‬
‫أ – المنحدرات‬
‫هي المسطحات المائلة التي تمكن السيارات من االنتقال من مستوى إلى آخر‪ ،‬وتضمن نزول وصعود السيارات عليها‬
‫بطريقة سليمة وآمنة بحيث توفر الميول المناسبة لذلك ‪ ،‬ويوضح الجدول رقم (‪ )5‬أنواع المنحدرات المختلفة بالمواقف ‪.‬‬
‫جدول رقم (‪ )5‬يوضح أنواع وأبعاد المنحدرات بالموقف‬

‫الحد األدنى لعرض‬ ‫الحد األدنى لعرض‬ ‫نصف القطر‬ ‫نصف القطر‬
‫نوع‬
‫منحدر في اتجاه‬ ‫منحدر في اتجاهين‬ ‫الداخلي‬ ‫الخارجي‬
‫المنحدر‬
‫واحد‬ ‫) (منفصلين‬ ‫للمنحدر‬ ‫للمنحدر‬
‫مستقيم‬ ‫م‪3.66‬‬ ‫م ‪7.32‬‬ ‫ـ‬ ‫ـ‬
‫اتجاه واحد‬ ‫اتجاه واحد‬
‫‪5.50‬م‬ ‫‪10.40‬م‬
‫منحنى‬ ‫م‪4.90‬‬ ‫م ‪9.80‬‬
‫اتجاهان‬ ‫اتجاهان‬
‫*‪5.50‬م‬ ‫*‪15.30‬م‬
‫حلزوني‬ ‫اتجاه واحد‬
‫م‪6.10‬‬ ‫م‪12.20‬‬ ‫م ‪5.18‬‬
‫باتجاه‬ ‫‪11.28‬م‬

‫عقارب‬ ‫اتجاهان‬
‫الساعة‬ ‫‪17.38‬م‬
‫حلزوني‬ ‫اتجاه واحد‬
‫باتجاه‬ ‫‪9.57‬م‬
‫م وال يقل عن ‪4.57‬‬
‫معاكس‬
‫‪3.96‬م لحركة‬ ‫م‪9.14‬‬ ‫م ‪5.18‬‬
‫لحركة‬ ‫اتجاهان‬
‫‪ .‬الصعود‬
‫عقارب‬ ‫م‪14.32‬‬
‫الساعة‬
‫* يتم الفصل في حركة المرور في المنحنيات ذات االتجاهين ‪.‬‬
‫‪ - 1‬المنحدر المستقيم ‪.‬‬
‫وعادة ما يستخدم للمداخل والمخارج بالموقف لتسهيل عملية الدخول والخروج ووضوح الرؤية ‪.‬‬
‫أ – أال يزيد ميول المنحدر عن ‪. % 15‬‬
‫ب – في حالة زيادة ميل االنحدار عن‪ %15‬فيجب أن تكون هناك مرحلتا انتقال في بداية ونهاية المنحدر ‪ ،‬واليزيد‬
‫ميل أي منها عن ‪ %15‬واليزيد طول أي منها عن‪5.00‬م مع وجود مرحلة انتقالية وسيطة واصلة (رابطة)بينهما ال يزيد‬
‫ميلها عن‪ %18‬وكما هو موضح بالشكل رقم(‪. )14‬‬
‫ج – عند استخدام المنحدرات للوصل بين أدوار الموقف فقط يكون ميل المنحدر بها بين(‪ 10‬إلى‪)%13‬‬
‫د – في حالة استخدام المنحدرات كمواقف للسيارات فإن الميل بها يكون بين (‪ 5‬و ‪. ) % 8‬‬
‫‪ - 2‬المنحدر الحلزوني ‪.‬‬

‫* – أال يزيد ميل المنحدر الحلزوني في اتجاه واحد سواء للصعود أو النزول عن (‪ )12%‬وكما هو موضح بالشكل‬
‫رقم (‪. )15‬‬
‫* – أال يقل نصف القطر الداخلي للمنحدر الحلزوني عن (‪5.18‬م) وكما هو موضح بالشكل رقم (‪. )15‬‬
‫* – أال يقل عرض المنحدر الحلزوني عن (‪6.10‬م) عندما تكون حركة المرور به باتجاه عقارب الساعة ‪.‬‬
‫منحدر حلزوني ذو اتجاهين‬
‫‪ - 1‬عرض المنحدر الحلزوني في اتجاه عقارب الساعة = ‪ 6.10‬متر ‪.‬‬
‫‪ - 2‬عرض المنحدر الحلزوني في اتجاه عكس عقارب الساعة = ‪4.57‬متر و ال يقل عن ‪3.96‬متر لحركة الصعود‬
‫‪.‬‬
‫منحدر حلزوني ذو اتجاه واحد‬
‫‪ - 1‬عرض المنحدر في اتجاه عقارب الساعة = ‪ 6.10‬متر ‪.‬‬
‫‪ - 2‬عرض المنحدر في اتجاه عكس عقارب الساعة = ‪4.57‬متر ‪.‬‬
‫ب – تصميم األدوار‬

‫يفضل أن تكون الطوابق أفقية ‪ ،‬و االرتفاع الصافي ال يقل عن ‪2.50‬م وارتفاع الدور األرضي ‪3.75‬م لكي يسمح‬
‫باستيعاب المركبات المرتفعة ‪ ،‬وأن تكون المساحة التي تشغلها السيارة من ‪ 37.2 – 27.5‬م‪. 2‬‬
‫‪ – 4 – 5 – 2‬اإلشارات الداخلية‬
‫لما كانت مواقف السيارات تعتبر امتداداً لنظام الشوارع ‪ ،‬فإن هناك حاجة لوجود لوحات إرشادية وتوجيهية ‪ ،‬ويتعين‬
‫أن تكون متناسقة مع اللوحات القياسية بالشوارع ‪.‬‬
‫ويجب أن تصمم اإلشارات بعد استكمال الموقف ‪ .‬والدراسة التي يوصى بها هي القيادة داخل الموقف بسيارة بعد أن‬
‫يستكمل ‪ ،‬وتحدد مواقع اإلشارات على ضوء مشاهدة الخطوط ‪ ،‬ومواقع السيارات الواقفة ‪ ،‬وعوائق الرؤية مثل األشعة‬
‫‪.‬‬ ‫واألعمدة‬ ‫العاكسة‬
‫‪ – 5 – 5 – 2‬المصاعد‬
‫أ – يجب أن تكون جميع المصاعد مجهزة لخدمة المعاقين والعامة من مستخدمي المواقف على حد سواء بحيث تصل‬
‫جميع أدوار الموقف ببعضها بما في ذلك القبو ‪.‬‬
‫ب‪ -‬يراعى أن يتم تزويد المصعد بجرس إنذار وهاتف لمخاطبة مكتب خدمات الموقف في حالة تعطل المصعد‪.‬‬
‫ج – تحدد عدد مصاعد الموقف كما هو موضح بالجدول رقم (‪. )6‬‬
‫جدول رقم (‪)6‬‬

‫عدد مواقف السيارات‬ ‫عدد المصاعدالسعة لكل مصعد ‪ 5‬أفراد‬

‫حتى ‪200‬‬ ‫مصعد واحد‬
‫حتى ‪500‬‬ ‫مصعدان‬
‫حتى ‪1000‬‬ ‫ثالثة مصاعد‬
‫‪ – 6 – 5 – 2‬ساللم الطوارئ‬
‫يتم تأمين ساللم للطوارئ لجميع أدوار المواقف ( متعدد األدوار ) ويجب فصل ساللم النجاة بواسطة أبواب مقاومة‬
‫للحريق ‪ ،‬كما يجب أن تكون ساللم النجاة في أطراف المبنى في مكان مفتوح ‪ ،‬ويجب أن يوصل المخرج النهائي للساللم‬
‫في الطابق األرضي إلى الشارع أو إلى منطقة مكشوفة متصلة بشارع أو طريق ‪ ،‬ويزود بدرابزين ارتفاعه ‪ 1‬متر ‪ ،‬ويجب‬
‫أال تزيد المسافة الفاصلة بين أي نقطة بالموقف وأقرب سلم طوارئ عن (‪30‬م ) ‪.‬‬
‫‪ – 7 – 5 – 2‬أبواب الطوارئ‬
‫* ‪ -‬يتم إنشاء مخارج الطوارئ في جميع األدوار بحيث تؤدي إلىساللم الطوارئ ‪.‬‬
‫* – يجب أن تفتح أبواب مخارج الطوارئ من الداخل إلى الخارج ‪.‬‬
‫* – أن تزود أبواب مخارج الطوارئ بمساعدات ( دفاشات – رافعة هيدروليكية) لتمكنها من الغلق آليا ً (تلقائيا ً ) بعد‬
‫فتحها ‪.‬‬
‫* ‪ -‬أن تكون مقاومة للحريق ‪.‬‬
‫* ‪ -‬أن يكون هناك عالمات إرشادية تحدد االتجاه لمخرج الطوارئ ‪.‬‬
‫‪ – 6 – 2‬مواقف المعوقين ‪.‬‬
‫أ ‪ -‬يتم تخصيص نسبة (‪ )5%‬من مساحة الموقف للمعوقين على أال يقل عدد المواقف المخصصة للمعوقين عن موقفين‬
‫‪.‬‬
‫ب – أن تخصص مواقف المعوقين وفقا ً للضوابط التالية ‪:‬‬
‫‪ – 1‬أال يقل طول الموقف عن ‪5.50‬م ‪.‬‬
‫‪ – 2‬أن يكون عرض الموقف = ‪3.60‬م ‪.‬‬
‫‪ – 3‬أن يتم تخصيص أماكن مواقف المعوقين في أماكن يسهل الحركة فيها ‪ ،‬وأن تكون قريبة من المداخل الرئيسية‬
‫في المباني بحيث تكون على أقصر مسافة تصل بين سيارة المعوق وجهة مقصده ‪.‬‬
‫‪ – 4‬أن تكون أقرب ما يكون من المصاعد ‪.‬‬
‫‪ – 5‬وضع العالمة المميزة للموقف الخاص بالمعوقين للداللة على تخصيص تلك المساحة لوقوف سيارات المعوقين‬
‫فقط وكمـا هـو موضح بالشكل رقم (‪. )16‬‬
‫‪ – 6‬تزويد األرصفة المالصقة للمواقف المخصصة للمعوقين بمنحدرات تسهل عملية حركة المعوق من وإلى سيارته‬
‫وكمـا هـو مـوضح بالشكل رقم (‪. )17‬‬

. ‫ – التمديدات والصرف الصحي‬7 – 2

: ‫أ – لضمان تصريف أي مياه يكون الميل بأرضية الموقف كالتالي‬

‫‪ % 1 – 1‬إلى ‪ % 2‬لطبقة األسفلت ‪.‬‬

‫‪ % 1 – 2‬بالنسبة لطبقات األسمنت البورتالندى ‪.‬‬
‫ب – أال يسمح بصرف المياه المتجمعة بأحد أدوار الموقف على الدور الذى يليه‪ ،‬وتستخدم مصافي من الحديد المطلي‬
‫بدهان لمنع الصدأ أو أي مادة أخرى مناسبة‪ ،‬على أن تكون هذه المصفاة في نهاية ميول التصريف بكل دور‪ ،‬وتكون مجزأة‬
‫إلى أطوال ال تتعدى (‪1.50‬م) وبعرض ال يقل عن (‪20‬سم)‪.‬‬
‫ج – أن تنتهي مصارف المياه بأرضية القبو بخزان ‪ ،‬وأن يزود بالعدد الكافي من المضخات لصرف تلك المياه لخارج‬
‫الموقف إلى المصارف العمومية ‪.‬‬
‫د – أن يتم توفير عدد كاف ٍ من دورات مياه عامة ‪ ،‬واحدة للرجال وأخرى للنساء ‪ ،‬ويفضل أن تكون قريبة من غرفة‬
‫المراقبة الخاصة بالموقف متعدد األدوار ‪.‬‬
‫‪ - 3‬االشتراطات اإلنشائية ‪:‬‬
‫وتشتمل على اآلتي ‪:‬‬

‫‪ – 1 – 3‬أرضية المواقف‬
‫أ – يوضح الشكل رقم (‪-18‬أ) قطاع رأسي بأرضية موقف منشأ على سطح األرض أو موقف بالقبو ‪ ،‬وتتكون أرضية‬
‫الموقف من المواد التالية ‪:‬‬
‫‪ – 1‬طبقة بلوكات سماكة (‪15‬سم ) ‪.‬‬
‫‪ – 2‬طبقات ردم رمل نظيف كل طبقة (‪30‬سم) مرشوش ومدموك جيداً‪.‬‬
‫‪ – 3‬طبقة نظافة من الخرسانة بسماكة (‪5‬سم ) ‪.‬‬
‫‪ – 4‬طبقة عزل رطوبة للقبو ال تقل عن (‪8‬مم) ‪.‬‬
‫‪ – 5‬طبقة خرسانية حماية بسماكة (‪5‬سم ) ‪.‬‬
‫‪ – 6‬ترابيع خرسانية مسلحة ( ‪2.00‬م×‪2.00‬م ) بسماكة ‪ 10‬سـم إلى ‪15‬سم‪.‬‬

‫ب – كما يمكن أن تتكون أرض المواقف من األسفلت وكما هو موضح بالشكل رقم (‪-18‬ب) وكالتالي‪:‬‬
‫‪ – 1‬طبقة من األساس الحجري سماكة ‪20‬سم بعد الرص ‪.‬‬
‫‪ – 2‬طبقة تأسيس أولى باألسفلت السائل بمعدل ‪1.50‬كجم‪/‬م‪.)MCI( 2‬‬
‫‪ – 3‬طبقة أساس من خرسانة األسفلت الساخن بسمك من ‪5‬سم إلى ‪ 7‬سم بعد الرص ‪.‬‬

‫‪ – 2 – 3‬الجدران الجانبية ‪:‬‬

‫أن تكون الجدران الجانبية باألدوار المتكررة أو األرضية مـن وحدات منفصلة (‪ )PANELS‬من الخرسانة المسلحة‬
‫‪ ،‬وبارتفاع ال يقل عن ‪120‬سم من أرضية الموقف ‪ ،‬وال يزيد طول أي منها عن ‪5.00‬م مع وجود فواصل بمقدار ‪ 3‬سم‬
‫بين كل وحدة واألخرى وكما هو موضح بالشكل رقم (‪.)19‬‬

‫‪ – 3 – 3‬أنواع المصدات الخرسانية بأرضية الموقف‬

‫وهي تنفذ في أرضية المواقف أمام اإلطارات األمامية للسيارات ‪ ،‬وأن يبعد مركزها عن جدار أو رصيف الموقف‬
‫بمقدار ( ‪ 76‬سم ) وتنفذ وفقا ً لما يتضح من شكل رقم (‪. )20‬‬

: ‫ االشتراطات الميكانيكية‬- 4
‫ – اشتراطات التهوية بالمواقف‬1 – 4

‫تتم تهوية مواقف السيارات بإحدى الطريقتين التاليتين ‪:‬‬

‫أ ‪ -‬التهوية الطبيعية وهي التي تتم بدون استخدام أجهزة ميكانيكية‪ ،‬وتعتمد على التيار الهوائي الذي يمر عبر المواقف‬
‫‪.‬‬
‫ب‪ -‬التهوية الصناعية وهي التي تتم باستخدام أجهزة كهربائية ميكانيكية بالمواقف المغلقة ‪.‬‬
‫‪ – 2 – 4‬المواقف التي تتم تهويتها طبيعيا‬
‫هي المواقف المفتوحة التي تنشأ على سطح األرض ‪ ،‬أو المواقف متعددة األدوار والتي تسمح بمرور التيار الهوائي‬
‫الخارجي خاللها عبر الجدران المتقابلة بالموقف ‪ ،‬وبذلك يتجدد الهواء تلقائيا ً بمرور تيار الهواء الطبيعي دون الحاجة إلى‬
‫التهوية ‪.‬‬
‫‪ – 3 – 4‬المواقف التي تتم تهويتها ميكانيكيا‬
‫وهي المواقف المغلقة التي تنفذ عادة في األقبية أو التي ال توجد بها فتحات تسمح بالتهوية الطبيعية خالف الفتحات‬
‫المخصصة لدخول وخروج السيارات ‪.‬‬
‫أ ‪ -‬إذا كانت مساحة األرض الخاصة بمواقف السيارات بالقبو في حدود ‪2500‬م‪ 2‬أو أكثر فيركب مروحة شفط وطرد‬
‫وتحريك هواء (خدمة شاقة ‪) DUTY HEAVY‬على المنور المصمم لهذا الغرض بالمواقف لتحريك الهواء الموجود‬
‫بالقبو ‪.‬‬
‫ب‪ -‬تصمم المناور ويحدد مكانها بالموقف بحيث يمكن من خاللها سحب الهواء الموجود في أي مكان بالموقف ‪.‬‬
‫ج – يتم اختيار قدرة أجهزة سحب الهواء الموجودة في أي مكان بالموقف بحيث يتم سحب الهواء بالموقف في مدة ال‬
‫تزيد عن ‪ 120‬ثانية ‪.‬‬
‫د ‪ -‬هذا النوع من المواقف يحتاج إلى جهاز لتبديل الهواء الداخلي بهواء خارجي نقي ‪ ،‬ويمكن أن يتم ذلك عبر الحوائط‬
‫وزواياها بتساو‪ ،‬ويستمر السحب إلى أعلى المبنى أو إلى مكان مفتوح للهواء الخارجي‪.‬‬
‫هـ‪ -‬يمكـن استخدام مجري الهواء ( ‪ ) DUCT‬من داخل المواقف إلى أعلى المبنى ( فوق السطح ) ‪.‬‬
‫‪ – 4 – 4‬تعليمات وإرشادات ميكانيكية‬
‫أ ‪ -‬أن يركب جهاز سحب الهواء على المنور ‪ ،‬ويركب جهاز لكل منور بالموقف ‪.‬‬
‫ب‪ -‬أن تكون األجهزة المستخدمة في سحب الهواء محكمة التثبيت بحيث ال تصدر عنها أصوات مزعجة أثناء التشغيل‬
‫بسبب اهتزازها ‪.‬‬
‫ج – أن تكون أجهزة سحب وتجديد الهواء الداخلي بالموقف من نوع يتحمل الظروف المناخية المحلية مثل الشمس‬
‫ودرجات الحرارة المرتفعة واألمطار والغبار والصدأ ‪.‬‬
‫د ‪ -‬أن تكون أجهزة سحب الهواء من نوعية معروفة وعبر وكيل معتمد بالمملكة يمثل الشركة المصنعة ‪ ،‬وأن يضمن‬
‫توفير قطع الغيار الالزمة لهذه األجهزة لمدة خمس سنوات على األقل ‪.‬‬
‫هـ‪ -‬أن تكون األجهزة المستخدمـة صالحـة للعمـل على جهد أو ‪ 127/220‬فولت ‪ 60‬هيرتز أو حسب الجهد المتوفر‬
‫بالمنطقة ‪.‬‬
‫‪ - 5‬االشتراطات الكهربائية ‪:‬‬
‫‪ – 1 – 5‬اشتراطات عامة‬
‫أ ‪ -‬أن يكون التصميم والتنفيذ متمشيا ً مع أحد النظم المحلية أو العالمية ‪.‬‬
‫ب‪ -‬أن يراعى توفير خدمة مستمرة وطويلة بصورة اقتصادية وأدنى تكلفة للصيانة ‪.‬‬
‫ج – أن تكون المعدات واألجهزة الكهربائية من النوع المغلق لحمايتها من الغبار ‪.‬‬
‫د ‪ -‬شدة اإلنارة ‪ :‬ويتم تصميم اإلنارة طبقا ً للقيم القياسية الموضحة بالجدول التالي ‪:‬‬
‫جدول رقم (‪)7‬يوضح الحد األدنى لشدة اإلنارة‬

‫مسلسل‬ ‫المـــكان‬ ‫الحد األدنى لشدة اإلنارة‬

‫‪1‬‬ ‫مواقف السيارات الداخلية‬ ‫لوكس ‪200‬‬
‫‪2‬‬ ‫الممرات الحلزونية المنحدرة‬ ‫لوكس ‪100‬‬
‫‪3‬‬ ‫ممرات الخروج وطرق الوصول‬ ‫لوكس ‪500‬‬
‫‪4‬‬ ‫غرف المفاتيح الكهربائية والمحركات‬ ‫لوكس ‪320‬‬
‫‪5‬‬ ‫غرف المحوالت‬ ‫لوكس ‪300‬‬
‫‪6‬‬ ‫أكشاك المراقبين وماكينات التذاكر‬ ‫لوكس ‪400‬‬
‫هـ‪ -‬يتـم توفير اإلنـارة في مناطق وقوف السيارات بواسطة تجهيزات مقاومة للتآكل والعوامل الجوية مثل الغبار‬
‫والحرارة والرطوبة ‪ ،‬وتكون مصنوعة من قطعة واحدة من معدن األلمنيوم المدهون أو من البالستك المقوى بالزجاج ‪.‬‬
‫و – تتم إنارة الممرات المنحدرة باستخدام وحدات إنارة مناسبة مثبتة بالسقف أو على الجدران مباشرة ‪ ،‬أو تجهيزات‬
‫غائرة في الجدران من الصاج المدهون ‪.‬‬
‫ز ‪ -‬العالمات اإلرشادية المضيئة ‪:‬‬
‫‪ – 1‬تركب في األماكن المختلفة حسب االستخدام ‪ ،‬ومصدر الضوء فيها هو أنابيب الفلورسنت ‪ ،‬وتثبت على األسقف‬
‫أو الجدران ‪.‬‬
‫‪ – 2‬يتم تغذيتها بالتيار الكهربائي من جهاز الطاقة الخاص بالطوارئ ‪.‬‬
‫ح – تأمين مولد كهرباء احتياطي للطوارئ بقدرة كافية لتشغيل ثلث وحدات اإلنارة المخصصة للطوارئ بالمواقف‬
‫والممرات والمنحدرات والعالمات المضيئة والمصاعد والساللم الكهربائية ‪.‬‬
‫ط – أن يتم التحكم في تشغيل اإلنارة من مكان واحد سواء عن طريق مفاتيح اإلنارة العادية أو عن طريق مفاتيح‬
‫تشغيل عن بعد ( ‪ )PUSH - BUTTON‬بحيث تتم تغذية كل دور عن طريق لوحة توزيع فرعية مستقلة ‪.‬‬
‫ي – أن يتم تأمين عالمات مضيئة مناسبة على مداخل المواقف توضح امتالء أو شغور الموقف ‪ ،‬وذلك بالمواقف‬
‫العامة ‪.‬‬
‫ك – أن يتم تأمين وسائل إنذار عن الحريق ‪.‬‬
‫ل – عالوة على االشتراطات السابق ذكرها تراعى بعض االشتراطات اإلضافية التالية ‪:‬‬
‫‪ – 1‬أن تجهز مداخل ومخارج المواقف بغرف للتحكم والمراقبة وحواجز آلية للتحكم في حركة الدخول والخروج ‪،‬‬
‫وتعمل بالتيار الكهربائي حسب الجهد والذبذبة لشركة الكهرباء المحلية ‪.‬‬
‫‪ – 2‬في حالة انقطاع التيار الكهربائي يمكن أن تعمل الحواجز اآللية بطريقة يدوية ‪.‬‬
‫‪ – 3‬أن توضع لوحات مضيئة أعلى المداخل والمخارج الرئيسية لتبين اتجاه حركة المرور عند المداخل والمخارج ‪،‬‬
‫ويتم تشغيلها من غرفة التحكم والمراقبة ‪.‬‬
‫‪ – 2 – 5‬األنابيب وصناديق السحب واالتصال‬
‫أ ‪ -‬أن تكون األنابيب من مادة البالستيك عديد كلوريد الفينيل ( ‪ )P .V.C‬الصلب الثقيل ‪.‬‬
‫ب‪ -‬يتم تمديد المواسير داخل األسقف الخرسانية والجدران ‪ ،‬ويالحظ تركيب وصالت مرنة عند فواصل التمدد بهيكل‬
‫المبنى ‪.‬‬
‫ج – يتم وصل األنابيب ببعضها باستعمال الوصالت الخاصة بذلك أومواد اللحام المناسبة ( المذيب الخاص ) وفقا ً‬
‫لتعليمات الشركة المصنعة ‪.‬‬
‫د – مراعاة استقامة تمديد األنابيب ‪ ،‬وال يجوز عمل أكثر من انحناءين في الخط الواحد بين صندوق سحب ( أو اتصال‬
‫) والصندوق الذي يليه‪.‬‬
‫هـ‪ -‬أن يؤخذ باالعتبار عند تركيب مواسير التمديدات الكهربائية أال تقل المسافات الفاصلة بينها وبين مواسير التمديدات‬
‫األخرى عن األرقام الواردة في الجدول رقم (‪. )8‬‬
‫جدول رقم (‪ )8‬يوضح المسافات الفاصلة بين أنابيب التمديدات الكهربائية وأنابيب التمديدات األخرى‬

‫المسافات الفاصلة‬ ‫االستخدام‬

‫سم ‪30‬‬ ‫الساخن لتمديدات األنابيب الموازية لمواسير البخار والماء‬
‫سم ‪15‬‬ ‫الساخن لتمديدات األنابيب المتقاطعة مع مواسير البخار والماء‬
‫سم ‪7.5‬‬ ‫الماء البارد لتمديدات األنابيب الموازية أو المتقاطعة مع مواسير‬
‫و ‪ -‬تكون أقطار األنابيب مناسبة لعدد الموصالت الممددة ‪ ،‬وبحيث ال يزيد معامل اإلشغال لألسالك ضمن األنبوب‬
‫عن ‪. %40‬‬
‫ز ‪ -‬تكون صناديق السحب واالتصال والمخارج من الحديد المجلفن أو من البالستيك (‪ )P.V.C‬المتين والثقيل ومناسبة‬
‫للتركيب مع شبكة األنابيب والتمديدات الكهربائية ‪.‬‬
‫ح ‪ -‬يراعى تزويد الصناديق المستعملة في األماكن الرطبة أو خارج المباني بحشو خاص ( ‪ )GASKET‬لمنع تسرب‬
‫المياه والرطوبة إليها ‪.‬‬
‫ط – أن يتم ربط األنابيب في الصناديق بواسطة جلب خاصة ‪.‬‬
‫‪ – 3 – 5‬الموصالت والكابالت‬
‫أ ‪ -‬أن تكون الموصالت والكابالت من النحاس األحمر ذات قلب من موصل واحد أو موصالت مجدولة ومعزولة بمادة‬
‫البالستيك (عديد كلوريد البوليفينيل ) (‪ )P.V.C‬المقنن لتحمل درجة حرارة ال تقل عن ‪ْ 85‬م ‪ ،‬ومقننة لجهد ال يقل عن‬
‫‪ 750 / 450‬فولت ‪.‬‬
‫ب – أن تستعمل الموصالت والكابالت بأطوال مستمرة ‪ ،‬وال يسمح بعمل وصالت إال في صناديق االتصال وباستعمال‬
‫وصالت مناسبة ‪ ،‬وال يجوز استخدام الشريط البالستيكي ‪.‬‬
‫ج – أن يكون نظام ألوان عوازل موصالت التمديدات الكهربائية طبقا ً للجدول رقم (‪. )9‬‬
‫النوع‬ ‫اللون‬
‫خط الحيادي‬ ‫أزرق‬
‫خط األرضي‬ ‫أخضر مع اصفر أو أخضر‬
‫خط الطور‬ ‫أي لون غير خط الحيادي وخط األرضي‬
‫‪ -4 – 5‬تمديدات الكابالت األرضية‬
‫أ – داخل المبنى ‪ :‬أن تستخدم الكابالت من النوع المسلح ‪ ،‬وتمدد تحت البالط مباشرة أو غير المسلح مع موصل‬
‫منفصل للتأريض ‪ ،‬وتمدد داخل أنابيب بالستيكية أو مجاري خاصة ‪.‬‬
‫ب‪ -‬درجات االنحناء ‪ :‬وكما هي مبينة بالجدول رقم (‪. )10‬‬
‫نوع الكابل‬ ‫نصف قطر االنحناء‬
‫ضعف قطر الكابل غير مسلح‬ ‫‪8 – 10‬‬
‫مسلح ضعف قطر الكابل‬ ‫‪10 – 12‬‬
‫‪ - 5 – 5‬لوحات التوزيع الكهربائية ‪.‬‬
‫أ ‪ -‬اللوحات الفرعية ‪:‬‬
‫‪ – 1‬أن تصنع من ألواح معدنية بسماكة ال تقل عن (‪1‬مم) ومدهونة ببوية الفرن باللون الرمادي ‪ .‬وال يقل مستوى‬
‫العزل فيهـا عـن (‪ 500‬ف) ‪.‬‬
‫‪ – 2‬أن تجهز بباب أمامي وتكون درجة الحماية (‪ )P421‬وقضبان توزيع بسعة مناسبة للحمل ‪ ،‬باإلضافة إلى قضيب‬
‫الحيادي وتأريض منفصل مثبت بجسم اللوحة جيداً ‪.‬‬

‫‪ – 3‬أن تركب اللوحات غاطسة في الجدار أو ظاهرة عليه بحيث يكون طرفها السفلي بارتفاع ال يقل عن (‪150‬سم )‬
‫عن سطح البالط‪ ،‬وتحتوي على القواطع اآللية باألعداد والسعات المناسبة لألحمال ‪.‬‬
‫ب‪ -‬لوحات التوزيع الرئيسية ‪:‬‬
‫‪ – 1‬أن تصنع من ألواح معدنية بسماكة ال تقل عن (‪1.50‬مم) على شكل خزانة مدهونة ببوية الفرن ‪ ،‬ومستوى العزل‬
‫فيها ال يقل عن (‪500‬ف) ‪.‬‬
‫‪ – 2‬أن يتم تركيب عدد ‪ 4‬قضبان توزيع نحاسية بالمقاطع المناسبة ‪ ،‬ويخصص أحد هذه القضبان لخط التعادل الذي‬
‫يتم عزله عن جسم اللوحة باإلضافة إلى قضيب األرضي المتصل بجسم اللوحة ‪.‬‬
‫‪ – 3‬أن تجهز اللوحة بأجهزة القياس التالية ‪:‬‬
‫أ ‪ -‬عدد ‪ 1‬جهاز لقياس الجهد (فولتميتر ) مع مفتاح اختبار لقياس الجهد ‪.‬‬
‫وعدد ‪ 3‬جهاز لقياس التيار (أمبيرميتر) مع محوالت التيار المناسبة ) ‪ .‬وعدد ‪ 3‬لمبات بيان ‪.‬‬
‫ب‪ -‬أن يترك فراغ كاف ٍ في أسفل اللوحة بارتفاع ال يقل عن ‪30‬سم من القاعدة لربط كابالت التغذية بنقط النهايات‬
‫المثبتة بهذا الفراغ ‪.‬‬
‫ج – أن يراعى عدم ربط الكابالت مباشرة في األجهزة أو ربط أكثر من كابل في نقطة نهاية واحدة ‪.‬‬
‫د ‪ -‬أن يتم تركيب اللوحة على مجرى خرساني أو قاعدة أسمنتية بارتفاع ‪20‬سم عن سطح األرض ‪.‬‬
‫‪ – 6 – 5‬شبكة التأريض‬
‫أ – تؤرض جميع وحدات اإلنارة والمآخذ الكهربائية والقطع المعدنية غير الحاملة للتيار الكهربائي في األجهزة‬
‫الكهربائية وحديد تسليح األساسات للمباني ‪.‬‬
‫ب – في حالة استخدام كابالت مسلحة بين اللوحات الفرعية والرئيسية يمكن استخدام تسليح الكابل كموصل تأريض ‪.‬‬
‫ج – أال تزيد مقاومة األرضي عن ‪ 25‬أوم ‪.‬‬
‫‪ – 6‬احتياطات األمان والسالمة ‪:‬‬
‫‪ – 1 – 6‬المداخل والمخارج‬
‫أ – أن يزود كل مدخل وكل مخرج بعالمة مضيئة توضح المدخل أو المخرج كتابة ‪.‬‬
‫ب‪ -‬أن يزود كل مدخل بلوحة تحدد االرتفاع المسموح به للدخول ‪ ،‬وتوضع هذه اللوحة بحيث يسمح لها بالحركة عند‬
‫مالمستها لسطح السيارة التي تتجاوز االرتفاع المسموح به ‪.‬‬
‫ج – أن توضع حواجز متحركة على المداخل والمخارج في المواقف الخاصة ‪ ،‬وكذلك المواقف العامة التي يقوم عليها‬
‫مستثمرون ‪.‬‬
‫د – أن يتم التأكد من نظامية ميول األرضية أو األرصفة المؤدية لمداخل المواقف أو مخارجها ‪ ،‬بحيث تكون الميول‬
‫بطريقة تضمن عدم ارتفاع منسوب الرصيف أو هبوطه أمـام المداخل أو المخارج بشكل يعـوق حركة المشاة أو المعوقين‬
‫‪ ،‬كما يتم تخطيط الرصيف المؤدي للمداخل أو المخارج بلون واضح لتأمين سالمة عبور المشاة ‪ ،‬وكما تم إيضاحه بالشكل‬
‫رقم (‪. )12‬‬
‫‪ – 2 – 6‬المنحدرات‬
‫أن تستخدم موانع االنزالق ( النتوءات) بأرضية منحدرات المداخل والمخارج لمنع انزالق السيارات عند الصعود‬
‫والحد من سرعتها عند النزول ‪ .‬انظر الشكل رقم (‪)21‬‬
‫‪ – 3 – 6‬األرصفة‬
‫عمل مصدات خرسانية مسلحة بأرضية الموقف تساعد على وقوف السيارة بالحيز المحدد لها ‪ ،‬وتحول دون إعاقة‬
‫السيارات لحركة المشاة عند وقوفها وكما هو موضح بالشكل رقم (‪. )22‬‬

‫‪ – 4 – 6‬أجهزة اإلطفاء‬
‫أ ‪ -‬أن يزود كل طابق بأجهزة اإلطفاء الالزمة ‪ ،‬وتتبع تعليمات السالمة التي يطلبها الدفاع المدني في هذا الصدد ‪.‬‬
‫ب‪ -‬أن تزود المواقف متعددة األدوار بنظام إطفاء مناسب يعمل آليا ً عند الحاجة ‪.‬‬
‫‪ – 5 – 6‬حماية الجدران واألعمدة‬
‫أ ‪ -‬أن توضع المصدات الخرسانية المسلحة أمام اإلطارات األمامية للسيارات بأرضية الموقف لكل سيارة وبمسافة ال‬
‫تقل عن ‪ 76‬سم عن حائط الموقف إلى منتصف المصدة وكما هو موضح بالشكل رقم (‪-23‬أ ) ‪.‬‬
‫ب – أن توضع زوايا معدنية أو أي مادة أخرى مقاومة للصدمات والصدأ وبأبعاد مناسبة على زوايا األعمدة بالموقف‬
‫لتأمين سالمتها ولحمايتها من الصدمات وكما هو موضح بالشكل رقم (‪-23‬ب ) ‪.‬‬



‫‪ - 7‬التشغيل والصيانة ‪:‬‬
‫‪ – 1 – 7‬التشغيل‬
‫أ – أن يتم تشغيل الحواجز المتحركة على مداخل ومخارج ومواقف السيارات آليا ً أو بواسطة عامل في المواقف‬
‫الخاصة والمواقف العامة التي يقوم عليها مستثمرون ‪.‬‬
‫ب‪ -‬أن يتم وضع العالمات اإلرشادية التي تحدد السرعة بالموقف والدالة على االتجاهات والمنعطفات والمنحدرات‬
‫ومخارج الطوارئ واالرتفاعات ودورات المياه والمصاعد ‪ ،‬ويتم تشغيل العالمات المضيئة اإلرشادية آليا ً أو عن طريق‬
‫غرفة التحكم ‪ ،‬ويتم تشغيل إشارات الطوارئ آليا ً ‪.‬‬
‫ج – أن يتواجد مراقب يقوم باإلشراف على تشغيل الموقف تكون من مسئولياته التأكد من عدم استخدام الموقف لغير‬
‫الغرض الذي أنشئ من أجله ‪.‬‬
‫د ‪ -‬أن تسجل أرقام لوحات السيارات التي تبقى بالموقف أكثر من ‪ 24‬ساعة مع إبالغ المرور والشرطة عنها مالم يكن‬
‫هناك تفاهم مسبق عليها‪ ،‬ويتم هذا اإلجراء بالمواقف الخاصة وأيضا ً بالمواقف العامة التي يقوم بتشغيلها مستثمرون ‪.‬‬
‫‪ – 2 – 7‬الصيانة‬
‫أ ‪ -‬أن يجرى الكشف على أجزاء المبنى اإلنشائية بالمواقف دوريا ً وإجراء الصيانة الالزمة لها ‪.‬‬
‫ب‪ -‬اختبار جهاز إطفاء الحريق اآللي بالموقف دوريا ً ‪ ،‬وتتم صيانة جميع أنابيب طفايات الحريق الموجودة بالموقف‬
‫دوريا ً ‪.‬‬
‫ج – تجرى صيانة مواسير تصريف المياه ومضخات المياه والخزانات دوريا ً ‪.‬‬
‫د ‪ -‬صيانة جميع العالمات اإلرشادية ومصابيح اإلنارة وتبديل التالف منها وصيانة العالمات المضيئة ‪.‬‬
‫هـ‪ -‬تنظيف الموقف من األتربة والنفايات بصفة دائمة ‪.‬‬
‫و ‪ -‬صيانة األجهزة الميكانيكية الخاصة بتجديد الهواء دوريا ً ‪.‬‬
‫ز ‪ -‬أن يتم صيانة المصاعد بصفة دورية ‪.‬‬
‫ح – دهان الخطوط الموجودة بأرضية الموقف دوريا ً ‪.‬‬
‫‪ – 3 – 7‬مكتب خدمة الموقف‬
‫أ – أن يتم توفير مكتب لخدمة ا لموقف وذلك في المواقف العامة على أن يكون بموقع يشرف على حركة الدخول‬
‫والخروج ‪.‬‬
‫ب‪ -‬أن تكون مسئولية المكتب مالحظة السيارات بالموقف ومراقبة الدخول والخروج ‪ ،‬باإلضافة إلى اإلشراف على‬
‫صيانة الموقف وتوفير المتطلبات الضرورية لتشغيله على أفضل وجه ‪.‬‬

Appendix- I Typical Drawings

(6)
NTS
SHO
ME
ART
PS (1
AP
)
SHOPS
OFFICE
PAR
SUPER MARKET
KING
MAR
APARTMENTS
MOS
SUP
LOT
PARK
KET
QUE
(11)
ER
VILLA
(3)
(10)
PLOT BOUNDARY
MOSQUE
PARKING LOT
EXISTING
RECOMMENDED
SHO
PAR
VILL
PS (4
K (9
AS (7
SHO
)
PS (2
)
)
OFF
ICE
(5)
VILL
AS
(8)
KINGDOM OF SAUDI ARABIA

MINISTRY OF INTERIOR
Plots Land Use Land Use Code 1 Independent Variable Used Land Use Intensity for Trip Generation Total Area (Sq. m) Total Trips Generated 2 (vph)
1 SHOPS 506 GFA 11,542 20,984.98 693
2 SHOPS 506 GFA 10,859 19,742.78 652

3 SUPERMARKET 505 GFA 3,034 5,517.27 91
4 SHOPS 506 GFA 3,088 5,614.57 185

5 OFFICE 604 GFA 3,861 7,020.86 15
6 APARTMENTS 102 Units 48 29,141.85 18
7 VILLAS 101 Units 24 20,310.41 37
8 VILLAS 101 Units 16 14,486.14 25

9 PARK Local 15,954.28
10 MOSQUE Local 3,679.72
11 PARKING LOT N/A N/A N/A 3,076.13
Notes: Totals 216,182.12 1,716
1. Trip Generation rates from Riyadh Trip Generation Manual
2. AM Peak Hour
Before Mitigation
THE SITE
SIGN POST
THE SIGNAL HEADS
SIT
E
Site Location
After Mitigation
THE
SIT
E KINGDOM OF SAUDI ARABIA
Before Modifications
PLOT BOUNDARY
PAINTED AREA
COLUMN
WALL
HANDICAP STALLS
UP
DOWN
Site Location
UP
DOWN

1:15
After Modifications
PLOT BOUNDARY
PAINTED AREA
COLUMN
WALL
HANDICAP STALLS
UP
DOWN
Site Location
UP
DOWN

1:15
(6)
NTS
SHO
ME
ART
PS (1
AP
)
SHOPS
OFFICE
PAR
SUPER MARKET
KING
MAR
APARTMENTS
MOS
SUP
LOT
PARK
KET
QUE
(11)
ER
VILLA
(3)
(10)
PLOT BOUNDARY
MOSQUE
PARKING LOT
EXISTING
RECOMMENDED
SHO
PAR
VILL
PS (4
K (9
AS (7
SHO
)
PS (2
)
)
OFF
ICE
(5)
VILL
AS
(8)

Plots Land Use Land Use Code 1 Independent Variable Used Land Use Intensity for Trip Generation Total Area (Sq. m) Total Trips Generated 2 (vph)
1 SHOPS 506 GFA 11,542 20,984.98 693
2 SHOPS 506 GFA 10,859 19,742.78 652

3 SUPERMARKET 505 GFA 3,034 5,517.27 91
4 SHOPS 506 GFA 3,088 5,614.57 185

5 OFFICE 604 GFA 3,861 7,020.86 15
6 APARTMENTS 102 Units 48 29,141.85 18
7 VILLAS 101 Units 24 20,310.41 37
8 VILLAS 101 Units 16 14,486.14 25

9 PARK Local 15,954.28
10 MOSQUE Local 3,679.72
11 PARKING LOT N/A N/A N/A 3,076.13
Notes: Totals 216,182.12 1,716
1. Trip Generation rates from Riyadh Trip Generation Manual
2. AM Peak Hour
Before Mitigation
THE SITE
SIGN POST
THE SIGNAL HEADS
SIT
E
Site Location
After Mitigation
THE
SIT
E KINGDOM OF SAUDI ARABIA
Before Modifications
PLOT BOUNDARY
PAINTED AREA
COLUMN
WALL
HANDICAP STALLS
UP
DOWN
Site Location
UP
DOWN

1:15
After Modifications
PLOT BOUNDARY
PAINTED AREA
COLUMN
WALL
HANDICAP STALLS
UP
DOWN
Site Location
UP
DOWN

1:15

A) Jeddah - S TIA Guidelines V1 0 - February 2015

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Kingdom of Saudi Arabia

Ministry of Municipality & Rural Affairs

Transportation Impact Assessment Guidelines

Developers and Consultants Manual

and updates to the Manual or support materials will be provided.

Kingdom of Saudi Arabia

Jeddah's Transportation Impact Assessment Guidelines V1.0 February/2015

2.0 TIA in the Jeddah Development Process .............................................. 2-1

3.0 Qualifications of Consultants and Engineers ....................................... 3-1

4.0 The TIA Application................................................................................. 4-1

5.0 Elements of a TIA Report........................................................................ 5-1

Jeddah's Transportation Impact Assessment Guidelines V1.0 February/2015

5.20 Access Management .................................................................................................... 5-18

6.0 No Significant Impacts Finding Report (NSIFR) ................................... 6-1

10.0 Strategic Transport Modeling Protocol ............................................... 10-1

Jeddah's Transportation Impact Assessment Guidelines V1.0 February/2015

Jeddah's Transportation Impact Assessment Guidelines V1.0 February/2015

Document Revision/ Update History

Jeddah's Transportation Impact Assessment Guidelines V1.0 February/2015

1.1 What is Transportation Impact Assessment (TIA)?

1.1.1 Definition and Scope of a TIA

1.1.2 Output of a TIA

1.1.3 When should a TIA be initiated?

Jeddah's Transportation Impact Assessment Guidelines V1.0 February/2015

1.1.4 TIA Mandatory for All New Land Plans

1. Non-aligned streets (result of adjacent streets belonging to different plans

These deficiencies frequently lead to chronic congestion and safety

Jeddah's Transportation Impact Assessment Guidelines V1.0 February/2015

1.1.5 Multi-Modal Focus

1.2 Administrative Overview and Mission

1.2.1 Administrative Goals of the TIA Process

Jeddah's Transportation Impact Assessment Guidelines V1.0 February/2015

Ensure of the implementation of road improvements needed to accommodate

1.2.2 Technical Goals of the TIA Process

Although Amana has required TIA's for new

Jeddah's Transportation Impact Assessment Guidelines V1.0 February/2015

In putting forth the guidelines and requirements in this

 Ensure that local knowledge is used along with site observations.

 Manage various improvements to avoid conflict and to ensure maximum utility.

1.3 Scope of the DCM

1.3.1 The TIA Process in Relation to the Overall Development Process

I. Pre-TIA Application Process

Jeddah's Transportation Impact Assessment Guidelines V1.0 February/2015

II. TIA Process

III. Post-TIA Approval Process

1.3.2 Minimum Requirements in Relation to the Development Process

1.3.3 The DCM as a Living Document

1.4 Acronyms, Terms and Definitions

1.5 DCM Guidelines Document Structure

Jeddah's Transportation Impact Assessment Guidelines V1.0 February/2015

1.5.1 Organizational Arrangement of the DCM

The overall structure of the DCM Guidelines document

1.5.2 Potential for Additional Requirements

Jeddah's Transportation Impact Assessment Guidelines V1.0 February/2015

2.0 TIA in the Jeddah Development Process

Figure 2-1 Jeddah Development Process

Pre-TIA Application Process

Post-TIA Approval Process

Jeddah's Transportation Impact Assessment Guidelines V1.0 February/2015

2.1 Pre-TIA Application Process

These steps are listed as follows:

STEP 2 Hire a Design Firm that either has qualified