Hajj CORE TOOLKIT_09042010

 THIS TOOLKIT WAS PREPARED BY
UPON THE REQUEST OF
CENTER OF RESEARCH EXCELLENCE IN HAJJ AND UMRAH
AT UMM AL QURA UNIVERSITY
This document was prepared by a team of academicians and professionals which included: Dr. Isam Kaysi Dr. Amer Shalaby Eng. Yasmine Mahdi Eng. Fadi Darwish The document benefited from valuable comments and earlier work by: Dr. Abdulrahem Al Zahrani Dr. Hamed Al Bar Dr. Saad Al Gadhi Dr. Suleiman Al Sheikh Dr. Ahmad Al Badawi Dr. Jamal Abdul'aal Dr. Hatem AbdulLatif Eng. Hani Al Naghi Eng. Rania Abou Mrad Table of Contents 1. INTRODUCTION ................................................................................................................ 1 2. CHARACTERISTICS OF MAKKAH AND MASHA’ER .............................................................. 3 2.1 Geography ...................................................................................................................................... 3 2.2 Population ...................................................................................................................................... 5 2.3 Administration ................................................................................................................................ 5 2.4 Transportation Infrastructure ........................................................................................................ 5 2.5 Regional Road Network .................................................................................................................. 6 2.6 Recent Urban Development Trends ............................................................................................... 8 3. HAJJ AND UMRAH .......................................................................................................... 10 3.1 Islam ............................................................................................................................................. 10 3.2 Hajj ................................................................................................................................................ 11 3.2.1 History ................................................................................................................................. 11 3.2.2 Hajj in Brief .......................................................................................................................... 13 3.2.3 The Process and Rituals of Hajj ........................................................................................... 13 3.3 Umrah ........................................................................................................................................... 20 3.4 Future Outlook of Hajj and Umrah Visitors and City Population ................................................. 20 4. EXISTING TRANSPORT CONDITIONS IN MAKKAH ............................................................ 21 4.1 Road network configuration ......................................................................................................... 21 4.1.1 Intercity Road Network ....................................................................................................... 22 4.1.2 Radial Roads ........................................................................................................................ 23 4.1.3 Ring Roads ........................................................................................................................... 24 4.1.4 Other Traffic Information .................................................................................................... 25 4.2 Pedestrian tunnels ........................................................................................................................ 25 4.3 Parking .......................................................................................................................................... 26 4.4 Mass transit services .................................................................................................................... 26 4.5 Pedestrian flows ........................................................................................................................... 28 4.6 Traffic ............................................................................................................................................ 30 4.6.1Ramadan period ................................................................................................................... 31 4.6.2Hajj period ............................................................................................................................ 33 4.7 Characteristics of Pilgrims ............................................................................................................ 35 ii 4.7.1 Hajj: Personal and Travel Characteristics of Pilgrims .......................................................... 35 4.7.2 Umrah: Personal and Travel Characteristics ....................................................................... 36 4.8 Transport Challenges and Impacts ............................................................................................... 36 5. HARAM EXPANSION PLANS ............................................................................................ 39 5.1 History of Expansions ................................................................................................................... 39 5.2 Third Expansion Plan .................................................................................................................... 40 6. POTENTIAL IMPROVEMENTS IN MAKKAH TRANSPORT AND MOBILITY SYSTEMS ........... 45 6.1 Makkah Structural Plan ................................................................................................................ 45 6.2 Future Land Use and Transportation Plans .................................................................................. 51 6.3 Haramain High Speed Rail ............................................................................................................ 51 6.4 Masha’er Rail ................................................................................................................................ 53 7. PLANNED LARGE‐SCALE DEVELOPMENT PROJECTS IN MAKKAH ..................................... 58 8. EXISTING TRANSPORT SYSTEM IN MADINAH & POTENTIAL IMPROVEMENTS ................. 75 8.1 Geography .................................................................................................................................... 75 8.2 Population .................................................................................................................................... 75 8.3 Transport and Mobility System and Patterns in Madinah ........................................................... 77 8.3.1 Road Network ...................................................................................................................... 77 8.3.2 Public Transport System ...................................................................................................... 79 8.3.3 Madinah Comprehensive Transportation Plan ................................................................... 80 9. OVERVIEW OF AVAILABLE RESOURCES ........................................................................... 83 9.1 Main Data Sources ........................................................................................................................ 83 9.2 Available Resources ...................................................................................................................... 84 9.2.1 Data on Planning and Operations ....................................................................................... 84 9.2.2 Hajj Traffic Plans .................................................................................................................. 84 9.2.3 GIS Database on Lodging ..................................................................................................... 85 9.2.4 Network Models .................................................................................................................. 86 9.3 Data Collected Regularly .............................................................................................................. 86 9.4 Previous Studies by Hajj Research Institute ................................................................................. 89 9.5 Previously Published Research ..................................................................................................... 91 iii List of Figures Figure 1: Map of Saudi Arabia ......................................................................................................... 3 Figure 2: Topography of the Haram site and its surroundings ....................................................... 4 Figure 3: Regional Road Network ................................................................................................... 7 Figure 4: Ihram Apparel ................................................................................................................ 14 Figure 5: Schematic of Grand Mosque of Makkah ....................................................................... 15 Figure 6: Venues of Hajj Rituals ................................................................................................... 16 Figure 7: Mina ‐ The City of Tents ................................................................................................. 17 Figure 8: Traffic Jam as Pilgrims Depart Arafat ............................................................................. 18 Figure 9: Walking Pilgrims ............................................................................................................. 18 Figure 10: Pilgrims at Muzdalifa ................................................................................................... 19 Figure 11: Makkah Road Network ................................................................................................ 21 Figure 12: Existing regional road network .................................................................................... 22 Figure 13: Radial roads in Makkah ................................................................................................ 24 Figure 14: Existing parking shuttle services in the Makkah Central Area ..................................... 28 Figure 15: Distribution of Haram‐bound pedestrian trip ends around Haram ............................ 29 Figure 16: Arteries used by pedestrians to reach Holy Haram ..................................................... 30 Figure 17: Traffic conditions during Ramadan peak (1422 A.H./ 2001 A.D.) ............................... 32 Figure 18: Locations of Traffic Counts during Peak Hour‐Hajj 2004G .......................................... 35 Figure 19: Previous Expansions of Al Haram Al Sharif .................................................................. 39 Figure 20: Plan View of the Existing Haram Complex ................................................................... 40 Figure 21: Crowding at the Grand Mosque .................................................................................. 41 Figure 22: Schematic of One Design Alternative of the Expanded Haram Building ..................... 42 Figure 23: Plan View of the Expanded Haram Complex ............................................................... 43 Figure 24: Schematic of the Plaza Steps ....................................................................................... 44 Figure 25: Tunnels and Service Stations ....................................................................................... 44 Figure 26: Updated structural plan of Makkah for the year 1450H ............................................. 48 Figure 27: Proposed road network for Makkah for the year 1450H ............................................ 49 Figure 28: Proposed urban railway network for the year 1450H ................................................. 50 Figure 29: Haramain High Speed Rail Alignment and Station Locations ...................................... 53 Figure 30: The 5 Proposed Masha’er Lines ................................................................................... 54 Figure 31: Southern rail Line [Arafat‐Muzdalifah‐Mina] (3 stations in each) ............................... 55 Figure 32: Proposed future extensions of the rail lines to the Haram ......................................... 55 Figure 33: Proposed Extension of the Southern Line to Jeddah Airport ...................................... 56 Figure 34: Elevated rail and station .............................................................................................. 57 iv Figure 35: Development projects in Makkah Central Area .......................................................... 58 Figure 36: The Holy Mosque in Madinah ...................................................................................... 76 Figure 37: Madinah Central Area (within the First Ring Road) ..................................................... 77 Figure 38: Main Road Network of Madinah ................................................................................. 78 Figure 39: Current Bus Routes in Madinah ................................................................................... 79 Figure 40: Proposed Public Transport System .............................................................................. 81 Figure 41: Location of the Haramain High Speed Rail Station ...................................................... 82 Figure 42: Traffic Circulation Plan for the Hajj of 1429H .............................................................. 85 Figure 43: Main Page of MakkahGIS.NET ..................................................................................... 86 v List of Tables Table 1: Capacities of large parking areas in Makkah .................................................................. 26 Table 2: Vehicular traffic counts during peak hour in Hajj in 2004 .............................................. 34 Table 3: Area of the Holy Mosque and Number of Worshippers ................................................. 76 Table 3: Yearly Programs Implemented in the Hajj Research Institute ........................................ 86 Table 4: Sample of the Studies and Researches at the CTHMIHR ............................................... 89 Table 5: Publications since 2006 in Life Sciences ......................................................................... 92 Table 6: Publications since 2006 in Health Sciences ..................................................................... 94 Table 7: Publications since 2006 in Physical Sciences ................................................................ 100 Table 8: Publications since 2006 in Social and Human Sciences ................................................ 101 vi List of Abbreviations and Acronyms CTHMIHR Custodian of the Two Holy Mosques Institute for Hajj Research Hajj Pilgrimage to Makkah, with rituals taking place every year between the 8th and 13th of Thul‐Hijjah Haram Grand Mosque Holy Cities Makkah and Madinah Holy Sites or Al‐Masha’ir Include three distinct areas: Arafat, Muzdalifah and Mina HRI Hajj Research Institute KAU King Abdul Aziz University KEC Knowledge Economic City (in Madinah) MCTP Madinah Comprehensive Transportation Plan MOHE Ministry of Higher Education P&R Park and Ride Taraweeh Special nightly prayer during Ramadan Thul‐Hijjah The 12th month of the Muslim lunar calendar Umrah Performing some Hajj Rituals during other periods of the year UQU Umm Al‐Qura University vii 1. INTRODUCTION Makkah and Madinah are places like no other for all Muslims around the world as they house respectively Al‐Masjid Al‐Haram and Al‐Masjid An‐Nabawi, two of the holiest sites in Islam (the third being Al‐Masjid Al‐Aqsa in Jerusalem). Every able Muslim is expected to visit Makkah at least once in his/her lifetime to perform one of the religious duties in Islam, namely Hajj, and such a visit is never ‘complete’ without visiting Madinah and praying at the prophet’s mosque (Al‐Masjid An‐Nabawi)1. Throughout history and to this day, Makkah and Madinah have received countless millions of Muslims longing for a religious and spiritual experience that has no equivalent. The transport systems in both cities are now at a crossroads with visitor demand and city populations reaching unprecedented levels, and with both cities embarking on mega‐scale developments including the imminent large expansion of the Grand Mosque in Makkah. The need for a high‐performance multi‐modal transportation system to ensure the safe and efficient movement of the growing numbers of visitors and residents of the two cities cannot be overstated. However, the planning, construction, and operation of such a system is a non‐trivial task, as challenges abound in both cities. The central challenge is posed by the severely constrained activities that take place during the peak seasons of Hajj and Umrah (particularly in Ramadan). Not only do such mega‐scale events occur at specific times on specific days of year with very little time flexibility, but they also consist of prescribed rituals performed at specific locations which are characterized by limited space and challenging topography. The transport challenges and issues are obviously not limited to the immediate vicinity where the religious activities take place but they also exist at the city, regional and international levels. Allowing each city to carry out its regular functions and activities while offering the best transport service to its visitors is of unequivocal importance to all stakeholders. Similarly, it is crucial to ensure the efficient and safe movement of people and goods at the regional level, particularly among the closely tied cities of Makkah, Madinah, Jeddah and Taif. International and regional visitors to Makkah and Madinah crowd all points of entry into the country (airports, seaports and international borders) as they arrive and depart during peak religious seasons. There is a clear need for the safe and efficient operation of those critical facilities. Without immediate interventions, the transport challenges and issues are bound to grow more acute as the number of visitors continues to rise at a fast rate due to the following factors: •
Increase in number of Muslims worldwide (high growth rates) •
Increase in the average income of Muslims, making Hajj and Umrah more affordable •
Ease and speed of international travel to Saudi Arabia •
Increase in religious awareness of Muslims worldwide 1
Note that visiting Madinah is not one of the required religious rituals of Hajj. 1 •
The continuous expansion of facilities and services at the holy sites The primary purpose of this document is to provide researchers and professionals with background material on Hajj and Umrah and associated transportation information. In its present version, the document places more emphasis on the city and local level, particularly that of Makkah. In the future, the document will include more information on Madinah, and on regional and international transportation. In addition to this section, the document consists of the following sections: •
Characteristics of Makkah and Masha’er •
Hajj and Umrah •
Existing Transport Conditions in Makkah •
Haram Expansion Plans •
Potential Improvements in Makkah Transport and Mobility Systems •
Planned Large‐Scale Development Projects in Makkah •
Existing Transport System in Madinah and Potential Improvements •
Overview of Available Resources 2 2. CHARACTERISTICS OF MAKKAH AND MASHA’ER The purpose of this section is to present background information on the City of Makkah, its geography, demographics, recent evolution, etc. This will provide a useful point of departure to gain a better understanding of the context of this research. 2.1
Geography Makkah is located in the Hijaz province in the western part of the Kingdom of Saudi Arabia (See Figure 1). It lies between 200m and 380m above sea level between latitude 16° to 21° North and longitude 39° to 47° East. It is situated in the Sirat Mountains 80km inland from the Red Sea Coast. The Sirat Mountains include Jabal Ajyad (406m, alt.) and Jabal Abu Qubays (372m, alt.) to the East, Jabal Qu’ayq’an (427m, alt.) to the West, and Jabal Hira’ (634m, alt.) to the Northeast. Hill ranges and dry sandy valleys characterize the landscape of Makkah and its surroundings. Makkah is built in the dry bed of Wadi Ibrahim (Ibrahim Valley) and the Haram (Grand Mosque) stands in the center of this valley 227m above sea level (see Figure 2). Entry to the city is gained through 4 passages (gaps) in the surrounding mountains. The passages lead to Mina, Arafat and Ta’if in the northeast; northwest to Madinah; west to Jeddah; and south to Yemen. Figure 1: Map of Saudi Arabia 3 Figure 2: Topography of the Haram site and its surroundings The climate is a harsh, dry desert climate with average temperatures varying between 18°C in the winter and 45°C (or even higher) in the summer. The rainfall averages less than 130 mm/year. The dominating breeze in Makkah is northeast and northwest. Natural hazards include sand and dust storms and seasonal flash floods. Environmental issues in Makkah are similar to those in the rest of the Kingdom of Saudi Arabia. There are concerns about 4 desertification and the depletion of underground water resources. The lack of perennial rivers or permanent water bodies has prompted the development of re‐filtration/desalination plants. 2.2
Population According to the latest effort to update the Makkah structural plan, the population in Makkah in 1424H (2003 AD) was around 1.375 million, spread over an urbanized area of close to 152 km2, and is expected to reach 2.9 million in 1450H (2029 AD). The highest population density exists in the city center (about 6 km2 within the Second Ring Road), while densities in the new modern residential areas in the city fringes are lower. The population of the central area was estimated at 128,000 in 1424H, and is expected to reach 621,000 in 1450H of which 183,000 would be permanent residents. People of the same ethnic origin tend to live together in quarters surrounding the Haram. Expatriates, who have in the past played a significant role in the development of Makkah, make up 27% of Makkah’s population. There is an enormous fluctuation in the population size according to religious seasons. The peak is during the months of Dhul Hijjah (during which Hajj is performed) and Ramadan, when the city is swollen by more than 2 million additional worshippers from all over the world. In fact, in 1425H, the number of Umrah visitors was about 2.78 million persons, 38% of whom visited during Ramadan and 21% during Sha’ban (the month preceding Ramadan). This number is projected to grow to nearly 3.28 million persons by 1440H and 4.2 million persons by 1450H. In 1428H, the total number of Hajj pilgrims from outside Makkah was 2.45 million, in addition to 0.5 million pilgrims who are residents of Makkah. By 1450H, the number of pilgrims is expected to grow to 3.9 million (about 67% of whom will visit from outside KSA), excluding pilgrims from inside Makkah. Residence in Makkah is permitted only to followers of Islam. It is, however, a cosmopolitan city, hosting Muslims from many countries around the world. 2.3
Administration Makkah is the capital of Makkah’s Administrative Province, which includes the cities of Jeddah, Makkah, and Ta’if. The governor of the city is a Prince (amir) appointed by the King and his affairs and responsibilities are tied to the Ministry of Interior. He is responsible for the maintenance of law and order in both the city and the province. The Province Council includes around 60 members appointed by a royal decree. 2.4
Transportation Infrastructure Makkah has no airport or rail services. It has one heliport on the roof of the Hilton Makkah Hotel and a second on the roof of the Intercontinental Hotel. However, the city is well served by the Jeddah International and National Airports, Jeddah Islamic Seaport, Ta’if local airport. A national bus service was established in 1979, and it provides to this day intercity and urban bus 5 sevices. Asphalt roads link Makkah with the main cities of the Kingdom and neighbouring countries. The Makkah road network includes a complex circulation system of four ring roads (not fully completed yet) and six main radial roads that converge on the Haram, namely: Ajyad as‐ Sud, Masjid al‐Haram, Jabal al‐Ka’bah, Umm al‐Qura, Ibrahim al‐Khalil and Ajyad. More details on the transportation system are presented later in this toolkit. 2.5
Regional Road Network The cities of Makkah, Taif, Jeddah and Madinah are linked via a modern highway network. Other roads are also planned to connect these cities to other areas, as shown in Figure 3. The expressway between Makkah and Madinah extends for approximately 400 kms. The average annual daily traffic (AADT) on this expressway reached 25,000 vehicles per day2 in 1429H/2008G. The cities of Makkah and Madinah will also be connected by the Haramain High Speed Rail, a project to be described in Section 6.3. 2
Traffic Counts Data for the year 1429H ‐ Saudi Ministry of Transport
6 3
Figure 3: Regional Road Network 3
Study for the Prioritization of the Primary and Secondary Future Road Networks in KSA‐ SETS s.a.r.l‐ 2010 7 2.6
Recent Urban Development Trends To understand Makkah’s pattern of physical development, one must look at two elements: the centrality of the Haram and the city’s topography. The valley, where the Haram is situated, is the platform of the city’s energy. It is the center, the focus, the heart, and the stage. This centrality is dramatized by the hills with steep slopes surrounding the Haram. The dramatic topographical nature of the area has forced the urban sprawl to adapt to the constraints of the slopes; the city spread out of the center in a radial sprawl through the lowest points and funnels of altitude. The city has developed from within and has stretched along roads between the surrounding mountains to other cities, forming an important node between Jeddah and Ta’if. The clustering around the Haram is the heart of the development of the entire infrastructure and the urban fabric, despite the emergence of sub‐centers that are catering for the local residences away from the bustling of pilgrims. The Haram rests on the valley’s platform surrounded by steep mountains. In the early 19th century, the City of Makkah occupied an area around the Haram of less than 1 km2. It was walled with three city gates: Bab al‐Ma’lat leading north to the cemetery, Bab al‐Masfalah open to the south, and Bab al‐
Shoubiekah, leading westwards. The gates opened to the city’s major roads that led to Ta’if from the north‐east, to Yemen from the south, and to Jeddah from the west. The city was divided according to residential uses and commercial centers while surrounding the Haram at various distances. The demographic origin of Makkah is attributed to the Hajj, or pilgrimage where many ethnic groups came and stayed forming “haras”, or quarters. The quarters of Makkah were mainly located on flat land that was formed by the surrounding mountain paths. Due to the constricted space around the Haram and with the desire to live right next to it, people built their houses in tight clusters forming small quarters and narrow streets. The old streets were shady and cool, especially in the narrow meandering alleys, some of which were partially covered with vaults, and others completely covered. Influenced by the ever‐rising demand for housing in close proximity to the Haram, this informal clustering continued to develop not only within the natural mountainous barriers, but also extended into the adjacent hilly areas. The economic viability of lots that are close to the Haram produced amorphous shaped urban grain, a symptom of maximum exploitation. Thus, the configuration, proportion, and size of lots located on the platform differed from those located on hills and mountains where buildings are generally negotiated along the direction of the contour lines. By the middle of the 20th century, modern technology and an abundance of resources allowed the city to grow at an exponential rate. Between 1955 and 1964, a primary planning phase was undertaken, which included the construction of new quarters on the western, eastern, and southern sides. It was during this period that wide streets and multi‐story buildings were first constructed. The city started to get more modernized and urban renewal was initiated, transforming the urban fabric of the city. The oil boom initiated new projects, especially in the transportation sector where a network of tunnels, roads, and bridges was developed, involving large scale land acquisition. The massive scale development meant the importation of foreign labor that created a need for housing, services, and facilities. Also, during that time the number of visitors for Hajj or Umrah had also increased significantly. The development strategy was 8 based on the need to accommodate the rising population and, mostly, the increasing number of visitors. In 1970, Makkah’s population was 301,000 and by 1982 it reached 566,460. In the early 1980s more than half of the housing in Makkah was only ten years old. This rapid growth of population and housing were a result of the oil boom that created economic activity and job opportunities. High incomes encouraged rapid building construction and scattered development and increased car ownership. Both had a significant effect on urban growth. The city expanded into the surrounding rural areas, the government built wider roads and flyovers, the type of dwellings shifted from low cost housing to villas, land value in the central areas increased more than tenfold, and high‐rise buildings started to appear around the Haram area with no guidelines limiting height, ground coverage, or parking provision. In the process of transformation, new buildings with mainly residential use on top of shops started to replace the traditional one‐storey brick houses in central Makkah. The building of roads, flyovers, and tunnels decreased the area available for pilgrims’ accommodation; however, the new 10‐12 storey buildings compensated for this reduction. By 1982, the First, Second, and Third Ring Roads were in progress, the Fourth Ring Road was being planned, and the expressway to Jeddah and Ta’if was completed. A well‐developed transportation network of ring roads and tunnels was extended to improve accessibility, connecting Makkah with the rest of the region and the Kingdom. New areas were developed with modern roads and streets. Today, Makkah’s physical environment comprises four spatial zones: The central area surrounding the Haram, the areas covering the hills that surround the Haram, recent development at the edges of Makkah, and the Holy Environs of Mina, Muzdalifah, and Arafat. The presence of the Haram dictates the development issues of the city. Residential areas of high density and commercial areas tend to be in the city center around the Haram with a land‐
use pattern of commercial activities and hotel services located along main radial roads. Also, as Makkah must accommodate the annual influx of pilgrims during Hajj the provision of infrastructure in the center must be at a much greater scale than other cities of its size. On the other hand, the physical space available is greatly constrained by the surrounding topography and this leads to traffic problems and the proliferation of high‐rise buildings as well as other environmental problems. 9 3. HAJJ AND UMRAH 3.1
Islam4 Islam requires its followers to observe five pillars, which refer to the duties and practices incumbent upon every Muslim. Those pillars include: The Testimony of Faith, Prayer, Almsgiving (obligatory charity), Fasting the month of Ramadan, and Pilgrimage to Makkah for those who are able financially and physically. The testimony of faith is to say with conviction: “La ilaha illa‐Allah, Muhammad Rasoolu‐llah”, the meaning of which is “There is no true god but God (Allah), and Muhammad is the Messenger (Prophet) of God”. The testimony of faith requires Muslims to embrace the six articles of belief, including Belief in Allah as the only God worthy of worship, Belief in all prophets of Allah (e.g. Ibrahim, Moses, Jesus, etc.), Belief in the Angels of Allah, Belief in God’s Revealed Books, Belief in the Day of Judgment, Belief in Al‐Qadar (which is Divine Predestination). Prayer to God is the second pillar of Islam. The obligatory prayers are performed five times a day at dawn (Fajr), noon (Zhuhr), mid afternoon (Asr), sunset (Maghrib), and night (Ishaa). Although praying in congregation at mosques is highly recommended, a Muslim may pray almost anywhere, such as open fields, offices, factories, or schools. The noon prayer on Friday (simply called the Friday Prayer) has a special status, due to the religious requirement of performing it in congregation. The prayer is preceded by a sermon, and the entire service usually lasts no more than hour. The Holy Mosques of Makkah and Madinah experience very high levels of demand for the Friday prayer. “Zakat”, the third pillar of Islam, means giving a specified percentage of certain properties to certain classes of needy people. The required Zakat on gold, silver, and cash funds that exceed a certain threshold value and have been held in possession for one lunar year is two and a half percent of the total amount. A Muslim may also give as much as he or she pleases as voluntary alms or charity. Fasting the month of Ramadan (the 9th month of the Islamic calendar) is the fourth pillar of Islam. All Muslims fast from dawn to sunset every day of Ramadan, abstaining from food, drink, and intimate relations with their spouses. During the month of Ramadan, Muslims pray a special nightly prayer (called “Taraweeh”5) in congregation, and this prayer lasts for nearly two hours. The Grand Mosque in Makkah and the Prophet’s Mosque in Madinah experience 4
The material presented in this section draws from a presentation entitled “Islam and Hajj” by Dr. Ossama Al‐Bar, former Dean of the Hajj Research Institute.
5
This prayer starts immediately after Ishaa prayer.
10 capacity volumes of worshippers during the Taraweeh prayers, particularly on the 27th night6 when the volumes almost always exceed capacity, resulting in a spill‐over of worshippers into surrounding public spaces. The pilgrimage (Hajj) to Makkah is an obligation once in a lifetime on those who are physically and financially able to perform it, male or female. About two million people go to Makkah every year from every corner of the globe to perform Hajj. 3.2
Hajj 3.2.1 History The history of Hajj dates back many centuries before the message of Prophet Muhammad, when Prophet Ibrahim (Abraham) and his son Ismail (Ishmael) built the Ka’bah, “the House of God”. Ibrahim, following God’s orders, built the foundations of the Ka’bah, stood on the stone (known as Maqam Ibrahim) and called people to a pilgrimage to “the House of God”. Until today, the pilgrimage is a result of peoples’ response to that call and ‘the House’ became the Qibla, the focal point, to which each and every Muslim throughout the World directs his/her daily prayers to God. The Ka’bah is cited in the following verse of the Qur’an: “Indeed, the first House [of worship] appointed for mankind was that in Bakka [Makkah]; full of blessing and of guidance for all kinds of beings”7. The Ka’bah acts as “a physical reminder of the links between Islam and the dawn of monotheism, between the Qur’an and previous revelations, and between the Prophet Muhammad and earlier Messengers of God”8. Islam relates so profoundly to the monotheistic mission of Ibrahim that its fifth pillar, Hajj, is nothing but a ritualistic commemoration of the Patriarch. Throughout his belief in the One True God and submission only to God’s will, Ibrahim stood the test of confronting the authority of King Nimrod who argued that, like Ibrahim’s God, he could give and take life by ordering a prisoner killed and another spared. When Ibrahim retorted that God brings the sun from the East and challenged him to bring the sun from the West, the King was dumbfounded. Ibrahim was confronting the public opinion of his community and its religious leaders when he destroyed their idols. He was arrested and condemned to die by fire, but God saved him, “We said O fire, be coolness and safety upon Ibrahim”9. A more grievous tribulation, however, was when Ibrahim was ordered by God to take his second wife Hajar and their son Ismail to the desert and leave them at the site of the future city of Makkah. With strong conviction and faith of God’s protection of his wife and son, Ibrahim departed the site. As their provisions became nearly depleted, Hajar went through the ordeal of 6
The 27th night of Ramadan starts after the sunset of Day 26 of Ramadan.
Holy Qur’an, Surat Al‐‘Omran; verse 96.
8
Greg Noaks, Aramco World, January/ February 1999, p51.
9
Holy Qur’an: Surat al‐Anbiya; verse 69.
7
11 looking for water in panic and near despair. She ran between al‐Safa and al‐Marwah (two small mountains in Makkah) until the Well of Zamzam unexpectedly erupted. This event is commemorated in one of the rituals of Hajj, known as Sa’y, in which the pilgrims re‐enact the running of Hajar between the two small mountains back and forth for seven times. Ibrahim periodically came to visit, and in one of those visits he was ordained by God to build, with the assistance of Ismail, the first house for the worship of God, and to call the believers on an annual season of pilgrimage (Hajj) to visit that mosque in worship. The most severe test for Ibrahim was no doubt the divine command to slay his own son Ismail, that he finally brought himself together to obey, followed by God’s will to spare the boy and ransom him with the ram. The pilgrimage, therefore, started with Ibrahim and Ismail and has continued unbroken ever since10. However, after many generations people slipped again into paganism, and transformed the House of God into a house for idols. Each tribe of the Arabs took an idol, gave it a name, and placed it in the Ka’bah. The pilgrimage season remained in observance, but instead of worshipping God it became a season of merriment and festivities, booze and vice, and new rituals were improvised like encircling the Ka’bah in the nude while clapping, singing and whistling. It was a great financial bonanza for the people of Makkah, whose economy was based on the pilgrimage season and on two annual caravan journeys for transit trade with Africa and Asia in the winter and with Syria and beyond (to the Byzantine Empire) in the summer. A clergy arose to speak on behalf of the gods and accept offerings and pledges. For hundreds of years to follow, that state of affairs continued on that site. Out of the distant progeny of Ismail, from the powerful tribe of Quraysh, Muhammad was born in the year 570 A.D. His father, Abdullah, died before he was born, and his mother Ameena died in his early childhood. Muhammad was raised by his grandfather, Abdul Muttalib, and when he too died, one of his uncles, Abu Talib, took on the responsibility of raising him. As he grew up, he became the focus of respect and admiration by the entire community, and at quite an early age he was nicknamed, Al‐Amien or “the trustworthy”. At the age of 25, he married a wealthy widow, Khadija, who valued his character and whom he had worked for as caravan trade manager. She was 15 years his elder, and they lived in monogamous marriage for the next 28 years until she died. He never shared with his people the worship of the idols or the ineptitudes that were the very life of those pre‐Islamic Arabs. He habitually visited a cave (known as Ghar Hiraa) at the top of a mountain near Makkah to reflect and meditate. During one of those visits, the Angel Gabriel appeared to him and conveyed the divine assignment of prophethood, and gave him the first revelation ever of the Qur’an that read: “Read! In the name of thy Lord who created. Created man out of a leech‐like clot. Read; and thy Lord is the Most Bountiful. He who taught with (the use of) the Pen. Taught man what man knew not”11. The month was Ramadan, and the night was the Night of Power (Qadr), which is widely believed to fall on the 27th night of Ramadan. 10
There are no clear dates of Prophet Ibrahim’s life time. However, most historians agree on him being born sometime between 1700B.C. to 2000 B.C.
11
Holy Qur’an, Surat al‐‘Alaq; verses 1‐5.
12 The angel visited again and again until Muhammad went about his ministry. For the next 13 years, Muhammad and his followers were persecuted, until they emigrated to a new base in Madinah. They were permitted later (by God) to return to Makkah. Eventually, Prophet Muhammad’s troops conquered Makkah declaring a general amnesty. They destroyed the idols, purifying the shrine of Ibrahim from paganism and restoring the religion to its pure source. Pilgrimage went on at its specified season, and the fifth pillar of Islam, that is Hajj, was decreed. 3.2.2 Hajj in Brief Nearly one fifth of humankind shares a single aspiration: to complete, at least once in a lifetime, the spiritual journey of Hajj. This yearly event brings together Muslims of all races and tongues for one of life’s most moving spiritual experiences. The Hajj timing and route are absolutely fixed. By no other date or ritual can the Hajj obligation be fulfilled. Each Muslim is required to go to Makkah for the Hajj at least once in his/her lifetime if he/she is physically and financially able to do so. For more than 14 centuries, countless millions of Muslims, men and women from all over the globe, have made the pilgrimage to Makkah, the birthplace of Islam. In carrying out this obligation, they fulfill the fifth pillar of Islam. While Hajj is conventionally translated as pilgrimage, like most Qur’anic words it has a far richer meaning. It commemorates the Divine rituals observed by the Prophet Ibrahim and his son Ismail, who were the first pilgrims to the Ka’bah, the House of God. Hajj also serves to remind Muslims of the great assembly on the Day of Judgment when people will stand equal before Allah. The duty of Hajj is one of Islam’s acts of worship, as it unites all people under one purpose, that is to worship Allah the Creator and associate none with Him in divinity and godhead. All pilgrims and visitors pray to Allah at the same time five times a day. Oneness is the reason why Hajj was, and still is, dependent on one place and one time, in which the believers turn to the one God. 3.2.3 The Process and Rituals of Hajj12 The Hajj rituals take place every year between the 8th and 13th of Thul‐Hijjah, the 12th month of the Muslim lunar calendar. Because the lunar year is 10.87 days shorter than its solar counterpart, the start of Hajj (and every month in the Islamic Calendar for that matter) ‘moves back’ by about 11 days every year of the Gregorian calendar. This means that the Islamic Calendar rotates through the four seasons in a cycle of about 33.6 years. In 2010, Ramadan and Thul‐Hijjah are expected to start on August 11 and November 7, respectively. Before the 8th of Thul‐Hijjah, international and regional pilgrims (usually in organized groups) start arriving to Makkah. International pilgrims from distant countries arrive by air either to 12
Many religious details are omitted for brevity purposes.
13 Jeddah or Madinah, then travel by land to Makkah (see Figure 1 in the previous section). While pilgrims travelling through Jeddah normally proceed directly to Makkah (about 65 Kms away), pilgrims coming through Madinah usually remain there for a few days to visit Al‐Masjid Al‐
Nabawi (Mosque of the Prophet) before moving to Makkah (about 500 Kms away). It is noteworthy that most international pilgrims making Makkah their first stop visit Madinah for a few days after performing the Hajj rituals and before travelling back to their home countries. Regional pilgrims from countries near Saudi Arabia travel to Jeddah/Madinah mostly by air, but some travel by land (particularly from GCC countries like Qatar, UAE, etc.) or sea through Jeddah’s seaport (mostly pilgrims from Egypt, Sudan and other African countries). Domestic pilgrims from across the KSA arrive to Makkah almost invariably by land, either in groups or as individual families. Since most pilgrims from international and regional countries travel in groups, the typical mode of land transportation into Makkah is buses. As pilgrims approach Makkah and before crossing its religious boundary (known as Miqat) they begin with the first ritual of Hajj, namely Ihram, which signifies a sacred state marking the start of Hajj. With Ihram, some restrictions come into effect and special attire (commonly called Ihram) must be worn by male pilgrims. This attire is a white seamless garment made up of two pieces of cloth or towels; one covers the body from waist to ankle and the other is thrown over the shoulder (see Figure 4). Both Ibrahim and Muhammad (peace be upon them) wore this garb. Women generally wear a simple dress and a head covering. Men’s heads must be uncovered. The ihram is a symbol of purity and of the renunciation of evil and mundane matters. It also indicates the equality of all people in the eyes of God. The state of Ihram requires the pilgrim to abstain from quarrelling, committing violence to humans or animals and having conjugal relations. Once they put on their Hajj clothes, the pilgrims cannot shave, cut their nails or wear any jewellery, and they will keep their unsewn garment until they complete all pilgrimage rituals. Pilgrims who are residents of Makkah start their Hajj from the moment they put on the Ihram. Figure 4: Ihram Apparel 14 After they arrive in Makkah and settle in their temporary accommodation, pilgrims typically spend their first day praying in the Haram (i.e. the Grand Mosque), and performing Tawwaf (circling around the Ka’bah in a space called Al‐Mataf), and Sa’y (walking between the two small hills of Safa and Marwa in a sheltered path called Al‐Massa’a). Figure 5 shows a schematic of the Grand Mosque of Makkah (also known as Al‐Haram Al‐Makki or Haram for short). Figure 5: Schematic of Grand Mosque of Makkah (Source: MOHE) The Hajj rituals take place at the Grand Mosque and Holy Sites (Al‐Masha’ir Al‐Muqadasah) which lie to the southeast of the Grand Mosque and include three distinct areas: Arafat (20 Kms from the Grand Mosque), Muzdalifah (13 kms from the Grand Mosque) and Mina (6 Kms from the Grand Mosque). Figure 6 depicts the location of the pilgrimage venues in Makkah. 15 Figure 6: Venues of Hajj Rituals (Source: MOHE) On the eighth of Thul‐Hijjah, pilgrims sweep out of Makkah toward Mina before Noon Prayer. As the crowds spread through Mina, the pilgrims generally spend their time praying in permanently constructed tent camps. Because of that, Mina is known as the “City of Tents” (see Figure 7). 16 Figure 7: Mina ‐ The City of Tents On the ninth of Thul‐Hijjah, pilgrims leave Mina after Dawn Prayer for the plain of Arafat for the Wuquf (i.e. being and staying in Arafat), which is the central rite of the Hajj. Arafat, mainly a plain area of slightly more than 1000 hectares, includes the Mountain of Mercy, where it is believed the Prophet delivered his Farewell Sermon. Arafat has temporary structures such as tents, portable cabins, mobile caravans, etc. which are used to accommodate pilgrims on the ninth of Thul‐Hijjah. The area is divided into blocks and lots which are serviced with car parks. The pilgrims spend their day praying, reading Quran and making supplications to God, either in their temporary accommodation or out in the open. Just after sunset, the pilgrims proceed en masse to the valley of Muzdalifah (about 1000 hectares), which is an open plain area about halfway between Arafat and Mina. This mass movement of more than two million pilgrims takes place on buses and foot, and it always results in a traffic jam of massive proportions (see Figures 8 and 9). 17 Figure 8: Traffic Jam as Pilgrims Depart Arafat Figure 9: Walking Pilgrims 18 In Muzdalifah, the pilgrims first complete the Sunset and Evening Prayers. They spend the night partly sleeping and partly praying, reading Quran and supplicating to God. They also collect a fixed number of chickpea‐sized pebbles to use for another ritual on the following days. The pilgrims spend the night under the open sky (see Figure 10). It is noteworthy that some classes of pilgrims (e.g. the old, sick) may elect to depart Muzdalifah before the dawn of the next day. Figure 10: Pilgrims at Muzdalifa After the Dawn prayer of 10th of Thul‐Hijja, the pilgrims move en masse from Muzdalifah to Mina. There, they cast the pebbles they had previously collected at Jamarat Al‐Aqaba shrine, where it is believed that prophet Ibrahim stoned Satan who attempted to persuade him to disobey Allah. As the pilgrims have, at this stage, finished a major part of the Hajj, men either shave their heads or clip their hair, and women cut off a symbolic lock, to mark their partial deconsecrating before they are allowed to shed their Ihram and put on everyday clothes. Pilgrims sojourning in Mina visit Makkah to perform another essential rite of the Hajj, namely Tawwaf Al‐Ifada, which is a seven‐round circling of the Ka’bah with a prayer recited during each circuit. Pilgrims return to Mina, where they stay up to the 12th (or optionally the 13th) day of Thul‐
Hijjah. Every day in Mina, the pilgrims throw pebbles at Jamarat Al‐Aqaba and spend the rest of the day at their temporary accommodation, engaged in a variety of religious and social 19 activities. Before leaving Makkah, however, pilgrims usually make a final Tawaf around the Ka’bah to bid farewell to the Holy City. 3.3
Umrah Most pilgrims either precede or follow Hajj with Umrah, usually referred to as the lesser pilgrimage, which is sanctioned by the Qur’an and was performed by the Prophet. The Umrah, unlike Hajj, takes place only in the Grand Mosque itself and can be performed at any time of the year. However, the “season of Umrah”, when international visitors are eligible to apply and receive Umrah visas, stretches for 9 months of the year, the exception being Shawwal (which comes after Ramadan), Thul‐Qidah and Thul‐Hijjah. The Umrah season culminates with Ramadan, when Makkah experiences large volumes of visitors similar in magnitude to Hajj volumes. The Umrah shares three rituals with the Hajj: Ihram, Tawaf, and Sa’y. Performing Umrah takes about three to four hours. 3.4
Future Outlook of Hajj and Umrah Visitors and City Population According to the Makkah Structural Plan, by the year 2030, the number of pilgrims, Umrah visitors, and Makkah city resident population are expected to be as follows: •
Expected Total Number of Pilgrims = 3.9 Million, distributed as follows: o International = 2.6 Millions o Domestic = 1.3 Millions •
Expected Number of Umrah Visitors: o Total Number = 4.2 Millions o Peak Number during Ramadan = 1.6 Millions •
Expected population of the central area = 621,000 persons: o Visitors = 438,000 persons o Permanent Residents = 183,000 persons •
Expected Makkah population = 2.9 Millions 20 4. EXISTING TRANSPORT CONDITIONS IN MAKKAH This section presents an overview of the existing roadway network, parking facilities, mass transit services and traffic and pedestrian flows, based on the most recent studies available. 4.1
Road network configuration Makkah’s road network, with a total length of 237 kms, includes a hierarchy of roads which are classified by the Makkah Municipality into expressway, major arterial, minor arterial, collector, and local streets. It consists of two distinct patterns of radial and ring roads, with the Haram being the central landmark within the City (Figure 11). Four partially completed ring roads connect the radial roads which provide insufficient vehicular capacities. Makkah’s mountainous topography renders the road network rather complex as it includes 16 bridges in the Masha’er (holy sites), 26 dual‐lane bridges in Makkah (with lengths totaling more than 4 kms), 12 single‐
lane bridges (with lengths totaling more than 4 kms), and a complex network of 51 vehicular and 10 pedestrian tunnels along both the radial and ring roads. Six of the vehicular tunnels are in the Mashaer while 45 are in Makkah, totaling more than 28.5 kms in length. The vehicular tunnels on the 1st and 2nd ring roads total 2.6 kms and 7.4 kms in length, respectively, with the longest tunnel being 1.7 kms in length. Figure 11: Makkah Road Network 21 4.1.1 Intercity Road Network Makkah is connected to other nearby municipalities through a regional network of six inter‐city roads/highways, namely Jeddah Expressway (west), Old Jeddah Road (west), Sail Road (east), Hada Road (east), Madinah Road (north) and Laith Road (south). Figure 12 shows the layout of these roads, with locations of key hajj sites indicated. Figure 12: Existing regional road network Makkah‐Jeddah Expressway: It is an eight‐lane, 72‐km long expressway. The ADT is about 135,000 vehicles per day (vpd) in both directions during the last 10 days of the month of Ramadan and 110,000 vpd during Hajj. Makkah‐Madinah Expressway: It is a six‐lane, 321‐km long expressway. The ADT is about 40,000 and 35,000 vpd during the last 10 days of the month of Ramadan and Hajj, respectively. Makkah‐ Al Sail ‐ Al Taif Expressway: It is a 132‐km long expressway. The ADT is about 120,000 and 90,000 vpd during the last 10 days of the month of Ramadan and Hajj, respectively. The three other intercity roads are dual roads (not classified as expressways), and they include the old four‐lane Makkah‐Jeddah Highway, Makkah‐Al Kurr‐Al Taif, and Makkah‐Al Laith‐Al Kunfuz (which is 451 km in length and provides access from the south). 22 The total ADT entering and leaving Makkah (from all 6 roads) averages about 350,000 vpd during Hajj and Ramadan. During Hajj, designated checkpoints along the intercity roads prohibit passenger cars whose drivers intend to make Hajj from proceeding to Makkah and direct such cars to park‐and‐ride facilities. 4.1.2 Radial Roads These radial roads from/to the Haram share a common function, which is to provide access links from the outskirts of the city to the center (the Haram) across the ring roads (Figure 13). The radial roads are the main feeders to the Haram and generally follow the topography of the city. The bulk of commercial activities in the central area of Makkah occur along the major radial roads. Buildings along these roads have the ground floor mainly dedicated to commercial and retail uses and while the upper floors are mainly rental apartments. Building heights are generally greater than 7 floors. The main access roads to the Central Area of Makkah are the following: •
From the north, Masjid Al‐Haram street, a vital commercial road. •
From the east, Ajyad Al‐Sad street. •
From the west and north‐west, Jabal Al‐Ka'aba and Umm Al‐Qura streets. This latter street has special importance in that it serves most of the traffic originating in Jeddah. •
From the south, Ajyad and Ibrahim Al‐Khalil streets. 23 Figure 13: Radial roads in Makkah 4.1.3 Ring Roads The center of Makkah, where the Haram exists, is surrounded by three ring roads (Figure 11). The First Ring Road includes three lanes in each direction of travel and deals directly with the Haram and its periphery. It acts as a peripheral main road that is connected to the central part of the city through secondary roads. Its function is to divert the heavy flow of vehicles from the boundaries of the Haram, thus relieving the rim of the Haram of traffic congestion by providing peripheral outlets. This road infrastructure is mostly sunken underground to allow for aboveground pedestrian dissipation into zones neighboring the Haram. Construction of the First Ring Road started in the early 1980's, but only the southern section and part of its northern section have been implemented. The western section of the First Ring Road, currently incomplete, is planned for construction as part of the Jabal Omar Development project. The Second Ring Road duplicates the function of the First Ring Road at a farther distance from the center. This central Ring Road consists of 3 lanes in each direction and intersects with several roads and feeders to the city. It channels the movement of pilgrims to other holy sites without passing through the city. The western section of this ring road has not been constructed yet, but Al‐Mansour Street, a North‐South arterial street, acts as the de facto western section. It is noteworthy that the second ring road defines the boundary of the Makkah Central Area. 24 The Third Ring Road has the southern section only constructed so far, extending from the western entrance of Makkah to Kudai street in the south. Currently, the main function of the Third Ring Road is to distribute traffic incoming from the Jeddah – Makkah Expressway to the southern outskirts of Makkah and further east to the Aziziyah district which houses large numbers of visitors during Hajj. The Third Ring Road has four interchanges that serve and connect with: (i) the al‐Iskan Housing Project, (ii) Rusayfah and Mansouriyah Streets, (iii) Mansour and Ibrahim al‐Khalil Streets, as well as (iv) Jabal Thawr Street. The second interchange noted above provides access to the Rusayfah area and the Hindawiyah Project in the southwestern section of Makkah. It also connects with the southern section of the Second Ring Road through Mansouriyah Street. The third interchange provides an alternative access route to south of the Central Area through Mansour and Ibrahim Al‐Khalil Streets. Finally, the fourth interchange provides access to the large satellite parking facility at Kudai and provides a connection with Ajyad Street. Unlike the radial roads, the ring roads do not follow the topography. The roads pass through areas with significant variations in slope and elevation. Therefore, tunnels are used for long sections of the ring roads. To the south‐east of Makkah lies mainly the residential area of Aziziyah and the Holy sites of Mina, Muzdalifah, and Arafat which represent destinations of religious activities during the Hajj period. Traffic destined to this region and arriving from Jeddah during peak periods may bypass the Central Area by using the Third Ring Road south to Kudai street and onwards towards Aziziyah. On the other hand, mountainous terrain separates central Makkah from the Aziziyah‐
Mina region. Therefore, a number of tunnels and other roads connect central Makkah to Aziziyah and Mina, and are particularly congested during the Hajj period. 4.1.4 Other Traffic Information There are six roadways that connect Makkah with neighboring municipalities. Some information on the 1420H traffic volumes along 2 key roadways is presented next. •
Makkah‐Jeddah Expressway: About 60% of traffic into/out of Makkah use this freeway. The peak inbound traffic volume occured on the 27th of Ramadan (59,342 vehicles) and the peak outbound traffic occurred on the 29th of Ramadan (62,438 vehicles). The peak traffic day was Thursday. Total two‐way daily traffic volume was 2.4 million vehicles during Ramadan. Private vehicles constituted 75% of the inbound traffic volume and 72% of the outbound traffic •
Makkah‐Madinah Roadway: 15% (13%) of traffic volumes into (out of) Makkah used this freeway. Private vehicles constituted 58% of the inbound/outbound traffic volume. 4.2
Pedestrian tunnels There are four key pedestrian tunnels in Makkah: two uni‐directional tunnels between the Aziziyah District and Ajyad A‐Sudd (approximately 1220 m in length and 14.5 m in width each), 25 and another two uni‐directional tunnels between Ajyad A‐Sudd and the Haram (approximately 300 m in length and 11.5 m in width, each). The total length of all tunnels is about 3,048m. 4.3
Parking Parking is not ample in the Central District. The Planning authorities discourage the building of large parking areas close to the Haram so as to reduce traffic load on the present network. Substantial amount of parking spaces are planned in major new projects such as Jabal Omar (to the west of the Haram), Shamiyah (to the north) and King Abdul Aziz Endowment II (to the east). Additionally, the city is served by some multi‐story car park within walking distance to al‐
Haram. They serve mostly people coming from outside Makkah where the average stay is about 3 to 4 hours to perform Umrah, attend the Friday prayer or attend the Taraweeh prayers during the month of Ramadan. To reduce the number of private vehicles reaching the central area of Makkah, several satellite parking areas are provided in the city. These parking lots are used extensively during seasonal peaks, including the holy month of Ramadan. Parking areas exist in several locations including Kudai, Mahbas Al‐Jin, Rusaifah, and Zaher. The Kudai parking is the largest available parking area, and serves traffic from Jeddah (using the Third Ring Road) as well as from south of Makkah. The capacities of some of the larger parking areas are summarized in Table 1. Table 1: Capacities of large parking areas in Makkah Parking Area Capacity Kudai 7,000 Shara’i 8,000 Mahbas Al‐Jin 3,500 Zaher/Jumum 6,000 Beeban/Kishla 2,000 Rusayfah 4,000 Total 30,500 4.4
Mass transit services Bus service in Makkah is provided by the Saudi Arabian Public Transport Company (SAPTCO), along the main roads in the city. A study conducted in 1991 indicated that 22 bus lines were in operation at that time13. The study evaluated the services along some of these bus lines, and identified a number of operational deficiencies including instances of long headways and overcrowding. Significant differences in demand levels between peak (typically before and after prayers) and off‐peak times were also observed. An assessment of the bus network as a whole indicated that all bus lines are radial in nature, focusing on the Haram and causing further congestion in the central area. The need for circumferential lines that reduce flows through the 13
A. Abdul Majid and S. Barhamain. "Evaluation of Mass Transit Operational Services in Makkah Al‐Mukarramah", Hajj Research Center, Umm Al‐Qura University, 1411H (May 1991).
26 central area and provide direct connections between city areas without transfers was identified. An earlier report had estimated average daily ridership on the bus lines at 75,000 passengers, rising to close to 90,000 on Friday14. More recent daily ridership figures indicate a significant decrease to 8,700 and 13,800 for weekdays and Fridays, respectively. The study referenced above also evaluated shuttle bus services from parking areas in Zaher, Beeban, Adl, Rusayfah, Kudai, and Mahbas Al‐Jin to the Haram. Waiting times exceeding five minutes were observed for shuttle buses serving many of these parking areas, and were considered to be detrimental to the attractiveness of such satellite parking facilities. A more recent study15 evaluated shuttle services between the bus stop in front of King Abdul Aziz Gate of the Haram and the Kudai parking facility, using the King's Gate tunnels. A ridership level of 5,800 passengers per hour was observed in Ramadan 1415H, with long queues and significant waiting times that reached an average of 25 minutes on the 24th of Ramadan. The service was subsequently improved, and average headways of less than 3 minutes were achieved in Ramadan 1418H, resulting in significant reductions in waiting times. The study recommended the establishment of a mass transit terminal in the the Kudai parking area so that passengers transported from the Haram to the parking area may be transported on bus lines to various areas of the city. In addition, shuttle service between satellite parking lots and the central area is provided, especially during the holy month of Ramadan (Figure 14). The Al‐Shubaykah shuttle station serves the parking facilities in Rusayfah and Shuhada’ (year round). On the other hand, the Bab Al‐Malek and Bab Ali shuttle stations serve the parking facilities in Kudai and Mahbas Al‐Jin, respectively (Ramadan only). 14
Proceedings of Workshop on Hajj Transport, Ministry of Transport and Hajj Research Center, Umm Al‐Qura University, 1408H (1988), quoted in "Development of the Area Surrounding Al‐Masjid Al‐Haram", First Preliminary Report, Vol. 1, Makkah Construction and Development Company and Center for Planning and Architectural Studies, Makkah Al‐Mukarramah, Kingdom of Saudi Arabia, 1990.
15
F. Uthman and H. Abdul Salam. "Transport Development in the Bus Station in Front of King Abdul Aziz Gate in the Haram", Proceedings of the Workshop on Planning and Management of Transport and Traffic of Cities and Villages in the Region of Makkah Al Mukarramah, Jeddah, Kingdom of Saudi Arabia, 1420H (1999).
27 Figure 14: Existing parking shuttle services in the Makkah Central Area (Source: MOHE) Regarding public transit demand, in 2001, the daily ridership on all transit lines was estimated at 8,680 passengers on a regular weekday (off season), 13,800 passengers on a Friday, 70,000 on a Ramadan day and about 35,000 on a Hajj day. 4.5
Pedestrian flows Pedestrian movements comprise a critical element and a primary access mode in the Makkah central area. Understanding the needs and characteristics of pedestrians is deemed critical for the overall success of any development or transport project in Makkah. Large numbers of pedestrians head towards the Holy Haram at different times, including the five daily prayers, and particularly during the Ramadan and Hajj seasons. Due to the limited capacity of roads leading to the Haram, many worshippers park their cars around the central area before prayer times and head towards the Haram on foot. The last 10 days of Ramadan represent one of the busiest periods of the year for the area around the Haram as the faithful converge to pray at the Haram. The night of the 27th of Ramadan (i.e. starting after the sunset on the 26th of Ramadan) is a very special night for Muslims during which the number of worshippers exceeds the Haram capacity. As such, the peak pedestrian and crowd movement reaches its peak on the two days of 26th of Ramadan and 7th of Thul‐Hijja one day before the pilgrims move from Makkah to Mina. Pedestrian counts and 28 statistics have indicated that the scale of peak pedestrian flows is similar during these two days, reaching close to 366,000 persons (in+out of the Haram) during the peak hour. In Ramadan, this peak hour occurs as worshippers exit the Holy Haram following the nightly prayer (Taraweeh). Figure 15 presents the distribution of trip ends for pedestrians accessing Haram. It may be observed that close to 74% of the trip ends lie within a circle of radius 1,150m. Figure 15: Distribution of Haram‐bound pedestrian trip ends by neighborhoods around Haram
Figure 16 illustrates the main arteries used by pedestrians to reach the Holy Haram as observed during the pilgrimage season of 1414H (2003G). It may be observed that close to 20% used Masjid Al Haram street (northeast), while 36% approached the Haram from the south and southwest. At the same time, 22% approached the Haram from each of the west/northwest and the north (Bin Zubair, Raqoubah, and Jaoudrieh streets). These pedestrian flows are expected to increase in the next 20‐25 years by close to 50% due to the major, large‐scale development projects that are planned or proposed in the Makkah Central Area (MCA), possibly reaching as high as 555,000 persons during the peak hour. 29 Figure 16: Arteries used by pedestrians to reach Holy Haram (Source: MOHE) Moreover, an analysis of the pedestrian arteries used to access the Haram has indicated that the Level of Service (LOS) is either E or F along these paths if sidewalks only are used by pedestrians, clearly demonstrating the need for interventions to improve such LOS. In addition, pedestrian studies indicated that the MCA lacks appropriate walkways and sidewalks that can provide the desired capacity and LOS, and lacks appropriate facilities for the elderly and mobility‐challenged. 4.6
Traffic The area bounded by the 2nd ring road is generally referred to as the Makkah Central Area (MCA), at the center of which the Haram is located. Traffic volumes vary seasonally, daily, and hourly. Hajj and the month of Ramadan generate the highest traffic volumes, followed by Fridays (in the off‐season) then the typical weekday. In a given day, the periods of the 5 prayers exhibit peak traffic conditions. Most streets in the MCA, especially along the approaches to the Haram, are utilized by significant crowds mixing with the vehicular traffic with a resulting deterioration in the levels of service and safety. In fact, during the month of Ramadan praying crowds overflow into all Haram street approaches. As a result, all vehicular traffic is prohibited from going beyond the 1st ring road. 30 Traffic movements in Makkah are characterized by two different patterns during each of the peak seasons of Hajj and Ramadan. In 2001, the estimated daily travel demand (by all modes) were as follows: •
•
•
•
Hajj: 10.1 million person trips Ramadan: 4.1 million person trips Regular weekday (off season): 4.58 million person trips Friday: 4.37 million person trips 4.6.1 Ramadan period During the fasting month of Ramadan, significant numbers of worshippers head to Makkah, mainly to participate in the daily evening prayers or to perform Umrah (lasting 3‐4 hours). A higher peak occurs during the last ten days of this month. During these days, peak traffic volumes occur, and parking occupancies at the limited Central Area facilities and the satellite parking facilities reach their peak. Moreover, occupancy rates at hotels and other residential facilities are close to 100%. Visitors typically make several trips a day to the Haram to participate in congregational prayers. While many visitors actually stay in Makkah for at least a few days during this time period, significant numbers arrive from nearby towns and cities (notably Jeddah) to spend only a few hours in Makkah. A traffic model was developed for the City of Makkah, covering the Central Area out to the Third Ring Road16. The model, developed in TransCAD, is a macroscopic simulation of traveller demand, the roadway network, and how vehicle flows are distributed on that network. Figure 17 illustrates the traffic conditions in 1424 A.H. (2003 A.D.) on the main roads during the peak hour, which occurs on the 26th day of Ramadan. The width of the roadway represents the flow on that link. 16
Makkah Western Gateway Project. Traffic and Transport Study. Final Report. IBI Group and DMJM Harris. October 2003. 31 9
Figure 17: Traffic conditions during Ramadan peak (1422 A.H./ 2001 A.D.) The Jeddah Expressway/Umm al‐Qura Street corridor and the 3rd Ring Road to the south experience the heaviest demand. Peak flows exceed 3,000 vehicles/hour along some stretches of these roads, with certain points seeing flows over 4,000 vehicles/hour. These corridors experience heavy demand because during the peak periods most motorists travel towards the Central Area. Those traveling to the Central Area use either Umm al‐Qura or they take the Third Ring Road to avoid the congested east‐west corridor. Users of the Third Ring Road park their vehicles at the Kudai parking lot and take shuttle buses from the parking lot to the Central Area. Figure 17 also indicates that a number of sections are operating at or above capacity, including some sections and intersections on Umm al‐Qura, and portions of the Third Ring Road, Ibrahim al‐Khalil Street, and Jeddah Street near Al‐Mansour Street. Future travel projections for the year 2030G were made for Ramadan, regular weekdays and Fridays based on two scenarios, one representing normal growth trends while the other scenario additionally considers the operation of the Umrah Gate throughout the year. The travel projections for Hajj were made for the case when the day of Arafah (9th day of Thul Hijjah) is a Friday and the complementary case. The following provide the summary projections: • On a regular weekday, the total travel volume is expected to be 7.94 million person trips per day under the normal growth scenario and 8.97 million person trips per day under the other scenario. 32 • On a Friday, the total travel volume is expected to be 7.72 million person trips per day under the normal growth scenario and 8.79 million person trips per day under the other scenario. • On a Ramadan day, the total travel volume is expected to be 7.04 million person trips per day under the normal growth scenario and 7.3 million person trips per day under the other scenario. • On a Hajj day, the total travel volume is expected to be 11.1 million person trips per day under the scenario of Arafah day not being a Friday and 11.93 million person trips per day under the complementary scenario. 4.6.2 Hajj period During Hajj, more than 2 million pilgrims converge into Makkah, of which 70 percent arrive from abroad mainly through Jeddah airport and then via buses to Makkah. A small fraction of those pilgrims arrive by buses from neighboring countries. Chartered buses assigned to a specific group of pilgrims take them to their respective hotels or residential facilities before heading back to satellite parking facilities. Most of the pilgrims arrive in Makkah during the first 6 to 7 days of the month of Thul‐Hijjah for their initial religious activity at the Haram, thereby making several trips to and from al‐Haram each day. The remaining 30 percent are pilgrims from Saudi Arabia reaching Makkah primarily by large‐capacity individual vehicles on the eighth day. Starting on the eighth of Thul Hijjah, pilgrims leave Makkah heading towards other religious sites. On the tenth and eleventh of Thul Hijjah, many pilgrims travel back and forth between Mina and Makkah. On the twelfth day, most pilgrims head back to Makkah creating tremendous pressure on all transport means. The twelfth and thirteenth days are typically spent in Makkah. The exodus from Makkah usually takes place between the 14th and 20th of Thul Hijjah. During the Hajj season, special traffic procedures are implemented whereby parking is strictly prohibited on the major road network, including the following streets: Masjid Haram, Khaled Bin Waleed, Raqubah, Abdullah Bin Zubair, Bab Al‐Umara, Hujon, Sulaimaniah, Utaibiah, Umm Al‐Qura, Ibrahim Khalil, and Jabal Al‐Ka'ba. The Traffic Plan for Hajj also includes provisions for facilitating the movement of buses and other collective transport vehicles along the streets of Makkah17. In addition, vehicles are prohibited from reaching the area surrounding the Haram and which is used for praying. During the peak days of the Hajj season and Ramadan, private vehicles transporting pilgrims and Umrah vistors are prohibited from entering the central area of Makkah and are diverted to the satellite parking locations. The intent, obviously, is to reduce traffic congestion and to prevent cars from reaching and illegally parking in the Central Area. It is to be noted, however, that the Hajj season is not the peak traffic volume period in terms of number of vehicles as buses are used extensively for the movement of pilgrims. Also, many pilgrims decide to walk between the Holy sites. A system of pedestrian tunnels links Makkah with Mina, and is heavily used by pilgrims. During this period, heavy demand occurs over the East‐West corridor (Jeddah Expressway – Umm Al‐Qura Street) and the Third Ring Road to the South. However, even though the overall 17
Directorate of Hajj Security for Traffic Matters. "Traffic Plan for Hajj 1428H", General Security, Ministry of
Interior, Kingdom of Saudi Arabia.
33 demand is heavier during Ramadan, the Third Ring Road has heavier demand at the Hajj peak. This result is consistent with the known behavior on the 6th day of Hajj, when many pilgrims arrive from the west and travel directly to their living accommodations at Aziziyah. During the first 12 days of Hajj (as well as the period preceding and following Hajj), people choose to stay at Aziziyah because it is close to Mina, Arafat, and Makkah. The Third Ring Road is used to reach Aziziyah, so traffic along it is comparatively heavier than on Umm Al‐Qura. This scenario also shows that the traffic demand on the eastern part of East‐West corridor, i.e., near the Central Area, is greater than on the west side. Considering the volume‐capacity ratios, the figure indicates that other than a few roadway segments that are at or over capacity, the roadway network is adequate to handle the demand. Table 2 shows vehicular traffic counts taken during the 2004 Hajj season at locations near the Haram (shown in Figure 18). The percentage of heavy vehicles (buses and trucks) was 7.7 percent. It is to be noted that the street lanes experience crowd use with a resulting major reduction in available vehicular capacity. Table 2: Vehicular traffic counts during peak hour in Hajj in 2004 Street Jabal Al Kaaba Umm Al Qura Ibrahim Al Khalil 1st Ring Road Direction of Travel Peak Hourly Volume Peak Hour Inbound 1,567 22:45‐23:45 Outbound 1,856 11:45‐12:45 Inbound 2,359 22:30‐23:30 Outbound 2,126 23:00‐0:00 Inbound 1,164 0:00‐1:00 Outbound 1,287 0:00‐1:00 Clockwise 1,724 0:00‐1:00 Counter‐clockwise 1,449 0:00‐1:00 34 1567 ‫جبل الكعبة‬
23:45 –22:45
1856 ‫جبل الكعبة‬
1
12:45-11:45
1724 ‫الدائرى األول‬
2359 ‫أم القرى‬
2
01:00 – 0:00
2126 ‫أم القرى‬
23:30 – 22:30
01:00 – 0:00
3
1449 ‫الدائرى األول‬
01:00 -0:00
00:00 – 23:00
1287 ‫إبراھيم الخليل‬
4
1164 ‫إبراھيم الخليل‬
01:00 – 0:00
Figure 18: Locations of Traffic Counts during Peak Hour‐Hajj 2004G 4.7
Characteristics of Pilgrims This section should provide a good basis for better understanding of the current travel and personal characteristics associated with the Umrah and hajj activities in Makkah. 4.7.1 Hajj: Personal and Travel Characteristics of Pilgrims While most pilgrims come from outside KSA, many are residents of the kingdom. In 1423H, nearly 1.4 million travelled from outside KSA to perform Hajj, while about 1 million residents of KSA performed Hajj in the same year. About half of the KSA residents came from the Makkah region while the remaining half came from other parts of KSA. In 1427H, about 36% of the domestic pilgrims came from the Makkah region and 24% from the Riyadh region. The literacy rate of the pilgrim population is fairly high, at 94%. Most pilgrims perform Hajj by joining organized groups (called in some Arab countries “Hamla” which translates literally to a “campaign”). Many travel agencies and organizations around the world offer Hajj travel and accommodation packages, the subscription to which typically involves travelling with a group of pilgrims and enjoying various Hajj‐related services (such as travel, accommodation, logistical support, spiritual guidance, etc.). Typically, about 60% of the pilgrims belong to an organized group. The patterns of pilgrim arrivals at Makkah are such that about 68% of pilgrims arrive in the month of Dhul‐Qi’da. Public transit is the main mode of transportation for pilgrims’ travel into Makkah. In 1426H, about 94% of the pilgrims used mass transport to travel into Makkah, with buses accommodating 90% of the visiting pilgrims and other for‐hire vehicles (such as taxis) accommodating 4%. In 1427H, about 90% of the pilgrims used mass transport to travel into Makkah, with the bus share declining to 66% of travelling pilgrims and the share of other for‐hire vehicles increasing to 24%. 35 During their stay in Makkah, the visiting pilgrim makes on average 5.1 trips per day. In comparison, the average resident of Makkah makes about 1.67 trips per day during the Hajj season. The use of mass transportation during Hajj is fairly high, particularly by visiting pilgrims. In 1424H, 93% of the visiting pilgrims used mass transport while the corresponding percentage for the domestic pilgrims was 39%. 4.7.2 Umrah: Personal and Travel Characteristics Unlike hajj, the rituals of Umrah can be performed at any time of the year, but many choose to make Umrah in the month of Ramadan. By far, the highest volume of Umrah performers occur in the last 10 days of Ramadan, specifically on the night of the 27th. The number of Umrah performers has been on the rise for the past two decades, with nearly 2.8 million performing Umrah in 1425H compared to 0.5 million in 1408H. In Ramadan, the number of Umrah performers in 1423, 1424 and 1425 were 0.81, 0.76 and 1 million, respectively. In 1420H, nearly 78% of Umrah visitors during Ramadan arrived in Makkah in the 3rd week of the month. About 36% of all Umrah performers during Ramadan are from outside KSA, 39% from Makkah and 25% from other parts of KSA. The Umrah visitors spend between 1 and 2 weeks in Makkah, with some spending even longer than 3 weeks. In 1420H, 28% spent one week, 35% spent 2 weeks, and 24% spent 3 weeks. Similar to Hajj, Umrah visitors rely heavily on mass transportation to travel to Makkah. In 1424H, about 84% of the Umrah performers used mass transportation to travel into Makkah (61% by bus and 23% by hired transportation). In Ramadan, the numbers increase slightly (87% use mass transportation for inbound travel, 61% by bus and 26% by hired transportation). The Umrah visitor trip rates vary slightly throughout the year, specifically 6 trips/day during Ramadan, 6.8 trips/day on Fridays (outside Hajj and Ramadan) and 6.5 trips/day on regular weekdays. The corresponding numbers for the residents of Makkah are 3, 2.5 and 2.8 trips/day, respectively. The visiting Umrah performers from outside the KSA rely mainly on mass transportation for travel within Makkah. About 46% use for‐hire transportation to travel within Makkah, 34% use bus transportation provided by the travel agency and 10% use private vehicles. On the 27th of Ramadan, 58% of the Haram visitors arrived on foot. 4.8
Transport Challenges and Impacts As mentioned in the first section of this report, the central challenge to the mobility and transport system of Makkah is posed by the severely constrained activities that take place during the peak seasons of Hajj and Umrah (particularly in the month of Ramadan). Not only do such mega‐ scale events occur at specific times on specific days of year with very little time flexibility, but they also consist of prescribed rituals performed at specific locations which are characterized by limited space (particularly that of the Haram area) and challenging topography. As explained before, the rituals of Hajj and Umrah are somewhat different, and so are the associated activity locations and movements. During the Hajj season, the major activities in Makkah are concentrated in the Haram and Masha’er areas. In contrast, the main activities of Umrah are focused in the Haram area only. In the special Umrah season of Ramadan, the Taraweeh prayer (which takes place in the Haram everyday after Isha prayer) 36 represents a peak event that draws almost all Umrah visitors and many residents to the Haram area. On the 27th night of Ramadan after Taraweeh prayer, considered the peak of the peak, the Haram area experiences its highest traffic and pedestrian demand of the year. The mobility challenges in Makkah are further compounded by its limited and sub‐standard transport infrastructure and services. Several studies have discussed the issues and challenges with regards to the transport supply/services and the associated planning/management activities. They can be summarized in the next few paragraphs. The core road network consists of four ring roads that are partially complete and a set of radial arterials, each with limited capacity. With such characteristics, the road network provides users with poor connectivity between various city locations, and it suffers from low levels of operational efficiency. The existing parking lots offer capacity levels that fall extremely short on meeting the traffic parking demand, particularly during the peak seasons. While bus transport services are available in the central area of Makkah18, they provide customers with limited network coverage and poor quality of service characterized by low speed and reliability, long waiting times, very crowded conditions and lack of user information. The bus terminals in the Haram area are of limited capacity, contributing further to the poor transit system quality. Operating in shared rights of way, buses in the Haram area are repeatedly impeded by private vehicles and taxis stopped for picking up and dropping off passengers. The above issues, coupled with the rise of pilgrim accommodations outside the central area, have accentuated the need of overhauling the transit system and introducing high performance transit modes. One of the challenges to the introduction of such improvements relates to the difficulty of land acquisition for future transit stations. In the absence of viable alternatives to private vehicles and taxis, walking is a major mode of access to and from the Haram. However, pedestrians have no exclusive facilities to use and as a result they have to share the street right of way with vehicles, with obvious safety issues and problems. While sidewalks can accommodate some pedestrians, they have limited width and the pedestrian flow is usually interrupted by the scattered street vendors selling their goods on the sidewalks. Other types of movements in the central area of Makkah are also severely challenged. Emergency and service vehicles have major access difficulties due to the lack of dedicated routes. The movement of special‐needs visitors such as the elderly is also severely challenged due to the lack of special services and routes. 18
Bus transportation in the whole of KSA is offered by a single company (SAPTCO). 37 The planning and management of transportation in Makkah is faced with several problems, some of them inadvertent while others are not. These problems can be summarized as follows: •
The construction of large‐scale mixed‐use developments in the Makkah Central Area impedes pedestrian and vehicle movements to/from the Haram. •
The central area, despite its central position in Makkah, lacks a strategic Masterplan for integrated transportation and land use. •
Public projects are typically executed slower than private urban developments, causing irregularities and lack of synergy. •
The transportation planning, management and delivery is distributed among several organizations with no distinct lines of responsibility to separate them. There are at least 10 organizations at various governmental levels that deal with transportation in Makkah. •
The increased visitor accommodation outside the central area is causing changes in overall travel patterns. •
The acquisition of lands in the central area for public projects is rather challenging due to complex ownership issues. •
There is an Imbalance between urban development plans and existing road capacity. •
There is a lack of integration and synergy among transportation solutions. •
There is a lack of qualified personnel and supporting technology to control the crowds. As can be imagined, the above issues and challenges have serious impacts not only on mobility and accessibility but also with respect to safety, security, equity, sustainability and economy. The vulnerability of the existing transport and land use system to safety and security threats is of prime concern. In particular, pedestrian safety is a major concern due to the life‐threatening overcrowding levels and to the disorderly mixing of pedestrians with vehicular traffic. The nature and intensity of the Hajj and Umrah events pose major security risks that are extremely difficult to manage under the existing prevailing conditions. Such security risks include fire, terrorism, robbery, riots, etc. The severe congestion levels, particularly in the central area, give rise to acute and undesirable environmental and health conditions characterized by severe levels of air and noise pollution. Last but not least, the importance of equity issues cannot be overstated. Since the composition of Hajj and Umrah visitors is extremely heterogeneous with regards to age, health, income, ethnicity, culture, language, etc., it is crucial to cater to the needs of the vulnerable groups such as the elderly, the physically disabled, the poor and those who cannot speak Arabic or English. All of the above issues, if not tackled and addressed effectively, will only result in degrading the spiritual experience that the millions of visitors yearn. 38 5. HAR
RAM EXPA
ANSION PLA
ANS 5.1
Hisstory of Expaansions Al‐Haram
m Al‐Sharif iss at the hearrt of Makkah
h. It is a unique complex in light of both its spiritual and religgious significcance, as well as the nature, scope, scale and
d intensity of o activity th
hat it experiences. It is the
e holiest plaace in Islam,, thus experriencing extrreme deman
nd during sp
pecial seasons (Hajj, Ramadan) as well as during ““regular” tim
mes. Over th
he past fifty years, Al‐Haram Al‐Sharif has underggone a num
mber of major expansio
on projects to accomm
modate the ever increasin
ng number of o visitors. In I 1955G, King K
Abdul‐’A
Aziz launcheed the first expansion since 1629G. A
A total area of 151,000m
m2 was added adjacentt to the old Haram areaa. In 1989G, King Fahad Ib
bn Abdul‐‘Azziz launched the second
d major expaansion that increased the Haram’s built area from
m 193,000m
m2 to a total of 356,000
0 m2. Figuree 19 shows the evolutio
on of the Haram complex over the past p
centuryy or so. Th
he Haram now n
can accommodatee up to 560
0,000 worshipp
pers during peak perio
ods, with ab
bout 380,00
00 fitting in
n the building (includin
ng its basemen
nt, ground flloor, 1st floo
or and roof) and 180,00
00 in the surrounding plazas (see FFigure 20). Al Haram Al Sharif iin 1928G
Al Haraam Al Sharif iin 1952G Expansion of al‐Haram in 1955G
Expansion of Al Haram
m in 1989G Al Haram Al SSharif Figure 19: Previous Exxpansions of A
39 Shamiyah Area
Bathrooms
First Saudi Expansion
Old Haram
King Fahd Gate Mataf Area
Second S
di E
Masa’a Plaza i
King Abdul Aziz Gate Figure 20: Plan View of the Existing Haram Complex 5.2
Third Expansion Plan With the rapidly increasing number of visitors to Makkah, particularly during the Hajj and Ramadan seasons, there is a dire need to increase the overall capacity of Al‐Haram Al‐Sharif to accommodate the growing demand. Currently, the Haram complex overflows with worshippers during Hajj and Ramadan, with extra demand spilling over into surrounding streets and lanes, thus degrading the spiritual experience of worshippers and presenting an overall hazardous scenario (see Figure 21). 40 Figure 21: Crowding at the Grand Mosque Currently, a new design is being proposed to expand Al‐Haram Al‐Sharif in the Shamiyah region, which lies to the north of the Haram. The overall design concept of the new expansion consists of the following elements: •
A new four‐storey building to be attached to the existing one. The main gate will be marked by two minarets which will have similar design to the existing minarets. The façade of the new building will have several other smaller gates which will be distributed according to the expected demand levels and sources. Some of the new gates will be positioned such that they line up with the northern gates of the existing building so as to enable smooth unbroken flow of visitors. The building will also include escalators and elevators to facilitate movements between the different levels. The number and positions of pillars inside the building will be designed to maximize the view of Ka’aba and minimize restrictions to crowd movement. Figure 22 shows a schematic of one of the design alternatives of the Haram with the new building attachment. •
Expanded Masa’a (between Safa and Marwa) with additional area of 57,000 m2. •
A stepped plaza matching the hilly topography to the north. Figure 23 shows a plan view of one design alternative of the expanded Haram including the plaza, and Figure 24 depicts the plaza steps. •
Pedestrian and emergency tunnels in the north direction. •
A central service station and service tunnel. Figure 25 depicts the station and all tunnels. This new expansion is viewed to convert Al‐Haram Al‐Sharif from its current irregular shape into a circular shape structure with a radius of approximately 660 m, to allow future expansion. The 41 total Haram capacity with the expansion is expected to accommodate up to 1.2 million worshippers. The new expansion will feature a number of supporting systems and services, such as Zamzam water distribution system, automatic dust suction system, waste collection system, fire prevention and fighting system, etc. Figure 22: Schematic of One Design Alternative of the Expanded Haram Building 42 Figure 23: Plan View of the Expanded Haram Complex 43 Figure 24: Schematic of the Plaza Steps Pedestrian Tunnels Service Stations Service Tunnels Security Tunnels Area to be Expropriated Figure 25: Tunnels and Service Stations 44 6. POTENTIAL IMPROVEMENTS IN MAKKAH TRANSPORT AND MOBILITY SYSTEMS 6.1
Makkah Structural Plan The Makkah Structural Plan provides a framework for guiding the growth and development in Makkah to the horizon year of 1450H. The objectives of the Plan are to ensure that future construction, land use, and transportation infrastructure adhere to a consistent plan for the development of the city proper and the surrounding region. The Plan aims at directing and streamlining Makkah’s urban planning processes to better accommodate the expected growth in resident and visitor populations. The plan was originally developed and approved in 1419H, followed by an update in 1424H. The following is a summary of the updated plan, with special emphasis on information relevant to transportation. The plan was founded on a set of principles which reflect the higher goals and needs of the city. The key principles include: •
Ensure that the Haram and the worship activities taking place in its precincts are the basis and foundation for planning Makkah’s central area. •
Recognize explicitly the connection and relationship of the central area of Makkah with the other holy sites so as to provide the pilgrims with an integrated system for performing the various rituals of hajj. •
Observe and ensure consistency with the topographic features of Makkah. •
Observe and ensure consistency with the existing urban fabric that distinctly characterizes the central area of Makkah, recognizing its heritage and status among world cities. •
Dedicate the areas surrounding the Haram and delineated by the first Ring Road as a pedestrian‐only car‐free zone, with special provisions to be made for emergency routes and for the needs of the elderly, women and handicapped. •
Ensure no physical barriers impede the continuity of the lines of worshippers during prayer. •
Give consideration to existing travel corridors/paths as candidate alternatives when evaluating and recommending new travel corridors for enhanced mobility (i.e. congestion relief). •
Locate terminal transportation stations and collective waiting areas beyond the mountains that surround the Haram, and provide shuttle bus lines between these locations and the Haram. •
Further establish the integrated system of ring roads and radial roads, and ensure seamless connection with the local collector roads. 45 •
Consider the first Ring Road as the terminal boundary for vehicular traffic and a distributor onto the radial roadway axes. •
Establish a general population density in Makkah’s central area of 1000 persons/ha. Densities at individual locations may vary according to the characteristics of each planning unit and to the proximity from the Haram. •
Develop the residential stock in Makkah’s central area such that the area is inhabited throughout the year with an occupancy rate of no less than 30%. Vacant residential units could be made available for use by Hajj and Umrah visitors. •
Adopt a comprehensive approach to the planning and development of the central area, taking into consideration the ongoing property development projects and ensuring effective connection with neighboring urban locations. •
Encourage urban development at the city outskirts and provide various public transit services (including rapid transit) to connect these areas with the Haram and holy sites. •
Ensure that safety and security issues are recognized and addressed in any recommendation for developing the central area of Makkah. Based on the above principles, a set of alternative scenarios were formulated and evaluated, leading to a number of principal decisions, including the following transport‐related ones: •
Complete the development of the ring roads in an integrated road system with the radial roads that should serve as collectors of traffic in the central area. •
Surround distinct urban developments with local ring lines which should be connected with the ring lines that surround the Haram. •
Provide, in the medium term, non‐conventional rapid transport modes in Makkah and the holy sites. •
Improve connectivity between Makkah and Jeddah (specifically King Abdul‐Aziz Airport and Jeddah Islamic Seaport) through railway links and further development of the old Makkah‐Jeddah road. •
Establish principles to develop various mountainous areas and to minimize rock cutting in construction of new developments. •
Reinforce and promote the central area and intensify various services in it. Establish connection between suburban areas with flat topography and the city centre using rapid transport modes. Adopt an approach of directed and focused development taking into consideration the prevailing topography. Also, the updated structural plan includes the following transport‐related general directions pertaining to the area of holy sites (i.e. Mina, Muzdalifah and Arafat): •
Determine the total number of pilgrims based on supply (i.e. capacity of infrastructure) as opposed to demand in order to provide pilgrims with an adequate level of service. 46 •
Dedicate the lands within the limits of the three sites to the exclusive use of accommodation and basic services, and move other services and parking areas to locations outside the three site limits. •
Use innovative solutions to utilize and develop the mountain valleys in Mina that are amenable to development in order to increase the capacity of this holy site. Also, develop the supporting roads and services. •
Promote the idea of having a portion of the pilgrim masses spend only some part of the night in Mina. •
Consider seriously the approach of time planning for the observance of the rituals so as to maximize occupancy. •
Find and develop access links between Mina and the Aziziyah area as well as between Mina and north of Mountain Thabeer. Access links could be pedestrian tunnels through mountainous areas. •
Establish a general system of shuttle bus lines between the three holy sites and Madinah through two‐way freeways. •
Separate pedestrian movements from vehicular roadways, and establish the shortest pedestrian paths between the holy sites to facilitate pedestrian movements. Provide lateral pedestrian links for collection from accommodation areas. •
Construct a tunnel or an elevated roadway for emergency purposes and services, starting from Arafat and ending outside the holy sites. It should connect with the Al‐Taif Road in southeast, the Third Ring Road and extending to the King Faisal Hospital in the northwest. •
Prohibit parking of buses inside the holy sites, and constructing bus parking lots outside the religious limits of the holy sites. •
In the long term, develop an elevated rapid transit link that parallels the main pedestrian path, starting from the regional rail station at the border of Arafat, passing by the three holy sites and terminating at the Haram. The technological solution should be selected based on the local requirements and the international experiences (such as the Korean experience with Monorail) and feasibility. Maps illustrating the Makkah Structural Plan as well as the proposed road and railway networks are presented in Figures 26, 27 and 28. 47 Figure 26: Updated structural plan of Makkah for the year 1450H 48 Figure 27: Proposed road network for Makkah for the year 1450H 49 Figure 28: Proposed urban railway network for the year 1450H 50 6.2
Future Land Use and Transportation Plans
Several efforts are underway to develop comprehensive transportation and land use plans for the City of Makkah as a whole and its central area in specific. Those studies are predicated on the principles of the Makkah Structural Plan, with the grand aims of emphasizing the spiritual character of Makkah, recognizing the religious status and significance of the Haram, respecting the topography of Makkah, and enhancing the spiritual experience of the Haram visitors as they arrive and depart. Those planning efforts center around the key concept of creating an urban form of low‐density low‐rise developments around the Haram and multiple high‐density nodes of mixed‐used developments at greater distances from the Haram, with a network of rapid transit (likely Metro) connecting the high‐density developments radially with the Haram and peripherally with one another. The considered Metro network will be integrated with the Masha’er line between Arafat and Mina, currently under construction, and the planned High Speed Rail terminal on the west side of Makkah. The metro stations will be at reasonable distances away from the Haram to avoid overcrowding effects which are likely to be experienced near the Haram. All stations, particularly those closest to the Haram, will include platform doors and other schemes to manage passenger movements inside and outside the stations. In addition to metro, semi‐rapid transit (such as BRT) is being proposed to provide additional surface transit capacity. The high‐capacity transit lines are envisioned to run along radial corridors in partial or exclusive right of way, terminating at stations in the central area at one end and at park‐and‐ride lots at the other end. A two‐tier system of park‐and‐ride lots is being considered, the inner tier catering to short‐term visitors while the outer tier planned for visitors staying longer. ITS technologies and services will direct incoming drivers to appropriate parking lots. The design of parking lot locations and sizes is conceived as a demand management strategy to balance traffic flows across the radial corridors. While the ring roads are expected to be completed, in accordance with the Makkah Structural Plan, traffic access to the inner city area will likely be restricted, particularly during the peak seasons of Hajj and Umrah. The inner ring roads and radial streets in the central area will serve mainly internal resident traffic and service and emergency operations. A modern intelligent transportation system is envisioned to play a key role in managing traffic across the road network. The immediate access to and from the Haram will most likely be exclusive to pedestrians. It is conceived to have dedicated pedestrian corridors that connect the gates and access points of the Haram with nearby developments and with transit stations. The width of individual corridors will be designed in a manner that ensures effective crowd management. 6.3
Haramain High Speed Rail The Haramain High Speed Rail will connect the cities of Makkah, Jeddah and Madinah. The project details are as follows: 51 Alignment Corridor • The line starts at a terminal station east of third ring road in Makkah, and extends through Bahrah until the Haramain road in Jeddah. A central station is located in Jeddah on the west side of the Haramain road close to King Abdullah interchange. The alignment extends north in the center median of Haramain road, and a link to King Abdul Aziz Airport will be provided in order to serve the airport station. • The line extends from the center median north of the airport and runs on the eastern side of Jeddah Madinah Expressway, at about 2.5 km from it, until it reaches King Abdullah Economic City, where a station is located. • The line curves to the right at Rabigh and extends in the northeast direction in Wadi Rabigh. It crosses Makkah‐Madidnah Expressway and extends north until it reaches the southern side of the existing Madinah Third Ring Road. It then runs in the center median of the ring road until it connects to the terminal station at the Knowledge Economic City development. Technical Data •
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Passengers only (no freight) Double track electrified line. 450km long o Makkah – Jeddah 77 kms o Jeddah‐Rabigh 188 kms o Rabigh – Madinah 185k ms Design speed 350 km/h Running speed 300 km/h Journey times o Jeddah – Makkah 30 minutes o Jeddah ‐ Madinah 120 minutes State‐of‐the‐art signalling and communication system State‐of‐the‐art rolling stock; 200‐m long, 500‐passenger capacity There are 5 stations, at the following locations: o Makkah o Jeddah Central o King Abdul Aziz Airport o King Abdullah Economic City o Madinah Opening year 2012 Design year 2042 Design capacity to meet non‐Ramadan Friday volumes 12 journeys per hour between Jeddah & Makkah at peak (12000 passenger per hour) 3 journeys per hour between Jeddah & Madinah at peak 52 Construction Phases •
•
•
Phase 1 part 1: civil works (currently underway) Phase 1 part 2: stations Phase 2: rolling stock, track, communications, signaling, electricity, etc. 19
Figure 29: Haramain High Speed Rail Alignment and Station Locations 6.4
Masha’er Rail This rapid rail transit system will connect the Holy sites of Mina, Muzdalifah and Arafat, as well as provide a link between the three holy sites and Makkah. A study was conducted by the Central Directorate for Development Projects in the Ministry of Municipal and Rural Affairs in collaboration with various concerned authorities, and concluded that an elevated rapid rail transit will be an efficient mode of transport for pilgrims between the Masha’er, which can operate as an alternative to or in combination with the existing bus services. The Masha’er Rail is designed to help accommodate the continuously growing number of pilgrims. 19
Source: Comprehensive Plan for Madinah‐Makkah‐Mashaer‐ by MMM Group , Moriyama & Teshima Architects and Planners ‐ March 2010
53 The project details are as follows: Rail Lines •
Five proposed rail lines connecting the holy sites with one another and with Makkah (as shown in Figure 30) •
The southern rail line is currently under construction: o Construction started in July 2009G o It includes 9 stations: 3 in Mina, 3 in Muzdalifah and 3 in Arafat (Figure 31) o It is estimated to replace 35,000 cars and buses o After operation, its performance will be evaluated to confirm the number of rail lines to be further built as part of the project •
The rail system will remain in operation all year round and will be used to access the Haram and Makkah Central Area. •
It is proposed to extend the future lines to the Holy Haram and introduce a rail station at that location (see Figure 32). •
It is also proposed to extend the southern rail line to Jeddah Airport, with an elevated alignment above the Jeddah Expressway over an 80 Km length, as indicated in Figure 33. The Holy Haram Figure 30: The 5 Proposed Masha’er Lines 54 Arafat Mina Muzdalifah Figure 31: Southern rail Line [Arafat‐Muzdalifah‐Mina] (3 stations in each) Figure 32: Proposed future extensions of the rail lines to the Haram 55 Figure 33: Proposed Extension of the Southern Line to Jeddah Airport Planning and Design Principles •
•
•
•
•
•
Elevated rapid rail transit that will extend over existing roads on a pier supported structure, with the piers constructed in the road median (as shown in Figure 34). Stations will also be elevated with 2 waiting areas per station (station capacity=3,000 pilgrims). The pilgrims using the rail system will be dropped off at the fourth level of the Jamarat Bridge Structure to ease the burden on the first floor. Private vehicles will be required to park near the rail stations. Park and ride facilities will be provided. Walking distance from the Mina Camps to the station will not exceed 300m. Rail corridors will avoid passing through the Mina Camps. 56 Figure 34: Elevated rail and station with piers within the median to avoid interruption of traffic and/or pedestrian flows on the roads Technical Data •
•
•
•
•
12 wagons/ train Wagons: 23 m long and 3 m wide Wagons will have 5 doors on each side, each door 2m wide Rail has the ability to reach a speed of 120Km/hour Headway 2‐3 minutes, could be reduced to 1.5 minutes depending on passenger loading/unloading times • Estimated rail capacity ranges: o For 6 hours of operation and 3 minute headway: 20 trains/hour X 12 wagons X 250 passengers X 6 hours = 360,000 pilgrims o For 8 hours of operation and 2 minutes headway: 30 trains/hour X 12 wagons X 250 passengers X 8 hours = 720,000 pilgrims It is anticipated to be able to transfer 5 million pilgrims per day on the five rail lines (considering 10 hours of operation). 57 7. PLANNED LARGE‐SCALE DEVELOPMENT PROJECTS IN MAKKAH Section 2.5 provides an overview of the urban development of Makkah until recent history. The city, and particularly its central area, continues to grow and develop as new large‐scale developments are currently construction while others are being proposed. While access issues to the individual sites are being considered for each development, the transportation impacts of these new developments on the citywide transportation system have yet to be studied as part of the development plans. Without adequate planning and development of increased capacity for movement, access on the already‐strained system will be further debilitated, particularly during peak visitor seasons. The planned projects with the greatest potential impact on the Central Area are shown in Figure 35, and more information about key projects is provided below20. Figure 35: Development projects in Makkah Central Area 20
Key projects information is dated October 2008
58 DEVELOPMENT OF KING ABDUL AZIZ ENDOWMENT 121 Site area The project consists of a large podium topped by six residential towers, a 5‐star hotel, a convention center, a shopping center, and car parks, extending over an 2
area of 34,794 m . Built‐up area The total built‐up area is 1,500,000 m2 and consists of: − 302,000 m2 residential towers − 5‐star 2,000 key hotel tower − Podium housing a shopping mall, restaurants, and food courts − A prayer area for 3,800 people − 864 luxury studios − A convention center with 1,500 capacity − A 4‐storey parking area for 780 vehicles and 10 buses Population Total capacity of the development is 65,000 persons Trip generation Estimated at 5,417 vehicle trips at full build‐up and 100% occupancy Pedestrian generation Estimated at 52,000 from the various zones within the development Recommended transportation improvements No data available Car parking A 4‐storey parking area for 780 vehicles and 10 buses Project status Under construction 21
http://www.dargroup.com/pdf/projects/DKAAE.pdf 59 JABAL OMAR DEVELOPMENT22 Site area Built‐up area Jabal Omar development is located on the west side of the Haram, extending over an area of 230,000 m². The western boundary of Jabal Omar is defined by the proposed continuation of the First Ring Road. The site is also bounded to the north and east by two radial roads, namely Umm al‐Qura and Ibrahim al‐Khalil Streets. These streets are directly linked to the Third and Second Ring Roads, respectively.
The Project includes 38 buildings with total built‐up area of 1,317,678 m2 in addition to public spaces. More recent data23 indicate a total built‐up area of 1,952,000 m2. Use Unit Area (m2) Commercial Use 151,616 Residential 380,933 Hotels 15 Technical Area 17,692 Total Prayer Areas 109,107 Total Built‐up area (excluding parking) Total Parking Spaces 411,174 1,317,678 11,708 573,678 Population The total number of residents at full build‐up and 100% occupancy is calculated at 60,354 Trip generation Estimated 6,032 incoming and 5,872 outgoing vehicle trips per hour at full build‐up and 100% occupancy in 2025 in Ramadan Peak time. 22
Jabal Omar Development Project. Traffic and Pedestrian Impact Study. Preliminary Project Report (Vol. 2). Prepared by Universal Consulting Group and Bourouj Al Omran Design and Engineering for Makkah Construction and Development Company. May 2003. 23
Communication with Director General of the Jabal Omar Development dated 22/10/08 60 Pedestrian generation Around 61,854 pedestrians are generated from the various zones within the Jabal Omar development and 20,000 pedestrians enter the area from adjacent neighborhoods. Pedestrian type Pedestrian number Permanent 4,894 Temporary 27,730 Retail 27,730 Parking 1,500 Total 61,854 Recommended transportation improvements − Implement the Makkah Western Gateway to ease congestion along the corridor and the western entrance of the city − Encourage people to use the parking at the Sub outskirts of the city and transport to reach the central region of Mecca in order to reduce overcrowding in the central area − Use of intelligent transport systems to give guidance and information on the traffic situations − Improve the internal road network − Improve the linkage between Jabal Omar and Um Alqura Road to the west and the first ring road to the north in the design stage Car parking The number of parking spaces provided in the development are as follows: Parking space type Parking space number Cars Private 5,892 Public Parking 5,816 More recent data indicated a total of 9,000 parking spaces. Project status Infrastructure under construction 61 AL SHAMIYAH DEVELOPMENT24 Site area The development extends over an area of 1,261,130 m2 from the current forecourt of al‐Haram Mosque in the south to the second ring road in the north. Jabal el‐Ka’ba and Al‐Masjed Al‐
Haram roads bound the study area from the west and east respectively. Recent data25 indicate an increase in the site area to 1,800,000 m2. Built‐up area The built‐up area is estimated at 5,110,000 m2 Population The total number of residents at full build‐up and 100% occupancy is estimated at 151,321. Resident type Resident number Permanent 45,093 Temporary 60,545 Hotel 45,682 Total 151,321 Trip generation Estimated 7,558 incoming and 6,182 outgoing vehicle trips per hour at full build‐up and 100% occupancy in 2025, Ramadan peak period. Around 58% of all Shamiyah‐
related traffic is catered for by the 1st and 2nd ring roads as well as the north gate. Access/Egress point Vehicle trips In Vehicle trips Out Second ring road (West I/C) 736 748 Second ring road (east ramps) 291 264 First ring road (primary) 1,619 1,637 First ring road (Jabal Kaaba) 351 49 First ring road (east ramps) 352 1,155 Northern gateway 441 325 Hujoun (with zone 6) 544 385 Hujoun (with N‐S axis) 412 266 Jabal Kaaba 2,072 1,030 Other local roads 740 323 24 Shamiyah Redevelopment Study. Traffic Impact Assessment and Pedestrian Modeling. Preliminary Technical Report. Prepared by SETS Transport and Environment for Millennium. September 2006. 25
Report on site visit to the Shamiyah Development Project exhibition and meeting with Shamiyah Development Company on October 24, 2008. 62 Total 7,558 6,182 Pedestrian generation Around 376,566 pedestrians are generated per hour from the various zones within the Shamiyah development and 50,000 pedestrians enter the area from adjacent neighborhoods. Pedestrian type Pedestrian number Permanent 27,056 Temporary 84,981 Retail 253,705 Parking 10,824 From adjacent neighborhoods 50,000 Total 426,566 Recommended transportation improvements The widening of the Jabal Al Kaabah road The use of shuttle services along 4 designated routes. 60‐passengers buses to be used along the primary roads and 40‐passenger buses along secondary roads. Car parking The number of public parking spaces provided in the development are as follows: Parking space type Parking space number Cars 2,706 Buses 468 Vans 180 Provisions for a pilgrim drop‐off/pick‐up facility under the new Haram plaza with a drop‐off capacity of 10,000 pilgrims per hour Project status Proposed/ received preliminary approval 63 Selected figures a) Shamiyah Traffic Flows by Road Hierarchy (Ramadan Period, 1445 A.H.) c) Area Wide Traffic Flows (Ramadan Period, 1445 A.H.) b) Proposed bus route no. 1 d) Total pedestrian volumes at southern end of spines and walkways 64 DARB AL KHALIL DEVELOPMENT26 Site area The project site, which extends over an area of 66,300 m2 is located to the south of the Haram in central Makkah, and is bounded by the first ring road to the north, Hijra street to the east, the second ring road to the south, and Ibrahim al‐Khalil street to the west. It includes the following: − Ten high‐rise buildings with hotels and furnished apartments on the upper floors
− Podium levels with retail, restaurants, prayer areas, as well as pedestrian spines − Ground level with retail and pedestrian facilities − Underground parking − Multi‐storey, above‐ground parking for buses and passenger vehicles Built‐up area The total built‐up area is estimated around 763,216 m2 distributed among various land‐use types as follows: Land Use Total Amount Five star hotels 155,000 m2 1650 Rooms Four star hotels 344,000 m2 5179 Rooms Furnished apartments 139,500 m2 957 Rooms Retail 125,000 m2 (gross) 66,000 m2 (net) Population The total number of residents at full build‐up and 100% occupancy is estimated at 48,027. Trip generation Estimated 1,486 incoming and 1,296 outgoing vehicle trips per hour at full build‐up and 100% occupancy in 2025, Ramadan peak period. Pedestrian generation It is expected that close to 40,110 pedestrians per hour will head from al‐Haram towards various destinations within Darb Al Khalil in the peak season, during the peak hour following prayers. It is to be noted that almost 15,000 of these (38%) are pedestrians generated by retail activities within Darb Al Khalil. −
Reconfiguring the intersection between Ibrahim al‐Khalil and the second ring road (IK‐2RR intersection) so that it has three levels: a ground level for turning Recommended 26
Darb Al Khalil Development Study. Traffic Impact Assessment and Pedestrian Modeling. Technical Report. Prepared by SETS Transport and Environment for Millennium. March 2007. 65 transportation improvements movements, a second level for the flyover serving through traffic on Ibrahim Al‐Khalil (both directions), and a third level for the 2RR main line. −
Providing close to 200 bus parking spaces for temporary residents of Darb Al‐
Khalil (assuming double shuttling). Car parking The project includes underground parking and multi‐storey, above‐ground parking for buses and passenger vehicles (around 2,250 car parking spaces) Project status Proposed/ received preliminary approval 66 Selected figures a) Area Wide traffic flows (Ramadan Period, 1445 A.H.) b) Darb Al‐Khalil‐access/egress points
c) Current traffic volumes at IK‐2RR intersection
d) Pedestrian Flows and LOS on Level 2
67 JABAL KHANDAMAH DEVELOPMENT27 Site area Located to the east of Al‐Haram with a total area of 137,000 m². Updated values28 indicate a total area of 594,000 m2. Built‐up area No values are available for the built‐up area of the original design. The built‐up area of the updated design is estimated at 2,614,574 m2 Resident type Built up area Residential 2,138,657 Commercial 123,474 Services 352,443 Total 2,614,574 Population The total number of residents at full built‐up and occupancy is estimated at 41,724 based on the original design. Resident type Resident number Permanent 6,260 Temporary 6,244 Hotel 29,220 Total 41,724 According to the updated design, the total number of residents is estimated at 89,114 Trip generation Estimated 3,148 incoming and 2,996 outgoing vehicle trips per hour at full build‐up and 100% occupancy, Ramadan peak period, based on the original design. Pedestrian generation Around 38,734 pedestrians are generated from the various zones within the development and 27,117 pedestrians enter the area from adjacent neighborhoods, based on the original design. 27
Jabal Khandamah Development Project. Traffic and Pedestrian Impact Study. Preliminary Project Report (Vol. 2). Prepared by Universal Consulting Group and Bourouj Al Omran Design and Engineering for Abdulrahman Bin Abdulkader Fakieh. November 2003. 28
Communication from Jabal Khandamah Company dated 22/10/2008 68 Pedestrian type Pedestrian number Permanent 3,130 Temporary 17,802 Retail 17,802 From adjacent neighborhoods 27,117 Total 65,815 Recommended transportation improvements ‐ Car parking The number of public parking spaces provided in the original and updated design are as follows: Parking space type Parking space number Original Updated Cars 5,975 8,145 Buses 56 25 Project status Site work under way; preliminary approval received for Phase A 69 JABAL AJYAD DEVELOPMENT29 Site area The project site, which extends over an area of 333,810 m2, is located to the south‐east of al‐
Haram, in the area Jabal Ajyad Assabeh Al‐Banat and Al‐Massafi. It is bounded by Ajyad Assad street to north, Ajyad Raih Bakhsh street to the west, Khandama Development Project to the east, and the Second Ring Road to the south. Built‐up area The total built‐up area is estimated around 1,382,010 m2 distributed among various land‐use types as follows: Land‐use type Built‐up area Permanent residence 240,336 Seasonal residence 240,336 Hotels 701,050 Retail 200,228 Total 1,382,010 Population The total number of residents at full build‐up and 100% occupancy is estimate at 50,072. Land‐use type Built‐up area (m2) Permanent residence 15,021 Seasonal residence 15,021 Hotels 20,030 Retail ‐ Total 50,072 Trip generation Estimated 1,967 incoming and 1,854 outgoing vehicle trips per hour at full build‐up and 100% occupancy in 2020, during evening peak hour. Pedestrian generation Around 26,288 pedestrians are generated per hour in Jabal Ajyad Development in the peak season, during the peak hour following the Maghreb prayer, at 100% occupancy in Ramadan 1441H (2020 A.D.) Land‐use type Pedestrians generated Permanent residence 7,886 Seasonal residence 7,886 Hotels 10,516 Total 26,288 29
Traffic Study for the Jabal Ajyad Development Project. Final Report. Prepared by Dr. Ahmad Al Badaoui Taha Abdel Majid for the Higher Committee for the Development of Makkah Region (HCDM). April 2006. 70 Recommended transportation improvements − Provision of 2,500 m2prayer areas to accommodate at least 3,431 persons − Provision of 9 escalators between the project area and the streets of Ajyad al‐
Sidd and Ajyad Rabeh Bakhsh with a capacity of 5,000 persons per hour per escalator. − Provision of traffic signs on all intersections influenced by the project − Provision of 7,079 car parking spaces and 140 bus parking spaces − Provision of 4 shuttle routes, each comprising of 10 buses Car parking ‐ Project status Proposed/ received preliminary approval 71 JABAL AL KAABAH DEVELOPMENT30 Site area The project site area, which is about 32,000 m2, is located to the west of al‐
Haram. It is bounded by Harat Al‐Sadah street to the north, Jabal Al‐Kaabah road to the east, Umm Al‐Quraa road to the south, and Taisseer region to the west. Built‐up area The project includes mixed‐use development of hotel, residential and retail elements, characterized by a combination of diverse activities concentrated into a single development. The calculated built area is around 530,000 m2 Population The development is expected to accommodate a total population of 22,977 Trip generation Estimated at 1,915 vehicle trips at full build‐up and 100% occupancy Pedestrian generation Estimated at 18,382 from the various zones within the development Recommended transportation improvements Car parking Project status Phase A under construction 30
http://www.mpd.gov.sa/projects.htm 72 KING ABDUL AZIZ WAQF II DEVELOPMENT31 Site area The development extends over an area of 30,000 m2, located to the north east of al‐Haram. It is bounded by the proposed First Ring Road corridor to the north, Jabal Khandamah to the east, the eastern plazas of Al‐Haram to the west, and Jabal Abi Qubeiss to the south. Built‐up area The project consists of 11 towers comprising a residential built‐up area of 218,000 m2, 4,363 hotel units, in addition to a commercial element extending over an area of 6,220 m2, a prayer area of 33,000 m2, and a parking area with a capacity of 566 car parking spaces and 56 bus parking spaces. Population The development is expected to accommodate a total population of 55,000 Trip generation Estimated at 4,583 vehicle trips at full build‐up and 100% occupancy Pedestrian generation Estimated at 44,000 from the various zones within the development Recommended transportation improvements Car parking 566 car parking spaces and 56 bus parking spaces Project status Approved 31
Al‐Iktissadiyya Electronic Newspaper. Issue no. 5490, dated October 22, 2008. 73 KING ABDUL AZIZ ROAD (MWG)32 Site area The MWG development will create a new corridor, comprising mixed land uses served by a rapid transit system. The total site area is around 1,170,000 m2. It is located to the east of Al Haram and at the western entrance to the city. It is bounded to the North by Umm Al Qura road, Tayseer region, and Al Zahraa street, to the east by Jabal Omar and the First Ring Road, and to the South by the Tandabaoui Development Project, Al Handawiya street, and Al Russayfa street. 2 Built‐up area The total built‐up area is estimated at 3,809,000 m Population The development is expected to accommodate a total population of 533,306, 30 % of which is permanent, another 30% is seasonal, and the remaining 40% in hotels. Trip generation A total of 44,442 vehicle trips are expected to be generated from the various land‐
use types in the project area at the peak hour Pedestrian generation Estimated at 426,645 from the various zones within the development and from adjacent neighborhoods Recommended transportation improvements Introduction of a new transit system from 3rd Ring Road to a transport station in the vicinity of the Haram Parking area at the 3rd Ring Road with a total capacity of 5,00033 The use of ITS The use of travelators and pedestrian tunnels Car parking Project status Proposed/ received preliminary approval 32
http://www.mpd.gov.sa/projects.htm Makkah Western Gateway Project. Traffic and Transport Study. Final Report. IBI Group and DMJM Harris. October 2003. 33
74 8. EXISTING TRANSPORT SYSTEM IN MADINAH & POTENTIAL IMPROVEMENTS 8.1
Geography Madinah (officially al‐Madinah al‐Munawwarah) is also a city in the Hijaz region of western Saudi Arabia, and serves as the capital of the Al Madinah Province. It is the second holiest city in Islam, and the burial place of the Islamic Prophet Muhammad and it is historically significant for being his home after the Hijrah. Madinah is located at 340 km north of Makkah and about 190 km from the Red Sea coast. It is situated in the most fertile part of all the Hijaz territory, the streams of the vicinity tending to converge in this locality. An immense plain extends to the south; in every direction the view is bounded by hills and mountains. The city forms an oval, surrounded by a strong wall, 9.1 to 12 m high and is flanked with towers, while on a rock, stands a castle. Of its four gates, the Bab‐al‐Salam, or Egyptian gate, is remarkable for its beauty. Beyond the walls of the city, west and south are suburbs consisting of low houses, yards, gardens and plantations. These suburbs have also walls and gates. 8.2
Population Madinah currently has a population of more than 1,100,000 people (2008). However it shall also serve and accommodate large numbers of pilgrims during various times of the year. Key population projections and reflected anticipated growth in pilgrims and Umrah Visitors were estimated to be as follows34: •
•
•
Resident Population: o Current, 1429H/2008G: 1.1 Million o Expected, 1462H/2040G: 2.6 Million Total number of pilgrims (Visitors during Hajj): o Current, 1429H/2008G: 2.1 Million o Expected, 1462H/2040G: 4.7 Million Total number of Umrah Visitors: o Current, 1429H/2008G: 2.1 Million o Expected, 1462H/2040G: 4.5 Million Madinah's importance as a religious site derives from the presence of the Tomb of the Prophet Muhammad inside “The Mosque of The Prophet” or Al‐Masjid al‐Nabawi (see Figure 36). This Holy Mosque stands at the east of the city and resembles the mosque at Makkah on a smaller scale. Its area and estimated capacity are shown in Table 3 below. 34
Comprehensive Plan for Makkah‐Madinah‐Mashaer, Madinah Comprehensive Transportation Plan, March 2010 (MMM Group, Moriyama & Teshima Architects and Planners) 75 Table 3: Area of the Holy Mosque and Number of Worshippers35 The Holy Mosque The plazas Total Area (m2) 165,000 135,000 400,000 Number of Worshippers 260,000 250,000 510,000 Figure 36: The Holy Mosque in Madinah The location of the Holy Mosque in Madinah creates a central focus for the city. It results in extremely high pedestrian flows in the Central Area, which represents the area located within the First Ring Road (see Figure 37). Pedestrian volumes remain at relatively high levels during most of the year coincident with Friday prayers, when attendance is usually between 300,000 to 500,000 worshippers. The pedestrian domain in the Central Area is relatively good (compared to Makkah Central Area), with sidewalks, covered pedestrian areas, and some pedestrian‐only connections. Nevertheless some links get extremely busy with pedestrians during peak seasons, requiring street closures and crowd management measures to ensure safety and security of pilgrims. Traffic Operations along the First Ring Road are still considered a significant problem, especially for vehicles‐pedestrian conflict at peak times. 35
The Custodian of the Two Holy Mosques Institute for Hajj Research
76 The Mosque of the Prophet (Madinah Haram) First Ring Road Figure 37: Madinah Central Area (within the First Ring Road) 8.3
Transport and Mobility System and Patterns in Madinah 8.3.1 Road Network The existing road network in Madinah is quite extensive, and there is a number of planned additional links, some of which are currently under construction. Unlike Makkah, where the development of the road network is contrained by the natural topography, Madinah benefits from a denser urban road network supported by a regional network. The Grand Haram in Madinah (The Mosque of the Prophet), located at the heart of the city, has exerted great influence on how the urban activity system and road infrastructure of Madinah have evolved over time, similar to the case of Makkah. The existing road network of Madinah consists of a set of radial roads leading to/from the Haram and another set of ring roads encircling the Haram. The road network is shown in Figure 38. Omar Ibn Al Khattab Road, a radial road extending to the southwest, serves largely traffic to/from Makkah and Jeddah, along with Hijra Road which serves the same travel market. Several other radial roads link the Haram to areas in almost all other directions. The First Ring 77 Road (King Faisal bin Abdul Aziz Road) and Second Ring Road (Amir Abdullah Road) are 5‐km and 27‐km long, respectively. Located approximately three kilometres from the Haram at the nearest point, the second ring road defines the inner area of Madinah which has higher land use densities than outer areas. The intersections of the second ring road are mostly grade separated. The Third Ring Road (King Khalid Road) is situated at a farther distance from the city center (about 10‐15 kms) and is only partially completed. Figure 38: Main Road Network of Madinah 78 8.3.2 Public Transport System
The existing urban bus service is very limited, with low ridership due to infrequent and sometimes unreliable service. SAPTCO is the sole bus operator in Madinah, running the bus routes indicated on Figure 39 below. Figure 39: Current Bus Routes in Madinah The registered taxis in Madinah are few, yet there is an informal taxi/jitney service that is provided by private vehicles (accounting for nearly 20% of daily passenger vehicle traffic). 79 8.3.3 Madinah Comprehensive Transportation Plan36
The MCTP has used the following population statistics for Madinah: Permanent resident population: • 1.1 M residents in 2008 • 2.7 M residents expected by 2040 Visitor Population: • 2.1 M visitors before and after Hajj and 2.1 M Umrah visitors in 2009 • 4.7 M visitors before and after Hajj and 4.5 M Umrah visitors expected by 2040 The MCTP mainly focuses on land use structure, modal mobility, future travel demand, road classification, pedestrian domain, ITS and Traffic Signal System, urban public transport, and last but not least, the Central Area. Some of the recommendations of the MCTP include: • Improving the pedestrian domain within the city: trail system, sidewalks, multiple protected pedestrian crossings along the First Ring Road. • Linking the main visitor attractions: e.g. providing links between the mosques, converting some roadways into pedestrian‐only facilities, etc. • Modernizing traffic signal systems and ITS controls • Providing Real Time Passenger Information • Integrated Smart Card Ticketing Systems In order to reduce the pedestrian‐vehicle conflict in the Central Area, the plans for the First Ring Road are also under study, including: •
Demolition of south elevated structure; •
Additional major road construction; •
Grade separation of parking accesses under the Haram Plaza; •
8 more pedestrian underpasses. The MCTP proposes a public transport network composed of Light Rail, Bus Rapid Transit and Park and Ride facilities as shown in Figure 40. It also supports the proposal of public‐private partnership financing model for the new public transport system (initially proposed by a Consortium led by NAJD). A concession operating model with government start‐up capital and land dedications is also proposed. Some supporting policies will be needed such as control of supply and setting of parking prices in the Central Area. 36
Comprehensive Plan for Makkah‐Madinah‐Mashaer, Madinah Comprehensive Transportation Plan, March 2010 (MMM Group, Moriyama & Teshima Architects and Planners) 80 Figure 40: Proposed Public Transport System The Saudi Railway Organization proposed to locate the station of the High Speed Rail (Haramain HSR) to the east of the Knowledge Economic City (KEC) as shown in Figure 41. 81 37
Figure 41: Location of the Haramain High Speed Rail Station 37
Haramain High‐Speed Rail Station, Madinah ‐ Traffic Impact Study ‐ March 2010 ‐ Buro Happold 82 9. OVERVIEW OF AVAILABLE RESOURCES 9.1
Main Data Sources The main sources of information related to vehicular and crowd movement in Makkah, Madinah and the Masha’er and the Two Holy Mosques as well as everything related to Hajj and Umrah, include: •
Information and data available at the concerned authorities at the kingdom, district and city levels, including: o Ministries (e.g. Ministry of Transport, Ministry of Rural and Municipal Affairs) o Regional Development Authorities o Municipalities (Municipality of Makkah, Municipality of Madinah) •
Studies and researches carried out by the Hajj Research Institute; •
Published studies and researches available at universities or public libraries, online digital databases, etc. •
Online and printed journal publications The Custodian of the Two Holy Mosques Institute for Hajj Research (CTHMIHR) is considered as the official source that provides information about Hajj, Umrah, the Holy places and the Two Holy Cities. The institute started as a research unit at King Abdul Aziz University (KAU) in Jeddah in 1975 under the name of the Hajj Research Centre, and then was officially transferred to Umm Al‐Qura University (UQU) in Makkah in 1983. The CTHMIHR aims to realize the following objectives: 1. Establishing a database including all Hajj information to serve as a comprehensive scientific reference for different types of statistics and facts, and consequently create a computational model that assimilates all Hajj processes in a way that facilitates planning. 2. Building an integrated historical record including studies, documents, photographs, films, maps and manuscripts relating to Hajj, Makkah and Madinah to serve as a permanent scientific historical reference. 3. Preserving the natural environment of the Holly places as well as preserving the Islamic features of Makkah and Madinah The organizational structure of the HRI comprises the following five research units: •
Administration Research Unit: Dealing with the application of scientific theories in administration and it makes use of its database to gain the best results for the success of corporations of systems that work in Hajj. •
Environment and Health Research Unit: Concerned with applied research and studies in the fields of air, water, waste, climate pollution and natural disasters. 83 •
Engineering and Planning Research Unit: This unit coordinates the engineering and planning works system that are executed to develop the engineering environment for Hajj, Umrah and Visit starting from land‐ports, sea‐ports, airports, reception places, Holy places and appointed places for Ihram (Miqats). •
Information and Media Research Unit: Dealing with the information and guidance services introduced to the guests of Allah (SWT), and also concerned with reflecting the Kingdom's efforts for Hajj and Muslims. •
Information and Technology Research Unit: Covering many fields like statistics, capacity of crowded places, database and computer. A Center for Hajj Research Excellence was also established in the Custodian of the Two Holy Mosques Institute for Hajj in the year 1428H, when a significant fund was earmarked for studies and research that aim to promote and improve Hajj and Umrah environment. 9.2
Available Resources Available resources mainly include: 9.2.1 Data on Planning and Operations
Certain data is normally collected for planning and operations. This includes data collected or prepared by the HRI which will be described in Sections 9.3 through 9.5. 9.2.2 Hajj Traffic Plans
Hajj Traffic Plans are updated and published annually on www.hajjgis.net by the Ministry of Interior (General Security‐ Hajj Traffic Safety Forces). They mainly aim at making best use of the transport infrastructure in the areas of Makkah and the Holy Sites, to facilitate and regulate pedestrian and vehicular movements during Hajj rituals and prayers. The Hajj Traffic Plan includes: •
Interactive maps, which are also available to download, showing traffic circulation plans in the areas of Makkah, Mina, Muzdalifah, Arafat and the Holy Haram, during each of the following excursions: o Tass’eed: trip from Makkah to Arafat, meaning the trip Makkah‐Mina‐
Muzdalifah‐Arafat o Nafra: return trip from Arafat to Makkah, meaning the trip Arafat‐Muzdalifah‐Mina‐
Makkah These maps indicate travel directions on the roads and pedestrian tunnels. An example is shown in Figure 42. 84 •
Instructions and directions related to transport of pilgrims, service vehicles movement restrictions, etc. •
Other practices in traffic management during the Hajj Season, such as road closures, pedestrian guidance and group dispatching, etc. Figure 42: Traffic Circulation Plan for the Hajj of 1429H (Source: www.hajjgis.net) 9.2.3 GIS Database on Lodging
GIS databases on hotels and other accommodation in Makkah and Madinah are available on www.makkahgis.net and www.madinahgis.net respectively (see Figure 43). These websites have been developed by the Hajj Research Institute and include information on hotels and housing units in the Holy Cities, such as location, size, availability, etc. Searching through the GIS database can be done by criteria or using maps. 85 Figure 43: Main Page of MakkahGIS.NET 9.2.4 Network Models
Traffic network models including an Emme model for Makkah, developed by ____________ 9.3
Data Collected Regularly This mainly includes the yearly programs that are carried out by the Hajj Research Institute. Such programs are summarized in Table 3 below. Table 4: Yearly Programs Implemented in the Hajj Research Institute Research Unit Program Program Description Administrative and Social Research Unit Estimation and determination of the spending of pilgrims coming from abroad Environment and Health Research Unit Scientific and historical records of Zamzam Water Estimating the total spending for the pilgrim coming from abroad, from the time he/she arrives to the kingdom until returning to his/her home country; and assessing the impact of variables such as type of work, education level and travel means on his/her spending. Developing a scientific and historical record for the physical, chemical and bacteriological characteristics of the water of Zamzam well, and monitor the 86 Engineering and Planning Research Unit characteristics of Zamzam water to resist any possible contamination that could result from the increased human activity or other environmental factors. Developing a warning system for early detection of any sudden changes in the flow paths or sources of Zamzam water, and gathering full information about the qualitative and quantitative characteristics of this water to configure a chart to be used for periodic comparisons. Air pollution in Makkah Comprehensive assessment of the air pollution problem and its impact on health; determining the and the Masha’er and its effect on pilgrims and relationship between air quality and pollution sources and weather conditions; making scientific Umrah visitors recommendations for the protection of air quality and the health of the residents, pilgrims and Umrah visitors. Makkah, Masha’er and Climate monitoring in a number of sites in Makkah and Madinah Climate Study the Holy Masha’er in order to provide a clear picture about the climate change in these areas. Determining the number of vehicles and pedestrians on Vehicular Circulation the road during the trip from Arafat to Mina, which between Arafat and helps to identify many of the problems and phenomena Muzdalifah related to this mission (Nafra) and then study and analyze it to ensure easy circulation. Estimating the total number of pilgrims standing in Arafat, based on the number of pilgrims leaving this location, including pilgrims coming from within the kingdom and those coming from abroad. Monitoring program of Maintaining the shuttle operation in the Holy Masha’er, to transport pilgrims from Turkey, Europe, America, pilgrims transport by shuttle service Australia and pilgrims of Southeast Asia during the Hajj of 1429H. This entails the collection of data on the numbers of pilgrims transferred by the Institutions of Turkey and Southeast Asia via a shuttle system, the loading and unloading times of passengers for a sample of buses transferring these pilgrims between Arafat, Mina and Muzdalifah in addition to the travel time in the bus from Arafat to Mina and from Muzdalifah to Mina. Directional signage and Yearly update of the directional signage and way‐
finding maps for Makkah and the Holy Masha’er way‐finding update indicating the location of services and Tawafa programs Institution, to guide the service providers and supervising bodies to identify the various sites and their accessibility. Monitoring and Assigning special teams to monitor the group evaluation of dispatching of pilgrims (tafweej plans) to ensure a operational plans and smooth crowd movement in the Jamarat area. 87 the group dispatching of pilgrims in the Jamarat bridge area Awareness and training program of drivers and workers in the shuttle transportation system Information and Media Research Unit Information and Technology Research Unit Raising awareness and training of bus drivers, who ranged in number from 3500 to 4000, including drivers, administrators and supervisors, and who are expected to exceed 5000 people next year due to the start of implementation of the shuttle system from Iran and non‐Arab African countries. Photography During each of the Ramadan seasons, photographs are taken by HRI’s photography team for the Haram and the surrounding areas to document the situation and the circulation before, during and after the prayers. The team also provides the necessary documentary images for the studies and researches conducted by the Institute, as well as artistic views of the Two Holy Mosques. Video capture During each of the Ramadan seasons, video films are captured by HRI’s photography team for the Haram and the surrounding areas to document the situation and the circulation before, during and after the prayers. The team also provides the necessary video films for the studies and researches conducted by the Institute, and recordings for various documentary movies. HRI News certification in Documenting newspaper articles pertaining to the Institute and its activities, the Two Holy Mosques and newspapers and Makkah and Madinah and the Masha’er and everything secretariat related to Hajj and Umrah, as well as studies and researches carried out by the Institute. Such documents are usually accumulated throughout the year, and are seasonally classified, indexed and saved in the archive. Printing and publishing studies and researches, organizing and conserving files, providing the students participating in research with the material they need, etc. Demographic Identifying the demographic profile of the Umrah pilgrims by exploring the characteristics of Umrah characteristics of pilgrims pilgrims over time and their personal observations and obstacles faced during the program preparation. 88 9.4
Previous Studies by Hajj Research Institute Over the past years, a number of studies, research projects and reports have been created in both Arabic and the English language in the CTHMIHR. Table 4 below shows a selected sample of the studies and researches, extracted from a descriptive index dated 2008. Table 5: Sample of the Studies and Researches at the CTHMIHR 38 Study/Research Title Traffic Counts on the Roads Leading to Makkah During Hajj 1410 H Study of the Phenomenon of the Accumulation of Pilgrims at King Abdul Aziz International Airport, Jeddah when Leaving the Country after Performing the Hajj Rites, Hajj Basic Statistics for Pilgrims: Hajj 1427H Basic Statistics Concerning Pilgrims: Ramadan, 1428 H Basic Statistics concerning Pilgrims in Makkah and Al‐ Medina, Hajj 1422 H Final Report Date This special statistical report illustrates vehicle 01‐07‐1412 H
movements on the roads leading to Makkah Al‐
Mokarramah. This study examines the accumulation of pilgrims 30‐06‐1414 H
at King Abdul Aziz International Airport in Jeddah at the time of departure after having completed their pilgrimage. The research uses statistical methods and computer‐aided information to produce the analysis in this study. It also contains four supplements of figures, charts and statistics. This study focuses on data concerning the cultural 12‐01‐1429 H
and social characteristics of the population of pilgrims in Makkah during Al‐Hajj 56. Considers population characteristics, economic 18‐05‐1429 H
and social for pilgrims of the most important elements involved in the design of many studies and research on the community of pilgrims, in the absence of true figures of many of the characteristics of pilgrims made a review of this study are based on a sample taken from a survey of pilgrims in Makkah during the month of Ramadan each year. The current study aims to identify demographic characteristics of pilgrims, in addition to the above studies in previous years. Description This study aimed to understand the demographic characteristics and the cultural and social needs of pilgrims at the Holy Mosque in Makkah and Al‐Medina. 30‐12‐1422 H
Study of Noise Pollution during This study was concerned with the assessment of 22‐02‐1429 H
the Hajj Season of 1427 H noise levels in the Mina valley and the Arafat area during the Hajj season of 1427H (2006). Several recommendations are reported to protect pilgrims' health. 38
Source: The Descriptive and Cumulative Index of the Studies, Reports, and Researches‐ The Custodian of the Two Holy Mosques Institute of Hajj Research at Umm Al Qura University ‐ June 2008 89 Pilgrims’ Exposure to Air The study examines air quality and factors Pollutants in Makkah and the influencing this in Makkah and the holy places. It Holy Places‐1426 H. pointed out that there are high concentrations of carbon monoxide from cars in roads and streets in the Muna`valley and around the roads leading to the Arafat valley, as well as in tunnels and in the crowded streets in Makkah. These sometimes exceed the maximum allowable levels, constituting a persistent risk to public health in the Muna valley and in Makkah. Survey of Transport Services for This study aimed to demonstrate the impact on the efficiency of the industry of Pilgrims in Makkah during unregulated private transport in Makkah in the Ramadan ‐ 1427 H holy month of Ramadan, according to several criteria and by asking for the views of beneficiaries of such services. It was found that private transport has the ability to compete with the public transport system. The proliferation of unregulated means of transport in Makkah in the month of Ramadan offers evidence of the inefficiency of the public transport system which runs formally in Makkah. Characteristics and the Social and This study used a survey to sample a number of families, homes, citizens and residents in Makkah, Economic Conditions of in order to identify some of the basic the Population of Makkah characteristics of its population and housing. It ‐1424 H includes maps, tables and illustrations. The objectives of this study were to examine the Psychological Pressure and levels of psychological pressure on pilgrims, Health of Pilgrims ‐ a Field identify the sources of this pressure, together with Survey the physical and psychological symptoms experienced by pilgrims during the Hajj. It was further intended to discover which pressures exert greatest influence on the pilgrims’ physical and psychological health. The research accumulated results covering 16 points and made organizational recommendations and others concerning special education. Study on the Characteristics of This study extends the earlier research carried out the Pedestrian Movement of in 1413 H. It includes a comparison of the services Pilgrims Between Arafat And on the roads between Arafat and Muzdalifah, the movement of pilgrims and their overlap with Muzdalifah vehicles, and an analysis of the movement of pilgrims and pedestrians. The study recommended that the capacity of both roads and pedestrian routes should be increased by establishing other roads. Work also needs to be 90 05‐05‐1428 H
01‐09‐1428 H
01‐01‐1425 H
30‐06‐1419 H
15‐05‐1415 H
carried out to increase public services such as providing water courses, drinking water, health services and food. In addition to the above list, below are some examples of other informative studies and documents, related to the Transport and Crowd Movement topic, which should be also available at the Hajj Research Institute: •
Presentation of the Haram Third Expansion Project‐ part of Shamiyah: Demographic and Economic Growth of Muslims in the World, the crowding around the Haram, Shamiyah Area, the Third Expansion plan, Pedestrian and emergency tunnels •
Presentation of the Haram Second Expansion Project: Comprehensive Presentation on the Second Expansion plan •
Proposed Solutions to Relieve Congestion during Hajj •
Evaluation of Current Traffic Violation Management System and Proposed Alternative Systems •
Development of Public Transport Services in Makkah Al Mukarramah •
Traffic Congestion around the Haram in Ramadan 1409H •
Signage and Way Finding around the Haram •
Congestion and the Holy Mosque in Makkah: Ph.D Thesis in Architecture Department by Dr Wael Saleh Ahmad Halabi •
Documentaries on the Holy Mosque in Makkah •
Film and Photos of the Traffic Movements on 17/9/1429H •
Films on the Pedestrian Movement and Tawaf during Prayers in Ramadan, Friday Prayers, etc. •
Design Criteria for the Handicapped in the Holy Mosque ‐ 1429H •
Security Authorities Requirements •
Statistics on the number of pilgrims from 1390H to 1428H •
Feasibility Study of the Operation of Additional Buses to Improve the Public Transport Service in Makkah, Jeddah and Madinah‐ 1422H. •
Preliminary Study to Develop Tunnels in Makkah •
Proposed Long Term Development Project for the Holy Haram 9.5
Previously Published Research As previously mentioned, many published studies and researches of interest are available in universities, public libraries, journals, online digital databases, etc. Several documents that are representative of the type of research that is being published on Hajj and/or Makkah are summarized in Tables 5 through 8. The list is based on the Scopus39 database and includes publications since 2006 in each of Life, Health, Physical, and Social/Human Sciences. 39
Scopus is a large abstract and citation database of peer‐reviewed literature and quality web sources with smart tools to track, analyze and visualize research (http://info.scopus.com/) 91 Table 6: Publications since 2006 in Life Sciences‐ Source: Scopus database Authors Title Kalimuddin, S., Seow, C.J., Hidden health risks of the Hajj ‐ A report of Barkham, T., Deepak, R.N., Li, two cases of brucellosis contracted by L., Tan, T.T. pilgrims during the Hajj Year Source title 2010 Scandinavian Journal of Infectious Diseases Document Type Article Ebrahim, S.H., Memish, Z.A., Uyeki, T.M., Khoja, T.A.M., Marano, N., McNabb, S.J.N. Pandemic H1N1 and the 2009 Hajj 2009 Science Short Survey Wilder‐Smith, A. Meningococcal vaccines: A neglected topic in travel medicine? 2009 Expert Review of Vaccines Review Al‐Jeelani, H.A. Evaluation of air quality in the Holy Makkah during Hajj season 1425 H 2009 Journal of Applied Sciences Research Article 2008 Arab Gulf Journal of Scientific Research Article 2008 Journal of Medical Virology Article Rashid, H., Shafi, S., Influenza vaccine in Hajj pilgrims: Policy Haworth, E., Memish, Z.A., El issues from field studies Bashir, H., Ali, K.A., Booy, R. 2008 Vaccine Article Johansson, A., Helbing, D., Al‐Abideen, H.Z., Al‐Bosta, S. From crowd dynamics to crowd safety: A video‐based analysis 2008 Advances in Complex Systems Conference Paper Rashid, H., Shafi, S., Haworth, E., El Bashir, H., Memish, Z.A., Sudhanva, M., Smith, M., Auburn, H., Booy, R. Viral respiratory infections at the Hajj: Comparison between UK and Saudi pilgrims 2008 Clinical Microbiology and Infection Article Nasralla, M.M., Seroji, A.A.R. Particulates in the atmosphere of Makkah and Mina Valley During Ramadan and Hajj seasons of 1424 and 1425 H (2004‐2005) Tayeb, H.T., Dela Cruz, D.M., Al‐Qahtani, A., Al‐Ahdal, M.N., Carter, M.J. Enteric viruses in pediatric diarrhea in Saudi Arabia 92 Khan, N.A., Azhar, E.I., El‐
Fiky, S., Madani, H.H., Abuljadial, M.A., Ashshi, A.M., Turkistani, A.M., Hamouh, E.A. Nasralla, M.M., Seroji, A.R. Clinical profile and outcome of hospitalized patients during first outbreak of dengue in Makkah, Saudi Arabia 2008 Acta Tropica Article Primary pollutants and potential photochemical smog formation in Makkah, Saudi Arabia 2007 Arab Gulf Journal of Scientific Research Article Ghabrah, T.M., Madani, T.A., Albarrak, A.M., Alhazmi, M.A., Alazraqi, T.A., Alhudaithi, M.A., Ishaq, A.H. Assessment of infection control knowledge, attitude and practice among healthcare workers during the Hajj period of the Islamic year 1423 (2003) 2007 Scandinavian Journal of Infectious Diseases Article Wilder‐Smith, A. Hill, D.R., Ericsson, C.D., Pearson, R.D., Keystone, J.S., Freedman, D.O., Kozarsky, P.E., DuPont, H.L., Bia, F.J., Fischer, P.R., Ryan, E.T. Meningococcal vaccine in travelers 2007 The practice of travel medicine: Guidelines by 2006 the infectious diseases society of America Current Opinion in Infectious Diseases Clinical Infectious Diseases Review Review Davies, F.G. Risk of a Rift Valley fever epidemic at the haj in Mecca, Saudi Arabia OIE Revue Scientifique et Technique Review 93 2006 Table 7: Publications since 2006 in Health Sciences‐ Source: Scopus database Deris, Z.Z., Hasan, H., Sulaiman, S.A., Wahab, M.S.A., Naing, N.N., Othman, N.H. Khan, K., Memish, Z.A., Chabbra, A., Liauw, J., Hu, W., Janes, D.A., Sears, J., Arino, J., MacDonald, M., Calderon, F., Raposo, P., Heidebrecht, C., Wang, J., Chan, A., Brownstein, J., Gardam, M. Haworth, E., Rashid, H., Booy, R. The prevalence of acute respiratory symptoms and role of protective measures among Malaysian Hajj pilgrims Global public health implications of a mass gathering in mecca, Saudi Arabia during the midst of an influenza pandemic 2010 Journal of Travel Medicine Document Type Article 2010 Journal of Travel Medicine Article Prevention of pandemic influenza after mass gatherings ‐ Learning from Hajj 2010 Journal of the Royal Society of Medicine Editorial Kalimuddin, S., Seow, C.J., Barkham, T., Deepak, R.N., Li, L., Tan, T.T. Gautret, P., Parola, P., Brouqui, P. Hidden health risks of the Hajj ‐ A report of two cases of brucellosis contracted by pilgrims during the Hajj Risk factors for H1N1 influenza complications in 2009 Hajj pilgrims 2010 Scandinavian Journal of Infectious Diseases Article 2010 The Lancet Letter Lankarani, K.B. Hajj and swine flu pandemic (H1N1, 2009): What is expected and what should be done? 2010 Iranian Red Crescent Medical Journal Editorial Hollisaz, M.T., Pourheidari, G., Saghafinia, M., Khanipour‐Roshan, S., Assari, S. Alherabi, A.Z. Hospital admission due to nephrological conditions during Hajj: Causes, healthcare use, and short‐term outcomes Road map of an Ear, Nose, and Throat clinic during the 2008 Hajj in Makkah, Saudi Arabia 2010 Iranian Journal of Kidney Diseases Article 2009 Saudi Medical Journal Article Science Short Survey Journal of Travel Medicine Article Authors Title Year Source title 2009 Ebrahim, S.H., Memish, Z.A., Uyeki, Pandemic H1N1 and the 2009 Hajj T.M., Khoja, T.A.M., Marano, N., McNabb, S.J.N. Gautret, P., Soula, G., Delmont, J., Common health hazards in french pilgrims during 2009 Parola, P., Brouqui, P. the hajj of 2007: A prospective cohort study 94 Gautret, P., Soula, G., Parola, P., Brouqui, P. WILDER‐SMITH, A., CHOW, A., GOH, K.‐T. Hajj Pilgrims' knowledge about acute respiratory infections Emergence and disappearance of W135 meningococcal disease 2009 Emerging Infectious Diseases Letter 2009 Epidemiology and Infection Article in Press Deris, Z.Z., Hasan, H., Sulaiman, S.A., Wahab, M.S., Naing, N.N., Othman, N.H. Meo, S.A., Imran, M.B. Preference of treatment facilities among Malaysian Hajj pilgrims for acute respiratory symptoms Swine flu: No need to panic during Hajj season 2009 Saudi Medical Journal Article 2009 Letter Borrow, R. Meningococcal disease and prevention at the Hajj The quest for public health security at Hajj: The WHO guidelines on communicable disease alert and response during mass gatherings 2009 Pakistan Journal of Medical Sciences Travel Medicine and Infectious Disease Travel Medicine and Infectious Disease Ahmed, Q.A., Barbeschi, M., Memish, Z.A. 2009 Editorial Article Khalil, M.K.M., Borrow, R. Serogroup B meningococcal disease during Hajj: Preparing for the worst scenario 2009 Travel Medicine and Infectious Disease Article Alzeer, A.H. Baharoon, S., Al‐Jahdali, H., Al Hashmi, J., Memish, Z.A., Ahmed, Q.A. Raza, N., Syed, A.M., Ahmad, J. Respiratory tract infection during Hajj Severe sepsis and septic shock at the Hajj: Etiologies and outcomes 2009 2009 Annals of Thoracic Medicine Travel Medicine and Infectious Disease Review Article 2009 Journal of Pakistan Association of Dermatologists Article 2009 Travel Medicine and Infectious Disease Journal of Travel Medicine Article Frequency and pattern of dermatological diseases among Pakistani Hujjaj during Hajj‐1429 (2008) Rafiq, S.M., Rashid, H., Haworth, E., Hazards of hepatitis at the Hajj Booy, R. Alborzi, A., Aelami, M.H., Ziyaeyan, Viral etiology of acute respiratory infections M., Jamalidoust, M., Moeini, M., among Iranian Hajj pilgrims, 2006 Pourabbas, B., Abbasian, A. Booy, R., El Bashir, H., Rashid, H., Shingadia, D., Haworth, E. Influenza and meningococcal disease: Lessons for 2009 travellers and government from 2 epidemic diseases 95 2009 Travel Medicine and Infectious Disease Article Article Al‐Jeelani, H.A. Evaluation of air quality in the Holy Makkah during Hajj season 1425 H 2009 Journal of Applied Sciences Research Article Gautret, P., Yong, W., Soula, G., Gaudart, J., Delmont, J., Dia, A., Parola, P., Brouqui, P. Incidence of Hajj‐associated febrile cough episodes among French pilgrims: A prospective cohort study on the influence of statin use and risk factors The relation between short‐term oral contraceptive consumption and cerebrovascular, cardiovascular disorders in Iranian women attending Hajj Hajj: Health lessons for mass gatherings 2009 Clinical Microbiology and Infection Article 2008 Saudi Medical Journal Article 2008 Journal of Infection and Public Health Review Enteric viruses in pediatric diarrhea in Saudi Arabia 2008 Journal of Medical Virology Article Influenza vaccine in Hajj pilgrims: Policy issues from field studies 2008 Vaccine Article From crowd dynamics to crowd safety: A video‐
based analysis 2008 Advances in Complex Systems Conferenc
e Paper Rashid, H., Shafi, S., Haworth, E., El Bashir, H., Booy, R. Influenza and RSV among returning travellers 2008 British Journal of Infection Control Article Wilder‐Smith, A. Meningococcal disease: Risk for international travellers and vaccine strategies 2008 Travel Medicine and Infectious Disease Article 2008 Clinical Microbiology and Infection Article 2008 Eastern Mediterranean Health Journal Article Azarpazhooh, M.R., Rafi, S., Etemadi, M.M., Khadem, N., Fazlinejad, A. Shafi, S., Booy, R., Haworth, E., Rashid, H., Memish, Z.A. Tayeb, H.T., Dela Cruz, D.M., Al‐
Qahtani, A., Al‐Ahdal, M.N., Carter, M.J. Rashid, H., Shafi, S., Haworth, E., Memish, Z.A., El Bashir, H., Ali, K.A., Booy, R. Johansson, A., Helbing, D., Al‐
Abideen, H.Z., Al‐Bosta, S. Rashid, H., Shafi, S., Haworth, E., El Viral respiratory infections at the Hajj: Bashir, H., Memish, Z.A., Sudhanva, Comparison between UK and Saudi pilgrims M., Smith, M., Auburn, H., Booy, R. Alborzi, A., Oskoee, S., Pourabbas, B., Alborzi, S., Astaneh, B., Gooya, M.M., Kaviani, M.J. Meningococcal carrier rate before and after hajj pilgrimage: Effect of single dose ciprofloxacin on carriage 96 Khan, N.A., Azhar, E.I., El‐Fiky, S., Madani, H.H., Abuljadial, M.A., Ashshi, A.M., Turkistani, A.M., Hamouh, E.A. Mimesh, S.A., Al‐Khenaizan, S., Memish, Z.A. Clinical profile and outcome of hospitalized patients during first outbreak of dengue in Makkah, Saudi Arabia 2008 Acta Tropica Article Dermatologic challenges of pilgrimage 2008 Clinics in Dermatology Article Rashid, H., Shafi, S., Bashir, H.E., Haworth, E., Memish, Z.A., Ali, K.A., Booy, R. Ghabrah, T.M., Madani, T.A., Albarrak, A.M., Alhazmi, M.A., Alazraqi, T.A., Alhudaithi, M.A., Ishaq, A.H. Rashid, H., Shafi, S., Haworth, E., El Bashir, H., Ali, K.A., Memish, Z.A., Booy, R. Masood, K., Gazzaz, Z.J., Ismail, K., Dhafar, K.O., Kamal, A. Influenza and the Hajj: defining influenza‐like illness clinically 2008 International Journal of Infectious Diseases Letter Assessment of infection control knowledge, attitude and practice among healthcare workers during the Hajj period of the Islamic year 1423 (2003) Value of rapid testing for influenza among Hajj pilgrims 2007 Scandinavian Journal of Infectious Diseases Article 2007 Travel Medicine and Infectious Disease Article Pattern of psychiatry morbidity during Hajj period at Al‐Noor Specialist Hospital 2007 International Journal of Psychiatry in Medicine Article Madani, T.A., Ghabrah, T.M. Meningococcal, influenza virus, and hepatitis B virus vaccination coverage level among health care workers in Hajj 2007 BMC Infectious Diseases Article Al‐Asmary, S., Al‐Shehri, A.‐S., Abou‐Zeid, A., Abdel‐Fattah, M., Hifnawy, T., El‐Said, T. Al‐Harthi, S.A., Jamjoom, M.B. Acute respiratory tract infections among Hajj medical mission personnel, Saudi Arabia 2007 International Journal of Infectious Diseases Article Enteroparasitic occurrence in stools from residents in Southwestern region of Saudi Arabia before and during Umrah season 2007 Saudi Medical Journal Article Gautret, P., Gaillard, C., Soula, G., Delmont, J., Brouqui, P., Parola, P. Pilgrims from Marseille, France, to Mecca: Demographics and vaccination status 2007 Journal of Travel Medicine Article Madani, T.A., Ghabrah, T.M., Albarrak, A.M., Alhazmi, M.A., Alazraqi, T.A., Althaqafi, A.O., Causes of admission to intensive care units in the Hajj period of the Islamic year 1424 (2004) 2007 Annals of Saudi Medicine Article 97 Ishaq, A.H. Gatrad, A.R., Shafi, S., Memish, Z.A., Sheikh, A. Hajj and the risk of influenza 2006 British Medical Journal Editorial Shafi, S., Rashid, H., Ali, K., El Bashir, H., Haworth, E., Memish, Z.A., Booy, R. [No author name available] Influenza vaccine uptake among British Muslims attending Hajj, 2005 and 2006 [4] 2006 British Medical Journal Letter Health conditions for travellers to Saudi Arabia for the pilgrimage to Mecca (Hajj). III. Poliomyelitis. Addendum. 2006 Avnon, L.S., Jotkowitz, A., Smoliakov, A., Flusser, D., Heimer, D. Can the routine use of fluoroquinolones for community‐acquired pneumonia delay the diagnosis of tuberculosis? A salutary case of diagnostic delay in a pilgrim returning from Mecca Pattern of medical diseases and determinants of prognosis of hospitalization during 2005 Muslim pilgrimage (Hajj) in a tertiary care hospital. A prospective cohort study Causes of hospitalization of pilgrims during the Hajj period of the Islamic year 1423 (2003) 2006 Weekly epidemiological record Note / Health Section of the Secretariat of the League of Nations European Journal of Internal Article Medicine Khan, N.A., Ishag, A.M., Ahmad, M.S., El‐Sayed, F.M., Bachal, Z.A., Abbas, T.G. Madani, T.A., Ghabrah, T.M., Al‐
Hedaithy, M.A., Alhazmi, M.A., Alazraqi, T.A., Albarrak, A.M., Ishaq, A.H. Memish, Z.A., Balkhy, H.H., Almuneef, M.A., Al‐Haj‐Hussein, B.T., Bukhari, A.I., Osoba, A.O. Hamouda, C., Ben Salah, N., Garbouj, M. 2006 Saudi Medical Journal Article 2006 Annals of Saudi Medicine Article Carriage of Staphylococcus aureus among Hajj pilgrims 2006 Saudi Medical Journal Article Organization of prehospital care for Tunisian people on pilgrimage to Mecca 2006 JEUR Article 98 Madani, T.A., Albarrak, A.M., Alhazmi, M.A., Alazraqi, T.A., Althaqafi, A.O., Ishaq, A.H. Meysamie, A., Ardakani, H.Z., Razavi, S.M., Doroodi, T. Choudhry, A.J., Al‐Mudaimegh, K.S., Turkistani, A.M., Al‐Hamdan, N.A. Balkhy, H., Al‐Hajjar, S. Davies, F.G. Ahmed, Q.A., Arabi, Y.M., Memish, Z.A. Shafi, S., Gatrad, A.R., Quadri, S.M.H., Sheikh, A. Steady improvement of infection control services 2006 in six community hospitals in Makkah following annual audits during Hajj for four consecutive years Comparison of mortality and morbidity rates 2006 among Iranian pilgrims in Hajj 2004 and 2005 BMC Infectious Diseases Article Saudi Medical Journal Article Hajj‐associated acute respiratory infection among hajjis from Riyadh 2006 Eastern Mediterranean Health Journal Article Avian influenza: Are our feathers ruffled? Risk of a Rift Valley fever epidemic at the Hajj in Mecca, Saudi Arabia 2006 2006 Annals of Saudi Medicine OIE Revue Scientifique et Technique Article Review Health risks at the Hajj 2006 Lancet Review Vaccinations for Hajj 2006 Journal of The Royal Society for Article the Promotion of Health 99 Table 8: Publications since 2006 in Physical Sciences ‐ Source: Scopus database Mohamed, H., Sulaiman, A hybrid of rule and frame based approach in S., Sabudin, M. solving hajj complex problems 2009 SoCPaR 2009 ‐ Soft Computing and Pattern Recognition Document Type Conference Paper Al‐Jeelani, H.A. Evaluation of air quality in the Holy Makkah during Hajj season 1425 H 2009 Journal of Applied Sciences Research Article Sulaiman, S., Mohamed, H., Arshad, M.R.M., Ahmad, A., Sulaiman, S. A knowledge‐based approach to facilitate queries by hajj pilgrims 2008 Proceedings ‐ International Symposium on Information Technology 2008, ITSim Conference Paper Nasralla, M.M., Seroji, A.A.R. Particulates in the atmosphere of Makkah and Mina Valley During Ramadan and Hajj seasons of 1424 and 1425 H (2004‐2005) 2008 Arab Gulf Journal of Scientific Research Article Yamin, M., Mohammadian, M., Huang, X., Sharma, D. Rfid technology and crowded event management 2008 2008 International Conference on Computational Intelligence for Modelling Control and Automation, CIMCA 2008 Conference Paper Mohandes, M. An RFID‐based pilgrim identification system (A 2008 11th International Conference on pilot study) Optimization of Electrical and Electronic Equipment, OPTIM 2008 Multi‐agent simulation of circular pedestrian 2008 Proceedings ‐ 2nd Asia International movements using cellular automata Conference on Modelling and Simulation, AMS 2008 From crowd dynamics to crowd safety: A 2008 Advances in Complex Systems video‐based analysis Conference Paper Authors Sarmady, S., Haron, F., Talib, A.Z.Hj. Johansson, A., Helbing, D., Al‐Abideen, H.Z., Al‐
Bosta, S. Noweir, M.H., Bafail, A.O., Jomoah, I.M. Helbing, D., Johansson, A., Al‐Abideen, H.Z. Title Year Conference Paper Conference Paper Study of heat exposure during Hajj (pilgrimage) 2008 Environmental Monitoring and Assessment Article Dynamics of crowd disasters: An empirical study 2007 Physical Review E ‐ Statistical, Nonlinear, and Soft Matter Physics 100 Source title Article Habeebullah, B.A. Economic feasibility of thermal energy storage systems Alharthy, A., Koshak, N. Automatic extraction of tents during Hajj from 2007 Automation in Construction airborne images to support land use optimization A strategic model for safety during the Hajj 2006 Journal of Systems Science and Systems pilgrimage: An ANP application Engineering Bahurmoz, A.M.A. 2007 Energy and Buildings Article Article Conference Paper Table 9: Publications since 2006 in Social and Human Sciences ‐ Source: Scopus database Authors Title Year Source title Document Type Clingingsmith, D., Khwaja, A.I., Kremer, M. Estimating the impact of the Hajj: Religion and tolerance in Islam's global gathering 2009 Quarterly Journal of Economics Article Al‐Kodmany, K. Planning for the hajj: Political power, pragmatism, and participatory GIS 2009 Journal of Urban Technology Article Johansson, A., Helbing, D., Al‐
Abideen, H.Z., Al‐Bosta, S. From crowd dynamics to crowd safety: A video‐
based analysis 2008 Advances in Complex Systems Conference Paper Widyarto, S., Latiff, M.S.Abd. The use of virtual tours for cognitive preparation of visitors: A case study for VHE 2007 Facilities Article Pennacchietti, F.A. Procession around the sanctuary and ritual purity in the Islamic pilgrimage 2006 Rivista di Storia e Letteratura Religiosa Article 101