ITS DIP Final Report

ITS Deployment and Integration Plan
for Saudi Arabia
Final Report
Submitted to the UNDP Project of the Ministry of Transport, Kingdom of Saudi Arabia,
"SAU/07/001 – Road and Transport Management Project – Phase II"
HE Eng. Abdullah A. Al Mogbel, Deputy Minister for Transport for Roads and National Project
Coordinator, Ministry of Transport, Riyadh 11178, Kingdom of Saudi Arabia
Prepared by Dornier Consulting in cooperation with Rapp Trans

and with local support
December 2011
ITS Deployment and Integration Plan for KSA
Final Report
Document History:
Version Date Author/Editor Activities/Changes

1.0 14.03.2011 Dr. Stefan Denzinger Draft Report
Final Report incorporating final com-
2.0 28.12.2011 Rizwan Ali ments from MOT and stakeholder work-
shop
ITS-DIP ITS DIP Final Report 2_English.Doc Page 2 of 108

Final Report
Table of Contents
EXECUTIVE SUMMARY....................................................................................................... 5
1 PROJECT APPROACH.................................................................................................. 5
1.1 Introduction .................................................................................................................................. 5
1.2 Background .................................................................................................................................. 5
1.3 Study Objectives .......................................................................................................................... 5
1.4 Methodology................................................................................................................................. 5
1.5 Stakeholder Meetings .................................................................................................................. 5
2 FRAMEWORK FOR THE ITS DEPLOYMENT & INTEGRATION PLAN...................... 5

2.1 ITS Framework for Saudi Arabia ................................................................................................. 5
2.2 ITS Domains, Groups and Services for Saudi Arabia................................................................ 5
2.3 Deployment Types and ITS User Service Packages.................................................................. 5
3 DEPLOYMENT AND INTEGRATION PLAN.................................................................. 5

3.1 Introduction .................................................................................................................................. 5
3.2 Project Overview .......................................................................................................................... 5
3.3 Network Wide Projects ................................................................................................................ 5
3.4 Riyadh Region .............................................................................................................................. 5
3.5 Al Madinah al-Munawwarah......................................................................................................... 5
3.6 Qassim .......................................................................................................................................... 5
3.7 Makkah Al Mukarramah ............................................................................................................... 5
3.8 Eastern Region ............................................................................................................................. 5
3.9 Al Bahah........................................................................................................................................ 5
3.10 Asir ................................................................................................................................................ 5
3.11 Tabuk ............................................................................................................................................ 5
3.12 Hail ................................................................................................................................................ 5
3.13 Al Jawf .......................................................................................................................................... 5
3.14 Jizan .............................................................................................................................................. 5
3.15 Najran ............................................................................................................................................ 5
3.16 Northern Borders ......................................................................................................................... 5
APPENDIX

Final Report
List of Figures
Figure 1 MOT Traffic Management Strategies and related ITS Tools ..................................... 5
Figure 2 Approach for the Development of the ITS Deployment and Integration Plan ............ 5
Figure 3 General Framework for an ITS Deployment Plan (Source: ISO TR 24098) .............. 5
Figure 4 Framework of the ITS Deployment and Integration Plan for Saudi Arabia (Source:
ISO, adjusted) ............................................................................................................ 5
Figure 5 Regions of Saudi Arabia ............................................................................................ 5
Figure 6 Deployment types and stakeholder relationships (schematic overview all regions) .. 5
Figure 7 Example of a typical urban expressway in Saudi Arabia ........................................... 5
Figure 8 Deployment type “Urban Expressways” and stakeholder relationships..................... 5
Figure 9 Example of a typical inter-urban expressway in Saudi Arabia ................................... 5
Figure 10 Deployment type “Inter-Urban Expressways” and stakeholder relationships ............ 5
Figure 11 Example of a typical tunnel in Saudi Arabia............................................................... 5
Figure 12 Example of a highway tunnel management control centre ........................................ 5
Figure 13 Typical ITS installation in a road tunnel ..................................................................... 5
Figure 14 Location of road tunnels in Saudi Arabia ................................................................... 5
Figure 15 Deployment type “Tunnels” and stakeholder relationships ........................................ 5
Figure 16 Example: Web site providing real time information on border traffic.......................... 5
Figure 17 Web site providing information on typical border traffic situation............................... 5
Figure 18 Deployment type “Border” and stakeholder relationships .......................................... 5
Figure 19 Deployment type “Network Wide Projects” and stakeholder relationships ................ 5
Figure 20 Weigh station aside inter-urban expressway in Saudi Arabia.................................... 5
Figure 21 Weigh station management ....................................................................................... 5
Figure 22 Current locations of weigh stations on MOT network ................................................ 5
Figure 23 Traffic counting and classification management ........................................................ 5
Figure 24 Traffic information system.......................................................................................... 5
Figure 25 Map of traffic problems in Riyadh region ................................................................... 5
Figure 26 Deployment types and stakeholder relationships (Ar Riyadh region) ........................ 5
Figure 27 Map of traffic problems in Madinah region................................................................. 5
Figure 28 Deployment types and stakeholder relationships (Madinah region) .......................... 5
Figure 29 Map of traffic problems in Qassim region .................................................................. 5
Figure 30 Deployment types and stakeholder relationships (Qassim region)............................ 5
Figure 31 Map of traffic problems in Makkah region .................................................................. 5
Figure 32 Deployment types and stakeholder relationships (Makkah region) ........................... 5
Figure 33 Map of traffic problems in Eastern region .................................................................. 5
Figure 34 Deployment types and stakeholder relationships (Eastern region)............................ 5
Figure 35 Map of traffic problems in Al Bahah region ................................................................ 5
Figure 36 Deployment types and stakeholder relationships (Al Bahah region) ......................... 5
Figure 37 Map of traffic problems in Asir region ........................................................................ 5
Figure 38 Deployment types and stakeholder relationships (Asir region).................................. 5
Figure 39 Map of traffic problems in Tabuk region..................................................................... 5
Figure 40 Deployment types and stakeholder relationships (Tabuk region) .............................. 5
Figure 41 Map of traffic problems in Hail region ........................................................................ 5
Figure 42 Deployment types and stakeholder relationships (Hail region).................................. 5
Figure 43 Map of traffic problems in Al Jawf region ................................................................... 5
Figure 44 Deployment types and stakeholder relationships (Al Jawf region) ............................ 5
Figure 45 Deployment types and stakeholder relationships (Jizan region)................................ 5
Figure 46 Deployment types and stakeholder relationships (Najran region) ............................. 5
Figure 47 Deployment types and stakeholder relationships (Northern region) .......................... 5

Final Report
List of Tables
Table 1 MOT Strategies for ITS Deployment in Saudi Arabia ................................................ 5
Table 2 Stakeholder workshop mission schedule................................................................... 5
Table 3 ITS Service Domains ................................................................................................. 5
Table 4 User Services tailored for MOT ITS Deployment Plan of Saudi Arabia ..................... 5
Table 5 Description of MOT ITS User Services for Saudi Arabia ........................................... 5
Table 6 ITS User Service Packages for Saudi Arabia ............................................................ 5
Table 7 Number of projects per deployment type ................................................................... 5
Table 8 List of proposed ITS projects for MOT network in Saudi Arabia ................................ 5
Glossary of Terms and Definitions

ANPR Automatic Number Plate Recognition
ATVAM Automatic Traffic Violation And Management system now known as SAHER
AVL Automatic Vehicle Location system
CCS Central Computer System
CCTV Closed Circuit Television
DMS Dynamic Message Sign used to display advisory text only
Expressway Road with grade separated junctions, entries and exits
GIS Geographic Information System
GPS Global Positioning System
HAR Highway Advisory Radio
Hard Shoulder Use of right shoulder as a full traffic lane
(emergency
lane) Running
HAZMAT HAZardous MATerials
HGV Heavy Goods Vehicle
HGV Access Time scheduled access restrictions on commercial vehicles
Management
HOC Highway Operations Centre
HOV High Occupancy Vehicle
HSWiM High Speed Weigh in Motion
HTMS Highway Traffic Management System
ISO International Standards Organization
ITS Intelligent Transport Systems
ITS Service Product or activity targeted to a specific type of ITS user

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ITS Service Specific application area which comprises one or more service groups
Domain
ITS Service One or more similar or complementary services provided to ITS users
Group
ITS Toolkit A tailored suite of ITS applications
ITS User One who directly receives and can act on ITS data or control products
LOS Level of Service
LRT Light Rail Transit
MEDSTAR Metropolitan Development Strategy for Arriyadh
MOT Ministry Of Transport
NTCIP National Transportation Communications for ITS Protocol
OBU On-Board Unit
Probe Vehicle Data from vehicles equipped with OBU’s to transmit information relating to
Data the vehicle status, location and speed, used for network management pur-
poses.
Ramp Metering Use part-time signals on the slip road to control, or 'meter', the rate at which
vehicles join the highway.
RDS-TMC Radio Data System - Traffic Message Channel
RFID Radio Frequency IDentification
RWIS Road Weather Information System
SAHER Automated traffic control and speed management system which covers wide
areas of Saudi Arabia, formerly known as ATVAM
SatNav SATellite NAVigation system
Stakeholder Person or organisation involved in the deployment of ITS
TIS Traffic Information System
Underpass System for detection and notification of water levels in underpasses
Flood Detection
Variable Speed System to adjust the maximum speed limit to suit driving conditions and in-
Management crease traffic flow
VDS Vehicle Detector Station the following detector types can be used for the
VDS Inductive Loop, Radar, Image processing, Infra-red or Laser
VMS Variable Message Sign used to display graphics and text
Weigh Station Check point adjacent to highway for commercial vehicle inspection
WiM Weigh in Motion
XML eXtensible Markup Language

Final Report
Executive Summary
Intelligent Transportation Systems (ITS) can be defined as the application of technology to
make safer and more efficient use of the transportation infrastructure. ITS is focusing on provid-
ing enhanced management and information capabilities for transportation managers and the
travelling public. Overall, ITS represents viable and effective options in a “toolbox” of solutions
to transportation problems in the Kingdom of Saudi Arabia.
This document identifies 61 projects for the Intelligent Transportation System (ITS) Deployment
and Integration Plan for the Kingdom of Saudi Arabia. The projects are located on the road net-
work that is under responsibility of the Ministry of Transport (MOT). These projects are defined
through a comprehensive development process that involves interaction with MOT, its district
offices and other concerned stakeholders.
The preparation of the deployment plan starts with the development of an ITS Framework for
Saudi Arabia. Based on ISO guidelines, the Technical Report TR 24098 and the International
Standard 14813, an ITS Framework has been tailored to Saudi Arabian needs. In the next step,
a set of ITS User Services has been adjusted. ITS User Services describe the services that will
be provided to transportation system users and which will address their specific needs and
problems. As this deployment plan has been prepared for the MOT road network, the user ser-
vices only comprise road related issues and includes the ITS Service Domains: Traveller Infor-
mation, Traffic Management and Operations, Freight Transport, Emergency, Transport Related
Electronic Payment, Weather Monitoring.
In order to structure the deployment and integration plan, five deployment types have been
identified: Projects on urban expressways, inter-urban expressways, tunnels, border crossings,
and network wide projects. Each deployment type shall comprise a homogenous group of pro-
jects. A specific set of user services is associated with each deployment type, addressing spe-
cific traffic management strategies and their typical needs and problems of that type of deploy-
ment.
During the inception phase, areas of ITS interest across the Kingdom were elaborated. These
were locations, where – based on analysis of available statistical data – a need for ITS could be
assumed. Indicators used comprise e.g. population per region or city, traffic volume per road,
truck volume per road, traffic accidents per region, tunnels, border crossings, weather condi-
tions and Hajj activities. The output forms the basis for the stakeholder meetings that took place
around the Kingdom. In the stakeholder meetings, the participants were informed about ITS
tools and benefits, and the traffic problems and needs were discussed on the basis on regional
maps.
On the basis of the outputs of the stakeholder meetings, the ITS Deployment and Integration
Plan is developed. The plan is structured according to the Saudi Arabian regions to ease further
development and implementation through the MOT district offices. Each of the 61 projects is
described separately covering a rationale, the description of the location, the ITS solution and
some basic considerations on organisation and operation.
The finalised ITS Deployment and Integration Plan for Saudi Arabia shall then form the basis for
mid-term planning and implementation of ITS applications on the MOT road network.

Final Report
1 Project Approach
1.1 Introduction
This Report has been prepared for the Ministry of Transport (MOT) and covers the “ITS De-
ployment and Integration Plan for the Kingdom of Saudi Arabia”.
As an ITS project of MOT, this project is implemented under the responsibility and overall su-
pervision of the Deputy Minister of Transport for Roads HE Eng. Abdullah A. Al Mogbel, and the
Traffic and Safety Department of the Road Services Directorate is coordinating the project im-
plementation.
The report is structured into three Sections: Project Approach, Project Framework and Deploy-
ment and Integration Plan. A detailed description of each Project and other detailed information
are attached as Appendix.
Section one describes the methodology and the steps taken to prepare this report.
Section two provides the Framework for the ITS Deployment and Integration Plan, mainly the
development of an ITS Architecture for the Ministry of Transport, Saudi Arabia. Five deployment
types are described and they are linked to a set of recommended ITS User Service Packages.
Section three then outlines the proposed deployment of ITS solutions in Saudi Arabia. The sec-
tion is structured by regions and gives an overview on the region itself, the traffic situation and
the proposed ITS solutions for each region.
The Appendix comprise mainly the detailed descriptions of the ITS projects to realise the pro-
posed solutions.
1.2 Background
Intelligent Transport Systems (ITS) have emerged over the past 15 years as an important
means of managing road transport, offering new possibilities for solving what seem to be intrac-
table problems of road congestion, traffic accidents, inefficient logistics, and the environmental
impact of surface transportation. With the high costs and constraints on building conventional
infrastructure, the efficient operation of transport networks seven days a week, 24 hours a day is
becoming increasingly important. Maximising the effectiveness of existing systems, including
capitalising on new technologies such as ITS, has become a new focus for many authorities.
Given demographic trends and the growing demand for improved system performance, road au-
thorities are changing the way they plan and operate their transport systems and are placing
more effort on road network operations. By the use of ITS, existing strategies for network opera-
tions can be improved or new strategies can be introduced. ITS also provides a greater quantity
and diversity of information. This allows users to make better informed travel decisions. Influ-
encing factors are e.g. traffic conditions, service reliability, road maintenance or weather condi-
tions that potentially impact on travel time and road safety.
The Ministry of Transport (MOT) has completed an ITS Master Plan for Saudi Arabia (Decem-
ber 2005) which sets out basic ITS principles for implementation of Intelligent Transport Sys-
tems on the Kingdom’s highways. The ITS Master Plan outlines a range of different possible ITS
components and describes the multi-stakeholder environment of Saudi Arabia. The document
suggests major cities like Riyadh, Jeddah, Makkah, Madinah, and Tabuk, as well as the Asir,
Qassim, and Eastern Provinces as possible deployment areas. The major drive of the project is
to initiate the next step in building a comprehensive strategy for ITS development within the

Final Report
Kingdom. The review of the ITS Master Plan for Saudi Arabia has led to practical and viable de-
ployment scenarios across the countrywide highway network. Thereby, potential ITS user ser-
vices on the national highway system shall be identified.
The focus of this Deployment and Integration Plan is on ITS applications to be deployed on
MOT highways at road sections where ITS systems have the potential to yield benefits with re-
gard to road safety and traffic flow. Finally, all road users and communities in the region of ITS
implementation locations in Saudi Arabia will benefit from these developments.
1.3 Study Objectives

The Study Area comprises the nationwide highway network of currently 56,000 km roads, built
and maintained by MOT. According to the Terms of Reference, the overall objective of this pro-
ject is to refine the strategic plan of the MOT for ITS development through establishing an “ITS
Deployment and Integration Plan” for the highway network of the Kingdom (WP 2.1) and
strengthen professional capacities of MOT for ITS development (WP 2.2). This will be mainly
achieved by: (a) identifying locations and areas of particular needs, (b) identifying suitable tech-
nological solutions, and (c) determining distinct and feasible ITS implementation projects for the
short and medium term. By implementing the deployment and integration plan, road safety and
transport efficiency will be improved throughout the Kingdom.
The findings of this study will culminate in a long list of potential projects which is to be delivered
in the final report. Such a list will contain possible projects with a description of the suggested
approach. This list may serve as the basis for mid-term planning and implementation of ITS ap-
plications on the MOT road network.
Deployment scenarios are required to take into account the four major MOT traffic management
strategies described in Table 1 and in Figure 1.
Traffic Management
Strategy Explanation
1. Detection and To monitor and manage the traffic flow on the road network through road-
confirmation side surveillance devices. This includes analysing in real time data col-
lected from the traffic monitoring surveillance and sensor equipment. The
ability to continuously detect traffic and measure the traffic situation is the
basis for any further management or information system. Detection com-
prises also other traffic impacting issues, e.g. fog, floods.
2. Incident management To detect and respond to various incidents in the transport network to re-
duce the impacts of such incidents.
3. Motorist Advisory To provide information to road users by roadway equipment such as vari-
able message signs, a traffic information web site and or highway advisory
radio. A wide range of information can be provided including traffic and
road conditions, road closure and detour information, incident in-
formation, and emergency alerts and driver advisories.
4. Traffic Congestion To maintain the movement of vehicles through the road network also un-
Management der peak traffic conditions. This includes automated and manual decision-
making processes that improve address traffic flows or assist in the re-
sponse to real-time incidents on the road network.
Table 1 MOT Strategies for ITS Deployment in Saudi Arabia

Final Report
Acquisition, collection and Data qualification and Generation of messages;

fusion of relevant data from aggregation; monitoring of transmission to the public
various sources values; initiation of actions through various channels
IR, µW, Flood Opera- LOS Other

Fog
Loops Radar, Detec- tions Visuali- Control DMS VMS
Warning
Video tion Centre sation Centres
Incident Management
Detection + Confirmation Motorist Advisory
Congestion Management
Traffic Speed Ramp In-Car

HSWIM CCTV Coun- DMS Manage- Mete- Radio Naviga- Web
ting ment ring tion
Figure 1 MOT Traffic Management Strategies and related ITS Tools
The MOT operates permanent traffic counting and weighing stations to monitor heavy vehicle
traffic throughout the highway network. Therefore, traffic counting and weighing stations shall be
considered for integration into the national ITS architecture.
1.4 Methodology
As the first step, a basic ITS Architecture is tailored to Saudi Arabian needs, based on the ISO
documents TR 24098 and Standard 14813. The Saudi Arabian ITS framework approach and
the implications for the ITS Deployment and Integration Plan are described in section 2.1. Sec-
tion 2.2 then describes the ITS User Services tailored to Saudi Arabian needs, also based on
the two named documents. Suitable ITS tools and technical components are linked to ITS User
Services.
In order to structure the types of projects proposed for Saudi Arabia, five distinct deployment
types are set up: Urban expressways, inter-urban expressways, tunnels, border crossings and
network-wide projects. Section 2.3 describes these deployment types and links them to the
MOT’s ITS User Services.
Criteria that give a first indication to ITS needs are set up. National, regional and city related
data is collected and analysed according to these indicators. By this, possible deployment loca-
tions, called “areas of ITS interest” are identified. They form the basis for further assessment,
including the discussions with the stakeholders and related organisations during several work-
shops and meetings. The criteria and the output of this assessment are described in the Incep-
tion Report and Framework Plan.

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Stakeholder meetings are held throughout the Kingdom. The meetings and the approach are
described in section 1.5. The “areas of ITS interest” are complemented and enhanced by the in-
puts of the stakeholders during the meetings and are transformed into ITS solutions. Chapter 3
describes these solutions, structured by region. Each section on a region might contain the in-
puts of several stakeholder meetings, depending on the area of responsibility
Each proposed ITS project is described in detail in a separate project description, located in the
Appendix.
The methodological approach of the ITS Deployment and Integration Plan preparation is shown
in Figure 2. The numbers refer to chapters in this report. The activities not described in this re-
port are described in the Inception Report and Framework Plan document.
2.1 2.3
ISO ITS Framework Definition of Selection of
tailored to KSA 5 Deployment Types Indicators
Inc.Rep.
2.2 2.3
ISO ITS User Services User Service Package Selection of
tailored to KSA per Deployment Type Areas of ITS Interest
Linking Areas
of ITS Interest to
ITS User Service
Packages
1.5
Preparation of
Framework Plan
Stakeholder Meetings
Inception Phase
Stakeholder 1.5
Meetings
Regional ITS 3
Needs and Solutions
Definition of ITS App. ITS Deployment

Projects and Integration Plan
Evaluation Phase
Figure 2 Approach for the Development of the ITS Deployment and Integration Plan

Final Report
1.5 Stakeholder Meetings

The Stakeholder workshops aimed at local knowledge input required for the ITS Deployment
and Integration Plan. The workshops consisted of a presentation which included information
about ITS services as well as project program goals, ITS benefits, and strategies. The informa-
tion provided is expected to increase ITS knowledge and therefore facilitate more efficient and
successful ITS deployment. The presentation was followed by a discussion on the traffic issues
of the region. The information gained from the workshops provided an insight into the areas
within the ITS toolkit important to the stakeholders and the types of projects that could be con-
sidered for future deployment.
The workshops are orientated to meeting the needs of a wide range of stakeholders, including
various parties ranging from emergency services, transportation agencies, emergency respond-
ers, and other organisations that play major roles in, and are impacted by, transportation opera-
tions.
Two different types of stakeholder meetings were held: 1. Meetings at the MOT district offices in
regions, where ITS deployment was deemed necessary based on the output of the initial as-
sessment. 2. Meetings with agencies that have a relationship to traffic on MOT roads.
The meetings at the MOT district offices followed a uniform structure: There was a morning ses-
sion and an afternoon session. The material used was the same in both sessions. The partici-
pants were given an overview on the project and an insight in what ITS is and can do, based on
a PowerPoint presentation and paper handouts. Then, specific traffic related problems and is-
sues of the region and eventually of cities were discussed and documented in prepared maps.
The meeting in the morning was for MOT staff only; for the afternoon session also other stake-
holders, generally comprising the Traffic Police, Saudi Red Crescent Authority, Civil Defence
and Municipalities were invited.
The meetings with other agencies comprised the same presentations and handouts. The dis-
cussion covered specific traffic related problems and the needs of the institution.
The topics of the presentation given in the stakeholder meeting are as follows:
Introduction
Project
Definition of ITS, Benefits and Toolkit
Network Assessment
Deployment Types and Service Packages
The stakeholder meeting schedule (Table 2) documents the workshops conducted. The work-
shops took place in the local facilities of the MOT district offices or in the premises of the institu-
tions.

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Province / Agency Meeting location Visited Date
Al Madinah Madinah Yes 06.10.2010

Al Qassim Buraidah Yes 09.10.2010
Eastern Province Dammam Yes 11.10.2010
Asir Abha Yes 13.10.2010
Al Bahah Baha Yes 16.10.2010
Hail Hail Yes 18.10.2010
Tabuk Tabuk Yes 20.10.2010
Al Jawf Sakaka Yes 23.10.2010
Al Riyadh Riyadh Yes 25.10.2010
Royal Commission for Jubail & Yanbu Riyadh Yes 09.11.2010
Causeway Authority Al Khobar Yes 20.11.2010
Hajj Ministry Riyadh Yes 27.11.2010
Highway Patrol Riyadh Yes 30.11.2010
Makkah Jeddah Yes 05.12.2010
1
Customs Riyadh No -
Northern Border Arar No -
Najran Najran No -
Jizan Jizan No -
1
No feedback from agency
Table 2 Stakeholder workshop mission schedule
The stakeholder workshops have been a great success in creating awareness about the King-
doms ITS Deployment and Integration Plan; and in engaging stakeholders in order to gain first
hand local knowledge about the road network and traffic situation for each region. The MOT dis-
trict offices and key stakeholders provided the project team with a good insight in to the local
traffic conditions, safety issues and other road network related concerns affecting the roads of
each region. The workshops also provided the opportunity for the project team to share some of
the concepts, processes and current technologies that comprise ITS with the key stakeholders.
The output from the workshops has directly influenced many of the decisions regarding the pro-
posed projects and been instrumental in shaping the Kingdoms Deployment and Integration
Plan.

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2 Framework for the ITS Deployment & Integration

Plan
2.1 ITS Framework for Saudi Arabia
Overview
This section provides an overview on ITS architecture and provides insight into its use to de-
velop ITS plans and projects. The main purpose of the ITS architecture is to ensure interopera-
bility of deployed ITS systems across regional or administrative boundaries. The ITS architec-
ture contains functional requirements, interfaces and other relevant information for various ITS
services. The national ITS architecture provides a common framework for planning, defining,
and integrating Intelligent Transport Systems.
A system architecture for ITS is an “overall framework for ITS” that shows the major ITS com-
ponents and their interconnections. A very important part of the system architecture is the identi-
fication and description of the interfaces between major ITS components. These interfaces allow
the major components of an overall intelligent transportation system to communicate with one
another and to work together. An ITS system architecture provides a framework for planning,
defining, deploying, and integrating intelligent transportation systems and defines:
The user services that ITS systems and applications are expected to perform
The entities where these functions exist
Information flows and data flows that connect functions and entities (interfaces)
Overall, an ITS system architecture describes what ITS does (the user services), where this
happens (entities), and what information moves between these components (flows). An ITS ar-
chitecture provides a valuable structure for describing how ITS will work in a country and region.
The ITS architecture illustrates information to be exchanged, as well as functions (subsystems)
installed by each stakeholder. This helps organise the liaison between stakeholders and helps
to coordinate information exchanges.
A key area of ITS standardization deals with joint data definitions, such as, for example, in-
stance message sets and data dictionaries. The standard will assure consistency in defining
items of data including the format and content of messages.
A system architecture defines the user services that planners want to deliver and presents an
overall structure that can deliver these services effectively. ITS is a program often involving mul-
tiple systems, multiple stakeholders, multiple procedures for implementation, and wide-ranging
effects. As such the architecture will be built in stages:
Define the user services to be provided by the ITS
Define the processes (activities and functions) required to provide the user services
(logical architecture)
Define the physical entities (subsystems and terminators) that make up an ITS.
Define the architecture flows that connect the subsystems and terminators (physical ar-
chitecture)
Developing a common data model
Establishing communications standards

Final Report
General Approach
Due to the lack of a national ITS architecture, the consultants proposed to draw on an auxiliary
tool. The consultants used the ISO ITS framework for building the Deployment Plan in accor-
dance with the ISO architecture. However, the ISO framework provides only guidance and
needs to be tailored to the national traffic and transport related strategies of MOT.
The ISO (International Organisation for Standardization) is an international federation of national
standards bodies that work to prepare International Standards facilitated through a technical
committee. In this project, two ISO guidelines have been used to develop the Saudi Arabian na-
tional ITS approach, TR 24098 1 and ISO 14813 2.
ISO Technical Report TR 24098:2007(E)

The Technical Report ISO/TR 24098:2007(E) is designed to provide information and explana-
tion to those developing ITS International Standards and to those developing specifications, im-
plementations and deployments for ITS. This is achieved by combining the work of major contri-
butions such as the definitions of user services in the United States, Japan, Chinese Taipei and
Korea, along with the European Union definition of user needs.
The document describes procedures for developing ITS deployment plans utilising ITS system
architecture. It covers the basic policy of ITS deployment, including regional and national ITS
realisation.
ISO International Standard 14813-1:2007(E)

The International Standard 14813-1:2007(E) describes a comprehensive set of ITS service do-
mains, groups and user services. They serve as a framework for developing ITS-related con-
cepts of operation, which in turn lead to the definition of the appropriate requirements and stan-
dards necessary to deploy specific ITS applications.
Within the structure of the ISO framework it is possible to define a set of ITS service domains,
service groups and services that can be used in a variety of different situations. A list of the ISO
domains is shown below:
Traveller information
Traffic management and operations
Vehicle services
Freight transport
Public transport
Emergency
Transport-related electronic payment
Road transport-related personal safety
Weather and environmental conditions monitoring
Disaster response management and coordination
National security
Technical Report ISO/TR 24098:2007(E) Intelligent transport systems – System architecture, taxonomy and terminol-
1
ogy – Procedures for developing ITS deployment plans utilizing ITS system architecture;
http://www.iso.org/iso/iso_catalogue/catalogue_tc/catalogue_detail.htm?csnumber=42015
International Standard ISO 14813-1:2007 Intelligent transport systems – Reference model architecture(s) for the
2
ITS sector – Part 1: ITS service domains, service groups and services;
http://www.iso.org/iso/iso_catalogue/catalogue_tc/catalogue_detail.htm?csnumber=43664

Final Report
General ITS Framework

The Framework plan is based in general on the ISO Technical Report 24098. The ISO Techni-
cal Report was developed in order to provide a procedure for developing Intelligent Transport
System (ITS) deployment plans utilising ITS system architectures. It provides a definition of the
primary services and application areas that can be provided to Intelligent Transport Systems
(ITS) Users. Within this framework, there are varying levels of details, related to definition of dif-
ferent services. These details differ from nation to nation.
The general framework for an ITS deployment plan is shown in Figure 3. The aim is realisation
of national ITS systems and provision of ITS services to the users by the collaboration of sub-
systems that are implemented by relevant ITS stakeholders. ITS deployment plans usually play
a role in obtaining budget, for deployment and for designing the national ITS systems.
Figure 3 General Framework for an ITS Deployment Plan (Source: ISO TR 24098)
In order to realise sustainable ITS within a region or nation, it is necessary to identify the ITS
services that are required, to establish subsystems by dividing roles among ITS-related stake-
holders, and to keep a close liaison between those stakeholders. To achieve this, it is necessary
to prepare ITS deployment plans based on the regional or national ITS architecture.
Regional architecture may be required when only some of the ITS user services within the na-
tional architecture are needed for a specific region. The procedure for developing an ITS de-
ployment plan for either a region or nation should be the following:
Identify the appropriate ITS stakeholders and gain their cooperation and participation
With the stakeholders, define the ITS services that they want to see deployed
Describe the ITS system structure that is needed to provide the services

Final Report
Determine geographical deployment

Define and agree upon the stakeholders’ roles for the ITS deployment
ITS Framework for Saudi Arabia

This section describes the development of the ITS Framework for Saudi Arabia. The procedures
as outlined in the two ISO documents are taken as a basis and adjusted to Saudi Arabian re-
quirements.
The preparation of the ITS Deployment and Integration Plan includes the following steps:
The User Services to be applied are defined in technology-neutral and architecture-neutral
statements. The user services represent what the system will do from the perspective of the
user who may be a human or a system. The concept of user services allows the process of pro-
ject definition to begin by thinking about services that will be provided to address identified prob-
lems and needs. Updated services may be added to the deployment plan over time.
As a first step this study includes the formulation of possible user services focusing on MOT ob-
jectives and defined study area. The User Services are based on the ISO service domain struc-
ture and are being adjusted to the needs of the MOT road network and the local conditions of
Saudi Arabia. These tailored services are described in greater detail in the following sections of
this report.
The geographic locations for implementations are being determined by a set of parameters to
assess the locations with the highest need for ITS applications. The development of the ITS
plan embraces a need-based approach. ITS technologies targeted for deployment are identified
through careful analysis of needs and assessment of potential benefits. Deployment locations
are identified by addressing most critical needs and yield maximum benefit.
The ITS Framework structure is being described for the purpose of this study in functional terms
only and relates only to MOT roads. ITS Framework structures relating to other fields of trans-
portation such as of municipalities, public transport, railways, or freight transport and not relate
to the MOT road network have not been considered.
The ITS Framework as it has been tailored to the requirements of MOT roads forms an essen-
tial part of the Saudi Arabian national ITS Architecture and offers a structured approach to the
formulation of the ITS Deployment and Integration Plan for MOT roads. The formulation of ITS
deployment plans for other areas may follow similar systematic. Within a framework of a na-
tional ITS architecture and a national ITS deployment plan, the MOT ITS deployment plan may
coexist with deployment plans of other agencies as shown in Figure 4.
While the national ITS Architecture provides a strategic umbrella for ITS deployment, there will
be very practical cooperation among the various stakeholders at system and operational level.

Final Report
Figure 4 Framework of the ITS Deployment and Integration Plan for Saudi Arabia (Source:
ISO, adjusted)
Implications
The ITS architecture can be developed incrementally as new requirements become known and
new solutions become available. However, as the introduction of ITS proceeds, the expansion
of the ITS system architecture should be further pursued, thus laying the groundwork for well-
coordinated, compatible, expandable, interoperable ITS.
ITS services and applications rely on the availability, reliability and use of many kinds of data,
including traffic data, road system data and weather data. This data is often created by multiple
organisations and, without careful planning, it is difficult to share it across organisations. When
data does need to be shared amongst multiple organisations, a specification is needed to put
the data in a standard, mutually understandable form. One approach is to adopt existing data,
especially elements registered in an ITS data registry like the one being developed by
ISO/TC204. Another good practice is to define data models using XML (eXtensible Markup
Language).
Conventions for data exchange are needed for interoperability when data is collected and man-
aged by two or more different systems. These conventions are communication standards, in-
cluding data dictionaries, message set specifications, and the protocols which package informa-
tion for transmission and receipt. Protocols are frequently already standardised by the commu-

Final Report
nications industry, and the organisations that want to introduce ITS can focus on data dictionar-
ies and message sets.
Using existing communication infrastructure reduces time and cost to introduce ITS and accel-
erates the convenience and benefit delivered to ITS users. Many traffic information services op-
erate through the Internet, and cellular telephone technology is often used to communicate be-
tween control rooms and road side equipment. Digital Audio Broadcasting (DAB) and FM sub-
carrier have potential for delivering traffic information. Current standard for communication to be
used in Saudi Arabia is the US NTCIP3 Guide.
The process of considering the country’s particular needs and of adapting the system architec-
ture to suit these needs is a valuable undertaking commenced with this report. The process of
thoughtfully adapting an ITS architecture to a country is an important milestone for the success-
ful introduction of ITS. It will give planners, decision makers, and consultants/developers a much
better understanding of how ITS can function in KSA.
2.2 ITS Domains, Groups and Services for Saudi Arabia

Introduction
The ISO Technical Report 24098 is designed to provide information and explanation to those
developing National ITS Standards and to those developing specifications, implementations and
deployments for ITS. Within the structure of the International Standard ISO 14813 document, a
set of ITS service domains, service groups and services is defined, that can be used in a variety
of different situations and be adjusted to local needs. This International Standard provides a
definition of the primary services and application areas that can be provided to ITS Users. The
highest level of specific application areas are ITS service domains. Within these there are a
number of ITS service groups, consisting of a number of ITS services.
The ISO structure will help to identify the Saudi Arabian ITS service groups and the domains
within which the service groups are collated. However, in order to develop a cohesive reference
architecture, and to establish the relationship and interdependencies of the various ITS ser-
vices, it is beneficial to determine the underlying ITS services. To this end, the ITS service do-
mains, groups and services serve as a framework for developing ITS related concepts, which in
turn lead to the definition of the appropriate requirements and standards necessary to deploy
specific ITS applications.
Definitions
ITS Users / Stakeholders

The User is described within the ISO document 24098 as one who receives an ITS service
through interaction with the ITS system. Those who want the benefit of ITS systems, those who
use ITS systems, and those who regulate and control transport using ITS systems. An ITS user
is one who receives, directly or indirectly, or provides, the transaction of an ITS service. These
users of ITS services may be human, systems or environment monitoring.
3
National Transportation Communications for ITS Protocol (NTCIP)

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The Stakeholder is a person or organisation involved in some way in the deployment of ITS.
Their involvement can be through use, manufacture of products, and provision of services or
regulation.
Who wants ITS: local authorities that manage the highways, and road operators that will
want ITS to improve the operation of their transport networks
Who makes ITS: these will be organisations that are component and system suppliers
and/or infrastructure providers that will see ITS as providing them with extra business
opportunities
Who uses ITS: travellers, plus those that move freight; all of whom hope that ITS will
improve the ways that they can travel
Who rules ITS: organisations such as national and regional governments and standards
bodies that regulate and control the way that ITS is deployed and implemented
Characteristics of Service Domains, Service Groups and User Services

Service Domains
Service Domains are specific application areas which comprise one or more service groups.
Clearly defining the ITS activities is one of the first steps in defining the activities supported by
the ITS system. To achieve this, service domains seek to differentiate between the different sec-
tors of the ITS industry.
Table 3 shows the 12 ITS service domains as stated within the ISO Standard 14813. Although
not all the listed domains are regarded as relevant to the MOT Deployment and Integration
Plan, they may become relevant to other agencies, such as Municipalities, Traffic Police and
others. The selection process is provided in its entirety in the Appendix of the Inception Report.
Table 3 therefore describes, which of the ITS Service Domains are included and which are not
included in this study. The Service Domains not included in the study are not considered in the
following sections of this report.
Service Groups
Collations of related ITS service instances are called ITS service groups. Therefore, an ITS ser-
vice group consists of one or more similar or complementary services provided to ITS users.
One or more types of ITS service groups comprise a service domain. There are several charac-
teristics of ITS service groups and services contained within:
Each ITS service group is oriented to a specific activity related to management of or in-
formation about the road transport network that is divided into specific services that
should address particular users or modes.
The name of each service group should reflect the type of activities supported (e.g. pre-
trip information).
Each service within the service group should reference both the service group activity
and the nature of the users or modes supported by the service (e.g. pre-trip information
– public transport).
Each level of the hierarchy should be at an equivalent level of granularity.

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Not
ITS Service Domains Included
Included
Traveller information
Provision of both static and dynamic information about the transport network to users
9
Traffic management and operations
The management of the movement of vehicles, travellers and pedestrians throughout the 9
road transport network
Vehicle services
Enhancement of safety, security and efficiency in vehicle operations, by warnings and assis- X
tances to users or control vehicle operations
Freight transport
The management of commercial vehicle operations, freight and fleet management, and ac-
tivities that expedite the authorisation process for cargo at national and jurisdictional
9
boundaries and expedite cross-modal transfers for authorised cargo
Public transport
Operation of public transport services and the provision of operational information to the op- X
erator and user, including multi-modal aspects
Emergency
Services delivered in response to incidents that are categorised as emergencies
9
Transport-related electronic payment
Transactions and reservations for transport-related services
9
Road transport-related personal safety
X
Protection of transport users including pedestrians and vulnerable users
Weather and environmental conditions monitoring
Activities that monitor and notify weather and environmental conditions
9
Disaster response management and coordination
Road transport-based activities in response to natural disasters, civil disturbances or terror X
attacks
National security
Activities that directly protect or mitigate physical or operational harm to persons and facili- X
ties due to natural disasters, civil disturbances or terror attacks
ITS data management
X
Registration, storage and exchange of traffic related data
Table 3 ITS Service Domains
User Services
An ITS service consists of an activity provided to a specific ITS user. Each type of ITS service
group may comprise several instances of related services. ITS services are therefore consid-
ered as the elemental building blocks of any ITS architecture/system. Table 4 on the following
page describes the ITS User Services tailored for the MOT ITS Deployment and Integration
Plan of Saudi Arabia.
Table 5 following the pages after Table 4 provides a more detailed technology neutral statement
of the various services offered by the domains considered relevant to this study. This section
specifically addresses the different types of activities carried out within the domains. The list of
services is based on the specific needs of the MOT highways; it identifies what the system must
do but does not say in detail where the ITS elements will be allocated or how ITS elements will
communicate with each other to address those needs. This will be done in a later stage towards
implementation.

Final Report
ITS ITS ITS Examples of ITS

Service Domains Service Groups User Services Tools / Components
Pre-trip information on traffic, incidents Website, Radio, Smart-
Pre-trip information
and road works phone
Traveller On-trip information on traffic, incidents
Information On-trip information VMS/DMS, Radio, SatNav
and road works
Road geometry information and over
Dynamic road warning Speed detection, VMS
speed warning – roadside
Traffic monitoring – Volume/speed/congestion
detection and confirmation detection, CCTV
Traffic information and guidance DMS, Radio, SatNav
Traffic management
and control Variable speed
VMS, SatNav
management
Traffic counting and
Detection
classification
Traffic Incident detection & confirmation (in-
Management cluding water level monitoring in high- Detection, CCTV
Transport related incident way underpasses)
and Operations
management
Incident information for emergency ser- Interfaces to other control
vices centres
Ramp metering Detectors, traffic signals
Demand Management HGV access management VMS/DMS
Hard shoulder running VMS/DMS, CCTV
Transport infrastructure
Work zone safety management DMS
maintenance management
Commercial vehicle pre- Commercial vehicle pre-clearance (e.g. Electronic freight docu-
clearance international border crossings) mentation system
Freight Transport
Automated roadside safety WiM system, VMS/DMS,
Weigh in motion
inspection signals
Emergency vehicle man- Emergency vehicle traffic management Website, SatNav,

agement support VMS/DMS
Emergency
Hazardous materials
OBU/RFID, Tracking sys-
(HAZMATs) and incident HAZMAT vehicle tracking and tracing
tem
notification
Transport Related
Transport related electronic OBU with GPS, Smartcard
Electronic Pay- Electronic toll collection
financial transaction system
ment
Road weather monitoring and informa-
Weather Monitor- Weather monitoring and tion (sandstorm, rain), fog detection and Detection, Interfaces,
ing information warning, cross wind detection and warn- VMS/DMS, Radio, SatNav
ing
Table 4 User Services tailored for MOT ITS Deployment Plan of Saudi Arabia

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Service User What? How? Users /

Group Service Stakeholders
Traveller Information
Pre-trip This service allows travellers to access a range of local traffic infor- Real-time information is gathered from a variety of sources such as road detec- Motorist, MOT,
information mation on road network conditions from a variety of information plat- tors, information from maintenance contractors, meteorological services, CCTV Maintenance De-
forms prior to commencing a journey. Information conveyed through cameras, event promoters and cur-rent status of any accidents or incidents. This partment, Presi-
Pre-trip these systems will provide travellers with the latest traffic conditions for information will be available to users through a customised user interface via the dency of Meteor-
information their specific route in order to plan their travel. CCTV cameras mount- internet, this information will be conveyed to the motorist through devices such ology and Envi-
ed along key routes can be used to show a visual of real time network as computers, mobile handsets, and can be broadcast on radio. ronment (PME)
conditions. Based on this information, the traveller can select the most
ideal departure time, route and make realistic travel time estimates.
On-trip This service provides travellers with road side information on localized Real-time information is gathered from a verity of sources such as cameras, Motorist, MOT,
information highway network conditions with the use of variable message signs road detectors, and information from maintenance contractors, meteorological Traffic Police,
(VMS). The signs could provide information, such as temporary traffic services, and current status of any accidents or incidents. Algorithms are used to Highway Patrol,
On-trip speed restrictions, journey time calculations to the next junction exit, calculate journey times and delay times etc. This information will be made avail- Saudi Red Cres-
information information on un-expected delays and warnings of hazardous road able to users through the roadside VMS (information is to be posted in both Ara- cent Authority,
conditions. The service comprises also radio broadcast, information for bic and English and were possible accompanied with symbols) and radio sta- Civil Defence,
navigation systems and web sites. tions. Users can access web sites through modern hand held devices like smart PME
phones.
Road The service implements systems that provide drivers with warnings re- The service includes a condition warning system that detects driver speed on Motorist, MOT,
geometry garding their own driving performance in relation to the road condi- approach to potentially unsafe conditions on the road. The system triggers a var- PME
Dynamic information tions. This process shall be responsible for producing safety warnings iable message sign to alert the driver of the impending obstacle which could be a
road warning and warning for display to the driver triggered by excessive speed on approach to sharp curve, a steep down hill section and adverse weather conditions such as
– roadside sharp bends, sections of reduced lane width or areas of road affected fog and suggest the driver slow down.
by adverse weather conditions.
Traffic Management and Operations
Traffic moni- This service provides the capability for traffic managers to monitor and This service includes traffic detectors, surveillance equipment, with supporting MOT, Traffic Po-
toring – manage the traffic flow on the road network through roadside surveil- field equipment, and communications to transmit the collected data back to the lice
detection lance devices. This capability includes analysing data collected from control room. The derived data can be used locally such as when traffic detec-
and confir- traffic surveillance and sensor equipment. It also includes visual con- tors are connected directly to a signal control system or remotely via a central-
mation firmation of the incident by the operator through video image (CCTV). ized control room. The data generated by this service enables traffic managers
to monitor traffic and road conditions, identify and verify incidents, detect faults in
Traffic indicator operations, and collect census data for traffic strategy development and
management long range planning. The collected data can also be analysed and made availa-
and control ble to users of other services.
Traffic This service package provides driver information using roadway This package provides information to drivers at specific equipped locations on Motorist, MOT,
information equipment such as variable message signs, highway advisory radio the road network. Careful placement of the roadway equipment provides the in- Red Crescent Au-
and guid- and satellite navigation systems. A wide range of information can be formation at points in the network, where drivers have the opportunity to change thority, Civil De-
ance disseminated including traffic and road conditions, closure and detour their routes to account for the new information. This package also covers the fence
information, incident information, and emergency alerts and driver ad- equipment and interfaces that provide traffic information from a traffic manage-
visories. ment centre to the roadside and other media. Information from agencies such as
ITS-DIP Final Report .doc Page 23 of 99

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emergency services for providing advice on incidents, and the maintenance con-
tractors which allows real time information on road/bridge closures due to
maintenance and construction activities can be disseminated.
Variable This service package enables to influence speed limits on roads using The central computer system (CCS) calculates the appropriate speed on a spe- MOT, Traffic Po-
speed roadside equipment. cific highway section in order to achieve maximum throughput and to avoid con- lice
manage- gestion. Variable message signs indicate the speed limit chosen by the CCS.
ment Speed enforcement needs to be linked to the system.
Traffic This service package provides traffic counts that can comprise traffic The counts can be done by different types of detectors, e.g. induction loops, ra- Motorist, MOT,
counting and volume, traffic speed, vehicle class (e.g. trucks, buses, passenger dar detection, microwave detection, video image processing. The counting data Traffic Police
classification cars, motorbikes, in some cases also bicycles and pedestrians). can be either stored in the device for manual offloading or transmitted to a cen-
tral data store through a communication system.
Incident de- This service will improve the incident detection and confirmation capa- This service utilises sensors, data processing, CCTV surveillance cameras and MOT, Red Cres-
Page 23 of 99
tection & bilities. This service will help groups such as emergency response, ve- communications to detect confirm and coordinate the response to an incident. cent Authority,
confirmation hicle recovery, coordination and management to quickly and accurately The Incident Detection and Confirmation function shall use information from the Civil Defence,
(including identify incidents and implement a response which minimizes traffic following sources; Traffic flow sensors, environmental sensors such as flood de- PME
water level congestion and the effects of these incidents on the environment and tection sensors, weather information sources, Travellers and CCTV.
Transport monitoring) the movement of people and goods. This service will also monitor con-
related ditions within and control access to the highway underpasses.
incident Incident in- This service shall enable a coordinated response to an incident to facil- The information provided to emergency services shall support the appropriate Motorist, Traffic
management formation for itate a more efficient use of the emergency services. The service sup- dispatch of emergency response and security vehicles to an incident and it will Police, MOT, Red
emergency ports personnel of emergency services in developing an appropriate also help to optimise the appropriate control of traffic signals and other traffic Crescent Authori-
services response in coordination with emergency management and resource control to reduce the traffic flow impact of an incident. This service shall provide ty, Civil Defence,
coordination. This will seek to reduce incident related congestion en- all kind of information available to MOT (e.g. data, video images) for incident
suring a quick incident clearance and improve emergency response resolution to those agencies responding to the incident.
times.
Ramp Ramp metering facilities for traffic entering the highway from arterial The process shall base its ramp metering decisions on the data from sensors Motorist, Traffic
metering roads are designed to control the rate of traffic entering the highway. and ramp meters monitoring traffic conditions upstream and downstream of the Police, MOT,
The objective is to maintain a predetermined level of service on the ramps. Data from sensors on the ramp used to detect flow past the meter, extent Highway Patrol
highway by adjusting traffic volume on either an isolated ramp or a sys- of queues on the ramp, and the presence of vehicles will also be used as the
tem wide basis. basis for the ramp metering decisions. The decision making process shall use an
algorithm to determine the ramp's state based on the ramp control strategy and
the sensor input data received. This data can then be part of either a fully auto-
Demand mated system where traffic lights are used to control flow onto the highway or be
Management used by the traffic police who can use the information to control the traffic by
more physical means such as restricting access with a police car.
HGV access This process shall be responsible for managing the use of urban ex- The central computer system (CCS) monitors the traffic condition on a road net- Motorist, MOT,
manage- pressways by heavy goods vehicles (HGV). Currently, HGVs are work. Based on actual figures, decisions on HGV access on specific road sec- Traffic Police
ment banned from using some inner-urban roads for selected hours of a tions are taken. The information is provided to the drivers via dynamic message
day. The information is given to the driver on static signs. HGV access signs and variable message signs. Traffic Police needs to be informed on the
management takes decisions on HGV access to sections of roads or status of the system to be able to enforce the regulation.
road networks on the basis of the current and expected traffic condition

Final Report

and informs HGV drivers via dynamic signs.
Hard The service temporarily enables the use of the right hard shoulder as a The right hard shoulder must be of sufficient width and the road geometry at ex- Motorist, MOT
shoulder standard lane for floating traffic. This might be beneficial in times of its and entries needs adjustments. The CCS proposes to use the right hard
running high traffic volume, when the number of lanes is not sufficient. shoulder when traffic volume reaches the capacity of the expressway. Full cov-
erage of the section with hard shoulder running with CCTV is mandatory. This is
to enable the operator to check if the hard shoulder is free from any obstacles
like stranded vehicles before he opens the hard shoulder for the traffic. Lane
management signs and dynamic signs for motorist advisory are linked to the
HOC.
Work zone This service manages work zones, controlling traffic in areas of the Work zone information from maintenance contractors and information from traffic Motorist, Traffic
Transport safety roadway where maintenance, construction, and utility work activities conditions monitored using CCTV cameras will be used to provide timely and de- Police, MOT,
infrastructure manage- are underway. The areas covered by the user service are work zone tailed information about the impact of road maintenance schemes on the high- Highway Patrol
maintenance ment management and safety, and roadway maintenance conditions and way. Information presented on electronic signs will show duration of lane clo-
management work plan dissemination. sures, detours, and impacts on special events to improve travel time predictabil-
ity, allow drivers to make informed choices, and reduce congestion
Freight Transport
Commercial This service provides a system for entry documentation necessary to This service processes the entry documentation for vehicle, cargo, and driver, Heavy Goods Ve-
vehicle obtain release of vehicle, cargo, and driver clearance at international checks compliance with import/export and immigration regulations, handles duty hicle (HGV) Driv-
Commercial
pre- border crossings. And can process the clearance process by allowing fee processing, and reports the results of the crossing event to manage release ers, MOT, MOI
vehicle
clearance interface with border administrations and border inspection related of commercial vehicle, cargo, and driver across an international border. It inter-
pre-
(e.g. interna- functions. faces with administrative systems used by customs and border protection, immi-
clearance
tional border gration, carriers, and inspection systems at international border crossings to
crossings) generate, process, and store entry documentation.
Weigh The Weigh in Motion Stations allow enforcement personnel to electron- This process shall be responsible for detecting the presence of commercial vehi- MOT, HGV Driv-
in motion ically check weight data for commercial vehicles before they reach an cles and freight equipment with sensors that can differentiate between the differ- ers
inspection site, selecting only illegal or potentially unsafe vehicles for ent vehicle types. The process shall use the sensors to determine the number of
an inspection. Safe and legal carriers will be able to travel without axles, gross vehicle weight and weight per axle for use by inspectors at the
stopping for compliance checks at weigh stations, ports-of-entry, and roadside check station facilities. The system shall include a roadside capability
Automated other inspection sites. for detailed checks this shall include a mechanism to issue “pull-in for safety in-
roadside spection” signs to the driver. Following an initial transit assessment the system
safety will generate a Pass or Need to stop signal. The system shall provide the capa-
inspection bility to establish screening each vehicle approaching the facility. This process
shall be responsible for the output of pull-in or pass messages to commercial
vehicle drivers as they approach the commercial vehicle roadside check station
or border crossing facilities. The process shall support the use of roadside
equipment such as variable message signs, or simple red-green lights, flashing
orange lights, etc. to provide the output.

Final Report

Emergency
Emergency The Emergency vehicle traffic management service is oriented towards The system shall provide real-time information on traffic conditions to emergency MOT, Red Cres-
vehicle traf- reducing the time from receipt of notification of an incident to arrival of services. This service includes improved communications between MOT control cent Authority,
Emergency
fic manage- the emergency vehicles on the scene. The system shall support the centres and the dispatch centres to provide improved traffic information and Civil Defence
vehicle
ment sup- determination of the emergency response vehicles best suited to re- support to dispatchers to help them dispatch the vehicle that can most quickly
management
port spond to an incident and dispatch the appropriate emergency re- reach the incident site.
sponse vehicles to the incident.
HAZMAT The service provides shall include the capability to coordinate re- The system shall provide the capability for operators to coordinate with other MOT, HAZMAT
vehicle sponse teams with timely and ac-curate information on cargo contents agencies and response services to include, but not be limited to, local transpor- drivers, HAZMAT
Hazardous
tracking and when the vehicle is involved in an incident. Emergency personnel at tation officials, police departments, emergency medical services, environmental Operators, Red
materials
tracing the scene of hazardous materials incident, and immediate information protection agencies, vehicle recovery services etc. The system shall be capable Crescent Authori-
(HAZMATs)
on the types and quantities of hazardous materials present in order to of providing information such as time and location of the incident, along with ty, Civil Defence,
and incident
facilitate a quick and appropriate response. The service includes track- safety critical information such as the involvement of hazardous materials. Traffic Police,
notification
ing of security sensitive hazardous materials shipments, notification of Highway Patrol
security sensitive cargoes.
Transport Related Electronic Payment
Transport Electronic This service package provides toll operators with the ability to collect This process shall be responsible for obtaining payment for the toll by deducting MOT, Motorist,
related elec- toll collection tolls electronically and detect and process violations. The fees that are the toll cost from the vehicle payment device such as an electronic purse. Satel- Toll Operators
tronic finan- collected may be adjusted to implement demand management strate- lite based tolling systems locate vehicles and recognise if the vehicle is on a
cial transac- gies. tolled road section. If so, the on board unit (OBU) calculates the toll and sends
tion an invoice to the vehicle owner through a central billing system.
Weather and Environmental conditions
Road This process collects data using sensors alongside the roadway to de- The data inputs collected by this function include local roadway conditions, envi- Motorist, MOT,
weather tect hazardous weather conditions. This information is processed to ronmental hazards and data from weather service providers. This process noti- PME
monitoring update electronic roadside signs. And if required a message is shown fies other traffic management functions including enforcement functions to warn
Weather
and infor- to warn or instruct approaching drivers of for example, dangerous road drivers to adjust speed to avoid a dangerous driving situation. Inputs from traffic
Monitoring
mation, fog conditions, traffic diversions or individual vehicle speed. operators may include forecasted weather conditions to use in determining ap-
and infor-
and cross propriate warning parameters.
mation
wind detec-
tion and
warning
Table 5: Description of MOT ITS User Services for Saudi Arabia
ITS-DIP Final Report .doc

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2.3 Deployment Types and ITS User Service Packages

Introduction
In order to classify ITS projects to be deployed on the highway network of the Kingdom of Saudi
Arabia, five Deployment Types are set up. A set of ITS User Services is then allocated to each
Deployment Type. This enables a standardised approach of development of ITS projects across
the Kingdom of Saudi Arabia.
1. Urban Expressways are located within urban areas. Expressways are roads without
traffic lights and roundabouts. They have grade separated junctions and entries/exits. In
general they are loaded with a high traffic volume in peak hours due to commuting traf-
fic. A road can also be classified as urban expressway, if it links two urban areas or two
areas with a high traffic generation.
2. Inter-Urban Expressways lead over long distances mainly connecting cities. They gen-
erally lead through areas with low density of population and industry. They are not pri-
marily used for commuting, but mainly for long distance trips.
3. Tunnels lead roads through mountains or underneath other obstacles. They do need
special ITS elements, not only for traffic management, but primarily for safety issues.
4. Border Crossings are referred to MOT roads crossing the boundary of Saudi Arabia to
neighbouring counties. This also includes areas close to the border checkpoints within
that road traffic is influenced by the border (e.g. trucks waiting for clearance).
5. Network Wide Projects are seen to be projects that are not needed only at specific
links or areas but need to be addressed on a network wide level.
Link with ITS User Services

Each of the Deployment Types requires a different set of ITS User Services. For example is
ramp metering a typical ITS User Service on urban expressways, but in general not applicable
on inter-urban expressways. Thus, a general subset of ITS User Services per deployment type
can be defined. Combining the five Deployment Types with the ITS User Services tailored for
MOT ITS Deployment Plan of Saudi Arabia listed in Table 4 on page 5, the ITS User Service
Package Matrix is produced (see Table 6 on the following page).
The matrix is to be understood as a guiding principle, not as a mandatory rule. The “X” in the ta-
ble means that this ITS User Service may be implemented in this type of deployment and shall
be assessed for each specific deployment location. It is not mandatory that this Service is to be
used at all locations of this deployment type. A missing “X” means that in general this Service is
not applicable to the deployment type. Nevertheless, specific circumstances can necessitate
this Service on roads of this deployment type.

Final Report
ITS Suitable ITS Deployment Type

User Services Tools / Components Urban Inter-Urban Network
Express- Express- Tunnels Borders Wide
ways ways Systems
Pre-trip information on traf- Website, Radio, Smart-
X X X
fic, incidents and roadworks phone
On-trip information on traf-
VMS/DMS, Radio, SatNav X X X X X
fic, incidents and roadworks
Road geometry information
and over speed warning – Speed detection, VMS X X
roadside
Traffic monitoring – Volume/ speed /
X X X
detection and confirmation congestion detection, CCTV
Traffic information and
DMS, Radio, SatNav X X X
guidance
Variable speed
VMS, SatNav X
management
Traffic counting and
Detection X
classification
Incident detection & confir-
mation (including water level
Detection, CCTV X X X
monitoring in highway un-
derpasses)
Incident information Interfaces to other control
X X
for emergency services centres
Ramp metering Detectors, traffic signals X
HGV access management VMS/DMS X
Hard shoulder running VMS/DMS, CCTV X
Work zone
DMS X X
safety management
Commercial vehicle pre-
Electronic freight documen-
clearance (e.g. international X
tation system
border crossings)
WiM system, VMS/DMS,
Weigh in motion X
signals
Emergency vehicle traffic Website, SatNav,
X
management support VMS/DMS
HAZMAT vehicle tracking OBU/RFID, Tracking sys-
X X
and tracing tem
OBU with GPS, Smartcard
Electronic toll collection X
system
Road weather monitoring
and information (sandstorm,
Detection, Interfaces,
rain), fog detection and X X
VMS/DMS, Radio, SatNav
warning, cross wind detec-
tion and warning
Table 6 ITS User Service Packages for Saudi Arabia

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3 Deployment and Integration Plan

3.1 Introduction
This chapter describes the need for ITS and the proposed ITS solutions for the selected areas
of ITS interest in the Kingdom of Saudi Arabia. The selection procedure is described in section
1.4 and 1.5 above.
Regional structure of the Deployment Plan

The Ministry of Transport (MOT) is located in Riyadh, and is represented with district offices in
each of the Saudi Arabian regions. Construction and maintenance activities within MOT are im-
plemented by the district offices in the regions. Taking into account this structure, the Deploy-
ment and Integration Plan is structured by regions. The regional description at first gives some
overview on relevant regional information with potential relevance to transportation and ITS.
Then, the road network and the traffic situation are described. This content mainly builds on in-
formation received during the stakeholder meetings in the district offices. The regional descrip-
tion ends with the proposed ITS solutions and the stakeholders eventually involved in the further
development of the projects.
As described in section 1.5 above, stakeholder meetings were not only held with the MOT dis-
trict offices, but also with a number of other agencies concerned with future deployment of ITS
projects, such as the Royal Commission for Jubail and Yanbu, the Highway Patrol, the Hajj Min-
istry and King Fahd Causeway Authority. Their input is included in the recommendations for the
regions (highlighted in text boxes) and in the description of the regional traffic situation, so that
all regionally relevant information is concentrated in the respective section.
For the statistical data used in this chapter, the following sources are used:
The numbers for area and inhabitants quoted in this chapter are based on the 2010 cen-
sus of the Central Department of Statistics, Kingdom of Saudi Arabia.
Accident data per region has been obtained from the General Traffic Department and
covers the year 1430 (mainly 2009).
Airports traffic data has been obtained by the Saudi Arabian Airlines Organisation and is
reporting the year 2008.
Figure 5 provides an overview of the regions of Saudi Arabia.
Project descriptions
In this chapter 3 the proposed ITS solutions are only outlined briefly. Each proposed solution is
described in a separate project description in the Appendix. The projects are either linked to a
city (in the case of an urban expressway type of project) or to a specific section of a road (in all
other cases). The section of a road is in most cases defined from a city to a regional border.
One project comprises all types of ITS services to be applied on that road section. This enables
MOT to implement the Deployment Plan road section by road section and city by city.

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Figure 5 Regions of Saudi Arabia
Each project description sheet in the Appendix contains the following information:
Project Code: The project code consists of the regional code and a consecutive num-
ber, e.g. BAH 1 for the project No. 1 in Al Bahah region. The order of the projects does
not constitute a ranking.
Project Name: The title of the proposed project.
Region: The region where the proposed project is located in.
Deployment Type: The type of project according to the five deployment types defined in
section 2.3 on page 5.
Rationale: A brief overview of the region and the project. This also includes the major
problem areas that the proposed project can address. This can be either traffic flow
problems such as traffic congestion, or road safety related problems such as fog or acci-
dents. It also describes the geographic location and boundaries of the proposed project.
Map: A map highlighting the extent of the project.
ITS Services and Components: Highlights relevant ITS User Services that must be
addressed for the project to be deployed, and briefly describes the proposed compo-
nents.
Stakeholder: Naming the anticipated key stakeholders of the proposed project and their
expected roles.

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Deployment Types and Stakeholder Integration

The integration aspect of the MOT ITS Deployment and Integration Plan for Saudi Arabia are
the links between systems and stakeholders: On the one hand, there are the proposed ITS pro-
jects, based on the ITS Framework for Saudi Arabia. On the other hand, the Plan identifies the
stakeholders concerned with the deployment and operation of these projects.
Figure 6 gives an overview on the scheme, which is continually used throughout the Plan. This
scheme is closely related to the ITS Framework described in Figure 4 on page 5. On the left
hand side, the deployment types are listed; on the right hand side all stakeholders involved in
the ITS Deployment and Integration plan for Saudi Arabia are named. ITS solutions show their
maximum benefit when this cross-institutional co-operation takes place.
UE = Urban Expressway, IUE = Inter-Urban Expressway, NW = Network Wide System, T = Tunnel, B = Border
Figure 6 Deployment types and stakeholder relationships (schematic overview all regions)
As briefly introduced in section 2.3 on page 5, the deployment types shall give a structure for
the development of ITS projects for Saudi Arabia. The following sections describe the deploy-
ment types in more detail, also pointing out the relationships between the stakeholders involved.
The discussion of the deployment types takes into account the four ITS strategies of MOT, as
previously described in Table 1 on page 5. It highlights the specific approach of the strategies in
each deployment type.
1. Urban Expressways
General
ITS applications on urban expressways are aiming at two main objectives: The improvement of
traffic flow, especially in peak hours, and the improvement of traffic safety. Improving movement
through metropolitan corridors can deliver significant benefits in reduced travel time and in-
creased reliability and predictability of travel. The ability to influence speed limits, shift travel
demands between routes during traffic incidents, roadway work zone activity, adverse weather,
or other circumstances of unusually large traffic volume are core functions of Highway Traffic
Management Systems (HTMS). Information about current traffic conditions and guidance to
travellers should be based on precise knowledge of the current traffic situation.

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Improving road safety is the second aspect on urban expressways. Informing travellers on acci-
dents or congestion ahead can avoid secondary accidents. Reducing the reaction time for acci-
dent response through incident detection and confirmation technologies can save lives. Figure 7
shows an example of a typical urban expressway (King Fahd Road, Riyadh).
Figure 7 Example of a typical urban expressway in Saudi Arabia
Detection and Confirmation

Detection and Confirmation on urban expressways is primarily accomplished through the use of
vehicle detectors, embedded in the pavement or along the road side. Vehicle detector stations
are located along the roads which transmit traffic data back to the Highway Operations Centre
on a continuous basis. Specific detectors, e.g. for flooded underpasses, directly monitor the
situation possibly affecting road traffic.
A central computer at the traffic operations centre constantly analyses the data using an inci-
dent detection algorithm. The Central Computer System will alert the operator of a suspected
incident and request a confirmation.
Closed circuit television (CCTV) cameras provide the primary means of confirmation. These
cameras are placed along the roads with full pan, tilt, and zoom capabilities, effectively provid-
ing 100% coverage of the roadway. Once the incident is confirmed visually, the operator shall
proceed with a specific response plan and notify the appropriate response services.
The goal of the incident detection and confirmation strategy is to dispatch an appropriate re-
sponse in a timely manner. As a result, the incident can be promptly dealt with and removed
from the expressway.
Incident Management
Once an incident is detected and confirmed, the response and clearance must be managed so
as to preserve and protect human life, maintain a reasonable level of safety for all participants,
fulfil legislative requirements, minimise delay to the travelling public and minimise damage to
public/private property. In a major incident, these are complex and often competing factors.
Successful incident management can be facilitated by hi-tech equipment but is largely depend-
ent on inter-agency co-ordination, education and on-site personnel.
The Highway Operations Centre is the focal point for the MOT's highway management activi-
ties. Not only is all the information from the Highway Traffic Management System transmitted to
this point, but this is the same centre that receives all road condition, construction and mainte-
nance activity reports. Due to the abundance of information available, the operations centre can
often play a major coordinating role in incident management situations.

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The local Traffic Police, Saudi Red Crescent Authority and Civil Defence shall be actively in-
volved in incident management. Traffic personnel are key players in a large portion of the inci-
dents and their response time is critical. Early detection of problems through the Highway Traffic
Management System (HTMS) shall allow for easier and more efficient co-ordination of response
activities.
Motorist Advisory
In order to minimise the traffic impact of an incident, motorists need to be supplied with timely,
accurate and useful information. This may allow them to divert around the problem area, or at
least will lessen their chances of colliding into the end of queue of stopped vehicles on the
highway.
The HTMS includes dynamic message signs (DMS) that display messages in Arabic and Eng-
lish language, located prior to strategic diversion points where motorists can choose between
alternate routes. Within seconds of the confirmation of an incident, the central computer rec-
ommends a specific set of signs and messages based on the location and nature of the inci-
dent. The operator shall review and approve the response plan before the messages are dis-
patched to the signs. An effective motorist advisory strategy not only encourages diversion and
driver vigilance, it also reassures the travelling public that the responsible agencies are aware of
the problem and doing their best to manage the situation.
Regardless of whether congestion is being caused by an accident or normal rush hour traffic,
the Dynamic Message Signs (DMS) shall be capable of automatically displaying information re-
lated to the level of congestion on the roads. In the HTMS, the messages shall describe the av-
erage traffic conditions on the urban expressway network for a pre-defined upcoming section of
the highway. The average traffic condition is at least to be defined in terms such as "MOVING
WELL", "MOVING SLOWLY", and "VERY SLOW". Motorists may use this information to decide
whether to continue travelling on their original route or take an alternate route on the ring road
network or on other city routes.
Actively influencing speed limits (speed management) through Variable Message Signs (VMS)
and reducing on-ramp throughput by ramp metering is part of the incident management on ur-
ban expressways. This part of the traffic congestion management needs to be linked to the SA-
HER system. This enables speed enforcement through sections with variable speed. Red light
enforcement through SAHER shall enforce the ramp metering system used to stop incoming
traffic when the road operates at its capacity limit.
The congestion management program shall be a fully automated system using data from the
vehicle detector stations installed in the HTMS to select and display congestion management
messages on the dynamic message signs. Central Computer System shall calculate the travel
time for vehicles over pre-defined sections of the highway and update the messages on the
signs based on the average speeds and travel times calculated. This traffic information shall
help to balance the traffic flow, maximise roadway capacity usage, reduce motorist travel times,
and improve safety on those roads.
Stakeholders
Figure 8 shows links of urban expressways types of projects in Saudi Arabia to other projects
and to stakeholders involved. Besides MOT as the owner of the road infrastructure, Traffic Po-
lice is the major stakeholder on urban expressways and thus needs to be involved in HTMS de-
velopment and operation. Traffic Police is responsible for traffic management on urban roads,
including urban expressways. Some of the current responsibilities of Traffic Police can be influ-
enced by the implementation of urban expressway ITS systems.
For example, Traffic Police is currently operating a ramp metering system by temporarily block-
ing expressway ramps with Police cars, motorbikes or policemen. An urban expressway type of

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ITS system may as a first step support Traffic Police in blocking ramps by providing current traf-
fic information and advice when to act on which ramp. In a second step, a technical system
comprising traffic lights might replace the former “manual” system.
As a second example for interaction with Traffic Police, the speed enforcement is worth men-
tioning. When a HTMS comprises speed management, the Traffic Police’s SAHER system
needs to be informed online on the currently set speed limit. Thus, these two examples show
the need for a close co-operation between the urban expressways ITS systems and the local
Traffic Police.
Besides Traffic Police, Saudi Red Crescent Authority and Civil Defence are typical stakeholders
in urban expressway systems. They can especially benefit from improved information on traffic
situation and incidents on roads, e.g. by receiving messages from the HTMS on current inci-
dents, by receiving information on current traffic situation to chose their optimum routes or by
receiving video images from the HTMS CCTV system to get a better image of current incidents.
Figure 8 Deployment type “Urban Expressways” and stakeholder relationships
Municipalities operate the secondary road network, which might be affected by measures on the
urban expressways. Especially ramp metering might cause congestion on the road network of
the municipality. Information on traffic management measures to the municipal traffic manage-
ment centre enables them to react accordingly. In Riyadh, the Arriyadh Development Authority
owns several roads that are equipped with ITS, such as King Abdullah Road and the Old Airport
Roads that are being built soon. A link to these systems is mandatory, if the roads are urban
expressways. MOT HTMS control centre could take over the responsibility to manage the ex-
pressway part of roads owned by others, to achieve the best network management effect.
All HTMSs provide traffic information to the Traffic Information System (network wide project
no. 3), which disseminates this information through radio stations. People at home and in vehi-
cles can listen to the traffic news broadcasted regularly by local radio stations. Vehicles using
satellite navigation systems can receive current data to enable rerouting based on current traffic
situation or to be informed on the expected arrival time.

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In major metropolitan cities like Riyadh, the length of the MOT urban expressway network justi-
fies a separate Traffic Control Centre for expressways. In smaller cities this might not be the
case. The expressway network might be of smaller extent, and arterial roads, often in the re-
sponsibility of the local municipality, take over backbone network functions. In these cases, a
joint Traffic Control Centre, owned and operated by MOT and the municipality or municipalities,
seems to be the more recommended type of solution.
2. Inter-Urban Expressways
General
Inter-urban expressways in Saudi Arabia are generally operating well below their capacity limits.
Figure 9 shows a typical inter-urban expressway, Road 65 between Buraidah and Riyadh. Thus,
the main objective of ITS applications on inter-urban expressways in the Kingdom is to improve
traffic safety. Of the four MOT traffic management strategies, congestion management is not
applicable on inter-urban expressways.
Long driving distances causing drivers to fall asleep, adverse weather conditions like fog or
sandstorms reducing visibility and road surface adhesion, heavy rainfall causing rock fall and
floods are typical reasons for accidents on inter-urban expressways in Saudi Arabia. ITS solu-
tions therefore need to tackle these accident reasons. The key function is incident detection and
management.
Figure 9 Example of a typical inter-urban expressway in Saudi Arabia

Detection and Confirmation on inter-urban expressways is primarily focused on incidents that
might affect traffic flow or traffic safety. On Saudi Arabian inter-urban expressways, this typically
comprises accidents, reduced visibility through fog or sandstorms, blocked roads through flood
or rock fall, and strong side wind.
Closed Circuit Television (CCTV) cameras can provide means of confirmation. These cameras
are placed along road sections where deemed necessary.
The goal of the incident detection and confirmation strategy on inter-urban expressways is
mainly to be able to warn drivers of threats like reduced visibility and of obstacles like closed
roads due to floods or rock fall. To dispatch an appropriate response on accidents in a timely
manner is the goal on selected sections with reported high number of accidents.
Incident Management
Incident management on inter-urban expressways is focused on mobilising incident response
measures to assist in accidents and to save lives. In this regard, motorist advisory is an impor-

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tant part of incident management on inter-urban expressways. This comprises the use of Dy-
namic Message Signs (DMS) in areas with a high number of accidents, but also to inform travel-
lers through mass media like radio and internet. Traffic messages through radio are to be sent
in two ways; one as traffic news broadcasted, where travellers can listen to; the other way is to
send silent data messages that can be received by satellite navigation systems that include the
current traffic situation in their routing and inform the traveller ahead of critical situations.
Further, ITS technology shall support incident management on inter-urban expressways by
enabling Highway Patrol to provide primary emergency management. After an incident is de-
tected, Highway Patrol is the lead agency for dispatching accident response measures including
those of Saudi Red Crescent Authority and Civil Defence. Inter-urban expressway ITS compo-
nents should be able to support Highway Patrol in this responsibility and to improve their capa-
bility to react quickly and adequately.
Motorist Advisory
Also on inter-urban expressways, motorists need to be supplied with timely, accurate and useful
information in order to minimise further impact of an incident. Being informed of a closed road
e.g. due to flood or rock fall at an early point of decision, the driver can adjust his route choice.
Information on fog or an accident ahead will lessen the chances of colliding into slow vehicles or
the end of a queue of stopped vehicles on the highway.
Dynamic Message Signs (DMS) and Variable Message Signs (VMS) provide information in
readable form along the road to the traveller. Radio messages and traffic messages for naviga-
tion systems bring information into the vehicles. Travellers can inform themselves on the current
traffic situation through web sites either at home or on-trip through smart phones. Where auto-
matic detection and confirmation systems are available, the motorist advisory shall be triggered
by the system, after confirmation of an operator. Where these systems are not available, High-
way Patrol shall be able to remotely activate incident warning messages and traffic information
through the various channels named above.
Stakeholders
The main stakeholder on inter-urban expressways is Highway Patrol. They are responsible for
traffic safety on inter-urban expressways. This includes operation of check points along the ex-
pressways, management of accidents on inter-urban expressways and management of security
activities. Highway Patrol operates offices along inter-urban expressways. Besides that, High-
way Patrol operates regional control centres in each region of Saudi Arabia. The regional con-
trol centres manage accident response activities and operate 24h a day.
Thus, there is already a regional centre infrastructure and an operating unit in place dealing with
the activities that are supported by ITS deployment on inter-urban expressways. This given re-
gional operations centre of Highway Patrol and their traffic safety functions on inter-urban ex-
pressways suggests that the Highway Operations Centre activities for ITS on inter-urban ex-
pressways may be embedded in the operations functions of Highway Patrol. A joint approach
between MOT and Highway Patrol seems to make best use of existing infrastructure and per-
sonnel. MOT implementing and maintaining the ITS components and Highway Patrol operating
it in their regional control centre would be a solution where both sides would benefit most.
All regional inter-urban expressway control centres provide traffic information to the Traffic In-
formation System (network wide project no. 3), which disseminates this information through ra-
dio stations. People at home and in vehicles can listen to the traffic news broadcasted regularly
by regional radio stations. Vehicles using satellite navigation systems can receive current data
to enable rerouting based on current traffic situation or to be informed on the expected arrival
time.
Other stakeholders in the inter-urban expressway ITS systems are Saudi Red Crescent Author-
ity and Civil Defence. The agencies for Hajj Traffic Management may be linked to ITS systems

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on roads where Hajj related traffic occurs, e.g. on Road 15 from Makkah to Madinah. The Royal
Commission for Jubail and Yanbu is a stakeholder in ITS systems on roads that link to one of
the two cities.
MOT ITS Deployment and Integration Plan Stakeholder

Inter-urban Expressways
Saudi Red Crescent Authority

UE
Civil Defence
IUE Incident detection and management (29)
Hajj Traffic Management

NW RC for Jubail and Yanbu
Highway Patrol
B
(X) Number of projects
Figure 10 Deployment type “Inter-Urban Expressways” and stakeholder relationships
3. Tunnels
General
Tunnel ITS solutions will provide improvements to tunnel management, safety and mainte-
nance. By constantly monitoring what is happening inside the tunnel, the owner MOT can be
prepared to respond quickly and effectively to any emergency situation occurring within the tun-
nels. This will lead to a substantial improvement of road safety in tunnels in Saudi Arabia. Figure
11 shows Sha’ab Amer Tunnel in Makkah.
Different road ITS components might be added to the supervisory control and data acquisition
system (SCADA), such as: Traffic and incident detection, closed-circuit television (CCTV) sur-
veillance, communications systems, traffic lights, lane management, dynamic message
signs/variable message signs (DMS/VMS). This will enable the operations team to detect and
manage incidents that occur in or around tunnels.

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Picture courtesy to www.tolanic.com
Figure 11 Example of a typical tunnel in Saudi Arabia

Detection and Confirmation in Tunnels is primarily focused on the detection of accidents that
might affect traffic safety in the tunnel. The level of ITS deployment needs to take into account
the length of the tunnel. The longer the tunnel, the more sophisticated the tunnel equipment
needs to be. Also traffic volume and number of accidents have influence on the system design.
Accidents including fire can cause major threat not only to the travellers directly involved, but
also to all other people being in the tunnel at that time. Thus, detection and information in road
tunnels needs to be able to detect incidents including accidents and fire within the tunnel, but
also to detect congestion that might lead to an incident. Vehicle detectors embedded in the
pavement or along the road side constantly monitor traffic volume and speed and transmit the
data to a central tunnel operations centre.
A central computer at the tunnel operations centre constantly analyses the data using an inci-
dent detection algorithm. The Central Computer System will alert the operator of a suspected
incident and request a confirmation.
Closed circuit television (CCTV) cameras
provide the primary means of confirma-
tion. These cameras are placed along the
tunnel with full pan, tilt, and zoom capa-
bilities, effectively providing 100% cover-
age of the tunnel roadway. Once the inci-
dent is confirmed visually, the operator
shall proceed with a specific response
plan and notify the appropriate response
services.
The goal of the incident detection and
confirmation strategy is to dispatch an ap-
propriate response in a timely manner.
Figure 12 shows an advanced tunnel
management control centre (State of Ba- Figure 12 Example of a highway tunnel man-
den-Wuerttemberg, Germany). agement control centre

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Incident Management
Once an incident is detected and confirmed, the response and clearance must be managed so
as to preserve and protect human life, maintain a reasonable level of safety for all participants,
fulfil legislative requirements, minimise delay to the travelling public and minimise damage to
public/private property.
The central tunnel operations centre is the focal point for the MOT's tunnel management activi-
ties. Incident management comprises the use of Dynamic Message Signs (DMS) and Variable
Message Signs (VMS) prior to and in the tunnels, the information of travellers through mass
media like radio and internet or loudspeakers in the tunnel. Speed management and lane man-
agement enable the operators to influence traffic in and ahead of tunnels. Traffic lights at the
entrance can be used to close a tunnel to avoid vehicles entering the tunnel during an incident.
Tunnel ITS components are to support the tunnel operator in his responsibility and to improve
his capability to react quickly and adequately.
Motorist Advisory
In case of any incident in a tunnel, motorists inside and outside the tunnel need to be supplied
with timely, accurate and useful information in order to minimise further impact. Information on
the situation inside the tunnel will avoid further vehicles entering the tunnel or lessen the
chances of colliding into slow or stranded vehicles in a tunnel.
Dynamic Message Signs (DMS), Variable Message
Signs (VMS), lane management, traffic signals pro-
vide information in visual form to the traveller. Ra-
dio messages and traffic messages for navigation
systems bring information into the vehicles. Inside
the tunnels, travellers shall also be informed
through loudspeakers. Before their trip, travellers
can inform themselves on the current traffic situa-
tion through web sites at home; on-trip through
smart phones.
In general, congestion management using speed
management technology through VMS in tunnels is Figure 13 Typical ITS installation in a
for safety reasons as described above. Figure 13 road tunnel
shows typical ITS elements used in tunnels.
Stakeholders
Tunnels above a specific length need their own tunnel control centres located nearby the tunnel.
Besides that, it is beneficial to manage several tunnels (e.g. of a region) through one tunnel con-
trol centre. The tunnel control centres may be operated by Highway Patrol, already operating
regional highway operation centres in all regions, except Al Bahah. There, Traffic Police would
be suitable to take over responsibility for operation. The tunnel control centres inform Saudi Red
Crescent Authority and Civil Defence in the event of any major incident.
Saudi Arabian tunnels are located in Asir, Al Bahah and Makkah Al Mukarramah regions only
(Figure 14). Tunnel control centres provide traffic information to the Traffic Information System
(network wide project no. 3), which disseminates this information to the public through radio sta-
tions and web sites.

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Figure 14 Location of road tunnels in Saudi Arabia

Tunnel safety management

UE
Civil Defence
IUE
NW
Highway Patrol
T Tunnel safety management (3)
B
Figure 15 Deployment type “Tunnels” and stakeholder relationships

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4. Border Crossings
General
Providing traveller information on the current traffic situation at borders and managing conges-
tion at borders is regarded as a responsibility of MOT. Incident management is not considered
applicable for border traffic management.
Commercial vehicle operations ITS systems comprise technologies to help enhance safety and
simplify border operations. This can include credentialing and tax administration, roadside en-
forcement, freight and fleet management, and vehicle operations. These activities are not re-
garded as MOT responsibility and thus not reflected in the development of the deployment and
implementation plan.
The currently only toll collection system installed in Saudi Arabia is on King Fahd Causeway to
Bahrain. King Fahd Causeway is a commercially financed infrastructure. The toll system is op-
erated under the King Fahd Causeway Authority and regularly updated and enhanced.
Detection and confirmation
Border traffic management ITS uses advanced data collection and processing to provide real-
time information to travellers regarding travel times and road conditions at borders. In order to
achieve that, vehicle detectors, embedded in the pavement or along the road side provide traffic
flow data. Automatic Number Plate Recognition (ANPR) technology provides waiting times.
Closed Circuit Television (CCTV) cameras provide the primary means of confirmation. These
cameras are placed along the roads with full pan, tilt, and zoom capabilities, effectively provid-
ing 100% coverage of the roadway section affected by border crossing related congestion.
Motorist advisory
Customs and other border agencies could recognise the value of providing traveller information
as a customer service. The ITS deployments for the Saudi Arabian border crossings will help to
improve overall travel times by providing wait time information to travellers before they reach the
crossing. Figure 16 on the following page shows an example of how such web site presenting
waiting times and real time video image could look like. Generally, waiting times for passenger
vehicles and for commercial vehicles should be displayed separately.
Besides informing travellers on the current traffic situation at borders, typical waiting times at
weekdays and weekends can be published. This enables road users to plan their trip in advance
taking into account expected waiting times at borders. Figure 17 on the following page gives an
example for such display.
Congestion management
The Central Computer System will alert the operator of a suspected congestion and request a
confirmation. On the basis of the current traffic situation, the operator shall proceed with a spe-
cific response plan. This response plan shall include lane management ahead of border cross-
ings. This would include dynamic lane indicators (green arrow, amber arrow, red x). According
to the traffic volume, the number of open lanes can be adjusted to current needs.
Stakeholders
The system needs to be linked to border authorities. Especially the lane management requires
adjusting handling capacity to the current traffic volume and number of open lanes. Highway Pa-
trol seems to be suitable to operate the system.
All regional border crossing traffic management units provide traffic information to the Traffic In-
formation System (network wide project SAU 3), which disseminates this information through

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Figure 16 Example: Web site providing real time information on border traffic
Figure 17 Web site providing information on typical border traffic situation

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radio stations and web sites. People at home and in vehicles can listen to the traffic news
broadcasted regularly by regional radio stations. Vehicles using satellite navigation systems can
receive current data to enable rerouting based on current traffic situation or to be informed on
the expected arrival time. People at home can check web sites before starting the trip, and with
smart phones web information can be downloaded even during the trip.
Figure 18 describes the relationship between the border crossing types of projects and the
stakeholders involved.
Figure 18 Deployment type “Border” and stakeholder relationships
5. Network Wide Projects

General
Network wide projects are projects that are not limited to one location or region but need a na-
tional approach. Nevertheless, implementation can be done in stages, e.g. region by region,
when the overall design is defined. The three network wide applications currently proposed in
the MOT ITS Deployment and Integration Plan for Saudi Arabia are permanent traffic counting
and classification management, weigh station management and traffic information system
(Figure 19). The detailed description of each project is in chapter 3.3.

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Network wide projects
UE UE HTMS of all cities in KSA
Traffic Police
IUE
1 Weigh station management (1)

NW 2 Traffic counting/class. management (1)
3 Traffic information system (1)
Highway Patrol
Presidency of Meteorology and E.

T
B
Figure 19 Deployment type “Network Wide Projects” and stakeholder relationships

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3.2 Project Overview

Deployment Types
The proposed projects can be grouped in projects of similar nature. Table 7 gives an overview
on the types and number of projects per deployment type.
Type Code Project Content No. of Projects
UE Highway Traffic Management System (HTMS) 14
IUE Incident detection and management 29
1. Weigh station management

NW 2. Traffic counting and classification management 3
3. Traffic information system
T Tunnel safety management 3
B Border management 12
Total number of proposed projects 61
UE = Urban Expressway, IUE = Inter-Urban Expressway, NW = Network Wide Projects, T = Tunnel, B = Border
Table 7 Number of projects per deployment type
List of Projects
Table 8 below provides an overview on all proposed ITS projects for Saudi Arabia, structured by
region. The following chapters describe the situation and proposed ITS solutions for Saudi Ara-
bia.
Deployment
No. Project Code Project Name
Type 1
1. SAU 1 Weigh station management NW

2. SAU 2 Traffic counting and classification management NW
3. SAU 3 Traffic information system NW
4. RIY 1 HTMS Riyadh UE
5. RIY 2 HTMS Riyadh - Extension to Al Kharj UE
6. RIY 3 Incident detection and management on Road 40 (Riyadh towards Jeddah) IUE
7. RIY 4 Incident detection and management on Road 65 (Riyadh towards Buraidah) IUE
8. RIY 5 Incident detection and management on Road 40 (Riyadh towards Dammam) IUE
9. MAD 1 HTMS for Madinah City UE
10. MAD 2 HTMS for Yanbu UE
11. MAD 3 Incident detection and management on Road 5 (Yanbu towards Jeddah) IUE
12. MAD 4 Incident detection and management on Road 15 (Madinah towards Makkah) IUE
13. MAD 5 Incident detection and management on Road 60 (Madinah towards Buraidah) IUE
14. QAS 1 HTMS for Buraidah – Unaizah Area UE
15. QAS 2 Incident detection and management on Road 65 (Buraidah towards Riyadh) IUE
16. QAS 3 Incident detection and management on Road 60 (Buraidah towards Madinah) IUE
17. QAS 4 Incident detection and management on Road 400 (Buraidah towards Hail) IUE
18. MAK 1 HTMS for Makkah City UE
19. MAK 2 HTMS for Jeddah UE

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Deployment
No. Project Code Project Name
Type 1
20. MAK 3 HTMS for Taif UE

21. MAK 4 Incident detection and management on Road 15 (Makkah towards Madinah) IUE
22. MAK 5 Incident detection and management on Road 40 (Makkah towards Jeddah) IUE
23. MAK 6 Incident detection and management on Road 15 (Makkah towards Taif) IUE
24. MAK 7 Tunnel safety management in Makkah Region T
25. SHA 1 HTMS for Dammam-Dhahran-Al Khobar Area UE
26. SHA 2 HTMS extension on Road 613 (Dammam to Jubail) UE
27. SHA 3 Incident detection and management on Road 40 (Dammam towards Riyadh) IUE
28. SHA 4 Incident detection and management on Road 615 (Dammam towards Hofuf) IUE
29. SHA 5 Border crossing traffic management for King Fahd Causeway to Bahrain B
30. SHA 6 Border crossing traffic management for Ar Ruqi to Kuwait B
31. SHA 7 Border crossing traffic management for Al Khafji to Kuwait B
32. SHA 8 Border crossing traffic management for Salwa to Qatar B
33. SHA 9 Border crossing traffic management for Batha to UAE B
34. BAH 1 Incident detection and management on Road 15 (Bahah City towards Abha) IUE
35. BAH 2 Incident detection and management on Road 205 (Bahah City towards Taif) IUE
36. BAH 3 Incident detection and management on Road 3400 (Bahah City towards Al Aqiq) IUE
37. BAH 4 Incident detection and management on Road 246 (Bahah City towards Al Mudhaylif) IUE
38. BAH 5 Tunnel safety management in Al Bahah region T
39. ASI 1 HTMS for Abha/Khamis Mushayt Area UE
40. ASI 2 Incident detection and management on Road 15 (Abha towards Al Bahah) IUE
41. ASI 3 Incident detection and management on Road 214 (As Sawda) IUE
42. ASI 4 Incident detection and management on Prince Sultan Road (South of Abha) IUE
43. ASI 5 Tunnel safety management in Asir Region T
44. TAB 1 HTMS for Tabuk City UE
45. TAB 2 Incident detection and management on Road 5 (Tabuk Coast) IUE
46. TAB 3 Incident detection and management on Road 5 (Al Badgh towards Haql) IUE
47. TAB 4 Border crossing traffic management for Al Haql to Jordan B
48. TAB 5 Border crossing traffic management for Halat Ammar to Jordan B
49. TAB 6 Border crossing traffic management for Road 392 to Egypt B
50. HAI 1 Incident detection and management on Road 65 (Hail City towards Buraidah) IUE
51. HAI 2 Incident detection and management on Road 65 (Hail City towards Sakaka) IUE
52. HAI 3 Incident detection and management on Road 70 (Hail City towards Al Ula) IUE
53. HAI 4 Incident detection and management on Road 389 (Hail City towards Madinah) IUE
54. JAW 1 Incident detection and management on Road 65 (Sakaka towards Al Haditha) IUE
55. JAW 2 Incident detection and management on Road 65 (Sakaka towards Hail City) IUE
56. JAW 3 Border crossing traffic management for Al Haditha to Jordan B
57. NAJ 1 HTMS for Najran City UE
58. NAJ 2 Border crossing traffic management for Sharora to Yemen B
59. JIZ 1 HTMS for Jizan City UE
60. JIZ 2 Border crossing traffic management for Al Tual to Yemen B
61. NOR 1 Border crossing traffic management for Arar to Iraq B
1
UE = Urban Expressway, IUE = Inter-Urban Expressway, T = Tunnel, B = Border, NW = Network Wide System
Table 8 List of proposed ITS projects for MOT network in Saudi Arabia

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3.3 Network Wide Projects

Three ITS projects have been identified for deployment on the complete MOT road network.
These projects are not bound to a specific location or to the boundaries of any particular region.
They require a national system architecture and realise maximum effect with network wide cov-
erage.
Proposed ITS Solutions
Project SAU 1: Weigh station management

Overloaded trucks can cause significant problems. They cause extraordinary damage to the
roads and bridges and are more likely to have accidents. MOT tackles this issue by enforcing
the load limit through weigh stations along their road network.
The current weigh stations are located aside of MOT roads (Figure 20 and Figure 22 on page
5). All heavy goods vehicles (HGV) have to pull out to pass through the weigh station. In doing
so, not only the weight of the truck is checked, but also the licenses of the vehicle.
The project proposes to improve the operation of the weigh stations by the use of High Speed
Weigh-In-Motion (HSWIM) technology on the main road. HSWIM can measure the axle and
gross weights of trucks as they pass a monitoring point at normal highway speeds.
Introduction of weigh in motion on the main road can be achieved in stages: First, HSWIM is
used to select only HGVs that are suspicious to be overloaded. Only these vehicles have to
pass through the weigh station. This allows a speedy passing of trucks loaded within regulation
and reduces load from the weigh stations, resulting in reduced operation and maintenance cost
and improved traffic flow. In a next step, HSWIM can replace the current weigh stations and
fines will be directly issued by the system. Through Automatic Number Plate Recognition
(ANPR) technology, the completeness and correctness of the truck’s licenses can be checked.
Figure 20 Weigh station aside inter-urban expressway in Saudi Arabia

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The weigh station management project shall address the following components:
1. Data communication between MOT and weigh stations (Systems networking and inte-
gration)
2. Preclearance of trucks on the main road, only overloaded (or likely overloaded) trucks to
be diverted into the weigh station (HSWIM on truck lane).
3. ITS systems for transport license verifications, issuance of fines for violating transport li-
censes overloading (MOT).
4. ITS for traffic law violation recognition for trucks jumping the weigh station and for trucks
violating load limits (Highway Patrol).
5. Developing HSWIM system without a manual weigh station including automated licenses
verification and issuance of fines (MOT and Highway Patrol).
Transport fines
Electronically processed
(MOT)
Weigh
Station Traffic law fines
Electronically processed
Static (Highway Patrol) Violations
weighing MOT
License
database
HSWIM
Data, operational status MOT Central
Data
Control Unit
ANPR
MOT
Licensing Data
check base
Remote monitoring
of functionality
Reports
Reports,
Reports
Maintenance Maintenance Export
request
Maintenance, Contractors
repair
Figure 21 Weigh station management
Stakeholders involved
MOT
Highway Patrol

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Figure 22 Current locations of weigh stations on MOT network
Project SAU 2: Traffic counting and classification management

Accurate and detailed traffic data is essential for various kinds of transport planning. The data
collected provides the relevant agencies with the information which help develop robust travel
and traffic volume estimates. These are required to satisfy the planner's needs in the areas of
road safety, highway planning, engineering, construction, maintenance, and the overall admini-
stration of highway programs in the Kingdom.
Currently, the traffic counting and classification stations are maintained by concerned road
maintenance contractors as part of road maintenance contracts. Collecting the data on time and
in required completeness and quality is causing some effort to the MOT. Manual data collection
across the entire country by the maintenance contractors has proven to be too complicated and
not reliable enough to achieve quality standards for traffic data.
This project is aiming at system networking and integration of all traffic counting stations in order
to centrally monitor the function of all stations and retrieve traffic counting and classification data
in regular intervals. Figure 23 describes the structure of the system.
The future system would comprise a network wide system of automatic traffic count stations that
are linked through wired or wireless communication to a central MOT database. The counting
stations regularly send their counts online to the central database. In case of malfunction, the
system alerts MOT by an alarm, enabling immediate action. This system can improve quality
and completeness of the traffic counts data of Saudi Arabia.

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Traffic count stations, Data, operational status MOT Central Data

Communications Control Unit
MOT
Data
Maintenance Operational base
repair status
Maintenance Remote monitoring Reports

Reports,
Reports
Contractors Maintenance request of functionality Export
Figure 23 Traffic counting and classification management
MOT
Maintenance contractors
Project SAU 3: Traffic information system

Traffic information is essential for road users. Traffic information, provided by infrastructure re-
lated means (such as DMS and VMS) can only reach travellers passing these signs. Traffic in-
formation disseminated by radio can reach all drivers having a radio easily, at low cost and at all
locations covered by the radio network. The same applies for information provided through a
web site.
Under this project, existing ITS systems and traffic related organisations around the Kingdom
shall provide up-to-date input to the Traffic Information System, which disseminates this infor-
mation through radio stations and the internet. People at home and in vehicles can listen to the
traffic news broadcasted regularly by regional and local radio stations. Vehicles using satellite
navigation systems can receive current traffic data to enable rerouting based on the current
situation.
The Traffic Message Channel (TMC) is a specific application of the FM Radio Data System
(RDS) used for broadcasting real-time traffic and weather information. Data messages are re-
ceived silently and decoded by a TMC-equipped car radio or navigation system, and delivered
to the driver in a variety of ways. The most common of these is a TMC-enabled navigation sys-
tem that can offer dynamic route guidance - alerting the driver of a problem on the planned
route and calculating an alternative route to avoid the incident.
Benefits for users
Updated traffic information, delivered in real time
Instant knowledge of accidents, road works and traffic jams
Filtered information only for the immediate route

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Information in user's own language

High-quality digital transmission
Free services right across Saudi Arabia
RDS-TMC has been widely introduced all over Europe and elsewhere. TMC traffic information
offers several advantages. First, it is received via a "silent" FM data channel, which means that
users can listen to music or news broadcasts simultaneously with - and without interference
from - TMC data transmissions. Second, messages arrive and are displayed immediately, so
the driver does not need to wait for the scheduled traffic news bulletin, or to listen to a specific
program. Also, TMC services are continuous and presented directly to the driver, unlike road-
side information services such as DMS and VMS.
To enable drivers to receive TMC traffic news and messages, a system shall be created that de-
tects incidents, creates messages and disseminates them via radio stations. This would ideally
be based on a kingdom wide architecture, structured by regions, making use of existing sys-
tems. MOT, making use of all existing ITS road components (e.g. HTMS, in this case acting as
a stakeholder to the system), Traffic Police, Highway Patrol, and Presidency for Meteorology
and Environment (PME) provide up-to-date input to the Regional Traffic Information Centre
(TIC), which translates this into coded messages and disseminates them through radio stations
and web sites. Travellers can also directly inform the TICs via telephone or mobile phone. The
stakeholders and the structure are described in Figure 24.
Data Message generation

generation
National TIC
MOT
Traffic
Police Regional TIC Regional TIC Regional TIC
Highway
Patrol
PME Message transmission

Traffic
Traffic
Radio Radio Radio Radio Radio Traffic
Traveller Website
Website
Station Station Station Station Station Website
Traveller (Radio at home/in car, TMC in car, Internet at home/smart phone)
Figure 24 Traffic information system
MOT
Traffic Police

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Highway Patrol
Presidency of Meteorology and Environment (PME)
Radio Stations, website operator

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3.4 Riyadh Region

The Region
The central region of Riyadh lies at the heart of the Kingdom. The region extends some
404,240 km² and is the second largest region in the Kingdom on land mass. To the north the re-
gion is bound by Qassim, Hail and Northern Border regions, to the south by Najran region, to
the east by Eastern Region, and Makkah, Madinah and Asir regions to the west.
The region has a population of 6,777,146 which is approximately 20% of the nation’s population
which makes it the second largest region of the Kingdom on population.
The climate in the region is characterised by harsh, dry and arid conditions. The region experi-
ences extreme heat and minimal rainfall with the bulk of rainfall occurring in the months from
January to May. The climate in Riyadh goes through a hot summer caused by the inland winds
during this time temperatures can run as high as 50°C, with 45°C being the common tempera-
ture. Riyadh climate is characterised by average day temperatures of 8° to 21°C in January, and
26° to 45°C in July.
Riyadh City is the principal city of Riyadh region, and is also the capital city of the Kingdom of
Saudi Arabia. As such Riyadh City is the seat of government and houses the ministries, embas-
sies, diplomatic missions; it also houses educational, financial, agricultural, cultural, technical,
commercial and social organisations.
As the capital city, Riyadh is the most populous city of the Kingdom of Saudi Arabia with a popu-
lation of 5,188,286 which is approximately 75% of the population of the region. Riyadh City lies
on a sedimentary plateau 600 meters above sea level 958 km from Jeddah on the Red Sea and
389 km from Dammam on the Arabian Gulf. It has a good underground water supply, which
makes it one of the few natural fertile areas in the Kingdom outside the south west of the King-
dom.
AI Kharj lies approximately 87 km to the south east of Riyadh and has population of 376,325.
The city is renowned for its farming, housing the first experimental farms in the Kingdom due to
a number of series of deepwater pools and an extensively irrigated area.
Road Network
The regional road network connects Riyadh with all major areas in the region and covers an
overall road length of 16,018 km of which 5,936 km of the roads are expressways or dual roads.
This is in both categories the largest road network in Saudi Arabia. The main routes through the
region are:
Road 40 heading west from Riyadh, connects Riyadh with Taif.
Road 40 heading east, connects Riyadh with Dammam.
Road 65 heading north, connects Riyadh to Buraidah in Qassim region.
Road 517 heading south, connects Riyadh with Al Kharj.
Road 10 heading east, provides road access from Al Kharj to the Abu Dhabi border.
Road 10 heading in a south west direction, provides access from Al Kharj to Abha.
Riyadh is continually expanding its economic activities and has experienced massive urban
growth; this has led to an expansion of urbanisation and continuous growth of traffic. For these
reasons, the traffic situation on the city’s traffic arteries is heavily congested and unchecked will
continue to deteriorate. This is the case particularly on Makkah Road and King Fahd Road,
which reached their service capacity several years ago. The congestion in the city has lead to

Final Report
increased travel times and unpredictable traffic conditions. However, Riyadh’s urban road net-
work continues to extend and upgrade, Riyadh is currently progressing a major extension of the
cities highway network a shown listed below with associated completion dates:
Second Ring Road /Prince Salman Road to Airport Road (2012) (under construction)
Old Airport Area connection Al Gafiqi road and Urubah Road, extension of Abu Bakr
Road (2012).
King Abdullah Road upgrade to urban highway (Central, East and Western Part) (2015)
(all sections).
Second Ring Road eastern part (Al Sheikh Saber Road) from Khurais Road to Ath
Thumama Road (2015).
Southern Ring Road extension east of Eastern Ring Road (2015).
Second Ring Road from Ath Thumama Road to Airport Road (2020).
Abu Bakr Road Upgrade to urban highway from Old Airport to north (2020).
Second Ring Road southern part – new road (after 2020).
Third Ring Road between Salboukh Road and Janadriyah Road (after 2020).
Third Ring Road between Jeddah Road and Kharj Road (after 2020).
Khurais Road eastern extension, east of Janadriyah Road (after 2020).
The region of Riyadh experienced a total of 141,549 road accidents in 2009; the total number of
killed or injured in this year is recorded as 1,968.
Traffic situation and issues

Congestion in Riyadh City (expressways)
Makkah Road – Khurais Road
Eastern Ring Road
Southern Ring Road
King Fahd Road
Northern Ring Road
Congestion in the Region

Congestion on Road 505 entering the city from the south.
Congestion on Road 517 from Riyadh to Kharj, the area along this road has
seen increased levels of development changing the nature of the road from
inter-urban to a more urban nature.
The accidents in the region are largely attributed to many of the road being single lane
drivers not concentrating whilst driving and in some cases due to bad roads design. Ac-
cidents and accident black spots were reported on:
Road 40 heading east along Dammam Road from the city limits to the inter-
section of Road 5318 with Dammam Road.
Road 65 heading north towards Buraidah near to Dakhila
Road 50 heading west from Shaqra to Al Qa-Iyah
Road 10 heading south towards Abha from Hawtat Bani Tamim to Al Khama-
sin, accidents due to high speeds and camels on the road.

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Accident black spot has also been highlighted on the Road 40 close to Mu-
hayriqah. Accidents along this route are increased during the Hajj season as
pilgrims drive to the holy cities of Makkah and Madinah.
Riyadh region experiences regular sandstorms in many of its areas. Sandstorms can re-
duce driver visibility to dangerous levels and result in hazardous driving conditions, in
some cases closing roads causing major traffic disruption. Sandstorms are found in a
variety of locations of the region. The roads, where sandstorms have been a problem
are:
Road 40 heading east towards Dammam, along the full length of the road
within the regions boundaries
Road 65 heading towards Buraidah near Dakhila and also near Al Ghat
Road 10 heading south towards Abha, from Al Kharj to Zumaqah
Road 50 heading west from Ad Duwadimi to Al Qa-Iyah
Figure 25 Map of traffic problems in Riyadh region

Final Report
Stakeholder meetings
The regional stakeholder meeting for Riyadh was held in Riyadh on Monday 25th October
2010. The meeting was attended by 26 representatives from the following institutions: MOT,
Highway patrol, Traffic Police, Civil Defence, Saudi Red Crescent Authority, Amana, Shibh
Aljazira.
A stakeholder meeting was held with the Highway Patrol on Tuesday 30th November 2010.
The meeting was attended by 3 representatives from the Highway Patrol. Their recommenda-
tions are included in all regional descriptions.
Project RIY 1: HTMS Riyadh

A Highway Traffic Management System (HTMS) design study for Riyadh City is currently un-
derway. The study is in the design phase and is scheduled to be completed mid 2011. The
HTMS is an integrated ITS deployment and will provide services to manage the problems out-
lined within the city. The ITS services shall address the traffic management strategies Detec-
tion and Confirmation, Incident Management, Motorist Advisory, and Traffic Congestion
Management for urban expressways. The project will cover 263km of expressways in Riyadh
City. The core ITS toolkit elements comprise real time traffic data system, CCTV surveillance,
automatic incident detection, ramp metering, speed management, dynamic message signs,
HGV management, underpass flood detection, traveller information via radio and website.
Project RIY 2: HTMS Riyadh - Extension to Al Kharj

The proposal for the future deployment is to extend the HTMS to include Road 517 and Road
513 from Riyadh to Al Kharj. Road 517 and 513 to Al Kharj are not typical inter-urban routes as
they have urban characteristics with heavy commuter traffic and regular congestion.
Project RIY 3: Incident detection and management on Road 40

(Riyadh towards Jeddah)
The project comprises an incident detection and management system to be deployed on Road
40, which connects Riyadh with Jeddah. The section of road between kilometre 756 to kilometre
801 as well as the section between kilometre 912 to kilometre 925 have been highlighted for this
project due to the high number of regular accidents along this stretch of the road.

(Riyadh towards Buraidah)
The project comprises an incident detection and management system to be installed on Road
65, which connects Riyadh with Buraidah. The section of Road 65 from Riyadh to the regional
boundary with Eastern Region has been highlighted for deployment due to sandstorm related
visibility issues and a high number of accidents on this section of road.

Final Report

(Riyadh towards Dammam)
The project comprises an incident detection and management system to be installed on Road
40, which connects Riyadh with Dammam. The section of Road 40 from Riyadh to the regions
boundary has been highlighted for deployment due to the high number of accidents on this sec-
tion of road, especially from kilometre 980 to 1004.
MOT
Traffic Police, including SAHER
Highway Patrol
Riyadh Municipality
Arriyadh Development Authority
Civil Defence

Ar Riyadh Region
Traffic Police

UE HTMS Riyadh + Extension (2)
Civil Defence
Municipality
Arriyadh Development Authority
NW
Highway Patrol
B
Figure 26 Deployment types and stakeholder relationships (Ar Riyadh region)

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3.5 Al Madinah al-Munawwarah

The Region
Madinah region is located in the west of the Kingdom on the Red Sea with Tabuk to the north
Hail, Qassim and Riyadh to the east and Makkah region to the south. It is the third largest re-
gion of the Kingdom by land mass and the 5th largest by population. The region extends to the
North West covering an area of some 151,990 km² and has a population of 1,777,993.
The principal city of the region is Madinah which lies 447 km north of the holy city of Makkah,
and approximately 190 km from the coast of Red Sea. It has a population of 1,100,093 which
equates to approximately 65% of the regions inhabitants being the 4th largest city in the King-
dom. During the Hajj season Madinah can see an influx of pilgrims over a month long period as
people visit the prophet’s mosque.
The region has a hot continental climate; the temperature can range from 20° to 45°C during the
summer months and from 7° to 30°C in winter. The region can be simplistically described as a
desert oasis surrounded with mountains and rocky areas from all sides. The city of Madinah is
620 meters above sea level. Its western and south western parts have many volcanic rocks.
Other cities in this region are Al-Mahd, Badr, Khaybar and Yanbu. Yanbu is an industrial seaport
city situated on the Red Sea. Yanbu has a population of 298,675 and along with its role as a
port for goods and home to many heavy industries it also serves as the arrival point for pilgrims
travelling from Africa by boat. Yanbu’s administration including transportation issues is with the
Royal Commission for Jubail and Yanbu.
Road Network
The inter-urban road network for Al Madinah Al Munawwarah has links to all major areas in the
region and to the major cities of the surrounding regions. The network covers an overall road
length of 8,021 km of which 4,130 km are expressways or dual roads. The main routes through
the region are:
Road 5, an expressway that runs parallel to the west coast linking Jeddah to Yanbu.
Road 15, also known as Makkah Road, heading north it connects Madinah to Tabuk, in
the south it connects Madinah to Makkah.
Road 60 connects Madinah to Qassim and is known as the “Quick Qassim Road”. In the
western direction Road 60 connects with Road 5 which provides access to Yanbu.
Road 340 connects Madinah to Qassim and runs parallel to Road 60.
The Madinah region experienced 18,448 road accidents in 2009; the total number of killed or in-
jured is recorded as 2,557.
The road traffic in the city of Madinah is largely seasonal with a large influx of vehicles during
the Hajj season; the peak for this traffic can last up to a month.
Madinah benefits from several arterials linking the districts of the city, it also has 3 ring roads,
the first of which circles the prophets mosque and the final one of which denotes the Harram
boundary, which non Muslims are not permitted to enter.

Traffic situation in Madinah City as reported during the regional stakeholder workshop:

Final Report
Madinah City can experience congestion on the urban network largely from commuter
traffic from 16:00 to midnight. There are often increased levels of traffic leading to con-
gestion on weekends, public holidays and during the months of Ramadan and during
Hajj as pilgrims travel to visit the prophet’s mosque. Routes with congestion in Madinah
City are:
Heavy congestion is reported on:
King Faisal bin Abdul Aziz Road (First Ring Road)
Al Hijarah Road
King Abdul Aziz Road
Intersection of King Abdullah (Second Ring Road) and Salaam Road
Intersection of King Abdullah and Abu Baker Road
Intersection of Jamaat Road and Salaam Road
Medium congestion is reported on:
Intersection of King Abdul Aziz Road and the Third Ring Road
Intersection of King Abdullah Road with King Abdul Aziz Road
Tabuk Road east of Andalusi Park
Accident black spots in the city were reported on Omar Bin Khatab Road south west of
King Abdullah Road.
Yanbu can experience congestion on the urban network due to the high levels of truck
traffic on the road network. A high number of accidents have also been reported increas-
ing the likely hood of incident related congestion; the traffic congestion situation is further
compounded by regular tourism traffic heading towards the Red Sea.
Inter-urban traffic issues raised during the discussion at the regional stakeholder workshop:
The accidents on the inter-urban roads of the region are largely attributed to drivers not
concentrating whilst driving and some cases drivers falling asleep at the wheel. Acci-
dents have also been attributed to driver carelessness. The accident black spots on the
inter-urban roads were reported on:
Makkah Road located between 40 km – 65 km and between 140 km –
210 km
Tabuk Road located between 21 km – 110 km
Quick Qassim Road between 35 km – 85 km and between 135 km – 195 km
Qassim Road between 35 km – 140 km
Yanbu Road between 65 km – 140 km
18 bus companies cater for the movements of pilgrims between Makkah and Madinah,
operating approx 18,000 vehicles carrying out over 73,000 trips annually. These are in
addition to the 9,000 buses which arrive from other countries and to the undisclosed
number of unregulated private buses operating between Makkah and Madinah. The
emergency services often struggle to deal with incidents involving busses as they have a
large number of passengers which can translate to a large number of casualties in the
event of a traffic accident.
Fog has been recognised as major disturbance to road traffic on coasty routes in the re-
gion such as Road 5. Fog when it appears will stop all traffic along the affected area as
the lack of visibility on these roads can make driving very dangerous.

Final Report
Rain is of a major concern to the road network of Madinah, heavy rain can facilitate rock
fall in locations around mountainous roads. Rocks falling onto the carriageway can leave
roads closed or impassable and also are a direct danger to motorist.
Rain adversely affects driving conditions on many of the roads in Madinah, it can pool on
the carriageway largely due to insufficient drainage or bad road design. During periods
of heavy rain, roads can become impassable leaving motorist stranded and roads closed
leading to major traffic disruption. During prolonged heavy rain the underpasses in the
city become flooded; this results in major traffic disturbance and loss of life.
Road 15 connection Makkah to Madinah experiences crosswinds. This can be particu-
larly dangerous to high sided vehicles which can be blown off the road.
Figure 27 Map of traffic problems in Madinah region

Final Report
The regional stakeholder meeting for Al Madina Al Munawwarah was held in Madinah City on
Wednesday 6th October 2010. The meeting was attended by 20 representatives from the
following institutions: MOT, Highway Patrol, Traffic Police, Civil Defence, Saudi Red Crescent
Authority, and Amana.
A stakeholder meeting was held with the Royal Commission for Jubail and Yanbu on
Tuesday 9th November 2010. The meeting was attended by 5 representatives from the Royal
Commission.
A stakeholder meeting was held with the Hajj Ministry, represented by the Dean of King Saud
Univerisity Riyadh, Prof Hussam Mohamed Ramadan. The meeting was held at the University on
Saturday 27th November 2010.
Recommendations given during the stakeholder meetings

A need to improve road geometry such as sharp curves and blind bends affect the
driver’s ability to manage their vehicle.
Suggested that information regarding adverse driving conditions be sent to drivers via
SMS, this would however have safety issues.
Special lanes for emergency vehicles were recommended.
A single emergency telephone number for all emergencies.
U-turn facilities on the inter-urban roads would enable emergency services to attend an
incident which is on the opposite side of the road with greater efficiency. Under the cur-
rent situation the emergency services must travel some distance before they are able to
re-approach the incident on the correct side of the carriageway. It was suggested an
electronic transponder fitted within the emergency vehicle would ensure gates be
opened by the emergency services only.
Project MAD 1: HTMS for Madinah City

A Highway Traffic Management System for the urban area of Madinah City shall provide the
possibility of an integrated ITS deployment to provide services to manage the problems outlined
in Madinah City. The tools available from Traffic Management and Control and Transport Re-
lated Incident Management service groups would provide great benefit to the city. Special high-
way advisory function for Hajj related traffic shall improve traffic management.
Project MAD 2: HTMS for Yanbu

A Highway Traffic Management System for the urban area of Yanbu shall provide the possibility
of an integrated ITS deployment to provide services to manage the problems outlined in Yanbu.
The tools available from Traffic Management and Control and Transport Related Incident Man-
agement service groups would provide great benefit to the city.

Final Report
Project MAD 3: Incident detection and management on Road 5

(Jeddah towards Yanbu)
Road 5 from the southern coastal edge of the region to Yanbu is affected by reduced visibility
through fog, causing dangerous driving conditions and major traffic disturbance. Incident detec-
tion and management related deployments shall be deployed. The section of road between
kilometre 1007 and 1163 experiences regular problems with fog, the section of road between
kilometre 1050 and 1119 has been reported as having a high number of accidents.
(Madinah towards Makkah)
Pilgrims visiting Madinah from Makkah cause a high seasonal demand along Road 15 between
the two cities. The main mode of transport for the pilgrims along this route is buses. 87,000 bus
trips per year were reported on this route. The buses have a high occupancy which when in-
volved in an incident can have high numbers of casualties. Rescue services are dependant on
precise information on the extent of the accident in order to react appropriately. The area along
this route is also prone to crosswinds, frequently causing accidents. The section of Road 15
from the southern edge of the region to the city of Madinah thus shall benefit from incident de-
tection and confirmation and motorist advisory, a dynamic road warning system to detect and
warn of crosswinds. The system along this route will be largely dealing with Hajj related traffic
and as such, information shall be provided to the agencies involved in Hajj Traffic Management,
too.

(Madinah towards Buraidah)
An ITS system for Road 60, an inter-urban expressway connecting Buraidah with Madinah,
should focus on incident detection and traffic information. This should extend from Madinah city
along Road 60 to the border with Qassim region. A high number of accidents have been re-
ported on the section of road from kilometre 234 to 283 and from kilometre 337 to 359.
MOT
Traffic Police including SAHER
Highway Patrol
Madinah Municipality
Royal Commission for Jubail and Yanbu
Civil Defence

Final Report
NW = Network Wide System, UE = Urban Expressway, IUE = Inter-Urban Expressway, T = Tunnel, B = Border
Figure 28 Deployment types and stakeholder relationships (Madinah region)

Final Report
3.6 Qassim
The Region
Al-Qassim region is located central to the Kingdom; it covers an area of 58,046 km² and as such
is one of the smaller regions within Saudi Arabia. The number of inhabitants of the region is
1,215,858. Qassim is surrounded by the Riyadh region in the south, Madinah region in the west
and Hail region in the north.
Buraidah, the principal city of Qassim has a population of 467,410, and is located on the edge of
the Wadi Al-Rummah in the heart of the Arabian Peninsula. The Wadi Al-Rummah is the longest
wadi in the Kingdom, stretching some 600 km from near Madinah to the Al-Thuwairat sands and
is equidistant from the Red Sea to the west and the Arabian Gulf to the east.
Unaizah is the second largest city in the region with 152,895 inhabitants. Unaizah is located
some 30 km south of Buraidah and there is a lot of daily commuting between the two cities. 100
km south-west of Buraidah is the city of Ar-Rass, with 79,632 inhabitants. Including Al-Badai, Al-
Bukayriyah and Al-Midhnab, two thirds of the population of Qassim live in or around a 100 km
area south and west of Buraidah.
The region has a typical desert climate, with hot summers, cold winters and low humidity. Tem-
peratures can range from 23° to 48°C in summer and from -5° to 27°C in winter. Fog and sand-
storms are both reported in winter rainfall typically occurs between October and April.
Qassim airport, located about 40 km west of Buraidah, carries some 232,000 departing and ar-
riving passengers per year.
Road Network
Qassim region covers a road network of 7,043 km length. Thereof, 2,052 km are dual roads or
expressways.
The number of accidents recorded for 2009 in Qassim region is 18,622. Within these accidents,
2,404 people have been killed or injured.
The following are the major roads in Qassim:
Road 65, connecting Buraidah in eastern direction to Riyadh as an expressway. To the
north west, it leads to Hail.
Road 60, connecting Buraidah in western direction to Madinah.
Road 412, connecting Buraidah and Unaizah as a dual road.
Buraidah is surrounded by an expressway type ring road.
Inside Buraidah, several roads are currently upgraded. King Fahd Road is currently under con-
struction to become a grade separated expressway. Also Ring Road South is currently up-
graded. The Ministry of Transport is planning and building Ring Road South, whereas funding
comes from the Amana. However, both of these roads do not belong to MOT’s network.

Buraidah itself faces some traffic congestion problems on municipal roads in the city
centre, mainly on Al Khabib Street between As Sabbakh and Al Muntazah, on Waliy Al
‘Ahd Street, on Ent. Ring Road (North) and on King Fahd Road.
In general, the development of Buraidah extends to the north, which creates traffic prob-
lems on the connecting roads.

Final Report
Road 65 north of Buraidah, the connecting Road 419 (King Abdulaziz Road) direction to
Al Bukayriyyah and the connecting Road 413 passing the University and Airport and go-
ing further south to Unaizah, suffer from severe traffic congestion. The traffic shows tidal
flow. The participants of the stakeholder meetings recommended lane management to
provide adjusted capacity per direction.
On Road 400, the old road to Hail, many accidents are reported due to unofficial access
points, where vehicles entering or exiting can cause accidents. This is a particular prob-
lem between the intersection of Road 6406 and exit to Al Butayn.
A high number of accidents are reported on Road 65 to Riyadh, between Buraidah Ring
Road – East and intersection with Road 418.
An accident black spot is reported on Road 60 to Madinah, between Road 7700 and
Road 7077.
Accidents in winter are reported on Road 65, connecting to King Fahd Road in the north-
east of Buraidah and heading north.
Accidents on downhill sections of Road 65 to Riyadh were reported during the workshop.
Figure 29 Map of traffic problems in Qassim region

Final Report
The regional stakeholder meeting for Qassim was held in Buraidah on Saturday 09th October
2010.
The meeting was attended by 17 representatives from the following institutions: MOT, Highway
patrol, Traffic Police, Civil Defence, Saudi Red Crescent Authority, and Municipality.

The traffic congestion issues in the Buraidah area occur on municipality roads in the city
centre, and on MoT roads heading out of the city connecting with the surrounding areas
of the Buraidah agglomeration. The roads affected by the congestion are both municipal-
ity and MoT roads.
Three weigh stations are currently operating within the Qassim region. The concept of a
weigh-in-motion system was highly appreciated during the workshop. The weighing sta-
tions are heavily used and often can be out of service due to the need for frequent main-
tenance and repair. During the periods the station is offline, HGVs can queue causing
delay and traffic disruption. A WiM system for pre-selecting vehicles which require sta-
tionary weighing is expected to reduce congestion at the weigh stations.The need for en-
forcement for the selected HGVs to enter the weighing stations was emphasized.
The possibility to send live information on the current traffic situation to in-car Satellite
Navigation Systems (e.g. TMC standards) was regarded to be very supportive in solving
the traffic problems in Qassim.
Project QAS 1: HTMS for Buraidah – Unaizah Area

The urban traffic problems of Buraidah occur on both MOT expressways and on municipal
roads. Thus, it is recommended that an HTMS for Buraidah should cover MOT roads, critical
municipality roads and critical roads of other cities within the Buraidah – Unaizah agglomeration.
The airport, university, along with the Ring Road and King Abdullah Road, including roads con-
necting to the surrounding cities and especially the city of Unaizah should be part of such a sys-
tem. The HTMS shall cover MOT and Municipal roads.
Project QAS 2: Incident detection and management on Road 65

(Buraidah towards Riyadh)
Road 65, the inter-urban expressway connecting Buraidah with Riyadh has been reported as
having a high number of accidents. The ITS system for this project should focus on incident de-
tection and management. This should extend from the Buraidah Ring Road-East along Road 65
to the border with Riyadh region, focusing on the section of road from kilometre 681 to 714,
where a high number of accidents have been reported.

Final Report

(Buraidah towards Madinah)
An ITS system for Road 60, an inter-urban expressway connecting Buraidah with Madinah,
should focus on incident detection and traffic information. This should extend from the Buraidah
Ring Road-West along Road 60 to the border with Madinah region.

(Buraidah towards Hail)
Road 400, a single road connecting Buraidah with Hail has been reported as having a high
number of accidents. The ITS deployment for this should focus on incident detection and traffic
information. The affected section is between kilometre 547 and 571.
MOT
Buraidah municipality, Unaizah municipality and eventually municipalities of surrounding
cities
Highway Patrol
Civil Defence

Qassim Region
Traffic Police

UE HTMS Buraidah - Unaizah Area (1)
Civil Defence
Municipalities
NW
Highway Patrol
B
Figure 30 Deployment types and stakeholder relationships (Qassim region)

Final Report
3.7 Makkah Al Mukarramah

The Region
The region of Makkah is situated in a central location on the west coast of the Kingdom. The re-
gion of Makkah covers an area of 153,128 km² and has a population of 6,915,006 inhabitants. It
is the largest region in the Kingdom in terms of population, home to approximately 25 % of the
Kingdom’s population. To the north, the region is bound by Madinah, to the east by Riyadh, to
the south by Asir, Bahah and Jizan and to the west by the Red Sea.
The Makkah region is mainly mountainous, except on the coastal plain bordering the Red Sea
and including the Jeddah area. The region experiences hot summers with minimal rainfall, dur-
ing summer temperatures can run as high as 50°C. Generally the climate is characterised by
temperatures of 23° to 48°C in the summer months, and 15° to 38°C in the winter months.
Makkah is the principal city of the region and is the focal point of the annual Hajj pilgrimage. It
has a population of 1,534,731. This number will increase for a number of weeks each year with
the influx of some 3 million annual pilgrims. Makkah is located 80 km from the Red Sea; it is 277
metres above sea level. Makkah is surrounded by low rocky hill ranges in a region of western
Saudi Arabia known as Hijaz.
Jeddah is the second largest city of the region and is an important commercial hub for the King-
dom. It is the largest sea port in Saudi Arabia. The population of the city stands at 3,430,697
making it the second largest city in Saudi Arabia after the capital Riyadh. Jeddah is served by
King Abdulaziz International Airport. The airport has four passenger terminals more than two
million pilgrims who pass through the airport during the Hajj season.
Taif with a population of 579,970 is the third largest city of the Makkah region; it is situated
88 km east of Makkah.
Road Network
Makkah region covers a road network of 7,046 km in length of which 2,052 km are dual roads or
expressways.
The region has 16 tunnels on Road 205 connecting Makkah to Bahah. The longest of these
tunnels is 725 m.
The following are the major roads in Makkah region:
Road 15, connecting Makkah to Madinah.
Road 40, connecting Makkah to Riyadh.
Road 15, heading east of Makkah connecting Makkah and Taif.
Road 40, connecting Makakah to Jeddah
Road 5, heading north of Jeddah connecting Jeddah to Yanbu
Road 205, connecting Taif to Abha
The number of accidents recorded for 2009 in Makkah region is 112,844, within which 12,438
people have been killed or injured.

The traffic congestion issues arise in all three main cities of Makkah, Jeddah and Taif.
Both Makkah and Jeddah also experience additional seasonal congestion due to the
Hajj traffic. The roads affected in the three cities are both municipality and MOT roads.

Final Report
Fog can often be found on the coastal roads, by reducing the drivers’ visibility. It is a ma-
jor reason for accidents and road closures as roads become difficult to pass. This leads
to major road traffic disturbance in areas where alternative routes do not exist. Fog af-
fects the coastal routes in the west of the region, effecting especially Road 5 heading
north from Jeddah to the edge of the Makkah region boundary.
Sandstorms are found in the south east of the region on Road 5 south from Jeddah to
the edge of the Makkah regional boundary. The sandstorms can reduce visibility for mo-
torist to dangerous levels.
Accidents in the region are largely attributed to seasonal traffic both from pilgrims and
those travelling to the regions of Al Bahah and Asir for vacation. Many of the bus drivers
for the Hajj season are recruited from outside the country and therefore do not have any
local knowledge of the specific driving situation regarding the Hajj. Many motorists trav-
elling to the regions of Al Bahah and Asir for vacation are also unfamiliar with driving
situation on mountainous routes. Drivers not concentrating whilst driving and not familiar
with the local driving conditions are a major cause of accidents, Accidents black spots
were reported on:
Road 15 from Makkah to Madinah
Road 40, connecting Makkah to Riyadh
Road 15, connecting Makkah to Taif
Road 205, connecting Taif to Abha experiences seasonal accidents during
times of national vacation.
Road 290 from Jeddah to Zamymah
Figure 31 Map of traffic problems in Makkah region

Final Report
The regional stakeholder meeting for Makkah was held in Jeddah on Sunday 05th December
2010. The meeting was attended by 27 representatives from the following institutions: MOT,
Highway Patrol, Civil Defence, Saudi Red Crescent Authority, Jeddah AMANA, Taif AMANA,
Traffic Police Makkah, Traffic Police Taif, Traffic Police Jeddah, SAHER, Aflak, Abdulaziz
Institution, Shibh AlJazira Co.
A stakeholder meeting was held with the Hajj Ministry, represented by the Dean of King Saud
Univerisity Riyadh, Prof Hussam Mohamed Ramadan. The meeting was held at the University
on Saturday 27th November 2010.

Automatic Vehicle Location (AVL) system for buses (smart bus system) will have elec-
tronic signs, bus drivers don’t know the routes, things are ready but system is not being
rolled out.
Congestion on the check points
Traffic management and monitoring for all vehicles not just pilgrims
RFID systems to track buses.
Bad road quality causing problem, quick Jeddah-Makkah road has no lights
Many locations have two routes from city to city, but often only one route is open.
Current policy is to close the Road 15 from Makkah to Madinah after 23:00 during the
Haj Season. This is due to the high number of accidents along this road, the main cause
of such accidents is due to the journey set up. The bus drivers have to wait for long pe-
riods for the group members to gather and be administered. This waiting period can be
many hours long sometimes as long as 7 or 8 hours, then they start the 4 to 5 hour jour-
ney from Makkah to Madinah on a road with no lights.
They have planned for a train to link from Makkah to Madinah via Jeddah.
The main areas close to the Harram area are banned for vehicles which carry less than
25 people during the Haj Season.
Project MAK 1: HTMS for Makkah City

Urban traffic problems in Makkah occur on both MOT expressways and on municipal roads.
Therefore it is recommended that an HTMS for Makkah should cover critical municipality roads
as well as critical MOT roads. Due to a number of long tunnels within Makkah City the HTMS
shall include tunnel safety systems.
Project MAK 2: HTMS for Jeddah

Urban traffic problems in Jeddah occur on both MOT expressways and on municipal roads.
Therefore it is recommended that an HTMS for Jeddah should cover critical municipality roads
as well as critical MOT roads.

Final Report
Project MAK 3: HTMS for Taif

Urban traffic problems in Taif occur on both MOT expressways and on municipal roads. There-
fore it is recommended that an HTMS for Taif should cover critical municipality roads as well as
critical MOT roads.
Project MAK 4: Incident detection and management on Road 15

(Makkah towards Madinah)
Pilgrims visiting Madinah from Makkah cause a high seasonal demand along Road 15 between
the two cities. The main mode of transport for the pilgrims along this route is buses. 87,000 bus
trips per year were reported on this route. The buses have a high occupancy which when in-
volved in an incident can have high numbers of casualties. Rescue services are dependant on
precise information on the extent of the accident in order to react appropriately. The section of
Road 15 from the city of Makkah to the northern edge of the region thus shall benefit from inci-
dent detection and confirmation and motorist advisory. The system along this route will be
largely dealing with Hajj related traffic and as such, information shall be provided to the agen-
cies involved in Hajj Traffic Management, too.

(Makkah to Jeddah)
An incident detection and management system shall be deployed on Road 40, from Makkah to
Jeddah. The road has been highlighted for this system due to the high number of accidents
along this section of the road.

(Makkah to Taif)
An incident detection and management system shall be deployed on Road 15, from Makkah to
Taif. The road has been highlighted for this system due to the high number of accidents along
this section of the road.
Project MAK 7: Tunnel safety management in Makkah Region

The region has 16 tunnels, along Road 205 connecting Taif to Abha. Incidents that occur within
the tunnels can have a large effect on the safety of other vehicles using the tunnel and in some
cases cause road closures and damage to the tunnel. It is proposed to install tunnel specific ITS
components in tunnels where hazardous conditions might be encountered.
MOT
Highway Patrol
Makkah Municipality
Jeddah Municipality
Taif Municipality

Final Report

Civil Defence
Figure 32 Deployment types and stakeholder relationships (Makkah region)

Final Report
3.8 Eastern Region

The Region
Eastern Region has an area of 672,522 km², making it the largest province of Saudi Arabia by
area and has a population of 4,105,780. It is located in the east of the country on the coast of
the Persian Gulf, and has land borders with Kuwait, Qatar, Oman, Yemen and the United Arab
Emirates. Since 1986, Bahrain has been connected with Saudi Arabia through the King Fahd
Causeway, a 25 km long bridge.
The region’s principal city is Dammam, with 903,312 inhabitants the fifth largest city in Saudi
Arabia. Dammam together with Al Khobar and other surrounding cities (Al Qatif, Tarut, Sayhat,
Adh Dhahran, Ath-Thuqbah), form an agglomeration which covers some 1,5 million inhabitants.
This is almost half of the region’s population. Other major cities in the region are Al Hofuf and
Al-Mubarraz with a combined number of inhabitants of 660,788. Hafar al-Batin located in the
north of the region, close to the Iraq/Kuwait border has 271,642 inhabitants.
Al Jubail is an industrial city on the coast of the Persian Gulf, located 75 km north of Dammam.
The City, which is administered by the Royal Commission of Jubail and Yanbu, has 337,778 in-
habitants and has strong ties with Dammam. This results in a high movement of traffic along the
connecting roads with a high percentage of HGVs.
The Eastern Region is the sandy and stormy lowlands region of Saudi Arabia. Humidity is very
high and the region can experience frequent sandstorms which occur in the summer months.
Summers in Dammam are hot with the temperature ranging between 26° and 49°C, whereas
winter temperature can range between 0° and 27°C. Through the months of October and Janu-
ary, Dammam experiences frequent fog and rainfall. Approximately half of the region’s area in
the south is the largely uninhabited Rub' al Khali desert.
The Eastern Region contains the Kingdom's massive petroleum resources and the headquar-
ters of Saudi oil industry (Saudi Aramco) which is based in Dhahran. Dammam has King Abdu-
laziz Port, the second largest port of Saudi Arabia, which is second after the port in Jeddah. Ras
Tanura, the world's largest petroleum port, is located some 30 km north of Dammam.
King Fahd International Airport is the major airport in the region, with some 2 million passengers
per year, located some 30 km west of Dammam. The airport ranks 3rd largest in Saudi Arabia,
following King Khalid International Airport in Riyadh and King Abdulaziz International Airport in
Jeddah. The region also benefits from a minor airport in Hofuf with some 18,000 passengers per
year.
Road Network
The MOT road network in the Eastern Region covers a total of 9,594 km, of which 5,056 km is
expressway or dual roads. This is in both categories the second largest network in Saudi Ara-
bia, after Riyadh.
The Eastern Region is the region with most international border crossing points in Saudi Arabia,
counting six border crossings. Two of them are to Kuwait (Ar Ruqi and Al Khafji), one (King
Fahd Causeway, Al Khobar) to Bahrain, one (Salwa) to Qatar, one (Markaz Batha) to the United
Arab Emirates and one (Ramlat Khaliya or Rub Al Khali) to Oman.
The number of accidents in the region was counted with 112,420 in total in 2009. By these acci-
dents, 6,894 persons were killed or injured. Road 95 from Abu Hadriyah to Ras El Sour is cur-
rently upgraded.

Final Report
It was said in one stakeholder meeting that a new direct road link between Dammam and Salwa
along the gulf coast is being built. This will take over a high amount of traffic currently routing
through Hofuf.

In Dammam/Al Khobar, the following road sections are intensely affected by congestion:
King Fahd Ibn Abdulaziz Road (from King Fahd International Airport to Al
Khobar city centre)
King Abdullah Ibn Abdulaziz Road
Abu Hadryyah Road / GCC Road (leading to King Fahd Causeway)
Al Jubail Express Road – King Abdullah Road – King Abdullah Ibn Abdulaziz
Road (to Al Khobar city center)
Al Amr Muhammad Ibn Fahd Ibn Abdulaziz Road
Al Malek Sa’ud Ibn Abdulaziz Road
King Khaled Road
King Fahd Ibn Abdulaziz Road leading from Al Khobar to Al Khalij Makarim
Resort Village is very crowded on weekends and during vacation seasons
In Dammam, the following road sections with high accident rate have been reported:
King Abdulaziz Road from intersection with Al Jubail Expressroad to intersec-
tion with Al Amir Sultan Street (second industrial city).
Abu Hadryyah Road close to Cars Auction and Cars Scrap.
In the region, the following roads are intensely affected by congestion:

Road 613 from Dammam to Jubail. The road is heavily loaded with traffic and
experiences frequent congestion and a high number of accidents. There is a
lot of commuting between the two cities. Also, there is a high volume of
HGVs, many of them overloaded. This leads to high damage of the road so
there is a lot of maintenance needed. The road works then cause additional
congestion. Traffic police uses links between the two roads to deviate traffic
in case of accidents.
Road 75 from Al Hofuf to Harad (single road to Aramco)
Road 50 from Hafar Al Batin to Masjid Ar Rashid
Road 50 from Hafar Al Batin to Al Ruqi (Border to Kuwait)
Northern connection from King Fahd International Airport to Jubail
In the region, the following roads are intensely affected by sandstorms:

Road 40 to Riyadh between Urayirah and the border to the neighbouring Ri-
yadh region
Road 95 from Dammam to Al Khafji
Road 615 between Al Hofuf and Salwa
In the region, the following roads are intensely affected by fog:

Road 40 to Riyadh (King Abdullah Ibn Abdulaziz Road in the Dammam area;
there is already a system for fog detection and driver warning in place)
Road 613 from Dammam to Jubail
Road 615 from Dammam to Al Hofuf

Final Report
In the region, the following roads show many accidents:

Road 40 from Dammam to Riyadh, between Joudah and the border to the
neighbouring Riyadh region
Road 613 from Dammam to Jubail
Road 85 from Jubail to Abu Hadriyah
Road 95 from Abu Hadriyah to Ras El Sour (informally called the “death
road”). This road is currently being upgraded.
Road 50 from Hafar Al Batin to Masjid Ar Rashid
In the region, the following border crossing points are located:

Kuwait
Kuwait
Bahrain
Qatar
United Arab Emirates
Unfortunately, due to the missing feedback of customs, no specific needs or problems
can be taken into account.
Figure 33 Map of traffic problems in Eastern region

Final Report
The regional stakeholder meeting for Eastern Region was held in Dammam on Saturday
11th October 2010. The meeting was attended by 20 representatives from the following
institutions: MOT, Highway Patrol, Traffic Police, Civil Defence, Saudi Red Crescent Authority,
and Amana.
A stakeholder meeting was held with the Royal Commission for Jubail and Yanbu on
Tuesday 9th November 2010. The meeting was attended by 5 representatives from the Royal
Commission.
A stakeholder meeting was held with 2 representatives of the King Fahd Causeway
Authority on Saturday 20th November 2010.

The participants stated their strong interest to realise an ITS system in Eastern Region,
especially in the Dammam/Al Khobar agglomeration area and around Jubail.
It was recommended to install a Highway Traffic Management System for the Dam-
mam/Al Khobar area covering not only MOT roads but also roads belonging to other
stakeholders. The roads in the city of Dammam and Al Khobar, that were regarded to be
covered at least, are the roads listed above under roads in Dammam/Al Khobar in-
tensely affected by congestion.
A website showing the current traffic situation with red, amber and green for the current
Level of Service would be very welcome. The participants saw a high benefit in this ITS
solution.
The participants were very keen to set up a system that would enable Satellite Naviga-
tion Systems to take into account current traffic situation.
Currently, there are four emergency numbers in Saudi Arabia for Police, Saudi Red
Crescent Authority, Civil Defence and Traffic Police. The participants suggested unifying
these numbers to one emergency call number in order to ease calling for help in emer-
gency situations.
Typically, weigh in motion does only measure the weight of a vehicle. The stakeholders
were also interested in measuring the length and width of HGVs.
It was mentioned that in the region there is also the demand for improvement of the in-
frastructure (road geometry). The participants doubted that all existing problems could
be solved with ITS only and recommended to improve the road infrastructure in parallel
to installing ITS.
The Royal Commission of Jubail and Yanbu has lately finalised a feasibility study for an
ITS system for Jubail. This covers only roads within the responsibility of the Royal
Commission.
The King Fahd Causeway Authority explained that the major cause for delay in border
crossing was at customs and immigration. The authority was currently expanding these
facilities at the crossing to Bahrain. It was suggested that a pre-trip and on-trip informa-
tion system which could provide real time information on time taken to clear customs
and immigration would be beneficial.
The Causeway Authority had introduced an electronic pre-pay system but this had not
been a big success as the toll booths are not considered a bottleneck and do not ex-
perience congestion.

Final Report
Project SHA 1: HTMS for Dammam-Dhahran-Al Khobar Area

The urban traffic problems of Dammam and surrounding cities occur on both MOT roads and
expressways and on municipal roads. Thus, it is recommended that an HTMS for Dammam
should cover MOT roads, critical municipality roads and critical roads of other cities within the
Dammam-Dhahran-Al Khobar agglomeration. King Khaled Airport should be part of the system.
Project SHA 2: HTMS extension on Road 613 (Dammam to Jubail)

The proposal is to extend the HTMS Dammam-Dhahran-Al Khobar to include Road 613 from
Dammam to Jubail. Road 613 is not a typical inter-urban route as it has urban characteristics
with heavy commuter traffic and regular congestion. The typical HTMS functions shall be ex-
tended by visibility (fog) detection and warning.
Project SHA 3: Incident detection and management on Road 40

(Dammam towards Riyadh)
The project comprises visibility (fog and sandstorm) detection and warning on Road 40, con-
necting Dammam to Riyadh. The system shall extend along Road 40 from the Dammam City
limits to the extent of Road 40 within the regions boundary. The deployment proposed shall de-
tect reduced visibility on affected parts of this road especially between kilometre 1221 and 1346
due to fog, between kilometre 1060 and 1221 due to sandstorms, and warn drivers of the haz-
ard.
Project SHA 4: Incident detection and management on Road 615

(Dammam towards Hofuf)
The project comprises visibility (fog) detection and warning on Road 615 between Dammam
and Hofuf. The inter-urban road shall benefit from the deployment of a network of reduced visi-
bility detectors and accompanying warning systems.
Project SHA 5: Border crossing traffic management for King Fahd Causeway to Bahrain
Immigration and customs formalities at border controls often cause congestion at border cross-
ings. To address the traffic situation on the approach to the border crossing to Bahrain, MOT’s
proposed ITS deployment shall focus on congestion monitoring and information measures. Stra-
tegically placed DMS can inform motorist on-trip of the expected delay and pre-trip information
can be provided via a website. Lane management shall be used to ease congestion.
Project SHA 6: Border crossing traffic management for Ar Ruqi to Kuwait

Immigration and customs formalities at border controls often cause congestion at border cross-
ings. To address the traffic situation on the approach to the border crossing to Kuwait, MOT’s
proposed ITS deployment shall focus on congestion monitoring and information measures. Stra-
tegically placed DMS can inform motorist on-trip of the expected delay and pre-trip information
Project SHA 7: Border crossing traffic management for Al Khafji to Kuwait

Immigration and customs formalities at border controls cause congestion at border crossings.
To address the traffic situation on the approach to the border crossing to Kuwait, MOT’s pro-
posed ITS deployment shall focus on congestion monitoring and information measures. Strate-
gically placed DMS can inform motorist on-trip of the expected delay and pre-trip information

Final Report
Project SHA 8: Border crossing traffic management for Salwa to Qatar

To address the traffic situation on the approach to the border crossing to Qatar, MOT’s pro-
Project SHA 9: Border crossing traffic management for Batha to UAE

To address the traffic situation on the approach to the border crossing to the United Arab Emir-
ates, MOT’s proposed ITS deployment shall focus on congestion monitoring and information
measures. Strategically placed DMS can inform motorist on-trip of the expected delay and pre-
trip information can be provided via a website. Lane management shall be used to ease conges-
tion.
MOT
All the municipalities of the cities covered by the Dammam/Al Khobar HTMS
Saudi Red Crescent Authority, Civil Defence, Traffic Police including SAHER
Highway Patrol
King Fahd Causeway Authority
Royal Commission for Jubail and Yanbu
Customs

Eastern Region
Traffic Police

UE HTMS Dammam-Dhahran-Al Khubar (2)
Civil Defence
Municipalities
RC for Jubail and Yanbu
NW
Highway Patrol
T
King Fahd Causeway Authority
B Border crossing traffic management (5) Border Crossing Agencies

Figure 34 Deployment types and stakeholder relationships (Eastern region)

Final Report
3.9 Al Bahah
The Region
The region of Al Bahah lies in the south-west of the Kingdom surrounded by the regions of Mak-
kah Al Mukkarama and Asir. It is the smallest of the Kingdom's regions with a geographical area
of 9,921 km² and a population of 411,888. It is surrounded by a number of cites, including Taif
on the north, Beesha on the east, Abha on the south and the coastal city of Al Qunfuda on the
west.
Al Bahah consists of six towns, the most important of which are Beljarshy, Almandaq, and Al-
mekhwah. Bahah City is the principal city of the region with a population of 95,089.
The climate in Al Bahah is greatly affected by its varying geographic features. The region is di-
vided into two main sectors. To the west is a coastal plain, Tihama. To the east is the mountain
range of Al-Sarawat, with an elevation of 1,500 to 2,450 m above sea level. The variation in to-
pography influences the climate of the region. Generally the climate in Al-Bahah is mild with
temperatures ranging between 38° and 16°C in the summer and between 28° and 3°C in the
winter. The Al Sarat area is exposed to the formation of clouds and fog which can be accompa-
nied by thunderstorms; this happens in winter as large air masses come in from the Red Sea.
Al Bahah attracts visitors looking for a moderate climate and pristine, scenic views largely due
to its elevation at 2,500 m above sea level. The region is known for its beauty and has many
tourist attractions such as the forests, wild life areas, valleys and mountains that attract the visi-
tors from all the parts of the Kingdom.
Road Network
The regional inter-urban road network connects all major areas in the region and covers an
overall road length of 1,560 km of which 102 km are expressways or dual roads.
Al Bahah has largely mountainous terrain and therefore many of the roads through the region
are mountainous roads. Al Bahah has 41 of the kingdoms 98 tunnels, with the majority of the
remaining tunnels found in the neighbouring Asir region. Of the 41 tunnels, 16 are on Road 205
which connects Bahah with Taif. The longest of these tunnels is 292 m. Road 246 which con-
nects Bahah to Al Muzaylif has 25 tunnels and has the longest tunnel in Al Bahah is 563 m in
length. The major roads in the region are:
Road 15, a single road connects Bahah to Taif.
Road 205 connects Bahah to Taif. This road contains a high number of bridges.
Road 211 heads south from Bahah connecting Bahah with Jazan.
Road 246 connects Bahah City with Al Mudhaylif
The Al Bahah region experienced 5,117 road accidents in 2009; the total number of killed or in-
jured is recorded as 1,537.
The road traffic in the city of Bahah does not experience regular congestion caused by commut-
ers. During the main national vacation periods holiday makers from across the Kingdom can in-
crease the number of vehicles in the town. However this does not impact the efficiency of the
road network causing incident related congestion.

Final Report

The accidents in the region are largely attributed to many of the roads being single lane
with drivers driving too fast for the road conditions and drivers not concentrating whilst
driving. Driving hazards such as fog and falling rocks are also a cause of accidents.
Drivers new to the area for vacations are often unfamiliar with the mountainous roads
and may have little experience of driving on such roads. Accident black spots in the re-
gion were reported on:
Road 205 heading north to Taif
Road 246 heading south to Al Mudhaylif
Road 15 heading north to Taif
Road 15 heading south to An Namas
Road 3400 to the Airport
Fog has been raised as major reason for accidents and road closures in the Al Bahah
region. This can cause as major disturbance to road traffic on mountainous roads. The
fog causes sections of roads to be closed as reduced visibility can have a very severe
effect on road safety in particular on bendy mountainous routes. The routes along which
fog have been reported are:
Road 15 south from Bahah City from kilometre marking 951 to 969
Road 205 heading north from Al Bahah to Bani Sar
Road 3400 from Bahah City to Al Aqiq
Airport Road from Bahah City to Al Kara
Road 246 for 5 km heading south from Al Bahah
Routes along the mountainous terrain are also prone to rock fall leading to major traffic
disruption in locations around mountainous roads. Rocks falling onto the carriageway
can leave roads closed or impassable and also are a direct danger to motorist safety.
Falling rocks are a major concern on the following routes.
Road 246 heading south from Al Bahah to Al Jiwah
Road 3200 from Road 15 for 10 km
Road from Biljurashi to Al Mukhwah
Route from Road 15 to Qilwah
Route from Road 15 to Jardah Bani Ali
Rain adversely affects driving conditions on the two roads, Road 15 and Road 205 from
Al Bahah to Taif. During periods of heavy rain the roads are prone to flooding which re-
sult in dangerous driving conditions and road closures.

Final Report
Figure 35 Map of traffic problems in Al Bahah region
The regional stakeholder meeting for Al Bahah was held in Bahah City on Saturday 16th
October 2010.
The meeting was attended by 25 representatives from the following institutions: MOT, Traffic
Police, Civil Defence, Saudi Red Crescent Authority, Amana, Department of Education,
Almandaq Governorate, Bani Hassan Governorate, Qulwa Governorate, Alaqiq Governorate,
Almosad company.

Suggestions during the workshop included introducing a system where information re-
garding adverse driving conditions be sent to drivers via SMS, this would however have
safety issues.
Amana has conducted a 20 year Regional Plan for Al Bahah
Propose new service centres for Civil Defence and Saudi Red Crescent Authority
Propose to dual some of the roads within Al Bahah

Final Report
Project BAH 1: Incident detection and management on Road 15

(Bahah City towards Abha)
Road 15 connects Bahah City to Abha. The section of Road 15 extending south from Bahah
City to the border with Asir region experiences regular accidents between kilometre 931 and
937. Reduced visibility issues due to fog occur between kilometre 951 and 969. It is proposed to
install a system which would detect reduced visibility and warn drivers. In addition to the above
the system should provide information on road closure due to rock fall or flooding at the start of
the road and at decision points along it.

(Bahah City towards Taif)
Road 205 connects Bahah City to Taif. The section of Road 205 extending north from Bahah
City to the border with Taif region experiences regular accidents between kilometre 1005 and
1009. Reduced visibility issues due to fog occur between kilometre 1019 and 1049. It is pro-
posed to install a system which would detect reduced visibility and warn drivers. In addition to
the above the system should provide information on road closure due to rock fall or flooding at
the start of the road and at decision points along it.

(Bahah City towards Al Aqiq)
Sections of Road 3400 from Bahah City towards Al Aqiq between kilometre 2 and 37 are re-
ported as experiencing regular problems with fog. It is proposed to install a system which would
detect reduced visibility and warn drivers.

(Bahah City towards Al Mudhaylif)
Sections of Road 246 from Bahah City towards Al Mudhaylif between kilometre 59 and 85 are
reported as experiencing regular problems with fog. It is proposed to install a system which
would detect reduced visibility and warn drivers.
Project BAH 5: Tunnel safety management in Al Bahah region

The area has 41 tunnels, with a maximum tunnel length of 563m. Incidents that occur within the
tunnels can have a big effect on the safety of other vehicles using the tunnel and in some cases
cause road closures and damage to the tunnel. It is proposed to install safety systems in tunnels
where hazardous conditions might be encountered.
MOT
Civil Defence

Final Report
Note: There is no Highway Patrol in Al Bahah Region. Traffic Police is managing traffic on inter-
urban roads, too.

Al Bahah Region
Traffic Police

UE
Civil Defence
NW
B
Figure 36 Deployment types and stakeholder relationships (Al Bahah region)

Final Report
3.10 Asir
The Region
With 76,693 km², Asir region belongs area wise to the medium size regions within the Kingdom.
Regarding the number of inhabitants, the Asir region ranks 4th largest with 1,913,392 inhabi-
tants, after Makkah, Riyadh and Eastern Region.
The region itself is located in the south-west of Saudi Arabia, with a hot coastal plain at the Red
Sea in the west and a border to Yemen in the south. The region covers a north-south directed
mountain range, with the north-east flattening to a plateau area of the Ar-Riyadh region, drop-
ping gradually into the Rub Al Khali. The western face of the mountains drops steeply. The
mountains comprise the highest mountain of Saudi Arabia, the Jebel Sawda with some 3,000 m
above sea level, close to Abha. Abha itself is located around 2,200 m above sea level.
The principal city of the region is Abha, which has 236,157 inhabitants. Khamis Mushayt which
is located about 30 km north-east of Abha and linked to it with a four lane dual road, this forms a
twin-city urban area. Khamis Mushayt has a population of 430,828. Together the twin-city urban
area has a combined population of 666,985 inhabitants. All other cities in the region are far
smaller than 100,000 inhabitants. Abha and Khamis Mushayt thus form the major centre of the
region.
Abha faces frequent rainfall, in summer almost daily. The summer temperatures in the moun-
tains are the lowest in Saudi Arabia. Thus, agriculture is the most important source of income in
the region. Also tourism plays a major role, especially in summer, where many Saudis like to
travel to the area around Abha. Within Abha area, several parks attract tourists. Temperatures
in summer are very convenient, between 15° and 33°C, in winter relatively cool, between 2° and
23°C. Fog is reported intensely between November and January. Sandstorms happen quite sel-
dom and not in the mountainous area but more in the eastern part of the region.
The only airport in the Asir region is Abha airport, located in the middle between Abha and
Khamis Mushayt. In 2008, some 1.3 million passengers were taking off or landing in Abha.
Road Network
Asir region has 5,490 km of roads, of which 1,447 km are expressways or dual roads. The
mountainous topography of the region requires many small tunnels; as such the region has 41
of the 98 tunnels in Saudi Arabia. Asir region also has the longest tunnel in Saudi Arabia, which
is 1,320 m in length. The major roads in the region are:
Road 10, connects Abha to Khamis Mushayt and providing access to Riyadh.
Road 15 north connects Abha to Bahah and eventually connects to Taif.
Road 15 south connects Abha to the south of the region and providing access to Najran
and Yemen.
Dahran Al Janub border crossing point provides road access from Asir to Yemen.
The total number of road accidents per year in Asir region is 25,263 as recorded in 2009. The
number of deaths and injuries is 2,274.
The following road upgrade information has been provided during the stakeholder meeting in
Abha:

Final Report
Regarding the city area, there are currently some upgrades of roads being undertaken in
Abha: King Fahd Road, the road link between Abha and Khamis Mushayt is partially
widened at junction sections. It will still remain at grade with signalised intersections.
Nevertheless, there are reported plans to upgrade King Fahd Road to be grade sepa-
rated.
Also in the city area, the road coming from the airport leading south, as well as King Ab-
dullah Road, the road linking Abha (Asir General Hospital/National Information Centre)
and Khamis Mushayt (General Department for Military Works) in the south, are currently
upgraded to a dual road. Where they cross, south of Abha airport, an interchange will be
constructed. At present, this road faces many severe accidents due to over speeding.
In the region, road 209 from Muhayil to the east is started to be upgraded to dual road.

For Abha, in winter time the roads are mainly dealing well with the current traffic volume.
King Fahd Road is congested during peak hours of the day, but being currently extended
at intersections.
At present, King Abdullah Road is congested and sees many severe traffic accidents
due to over speeding. This road is currently upgraded and will then cope with the current
traffic volume. Also accidents are expected to decrease then.
In summer time, Abha area is facing major congestion on Sawadah Road, King Faisal
Road and Al Amir Ibn Abdullah Road due to high amount of tourists driving to tourism
areas.
In the region, the following roads are heavily congested:
Jizan Road (from Abha to the south)
Road 209 from Muhayil to the east, covering 11 tunnels in 3 km
In the region, the following roads are congested in summer:

Road 15 to Al-Baha
Sawadah Road
Al Amir Sultan Ibn Abdullah Road
In the region, the following roads face regular fog:

Road 15 to Al-Baha
Sawadah Road
Al Amir Sultan Ibn Abdullah Road
In the region, the following roads face regular sandstorms:

Road 5 between Al Birk and Al Qawz
Road 10 between Tathlith and Al Khamasin
In the region, the following roads face severe accidents:

Road 250 between Sabt al ‘Alayah and Bishah
Road from Muhayil to Al Huraydah
Roads in the mountainous area of the region are often closed due to rock fall or flooding
after heavy rainfall. On the one hand, this leads to dangerous situations on the spot. On
the other hand, cars drive a long way in such situations, just to realise that the road is
blocked.

Final Report
Figure 37 Map of traffic problems in Asir region

Final Report
The regional stakeholder meeting for Asir was held in Abha on Wednesday 13th October
2010.
Patrol, Traffic Police, Civil Defence, Saudi Red Crescent Authority, Amana, Shibh Aljazira Co.

High Occupancy Vehicle lanes (HOV) were recommended by a participant of the stake-
holder meeting.
The law enforcement system SAHER will start operation by the end of 2010.
Via the border to Yemen, a lot of illegal items are smuggled into Saudi Arabia. Solutions
that are able to scan containers would be of great help.
Project ASI 1: HTMS for Abha/Khamis Mushayt Area

An HTMS is recommended for Abha and Khamis Mushayt area. The arterial roads in Abha and
in Khamis Mushayt are at-grade dual roads, but nevertheless should be part of the system. In
addition, road upgrade is on the way at critical locations. The HTMS shall cover MOT and Mu-
nicipal roads.
Project ASI 2: Incident detection and management on Road 15

(Abha towards Al Bahah)
The project covers ITS deployment for Road 15, extending north from Abha to the edge of the
regional boundary. This section of the road shall benefit from an ITS system to detect reduced
visibility due to fog, reported between kilometre 699 and 819, and warn drivers of hazards along
the road mainly from rock fall. Signs might be displayed at the start of the road with repeater
signs at decision points.
Project ASI 3: Incident detection and management on Road 214 (As Sawda)
The project covers ITS deployment for Road 214 connecting Abha through As Sawda to Road
15 situated to the west of Abha. The section of the road between kilometre 21 and 27 has been
reported to frequently experience reduced visibility by fog. The road section shall benefit from
an ITS system to detect reduced visibility due to fog, and warn drivers.
Project ASI 4: Incident detection and management on Prince Sultan Road (South of Abha)
The project covers visibility detection and traffic information for Prince Sultan Road which runs
south from Abha to Road 15 in Ahad Rafidah. This section of the road shall benefit from an ITS
system to detect reduced visibility due to fog, and warn drivers of hazards with electronic signs
notifying the drivers of driving conditions.
Project ASI 5: Tunnel safety management in Asir Region

The region has 41 tunnels, with a maximum tunnel length of 1,320 m. Incidents that occur within
a tunnels can have a large effect on the safety of vehicles using the tunnel and in some cases

Final Report
cause road closures and damage to the tunnel. It is proposed to install tunnel specific safety
systems in tunnels where hazardous conditions might be encountered.
MOT
Abha and Khamis Mushayt Municipality
Highway Patrol
Civil Defence

Asir Region
Traffic Police

UE HTMS Abha-Khamis Mushayt (1)
Civil Defence
Municipalities
NW
Highway Patrol
B
Figure 38 Deployment types and stakeholder relationships (Asir region)

Final Report
3.11 Tabuk
The Region
Tabuk region lies in the far north west of the Kingdom situated on the Red Sea. The region is
bound by Jordan to the north, Al Jawf and Hail to the east, Al Madinah Al Munawwarah to the
south and the Red Sea to the west. The region has a geographical area of some 146,072 km²
with a population of 791,535.
The region is typically arid, with desertous continental weather, having hot summers and mild
winters. Temperatures in the summer reach between 27° and 46°C while in winter they reach
between 4° and 18°C. However, during the more severe winters frosts is common with tempera-
tures reaching as low as -6°C. Rainfall in the region falls in the winter months from November to
March, with some snow every 3-4 years.
The region is rich in raw materials such as silica sand, limestone and clay. As the climate is
more moderate than some other parts of Saudi Arabia the region has developed into a major
agricultural area and there are a number of dairy and poultry farms scattered around the region.
Tabuk City is the principal city of the region; it has 512,629 inhabitants and is situated approxi-
mately 670 m above sea level. The city serves as an active commercial centre especially as it
lies along the route of pilgrims coming from Turkey, Jordan, Palestine and Lebanon.
Other main cities in the region are: Al Ula, Al-Wajh, Haql, UmmLujj and Duba. Haqal is situated
on the border of Jordan, giving road access to Egypt, and Africa, it serves as a transit point for
pilgrims heading to the holy cities of Makkah and Madinah. UmmLujj and Duba are both located
on the coast of the Red Sea. UmmLujj is famed for fishing, agriculture, and manufacturing gyp-
sum. Duba is a port city through which raw materials and fuel is transported into the western re-
gions of the kingdom.
Road Network
The inter-urban road network of the Tabuk region is currently experiencing a great expansion.
The existing road network covers an overall road length of 2,981 km of which 599 km of the
roads are expressways or dual roads. The main routes through the region are:
Road 15 heading north from Tabuk, connects Tabuk with Halat Ammar the border city to
Jordan.
Road 15 heading south from Tabuk connects with Road 70 which gives access to Al Ula.
Road 15 later continues south providing road access to Madinah.
Road 70 east of Al Ula, connects Al Ula to Hail.
Road 5 a coastal road, connects Duba with Yanbu and continues north to Sharma. Fur-
ther north it turns inland and continues north to the border town of Al Haql.
Road 15 heading east from Tabuk connects Tabuk with Qalibah. This then connects with
Road 80 providing road access to Sakaka in Al Jawf.
The region is currently progressing a road dualing programme for many of the single inter-urban
roads linking the cities and towns within the region. Roads currently under the dualing scheme
are:
Road 15 connecting Halat Amar with Tabuk
Road 394 connecting Al Sharf to Bir Ibn Harmas

Final Report
Road 70 connecting Al Ula with Hail
In addition to the above, new roads are also planned for the region. The following new roads are
expected to be constructed:
Bridge to connect the Kingdom with Egypt
Road linking Al Ula with Al Wajh
Road linking Tabuk City with Al Ula which continues to Madinah.
Ring road for Tabuk City
Coastal road connecting Haqal to Maqana
The existing road network of Tabuk City consists of several main arterials linking the districts of
the city such as King Abdulaziz Road, Al Mahrajan and Prince Sultan Bin Abdul Aziz Street. The
traffic in the city does not experience regular congestion caused by commuters but rather has
incident related traffic congestion on an ad-hoc basis.
The region of Tabuk experienced a total of 15,500 road accidents in 2009; the total number of

Flooding occurs in the north east of the region making roads difficult to pass as well as
causing delay and disruption to motorists. The routes mainly affected by the flooding in
the north are:
Road 5 from Haql to Al Sharf
Road 5 from Al Badagh to Al Sharf
Road 15 from Tabuk heading east to Al Qalibah at the road section 2343 km
mark
Fog can often be found on the coastal roads, by reducing the driver’s visibility. It is a ma-
jor reason for accidents and road closures and thus a major disturbance to road traffic in
areas where alternative routes do not exist. Fog effects the coastal routes in the west of
the region, effecting:
Road 5 from Al Wajh to Duaba
Sandstorms are found in the south west of the region on Road 5 between Umluj and Al
Wajh. The sandstorms can reduce visibility for motorist to dangerous levels and can of-
ten be severe enough to close roads causing major traffic disruption.
The accidents in the region are largely attributed to many of the roads being single lane.
Drivers not concentrating whilst driving and driving hazards adverse weather conditions,
roads are also a cause of accidents, accidents black spots were reported on:
Road from Sharma to Tabuk.
The roads linking Duba to Al Disa and also linking Shawaq and Shagab.
Road linking Al Kar with Al Manjoor which continues to connect with Road 5.
The road connecting Al Dalfah with Bidaa close to the town of Bidaa.
Internally for the city of Tabuk King Khalid Street experience accidents close
to the intersection of King Khalid St and King Faisal Street.

Final Report
Road 15 at its intersection with King Faisal Street.
Figure 39 Map of traffic problems in Tabuk region
The regional stakeholder meeting for Tabuk was held in Tabuk City on Saturday 20th October
2010.
Patrol, Traffic Police, Civil Defence, Saudi Red Crescent Authority, and Municipality.

Final Report
Project TAB 1: HTMS for Tabuk City

A Highway Traffic Management System for the urban area of Tabuk City, the routes covered by
the system should accommodate the planned Ring Road along with the main MOT roads in the
city. The system should provide the possibility of an integrated ITS deployment incorporating
traffic and incident detection and confirmation with accompanying traffic information.
Project TAB 2: Incident detection and management on Road 5

(Tabuk Coast)
Weather conditions effecting driver visibility are an issue along the coastal route of Road 5, af-
fecting the full length of the road within the Tabuk regional boundary. Reduced visibility through
fog or sandstorms can result in increased accidents and in extreme cases result in road clo-
sures causing traffic disruption. Environmental conditions monitoring including reduced visibility
monitoring and traffic information system is recommended for this route.
Project TAB 3: Incident detection and management on Road 5

(Al Badgh towards Al Haql)
Road 5 from Al Badagh to Al Haql experiences flooding during periods of prolonged heavy rain,
especially from kilometre 1793 to 1879. Road weather monitoring and traffic information, to
warn drivers of the hazardous flood related road conditions and warn of road closures, shall be
applied.
Project TAB 4: Border crossing traffic management for Al Haql to Jordan

To address the traffic situation on the approach to the border crossing to Jordan, MOT’s pro-
posed ITS deployment shall focus on congestion detection and information measures. Strategi-
cally placed DMS can inform motorist on-trip of the expected delay and pre-trip information can
be provided via a website. Lane management shall be used to ease congestion.
Project TAB 5: Border crossing traffic management for Halat Ammar to Jordan
Project TAB 6: Border crossing traffic management for future bridge connecting the
Kingdom to Egypt
To address the traffic situation on the approach to the border crossing to Egypt, MOT’s pro-

Final Report
MOT
Highway Patrol
Tabuk Municipality
Civil Defence
Customs
Figure 40 Deployment types and stakeholder relationships (Tabuk region)

Final Report
3.12 Hail
The Region
Hail region lies in the north of the Kingdom; it is one of the smaller regions with a geographical
area of 103,887 km² and a population of 597,144. Hail region is bordered by Al Jawf in the
north, Al Qassim in the south, Northern Border region in the east, Tabuk in the west and by A
Madinah Al Munawwarah in the south west.
Hail City is the principal city of Hail region and has a population of 310,897 equal to approxi-
mately 50% of the region’s population.
The region is situated at the southern edge of the Nafud Desert and is surrounded by the Jabal
Shammar mountain range. Generally the climate in Hail region is hot arid and dry with tempera-
tures ranging between 15° and 47°C in the summer months but which can drop into the nega-
tive figures in winter ranging between -5° and 28°C.
Road Network
The strategic road network of Hail region connects it with the major cities of the surrounding re-
gions and covers an overall road length of 4,842 km, of which 1,556 km are expressways or
dual roads. The strategic routes through the region are:
Road 70 a single road connects Hail City to Al Ula
Road 65 an expressway heading north from Hail City and connects Hail City to Sakaka
Road 65 heading south from Hail City connecting Hail City with Buraidah
Road 389 heading south west connecting Hail City with Madinah
The Hail region experienced 6,069 road accidents in 2009; the total number of killed or injured is
recorded as 1,045.
The road traffic in the city of Hail does not experience regular congestion caused by commuter
traffic.

Road 65 connecting Hail City to Sakaka
Accidents on this road are along the length of the road within the boundary of the region.
The road experiences sandstorms which reduce driver visibility and result in dangerous
driving conditions, often due to the terrain in the area. Sand can be left deposited on the
road surface reducing traction for cars and causing them to slide under hard breaking or
cornering at speed.
Road 65 connecting Hail City to Buraidah

This road experiences flooding during periods of heavy rain which makes the roads very
dangerous for motorist. In extreme cases the water can pool on the carriageway largely
due to inadequate drainage. This can force roads to be closed and leave motorists
stranded leading to major traffic disruption.
The road at Al`Idwah at the 747km mark experiences a high number of accidents. This
has been attributed to high driver speeds coupled with a high number of T- junctions at
this location. A lack of clear signage is also a contributing factor to the high number of

Final Report
accidents.
Road 8700 connecting with Road 6262 from Hail City to Rafha
The road from Hail to Rafha experiences congestion at Shakik and New Village exits.
Road 70 connecting Hail City to Al Ula

The road experiences congestion in several areas. In particular at the exits to the cities
and towns, the congestion levels increase during the national vacation period. The road
also experiences accidents due to this congestion.
The road along Qadran mountain suffers from falling rocks which are a danger to motor-
ist and can block the road causing traffic disturbance. Rocks falling onto the carriageway
can leave roads closed or impassable.
Roads from the highway to the fuel stations along the route are tight and can cause driv-
ers problems when entering and exiting.
Road 389 connecting Hail City to Madinah

Congestion has been recorded along the intersection of Aqlah bin Jabrayn and Mragan
Village and at Exit Sakat.
Weather conditions such as fog can cause bad visibility along the road.
The cause of accidents on the road has been attributed to high vehicle speeds and con-
flict at the entry /exit points to the fuel stations at the intersections.
Figure 41 Map of traffic problems in Hail region

Final Report
The regional stakeholder meeting for Hail was held in Hail on Saturday 18th October 2010.
Patrol, Traffic Police, Civil Defence, Saudi Red Crescent Authority, and Amana.

It was suggested that a facility for emergency vehicles to U-turn on the inter-urban roads
would enable emergency services to reduce the time taken to reach an incident.
Project HAI 1: Incident detection and management on Road 65

(Hail City towards Buraidah)
Road 65 connecting Hail City to Buraidah experiences flooding during periods of prolonged
heavy rain. The issues are persistent along the road from kilometre 707 heading eastwards to
the regions boundary (kilometre 633). It is proposed to install a system to detect floods on sus-
ceptible parts of this road, and warn drivers of the hazardous flood related road conditions. The
information components could also be used to warn of road closure due to other hazards such
as accidents or incidents.

(Hail City towards Sakaka)
Road 65 connecting Hail City to Sakaka experiences sandstorms which reduce driver visibility
and result in dangerous driving conditions. Environmental conditions monitoring including re-
duced visibility monitoring and warning systems are recommended for this road.

(Hail City towards Al Ula)
Road 70 from Hail City to Al Ula experiences accidents attributed to unofficial access/egress
points. The accidents have been reported on this road between kilometre 225 and 363. The ITS
deployment for this should focus on dynamic road warning, which detects the speed of ap-
proaching vehicles, alerting drivers of the dangers ahead and providing traffic information.

(Hail City towards Madinah)
On Road 389, connecting Hail City to Madinah, it is proposed to install a system to detect re-
duced visibility due to fog on affected parts of this road, and warn drivers of the hazard. The
section of road affected is between kilometre 47 and 215.

Final Report
MOT
Highway Patrol
Civil Defence

Hail Region

UE
Civil Defence
NW
Highway Patrol
B
Figure 42 Deployment types and stakeholder relationships (Hail region)

Final Report
3.13 Al Jawf
The Region
Al Jawf lies in the northern part of the Kingdom. The region covers an area of 100,212 km²
and is Saudi Arabia's northern gateway, linking Syria and Iraq with the Arabian Peninsula. The
region is bound to the north by Jordan, by the Kingdom's Northern Borders region to the east;
by Tabuk to the west and by Hail to the south. The region’s terrain is largely dominated by a
rocky plateau landscape, and has a population of 440,009.
The region has weather typical of the Kingdom, having hot summers and mild winters. Tem-
peratures in the summer reach between 11° and 45°C while in winter they reach between -1°
and 18°C. Rainfall in the region falls in the winter months from November to March.
The principal city of Al Jawf is Sakaka. Sakaka is located towards the centre right of the region
at the northern tip of the Greater Nufud desert, with a population of 150,257.
The city of Sakaka is famous for its hand-woven carpet industry. To the west of Sakaka is the
city of Dumat Al Jandal, with its orchards and agricultural fields, which are surrounded by high
mountainous slopes. Dumat Al Jandal is famous for the manufacture of swords, daggers and
carpets. The region also produces large amounts of wheat and has 230,000 date palms.
Road Network
The inter-urban road network of Al Jawf connects the major areas in the region and covers an
overall road length of 2,757 km of which 943 km are expressways or dual roads. The main
routes through the region are:
Road 80 heading west from Sakaka, connecting Sakaka with Road 15 giving road ac-
cess to Tabuk.
Road 80 heading east connects with Road 85 giving access to the Northern Territories
region and continues to the border city of Ar Ar which provides access to Iraq.
Road 65 heading north gives access to Al Qerayat and the border city Al Hadithah pro-
viding access to Jordan.
Road 65 heading south connects Sakaka with Hail and continues south connecting with
Buraidah and Riyadh.
Road 389 heading south west connects Sakaka with Madinah.
The region of Al Jawf experienced a total of 7,038 road accidents in 2009; the total number of
The road network of Sakaka consists of several main arterials linking the districts of the city.
The traffic in the city does not experience regular congestion caused by commuters but rather
has incident related traffic congestion.

Flooding occurs in the north of the region along Road 65 on route to Al Hadithah. Flood-
ing can make roads dangerous and difficult to pass. In some cases the road can be
closed causing delay and disruption to motorist.
Al Jawf experiences regular sandstorms which reduce driver visibility to dangerous lev-
els and result in hazardous driving conditions. In some cases closing roads causes ma-

Final Report
jor traffic disruption. Sandstorms are found in a variety of locations of the region. The
roads where sandstorms have been reported as a problem are:
Road 65 heading south towards Hail, sandstorms are a problem along the full
length of the road within the regions boundaries.
Road 80 heading towards Tabuk from the intersection on the road leading to
Al Bassayta to Thaniet Umm Nukhaylah.
Road 65 heading north from Abu Ajram to An Nabk Abu Qasr.
Road 80 heading east located east of Ash Shuwayhitiyah.
The accidents in the region are largely attributed to high speeds. Driving hazards such
as fog and flooding of roads are also a cause of accidents. The accidents black spots
were reported on:
Road 65 heading south towards Hail.
Road 80 heading towards Tabuk from the intersection on the road leading to
Al Bassayta to Thaniet Umm Nukhaylah.
Road 65 heading north at Al Lsawiyah.
Accident black spot has also been highlighted on the road connecting Al Dal-
fah with Bidaa close to the town of Bidaa.
Internally for the city of Sakaka, King Abdulaziz Road experiences accidents
close to the intersection of Almaqlah.
Figure 43 Map of traffic problems in Al Jawf region

Final Report
The regional stakeholder meeting for Al Jawf was held in Sakaka on Saturday 23th October
2010.
The meeting was attended by 8 representatives from the following institutions: MOT, Municipal-
ity, Civil Defence, Alkayed Company.
Project JAW 1: Incident detection and management on Road 65

(Sakaka towards Al Haditha)
In the north of the region Road 65 to Al Hadithah suffers from flooding during periods of pro-
longed heavy rain, especially from kilometre 1197 to 1209 and from kilometre 1265 to 1347. It is
proposed to install a system to detect floods on susceptible parts of this road, with road weather
monitoring and warn drivers of the hazard. The system could also be used to warn of road clo-
sure due to other hazards such as accidents or incidents.
Project JAW 2: Incident detection and management on Road 65

(Sakaka towards Hail City)
Road 65 from An Nabk Abu Qasr southwards to the extent of the regions boundary with Hail
experiences regular weather related reduced visibility issues mainly relating to sandstorms in
the area. Environmental conditions monitoring including reduced visibility monitoring and warn-
ing system are recommended for this road.
Project JAW 3: Border crossing traffic management for Al Haditha to Jordan

MOT
Highway Patrol
Civil Defence
Customs

Final Report

Al Jawf Region

UE
Civil Defence
NW
Highway Patrol
B Border crossing traffic management (1) Border Crossing Agencies

Figure 44 Deployment types and stakeholder relationships (Al Jawf region)

Final Report
3.14 Jizan
The Region
Jizan is one of the smaller regions in the Kingdom in terms of land mass, it lies in the far south
west of the Kingdom situated on the Red Sea bordering Yemen to the south. It is bound by Asir
region to the north and to the east and a 300km long coastline forms the western border with
the Red Sea.
The region has a geographical area of some 11,671km² with 13 governorates and a population
of over 1,365,000 people. It is considered the to be a gateway between land and marine trade
with the third largest port in the Kingdom and also serves as a rest stop for Yemni pilgrims on
the way to Makkah.
Jizan also includes the Farasan Islands, a group of islands in the Red Sea lying 40 km off the
southern coast of Saudi Arabia southwest of Jazan City. The uninhabited islands serve as
breeding sites for large numbers of birds and animals.
In areas close to the sea the region has a continental weather pattern with hot and humid sum-
mers and mild winters. However further inland in the mountainous areas which has mountains
as high as 2000m above sea level the temperature is low in winters and moderate in summer.
Temperatures in the summer reach between 27° and 46°C while in winter they reach between
4° and 18°C. The region can be windy during the summer months with winds reaching an
average 25 km/h. The region has a rich history in agriculture and the region is famous for its
high-quality production of tropical fruits aswell as other agricultural produce.
Jizan City is the principal city of the region; it has over 127,000 inhabitants, situated on the Red
Sea it is a coastal city and served by Jizan airport located at the edge of the city. Sabya which is
located approximately 30km to the north of Jizan is a large population centre in the region with a
population of over 63,000.
Other main cities in the region are: Abu Arish, Damad, Ahad Almasarihah and Samtah. Samtah
being the border crossing point to Yemen.
Road Network
The existing road network covers an overall road length of 1,556km of which 576 km of the
Road 5 heading north connects Jizan with Ad Darb and continues north to Jeddah. Be-
yond the Jizan region Road 5 is an important coastal road and continues to King Abdual-
lah Economic City and to Yanbu.
Road 10 heading east from Ad Darb, connects Ad Darb with Abha City in Asir Region.
Road 5 heading south from Jizan connects with the border town of Al Tual which pro-
vides access to Yemen.
The road network of Jizan City consists of several main arterials linking the districts of the city
such as King Abdul Aziz Road, King Fahd Road and Ameer Abdullah Bin Abdul Aziz Road. It is
considered that the traffic in the city does not experience regular congestion caused by com-
muters but rather has incident related traffic congestion on an ad-hoc basis.

Final Report
Project JIZ 1: HTMS for Jizan City

A Highway Traffic Management System for the urban area of Jizan City, the routes covered by
the system should accommodate the main MOT roads in the city. The system should provide
the possibility of an integrated ITS deployment incorporating traffic and incident detection and
confirmation with accompanying traffic information.
Project JIZ 2: Border crossing traffic management for Samtah to Yemen

To address the traffic situation on the approach to the border crossing to Yemen, MOT’s pro-
MOT
Highway Patrol
Jizan Municipality
Civil Defence
Customs
Figure 45 Deployment types and stakeholder relationships (Jizan region)

Final Report

Final Report
3.15 Najran
The Region
Najran region is situated in the south of the Kingdom. Bound by Yemen to the south previoulsy it
was an important trading centre and has a strong influence of Yemeni cultural and architecture.
The region has a large geographical area of some 149,511km² when compared to its population
as it is one of the smaller regional populations in the Kingdom of over 505,000 inhabitants. Na-
jran is bound by Riyadh region to the north, Asir region to the west, and Eastern region to the
east.
The climate is hot during the summer months with an average of 32°C and mild during the
winter months. Temperatures in winter drop to an average of 6 °C. It is rainy in the mountainous
areas.
It is surrounded by gardens and green trees and the charm of mountains; the highest one is Abu
Hamadan Mountain which is 1450 meter.
Najran City is the principal city of the region located in the south west corner near to the border
with Yemen; it has over 298,000 inhabitants and is served by the Najran Domestic Airport
located at the edge fo the city on Road 177. Sharorah is the final city on Road 15 prior to the
border crossing point to Yemen it has a population of over 75,000 inhabitants.
Road Network
The existing road network covers an overall road length of 2,180km of which 187km of the
Road 15 heading east from Najran connects Najran with Sharorah
Road 177 heading north from Najran, connects with Road 10 which then provides ac-
cess to Khamis Mushait in the south and Kharj in the north
Road 175 connects Road 15 near to Sharorah to Road 177
The road network of Najran City consists of main arterials forming a grid system for the city such
as King Faisal Street. It is considered that the traffic in the city does not experience regular con-
gestion caused by commuters but rather has incident related traffic congestion on an ad-hoc
basis.
Project NAJ 1: HTMS for Najran City

A Highway Traffic Management System for the urban area of Najran City, the routes covered by
the system should accommodate the main MOT roads in the city. The system should provide
the possibility of an integrated ITS deployment incorporating traffic and incident detection and
confirmation with accompanying traffic information.
Project NAJ 2: Border crossing traffic management for Sharorah to Yemen

To address the traffic situation on the approach to the border crossing to Yemen, MOT’s pro-

Final Report
MOT
Highway Patrol
Najran Municipality
Civil Defence
Customs
Figure 46 Deployment types and stakeholder relationships (Najran region)

Final Report
3.16 Northern Borders

The Region
Northern Borders region is located in the far north of the Kingdom. The region is bound by Iraq
and Jordan to the north. The region is also bound by Jawf, Hail and Qassem to the west and by
Eastern region to the south. The region has a geographical area of some 111,797km² with the
smallest regional population within the Kingdom of over 320,000 people.
The regions climate is continental, with hot summers, and cold winters with temperatures below
freezing. Winds generally blow from the east or west, rarely from the south. It is noteworthy that
the rainfall in the region has declined gradually over recent years. It is also noted that snow is
not uncommon, falling on average every two to three years
Arar is the principal city of the region, it lies in the north east of the region and has over 167,000
inhabitants it is served by Arar Domestic Airport located at the edge of city.
Other main cities and towns in the region are: Rafah, Turaif, and Al Uwayquila.
Road Network
The existing road network covers an overall road length of 2,060km of which 630km of the
Road 85 heading south connects Turaif in the north to Arar then continues south to
Rafah and beyond into Eastern Region.
Road 80 heading west connects Arar to Sakakah in Jawf, to the east it connects Arar to
the border crossing of Al Judaiyda with Iraq.
Road 70 heading west connects Rafah with Hail
Project NOR 1: Border crossing traffic management for Arar to Iraq

To address the traffic situation on the approach to the border crossing to Iraq, MOT’s proposed
ITS deployment shall focus on congestion detection and information measures. Strategically
placed DMS can inform motorist on-trip of the expected delay and pre-trip information can be
provided via a website. Lane management shall be used to ease congestion.
MOT
Highway Patrol
Civil Defence
Customs

Final Report
Figure 47 Deployment types and stakeholder relationships (Northern region)

ITS DIP Final Report

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ITS Deployment and Integration Plan

for Saudi Arabia

Prepared by Dornier Consulting in cooperation with Rapp Trans

Version Date Author/Editor Activities/Changes

ITS-DIP ITS DIP Final Report 2_English.Doc Page 2 of 108

2 FRAMEWORK FOR THE ITS DEPLOYMENT & INTEGRATION PLAN...................... 5

3 DEPLOYMENT AND INTEGRATION PLAN.................................................................. 5

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Glossary of Terms and Definitions

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1.3 Study Objectives

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Acquisition, collection and Data qualification and Generation of messages;

IR, µW, Flood Opera- LOS Other

Traffic Speed Ramp In-Car

Figure 1 MOT Traffic Management Strategies and related ITS Tools

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Definition of ITS App. ITS Deployment

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1.5 Stakeholder Meetings

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Province / Agency Meeting location Visited Date

Al Madinah Madinah Yes 06.10.2010

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2 Framework for the ITS Deployment & Integration

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ISO Technical Report TR 24098:2007(E)

ISO International Standard 14813-1:2007(E)

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General ITS Framework

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 Determine geographical deployment

ITS Framework for Saudi Arabia

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2.2 ITS Domains, Groups and Services for Saudi Arabia

ITS Users / Stakeholders

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Characteristics of Service Domains, Service Groups and User Services

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Table 3 ITS Service Domains

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ITS ITS ITS Examples of ITS

Emergency vehicle man- Emergency vehicle traffic management Website, SatNav,

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Service User What? How? Users /

Traffic Management and Operations