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Mecca Metro
Overview
Native nameقطارات مكة للنقل العام
LocaleMecca
Transit typeRapid Transit
Number of lines1 – Al Mashaaer Al Mugaddassah Metro line (shuttle train for Hajj pilgrims)
3 (projected)[1][2]
Number of stationsLine  S  – 9
Line  A   B   C   D  – 81 (projected)[2]
Operation
Began operationNovember 13, 2010
Technical
System length188 km (117 mi) (projected)[2]
Track gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge

The Mecca Metro or Makkah Metro is a metro system with four planned lines in the city of Mecca, Saudi Arabia. The Metro was constructed by China Railway Construction Corporation[3] and is run by Mecca Mass Rail Transit Company (MMRTC). The metro forms part of the 62-billion-riyal Mecca Public Transport Programme (MPTP), which will include integrated bus services.[1][4][5]

The four proposed metro lines[5] will be in addition to the existing Al Mashaer Al Mugaddassah Metro line: 18.1 km, connecting Mecca, Arafat, Muzdalifa, and Mina opened in November 2010.[6][7]

Many people utilize the Mecca Metro during the Hajj. The price for the metro is 250 riyals, with prices lowering to 100 riyals if traveling on the last day of Hajj.[8]

Planning

[edit]

In August 2012, it was announced that the Saudi government had approved a US$16.5 billion budget to build four metro lines (182 kilometers (113 mi)) of the system.[9] The announcement gave an estimated time period to completion of 10 years. Invitations for tenders were due to be issued in January 2013.[10]

Four new lines are to be built.[11]

  • Line  A  : will connect Mecca to large multilevel parking facilities from the south to the northeast.
  • Line  B  : is a straight link between Mina and Mecca and continues parallel to the HHSR into the southwest.
  • Line  C  : will connect Arafat and Mina to the west side of Mecca and continues to the northwest.
  • Line  D  : will connect the south to Mecca with a straight extension to the west.[12]

Work on the 188-kilometer (117 mi) long metro network with 87 new stations had been expected to commence construction in 2015,[1] then in 2016,[2] but had not started ever since. After a failed tender in 2017,[13] the Saudi government restarted the project in summer 2024 by ordering a feasibility study on phase 1 of the project. This phase with a US$8 billion budget covers planned line B and most parts of line C, while line A will be in the second phase, and line D plus a northern extension of line C will be part of phase 3.[12]

MMRTC has appointed Prasarana Malaysia to provide consultancy services during Phase 1, which covers the construction of two metro lines, totaling 45.1 km and 22 stations by 2019.[4][needs update]

See also

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References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Mecca Metro

View on Grokipedia
from Grokipedia
The Mecca Metro, also known as the Makkah Metro, is a system in , , comprising an operational shuttle line for pilgrims and planned urban lines to support both religious and daily mobility needs. The Al Mashaaer Al Mugaddassah Metro Line, its currently functional component, spans 18.1 kilometers with nine stations connecting the holy sites of Mina, Arafat, and , and holds the as the highest-capacity metro line globally, with a throughput of 72,000 passengers per hour per direction. A larger network of four lines totaling approximately 182 kilometers is under development to integrate the city center with surrounding areas, including new urban developments. The Al Mashaaer Al Mugaddassah Metro Line was constructed by the under a $1.8 billion contract awarded in February 2009, with the first phase opening on , 2010, and full operations commencing in November 2011. Managed by the Makkah Mass Rail Transit Company, the line operates exclusively during the annual pilgrimage, typically for 7 to 10 days, to alleviate road congestion and transport up to 500,000 pilgrims daily across its elevated tracks. It features 12-car trains manufactured by Changchun Railway Vehicles, each carrying over 5,000 passengers, and during the 2025 Hajj, it completed 2,154 trips while safely moving 1.87 million passengers with zero incidents under extreme conditions of 50°C heat and high winds. Fares for Hajj access are set at 250 Saudi riyals for most days and 100 riyals on the final day, with services running in coordinated patterns aligned to pilgrimage rituals. The broader Mecca Metro project originated from feasibility studies initiated in 2010 by , with preliminary designs for urban lines completed between 2013 and 2015, envisioning a public-private partnership structure. Ownership was transferred to the Royal Commission for Makkah City and Holy Sites, and in June 2024, the $8 billion first phase feasibility study was restarted by , supported by and Watson Farley & Williams, marking renewed momentum for the 182-kilometer expansion. In September 2025, the Royal Commission began engaging contractors for the first phase. This development aims to create a comprehensive network with Lines A, B, C, and D, enhancing connectivity for Mecca's population of approximately 2.2 million (as of 2025) and accommodating projected increases in pilgrims to 5 million annually.

History and Planning

Inception and Initial Approval

The Mecca Metro project originated in the early as part of Saudi Arabia's broader urban transport initiatives aimed at alleviating congestion and managing the influx of millions of pilgrims during the annual and seasons. These efforts sought to modernize infrastructure in the holy city to support sustainable growth and enhance mobility for residents and visitors alike. Initial concepts focused on developing a comprehensive rail network to complement existing systems strained by peak-period crowds exceeding 3 million people. Feasibility studies for the core metro system commenced in 2010, led by French engineering firm , which evaluated routes, capacity needs, and integration with the recently operational Al Mashaaer Al Mugaddassah Metro line—a 18.1 km elevated network connecting Mina, Arafat, and that had begun service in November 2010 to transport up to 72,000 pilgrims per hour during . The studies emphasized seamless operational coordination between the new urban lines and the pilgrim-focused Al Mashaaer line to optimize pilgrim flows without physical interconnection. Early planning outlined a four-line network spanning approximately 182 km with 88 stations, designed to serve daily commuters while scaling for seasonal demands. In August 2012, the Saudi Cabinet formally approved the project, allocating 62 billion Saudi riyals (about US$16.5 billion) for the development of the four-line system under the Mecca Mass Rail Transit Company. The approved routes included Line A running from the south (Al Sail area) to the northeast toward , facilitating access to peripheral parking hubs; Line B providing a direct east-west link from Mina to central ; Line C extending from Arafat and Mina to the west and northwest districts; and Line D connecting southern suburbs to western areas, including key interchanges near the Grand Mosque. Tenders issued that year aimed to select constructors leveraging experience from the Al Mashaaer line, but awards were delayed due to subsequent financial reviews.

Delays and Project Revivals

In , the Mecca Metro project encountered major delays as authorities restructured its US$16.5 billion financing amid sharp oil price fluctuations and ensuing budget constraints that strained Saudi Arabia's public spending. The decline in global oil prices over the prior two years had created a significant fiscal deficit, leading to cutbacks in infrastructure initiatives and modifications to the project's design, such as scaled-down metro stations near the Grand to control costs. Although an initial announcement by the project's CEO highlighted these issues, it was later retracted amid confusion, but the restructuring effectively postponed progress on the 182 km network planned across six phases. Tender processes for key contracts faced further hurdles in , resulting in the suspension of awards originally anticipated as early as January 2013 following the project's 2012 approval. Deals worth approximately $5 billion for Phase 1, including track and station development, missed their May deadline and were deferred to later in the year, with major bids from firms like Nesma & Partners and remaining unresolved due to ongoing financial reviews. This suspension stalled on-site activities and contributed to broader project inertia. From 2018 to 2020, the initiative saw limited advancement through periodic internal reviews, including partial explorations of integration with the for enhanced pilgrim connectivity, though these efforts yielded no substantial breakthroughs amid persistent budgetary pressures. The intensified these challenges between 2020 and 2022, disrupting transport infrastructure planning in and complicating preparations for high-volume pilgrim movements during and seasons. By 2022, costs had been adjusted to around 62 billion Saudi riyals via a more modular phased implementation to align with fiscal realities.

Recent Developments

In summer 2024, the Mecca Metro project resumed its Phase 1 feasibility study after a 14-year hiatus stemming from earlier delays, including a suspension in 2016. This phase centers on Lines B and C, encompassing 45.1 km of track with 22 stations at an estimated cost of US$8 billion. Prequalification for contractors was opened in early 2025 to invite bids for civil construction works on Phase 1, with an introductory meeting for interested firms held on September 21, 2025. China Railway Construction Corporation reaffirmed its involvement in the project, building on its prior experience with rail infrastructure in the region. Updated timelines indicate that construction is targeted to begin after 2025, with Phase 1 operations commencing by 2032 as part of a three-phase rollout extending to 2045. On November 19, 2025, signed a (MoU) with the Royal Commission for Makkah City and Holy Sites to participate in the King Salman Gate development, focusing on high-density precincts and seamless mobility integration. As of November 2025, the feasibility study remains ongoing with no groundbreaking achieved, though the project aligns closely with objectives for sustainable urban mobility and pilgrimage facilitation.

Network Overview

System Lines and Routes

The Mecca Metro system comprises four planned lines designated A, B, C, and D, forming a network totaling 182.7 km with 89 stations upon full completion. These lines are designed to enhance urban mobility in while providing critical connectivity to pilgrimage routes, integrating seamlessly with the existing Al Mashaaer Al Mugaddassah Metro—a dedicated 18.1 km elevated loop serving pilgrims by linking Mina, , and Arafat through 9 stations. Line A will extend from southern Mecca to the northeast, traversing urban districts and facilitating access to peripheral parking facilities and residential zones amid the city's hilly . Line B will provide a direct southwest connection from Mina to central , incorporating links to the Haramain High-Speed Rail (HHSR) station to alleviate pilgrim congestion at holy sites during peak seasons. Line C will route from Arafat and Mina westward and northwestward into to support ritual movements and inter-site travel. Line D will connect southern areas to western , emphasizing circumferential flow to reduce road dependency in densely populated sectors. Phase 1 focuses on Lines B and C, spanning 62.1 km. The routes incorporate a mix of elevated viaducts and underground tunnels to accommodate Mecca's challenging terrain, with approximately 40% of the network underground in initial phases to minimize surface disruption near sacred and historic areas. This design ensures efficient navigation of valleys and elevations while prioritizing pilgrim relief, particularly via Line B's streamlined path to key locations. The overall network aims to handle up to 1.2 million daily passengers, complementing the Al Mashaaer line's high-capacity shuttle operations.

Stations and Interchanges

The Mecca Metro network is planned to include 89 stations across its four lines (A through D), supporting comprehensive urban connectivity in the city. Phase 1 of the project focuses on Lines B and C, encompassing 31 stations that form the core urban framework, with implementation targeted between 2032 and 2035 as part of the three-phase rollout through 2045. Station designs emphasize multi-level configurations to optimize space and flow in a high-density environment, drawing from sustainable architectural principles aligned with Saudi Vision 2030. The main station, for instance, spans a 52,000 m² site with zoned levels for terminals, concourses, platforms, commercial areas, and services, enabling efficient passenger handling of up to 100,000 daily users. Approximately 60% of stations are projected to be elevated for cost efficiency and minimal ground disruption, while 40% will be underground to navigate the city's and integrate with existing . These structures incorporate facilities tailored to the site's religious significance, alongside high-capacity platforms designed to manage over 10,000 passengers per hour during peak periods. Key interchanges are strategically located to facilitate seamless transfers. In the Grand Mosque area, Lines A and D will connect, providing direct access to the and integrating with regional transport hubs. The Mina Valley serves as a critical junction for Lines B and C, linking with the existing Al Mashaaer Al Mugaddassah Metro to support pilgrim movement between Mina, Arafat, and central . Additionally, the network will interface at the Haramain High-Speed Rail (HHSR) terminus in Rusaifah, enhancing connectivity for intercity travel from and . Major hubs such as Mina Central and Arafat Interchange are incorporated into Phase 1, serving as focal points for high-volume pilgrim traffic. Accessibility features are integral to station layouts, promoting inclusivity for diverse users including users and the elderly. Designs include elevators, escalators, and wide, unobstructed pathways with clear to separate arrivals and departures, ensuring fluid circulation and compliance with pilgrim-friendly standards.

Construction Phases

Phase 1: Core Urban Lines

Phase 1 of the Mecca Metro project focuses on establishing core urban connectivity through the development of Lines B and C, which together span 62.1 km (including 19.5 km of tunnels and 41.2 km elevated) and include 31 stations (21 underground). This initial phase aims to alleviate in the densely populated urban core and facilitate efficient movement for both residents and pilgrims. The lines will incorporate a mix of types, with elevated viaducts dominating the route to minimize surface disruption, while underground sections address challenging terrain in high-density zones, including 2.4 km of tunneling under the Masar project. As of September 2025, the project has seen renewed momentum with the Royal Commission for Makkah City and Holy Sites engaging contractors through introductory meetings and opening prequalification for civil works. Construction is planned to commence in 2032, with full operations targeted for later in the decade as part of the overall 2032-2045 implementation timeline. The allocated budget for this phase totals US$8 billion, covering civil engineering contracts for tunneling, viaducts, and station construction, with an emphasis on sustainable and high-capacity design to handle peak Hajj season demands. A key feature of Phase 1 is the inclusion of approximately 19.5 km of underground track in the most congested urban areas to ensure seamless integration with existing transport networks. Notably, the system will connect directly with the existing Al Mashaaer Al Mugaddasah Metro, enabling efficient transfers for pilgrims between the new urban lines and the dedicated pilgrimage routes, thereby enhancing overall mobility during religious events. This integration is designed to support up to 450,000 daily passengers.

Phase 2: Southern Extensions

Phase 2 of the project covers extensions totaling 84.7 km (61.1 km elevated and 18.6 km underground) with 45 stations, including initial segments of Lines A and D, extending from southern and western peripheries toward the central network. This phase enhances accessibility for daily commuters and pilgrims in outlying areas by linking peripheral residential zones and parking facilities to the core infrastructure established in Phase 1, addressing growing transportation demands in expanding areas. Construction activities for Phase 2 are planned to follow Phase 1, with anticipated by 2038. The budget for this phase is estimated at approximately 20 billion Saudi riyals, prioritizing elevated track designs to reduce ground-level disruptions in densely populated and sacred zones. These elevated structures, comprising the majority of the route, ensure minimal interference with existing roadways and heritage sites while maintaining efficient flow. Line A in this phase supports connectivity to southern entry points near developments like the King Salman Gate, which adds 900,000 prayer spaces near the Grand Mosque to accommodate larger pilgrim gatherings, aligning with Saudi Arabia's Vision 2030 goals for sustainable urban mobility and .

Phase 3: Northern and Peripheral Expansions

Phase 3 of the Mecca Metro project completes the network with 36 km of elevated track, focusing on extensions of Lines A and D to enhance peripheral connectivity, including routes toward the southwest along areas like Ibrahim Al Khalil Road and the Old Makkah-Jeddah Road. This phase will utilize elevated structures to navigate the urban periphery, integrating with existing infrastructure from prior phases to support circumferential movement around the city. It also includes a northern extension of Line C, approximately 15 km with 7 stations, extending from Mina through western neighborhoods to arid outskirts, emphasizing sustainable design for desert terrain. Construction for Phase 3 is scheduled to conclude by 2045, aligning with the project's overall timeline to operationalize the complete network. The allocated for this phase stands at approximately 34 billion Saudi riyals, the , , and integration works necessary to finalize the system's expansion. Upon completion, Phase 3 will bring the total Metro network to 182 km (in addition to the existing 18.1 km Al Mashaaer Al Mugaddasah line), facilitating enhanced access for projected urban growth and population increases in by 2050, particularly in northern and peripheral districts.

Infrastructure and Technology

Track and Alignment Standards

The Metro system adopts a standard of 1,435 mm to ensure compatibility with international and maintenance practices. This gauge is consistent with the existing Al Mashaaer Al Mugaddassah Metro line and facilitates efficient operations across the network. The operational Al Mashaaer Al Mugaddassah Metro line uses a 1,500 V DC overhead system. The planned urban lines will employ a third-rail system, enabling reliable power delivery in both and elevated sections. The alignment standards are tailored to Mecca's rugged , which features elevation variations ranging from approximately 82 m to 982 m above , necessitating a combination of structures to maintain operational efficiency and passenger comfort. In Phase 1, the 62.1 km route comprises 19.5 km of underground s (about 31%), 41.2 km of elevated viaducts (about 66%), and a small remainder at grade level (about 3%), allowing the system to navigate steep gradients and urban constraints while minimizing surface disruption. Subsequent phases emphasize elevated structures, with Phase 2 including 61.1 km elevated and 18.6 km underground over 84.7 km, further adapting to the city's hilly terrain. Civil engineering standards incorporate seismic-resistant designs to address the moderate hazard in the Makkah region, where peak ground accelerations can reach up to 0.13g for a 475-year , as determined by probabilistic assessments. Structures utilize and components compliant with Saudi Aramco engineering standards (SAES-A-112) for meteorological and seismic loads. Materials are selected for in extreme heat, with Mecca's ambient temperatures frequently exceeding 50°C, ensuring control and resistance in viaducts and tunnels. To enhance safety amid projected annual pilgrim numbers of up to 30 million by 2030, the alignment eliminates all at-grade crossings through full via tunnels, viaducts, and overpasses, preventing conflicts with pedestrian and vehicular traffic in high-density areas. This approach confines at-grade segments to isolated, low-risk zones without public intersections, prioritizing uninterrupted service during peak periods.

Rolling Stock and Signaling

The rolling stock of the Mecca Metro, specifically the operational Al Mashaaer Al Mugaddassah line, comprises 17 driverless 12-car trainsets manufactured by Changchun Railway Vehicles, a subsidiary of Corporation Limited under China Railway. These trainsets are designed for high-capacity pilgrim transport, with each accommodating over 5,000 passengers in air-conditioned cars optimized for the intense demands of the annual season. The fully automated, GoA4 (Grade of Automation 4) configuration eliminates onboard crew, enhancing efficiency and reliability during the limited operational window of seven days per year. The signaling system utilizes Thales' SelTrac (CBTC), which supports driverless operations across the 18.1 km elevated network connecting Mina, , and Arafat. This advanced CBTC technology enables precise train positioning, automatic train protection, and , achieving minimum headways of 90 seconds during peak periods to handle up to 72,000 passengers per hour per direction. The system integrates radio-based communication for real-time data exchange between trains and the central control, ensuring collision avoidance and optimal throughput on the double-tracked alignment. Maintenance is facilitated through specialized facilities, including a high-level maintenance train developed by for periodic inspections and repairs, supporting the fleet's readiness for seasonal deployment. The operational model emphasizes rapid turnaround, with the entire fleet undergoing pre-Hajj testing to maintain uninterrupted service. Power supply for the metro is provided via electric traction systems, with infrastructure designed for resilience during high-demand events, though specific substation spacing details remain integrated into broader networks serving the region.

Operations and Integration

Capacity and Service Patterns

The Mecca Metro is designed to handle a peak capacity of 2.5 million passengers per day during high-demand periods such as , supported by train headways of 2 to 5 minutes on core lines. Upon full completion across all phases, the system is projected to serve over 500 million passengers annually, prioritizing efficient movement for both residents and visitors. Service patterns emphasize flexibility to address Mecca's seasonal fluctuations, with standard daily operations spanning 20 hours to cover urban commuting needs. During the pilgrimage, services extend to 24/7 availability to accommodate continuous pilgrim flows between holy sites. Line B will feature express services dedicated to shuttling passengers to key religious locations like Mina and Arafat, enhancing for ritual movements. The fare structure draws from successful models like the Al Mashaaer metro, offering a full pass for 250 Saudi riyals that provides unlimited access throughout the pilgrimage season, with systems integrated for seamless transactions. This pricing supports accessibility for the millions of international pilgrims while covering operational costs. These measures build on the proven track record of the existing Al Mashaaer line, which achieved zero operational errors while transporting 1.87 million passengers during 2025. Trainset capacities, typically accommodating thousands per unit, further bolster the system's ability to maintain service under peak loads.

Integration with Existing Transport

The Mecca Metro is designed to complement the existing Al Mashaaer Al Mugaddasah Metro, which primarily serves pilgrims during the annual pilgrimage season by connecting holy sites including Mina, Arafat, and . While the two systems are not physically linked, the urban metro's Line B provides a direct connection from central to Mina, enabling seamless transfers for pilgrims arriving via the Al Mashaaer line to access broader city services or vice versa, thereby enhancing overall mobility during peak periods. Integration with the Haramain High-Speed Railway (HHSR) occurs at the Mecca terminus station, where passengers from or can transfer directly to the metro for urban travel within the city. This connection supports efficient intercity-to-local journeys, reducing reliance on road transport and aligning with Saudi Arabia's Vision 2030 goals for sustainable mobility. The HHSR's King Abdulaziz Complex station in Mecca serves as a key interchange point, facilitating smooth transitions for up to millions of annual travelers. To support bus and road feeders, the Mecca Metro incorporates park-and-ride facilities at peripheral stations, encouraging commuters to leave cars outside the congested urban core and continue via . These facilities integrate with over 80 dedicated bus routes under the Makkah Public Transport Programme (MPTP), including (BRT) lines and feeder services that converge on metro stations to form a cohesive network serving residents and visitors year-round. Multimodal hubs are being developed as part of the to unify metro, bus, and services through app-based ticketing, planned for future implementation. The Makkah Bus mobile application already enables real-time tracking and digital payments for bus services, and future expansions will incorporate contactless smart cards for seamless transfers across modes, promoting an integrated ecosystem that minimizes wait times and enhances . Recent efforts, including the restart of feasibility studies in 2025, support these operational integrations.

Impact and Challenges

Purpose and Expected Benefits

The Mecca Metro, also known as the Makkah Mass Rail Transit, primarily aims to alleviate severe road congestion in Makkah during the annual and pilgrimages, which attract millions of visitors to the holy sites. By connecting key locations such as Mina, Arafat, , and the , the system reduces reliance on approximately 53,000 buses that traditionally transport pilgrims, thereby easing traffic bottlenecks and enhancing safety for the roughly 2 million participants and over 13 million visitors each year. This infrastructure is projected to handle up to 26 million annual visitors by 2030, streamlining movement and supporting Makkah's role as a global Islamic center. A key benefit is the significant reduction in travel times between pilgrimage sites; for instance, the journey from Mina to Arafat now requires only about 20 minutes via the metro. Economically, the project fosters growth by creating thousands of jobs in , operations, and related services, while spurring urban development along its 180-kilometer corridors to accommodate expanding commercial and residential needs. These efforts align with Saudi Arabia's Vision 2030, promoting sustainable economic diversification beyond oil dependency through enhanced tourism infrastructure. Socially, the metro improves accessibility for elderly and disabled pilgrims by providing efficient, inclusive options that prioritize mobility-impaired users, thereby ensuring a more equitable pilgrimage experience. Environmentally, it contributes to lower emissions by replacing bus and private vehicle trips, with the system already reducing carbon output during Hajj seasons through decreased road usage. Overall, these outcomes support broader goals of and reduced in a city strained by seasonal population surges.

Environmental and Logistical Challenges

The of the Mecca Metro in Saudi Arabia's arid environment presents significant environmental hurdles, particularly related to generation and water management. sands exacerbate emissions during excavation and tunneling, necessitating advanced suppression techniques such as water spraying and wind barriers to minimize air quality impacts on nearby residents and pilgrims. Additionally, in the region, where annual is minimal and is limited, complicates processes that require substantial volumes for mixing and control, prompting the adoption of recycled wastewater and efficient integration. For station operations, water-efficient cooling systems are essential to combat extreme heat, with designs incorporating evaporative cooling and solar-powered ventilation to reduce consumption amid Mecca's projected water demand surge from pilgrimage activities. Logistically, the project must navigate the city's sacred sites, including areas vital for rituals, without causing disruptions to religious observances or pilgrim flows. The operational Al Mashaaer Al Mugaddassah Metro Line's alignment spans 18.1 km with 9 stations connecting key pilgrimage zones like Mina and Arafat, requiring precise engineering to avoid interference with holy pathways, achieved through elevated tracks and underground sections that preserve surface access. Labor shortages further challenge implementation, as Saudi Arabia's sector faces a deficit of skilled workers for complex metro infrastructure, leading to reliance on international expertise and phased training programs under Vision 2030 initiatives. These issues are compounded by the need to coordinate around annual periods, minimizing downtime through off-peak scheduling. In September 2025, the Royal Commission for Makkah City engaged contractors for the planned urban lines, signaling progress amid ongoing logistical coordination. Funding for the $8 billion first phase remains vulnerable to Saudi Arabia's oil-dependent economy, where fluctuations in global prices can strain public budgets allocated to megaprojects. Recent forecasts indicate a potential fiscal deficit of 5.3% of GDP in 2025 due to lower revenues, heightening risks for financing, though these are mitigated by the project's phased rollout and integration into the diversified Vision 2030 framework. Cultural sensitivities demand that metro designs respect Mecca's religious heritage, incorporating Islamic architectural elements like domes and minarets in stations to harmonize with the sacred landscape. Engineering for seismic resilience, despite the region's low-to-moderate activity, involves reinforced structures compliant with international standards, while heat-resistant materials for tracks and rails address temperatures exceeding 50°C to prevent warping. These measures ensure long-term durability in the harsh desert climate.

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  53. https://gcpat.com/en/about/news/blog/construction-withstands-desert-conditions-middle-east
  54. https://saudimobilityconsulting.com/sustainable-transportation-in-the-desert-kingdom-challenges-and-opportunities/
  55. https://www.sciencedirect.com/science/article/pii/S2405844023105123
  56. https://globalriskcommunity.com/market_research/saudi-arabia-transportation-infrastructure-construction-market-ma
  57. https://www.reuters.com/world/middle-east/saudi-faces-rising-fiscal-risks-amid-mounting-spending-oil-prices-dip-fitch-says-2025-10-03/
  58. https://www.ricardo.com/en/news-and-insights/campaigns/rail-ivv
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