Traffic Impact Mitigation for Medical City

TRAFFIC IMPACT STUDY FOR DR.
SULAIMAN AL HABIB MEDICAL CITY RSO-Nov2010

MUNICIPALITY OF RIYADH
Agency for Development and Projects
General Directorate for Studies and Design
Department of Traffic Engineering
TRAFFIC IMPACT STUDY FOR

DR. SULAIMAN AL HABIB
MEDICAL CITY .
SABIC AREA (EXIT 8), DAMMAM ROAD, RIYADH, KSA
Engr. Ramon S. Ona, MITE

10 February 2011
Prepared by:
Abdullah Naser Bin Jama’an

Engineering Consultants Office
TRAFFIC IMPACT STUDY FOR DR. SULAIMAN AL HABIB MEDICAL CITY RSO-Nov2010
CONTENTS
Executive Summary ……………………………………………………………………………………… 1
Introduction ………………………………………………………………………………………………… 4
1 Inception ………………………………………………………………………………………………. 5
1.1 Assessment of existing condition
1.2 Present and Future Land use
1.3 Influence area
1.4 Study area
1.5 Study Horizon Year
1.6 Significant establishments in the vicinity
1.7 Other projects in the area
2 Existing Traffic Condition (Without Development) ………………………………… 14
2.1 Traffic circulation and present state of existing roads

2.2 Existing Traffic Data Collection
2.3 Analysis of Present Traffic
3 Future Traffic Volume and Distribution ………………………………………………… 23

3.1 Effect of increase in population to the trips generated by hospitals in Riyadh
3.2 Trips generated by the proposed development
3.3 Trip reduction factors
3.4 Trips generated by Business Gate commercial complex
3.5 Trip distribution
3.6 Trip assignment
3.7 Forecast Traffic by the TransCad Model
3.8 Selecting the Data to be used in Impact Analysis
4 Analysis of Traffic Impact ……………………………………………………………………… 40

4.1 Comparative intersection LOS with and without the development (2016)
4.2 Traffic Impact problems by the development
4.3 Recommended mitigation to the problems
4.4 Midblock Assessment
4.5 Assessment of possible traffic problems during construction
5 Parking Requirement …………………………………………………………………………. 50

5.1 Parking demand by the development
5.2 Parking supply as planned for the development
5.3 Effect of generated trips on the parking in surrounding area
5.4 Assessment of parking problem during construction
ii
Abdullah Naser Bin Jama’an Engineering Consultants
6 Traffic Circulation ………………………………………………………………………………. 54

6.1 Access Points
6.2 Internal circulation at ground level
6.3 Internal circulation at basement
6.4 Design properties
6.5 Route of Fire trucks and Delivery vans
7 Conclusion and Recommendation ……………………………………………………… 61
7.1 General Impact

7.2 Findings and Recommended Mitigagion
8 Appendices
A: Traffic Survey Data

A1 Automatic Traffic Counts (ATC)
A2 Turning Movement Counts (TMC), queue length & Phasing plan
A3 Travel Speed Survey
B: Survey Data of Similar Establishment: Habib-Rayan-Khurais Hospital

B1 Incoming/Outgoing Vehicle Count
B2 Parking Survey
C: Trip Generation Worksheets

C1 Trip Generation
C2 Parking Generation
D: Pictures of Existing Road Conditions

D1 Intersection Geometry
D2 Queue of Vehicles at North-bound approach of T-9 Intersection
E: Copy of Year 2016 Transportation Focused Model from TransCad Report

E1 Auto Volume, One-hour AM and PM peak (all links within Influence A)
E2 Auto volume, One-hour AM and PM peak per route (incoming)
E3 Turning movement volume, AM & PM peak (intersection T-1 to T-9)
F: A3 Copy of Graphs, Figures and Plans

F1 Graphs
F2 Figures
F3 Plans
G: General Mitigation Plan and Plans from Habib

G1 General Mitigation Plan, AutoCAD
G2 Plans from Developer, AutoCAD
iii
Abdullah Naser Bin Jama’an Engineering Consultants
EXECUTIVE SUMMARY
E-1: PROJECT OVERVIEW
Dr. Sulaiman Al Habib Medical Group commissioned Abdullah Naser Bin Jama’an
Engineering Consultants Office for the traffic impact study of the proposed Medical City
located near the SABIC Headquarters in Exit 8-Dammam Road area, Riyadh, KSA. The
proposed project will be a mixed use development to be built in a 129,143 sq. m lot in the
corner of North service road of Dammam Highway and Sulaiman Al Ada’chi St. (N-E of Exit
8) programmed to be completed within 5 years after which it will immediately operate.
Coordination with the municipality has been made for the initial scoping and policy
direction and subsequently, data gathering was planned and executed following the advice
of the review team. The study and analyses are performed in accordance to the existing
policies of the government of Riyadh region with respect to the standard procedures and
methods for the conduct of Traffic Impact Studies.
Early in the stage of assessment, the analyst surveyed the existing hospitals and
their possible influence to the proposed development in which it is found that the
locations are mainly at the central-south and the north-west regions of the City. The
proposed development will cater to the need of the north-eastern region and will have the
influence area of about 8,227 has.
The roads and their intersections that will be affected by the development are the
following:
1. North Service Road of Dammam Expressway;

2. South Service Road of Dammam Expressway;
3. Khalid Bin Al Walid St.;
4. Al Bayt Al Atiq St.;
5. Hasan Al Ja’di St.;
6. Sulayman Al Ada’chi St.;
7. Raba’a St.
8. Amir Saud Bin Mohamed Bin Migrin Road;
9. Al Imam Saud Bin Abdul Aziz Road.
With the exception of the Al Imam Saud Bin Abdul Aziz Road which is now being
modified in accordance to the ongoing improvement and Amir Saud Bin Mohamed Bin
Migrin Road, which is due for development pending completion of a comprehensive study
and design, all roads and intersections were inventoried and analyzed.
Abdullah Naser Bin Jama’an Engineering Consultants Page 1

The existing traffic generators in the area were noted and the entry and exits are
located. Trips that will be generated by the Business Gate Commercial Complex currently
being constructed have been computed also and included in the traffic volume in the
surrounding streets for the realistic analysis of the traffic impact in combination to the
generated traffic by the proposed Medical City.
E-2: TRAFFIC IMPACT BY THE PROPOSED DEVELOPMENT

Future traffic was determined using a combination of (1) Actual Survey of Existing
Similar Development and theTrip Generation Manual for Riyadh. This procedure was
favored instead of the Transportation Focused Model run with the TransCad Modeling
Software provided by the Amanah of Riyadh due to some unrealistic assumption of routes
which affect the traffic assignment in critical intersections and links. Traffic impact analysis
on surrounding roads and intersections brought about by the generated traffic were
determined using Synchro Studio 7 with SimTraffic.
E-3: FINDINGS and RECOMMENDATION
The study conducted reveals the following:
E-3.1: On the Surrounding Streets:
 There is only one easy access point from the south and west located at the
Dammam Road interchange with Khalid Bin Al Walid/Said Bin Zaid St. (coded in this
study as T-9). Vehicles from the far-East zones of the influence area will utilize the
Dammam Road expressway and exit right after the Khalid Bin Al Walid interchange
to the project site using the North service road.
 T-9 is already congested during week-day peak hour occurring at 7:00 to 8:00 a.m.
where it accommodates more than 3,000 vehicles hourly from Sunday to
Wednesday and 4,000 vehicles during Saturdays based on 7-day ATC surveys; with
present LOS “F” (178 sec delay). Recommended mitigation will need major changes
in the intersection including relocation of one existing High-Tension Electrical steel
tower and a minor structural modification of the dedicated u-turn structure.
Ultimate solution is the construction of a left turn bridge to cater the volume of left
turning vehicles.
 Also critical and close to congestion in the same periods is the intersection of North
service road and Raba’a St., coded in this study as T-8, with ICU-LOS “F” (LOS=1.00).

 The present volume of traffic is aggravated by the entry and exit ramps to and from
the Dammam expressway with a weaving distance of only 131 meters to T-8
intersection, and 26 m from T-8 going to entrance ramp to the highway.
Recommended mitigation for this problem includes the modification of the exit and
entrance ramps to locate the entrance to the expressway ahead of the exit ramps.
In this way, T-8 intersection will not be affected by the weaving vehicles.
 Possible north access to the site along Prince Saud Bin Mohamed Bin Migrin Road
has been blocked by the security barriers of two American villages. Hence, it cannot
be used as an alternative route to the proposed development.
E-3.2: On the Proposed Development of Habib Medical City:
 The proposed number of entrance/exit to the Medical City is adequate for the
mixed use development and well distributed around the complex. However the
Owner's design of the main entrance to the hospital and the entrance to the
patient's emergency area and out-patient department (coded in this study as
entrance/exit no. 1 & 2) have to be modified to ensure easy access and prevent
obstruction to the main road traffic along North service road. This will necessitate
allocating storage lane “within” the property and along the boundary of Habib lot.
 Also recommended is the provision of one or two emergency exit points, one for
Residential area and one for Hospital area, along the East perimeter of the
compound directly abutting the private interior road which is also included in the
Habib property limit. These gates can be “normally closed” to be opened only
during emergency situations (like fire and other events which need immediate
evacuation).
 Parking spaces inside the proposed development is more than adequate with 3,270
slots as against 2,657 slots needed. This means that parking outside and along the
road can be eliminated and instead allocated for the acceleration, deceleration or
storage lanes for incoming vehicles.

INTRODUCTION
The proposed development of Dr. Sulaiman Al Habib Medical City involves the
establishment of a main hospital building, out-patient department and residential
buildings to house employees and staff complete with amenities as sports activity areas
and parking spaces. With about 4.9 million residents and now experiencing rapid
population growth (4 % per year) for the City of Riyadh, this proposed development is
obviously a welcome act on the part of the developer.
The Medical City is planned to be built within 5 years after which it will immediately
operate. The following data sheet enumerates the important information based on the
preliminary architectural plans, tables and matrices and information supplied by Habib
officials:
 Location: North Service Road, Dammam Highway (Exit 8), Riyadh City
 Land Use Type: Hospital and Residential Complex
 Hospital Category "A", General Hospital with multiple specialties
 Area Zoning Ordinance for the year Hijri 1442: Residential
 Development Component and Amenities:
 Main Hospital – 330 beds

 Out-patient Department – 150 clinics
 8 Residential Buildings for Staff – 634 dwelling units
 2,487 sq m Recreational Area
 680 sq m Support Buildings
 3,270 slots parking (2,280 garage + 990 lots)
 Total Lot Area – 129,143 sq m
 Recreation and Sports Complex exclusive for hospital residence only

 Mosque is open to everybody
 Construction Period: 4 – 5 years
The inclusion of complete facilities for the hospital staff and workers like residential
dwelling units, recreational and sports facilities, place for worship, and ample parking
areas all in one medical city complex are features not found in many hospitals in Riyadh
City.
The City of Riyadh has about 38 full equipped hospitals (18-government and 20-
private) and other small hospitals and clinics but the concentration is at the south-central
part of the city in which about 88% are located with the remaining 12 % placed at the
north-western region. The development on the other hand will cater the north-eastern
part of the city where it is intended to be built, and is estimated to serve at least 338,000
residents in that part of the region (based on ADA forecast for year 2020 or Hijri 1442).

1 INCEPTION
1.1 ASSESSMENT OF THE EXISTING CONDITION

The site is within the residential area as designated by the government for the
present year Hijri 1431 up to the year Hijri 1442.
The roads beside the project area are: Sulaiman Al Ghadaghy (with 30 m RROW) in
the west side and Hasan Al Ja’adi (30 m RROW) in the north and the North service road of
Dammam Highway in the south.
Because the project is a new development and no specific existing statistical data is
available, the traffic generation shall be based on the previous scientific studies contained
in the available applicable manual and the actual present data of similar land use. The
extent of the influence area should be initially set to determine the source of the traffic
going to and coming out of the proposed development. Hence, the location of other
similar hospital facilities have a considerable factor in the area of influence of the
proposed development, particularly when these facilities are more accessible patients and
visitors with shorter distance from their homes.
It is then important that locations of existing hospitals be established for the

determination of influence area of the proposed hospital complex and the extent of the
study area.
A list of important hospitals in the Central Riyadh or the City of Riyadh is listed in
Table 1 together with the District they are located.
Fig. 1 shows the map of Riyadh City and the project location in relation to the
position of existing hospitals around the whole of Riyadh City.
Table 1: HOSPITALS IN RIYADH CITY

Location
No. Name of hospital Class
Street District
1 Prince Salman Hospital Street Aisha bent Abi Bakr Aeryjae Middle Government
Mental Health Hospital in Imam Turkibin Abdullah Street -
2 Alysia Government
Riyadh Suleiman bin Ali Al-Musharraf
Imam Turki bin Abdullah Street - Imam Abdul-Aziz bin
3 Riyadh Medical Center Alysia Government
Mohammed bin Saud
4 Dar Al Shifa Hospital Alshibl street - King Fahd Road Washam Commercial
5 Alaeman General Hospital Street Islamabad Mansoura Government
Hospital, Prince Faisal bin
6 Street Allowadi Al-rafeeh Government
Fahd of Sports Medicine
7 Aloshm Hospital King Faisal Street - Aloshm Street Morba Private
8 Mubarak Hospital King Faisal Road - Abdullah Bin AbdulLatif Al-Sheikh Morba Private
King Abdul Aziz University
9 King Abdul Aziz Road Malaz Government
Hospital

Table 1: HOSPITALS IN RIYADH CITY

Location
No. Name of hospital Class
Street District
10 Medical City investment Fatima Al-Zahra street Al Safa Private
11 Obeid Specialized Hospital Farazdak Street - Management Institute street Officers Private
King Faisal Specialist
12 Hospital and Research Altakhassi Street - Mecca road Al-Mather Government
Center
13 Security Forces Hospital Salah al-Din Ayyubi road Officers Government
Specialized Medical Center
14 Mecca road - king Fahd road Olaya Private
Hospital
15 King Fahd Medical City mecca road Sulaimaniyah Government
16 Armed Forces Hospital mecca road Sulaimaniyah Government
Prince Salman Center for
17 Omar bin Abdul Aziz road - Nahda road Rabwah Government
Charitable kidney disease
18 King Saud Hospital for Chest Chbh Aljzeerh Street - Al-Nahar street Al-Saadah Government
19 Riyadh Care Hospital Unaizah street - Ahmad ibn Hanbal street Rawabi Government
The western
20 King Khaled Eye Specialist Orouba road Government
Om Al-hamam
21 Crescent Hospital Abd Al-Malik bin Marwan street Almwtmrat Private
22 Mishari hospital Sidra Street - Abdelkader jazaari street Olaya Private
23 Al Hammadi Hospital Khalid ibn Yazid ibn Muawiya Olaya Private
24 Yamamah Hospital Imam Shafi'I street Al-Manar Government
Al-Amal Complex for Mental Prince Abdulaziz bin Thunayan Street - Beet lehem
25 Khozama Government
Health street
26 Dallah Hospital Abdul Rahman Al-Rafii street - Fas street Al-Nakheel Private
27 Dental Center Khaled ibn Al Waleed Street - Suraqa ibn Amr street Shuhada Private
King Khalid University King Saud
28 Sheikh Hassan bin Abdullah Al-Sheikh St. Government
Hospital University
29 Medical complex Khaled ibn Al Waleed Street Shuhada Private
King Fahd with Mohammed bin Abdul Aziz Deghaither
30 Saudi German Hospital al-Sahafa Private
Street
31 Alvahad Medical Center Alnrjs Private
32 Kingdom Hospital King Abdul Aziz Street - Thumamah street Al-Rabie Private
33 Moasah Hospital Eastern ring road - Omar bin Abdul Aziz road Rabwah Private
34 Home Doctor G.C.H.S.
35 Dr. Abanamy Hospital
Suleiman Al Habib Medical Khurais Road Al Rayyan Private
36
Hospital King Fahd Road Olaya Private
37 AL-olaa General Hospital Dirab Road Okaz Private
38 Specialized Clinics
* See Fig. 1 below

1.2 PRESENT AND FUTURE LAND USE

The proposed development is within the area east of the SABIC Headquarters, a
corporate office compound with more than 1,000 employees, officers and executives and
100 to 150 visitors per day. The area in the north and east is a residential zone mixed with
approximately 5% retail stores. Two residential villages are located 1.2 and 1.5 km in the
north, a residential housing complex one (1) km to the north, and a school for dentistry
beside it.

The region generally reflect the Land Use and Zoning designation described in the
Strategic Land Use Plan for the City of Riyadh developed by the High Commission for the
Development of Riyadh for the year covered Hijri 1442.
Specifically, the general purpose for the development is mixed use for a Hospital
complex complete with medical facilities for main hospital building, out-patient
department (OPD), 8 multi storey residential buildings for the staff, recreation area,
parking and service buildings within the overall lot area of 129,143 square meters. This
land use jibe with the general zoning plan of Riyadh as discussed above and shown in Fig
1.2 hereunder.
1.3 INFLUENCE AREA

Influence area, sometimes referred to as the Overall Study Area (OSA), is the total
perimeter from which the generated traffic is likely to come from. In the case of this
development, residential areas within the region which have no medical facilities or
hospitals near to them other than the proposed project is included in the influence area.
Fig. 1.3 shows the extent of the influence of the project in terms of the attraction
generated by the development for people and vehicles. The extent of the influence areas
are:

1. Three (3) kilometers to the North up to Al Thumama Road which is the

boundary of the residential zone designated by the government of Riyadh to
the reference year Hijri 1442;
2. Three (3) kilometers to the West covering Othman Ibn Affan Road;
3. Four (4) kilometers to the South up to Oqpah Bin Nafea St.;
4. Ten (10) kilometers to the East where there is no hospital with complete
facilities.
Residents in areas beyond the stated influence area would rather go to other
existing hospital facilities using the main expressways and arterials most convenient or
near to their residences.
1.4 STUDY AREA

After the site observation and inspection, inventory of roads and road facilities, and
preliminary assessment of traffic movement, and access/exit points, the study area is then
decided based on the roads and intersections that may be affected.
The proposed study area shown in Fig. 1.4 includes the network of nine (9) roads
and ten (10) intersections with significant location and assumed to be affected by the
generated traffic to and from the development. The roads and links are shown in Table 1.4
and Diagram 1.4.

Table 1.4: Roads, Nodes and Links

NODE
ROAD NAME LINK ID
FROM TO
1. South Service Road of Dammam Road EX-2 T-9 1000
T-9 EX-1 1002
EX-1 T-8 1003
2. North Service Road of Dammam Expressway T-8 EN-1 1004
and East Service Road of Airport Road EN-1 T-7 1005
T-7 T-1 1006
T-1 EX-3 1007
- T-9 1001
3. Khalid Bin Al Walid St.; T-9 T-4 1016
T-4 - 1017
T-1 T-2 1008
4. Al Bayt Al Atiq St.; T-2 T-3 1009
T-3 T-4 1010
5. Hasan Al Ja’di St.; T-5 T-6 1012
T-7 T-5 1013
6. Sulayman Al Ghadaghy St.;
T-5 T-2 1011
T-8 T-6 1016
7. Raba’a St.
T-6 T-3 1015
8. Amir Saud Bin Mohamed Bin Migrin Road; With ongoing development study
9. Al Imam Saud Bin Abdul Aziz Road. With ongoing development

1.5 STUDY HORIZON YEAR

Traffic impact analysis was prepared according to the established future time when
the additional traffic will bring computed impact beyond the allowable threshold set by the
Municipality of Riyadh. For this study, the horizon year is set to 6 years (year 2016) or the build out
year + 1 year of operation wherein the hospital development will be in full operation based from
the information on existing similar development, Habib-Rayan Hospital in Khurais Road, which is
operating in full capacity after only 6 months in operation.
1.6 SIGNIFICANT ESTABLISHMENTS IN THE VICINITY

Presence of establishments in the vicinity of the development were inspected and
plotted in the vicinity map. Pertinent information was also gathered by observation and
informal interviews. Significant establishments as reflected in Fig. 1.6 are:
1. SABIC Headquarters
a. Corporate and Commercial offices with about 1,000 personnel
b. 100 to 150 visitors per day
2. College of Dental Medicine

a. 2,000 students with car
b. Classes starts at 7:30 am

3. Business Gate Commercial Complex

a. Under construction to be completed within 1-1/2 years
b. Land use – Commercial Complex
c. Total land area: 148,975 sq m (approx.)
4. Two (2) American Royal Security Villages

a. Guarded residential area
b. Secured Compound
c. Several important roads have been closed for security purposes.
5. Al Hamra Oasis Village

a. Fenced Residential Compound

1.7 OTHER PROJECTS IN THE AREA

There are two (2) on-going major construction projects in the area:
(1) Water Supply System Improvement along Sulaiman Al Gadhaghi St., Al Bayt Al Atiq
St., and the North service road of Dammam Highway, and
(2) Widening of 1.4 km west-bound lanes along Al Bayt Al Atiq St. to complete this 30 m
roadway connecting Khalid Bin Al Walid St. and the East service road of Airport Road.
These two ongoing projects have no significant effect in the traffic during the
conduct of the ATCs and TMCs in the area as there is enough remaining carriageway to
replace the lanes affected by the projects.
 the excavation along North Service Road near SABIC is being done along the side
within the designated shoulder.
 works along Sulaiman Al Ghadaghi St. have no effect on the traffic flow of only 50
vehicles at the maximum peak hour.
 The road improvement along Al Bayt Al Atiq St. is outside the current carriageway.

2 EXISTING TRAFFIC CONDITION
2.1 TRAFFIC CIRCULATION AND THE PRESENT STATE OF EXISTING ROADS
In the present flow directions of traffic in the study area as shown in Diagram 2.1, it
can be noted that the main route of traffic going to the site is the North service road which
is a two-lane, one-way street going west and north (3 lane effective because of the 2.9 m
shoulder which is also utilized as additional lane). This is also the main access of vehicles
going to SABIC Headquarters, the College of Dental Medicine, and the proposed Business
Gate Commercial complex under construction.
2.1.1 Conditions of the Roads in the Study Area
 South Service Road of Dammam Highway. The section of this road from Exit 8
interchange up to Khalid Bin Al Walid St. intersection is one of the most
important roads leading to the proposed development. This road will cater

traffic from the south, west and north going to the project area through the exit
point for vehicles coming from the expressway. It is a four lane road that
includes a dedicated lane for u-turn slot.
 North Service Road of Dammam Highway. As important as the south service

road with respect to the site inward traffic. This is a three-lane west bound one
way road with additional acceleration lane for the dedicated U-turn slot 400 m
from the intersection of Khalid Bin Al Walid St.
 East Service Road of Airport Highway. This three (3) lane road services the
vehicles going north to the American Compounds and the College of Dental
Medicine and the remaining residential area.
 Al Bayt Al Atiq St. With a 36m road right-of-way and having 3 lanes each
direction with island, this is the main link between the East service road and
Khalid Bin Al Walid St. The west bound section of this road from Khalid Bin Al
Walid up to Sulayman Al Faddachi St. is now under construction completing the
standard road components scheduled for completion within this year.
 Sulayman Al Ghadaghy St. This is a 30m existing road with 3.2m island that
connects Al Bayt Al Atiq St. to the North service road and is along the east
perimeter of the SABIC Headquarters compound. It carries two access points to
the SABIC compound and would be one of the main streets that will service the
proposed Medical City, including the entrance gate to the emergency area.
 Hasan Al Ja’di St. This thirty (30) meter paved road at the north perimeter of
the proposed development connects Sulayman Al Faddachi St. to Raba’a St.
This will also become the main entrance and exit for the residents of the
proposed development.
 Raba’a St. With 36m road ROW asphalt paved and with 3.3m island, this is one
of the main roads that connect Al Bayt Al Atiq St. to the North service road.
 Khalid Bin Al Walid St. The main street that caters traffic north and south of
Dammam Road Expressway. With a 60m road right-of-way (ROW), this road
extends from Khurais Road approximately 9 km south and Ath Thumama St. 3.5
km north of Dammam Highway (total of about 12.5 km N-S road). Presently, the
section from Dammam Highway to Amir Saud Bin Migrin road is a paved two-
way road, 3-lanes both direction with wide undeveloped 28 meter island in
between carrying high tension electrical towers in every 230 meters distance.

 Amir Saud Bin Mohammed Bin Migrin Road. In the north edge of the study
area, this road is an incomplete road along which high voltage power lines
traversed, and is lined up with transmission towers. The east bound of its
section within the study area from Al Yasmin St. up to Khalid Bin Al Walid
intersection is closed and being used as private road by the occupants of the
American Village. For this reason, this road cannot be used as alternative access
to the proposed development. The section westward from Airport Road
(intersection A1-06), in combination with the up-ramp loop can however be
used as alternative route for vehicles coming from the proposed development
going back to south or west when T-9 intersection (Khalid Bin Al Walid and
Dammam Road) is congested.
2.1.2 Entry and Exit Ramps to and from the Dammam and Airport Arterial Roads
There are two ramp openings between Dammam Road and North service road
from Khalid Bin Al Walid to the proposed development, one is the exit ramp before node
T-8 (Coded EX-1 in this report), and the entry ramp after T-8 (Coded as EN-1) as illustrated
in Fig. 2.1.2. The swerving distance from node T-8 to the entrance ramp EN-1 is only 26-
meter, and from EX-1 is 131 m which are not enough weaving distance for a three lane-
change maneuver (Type C weaving segment, HCM 2000, Chapter 24).

The exit ramp from Airport Road Expressway to the East service road will not be
utilized by traffic going to the proposed development as there is no available convenient
access to the site because all the possible access based on the approved road network in
the vicinity were restricted to traffic by the security fences and gates of the two American
village (shown in Map 1E).
2.1.3 Traffic Control System
Among the intersections within the study area, there are two intersections which
are signalized, the junction of Khalid Bin Al Walid St, and the Dammam Road (T-9) and
Khalid Bin Al Walid intersection with Al Imam Saud Bin Abdul Aziz (T-10). T-9, being a grade
separated junction, makes up a big signalized intersection as the North and South service
roads are separated by 64 m and maximum “all red” time of almost 10 seconds. This
situation adds to the overall delay in the intersection. T-10 on the other hand has been
excluded from this study because there is ongoing development in the corridor.
2.1.4 Geometry of Roads and Intersections
Al Bayt Al Atiq, Raba’a, Sulayman Al Ghadaghy, and Hasan Al Ja’di Sts. all have
Median Island, leaving only opening at intersections and some mid-block u-turns. These
four roads combined made up the traffic circulation grid for the proposed development.
The intersections are all unsignalized.
The intersection of Al Bayt Al Atiq St. and Sulayman Al Ghadaghy, which is

supposed to be a T-intersection have one additional leg from the north that is not in
accordance to the approved plan by the Municipality adding up to the conflict in that
intersection.
2.1.5 Traffic Safety Problems
Based from the available records of crashes or accident in the vicinity of the
proposed development, there are 6 accidents in three years as follows (shown in Fig.
2.1.5):
1. 3 Fatal Accidents from 1427 to 1428 (1.5 incidents per year)

2. 3 Severe Injury Accident from 1427 to 1429 (1 incident per year)
Two of the fatal and one severe injury accidents occur in the vicinity of North
service road and Raba’a St. intersection (T-8) where the entry and exit ramps to and from
Dammam Expressway are located. These exit ramps has a type “B” weaving configuration
separated by weaving distance of only 147 meters. The third fatal and one of the severe
injury accidents occur at the interior roads near the proposed development.

One severe injury accident was also recorded in the year 1428 along Al Bayt Al Atiq
St. near the intersection with Raba’a St.
Scarcity of car accident in the study area doesn’t necessitate safety analysis. The
present conditions of roads in the area allow safety movement and visibility.
2.2 EXISTING TRAFFIC DATA COLLECTION

Present traffic volume was determined by actual ATC-7day, ATC-1day and TMCs,
data of which are included in Appendix A. In the conduct of the survey for the present
traffic, the following procedure was followed:
1. Seven day Automatic Traffic Counts (A7) was conducted at four strategic locations
(A7-01 to A7-04) as indicated in Proposed Location of TMC and ATC (MAP 2A);
2. The peak day of the week and the peak hour for that day is determined to set the
schedule of ATC-1day (6 locations) and TMCs (10 locations);
3. The resulting data for TMCs are reflected in the intersection movement diagrams
for the determination of present LOS.
4. Present Level of Service (LOS) for each node is determined using SYNCHRO 7 and
tabulated to determine the present condition of traffic in the area.

Fig. 2.2 shows the stations for each type of traffic survey conducted. These stations
are the nodes and links around which traffic going to and coming from the proposed
development will utilize based on the existing and approved road network in the area.
The resulting data for three 7-day ATCs are reflected in Graph 2 along North and
South Service Roads indicating that the highest volume for the whole week occurs at 6 am
to 8 am for two locations, A7-02 and A7-03. It also indicates that weekdays (WD) have
higher volume that weekends (WE).
In A7-04 which is the Eastbound approach of South Service Road to Khalid Bin Al
Walid St., the traffic volume is almost well distributed from 6 am to 12 midnight with
weekdays also higher than the weekend.
Because A7-03 was located before the entry ramp EN-1 and A7-02 was installed
after this junction, it indicates that high volume of traffic is going in the Dammam
expressway using EN-1 as can be seen by the volume difference between this two ATCs.
TMC counts are reflected in Diagrams 2.2A and 2.2B for AM peak and PM peak
respectively for T-1 to T-10. T-10 was initially included in the consideration but it was
found out later that there is an ongoing development along Imam Saud bin Abdul Aziz St.,
hence this intersection was excluded in this study.


2.3 ANALYSIS OF PRESENT TRAFFIC

The AM and PM peak volume determined by the TMC count at each nodes is
analyzed for level of service using SYNCHRO 7 and are reflected in Table 2.3 .
Table 2.3: PRESENT INTERSECTION LEVEL OF SERVICE (LOS)

INTERSECTIO
(AM PEAK) (PM PEAK)
N CODE
T-1 A A
T-2 A A
UNSIGNALIZED
T-3 A A
T-4 A A
T-5 A A
T-6 A A
T-7 A A
T-8 F (1.00) B
H (ICU=1.28) H (ICU=1.22)
SIGNALIZED
T-9
F (178 sec) F (170 sec)
Imam Saud has on-going Development
T-10
and not included in the analysis

The above Table shows that intersection or node T-1 to T-7 are all LOS-A while
node T-8 is presently within its capacity threshold ICU-LOS F during AM peak.
There are two signalized intersections in our study area, T-9 and T-10. However as
mentioned above, T-10 has on-going development and is under construction and is not
included in the analysis. T-9 is already congested at present traffic both in AM and PM
peak hours with ICU-LOS "H" and Delay LOS "F" as shown in the above Table 2.3.

3 FUTURE TRAFFIC VOLUME AND DISTRIBUTION
3.1 EFFECT OF THE INCREASE IN POPULATION TO THE TRIPS GENERATED BY

HOSPITALS IN RIYADH
The concern about the increase in population and medical facilities to the trip
generation rate should be given consideration before the rates given by the trip
generation manual be used because the base studies was done several years ago.
To check the applicability of these rates, a simple analysis was done by comparing
the increase in population and number of medical facilities (hospitals and clinics or
dispensaries), and the rate of visits per facility in study year and the present year.
A research in the statistics of medical facilities in Riyadh (Health Statistical Year

Book, 1430 - Ministry of Health) reveals the following:
1. Year 1426H (2005G):

 Population - 4.26M
 Number of medical facilities (hospitals and clinics/dispensaries) - 401
 Number of visits per medical facility- 16,296
2. Year 1430H (2009G):

 Population - 4.88M
 Number of medical facilities (hospitals and clinics/dispensaries) - 785
 Number of visits per medical facility - 14,446
The preceding data indicates decrease in number of visit per medical facility from
1426 to 1430 despite the increase in population (16,296 to 14,446). Hence, the values
given in the trip generation manual for Riyadh which was based on the study in 1426
(2005) is still safe and acceptable to use.
3.2 TRIPS GENERATED BY THE PROPOSED DEVELOPMENT

There are three available methods for the determination of the number of trips
generated by the development.
1. Trip Generation Manual for Riyadh City;

2. Data extracted from the actual survey of existing similar development;
3. The forecast traffic by the TransCAD model of Riyadh City focused on the
proposed development and fitted for the horizon year.

3.2.1 METHOD 1: USING TRIP GENERATION MANUAL FOR RIYADH CITY
In the evaluation of the traffic generated by the development using the generation
manual for Riyadh, the following procedure was adopted:
A. For the determination of independent variable:
 Independent variable that appear to be “causal” to (or appear to be the

cause of) the trip generated by the land use was preferred;
 Consider the variable that is easily predictable in the future;
 The selection between the use of regression equation and weighted
average rate was performed using the procedure under the “Trip
Generation Rates Index for Civilized Region in Ar Riyadh City – User Guide”.
B. In selecting the peak periods to be adopted:
 The peak periods within two hours in which both the facility and the
surrounding streets have the highest take the higher of the two;
 If the peak period of the two doesn't coincide, take the highest value of the
traffic which has the worst impact, usually the peak hour with the highest
combined value.
 The present traffic peaking hour checked and evaluated with the peak
generating hour of the facility.
Based on the above considerations, the resulting trip generation matrix taken from
the worksheet attached as Appendix C, is reflected in Table 3.2.1:
Table 3.2.1: Trips Generated by the Proposed Development using Trip Generation Manual for
Riyadh
Land Use
Time
Out-patient Residential Recreation Total
Period Hospital Mosque
Dept Buildings Area
Full Day 4702 5118 2163 77 165 12225
AM Peak 454 505 219 24 34 1236
PM Peak 441 359 234 17 26 1077
3.2.2 METHOD 2: TRAFFIC EXTRACTED FROM ACTUAL SURVEY OF SIMILAR

DEVELOPMENT
Considering similar development (Item 2), twenty four (24) hour survey for Dr.
Sulaiman Al Habib Al-Rayan Hospital located at Khurais Road has been conducted (field
data report are attached as Appendix B).

Preliminary to the survey, an interview with the hospital management was made
which revealed that the hospital is working in full capacity after 6 months of operation
given the occupancy of the hospital beds and the frequency of activities on other medical
services.
The layout plan of the area was prepared and the locations of the survey in all exits
and entry points were identified for the simultaneous survey of the incoming and outgoing
vehicles 24-hours for weekday (WD) and 24-hours for weekend (WE).

The data was processed resulting to the following:
Table 3.2.2A: Traffic Generated by the Habib-Rayan by Actual Count

WD WE
Time Period IN-BOUND OUT-BOUND IN-BOUND OUT-BOUND
Full Day 4281 3669 5028 3503
AM Peak 265 169 318 176
PM Peak 370 384 430 314
In order to select the data to be utilized in the study, generated trips using the
Manual and the result of the actual count was compared and shown in Table 3.2.2.
Table 3.2.2B: COMPARISON of WE Traffic(Based on 330 Hospital Bed)

Generation Manual HABIB-RAYAN-KHURAIS (Actual Count)
Time Period Hospital & Out-patient Dept. Hospital & Out-patient Dept. (330/250)
IN-BOUND OUT-BOUND IN-BOUND OUT-BOUND
Full Day 4,910 4,910 6,637 4,624
AM Peak 575 384 420 232
PM Peak 448 352 568 414
It is clearly evident in the preceding tables 3.1 to 3.3 that the pro-rated traffic
generated by the existing similar development (Habib-Rayan-Khurais) for hospital and out-
patient department is higher than the data computed from the trip generation manual for
Riyadh.
3.2.3 METHOD 1 and 2 COMBINED
The data from the actual count of Habib-Rayan hospital shall be adopted over the
result of the trip generation manual as it depicts more accurate data given the actual
situation present in Riyadh environment. It is also safer to use at it has bigger 24-hr value
than the result of the manual. However, because the result of Habib-Rayan does not
include the other land use included in the proposed development (residential units,
mosque and recreational facilities) the result of the generated trips using the manual shall
be adopted on these land uses.
Table 3.1.3 shows the combined data using the Habib-Rayan for the hospital and
the out-patient department, and Trip Generation Manual for the other land uses.

Table 3.2.3A: Total Trips Generated for the Medical Complex

Data from actual survey
Data from Trip Generation Manual of Riyadh
of Habib-Rayan Hospital
Time
Land Use Total
Period
Hospital and Residential Recreation
Mosque
Out-Patient Dept Buildings Area
Full Day 11,261 2163 77 165 13666
AM Peak 652 219 24 34 929
PM Peak 982 234 17 26 1259
Table 3.5 shows the in-bound and out-bound (in-out) proportion for Hospital and
OPD from the survey of Habib-Rayan hospital. The in-out proportions of other land uses
were taken from the trip generation manual.
Table 3.2.3B: In-out Proportion for AM and PM generated traffic given in Percent (%)
Land Use
Time
Hospital and Residential Recreation
Period Mosque
Out-patient Dept Buildings Area
AM Peak 64-36 42-58
50-50 53-47
PM Peak 58-42 54-46
The total generated trips by the proposed development after applying the in-out
proportion given by Table 3.5 is given by Table 3.6. This will be the final data that will be
used in the analysis of traffic impact for the future traffic with development.
Table 3.2.3C: Directional Traffic Generated by the Proposed Habib Medical City
Land Use
Time
Direction Hospital and Residential Recreation Total
Period Mosque
OPD Buildings Area
IN-BOUND 417 92 12 18 539
AM Peak
OUT-BOUND 235 127 12 16 390
IN-BOUND 570 126 9 14 719
PM Peak
OUT-BOUND 412 108 8 12 540
3.3 TRIP REDUCTION FACTORS
 Seasonal Variation
In the determination of present background traffic, actual traffic survey and data
gathering coincides with the season normal throughout the year in terms of business and
educational purposes. Thus, the seasonal variation shall not be applied in this study.
 Internal Capture

In consideration of the fact that the residential buildings within the proposed
hospital complex are intended to be the housing provision for the hospital staff (mostly if
not all from this hospital), the total generated traffic by the development should be
reduced to account for the home based trip to work (HBW) by the residents.
The percentage of the reduction will be determined by the percentage of the

occupants that will be working in the proposed medical city.
Assumptions:
1. 3 % of residential trips are due to visitors and family members not working in
the hospital.
2. 5 % of mosque trips came from outside the compound.
3. 95 % of hospital employees resides inside the compound.
Computation of internal capture (% of the total generated trips by the

development, Table 3.2.3C):
1. Captured trips by Residential Buildings = (2163/13666)*0.97 = 0.1535

2. Captured trips by Mosque = (77/13666)*0.95 = 0.0054
3. Captured trips by Recreational Areas = (165/13666)*0.95 = 0.0115
Total Captured Trips = 0.1704 (17.04 %)
Table 3.8 shows the total generated traffic by the proposed development. This
includes trips generated by the Main Hospital and Out-Patient Department, Residential
Buildings, Mosque, and Recreational Area.
Table 3.3: Net Total Traffic Generated by the Proposed Habib Medical City After Trip
Reduction
Trip Reduction Net Generated
Time Period Direction Generated Trips
(17.04%) Trips
IN-BOUND 539 92 447
AM Peak
OUT-BOUND 390 66 324
IN-BOUND 719 123 596
PM Peak
OUT-BOUND 540 92 448
3.4 TRIPS GENERATED BY BUSINESS GATE COMMERCIAL COMPLEX

The traffic generated by the existing establishments in the area (SABIC
Headquarters, College of Dental Medicine, American villages, and the Residential
Buildings) are considered to be counted in the traffic survey conducted for current traffic.
However, the trips that would be generated by the Business Gate Commercial
Complex currently being constructed should be added to the future trips on top of the

projected traffic by the proposed development because this commercial establishment is

intended to be operational in two years time or four years ahead of the proposed Habib
Medical City.
To determine the share of traffic that will pass along the links and nodes of the
study area the location of Business Gate is laid out in relation to its vicinity area as
indicated in Fig. 3.4.
As can be seen in this figure, the land use at the Eastern and Western part of this
development is predominantly residential and is safe to assume that the customers will
come from East and West in equal share of 50 % each.
The figure also show that only the attracted traffic from Eastern part will pass
through the links and nodes within the study area because traffic from Western part will
utilize the East Ring Road and Airport Road expressway and will exit at point EX-3 near the
Business Gate Commercial Complex.
Generated trips by the Business Gate Commercial Complex were computed using
the manual for Riyadh and the result is tabulated showing (50%) of the trips inbound and
outbound for distribution to the links and nodes of the road network within study area
(Table 3.4). This data is added in the trip distribution around the road network in the study
area.

Table 3.4: Total Generated Traffic by Business Gate Commercial Complex (WE)
Trips Generated (from the Manual) 50% of Trips Generated
Time Period
IN-BOUND OUT-BOUND TOTAL IN-BOUND OUT-BOUND TOTAL
Full Day 18,018 18,019 36,037 9,009 9,009 18,018
AM Peak 1,509 1,844 3,353 754 922 1,676
PM Peak 2,312 1,674 3,986 1,156 837 1,993
3.5 TRIP DISTRIBUTION

The first step to trip distribution is the development of Traffic Analysis Zones or
TAZ. The designated influence area is divided into zones or area, the size of which depends
on the concentration of existing buildings. Routes are then assigned from each TAZ to the
development.
The traffic generated is distributed based on the assumption that the attraction by
the development is triggered only by necessity of visiting the proposed medical city to seek
medical attention for preventive or alleviation of health condition and visitors to the
confined patients.
In this context, the distribution of trips attracted by the hospital development will
be based on the distribution of human population of each TAZ (Traffic Analysis Zones) from
which it is assumed that about 90% of the trips will originate. The other 10% is assumed to
come from other parts outside of the influence area, equally distributed among the access
links within the study area.
To determine the distribution of generated trips by the density of population of

each traffic analysis zones (TAZ), the forecast population by the Ar-Riyadh Development
Authority (Fig. 1.2) was used as reference.
Because the forecast population is given in range from minimum to maximum, the
data used was in turn based proportionately on the present number of houses in the area
using the following empirical formula:
P = PPH*A
PPH = LL+V
V =(PHH/THH)(UP-LL)
Where:
P - Zone population in year 2021 (Hijri 1442) PPH - Person per has (hectare)
V - Increment value above the minimum per TAZ
population forecast UP - Upper forecast limit
PHH - Present number of household LL - Lower forecast limit
THH - Total number of household, present A - Area of zone in has

The generated traffic by the proposed development is then distributed

proportionately to each TAZ based on the resulting TAZ population (Table 3.5).
TABLE 3.5: PERCENT (%) TRIPS PER TAZ
TAZ PHH PHH/THH

(%) LL UP UP-LL V PPH
AREA
(A)
POP
(P)
% % weight
weight per TAZ *
A 868 0.04 26 50 24 1 27 582 15,644 5 5 A
B 1964 0.08 26 50 24 2 28 1,427 39,945 12 12 B
C-1 1136 0.05 26 50 24 1 27 1,373 37,280 11
12 C
C-2 327 0.01 1 25 24 0 1 164 218 1
D 2150 0.09 51 90 39 4 55 770 41,999 12 12 D
E 2650 0.11 51 90 39 4 55 509 28,183 8 8 E
F-1 3117 0.13 51 90 39 5 56 690 38,735 11
13 F
F-2 254 0.01 91 150 59 1 92 74 6,781 2
G-1 3383 0.14 51 90 39 6 57 668 37,793 11
14 G
G-2 742 0.03 91 150 59 2 93 100 9,285 3
H 2655 0.11 51 90 39 4 55 771 42,695 13 13 H
I-1 780 0.03 51 90 39 1 52 154 8,052 2
I-2 1029 0.04 26 50 24 1 27 211 5,706 2
8 I
I-3 277 0.01 51 90 39 0 51 215 11,063 3
I-4 769 0.03 26 50 24 1 27 159 4,258 1
J 1557 0.07 26 50 24 2 28 360 9,929 3 3 J
THH = 23658 8,227 337,568 100 100
* % of Generated Traffic from Each TAZ (% weight per TAZ)

= P/total population
= P/337,568
3.5.1 Route Assignment
The route assignment is based on the shortest most convenient path that will be
used by motorists from the center of each TAZ, after actual inspection is made on the road
network and referring to the approved road network plan of the Amana. Note that as
mentioned above, only 90 % of the generated traffic will come directly from the influence
area, However, the remaining 10% which is supposed to be emanating from outside the
perimeter of the influence area, is assumed to pass through the ten zones (A to J), one
percent each, and will use the same route assigned for each.


Fig. 3.5.1A shows the route of incoming traffic from individual area of traffic
analysis zones (TAZ) from A to J with corresponding percent share of the total generated
traffic as computed using the above formula and indicated in the distribution matrix, Table
3.5A. The route of outgoing traffic are indicated in Fig. 3.5.1B.

3.6 TRIP ASSIGNMENT

Trips are then assigned to the links and nodes in the road network within the study
area according to the routes that will be used by the motorists going to the proposed
development based on the analysis in item 3.4 above. Fig. 3.5 shows the nodes that will
be used by the vehicles within the study area. Path from each TAZ carry the percentage of
the generated trips as computed above and shall be applied to the movement of traffic in
each intersection.
Determination of assigned trips per movement was done manually and excel
sheets using the route passing through all intersections, assigning the flow movement that
is used by each one in going to the proposed project. Same procedure was made in the
assignment of out-bound traffic going back to each designated Traffic Analysis Zones (TAZ).
Diag. 3.6 shows the distributed traffic per intersection in percentage of in-bound
and out-bound generated traffic by the proposed Habib Medical City and Business Gate
Commercial Complex.


3.7 METHOD 3: FORECAST TRAFFIC BY THE TRANSCAD MODEL
As per the advice of the Amanah study team, to utilize the TransCad forecasting
model available in the Municipality of Riyadh, Bin Jamaan requested the office of the
“General Directorate for Studies and Design” to develop a Focus Model for the proposed
Dr. Sulaiman Al Habib Medical City utilizing the TransCad Program. The requested output
contains the following data:
 Traffic forecast for Year 2016 (Hijri 1437), the build out year + 1 year;
 Trips generated by the proposed development;
 Trip interchange matrix;
 Trip distribution and O-D matrix;
 Trip assignment to the road network;
 Model maps, graphs and figures.
Constant coordination with the modeler and submission of the needed inputs was
done to facilitate the model run until the submission of the model output in 12 December
2010 to the Municipality, and eventual turnover of a copy to Bin Jamaan Consulting Office
the next day, 13 December 2010.
Information from the Bin Jamaan Consulting Office utilized as inputs in the
TransCad modeling are the following:
 Trip generation result (Riyadh TripGen Manual & Actual Survey of Habib-Rayan
Hospital);
 Year 2016 population of the site as given by the Habib officials;
 EMPR (Number of employee in residence) from Habib;
 STR (number of students in residents) from Habib;
 EMPE (number of employee in employer site) from Habib;
 SHOP (number of retail shops) assumed;
 HOSP (number of hospital in site);
 PARK (number of parks in site) from Habib plans;
 VP (average number of vehicles owned per residents-per capita) from Riyadh Urban
Indictor;
 Other needed data were taken from the existing applicable data of the Riyadh
model.
The TransCad report contains the following:
 Roadway network 2025;

 Year 2010 Transportation Focused Model Result;

The summary on turning movement traffic at the study area resulting from the
TransCad forecasting model for AM and PM peak is reflected in the following diagram
(Diagrams 3C and 3D).
Copy of Year 2016 Transportation Focused Model Result from the TransCad
Focused Model for Dr. Sulaiman Al Habib Medical City from which Diagram 3C and 3D was
developed is attached as Appendix E at the end of this report.

3.8 SELECTING THE DATA TO BE USED IN IMPACT ANALYSIS

The results of generated traffic using the combined Methods 1 and 2, was
compared to the result of Method 3 (TransCad Model) in order to determine the
appropriate volume of traffic to be used in the analysis.
Because the model considered only the generated trips of the Habib Medical City,
the computed number of trips generated by the Business Gate Commercial Complex was
added to the result of the TransCad model.
Using the sum of all the trip components passing through all intersections, the
data generated by the TransCad model was compared with the result of the combined
method 1 and 2 and found out that the model result is lower by only 0.16 %.
In the selection between the methods, the following observations were

considered:
 The model includes the route along Al Thumama Road 12 km coming from
the western part of Airport Road wherein there are several hospital,
including the Saudi German Hospital, Kingdom hospital and the Alvahad
Medical Center (page 27 of the model report). Traveling this distance for a
common patient would only be practically done for a number of reasons
like illness which need specialty medical attention or accreditation of health
cards. Hence not all hospital trips would be directed to the proposed
hospital 12 km away when there are a number of hospitals along the way.
 Outgoing vehicles from the hospital utilized link 1012 and turned left at T-6
but this intersection has island along Raba'a St. This outgoing route is not
likely to be used by motorists because there is an easy route using Khalid Al
Ghadaghy St. and turn right at Al Atiq St. (T-2) going to the same location at
T-3 (page 28 of the model report).
 In page 29 of the model report, the in-coming vehicles from TAZ "E, F and
G" in the south eastern part of the influence area will use the Dammam
Expressway but this is very inconvenient way because the nearest crossing
point from southern side to northern side of this arterial road is at the
junction of Al Sheikh Al Ahmed Al Sabah St. with Dammam Road, about 4.3
km east of TAZ "F" and then will go back westward about 8 km to reach the
hospital. The most convenient way from these TAZ is the Al Imam Saud
using T-10 turn right at Khalid Bin Al Walid and left at T-9 intersection.
The above observation on the route assignment given in the TransCad report
affects the distribution of volume of vehicles in the assignment of turning movement data
for analysis and will give unrealistic result to the traffic impact analysis.

For the above reasons, the result of the combined Method 1 and 2 and the trip
distribution and assignment described in item 3.4 and 3.5 will be used in the SYNCHRO
analysis for intersection LOS.
Using these methods, the final turning movement data to be used is indicated in
Diagram 3.8 showing the AM peak data for turning movement for all the intersections.
Note that AM peak is used because the volume is higher than the PM peak and is
considered more appropriate and safe for the analysis.

4 ANALYSIS OF TRAFFIC IMPACT
4.1 COMPARATIVE INTERSECTION LOS WITH AND WITHOUT

DEVELOPMENT FOR YEAR 2016
Using the projected traffic in each TMC, the future LOS without development is
determined and tabulated. The future intersection LOS with development are determined
by adding the data of the “assigned” traffic per movement in each intersection based on
Diagram 3.8. The resulting LOS is likewise tabulated and is reflected in Table 4.1:
Table 4.1: INTERSECTION LEVEL OF SERVICE USING SYNCHRO 7 (AM PEAK)

Unsignalized Intersections Signalized Intersection
(ICU-LOS) (ICU-LOS/Delay-LOS)
PROJECTED VOLUME YEAR 2016 PROJECTED VOLUME YEAR 2016
INT INT.
WITHOUT WITH WITHOUT WITH
CODE CODE
DEVELOPMENT DEVELOPMENT DEVELOPMENT DEVELOPMENT
T-1 A A
T-2 A A
T-3 A A
T-4 A B (0.60) H (ICU=1.51)/ H (ICU=1.67)/
T-5 A A T-9
F (322 sec) F (485 sec)
T-6 A A
T-7 A C (0.72)
T-8 H (1.20) H (1.34)
It is shown in the preceding table that intersections T-01 to T-07 have no traffic
problem, almost all registering LOS-A in both AM and PM peak hours even the effect of
generated traffic has been included or “with development”. Intersection T-08 however
registered service level of F and H in the morning (existing and projected).
T-9, the only signalized intersection in this study, is already congested at present
AM and PM peak hour traffic. With a service level “F” in delay category and “H” in
Intersection Capacity Utilization or ICU, and having a normal queue length of 35 vehicles.
4.2 TRAFFIC IMPACT PROBLEMS BY THE DEVELOPMENT

There is several existing traffic congestion problems surfaced as a result of the
Traffic Impact Analysis which are enumerated hereunder:
A. Congestion at intersection T-8 during AM peak with ICU-LOS “F”(ICU=1.00) in the

existing traffic and ICU-LOS “H” (ICU=1.20) in projected volume and ICU-LOS "H"
(ICU=1.39) in projected plus the generated traffic;

B. The location of main hospital entrance which is directly along side of North service
road which can obstruct main carriageway traffic due to irregular movement of
entering vehicles to the main hospital;
C. Entrance to Emergency Department should always be in a free flow condition;
D. Congestion at intersection T-9.
4.3 RECOMMENDED MITIGATION TO THE ABOVE PROBLEMS:

A. T-8 Congestion:
Mitigation 1:
Widening of link 1003 from 3 to 4 lanes and link 1002 from 2 to 3 lanes to provide
for additional capacity of these section of roads. The widening can be done by
modification of the inner island to complete the width deficiency for 3.6 m
carriageway after designating the 2.9 m shoulder at this section of North service road.
Mitigation 2:
Modification of the entrance and exit ramps to and from the Dammam Arterial
road so that the entrance terminal is located ahead of the exit terminal as shown in
Fig. 4.3A. This scheme will relieve T-8 of weaving traffic exiting from and entering to
the Dammam expressway and increase intersection performance dramatically from
ICU-LOS "H" (1.39) to "B" (0.56).
Table 4.3A shows the effect of the above recommendations to the ICU-LOS of the
affected intersections taking cognizance on the projected volume with the traffic
brought about by the development. Mitigation 2 is far more better than Mitigation 1 in
terms of the intersection performance with a dramatic increase from LOS "H" to LOS
"B" for future traffic with development.
TABLE 4.3A: RECOMMENDED MITIGATION OF T-8 CONGESTION

PROJECTED VOLUME
EXISTING
EXISTING 3-LANE Mitigation 1 Mitigation 2
INT VOLUME MODIFICATION OF
CARRIAGEWAY 4-LANE CARRIAGEWAY
CODE AND RAMPS LOCATION
GEOMETRY WITHOUT WITH WITHOUT WITH WITHOUT WITH
DEV’T. DEV’T. DEV’T. DEV’T. DEV’T. DEV’T.
T-8 F (1.00) H (1.20) H (1.39) F (0.94) G (1.08) A (0.43) B (0.56)

B. Main Hospital Entrance (Gate No. 1):
On the main hospital entrance (Gate No. 1), the possibility of congestion of the inward
traffic can be solved by adding dedicated storage lane alongside of the main
carriageway of North service road (to function also as deceleration lane). Figure 4.3B
shows the recommended modified geometry in the area, with the dedicated lane to be
located within the private property utilizing 3 meters from the property line. This offset
lane will allow widening of North service road in front of the development to four (4)
lanes with another separate lane for deceleration and storage lane for hospital main
entrance (total of 5 lanes).
In addition to this dedicated storage lane, the carriageway of North service road which
is an existing two-3.7m lanes plus the 2.9m width shoulder shall also be made four (4)
lanes from Gate 1 up to T-7 (Sulayman Al Ghadaghi St.) to provide for dedicated right
turning and weaving lane of outgoing vehicles exiting Gate 1.

C. Entrance for Emergency Patients (Gate 2)
The entrance to the emergency department (Access No.2) is located in western side of
the development abutting Sulayman Al Ghadaghy St. which is a 30 m road. The road
standard in commercial area for this Road Right-of-way is two lanes per direction with
4 m island and parking both sides. To provide for entering vehicles using the access No.
2, the north bound direction should be designed to accommodate additional 3 m
dedicated lane to serve as deceleration and storage lanes (Fig. 4.3C).
Based on the intersection analysis, the T-2 and T-5 intersections would not be affected
significantly by the future traffic, there is no need yet provide an opening along
Sulaiman Al Ghadaghi St. directly in front of Gate 2, instead a u-turn slot before the
intersection with North service road (T-7) about 15 m before the intersection should be
provided to give way for emergency vehicles coming from the north using the
southbound lanes of Al Ghadaghi St.

D. Congestion at T-9 intersection:
Congestion at T-9 is a current situation during peak hour registering ICU-LOS H (1.28)
and Delay LOS F (178 sec). Also, as previously mentioned, the intersection registered a
minimum queue length of 35 vehicles during actual observation (queue length survey)
on 26 October 2010, a Tuesday. Adding to these problems is the signal split which
necessitates a 9.37 seconds each on two phases (east and west approaches) in order to
clear the vehicles at the center area of the bridge. Mitigation by geometric
modification and traffic signal optimization can be done and is hereby recommended
as follows:
1. Use “two-intersection-one controller scheme” in order to utilize the center

portion of the bridge as storage area. This will reduce the 9.37 sec “all-red” to
only 3.3 sec for the two approaches. The saved time of about 12 sec (6 sec per
approach) will then be utilized in the green signal of the most congested flow.

2. Provide additional left turning bay at the north-bound approach of Khalid Bin Al
Walid St. to increase the discharge volume during green time. This will
necessitate relocation of the dedicated u turn at the north bound approach of
Khalid Bin Al Walid St. to about 146 meters before the present location, and
provide u-turn space at the intersection to allow u-turn for vehicles that are not
served by the relocated u-turn slot.
3. Also, the dedicated u-turn at east-bound approach of South Service Road will
be modified to add one lane each on the inner side of the approach and exit
direction. The geometric modification in Fig. 4.3D shows the present and
recommended scheme and the items and features that will be altered in the
mitigation proposal. This alteration should be checked with the authority for its
possible implication on the structural aspect of the bridge since some of the
proposed modification is within the bridge area.
4. Table 4.3D shows that the performance of the intersection at present volume
and geometry is LOS F (delay=178 sec) and LOS F (delay=486 sec) at 2016 traffic
with the development. When the signal optimization is applied, it only reduce
the total delay but with the same LOS F (delay = 358 sec).
This situation only show that the intersection is already saturated in Year 2016 traffic
even without the proposed development due to big volume of left turning traffic going
to the City Center via Dammam Road and North Ring Road. In this situation, a long
term and major rehabilitation is needed in the intersection.
5. An ultimate solution to the congestion which will address the volume of left
turning at the north-bound approach of Khalid Bin Al Walid St. is the
construction of Left-turn Flyover (Fig. 4.5E). Although this will need a bigger
budget, it will totally solve the congestion of the said intersection and will
dramatically increase the level of service to LOS D (delay = 38 sec).

TABLE 4.3D: MITIGATION OF T-9 CONGESTION

AM PEAK Intersection Capacity-Level of Service (ICU-LOS)/Delay-LOS
PRESENT SIGNAL PHASING AND SIGNAL OPTIMIZATION AND
LEFT TURN FLYOVER
EXISTING GEOMETRY GEOMETRIC IMPROVEMENT
INT.
PROJECTED VOLUME PROJECTED VOLUME PROJECTED VOLUME
CODE EXISTING
WITHOUT WITHOUT WITH WITHOUT WITH
VOLUME WITH DEVP’T.
DEVP’T. DEVP’T. DEVP’T. DEVP’T. DEVP’T.
H (ICU=1.28) H (ICU=1.51) H (ICU=1.67) H (ICU=1.19) H (ICU=1.30) F (ICU=0.98) F (ICU=0.76)

T-9
F (178 s) F (322 s) F (486 s) F (204 s) F (358 s) C(32 s) D (38 s)
The recommended mitigation 1 to ease congestion at T-9 intersection will

necessitate relocation of one (1) electrical high tension steel tower approximately
131 meters north of the intersection.
In mitigation 2, the design can be done to avoid altering the said existing electrical
steel tower.

For the complete and continuous road layout and geometry along North Service
road from T-9 up to T-7, please refer to attached General Mitigation Plan.
4.4 MIDBLOCK ASSESSMENT WITH AND WITHOUT DEVELOPMENT TRAFFIC

To check the condition of roads between intersections, a midblock service flow
assessment was done along critical links within the study area. Midblock volumes are
computed using the result of the ATCs and TMCs adjusted to depict the worst condition of
each link plus the projected volume and the generated traffic by the proposed Medical City
and the Business Gate Commercial Complex. Using the Highway Capacity Manual 2000,
Chapter 10 the threshold value was compared to the list of critical links in study area
tabulated in Table 4.2B.
Looking at Table 4.2A, it can be seen that links 1002 to 1004 and 1022 which is the
links around T-8 are already congested at the present traffic. In the projected volume with
development link 1001 along Khalid Bin Al Walid before Dammam Road will also be
congested.

The midblock condition at present traffic along North service road is similar to the
intersection analysis which indicate that the problem is the traffic going to the SABIC
headquarters and College of Dental Medicine aggravated by the volume of traffic going
into the Dammam Expressway.
It can also be seen that the projected traffic without development will congest the
existing two-lane North service road from T-8 up to the Business Gate along the East
service road of Airport Road (links 1002 up to 1007).
Table 4.2A: SERVICE VOLUME PER LOS PER NUMBER OF LANES FOR
CLASS 1 URBAN STREETS(HCM 10-7)
NUMBER OF LANES
LOS
1 2 3 4
B 740 1490 2210 2970
C 920 1780 2580 3440
D 1010 1940 2790 3750
E 1110 2120 3040 4060
Table 4.2B: MIDBLOCK LOS FOR EXISTING AND FUTURE VOLUME AND GEOMETRY
2016 VOLUME 2016 VOLUME 2016 VOLUME WITH
PRESENT VOLUME
LINK NO. OF WITHOUT DEV'T. WITH DEV'T. MITIGATION 2
ID LANES NO OF
VOLUME LOS VOLUME LOS VOLUME LOS VOLUME LOS
LANES
1001 3 1717 2182 3036 E 3246 ↓E 3 717 ↑B
1002 2 3921 ↓E 4961 ↓E 5286 ↓E 3 1622 ↑B
1002A - - - - - - - 4 3569 D
1003 3 4261 ↓E 5392 ↓E 6253 ↓E 3 1726 ↑B
1004 3 4470 ↓E 5656 ↓E 6369 ↓E 3 1927 ↑B
1005 2 1658 C 2098 E 2809 ↓E 4 2894 B
1006 2 1636 C 2070 E 2392 ↓E 3 2392 C
1007 2 1727 C 2178 ↓E 2635 ↓E 3 2635 D
1008 3 322 ↑B 407 ↑B 543 ↑B 3 543 ↑B
1009 2 294 ↑B 372 ↑B 675 ↑B 3 742 ↑B
1010 2 255 ↑B 323 ↑B 825 ↑B 3 825 ↑B
1011 3 45 ↑B 57 ↑B 364 ↑B 2 439 ↑B
1013 2 35 ↑B 44 ↑B 354 ↑B 3 439 ↑B
1014 3 192 ↑B 243 ↑B 276 ↑B 2 413 ↑B
1015 3 171 ↑B 216 ↑B 445 ↑B 2 445 ↑B
1016 3 588 ↑B 744 ↑B 745 ↑B 3 745 ↑B
1017 3 1056 ↑B 1336 B 1444 B 3 1444 B
1020 1 616 B 779 C 967 D 1 967 D
1022 2 2812 E 3558 E 3560 E 2 1843 D
1022A - - - - - - - 2 1717 C

Mitigation 1 (widening of links 1002, 1003 and 1004 by one lane each, Fig. 4.3A)
will not help to decongest midblock and T-8 intersection because of the high volume
passing along those sections.
Mitigation 2 greatly reduced the effect of high volume of vehicles entering to

Dammam Expressway (approx. 3,560) and distributed the volume into two ramps of two
lanes each. This scheme increased the LOS both in T-8 and T-9 intersections and the
midblock conditions around them.
4.5 ASSESSMENT OF POSSIBLE TRAFFIC PROBLEMS DURING

CONSTRUCTION
It is well assumed that traffic obstruction and road side friction will occur during
the construction of the project. This concern has to be addressed and planned even before
the commencement of the site activities or before mobilization of the equipments and
construction team. The following recommendation should be taken-cared of by the
construction managers and closely monitored by the Amana:
1. The North service road shall be free of obstruction. Semi-permanent fence of at

least 2 m in height should be constructed within or along the property line freeing
the sidewalk for the safe movement of pedestrians. This would mean that the
development of areas along road side shall be done after all the major construction
activities inside the premises are complete.
2. Proper signage located 100, 50 and 30 meters before the site should be installed
for the information of motorists going to pass at the area, and should contain clear
instruction for the planned diversion of traffic to another route.
3. In general, there would be no significant effect on traffic passing thru the North
service road at the side of the development if recommendation no 1 is followed,
but when the need arises the recommended routes which should be reflected on
road signage are:
a. From intersection T-9 coming from all directions - go straight to and turn
left at T-4 to destination;
b. From intersection T-8 vehicles going thru passing the site shall be
encouraged to turn right and take T-6 and T-3 going to destination.

5 PARKING REQUIREMENT
5.1 PARKING DEMAND BY THE DEVELOPMENT

Similar to trip generation procedures, there are alternative methods for the
determination of parking requirement, of which two are readily available and deemed
applicable in this study:
1. Actual survey of a similar land use in operation and

2. Riyadh Parking Generation Manual
As per method 1, parking survey at the Habib-Rayan Hospital was conducted for
weekday and weekend. All parking areas being utilized by vehicles with medical and non-
medical purposes for the hospital is included in the survey as shown in Fig. 5.1A and the
result in Table 5.1 with corresponding graph below.
Based on this actual survey, the maximum parking demand for the week end is 459
and 624 for the weekday. This data will be compared to the result of the generated
parking demand using the Parking Generation Manual for Riyadh.
Table 5.1A: WE and WD Parking Survey at Habib- Rayan Hospital

Time
Period
8-9 9-10 10-11 11-12 16-17 17-18 18-19 19-20 20-21 21-22
WE 201 279 393 459 376 447 378 351 306 218
WD 137 201 314 366 336 439 577 624 602 480
Pro-rated value of maximum hourly volume of parked vehicles = 624 (330/250) = 824

Using Method 2, the parking generation of Hospital and Out-patient clinics were
determined. There are however no data for residential units, mosque, and recreational
facilities in the Riyadh Parking Generation Manual. Due to this deficiency, data from the
Riyadh Urban Design Standards and the Dubai Urban Design Guidelines were made use as
additional reference to complete the data. These standards were deemed representative
of the local situation.
Table 5.1B: Comparative Parking Generation by Different Manuals

Land Use
Reference Out Patient Residential Recreation Total
Hospital Mosque
Department Buildings Area
Riyadh Parking 1198 737 634 19 69
2657
Generation Manual 1935 722
Riyadh Urban Design 330 600 634 19 69
1652
Guidelines 930 722
Dubai Urban Design 1042 1811 19 55
2927
Guidelines 1042 1885

Comparing the result of Method 1 and Method 2, the following result were
recorded and tabulated in Table 5.1C.
Table 5.1C: Comparison of Method 1 and Method 2

Land Use
Reference Out Patient Residential Recreation Total
Hospital Mosque
Department Buildings Area
Method 1: Parking Survey
824 634 19 69 1546
at Habib-Rayan Hospital
Method 2: Generation
Manual and Urban 1198 737 634 19 69 2657
Design Guidelines
It is clear in the preceding table that parking demand generated by the manual and
the Urban Design Standards is far greater than the pro-rated actual survey data done in
Habib-Rayan Hospital and shall be considered for the parking demand of the proposed
Habib Medical City.
5.2 PARKING SUPPLY AS PLANNED FOR THE PROPOSED DEVELOPMENT

The plan provided by the developer indicates the following parking data:
 2,280 spaces – garage parking (underground)

 990 spaces – ground level parking (lots)
 Total parking spaces available = 3,270 spaces (>2,657).
With the parking demand computed to be 2,657 spaces the parking supply of 3,270
is more than sufficient for the requirement.
5.3 EFFECT OF GENERATED TRIPS ON THE PARKING IN SURROUNDING

AREAS
Reference the foregoing analysis showing an over-supply of parking spaces, the
surrounding area will not be affected by the proposed development.
5.4 ASSESSMENT OF PARKING PROBLEM DURING THE CONSTRUCTION OF

THE PROPOSED PROJECT
The biggest traffic generator directly abutting the proposed development lot is the
SABIC Headquarters, with about 1000 personnel and 100 to 150 visitors a day. This

commercial and corporate office however is a secured area which provides exclusive
parking inside their compound. On the north of the project area across Hasan Al Ja’di St. is
a vacant lot about three quarters of the block. The only occupied area is the eastern side of
the project area. This, together with the north service road in the southern side can be
separated during construction period by semi permanent closed fence up to the
completion of the project.
From this assessment, it can be seen that there would be no parking problem
during the Construction of this project.

6 TRAFFIC CIRCULATION
6.1 ACCESS POINTS AND SITE CIRCULATION

One of the most significant factors in the analysis of traffic circulation and
movement in any development area is the location, design and configuration of the
entrances and exits because this affects not only the external circulation of site traffic, but
also the internal traffic movement. Queuing of vehicles should be looked at and adequate
throat length should be provided. Another consideration is the deceleration and
acceleration lanes which should also be analyzed and included in the recommended road
design and geometry.
Entrance to the emergency department which have been discussed in item 4.5C is
of special significance to the circulation due to the requirement of smooth movement in
the access points during patient's emergency. To alleviate any problem, the
deceleration/storage lane intended for Gate 2 shall be extended all the way to include the
u-turn area. Likewise, dedicated lane for Gate 4 of SABIC compound should also cover the
length up to u-turn (Figure 4.3C). These schemes allow smooth movement of SABIC traffic
and will provide emergency vehicles or ambulance enough space for the u-turn maneuver
going to the hospital during emergency situation.
The site layout as shown in Fig. 6.1B indicates the entrances and exits coming in
and going out of the development, including the location of the hospital emergency area.
It can be noted that there are seven (7) entry and exit points for the development. The
main hospital entrance is the south gate fronting North service road (Gate 1). The out-
patient clinic building has its own entrance (Gate 3) and can be accessed also by sharing
with the emergency department (Gate 2) along the Sulaiman Al Ghadaghi St. The gate
intended for the residential buildings are located in the north side along Hasan Al Ja’adi St
(Gate 4, 5, 6 and 7). In this access, the entrance and exit points are separated by at least 58
meters. This will reduce the conflict points between the outgoing and incoming vehicles
both inside and outside the compound. Gates 8 and 9 are access points of the private
service road for hospital infrastructure (note that this will be a "fenced" private road and
the surrounding road have no access to it).
As an added advantage, the in-bound and out-bound vehicles can directly go in and
out of the basement parking area intended for the residents of the dwelling units. Gate 7 is
a separate gate going in to the sports complex area, ramp to the basement and the other
residential buildings while Gate 8 is an access point to the private road along the perimeter
of the compound (within Habib Medical City property).

Also, there are 8 ramps going to the basement parking to service 2,280 maximum
parking vehicles (visitors and residents).
In the road network within the vicinity, the present flow directions will not be
affected significantly by the site traffic as can be seen in the computed level of service in
Table 4.1A (future traffic with development).
Congestion in T-8 and T-9 intersections affect incoming traffic and are subjected to
mitigation method discussed in Chapter 4.
6.2 INTERNAL CIRCULATION AT GROUND LEVEL

As already mentioned, the compound has a flexibility of specifying varied internal
flow direction given the well distributed entrances and exits to the ground level and
downward ramps to the basement parking.
Figure 6.2 illustrates the recommended movement of vehicles at ground level. The
circulation at the basement level parking should be in accordance to the designated
downward and upward ramps shown in the figure.

All internal pathways inside the parking areas can accommodate two lane
movement if needed with a space of 8 to 10 meters between parking bays.
6.3 INTERNAL CIRCULATION AT BASEMENT LEVEL

The basement level is designed to cater 2,280 parking vehicles including the
exclusive parking area for the residents of the Medical City. There are eight (8) access
points going to and from the basement garage parking areas that can be designated
properly to jive with the ground level circulation.
As shown in Fig. 6.2 above, there are ideal designated entry and exit points for
down-ramp and up-ramp movement of vehicles for the recommended circulation at
ground level to ensure that the internal circulation would not affect the external road
traffic. This directional requirement shall be followed in the circulation plan at basement
level. Fig. 6.3 shows the recommended circulation of resident allocated parking area and
those slots for the visitors. The configuration and layout of the parking bays is "grid type"
which allow one way movement in alternate direction except some areas that cannot
allow one way pair.

The area for delivery trucks is also one-way movement with separate (10M) ramps
for downward entry and upward exit after unloading at the central storage area as shown
in the figure.

6.4 DESIGN PROPERTIES

Internal roads including the areas for circulation and maneuvering within the
parking areas and loading/unloading points, particularly the emergency and delivery areas
have been reviewed for traffic conflicts and safety.
Exit points of vehicles coming from basement parking have been studied also and
found out possible safety concerns because the pathway where the exiting vehicles from
basement will approach a 10 m pathway at 90 degree junction. To avoid this, a 3.3 m
barrier should be installed to protect the vehicles coming from the basement (Fig.6.4A).
In ground level parking, the width of circulation path is 8 m, and the access bay to
cluster parking is 10 m. This is enough for the maneuvering of vehicles around the
compound. The perpendicular parking bay is 2.80 m x 6.00 m (slightly bigger than the 2.50
m x 5.50 m set in Riyadh Road Standard-Fig. 6.4B).
For the basement parking, the parking bay is the standard 2.5 m x 5.5 m with 7.5 m
alleys for maneuvering and movement of vehicles. this is enough for the smooth
circulation particularly that the alleys will be alternate one-way grid (Fig. 6.4C).
There is no problem in stopping sight distance for vertical curvature as the study
area is in flat terrain. Intersection sight distance on the outside intersections should be
incorporated in the final geometric design of roads which is not covered in this study.


6.5 ROUTE OF FIRE TRUCKS AND DELIVERY VANS

Fire Trucks can utilize all the roads within the vicinity coming from any direction
and enter the hospital complex through all access points Gates 1 to 9, and can maneuver
around the inside road network. Specifically, the main hospital building can use Gates 1
and 2, out-patient department at Gates 3 and 4, and Gates 5, 6, 7, 8 and 9 can be used to
access all the residential buildings and mosque. In emergency situation, the most
important for the fire fighting activity is the access point. The firefighting equipment can
maneuver around the 8 to 10 m inner alleys depending on the directives of the fire
marshal or the event director.
The delivery trucks can use Gate 2 going to the main storage area underground
(indicated in Fig. 6.3) and exit at Gate 1.

7 CONCLUSION AND RECOMMENDATION
7.1 GENERAL IMPACT

The foregoing analysis of the traffic impact covers an assessment of the most likely
source of traffic (influence area) based on the professional judgment and the location of
existing hospitals within the urban and suburban perimeter of Riyadh City. And because
the location of the proposed development is bounded and segregated by the two main
arterial roads, the Dammam-North Ring Road on the east-west direction, and Airport-East
Ring Road on the north-south direction, the project area is an isolated traffic generator
with limited access points.
Due to the above reasons, thorough analyses has been made and the most viable
mitigation is recommended not only on the proposed development itself and its
surrounding roads but on the most critical intersection of Khalid Bin Al Walid intersection
with Dammam Road, an interchange that caters converging traffic from the north, south,
east and west direction.
One of the most important considerations in this study is the on-going construction
of the Business Gate Commercial complex which will attract big number of traffic. This
establishment will operate within 2 to 3 years or 3 to 4 years ahead of the intended
operation of the proposed Dr. Sulaiman Al Habib Medical City.
The study follows the outline set out in the “Amana of Riyadh Traffic Impact Study
Guide” and the “Trip Generation Rates Index for Civilized Region in Al Riyadh City”, in
combination with internationally accepted references as the Trip Generation Informational
Report (8th Edition).
In parking generation, the Riyadh Parking Generation Manual have been utilized.
Other land use like residential, recreational and mosque was not found in this manual and
the data was taken from the Riyadh Urban Design Standards and the Dubai Urban Design
Guidelines. Likewise, the Land Use Map for Hijri 1442 (Gregorian year 2020) published by
the Ar Riyadh Development Authority and the Historical Records of Accident for 1427 to
1429 have been used as references.
Synchro 7 with SimTraffic have been utilized to analyze the intersections with
regards to Level of Service (LOS) and intersection capacity utilization.

7.2 FINDINGS AND RECOMMENDED MITIGATION

1. The entrance to main hospital building can affect the traffic flow along North
Service Road due to inadequate throat distance and storage for the entering
vehicles to the parking and the main lobby. This can be corrected by allocating
exclusive storage lane along the main road within the property of the development
which will function also as deceleration lane for the hospital traffic.
2. Patients' emergency entrance is located on the west side along Sulaiman Al

Ghadaghy St. which is a two lane road per direction with island, and is not readily
accessible by vehicles coming from the north. Allocation of a deceleration lane
within the road right-of-way is recommended for vehicles coming from North
service road and a provision of spacious 12 m island opening 20 meters before the
intersection for u-turning vehicles from the north is recommended.
3. Traffic congestion in the intersection of North service road and Raba’a St. (T-8) due
to the exit and entrance access ramps of the Dammam arterial road and volume of
weaving vehicles within only 131 meters to T-8 intersection, and 26 m from T-8
going to the entrance ramp. The recommended mitigation is to modify the location
of the entrance and exit in such a way that the entrance to the expressway comes
first, and allocate a minimum distance of 300 m between the two terminals.
4. Congestion at T-9 or Khalid Bin Al Walid and Dammam Road interchange is the
most critical problem to be addressed. This intersection performs at LOS F with a
delay of 178 sec at present AM peak hour traffic, and LOS F with a delay of 484 sec
in the projected traffic with the development. There are two recommendation to
ease the traffic in the area:
a. First - Signal Optimization and Geometric Improvement which will help
reduce the overall delay from 484 sec to 319 sec (although still within the
range of LOS “F”); and
b. Second - Provision of left turn Flyover that will increase the Level of Service
dramatically to “D” with a delay of only 38 sec.
5. The basic width of North to East Service Road should be widened to 3-lanes to
accommodate future traffic of the proposed Habib Medical City and Business Gate
Commercial Development for the build-out year of 2016. Note that present actual
utilized carriageway is 3 lanes by the utilization of 2.9 m shoulder.
6. Also recommended is the provision of one or two emergency exit points, one for
Residential area and one for Hospital area, along the East perimeter of the
compound directly abutting the private interior road which is also included in the
Habib property limit. These gates can be “normally closed” to be opened only

during emergency situations (like fire and other events which need immediate
evacuation).
7. There is no problem in parking as there is more than enough parking bays (3,270
spaces as compared to the demand of 2657). This over supply would compensate
for the space along Sulaiman Al Ghadaghy St. that will be utilized as deceleration
lanes going to Gate 2.
8. The proposed development has no significant impact on the surrounding streets

and intersections (T-1 to T7). The intersections registered LOS “A to C” at future
volume even with the generated traffic brought about by two (2) traffic generators,
the proposed Habib Medical City and the Business Gate Commercial Complex.
Problem Nos. 3 and 4 are existing problems even without the proposed
development. Nevertheless, the above recommendations will help ease the congestion
and provide a smooth flow of vehicles going to the proposed medical city when it is
already in full operation.
-20.rSo.11-

Traffic Impact Mitigation for Medical City

Încărcat de

Informații document

Descriere originală:

Titlu original

Drepturi de autor

Formate disponibile

Partajați acest document

Partajați sau inserați document

Opțiuni de partajare

Vi se pare util acest document?

Este necorespunzător acest conținut?

Drepturi de autor:

Formate disponibile

Traffic Impact Mitigation for Medical City

Încărcat de

Drepturi de autor:

Formate disponibile

TRAFFIC IMPACT STUDY FOR DR.

SULAIMAN AL HABIB MEDICAL CITY RSO-Nov2010

TRAFFIC IMPACT STUDY FOR

Engr. Ramon S. Ona, MITE

Abdullah Naser Bin Jama’an

2 Existing Traffic Condition (Without Development) ………………………………… 14

2.1 Traffic circulation and present state of existing roads

3 Future Traffic Volume and Distribution ………………………………………………… 23

4 Analysis of Traffic Impact ……………………………………………………………………… 40

5 Parking Requirement …………………………………………………………………………. 50

6 Traffic Circulation ………………………………………………………………………………. 54

7 Conclusion and Recommendation ……………………………………………………… 61

7.1 General Impact

A: Traffic Survey Data

B: Survey Data of Similar Establishment: Habib-Rayan-Khurais Hospital

C: Trip Generation Worksheets

D: Pictures of Existing Road Conditions

E: Copy of Year 2016 Transportation Focused Model from TransCad Report

F: A3 Copy of Graphs, Figures and Plans

G: General Mitigation Plan and Plans from Habib

1. North Service Road of Dammam Expressway;

Abdullah Naser Bin Jama’an Engineering Consultants Page 1

E-2: TRAFFIC IMPACT BY THE PROPOSED DEVELOPMENT

E-3: FINDINGS and RECOMMENDATION

The study conducted reveals the following:

E-3.1: On the Surrounding Streets:

Abdullah Naser Bin Jama’an Engineering Consultants Page 2

E-3.2: On the Proposed Development of Habib Medical City:

Abdullah Naser Bin Jama’an Engineering Consultants Page 3

 Main Hospital – 330 beds

 Recreation and Sports Complex exclusive for hospital residence only

Abdullah Naser Bin Jama’an Engineering Consultants Page 4

1.1 ASSESSMENT OF THE EXISTING CONDITION

It is then important that locations of existing hospitals be established for the

Table 1: HOSPITALS IN RIYADH CITY

Abdullah Naser Bin Jama’an Engineering Consultants Page 5

Table 1: HOSPITALS IN RIYADH CITY

Abdullah Naser Bin Jama’an Engineering Consultants Page 6

1.2 PRESENT AND FUTURE LAND USE

Abdullah Naser Bin Jama’an Engineering Consultants Page 7

1.3 INFLUENCE AREA

Abdullah Naser Bin Jama’an Engineering Consultants Page 8

1. Three (3) kilometers to the North up to Al Thumama Road which is the

1.4 STUDY AREA

Abdullah Naser Bin Jama’an Engineering Consultants Page 9

Table 1.4: Roads, Nodes and Links

Abdullah Naser Bin Jama’an Engineering Consultants Page 10

1.5 STUDY HORIZON YEAR

1.6 SIGNIFICANT ESTABLISHMENTS IN THE VICINITY

2. College of Dental Medicine

Abdullah Naser Bin Jama’an Engineering Consultants Page 11

3. Business Gate Commercial Complex

4. Two (2) American Royal Security Villages

5. Al Hamra Oasis Village

Abdullah Naser Bin Jama’an Engineering Consultants Page 12

1.7 OTHER PROJECTS IN THE AREA

Abdullah Naser Bin Jama’an Engineering Consultants Page 13

2 EXISTING TRAFFIC CONDITION

2.1 TRAFFIC CIRCULATION AND THE PRESENT STATE OF EXISTING ROADS

2.1.1 Conditions of the Roads in the Study Area

Abdullah Naser Bin Jama’an Engineering Consultants Page 14

 North Service Road of Dammam Highway. As important as the south service