THE COOPERATION COUNCIL FOR THE ARAB

STATES OF THE GULF

SECRETARIAT GENERAL

GCC RAILWAY PROJECT

COMMON GUIDELINES FOR THE IMPLEMENTATION
OF THE GCC RAILWAY PROJECT

FINAL
JULY 2012
 GLOSSARY
 AAR: Association of American Railroads, an industry trade group representing the freight railroads of
North America.

 AREMA: American Railway Engineering and Maintenance-of-Way Association.

 Automatic Train Protection: System prevents trains from overspeed and overpassing their
movement authority.

 Axle Load: The total load of unit (tare plus payload) divided by the number of axles that a particular
rolling stock has.

 Ballast: Granular stone placed on the formation to provide support to the track system.

 Bridges: An over bridge is a bridge over the track; an under bridge is a bridge under the track.

 Cant: The term used to indicate the raising of the outer rail on curved track to allow faster speeds
than if the two rails were level. Cant compensates for the centrifugal force arising from a train
traversing a curve.

 Catenary: system of wires suspended above the track, which supply power to electrically powered
trains.

 CENELEC: Comité Européen de Normalisation Électrotechnique (European Committee for

Electrical Standards).

 CTC: Central Traffic Control (Also see OCC).

 Crossover: Two switches/turnouts connected to allow trains to pass from one track to an adjacent
track or to form a continuous passage between two parallel tracks.

 OCC Operations Control Center. (also known as CTC, Central Traffic Control). Trains are controlled
from this control center. This enables centralized control of train routing decisions.

 CWR: Continuous welded rail. Rails welded into a length, which, when installed in-track, is stressed so
that there is no movement at the center under the influence of thermal forces.

 DMU: A diesel multiple unit or DMU is a multiple unit train consisting of multiple carriages powered
by one or more on-board diesel engines. They may also be referred to as a railcar.

 EIA: Environmental Impact Assessment.

 EMU: An electric multiple unit or EMU is a multiple unit train consisting of more than one passenger
carriages where all carriages in the train carry passengers, using electricity as the motive power.

 ESCWA: Economic and Social Commission for Western Asia.

 ETCS Level 2: European Train Control System, Level 2 is a digital radio-based signal and train
protection system. Movement authority and other signal aspects are displayed in the cab for the driver.
Apart from a few indicator panels there is no trackside signaling.

 ERTMS: European Rail Traffic Management System. A set of functional specifications defining non-
proprietary solution for signaling and traffic management system which comprises of two basic
components: ETCS and GSM-R.

2
 GCC: The Cooperation Council for the Arab States of the Gulf.

 GCC-SG: GCC Secretary General.

 GCC-MS: GCC Member States including: State of Kuwait; Kingdom of Saudi Arabia; Kingdom of
Bahrain; State of Qatar; United Arab Emirates; and Sultanate of Oman.

 GCC-RA: The GCC Railway Authority to be formed. When formed, is expected to incorporate
present monitoring and coordination activities of the GCC-SG with the GCC MS in respect of the
GCC Railway Project.

 GCC Railway Mainline: The GCC Railway which will link the city of Kuwait to Muscat in the
Sultanate of Oman via Dammam in the Kingdom of Saudi Arabia, Manama in the Kingdom of
Bahrain (via a Qatar-Bahrain causeway and in the future via a proposed causeway parallel to the
existing King Fahd Causeway), Doha in Qatar, Abu Dhabi and Al Ain in the United Arab Emirates
and Sohar in Oman. It is the alignment agreed upon by GCC Member States based on the results of
the feasibility study for the GCC Railway concluded in 2009.

 GSM-R: Global System for Mobile communication – Railway.

 IEC: International Electrotechnical Commission.

 IHHA: International Heavy Haulage Association.

 International Standards: Those international standards relevant/adopted for the specific conditions
of the GCC Railway Main Line include UIC, ISO, AREMA, IEC, CENELEC, ITU, etc.

 ISO: International Organization for Standardization.

 ITU: International Telecommunication Union.

 Loading Gauge: Defines the maximum height and width for railway vehicles and their loads to
ensure safe passage through bridges, tunnels and other structures. Also known as “maximum moving
dimensions” or “maximum loading dimensions”.

 Locomotive: Railway vehicle that provides the motive power for a train. It can be propelled by diesel
or electric traction.

 National Standards: Standards relevant to the transport, road, and railway sector used by the GCC
Member States that should be adopted for the GCC Railway.

 NSR: North-South Railway in the Kingdom of Saudi Arabia, where SAR, Saudi Rail Company, is
mandated with the overall implementation of the Project.

 NTA: National Transport Authority, United Arab Emirates.

 OCC: Operational Control Centre.

 OTIF: Organisation Intergouvernmentale Pour Les Transports Internationaux Ferroviaires

(Intergovernmental Organization for International Carriage by Rail).

 Passing Loop: Location on railway line where trains can pass each other

 Push-Pull Train: A locomotive pulls the train in one direction and pushes it in the other, and can be
controlled from a control cab at the other end of the train. The locomotive may be located in any part
of the train.
3
 RIC: Rail Infrastructure Company.

 ROC: Rail Operating Company.

 Rolling Stock: Used here to denote all powered and non-powered vehicles that move on the railway.

 SCADA: Supervisory Control and Data Acquisition system.

 Sleeper: A transverse beam of concrete or timber used to maintain track gauge. Sleepers carry the
dynamic loading of rail traffic and transmit it to the ballast and formation below.

 SAR: Saudi Railway Company.

 SRO: Saudi Rail Organization.

 Structure Gauge: Defines the minimum height and width of tunnels and bridges and other structures
to allow safe passage of railway vehicles.

 Switch: An assembly of one set of points and other components that permits the track to diverge
from, or merge with, another track.

 Tonne: A metric ton, i.e. 1000 kg.

 Track Gauge: The distance between the running edges of the rails in a track.

 UIC: Union Internationale de Chemin de Fer/International Union of Railways.

 Under Bridge:. Bridge under the railway line. Equally ‘Over Bridge’ is over the railway line.

 Wheel-Rail Interface: Complex interface between the rail (head and section of rail, metallurgy,
sleeper, pad and fastenings) and wheel (wheel profile). Also influenced by issues such as rail
lubrication, bogie design and maintenance, and track geometry maintenance. Must be
designed for the specific type of traffic and general conditions.

4
 TABLE OF CONTENTS
Glossary.
Purpose and Content of Document.
Introduction and Background.
Volume I - Common Technical Parameters for the GCC Railway Mainline.
Track and Civil Works Common Parameters.
Railway Systems Common Parameters.
Signaling Traffic Management.
Telecommunication.
Traction System.
Rolling Stock Common Parameters.
Operational Facilities & Arrangements.
Railway Safety.

Volume II - Construction Issues for the GCC Railway Project.

Contracting Strategy for the GCC Railway Project.
Action Required by Member States for implementing the construction of the GCC Railway
project.

Volume III - Operational and Commercial Arrangements for GCC Railway Regional Traffic
Efficient Operational Arrangements for GCC Regional Traffic.

Operational Arrangements for GCC Regional Traffic.

Necessity to decide Mode of Operation for GCC Mainline.
Commercial Regulations for GCC Regional Traffic.
Volume IV: Institutional Arrangements for Regional GCC Railway Traffic.

Legal and Institutional Capacity Building at the National Level.

Legal and Institutional Capacity Building at the GCC Regional Level.
Volume V – Conclusions and Way Forward.
Conclusions.
Key issues and strategic decisions to be made.
Immediate Timeframe.
Overall Timeframe Chart for implementation of the GCC Railway Project.

Annex 1
Coordinates at Border Crossing Points.

5
PURPOSE, STRUCTURE AND INTENDED AUDIENCE OF THIS DOCUMENT

The GCC Railway has been mandated to be both integrated and interoperable 1, and one which
transports both passengers and freight efficiently and economically across the GCC Member States.
To support the strategic objective of interoperability, and against the background that the GCC
Member States (MS) have chosen a decentralized approach to implement the project, it was agreed
to prepare a set of common parameters to be followed by all of the GCC MS during the
implementation phases of the GCC Railway project. These will provide a sound basis for the
detailed engineering design, construction, and operation phases of the GCC Railway, irrespective of
what will be the decision of the GCC MS regarding a centralized or decentralized approach for the
future phases of the implementation of the project (design, construction, operation). These
common parameters are fundamental in minimizing the risk of fragmentation of the GCC railway,
and creating operational barriers due to the introduction of differing technical standards.
The present document is composed of five major volumes, as follows:
1. Volume I: Common Technical Parameters for the GCC Railway Main Line.
2. Volume II: Construction Issues for the GCC Railway Main Line.
3. Volume III: Operational and Commercial Arrangements for GCC Railway
Regional Traffic.
4. Volume IV: Institutional Arrangements for Regional Traffic on the GCC
Railway Main Line.
5. Volume V: Conclusions and Way Forward.
As the ongoing phase in the implementation of the GCC Railway is that the GCC Member States
are currently carrying out of the detailed engineering designs in their Member States, Volume I
provisions are immediately needed by the GCC MS. However, the design activities are likely to be
influenced by decisions, still to be taken, regarding the construction, operation, and commercial and
institutional arrangements along the GCC Railway Mainline. Thus the content of Volumes II, III,
and IV must be considered and the issues agreed on as soon as possible. Volume 5 presents, in a
summarized form, the recommended actions for the finalization of the full list of parameters for the
implementation of the GCC Railway Mainline.

Specific details of the structure, target audience, and applicable timescale of this document are as
follows:

1
An interoperable railway : A railway system which allows the safe and uninterrupted movement of trains over
differently governed railway systems and accomplishes the predefined specified levels of performance. This ability
rests on all the regulatory, technical and operational conditions which must be met in order to satisfy essential
requirements.
6
Volume Specific Purpose Primary Target Audience Applicable
Timescale

Vol. I -Common To present common technical Consultants engaged by MS to carry Immediate

Technical parameters (civil, track, systems, rolling out detailed engineering designs of and ongoing.
Parameters for the stock and common operational facilities, the infrastructure. (Civil/track
GCC Railway as well as the coordinates of border design parameters, operational
Mainline. crossing points) to allow the detailed facilities).
engineering design phase of the project
Consultants engaged to prepare 2012 and
to proceed in a coordinated manner
performance specifications. (Railway onwards.
amongst the GCC MS. Adopting these
Systems, Rolling Stock).
guidelines is a fundamental part of the
implementation of an interoperable GCC-SG and MS Stakeholders. Immediate.
railway linking the GCC MS.

Vol. II - To present options on how best to GCC MS/MS Project Management Immediate
Construction implement the construction of the GCC Units/stakeholders and and ongoing.
Issues for the GCC Railway Project (such issues as from
GCC-SG.
Railway Project. packaging to procurement).

Vol. III - To discuss the operational (and GCC MS /MS Project Management Discussions
Operational and commercial) arrangements for GCC Units/stakeholders to
Commercial Railway Regional Traffic. Key issues commence
and GCC-SG.
Arrangements for have been highlighted, on which now, with
GCC Regional decisions have to be taken as soon as decisions as
Traffic. possible. early as
possible.

Vol. IV- To discuss the institutional GCC MS and GCC-SG. Discussions

Institutional arrangements for regional GCC Railway to
Arrangements for Traffic. This will allow the GCC-SG and commence
Regional GCC MS to make decisions on issues such as now, with
Railway Traffic. the role of the GCC Railway Authority decisions as
(GCC RA) and support institutional early as
initiatives for railways in each MS. possible.

Vol. V – The key conclusions are summarized. GCC MS and GCC-SG Immediate
Conclusions and The actions to be implemented on key and ongoing.
MS Project Management
Way Forward. issues (by whom and when) are
Units/stakeholders.
presented in summary tables. A time-
bound schedule is presented.

7
BRIEF DESCRIPTION OF PRESENT STATUS.
0.0 Introduction.
Recognizing the importance of social and economic integration amongst the GCC Member States,
and the need for a regional railway network that will be an integrated part of a comprehensive
transport infrastructure, the Cooperation Council for the Arab States of the Gulf, the Secretariat
General (GCC-SG) commissioned a consultant to study the feasibility of an interoperable railway
linking all six Member States extending from the cities of Kuwait to Muscat along the Arabian Gulf
– the “GCC Railway”. The objective of the GCC Railway is to provide a safe, efficient, and
environmentally sustainable transport alternative to help cater for expected increases in both freight
and passenger traffic demand.
0.1 Background.
The key findings of the GCC Railway Feasibility study have been endorsed by the GCC Member
States about (2009). The GCC 30th Summit (December 2009) accordingly mandated the GCC
Railway project to advance to implementation stage including:(a) carrying out the detailed
engineering design, (b) a study on the formation of the GCC Railway Authority (GCC RA) to
oversee the overall implementation of the GCC Railway as one regional integrated and interoperable
project linking all the MS; and (c) to encourage the Member States to expedite the work to complete
the GCC Railway Implementation as one regional integrated project and in networking with the
GCC National Railway Plans in 2017.
0.2 Organizational Framework for carrying out the GCC Railway Project as of Now.

0.2. 1 Decentralized Approach: In broad terms the GCC MS have elected to proceed with a
more decentralized approach as such:

 MS have decided to carry out the detailed engineering design of the railway
infrastructure in their states, and are in course of implementing this.

 MS are likely to implement the construction of the railway infrastructure in their

respective states.

 A decision is yet to be made on the method of providing the regional GCC Railway
operations.
0.2. 2 Study to form the GCC Railway Authority: The GCC-SG and MS acknowledge the
importance and need to form the GCC Railway Authority. However, the GCC MS elected to wait
until the detailed engineering design phase of the project is completed to commence the study to
form the GCC Railway Authority (GCC RA), and thereafter its formation, which is expected to be
completed about 2013/2014.

0.2.3 Financial and Technical Committee: A Financial and Technical Committee representing
the GCC MS has been formed and is charged with following up the overall implementation of the
GCC Railway project.

8
0.3 The Principal Characteristics of the GCC Railway:

 The GCC Railway alignment will link the city of Kuwait to Muscat in the Sultanate
of Oman via Dammam in the Kingdom of Saudi Arabia, Manama in the Kingdom
of Bahrain (via the proposed Qatar-Bahrain causeway and, in the future, via a
proposed causeway parallel to the existing King Fahd Causeway), Doha in Qatar,
Abu Dhabi and Al Ain in the United Arab Emirates and Sohar in Oman;
 The GCC Railway total length is estimated at 2,177 km including about 180 km of
connecting lines to traffic generating centers and other transport facilities such as
ports, airports, industrial cities, etc. (Figure 1);

 The estimated capital investment (in 2008 figures) for the initial construction of the
railway infrastructure is about US$ 15.4 billion, including linking the GCC Railway
between the Kingdom of Saudi Arabia and the Kingdom of Bahrain via the
proposed causeway (which has an estimated construction cost of about US$ 4.2
billion);
 The GCC MS have agreed that the GCC Railway will operate as an integrated and
interoperable regional railway;

 Track will be standard gauge (1,435 mm) and will cater for a 32.4 tonne axle load;
 Operation will be managed using an advanced traffic management system ERTMS
(ETCS Level 2 with GSM-R);

 The railway will be mixed use for both passenger and freight traffic but
predominantly freight;

 It will be built as single-track, but designed to allow for doubling the track for future
expansion and development, with double-track where traffic warrants (Note: some
lines in some areas in Member States are already being built as double track);

 Freight yards are located in or adjacent to the main cities along the route and at the
intersection with the SRO lines. Connections to other industrial sites and traffic
generators are provided;.

 Freight trains will run using diesel locomotives at speeds of 80 to 120 km/h2; mainly
at night;

 Passenger services will be of high quality train sets, diesel powered, operating at
speeds up to 200 km/h. The principal services would offer inter-city connections
every two hours during the day;

 Customs and immigration procedures are recommended to be designed to be based

at the origin and destination stations with pre-clearance by on-train inspectors. The

2
State of Qatar has chosen to use electric traction for high speed passenger trains from Doha Triangle to beginning of
Proposed Causeway Linking Qatar to Kingdom of Bahrain. While Sultanate of Oman is considering using electric
traction for both freight and passenger for design speeds up to 220 km/hr for environmental protection and
topographical reasons.
9
 aim is to make the total passenger journey as swift as possible - reducing the overall
travel time and making railway transport more competitive. The procedures are
expected to take no more time than access-egress at airports. A total delay time of 30
minutes is assumed;
 GCC Railway will integrate with 1,274 km of GCC national railway projects currently
being developed by the GCC MS. These national railway segments are an integral
part of the GCC Railway Project;

 Development of the GCC Railway will require close coordination with the existing
railway sector and developments under construction, as well as other planned
national railways.

10
 FIGURE 1: GCC RAILWAY FEASIBILITY ALIGNMNT AS OF 2009
(Will be updated in 2012 based on latest developments in GCC Railway Implementations)

GCC Railway
Feasibility Alignment;

11
VOLUME I: COMMON TECHNICAL PARAMETERS FOR GCC MAINLINE

To ensure interoperability, this volume presents common technical parameters (civil, track,
systems, rolling stock and common operational facilities, as well as the coordinates of border
crossing points). This will allow detailed engineering designs for the GCC Railway Mainline
(mixed traffic, up to 200 km/hr), to be implemented by each of the GCC MS in a coordinated
and uniform manner.

The common technical parameters are grouped into two main categories: Mandatory and
Recommended .

Note:
1. In the railway systems and the rolling stock sections, a list of common technical
parameters is provided. Some items have still to be discussed and agreed upon by
GCC-SG and MS (as highlighted in the section). When agreed, these common
parameters will be mandatory and will need to be included in the detailed
performance specifications for rolling stock which will be produced in the future
(most likely by consultants for the GCC MS).

2. The final operational arrangements have still to be decided. When these have been
decided, the mandatory/recommended categories can be applied in the Operational
Facilities and Arrangements section, as appropriate.

Mandatory:

These are values that must be achieved (such as a common track gauge, direction of running
trains, maximum length of trains, length of loops, braking or coupling systems for rolling stock,
etc.). These must be in place to ensure interoperability, i.e. that a train can move between the
GCC MS along the GCC Railway Mainline safely and without technical obstacles. Failure to
comply with any of these mandatory technical parameters on one segment of the GCC Railway
Mainline will result in a very serious obstacle to interoperability. These are in line with the
‘Framework of Standards and Specification’s agreed upon by GCC Member States’ (Table 1, below) issued
by the Financial and Technical Committee. Table 1 included some exceptions, and these are
referred to in the footnotes of the tables included in the present document, relating to mandatory
parameters.

Recommended:

These are values recommended to preserve, across the entire GCC Railway Mainline, a consistent
technical and operational performance (such as minimum horizontal curve radius, gradient, cant,
platform length, etc.). The failure to comply with any of the recommended technical parameters
on one segment of the GCC Railway Mainline would have as consequence a reduction in the
operational and financial performance along the whole corridor due to limitation of maximum

12
speed of trains, reduction of the train length, need of higher traction power for trains, reduction
of transport capacity of line, etc. Deviation from the recommended values may be justified by
extraordinary circumstances related with specific GCC MS’ conditions such as mountainous areas
where the geography imposes restrictions on construction. Special solutions may be necessary
here such as steeper gradients, lower radius of curves, etc. It is highly recommended that the
GCC-SG and MS/GCC RA will discuss and agree in advance such exceptions.

13
 TABLE 1
STANDARDS AND SPECIFICATIONS FOR THE GCC RAILWAY PROJECT

Design Results of GCC State of Kuwait Kingdom of Kingdom of State of Qatar United Arab Sultanate of Oman
Standards Railway Saudi Arabia Bahrain Emirates
Feasibility Study

Axle Load 32.4 tonnes/axle 32.4 tonne/axle 32.4 32.4 tonne/axle 32.4 tonne/axle 32.4 tonne/axle 32.4 tonnes/axle
tonnes/axle on link between
Doha and Saudi
Boarder and
25 tonne/axle on Mesaieed Port.
link between 25 tonne/axle on
Doha and link between
Bahrain. Doha and
Bahrain.

Passenger Train 200 km/hr 200 km/hr 200 km/hr 200 km/hr Link with Saudi is 200 km/hr 200 km/hr
Speed 200 km/hr
Design speed Link with Bahrain
is 220km/h to 350 km/hr
allow On bridge On bridge
maximum between Qatar between Qatar
operational and Bahrain 250 and Bahrain 250
speed of km/hr km/hr
200km/h.

Freight Train 80-120 km/hr 80-120 km/hr 80-120 km/hr 80-120 km/hr 80-140 km/hr 80-120 km/hr 80-120 km/hr
Speed

Traction Diesel Diesel Diesel Diesel for link Diesel for link Diesel Electric
Technology with Saudi and with Saudi and
Electric for link Electric for link
with Qatar with Bahrain

Alignment - See Coordinates See Coordinates See Coordinates See Coordinates See Coordinates See Coordinates See Coordinates
Linkage Points

Signalling ETCS Level 2 ETCS Level 2 ETCS Level 2 ETCS Level 2 ETCS Level 2 ETCS Level 2 ETCS Level 2 System
System System System System System System System
14
 Design Results of GCC State of Kuwait Kingdom of Kingdom of State of Qatar United Arab Sultanate of Oman
Standards Railway Saudi Arabia Bahrain Emirates
Feasibility Study

Usage Mixed Usages, Mixed Usages, Mixed Usages, Mixed Usages, Mixed Usages, Mixed Usages, Mixed Usages,
transport transport transport transport transport transport transport passengers
passengers and passengers and passengers and passengers and passengers and passengers and and freight
freight freight freight freight freight freight

Gauge Standard 1435 Standard 1435 Standard 1435 Standard 1435 Standard 1435 Standard 1435 Standard 1435 mm
mm mm mm mm mm mm

Structural Accommodate for Accommodate for Accommodate Accommodate Accommodate for Accommodate Accommodate for
Clearance Double Stacking 3 Double Stacking for Double for Double Double Stacking for Double Double Stacking
Stacking Stacking only for the link Stacking
between Saudi
Border and Doha
and Mesaieed
Port.

Track Mainly Single Mainly Single Mainly Single Fully Double Fully Double Double Track Double Tracks
Track for Mixed Track for Mixed Track for Mixed Track for Mixed Track for Mixed
Traffic Usage Traffic Usage Traffic Usage Traffic Usage Traffic Usage.
Doubled where Doubled where Doubled for Doubled for
traffic volumes traffic volumes passing loops passing loops
necessitate necessitate and sidings. and sidings.

Other parameters in the common design standards need to be considered including, but not limited to:
a. Ruling Gradient.
b. Horizontal Curves.
c. Vertical Curves.
d. Track Structure.
e. Major Bridges – type, spans, loading etc.
f. Earthwork Standards etc.

3
: Double Stack Containers’ on flat wagons will require more clearance. Consider use of well wagons for Double Stack Containers.
15
TRACK AND CIVIL WORKS COMMON DESIGN PARAMETERS:

The following parameters have been agreed (part of these parameters have already been defined in Table 1 above and are being included here for
completeness, clarity and continuity.

MANDATORY Value Comment

PARAMETERS

Nominal Track Gauge 1435 mm The smallest distance between lines perpendicular to the
running surface intersecting each railhead profile in a range
from 0 to 14 mm below the running surface.

Axle Load 32.4 tonne

Direction of Running Right Hand To ensure consistent direction of running.

Track Centers Minimum 4.5 m

Acquire ROW, right of way (see ROW details below) for This is intended to allow for future double tracking.
double track, along the GCC Railway Mainline.
Abutments at under bridges will be built for a double
track. Where there are over bridges, provide space for
double track, between abutments.

Where there is initially a single track, build it on the right While it is not necessary to build the formation now to cater
Provision for Double side of the formation (in direction of the GCC railway for two tracks if a single track is required initially (and the
Tracking facing Muscat). track doubling is not expected to be undertaken until long
into the future), however, it is advisable to construct bridge
foundations for double line now - as construction of
foundations at a later stage of track doubling might result in
damage to the existing bridge foundation.
In high embankment, and rock cut areas, MS to consider
cutting the sections to accommodate the future double track.
However, any such extra rock cutting in locations within
sand dune areas should be avoided.
16
 MANDATORY Value Comment
PARAMETERS

Thus a second track, if added, will be on the left side (in

direction of railway facing Muscat).

The ROW to be acquired will depend upon the height of The limit of the ROW is to be placed at a minimum of 7 m
the embankment. However, the MS will acquire the further from the toe of embankment 4 from one side, and 13
minimum ROW required for double line track with a m distance from the other side 5. In the case of a cut, the 7 m
Right of Way (ROW) minimum 4.5 meter track centre distance between the or 13m distance would start at the cutting edge. If a ditch is
two tracks. constructed at the top of the cut, the 7m or 13 m distance
would start from the outside limit of the ditch.
The ROW width outside urban areas should not be less
than a minimum of 50 m.

Minimum structure gauge shall be as set out on. Fig 3. According to AREMA Section 1.8 overhead electrification,
7.9 m will be required for 50 KV lines and 7.32 m is for 25
KV.
Adopting AREMA for the GCC Railway, the height above
the rail level is to be 7.5 meters to allow for installation of
overhead centenary for single 25 KV.

Railway Structure This is to include space to allow for double tracking, if

Clearances initially it is a single track.

The vertical clearance of a minimum 7.5 over top of rail

includes an allowance for operation of double stack
containers on well trucks (based on AAR standard plate H
loading gauge) plus an allowance for a catenary to cater to
future electrification.

4
Toe of embankment: the intersection of the cut or fill with the existing ground.
5
Not considered necessary, 7 m width on either side is sufficient to allow service road – which is generally 5 meter wide and is constructed only on one side of the track. Acquiring
little extra land at this stage is good practice. GCC MS may consider acquiring 7 m extra width on either side of the toe of the embankment or from the edge of cutting, as
available.
17
MANDATORY Value Comment
PARAMETERS

The horizontal clearance is to cater for an AAR standard

plate B loading gauge.

The vertical headroom from the railway bridge soffit to To minimize danger of bridge strikes by road vehicles.
road surface shall be at least 5.5 m. Sag curve calculation
and any additional headroom shall be provided in
Headroom for Under accordance with the GCC MS National Road Standards.
Bridges over roads

Cross section of Track See Figure 4

Cutting excluding side drains Figure 4

Embankment including service road – Figure 5
Formation Width
Typical Embankment in Sand – Figure 6

Minimum 60 Kg/m conforming to UIC 860/UIC 60E1

Rails
Standard.

Concrete sleepers designed for 32.4 ton axle load with

Sleepers rail seat canted at 1 in 40 to accommodate an elastic
fastening system.

Fastening Elastic Fastening with a minimum toe load of 1000 Kg.

Maximum Train Passenger: 200 meters.

Length Freight: 2,000 meters.

Passing Loop Length Minimum: 2,500 meters.

18
MANDATORY Value Comment
PARAMETERS

Mainline Track within Tracks along station platforms shall be straight except in
Tracks along station platforms shall be straight
Stations exceptional circumstances warranted by site conditions

Length: Build for 400 meters with provision for This platform height is adopted for SRO-HHR and for SAR
Platform extension to 600 meters. (NSR).
Platform height (over rail): 750 mm.
Fencing to be provided on both sides of the line, to Necessary for safety, as 200 km/hr running trains.
prevent animal or human intrusion. Animal crossings to be
provided at suitable intervals.
Fencing
(GCC Member States to adopt local design parameters for
animal crossings and separation between consecutive
animal crossings).
No level crossings are allowed on the GCC Mainline. Grade separated as track speed is higher than 160 km/h.
MS to consider providing at least one box culvert [forming a
Level Crossings Road Under Bridge] of size 4m x 3m every 3.5-5 km intervals
where possible, to allow and facilitate desert residents and
railway staff vehicles to cross from one side to the other.

70/R (%) where, Mathematical requirement.

Curve compensation
R= horizontal curve radius in meters.

Horizontal curve Minimum radius is 3,125 meters.

radius – Main Line

Horizontal curve Minimum radius is 190 meters.

radius – Yard Line

Maximum allowable 1.0% (1 in 100) duly compensated for curves. The minimum length of any segment in the longitudinal
gradient profile should not be less than 100 m.

19
MANDATORY Value Comment
PARAMETERS
On flat terrain, effort should be made to not exceed a
maximum grade of 0.5%.
Note: In mountainous terrain the situation should be studied
in detail and exceptional gradients may be adapted to suit
constructional and operational constraints.

Maximum gradients in Preferable zero gradient in yards.

Yards, Depots and Acceptable: 1/1200 (0.083%).
Terminals Exceptional case: 1/400 (0.25%).

It is not allowed to have change of gradient in a

Change of Grade transition curve or within 30 meters of any points and
crossings.

Mainline: Minimum radius is 15,000 meters (summit and Provide vertical curve when algebraic difference of slopes is
Vertical curve radius valley). more than 1mm/m (0.1%).
Yard Lines: Minimum radius is 800 meters.

Length of vertical
curve between two The minimum length is 40 meters.
grades

Cant Cant Deficiency: 100 mm.

Cant Excess: 80 mm.
Maximum Cant: 160 mm.
Rate of Change of Cant or Cant Deficiency: 35 mm/sec

Transition Curve Cubic Parabola/Spirals – minimum length 50 meters.

Ballast Depth Main Line: 350 mm.

20
MANDATORY Value Comment
PARAMETERS
Yard Lines: 250 mm.

By Flash Butt Welding Process – conversion to

Rail Welding
continuously welded rails (CWR).

60 kg/m Rail, 1 in 18.5 curved thick web switches with

CMS (Cast Manganese Steel) Crossings on fan shaped
concrete sleepers layout for Main Railway Line with
maximum permissible speed of 60 Km/hr.
Turnouts 60 kg/m Rail, 1 in 9 curved thick web switches with CMS
Crossings on fan shaped concrete sleepers layout for yard
lines with maximum permissible speed of 40 Km/hr.
Note: flange width should be taken care at the time of
turnout design.

Major stations will be built with two running tracks Arrangements are the same for stations located on double or
located at the middle of the station and two sidings single track section to allow conversion from single to double
Passenger Station track in the future.
dedicated to trains making station stops.
Track Layout
Two crossovers will be installed at each side of the station to
allow trains to be overtaken and to reach all platform tracks.

Passing Loop Spacing Depending upon forecasted traffic – at regular intervals

on single track from 30 to 45 Km.

Type of Drainage Structure Storm Frequency

Design Parameter

Open Drainage Channels. 50 year storm.

Hydrology
Pipes and Culverts. Design to 50-year
storm, check to 100-
year storm.

21
MANDATORY Value Comment
PARAMETERS

Bridges. Design opening to

100-year storm.

Tunnels should be designed in accordance with

international standards and provisions regarding: (i) fire
resistance of structures, (ii) walk-ways, (iii) markings, (iv)
Tunnels safety refuges and access, (v) lifting rings for derailed
equipment, (vi) ventilation/smoke extraction, (vii)
emergency lighting, (viii) communication, and (ix)
drainage system.

Item Side Slope

Cutting – Earth: 1:2 – typical over-burden

material.
1:3 – Soft cut material.
1: 10 – Sand dune area.
Earthwork Design -
Slope Criteria Cutting – Rock: 1:1 – fractured, heavily jointed
rock.
Up to -1:10 – hard, massive,
well -bedded rock.

Embankments: 1:2 or 1:3 – typical slopes.

1: 4 – sand dune area.

22
 Figure 3: Typical - Provisional Structure Gauge 6 and Maximum Moving Dimension for the GCC Railway
Mainline

6
: Structure Gauge Drawing indicates the minimum height and width of tunnels and bridges and other structures to allow safe passage
of railway vehicles. On horizontal curves, GCC Member States must made due allowance for curvature and cant effects. On vertical
curves, due allowance must be made for the effects of such curvature.
23
1.2 RAILWAY SYSTEMS

This section includes parameters for signaling, telecommunications, traffic management and
traction. The functionality of all these systems will be monitored and controlled by means of a
SCADA (Supervisory Control and Data Acquisition System).

1.2.1 Signaling

A European Rail Traffic Management System - ERTMS (ETCS 7 Level 2 with GSM-R) system
has been chosen as the signaling and traffic management system for the GCC Railway Mainline,
and is mandatory. The ETCS Level 2 includes Automatic Train Protection (ATP 8) functionality.
ETCS Level 2 is a digital radio-based signal and train protection system. Movement authority and
other signal aspects are displayed in the cab for the driver. Apart from a few indicator panels
there is no trackside signaling. ETCS Level 2 system is proven; it is non-proprietary and allows
the density of traffic to be increased in situations like the GCC railway networks with mixed
traffic. It will be interoperable with the existing (and under implementation) railways in Saudi
Arabia under SRO and SAR, as well as planned signaling systems in all of the GCC MS, networks
which are equipped with ETCS Level 2.
The table below provides a description of components of the signaling system, working under
the ETCS Level 2 System.

1.2.2 Traffic Management

Operational Control Centers (OCC) are proposed to remotely control the GCC Railway traffic,
as well as to ensure overall supervision of the operation. Train movements will be controlled by
dispatchers who have information on the position of all the GCC railway trains in their segments.
These will use the block signal system 9 and interlocking 10 to control train movements on the
GCC Railway line. The location of OCCs (including area of control for each of them and
handover procedures) for traffic management along the GCC Railway Mainline is to be agreed by
the GCC MS during the detailed engineering design phase. These will be linked to other OCCs in
the GCC MS for efficient operations and safety reasons. Local control panels will be installed at
all stations on the GCC Railway Mainline to allow local control in case of disruption or
breakdown of system.

The operating languages will be Arabic and English.

7
: European Train Control System.
8: Automatic Train Protection to prevent trains from over-speed and over-passing their movement authority.
9: Block Signal Systems to prevent trains from colliding on the same track.
10: Interlocking Systems to prevent trains from colliding when changing tracks.

24
1.2.3 Telecommunication

The chosen telecommunications system for the GCC Railway is the GSM-R system (Global
System for Mobile communication – Railway) and is mandatory. This is the latest wireless
communication standard for railway networks, providing functions specially adapted to railway
needs (e.g., data transmission for ETCS), in addition to voice communications. It is safety critical
and must be designed in such a way that a single point of failure is “fail-safe”. It enables reliable
communications between dispatchers and train drivers at any time.
A GSM-R system would allow dedicated systems of identification and location of locomotives
and train sets to control the freight and passenger traffic. In addition it would allow installation of
information and service systems for passengers, and for staff in charge of the wagon fleet
management.
The telecommunication system components recommended for efficient management of
operations on the GCC Railway Mainline are summarized below:
 A Transmission Backbone Network (or Multi-services Network):
 All long distance communication needs 2 rings with:
o Fiber optical cables;
o SDH technology transmission devices for operational needs;
o IP technology transmission devices for administrative and video needs;
and
o Redundant supervision.
 A Track-to-Train Radio system, Maintenance Radio system, Shunting Radio
system:
o GSM-R system with single coverage and Wi-Fi back up for voice
communications; and
o Redundant supervision.
 A Railway Operations Telephone system (or Direct Line Telephone System):
o Direct voice communications for staff, requiring operational security;
o Voice recording; and
o For safety reasons (need to avoid any external interference) this telephone
network is dedicated to railway operation and is not shared with any other
networks.
 Administrative Telephone System for usual calls outside operations.
 CCTV (Closed Circuit Television) and security systems:

25
 o Video monitoring to secure some locations and equipment (ticketing
machines, escalators, technical rooms, etc.); and
o Recording on demand.
 Automatic Fare Collection (Ticketing and booking): Booking and validation of
passenger tickets, with internet capabilities.
 Public Address System:
o Normal announcements for operations; and
o Emergency announcements.
 Passenger Information System: Train and traffic information, with internet
capabilities.
 LAN, WAN and Wi-Fi:
o Network capacities when IP applications are used; and
o Internet access.
 Voice recorder system: Operational voice communication recording, in case of
investigation.
 Clock system & time distribution: Time reference for the telecommunication
systems.
 Interface with other telecommunication systems as appropriate:
o GCC national railways telecommunications systems;
o Emergency services for voice communications with police and fire
departments;
o Public telephone operators for administrative communications with
external entities; and
o Internet Service Providers for internet access in GCC MS locations.

1.2.4 Traction System

The traction arrangement on the GCC Railway Mainline is as follows:

Traction system Comment

Diesel. Agreed by GCC MS.
Electric. 2 x 25KV 50 Hz (only KSA uses 60
Hz and is planning to move to 50
Hz).

26
 NOTE: MS using Diesel traction now may consider making provision for switching over to
electric traction in future. This principally means providing adequate clearances to over bridges to
allow later installation of a catenary.

1.3 Rolling Stock

MANDATORY Value Comment

PARAMETERS

Maximum Vehicle Loading Gauge 11, in accordance See loading gauge diagrams, Fig 3
dimensions. with AAR standards:
SAR has developed vehicle gauge
Horizontal width: Plate B (max diagram considering both L & H plates,
3251.2mm). but is using the Plate H (the wider one)
to fit the double stack needs.
Vertical height: Plate H (max
6146.8mm).

Drawgear and corridor Couplings and buffing gear. GCC MS must agree on compatible
connections. equipment and systems.
Couplers between cars – loco.
Rolling Stock couplers.
Overriders.

Lights. Head and tail lights. GCC MS must agree on common

standards.

Floor height passenger 750 mm above rail. Compatible with platform height.
coaches/DMUs/EMUs
.

Maximum Train Passenger: 200 m.

Lengths.
Freight: 2000 m.

Maximum Axle load. 32.4 tonne.

11
: Loading Gauge Drawing indicates the maximum height and width for railway vehicles and their loads to ensure safe
passage through bridges, tunnels and other structures. Also known as ‘maximum moving dimensions’ or 'maximum loaded
dimensions'.

27
 MANDATORY Value Comment
PARAMETERS

Freight trains maximum Freight: 80 km/hr, for heavy bulk

Speed traffic, with 120 km/hr for lighter,
faster freight.

DMU (Diesel Multiple Maximum design speed of 220

Unit). km/hr and operate at 200 km/hr.
Capacity between 250 and 350 seats
depending on the first/second class
ratio.

Push Pull Trains. Maximum design speed of 220

km/hr and operate at 200 km/hr.
Capacity between 250 and 350 seats
depending on the first/second class
ratio.

Fuel. Fuel Standard for locomotives. GCC MS must agree on compatible

standard for diesel fuel for locomotives
and DMUs.

Brake gear. Freight trains: AAR –Electronically GCC MS must agree on common
controlled brake. standards.
Passenger DMU and Push Pull
trains.

ATP Equipment. ETCS Level 2. Equipment on board locomotives,

DMUs and Push Pull trains.

Rail/Wheel Interface. The wheel profiles specified for the GCC MS must agree on common
rolling stock must be compatible standards.
with the rail arrangements (rail
profile, its inclination to the vertical,
switches and crossings etc.).

Electrical systems. Passenger train electric systems GCC MS should agree on compatible
(lighting, AC etc.). equipment and systems.
Rolling Stock shore supply
connections.

28
 MANDATORY Value Comment
PARAMETERS

Water and waste. Water/waste connections at depots. GCC MS should agree on compatible
equipment and systems.
Crashworthiness. Appropriate vehicle GCC MS should agree on common
crashworthiness and energy standard.
absorption.

Multiple unit control. Compatible multiple unit control GCC MS should agree on common
system. standard.

29
 Typical - AAR STANDARD LOADING GAUGE
GCC Member States will Adopt the AAR Standards based on these Common Guidelines and the
GCC Railway Mainline Specifics in each of the GCC Member States

30
1.4 Operational Facilities and Arrangements

A number of operational facilities have been identified for operational requirements of the GCC
Railway Mainline as presented in the table below. An outline (high level) Operating Plan is under
preparations by GCC-SG and Member States, to facilitate MS to decide and finalize their
preferences for operating arrangements. Once agreement has been reached, this will allow details
of operational facilities and arrangements to be updated and finalized. This in turn will allow the
designers during the detailed engineering design phase, to incorporate this into the final layouts
and designs. The design of these operational facilities must be carried out to best international
practice.
1.4.1 Passenger Stations 12

Name Location

Main Stations

Kuwait City Km 001

Salwa Km 616

Manama Km 275 on Manama Branch

Doha Km 130 on Manama Branch

Abu Dhabi Km 1,117

Dubai Km 1186

Muscat Km 1596

Minor Stations

Jubail Located on the SRO network

Km 333

Interchange Km 436 - Connection to

Riyadh, Dammam

Sohar Km 1,420

12 : Stations are required and the location will be finally identified after completion of the detailed engineering designs
as well as the completion of the common guidelines for the operations, rolling stock and institutional set ups.

31
1.4.2 Border Stations
Border stations will be provided only if customs and immigrations checks cannot be performed
at passenger stations before departure or on trains during the journey. Important Note: Checks
at borders is not a preferred option for the operation of the GCC Railway as it would
cause major operational disruption. It is recommended to have customs and
immigrations checks at origin and destination only.( In the event of border stations having
to be provided, small stations with three platform tracks will be designed. Minimum services will
be provided for passengers at these stations.)
1.4.2 Minimum Facilities at Main Stations 13:

 Signage: pictogram usage recommended;

 car parks and car rental areas;
 information booths, ticketing and booking desks;
 luggage rooms and lockers;
 washrooms;
 facilities for passengers with disabilities;
 area for immigration and customs procedures (depending on decisions to be
made on such procedures in the stations); security, immigration facilities, passport
control and departure lounges, & check-in facilities;
 waiting rooms (at least one dedicated for families, and one for others);
 prayer rooms;
 retail shops, restaurant, refreshment and food stalls;
 accommodation for any future expansion; and
 easy connections to downtown centers provided by bus, metro and light rail links,
as proposed in each national transport master plan.
Note: In due course, there will be brief description of function, size, capacities, etc., based on
International standards. To help the GCC MS have an order of Magnitude. Same will be
provided for 1.4.3, 1.4.4, and 1.4.5 below.

13: For full details see Technical Note 5, Scoping of the Railway Section 7.1, also Technical Note 5, Scoping of the Railway, APPENDIX 3,
PASSENGER STATIONS of Feasibility Study Final Report (2009)

32
1.4.3 Freight Yards.

Name
Yards on GCC Mainline
Kuwait City.
Manama.
Note: as of to date, Manama is not connected to the initial GCC Railway
mainline as the only way to connect it is through the proposed Causeway
between Saudi Arabia and Bahrain and by the Causeway between Bahrain
and Qatar. The alignment of the railway within Bahrain (still at feasibility
stage) will require further modification as it is contingent on the links to
GCC Railway mainline.
Doha.
Jebel Ali Port (including the Abu Dhabi intermodal yard belonging to
UAE. network).
Muscat.
National Railways Interchange Yards
Interchange yard at the junction (Km 220) with the North-South Railway.
Industrial park – Shuaiba port.
Ruwais.
Abu Dhabi – Musafah & Industrial city.
Abu Dhabi – Port Khalifa.
Sharjah – Ghayl Siji, Ras Al Khayman.
Khor-Fakkan.
Sohar – Industrial Park.

1.4.4 Maintenance Facilities

Rolling Stock Heavy Maintenance Interchange Km 436.

(Common workshop facilities for major
repairs e.g. complete overhaul and mid-
term schedule (partial overhaul). Salwa.

Minor Rolling Stock Maintenance Kuwait City.

33
 and Servicing Facilities. Muscat.

Infrastructure Maintenance. One heavy maintenance base

and several light maintenance
bases (as required by the traffic
volume of that section) will be
located in each MS.

Note: In specifying maintenance facilities, the GCC Railway study assumed the use of diesel
trains. Oman is now considering the use of electric trains. This is a critical issue for the design,
construction and operation of the GCC Railway Mainline as a whole. It will need to be addressed
once the Technical Paper, to be prepared from Sultanate of Oman, is completed and presented to
GCC-SG and MS. The same issue applies to the following description of fuelling locations..
1.4.5 Fuelling Locations
Location
Kuwait City.
Interchange.
Salwa.
Manama.
Doha.
Jebel Ali.
Sohar.
Muscat 14.

Note: It should be noted that each of the GCC MS are recommended to prepare their own
design manuals for civil works and railway superstructure for use by their selected design teams.
This would include the mandatory (and recommended) figures in this document, but with
additional detail (including such as national construction codes for concrete, steel, earthworks,
environmental, etc) as they feel necessary.

14 Sultanate of Oman is considering how to integrate its national railway system (with intended electric traction) with
the diesel traction railways in the neighbouring GCC countries. It is important to consider how the use of electric
trains will impact on location and type of maintenance facilities as well as on the fuelling arrangements for the
GCC Railway Mainline. GCC MS should address this, at least in principle, ASAP.

34
1.5 Environmental Guidelines

In general, the proposed GCC Railway Mainline is expected to have an overall positive impact on
the environment by diverting traffic from roads to an environmentally friendlier mode of
transport. There will be increased energy efficiency, lower air emissions (particularly greenhouse
gases), higher safety standards, and it will reduce noise levels resulting from traffic. The project is
expected to have only minor negative environmental impacts. The GCC Railway Feasibility Study
identified major environmental impacts for the project as detailed in Volume 3, Environmental
Impact Assessment, of the study Final Report (2009).

It is expected that each of the GCC MS, for the implementation of the GCC Railway Mainline in
their respective territories, prepare a detailed Environmental Impact Assessment (EIA) and it
should be in line with the relevant environmental regulation ruling in their respective countries,
so as to be best suited to their local conditions and requirements. In turn, they should prepare an
Environmental Management Plan (EMP) which will consist of the set of mitigation, monitoring,
and institutional measures to be taken during implementation and operation to eliminate adverse
environmental and social impacts, offset or reduce them to acceptable levels. It is recommended
that this analysis and EMP should also conform to best international environmental standards
specifically for the railway sector such as the World Bank Environmental, Health, and Safety
Guidelines for Railways 15. The GCC MS are also encouraged to carry out and implement
appropriate environmental and social considerations in accordance with the National Guidelines,
while benchmarking and benefiting from Regional and International good practices and know-
how.

As a guideline, it is proposed that mitigation measures shall be integrated into the GCC Railway
Mainline project at three different levels:

 integrating mitigation measures within the design process of the infrastructure as

well as into the design/specification of such as rolling stock;
 preparation of specifications controlling how the contractor performs the work, and
appropriate monitoring, during the construction phase; and
 including appropriate measures in the Terms of Reference of an eventual operating
contract, for operation of the completed railway..

There are several issues the GCC MS need to address to confirm environmental and social
considerations such as:

a. Screening: GCC MS may classify areas of the GCC Railway Project into environmental
and social categories according to National and/or International categorizations. The

15 : A copy is attached for reference purposes.

35
 subsequent environmental review will then be conducted in accordance with the
procedures for that category.

b. Environmental Reviews: GCC MS will need to carry out a detailed environmental

review building on the results of the GCC Railway Feasibility Study. Such review may
include evaluation of measures necessary to prevent, minimize, mitigate or compensate
for potential negative impact, and measures to promote positive impact if any such
measures are available. If sections of the railway alignment may necessitate in large-scale
involuntary resettlement, the GCC MS may see necessary to draw up basic resettlement
plans.

c. Monitoring: GCC MS will need to monitor environmental and social impacts of the
GCC Railway Mainline that have a significant impact on the environment and important
social considerations.

The environmental impact to be investigated and examined may include factors that impact
human health and safety as well as the natural environment, such as: air, water, soil, waste,
accidents, water usage, ecosystems, and biota. Other issues also include social concerns such as
involuntary resettlement of the population, the indigenous people, cultural heritage, landscape,
gender, children’s rights and communicable diseases such as HIV/AIDS and impact that may
lead to GCC trans-boundary and regional environmental problems.

The GCC MS shall adequately plan and coordinate (and also manage during construction) the
GCC Railway Mainline so that this is accepted in a manner that is environmentally and socially
appropriate to the GCC MS and locality in which the railway will pass. As the Project may have
potentially large environmental impact in certain sections, sufficient consultations with local
residents, is recommended to be conducted. The outcome of such consultations shall be
incorporated into the contents of the GCC Railway Mainline planning stage.

Environmental Impact Assessment (EIA) Reports

When assessment procedures already exist in the MS, and project is subject to such procedures, it
is necessary to obtain the approval of the relevant GCC governments. EIA reports are required
to be made available to the respective department of the GCC MS and to the local residents from
where the project alignment passes.

It is advisable, in principle, that the GCC MS decide on the scope and level of detail of the EIA
Report in accordance with the potential impacts of the GCC Railway Mainline. The EIA report
should include the following items (not necessarily in the order shown):

36
a. Executive Summary: concisely discusses significant findings and recommended actions.

b. Policy, legal and administrative framework: discusses the policy, legal and
administrative framework within which the EIA report is to be carried out.

c. Project description: describes the proposed project and its geographic, ecological, social
and temporal context, including any off-site investments that may be required (e.g.
dedicated pipelines, access roads, power plants, water supply, housing, and raw
material and product storage facilities). The report should also include if there is need
for any resettlement or social development plan.

d. A map showing the project site and the area affected by the project.

e. Baseline data: assesses the dimensions of the study area and describes relevant physical,
biological and socio-economic conditions, including all changes anticipated before the
project commences. Additionally, takes into account current and proposed
development activities within the project area but not directly connected to the
project. Data should be relevant to decisions about project site, design, operation or
mitigation measures; the section indicates accuracy, reliability and sources of the data.

f. Environmental Impacts: predicts and assesses the likely positive and negative impacts, in
quantitative terms to the extent possible. It identifies mitigation measures and any
negative environmental impacts that cannot be mitigated. It also explores
opportunities for environmental enhancement. Identifies and estimates the extent and
quality of available data, essential data gaps and uncertainties associated with
predictions, and specifies topics that do not require further attention.

g. Analysis of alternatives: systematically compares feasible alternatives to the proposed

project site, technology, design and operation including without
the project
situation in terms of their potential environmental impacts; the feasibility of
mitigating these impacts; their capital and recurrent costs; their suitability under local
conditions; and their institutional, training and monitoring requirements. For each of
the alternatives, quantifies the environmental impacts to the extent possible, and
attaches economic values where feasible. States the basis for selecting the particular
project design proposed and offers justification for recommended emission levels and
approaches to pollution prevention and abatement.

h. Environmental Management Plan (EMP): describes mitigation, monitoring and

institutional measures to be taken during construction and operation to eliminate
adverse impacts, offset them, or reduce them to acceptable levels.

37
 i. Consultation: Record of consultation meetings, including consultations for obtaining
the informed views of the affected people, local non-governmental organizations
(NGOs) and regulatory agencies.

Note: The above requirement is based on the World Bank Operational Policy - OP 4.01,
Annex B to be adopted by GCC MS if see necessary. However, GCC MS are to develop the
EIA reports to accommodate National EIAs’ rules, policies and regulations.

1.6 Railway Safety

1.6.1 Railway Safety

The planning, design, construction, placing in service, upgrading, renewal, operation and
maintenance of the GCC Railway must be carried out in a safe manner.

1.6.2 Level of Safety

The level of safety to be satisfied for the planning, design, construction, testing, commissioning
and putting into service any section of the GCC Railway Mainline, or in total as well as
maintenance and operation of the GCC Railway Mainline, shall be such that the risk to safety
shall be As Low As Reasonably Practicable (ALARP).

1.6.3 Design for a Safe Railway

The design of the railway (track, civil infrastructure, stations and facilities, systems, and rolling
stock) must be carried out in accordance with best practice international codes and standards,
taking into account local environmental conditions, to ensure a safe railway in accordance with
ALARP principles.

1.6.4 Safe Operation of Railway

Each of the GCC MS shall consider the preparation and establishment of a safety management
system for their railway operation on the GCC Railway Mainline. The safety management system
is an arrangement for a safe working environment and shall define roles and responsibilities, sets
arrangements for safety mechanisms, involves workers in the process and ensures continuous
improvement of safety to ensure the safety of people and goods.

If the GCC MS decide to procure a railway operator under a concession agreement, then
adequate safety arrangements shall be included into the concession agreement documents. The
general institutional/legal national arrangements including railway safety, certification and

38
licensing, rolling stock matriculation (asset register) and accident investigation for each of the
GCC MS is referred to in Section 4.1 later.

As referred to in Section 3.3, the mode of operation of the railway needs to be determined by the
GCC MS as soon as possible. This will allow the various safety related areas to be crafted in detail
for the particular operational setup, and then the requisite Institutional/Legal arrangements can
be established and implemented.

1.6.5 Safety at GCC Regional Level

Given that the GCC Railway Mainline is planned as regional, integrated and an interoperable
railway, it is necessary to collectively develop common operational safety arrangements. Section
4.2, later, outlines the Institutional/Legal issues (including safety) at GCC regional level. It is
necessary that further elaboration of these issues will be done as part of the study on the
formation of the GCC Railway Authority.

39
VOLUME II - CONSTRUCTION ISSUES FOR THE GCC RAILWAY PROJECT

2.1 Contracting Strategy for the GCC Railway Project.

2.1.1 Packaging of Civil Works.
The civil work component of the GCC Railway Mainline project is very large, even when
considered to be implemented by each of the GCC MS. Choosing a single large civil works
contract carries a risk of the contractor being over-committed and failing to meet project
milestones. There are advantages in splitting the work into manageable packages of 400 to 500
km length (track, civil and building works including non-traction power supply installations).
Each of the GCC MS will then decide their contracting strategy.
2.1.2 Packaging of Systems Contracts.
The ETCS Level 2 signaling system has been chosen for the GCC Railway Mainline. Currently
there are four to five major suppliers for design, manufacturing and supply of such a system. The
signaling system has to be designed to conform to the operations plan and common operating
guidelines for the GCC regional train operations on the mainline. The system therefore has to be
compatible all across the region.
It is recommended that the signaling and telecommunications system for the GCC Railway
Mainline be procured in one or two packages for the signaling system for the following reasons:

 There would be saving on the design cost avoiding duplication;

 As on-board signaling equipment is required, it simplifies provision of this (i.e.,
for one type, rather than a multiplicity of types) for installation in locomotives
when procuring and commissioning these (either by GCC MS, or on a GCC-wide
basis); and
 One or two contracts is more cost effective than six.

2.2 Action Required by GCC Member States for implementing the construction of the
GCC Railway project.
2.2.1 Civil Works
Since the bid process management and contract implementation is likely to be undertaken by the
respective GCC MS, in coordination with the GCC-SG, timely initiation of the following
activities will support adherence to the time line for completion of the project:
a. Set up a Project Management/Specialized Unit: (initial expertise including
Project Management, Civil engineers, Railway Engineers, Track, Earthworks,

40
 Procurement, Financial Management, Signaling and telecommunication Engineers) if
not already done. Other expertise will be required as the project progresses.

b. Contracting Strategy: The GCC MS should decide the contracting strategy to be

followed (Classical or Design Build) and package the Civil, Track and Building Works
for the GCC Railway Mainline accordingly.

c. Detailed Engineering Designs: Commence the process of procurement of the

Detailed Engineering Design Consultant in case of adopting the classical contracting
approach or a Project Management Consultant in case the Design Build approach is
proposed to be adopted.

The RFP/TOR Agreed upon by the GCC-SG and Member States as of February
2010 is recommended to be adopted by all of the GCC MS to carry out their Detailed
Engineering Designs. This would save time as well as support the coherent
implementation of a regional, integrated and interoperable railway.

d. Topographical Survey, Geotechnical Investigations, and Hydrological Studies:

Previously it was envisaged that the following activities would be carried out after
sourcing the Detailed Engineering Design Consultant. However, since GCC MS have
elected to carry out their detailed engineering design, it is recommended, to save time,
that the following activities should be undertaken in parallel with the process of
procurement of the Detailed Engineering Design Consultant/Project Management
Consultant,:

 Detailed Topographical Survey: The coordinates and reference points

including the border crossing points are now available along the preliminary
alignment for the GCC Railway Mainline (as identified by the Consultant in
the feasibility study). Undertaking a topographical survey immediately will
enable finalization of the horizontal and vertical alignment, computation of
the volume of earth works, defining the right of way to be acquired (to
commence the process of land acquisition) for the project, location of
structures, identification of utilities to be relocated;

 Detailed Geotechnical Investigations: will help in assessing the quality of

strata, bearing capacity and other relevant data required for design of
structures; and

 Detailed Hydrological Studies: to arrive at the High Flood Level at the

various structures and define the span configuration of structures.

41
Based on the results of the above exercise, the PMU’s of the GCC MS can supervise the
specialized design consultants who will be developing the general arrangement drawings of
various structures.
This exercise, if carried out in advance of the bidding process will enable the detailed engineering
designs to be commenced immediately on identification of the Detailed Engineering Design
Consultant thus saving valuable time.
In case of Design Build Lump Sum Contracts, if the above data is established in advance by the
GCC MS (employer) and provided to the bidders as part of Employer’s Requirement, it will
greatly reduce the costing for risk by the prospective bidders, thus bringing down the overall
project cost, in addition to saving time - as these activities shall not be required to be carried out
by the Design Build Lump Sum contractor.
2.2.2 Systems and Rolling Stock.
 Systems. It is recommended that the GCC MS discuss and agree on the
packaging of the systems (signaling and telecommunications) contract.
Consultant(s) will need to be procured and engaged to: (a) prepare performance
specifications of the ERTMS system; (b) support procurement of this; and (c)
support testing and commissioning.

 Rolling Stock. It is recommended that the GCC MS discuss and agree on the
arrangements for procurement of the rolling stock. This will depend on the
arrangements for operating the railway, as decided by the GCC MS. The GCC MS
may decide to procure the rolling stock fleet themselves or with an element of
common stock. Irrespective of the arrangements it is likely that consultants will
need to be procured and engaged to: (a) prepare performance specifications of the
rolling stock fleet (either network wide, or more likely for the individual GCC
MS); (b) support procurement of these fleets; and (c) support testing and
commissioning.

42
VOLUME III - OPERATIONAL AND COMMERCIAL ARRANGEMENTS FOR
THE GCC RAILWAY MAINLINE REGIONAL TRAFFIC

3.1 Efficient Operational Arrangements for the GCC Railway Mainline Regional
Traffic.

3.1.1 Open Access and Origin/Destination arrangements.

It is important to note that the original decision for operational arrangements of GCC railway
mainline regional traffic on the GCC Railway Mainline was that it would be operated as a unitary
railway, by means of creation of a GCC Railway Operating Company (ROC) and a GCC Railway
Infrastructure Company (RIC). Fundamental to this inter-regional railway operation was the right
of free operation along the entire GCC Railway Mainline, with customs and immigration
procedures carried out at the origin and destination stations of the GCC MS. This would be the
most efficient solution that would support the GCC Railway Mainline in providing a competitive
service to its freight and passenger customers and be one regional, integrated, and interoperable
railway linking all the GCC MS as envisaged by the Heads of the GCC States in the GCC 30th
Summit.

During the Financial and Technical Committee Meeting of September 18-22, 2011, the GCC MS
have indicated it is likely that the GCC MS’ National Railway Operators will be empowered to
manage GCC railway mainline regional traffic (in addition to operating domestic traffic).

This decision will have an impact on the operational arrangements for the GCC railway mainline
regional traffic, as a ROC and RIC will not be formed based on the latest developments in the
implementation of the GCC Railway Mainline, i.e., each of the GCC MS will implement the GCC
Railway Mainline within its country. Hence, if GCC MS create more operators, it would require
bilateral agreements between the GCC MS/ Railway operators, for the operation of GCC railway
mainline regional traffic, as follows:

 High level Agreements (GCC MS’ Government to Government) on a bilateral

basis. This would cover high level agreements on transit, technical issues, customs
and immigration.
 Agreements between respective national railways covering commercial, technical,
operational and safety rules.
 Functional agreements between national agencies such as customs and
immigration and the national railways operating across borders.

The new operational environment will require the creation of rules and procedures for the
management of the GCC railway regional traffic, by the GCC MS national operators.

43
For efficient operation of the GCC railway mainline regional traffic, as a regional, integrated, and
interoperable railway, it is important to maintain the previously agreed right of free
operation along the entire GCC Railway Mainline, with customs and immigration
procedures carried out at the origin and destination stations of each of the GCC MS. This
arrangement can function even if the regional traffic is operated by more national railway
operators and includes the following fundamental concepts:
 Open Access 16: An operator from a GCC MS has the right to operate a regional
railway service/traffic across border(s) up to its final destination.
 Origin/Destination: Custom and/or Immigration procedures take place at the
origin and destination stations and not at the national border points between the
GCC MS.
For maintaining these Open Access and Origin/Destination concepts, the GCC MS need to
agree on the following:

 Provision of immigration and custom facilities at the origin and destination

stations;

 Establishment of common rules for training and licensing of locomotive drivers

for GCC regional traffic;
 Establish a common Rule Book for managing the GCC railway regional traffic
operations;
 Establish common rules for utilization of freight wagons in the GCC regional
traffic [loading, unloading, charges];
 Principles on the calculation of access charges/arrangements for infrastructure
usage and other terms of access for infrastructure usage. This could include
things like principles for capacity allocation and determining the priority of access
(for example between domestic and international services and between passenger
and freight) and principles governing the liabilities regime; and

 Cross acceptance of rolling stock.

Efficient operational arrangements will also require integrated information systems to enable
efficient operational decision making and control in each of the GCC Member States. They are
also needed to ensure that passengers receive timely and accurate real-time train information.

16 : Some Member States may use the equivalently the term International Access where operators from the GCC MS
will cooperate to operate regional railway services/traffic across border(s) up to its final destination.

44
3.1.2 Recommendation on Open Access and Origin/Destination.
It is strongly recommended, to achieve an efficient competitive GCC Railway Mainline
that is attractive to customers, to maintain the agreed concept of Open Access and
Origin/Destination .
It would not be advisable to abandon this concept, as it would lead to the fragmentation of traffic
in many separate GCC MS’ National Territories, with bottlenecks at borders. It would reduce the
competitiveness of the GCC Railway Mainline. Traffic (passenger and freight) that would be
attracted is likely to be less and could possibly create a need for the GCC MS’ Governments’
subvention for the railway operations.
If the Origin-Destination and Open Access concept is abandoned, the GCC MS should
safeguard and efficient operation of the GCC Railway Mainline as one regional, integrated and
interoperable railway and hence agree on the following, as minimum:
 Construction of border stations between all of the GCC MS to accommodate the
procedures for immigration, customs, and technical facilities for train handling;
 Implementation of common rules for the processing of freight and passenger
trains at the border stations (change of the locomotive, technical inspection of
rolling stock, test of the braking system, etc.). It is highly recommended that the
processes and procedures would be streamlined by the creation of common
border stations between two neighboring GCC MS;

 Rules regarding the right of utilization of the freight wagons during their stay on a
railway network where the railway operator is a different entity than the owner of
the wagons (charges for utilization, lost or damaged wagons, etc.);
 Development of forwarding agencies as an interface between the clients and all
railway operators involved in the transport of freight from origin to destination.
These agencies would negotiate tariffs and conditions for operating this regional
freight traffic; and

 Tariffs for regional passenger traffic and distribution of revenues between various
railway operators involved in provision of train traction from origin to
destination.
To achieve the objectives of open access and origin destination arrangements, GCC Railway
freight customers and passengers will require the following:
 Fastest possible journey times;
 Punctual and reliable services;
 Overall end-to-end transport costs competitive with other modes (including
competitive fares and freight tariffs);

45
  Good quality, accurate and consistent information; and
 Adequate and consistent remedies when things go wrong.

Providing many of these requires efficient, unhindered movement of trains across borders. For
example, the fall in competitiveness and mode share of rail freight across Europe is at least partly
a function of high costs and delays at borders.
Freight transport volume (EU27, billion tonne kms)

2000
1800
1600
1400
Billion tkms

1200
1000 Road
800 Rail
600
400
200
0
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
Hence, efficient, unhindered movement of trains in turn would require consistent, compatible,
coordinated implementation of rules, codes, regulations, etc., with strong regulatory regimes to
ensure compliance, and with sufficient powers to impose adequate remedies when things go
wrong.

3.2 Commercial Regulations for the GCC Railway Mainline Regional Traffic.

IMPORTANT NOTE: The provisions set out below are necessary to be agreed upon by the
GCC-SG and MS irrespective of the operational agreements decided on by the GCC MS.

In order to be able to operate regional traffic along the GCC Railway Mainline the GCC MS will
need to adopt common legal provisions for commercial conditions and liabilities related to the
carriage of goods, passengers and luggage as follows:

46
  Definition of a common form of transport contract for goods consigned on the
GCC Railway Mainline.
 Definition of responsibilities for the parties entered as part of the transport
contract.
 Agreed methods for payment of costs related to the regional transport of goods.
 Loading and unloading responsibilities in regional freight traffic.
 Liabilities for loss or damage of goods.
 System of passenger tickets to be used for regional traffic and agreed rights and
obligations of passengers and carriers.
 Liability of carrier in case of death of, or personal injury to passengers.
Commercial arrangements should also include things like passenger fares and freight tariff setting
and cabotage (allowing an operator from one MS, operating an international service, to pick up
and drop off passengers wholly within another MS).
Presently, most of the railways operate international railway traffic in accordance with the
Convention concerning International Carriage by Rail (COTIF) which establishes a uniform system of
law applicable to the carriage of passengers, baggage and freight in direct international traffic
between the states that accede to the convention.
Adopting a uniform law for carriage of passengers, baggage and freight in regional traffic
between the GCC Member States is potentially time consuming. It is recommended to start this work
as soon as possible, using the COTIF know-how and framework, in parallel with the design and construction of
the GCC Railway Mainline.
The GCC SG (or the GCC RA once formed) should play an important role in facilitating a
swifter achievement of a common law for regional railway transport services, by one of the
following ways, to be decided by the GCC MS:
a) Establishing contact with OTIF and facilitating the procedures for accession of
the GCC MS to the Convention (COTIF). GCC-SG (GCC RA) could also join
OTIF, in a similar fashion as the EU, representing the common interests of its
members in the organization, or
b) If there is no wish in the short term to join COTIF, the GCC-SG (GGC RA), in
cooperation with GCC MS, could lead in developing a set of common legal
procedures by adapting COTIF procedures to the local conditions pertaining in
the GCC MS.

47
3.3 Necessity to decide Mode of Operation for the GCC Railway Mainline.
The decision on whether there will be Open Access and Origin/Destination or not will impact
the mode of operation along the GCC Railway Mainline.
Once that is established, it is important that GCC MS make a decision, at an early stage, on the
mode of operation of the railway along the GCC Railway Mainline.
If there are Open Access and Origin/Destination arrangements, the operational arrangements (in
line with the direction of the Financial and Technical Committee Meeting of Sept 18-22, 2011,
that the GCC MS National Railways will manage the GCC regional traffic) can include, inter alia:
 GCC MS National Railways, operating in their national territory with bilateral
agreements to operate on the track of the other GCC MS along the GCC Railway
Mainline, or

 GCC MS National Railways, operating in their national territory with bilateral

agreements to operate on the track of the other GCC MS along the GCC Railway
Mainline, and also possibly an interstate regional passenger service (perhaps
operated as a joint venture entity on behalf of the GCC MS, coordinated by the
GCC RA which should have been formed by then).
If there are not Open Access and Origin/Destination arrangements, then the operational
arrangements would amount to a collection of national railways, maybe exchanging wagons at
borders – but this is far from the original intent of the GCC Railway Mainline, to set up a
competitive and efficient regional, integrated, and interoperable railway, operating across the
GCC Railway Mainline amongst all the GCC MS.
A decision by the GCC MS on the mode of operation of the railway (and preparation of a
resulting operational plan) will be necessary to allow the design consultant(s) of the GCC Railway
Mainline to prepare/identify the layout and final arrangements and layout (in each of the GCC
MS), such as:

 Line diagram.
 Location of stations, yards, maintenance depots, operational control centers,
HQs, passing loops.

 Location of border stations (if required).

 Operational movements to allow performance specifications to be prepared for

systems (signaling and telecommunications).

 Rolling stock fleet size and type.

48
IMPORTANT NOTE: Irrespective of what operational arrangements are decided upon by the
GCC MS, the Regional GCC railway traffic requires monitoring and harmonization by the GCC
Railway Authority, which should be formed as soon as possible to be mandated with the overall
implementation of the GCC Railway Mainline as one regional, integrated and interoperable
project (see Volume IV 4.2).

49
VOLUME IV: INSTITUTIONAL ARRANGEMENTS FOR REGIONAL GCC
RAILWAY MAINLINE TRAFFIC

The institutional arrangements are just as important to address and agree upon by GCC-SG and
MS early as the technical interoperability specifications provided in Volume I. They tend to be
more politically sensitive and therefore will take much longer to agree. It is critical that such
issues are dealt with from a GCC wide view and not a narrow national interest view while linking
the benefits of such an approach to the achievement of the overall objectives of the GCC
Railway Mainline. It is also important for the GCC MS to agree on how and who will enforce
things like directives and agreed commercial and regulatory arrangements, and what will the
sanctions be for non-compliance.

It is important to point out that some countries are already well advanced in developing their
legal frameworks and are implementing regulatory frameworks, hence the importance of
addressing these issues now. It is recommended that a working group should be established to
discuss and recommend a compatible and consistent regulatory framework.

Therefore, to ensure the implementation of the GCC Railway Mainline as one regional, integrated
and interoperable project, it is necessary to create in all of the GCC MS legal arrangements and
institutions for railways that are compatible with each other. Thus the GCC-SG and MS should
work in a coordinated manner, to achieve the following goals:

 Put in place a compatible legal framework for the railway transport sector.

 Allocate adequate resources in the national ministries of transport and

communications, and in relevant ministries, for addressing the railway issues.

 Create a compatible regulatory framework for the railway transport sector.

 Harmonization of the Rail Regulation System for the GCC Mainline.

 Benchmark the regulatory system on international best practice that has similar
railway operation.

Set out below is a short description of the functions and structures to be developed by each of
the GCC MS in order to set up a compatible regulatory framework for the railway transport
sector for the GCC MS. To achieve this goal, it is vital that all activities set out here be developed
in parallel and with a harmonized approach, based on consultation between the GCC-SG and
MS, under the facilitation and guidance of the GCC-SG and then the GCC RA.

The institutional arrangements issues are to be addressed in parallel, on two levels, as follows:

50
4.1 Legal and Institutional capacity building at the national level

At this level, the GCC-SG and MS should work in a coordinated manner for the achievement of
the following goals:

a) Setting up a national legal framework for railways with provisions on:

i. Roles and responsibilities of the GCC MS in the railway sector.
ii. Definition of the industry structure.
iii. Financing of infrastructure.

b) Putting in place institutional capacities for addressing railway sector issues (usually
in the MoT in each of the GCC MS or by regulators):
i. Develop a national strategy for railway transport.
ii. Financing the railway infrastructure.
iii. Establish railway infrastructure access rules and charges (preferably by an
independent regulatory body to develop infrastructure access rules and
charges to support those objectives and ensure that the rules are complied
with).
iv. Representation of government in regional and other international bodies
for railway issues.

c) Put in place a regulatory framework for the railway sector including arrangements
covering:
i. Safety of railways.
ii. Licensing of railway operators.
iii. Certification Body (could be organized as one regional entity with branches
in each of the GCC MS).
iv. Rolling Stock Matriculation Register (identification of wagons and coaches).
v. Investigation of railway accidents.
vi. Arrangements for monitoring and enforcing access rules.
vii. Performance standards as set out in licenses and safety certificates.
viii. Passenger rights and obligations

4.2 Legal and Institutional capacity building at the GCC Regional level.

The key element for building institutional capacity for the railway sector at a GCC Regional level
is the creation of a GCC Railway Authority (GCC RA).

The GCC Railway Authority should be formed as soon as possible and shall be mandated to play
a central, coordinating and facilitative role amongst the GCC MS in all phases for the overall
implementation of the GCC Railway Mainline, including, but not limited to:

51
  Coordinating and monitoring design and construction of the GCC Railway
Mainline.

 Setting up the regulatory framework for operation of GCC Regional transport

services.

 Promotion of the development of the railway transport sector.

 Monitor a comprehensive and consistent implementation of directives, rules,

codes, regulatory regimes, etc. and report to the enforcing authority (if the GCC
RA is not the enforcing authority).

 Develop common safety methods and targets and monitor safety across the GCC
and publish statistics;
 Monitor the delivery programme of the GCC Mainline and providing updated
reports on progress;
 Monitor stewardship and efficiency of the GCC Mainline railway asset including
its maintenance; and
 Develop interoperability requirements and monitor its implementation.
It is more critical now for the GCC-SG and MS to discuss and agree on common functions and
responsibilities of regulators given that Saudi Arabia, UAE and other GCC MS have already
passed a law setting out the role of the regulator and is well on the way to implementing the
regulatory regime, and that UAE is in the process of doing the same.
Therefore, as soon as the GCC RA is formed, it should carry out the following functions:
a) Prepare and set out the major common functions and responsibilities of national
regulatory bodies, with the intent of facilitating a harmonized regulatory
framework for the GCC MS;
b) GCC MS to discuss with GCC RA the process of creating the national regulatory
bodies, to define the criteria, with the benefit of allowing mutual recognition
(cross acceptance) at regional level of the documents issued by each of the
national authorities;
c) Issue a common Rule Book for the operation of regional transport services along
the GCC Railway Mainline;
d) Issue regional safety directives, and/or possibly issue all directives depending on
the roles and responsibilities the GCC-SG and MS will agree to mandate the GCC
RA with;
a) Develop common forms for such documents as Safety Certificate, Safety
Authorization, and Railway Operator License as per the best international practice

52
 for mixed traffic (comprising of freight and high speed passenger traffic) for all of
the GCC MS;
b) Develop uniform conditions for all of the GCC MS for the licensing of railway
operators for regional traffic along the GCC Railway Mainline;
c) Elaborate uniform requirements regarding a common training curriculum for
locomotive drivers in all of the GCC MS;
d) Issue uniform requirements for the creation of a database of the rolling stock fleet
to be created in each of the GCC MS;
e) Provide a dispute resolution service, on request, for any dispute between parties
involved in the operation of regional railway traffic along the GCC Railway
Mainline (acting as an arbitrator);
f) Facilitate the setup of a framework for the operation of regional traffic on the
GCC Railway Mainline, such as:
i. Harmonization of the annual timetables for allocation of pathways for trains
throughout the GCC Railway Mainline;
ii. Facilitate the coordination of the level of track access charge between the
GCC MS for regional traffic using the GCC Railway Mainline;

iii. Facilitate the development of harmonized rules for technical procedures

(train inspection) at border crossings; and

g) Promote the development of railway transport industry for the GCC MS:

i. Facilitate regional railway manufacturing and support services;

ii. Support institutional development by training visits to relevant railways;
development of professional railway organizations; membership of such as
the UIC, OTIF, hosting of railway seminars and trade shows; participation
in international forums in the transport and railway sector; and
iii. Setup a GCC Railway Training Academy for providing training for drivers,
signalmen and other safety-critical personnel (i.e. for staff who would work
along the GCC Railway Mainline –from the GCC national railways and/or
from possible regional operators).
There are some other issues with respect to setting the GCC RA that the GCC-SG and MS
should discuss and agree on way forward including, but not limited to:

53
a) The GCC RA might also collate and publish levels of safety and economic
performance in each MS.

b) Develop the requirement for regulators to collaborate and share relevant

information and intelligence to facilitate a consistent, coordinated approach to
regulation.

c) Develop requirement for the different infrastructure managers to cooperate, for

example with respect to access rights and timetabling for regional traffic.

d) Discuss and agree on which body will be mandated to establish the high level
outputs that the GCC railway will need to deliver such as passenger and freight
demand targets, capacity utilization, frequency, punctuality, reliability, network
and rolling stock availability, service quality attributes, safety targets, etc.

54
VOLUME V – CONCLUSIONS AND WAY FORWARD
5.1 Conclusions
These Common Guidelines herein have been prepared to provide a sound basis for the
continuing implementation of the GCC Railway Mainline Project. This is irrespective of the
decisions still to be taken on the manner of construction and operation of the railway.
The Common Guidelines should be: (a) agreed by the GCC-SG and all MS; and (b) its provisions
should be followed by all MS. This will preserve the goal of interoperability across the GCC Main
Line.
At the same time, these Common Guidelines should be regarded as a dynamic document/work
in progress. As decisions are made, and the project further proceeds into the various phases of
implementation including the detailed engineering designs, construction, and operations, there is
the likelihood that there will be continuous improvement at various times (as discussed and
agreed by the GCC-SG and MS). In this way, these Common Guidelines will remain a valuable
and relevant source of fundamental information for the designers, constructors, governmental
officials, and railway staff involved in the implementation of the GCC Railway Project.
It is also important to note that these common guidelines raise several key issues that are critical
and fundamental to successful implementation of the GCC Railway Mainline and thereafter to
the GCC National Railway Plans as need to be fully integrated. The GCC-SG and MS are
strongly advised to commence discussing these issues and preparing ahead which may require
developing separate Technical/Policy Notes addressing these issues and forward moving the
implementation agenda of the GCC Railway Mainline. These key issues and the strategic
decisions to be made by the GCC-SG and MS are briefly addressed below.
5.2 Key issues and strategic decisions to be made
Each volume of these Common Guidelines is relevant at different phases of the implementation
of the GCC Railway Mainline project. The provisions of Volume I are the most urgent to be agreed and
implemented, as they are necessary for the ongoing detailed engineering design activities. However, some
provisions of the volumes II, III and IV are also important to be agreed as soon as possible, as
they will have an impact on the detailed engineering design solutions (e.g. the origin/destination
principle of operation of regional traffic will have impact on the design, and later the
construction or not, of the facilities in the border stations). The following table summarizes
immediate open issues and actions that require to be clarified/carried out by the GCC-SG and
MS for the continuing successful implementation of the GCC Railway Mainline Project.

55
Volume Topic Action

Volume I: Rolling Stock (establish compatible GCC-SG and MS to setup Working

standards for Couplings, Buffing Group 1 (WG1), so that GCC MS
Common Technical Gear, Overriders, Lights, Fuel to discuss and agree on compatible
Parameters for the standard, brakes, electrical systems, equipment and systems for the
GCC Railway waste connections, crashworthiness, GCC Railway Mainline Railway
Mainline. multiple unit control, and, in rolling stock.
conjunction with track specification:
wheel/rail interface.

Volume II: Track and Civil Works. GCC MS to setup Project

Management Units (PMU), finalize
Construction Issues for
procurement of detailed engineering
the GCC Railway
design consultant(s) and decide on
Mainline Project.
construction strategy.

Rolling Stock. GCC-SG and MS to decide on

procurement policy for the rolling
stock (having decided on mode of
operation, and fleet requirements).
Prepare performance specifications
and procure.

Systems: (Signaling and GCC-SG and MS to decide on

Telecommunications). procurement policy- (one or two
(recommended) or more packages.
Prepare performance specifications
and procure.

Volume III: Open Access: WG 1: Rolling Stock and

Operation and Commercial
Operational and (Railway Operators licensed in Arrangements for GCC Railway:
Commercial various GCC MS have the right to
Arrangements for the operate regional traffic on GCC a. GCC-SG and MS to setup
GCC Railway Mainline Railway Mainline from origin to Working Group 1 (WG1), so
Regional Traffic. destination in any of the GCC MS). that GCC MS to discuss and
agree on compatible equipment
Origin/Destination: and systems for the GCC
Railway Mainline Railway rolling
(Custom and/or Immigration stock;
procedures take place at the origin

56
Volume Topic Action

and destination station and not at b. develop the guidelines for

the national border points). optimum solution, so that this
can be proposed to the GCC
MS for official agreement; and
c. develop the guidelines for the
operational and Commercial
Arrangements for the GCC
Railway Mainline Regional
Traffic.

Mode of Operation: GCC-SG and MS to finalize their

preferred method of operation,
(i.e. whether there are GCC MS’ immediately a decision is taken on
National Railways operating with whether there is Open Access and
bilateral agreements in other GCC Origin/Destination. The GCC SG
MS, along GCC Railway Mainline, to facilitate towards identifying
or other permutations). preferred method of operation.

Volume IV: Commercial Regulations for GCC GCC-SG and MS to investigate the
Regional Traffic: advantages for GCC MS of joining
Institutional COTIF and propose a solution.
Arrangements for (Join COTIF or develop common
Regional GCC Railway legal procedures by adapting
Traffic COTIF procedures to local
conditions of the GCC MS).

Institutional arrangements for WG 2: Institutional

regional GCC Railway Traffic: Arrangements for GCC Railway.
(Legal and Institutional capacity GCC-SG and MS to setup Working
building at the national level). Group 2 (WG2) to discuss and
adopt compatible solutions; each
GCC MS commence putting in
place adequate legal and
institutional framework for local
conditions.

57
 5.3 Work Plan and Time Schedule

Action Proposed timeframe

1. Finalization of the Common Guidelines. July, 2012.

2. Setting up the Working Groups 1 and 2. June, 2012.

3. Decision by MS on application of Open Access and End of 2012.

Origin/Destination to the GCC Railway Mainline.

4. Decision by MS on Mode of Operation for GCC Railway End of 2012 beginning of 2013.
Mainline
5. Finalization of Common Guidelines for Groups 1 and 2. End of 2012/First Quarter of 2013.

58
 Annex 1
Proposed Border Crossing Points Based on Google Earth Information 17
Border Point # Easting Northing Remarks
1* 241591 3160853 Projection: UTM
Kuwait – KSA 2* 244155 3159117 Datum: WGS84
3* 246446 3157185 Zone: 39
1 422109 2900124 Projection: UTM
KSA – Bahrain** 2 Datum: WGS84
3 439709 2894640 Zone: 39
1 479874 2732432 Projection: UTM
KSA – Qatar 2 482551 2733938 Datum: WGS84
3 485171 2735239 Zone: 39
1 557207 2671229 Projection: UTM
KSA – UAE 2 559270 2669438 Datum: WGS84
3 560993 2667963 Zone: 39
1 461856 2882765 Projection: UTM
Bahrain – Qatar** 2 Datum: WGS84
3 499342 2870785 Zone: 39
1 Projection: UTM
UAE – Oman*** 2 385573 2658350 Datum: WGS84
3 387482 2658337 Zone: 40

*: Point #1 is around 3 km inside country of origin. Point #2 is the proposed crossing according to
border shown on Google Earth. Point 3 is around 3 km inside country of destination.

**: Sea Border is not illustrated on Google Earth. Hence, the connection points are shown on the Railway
intersections with the land on both sides.

***: During the feasibility study of the GCC Railway, the Consultant studied the segment between UAE
and Oman via Al Fujairah. However, based on instructions received from UAE and Oman at a later stage,
this segment was routed via Al Ain. Hence, the connection points shown are based on Al Batinah Railway
Study in Oman. The information regarding the connection point on the UAE side (No. 1) is not available
to the Consultant. The information concerning this point (1) should be provided by UAE and the
coordinates of point 2 should be confirmed by UAE.

17 : The coordinates and crossing points are provided by the consultant and are based on the results of the GCC
Railway Feasibility. Currently, the GCC-SG is working with MS to update the alignment and crossing points
based on the latest developments in the implementation of the GCC Railway project as well as the latest
information provided to GCC-SG by MS. This is expected to be completed by end of 2012.

59
 Annex 2:

World Bank Environmental, Health, and Safety Guidelines for Railways

60