Executive Summary Report Detailed Design of Doubling Project for Transportation and Logistics (Section: Prachuap Khiri Khan – )

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Page 1 INTRODUCTION 1 1.1 Background 1 1.2 Objectives 1 1.3 Scope of Work 2 1.4 Development Targets 2 1.5 Project Components 4 2 EXISTING CONDITIONS 6 2.1 Route Alignment 6 2.2 Station 8 2.3 Track 11 2.4 Railway Bridge 12 2.5 Signalling, Traffic Control and Telecommunication Systems 12 2.6 Railway Crossing 13 3 DEMAND FORECAST 14

4 TOPOGRAPHIC SURVEY AND GEOTECHNIC SURVEY 17 4.1 Topographic Survey and Mapping 17 4.2 Geotechnical Survey 18 5 ALIGNMENT DESIGN 21 5.1 Alignment 21 5.2 Track Diagram 31 6 RAILWAY STRUCTURE AND TRACK WORK DESIGN 33 6.1 Geotechnical Foundation 33 6.2 At–Grade Railway Structure 33 6.3 Railway Bridge 35 6.4 Track Work 38 6.5 Drainage 41

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Page 7 STATION DESIGN 45 7.1 Architecture or Railway Station and Functional Areas 45 7.2 Platform Height 58 7.3 Civil and Structural Works of Station and Functional Areas 58 7.4 Electrical and Mechanical Systems for Station and Functional Areas 59 7.5 Intermodal Facilities 61 7.6 Station Access Roads 62 7.7 Freight Transport Facilities 63 8 RAILWAY CROSSING TREATMENTS AND FENCING 66 8.1 Railway Crossing 66 8.2 Safety Fencing 71 9 TRAIN OPERATION DESIGN 74 9.1 Forecasted Services 74 9.2 Train Diagram 75 10 SIGNALLING AND TELECOMMUNICATION DESIGN 79 10.1 Signalling System 79 10.2 Telecommunication system 83 11 CONSTRUCTION PLAN 88 12 ECONOMIC AND FINANCIAL ANALYSIS 92 12.1 Investment Costs 92 12.2 Economic Analysis 96 12.3 Financial Analysis 98 12.4 Investment Scheme Analysis 100 13 ENVIROMENTAL IMPACT ASSESSMENT 103 14 PUBLIC PARTICIPATION AND PUBLIC RELATION 107 14.1 Public Participation 107 14.2 Public Relation 108

PCBK / CMCL / UAE ii Executive Summary Report Detailed Design of Track Doubling Project for Transportation and Logistics (Section: Prachuap Khiri Khan – Chumphon)

LIST OF FIGURES

Figure Page 1-1 Overall Railway Development Plan according to the Latest Master Plan (2010) 3 2-1 Route Alignment of the Southern Line Railway: Prachuap Khiri Khan - Chumphon Section 7 2-2 Terrain along the Existing Railway between Prachuap Khiri Khan and Chumphon 8 2-3 Existing Route Alignment 8 2-4 Existing Station and Yard Layout 10 2-5 Current condition of the Train Stations 11 4-1 Material Sources 20 5-1 Existing Alignment of the Study Route 21 5-2 Alignment Alternatives around Map Ammarit Station 22 5-3 Alignment Alternatives around Ban Khok Ma Station 24 5-4 Alignment Alternatives around Na Cha-ang Station 25 5-5 Structural Profile for Meter Gauge Railway 29 5-6 Proposed Typical Section and Ultimate Section for Railway Development 30 5-7 Proposed Track Diagram 32 6-1 Typical Section of Double Track Railway Embankment 34 6-2 U20 Live Load Pattern 35 6-3 Railway Bridge Structures 37 6-4 Ballasted Track Structure 38 6-5 Drainage of the Project’s Watershed Area 42 6-6 Drainage System for Double-Track Railway 43 6-7 Reinforced Concrete Building for Water Discharge from Drain Tough 44 6-8 Side Drain Ditch 44 7-1 Type S Station Building for Small Station 48 7-2 Type M Station Building for Medium Station 49 7-3 Type L Station Building for Large Station 50 7-4 Example of Small Station Layout (Wang Duan Station) 54 7-5 Example of Medium Station Layout (Thap Sakae) 54 7-6 Example of Large Station Layout (Prachuap Khiri Khan) 55 7-7 Example of Extra Large Station Layout (Chumphon Station) 55

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LIST OF FIGURES

Figure Page 7-8 Staff Accommodation TYPE A 56 7-9 Staff Accommodation TYPE B 56 7-10 C.T.C. Building 57 7-11 Kiosk 57 7-12 Passenger Underpass in Station 57 7-13 Proposed Container Yards 64 8-1 Type of Railway Crossing Treatments 67 8-2 Fence Types 72 9-1 Train Diagram for Prachuap Khiri Khan – Chumphon Double Track Railway (Southbound) 78 10-1 Typical Signalling System 81 10-2 Data Transmission Backbone Network 84 10-3 Telecommunication System 85 13-1 Environmental Impact Assessment Process 103

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LIST OF TABLES

Table Page 2-1 Train Stations in Prachuap Khiri Khan - Chumphon Section 9 2-2 Summary of Railway Bridges in Prachuap Khiri Khan - Chumphon Section 12 3-1 Passenger Forecast in Terms of Maximum Line Load (Passenger per Day) 14 3-2 Forecasted Boarding and Alighting Passengers (Passenger per Day) 15 3-3 Forecasted Freight Demand (Ton per Year) 16 4-1 Lands to be Expropriated 18 5-1 Route Selection Result for the Alignment around Map Ammarit Station 26 5-2 Route Selection Result for the Alignment around Ban Khok Ma Station 26 5-3 Route Selection Result for the Alignment around Na Cha-ang Station 27 5-4 Design Criteria for Geometric Design of Railway Alignment 27 6-1 Summary of Track Work Design Criteria 41 7-1 Size of Functional Areas in Stations 47 7-2 Proposed Station Role and Building Development 52 7-3 Station Yard Development Components 53 7-4 Summary of Intermodal Facility Design 62 8-1 Summary of Railway Crossing Treatment 68 9-1 Number of Trains in the Project Area (Total 2 Directions) 75 9-2 Total Operating Distance (Train-Km per Year) 75 9-3 Stopping Stations for Each Train Service 76 9-4 Number of Trains (per Direction) in Year 2032 77 9-5 Travel Time and Average Speed between Prachuap Khiri Khan Station 77 – Chumphon Station (Year 2032) 11-1 Construction Plan 91 12-1 Estimated Initial Investment Costs 93 12-2 Operating and Maintenance Costs (Baht / Train-Km) 95 12-3 Rolling Stock Acquiring Plan 95 12-4 Investment Cost for Rolling Stocks Acquirement 96 12-5 Economic Benefits 97 12-6 Accident Cost Saving in Case of Railway Crossing Improvement Inclusion 97

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LIST OF TABLES

Table Page 12-7 Economic Analysis Results 97 12-8 Financial Analysis Assumptions 99 12-9 Project Revenues 99 12-10 Financial Analysis Results 100 12-11 Assumptions for Project Investment Scheme 101 12-12 Returns of Investment for Different Schemes 102 13-1 Summary of Environmental Impacts from the Project Development 104 13-2 The Most Critical Environmental Impacts and Proposed Mitigation 105 and Monitoring Measures

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1.1 BACKGROUND

The cabinet of acknowledged the conclusion of the Ministerial Committee on Economic Meeting on 27th April 2011 which approved an investment plan for State the Railway of Thailand (SRT), Department of Highways (DOH) and the Department of Rural Roads (DRR) for the sum of 195,820.50 million Bahts. The Ministry of Finance and Bureau of the Budget have the responsibility for allocating appropriate funding sources for the plan. An urgent stage of the Double-Track Railway Network development in , Northeast Line and Southern Line with a total length of 767 kilometers was considered as a part of the investment plan. The proposed Track Doubling projects in the investment program include Lop Buri - Pak Nam Pho, Map Kabao - Thanon Chira , Thanon Chira Junction - Khon Kaen, Nakhon Pathom - Nong Pla Duk - Hua Hin and Prachuap Khiri Khan – Chumphon sections. In the consideration of consistency of cabinet’s resolution and policy in which Thai Government encourages to invest both ongoing projects and potentially prospect projects, Office of Transport and Traffic Policy and Planning (OTP), under the authority of Ministry of Transport, has hired a consultancy to conduct the study and design of Prachuap Khiri Khan – Chumphon Track Doubling Project which is one of urgent projects to be completed by 2015. An increase in line capacity, a decrease in travel time and energy consumption in transport sector an improvement in environment and efficiency of public transport in rural areas, urban areas and international scale are benefits of the development of double track railways. In addition, the development will encourage people to shift mode of transport to railway, as a result, the accident rates on roads could be decreased. In this study, passengers transport is not only the main consideration. Freight transport and tourism potential are taken into account.

1.2 OBJECTIVES

1) Conduct a Study and Preliminary Design of the Track Doubling Project on Prachuap Khiri Khan - Chumphon Section, aiming to propose suitable track alignment, right of way, system and integration with other transport modes 2) Conduct a Feasibility Study of the project in various aspects including Economic, Social, Finance, Environment and the Investment Scheme 3) Conduct a Detailed Design, Project Cost Estimation and Tender Document Preparation

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1.3 SCOPE OF WORK

The study scope consists of 4 main parts which are: 1) Survey and gathering data, literary studies and demand forecast 2) Feasibility study on Engineering, Social, Economic, Financial and Investment scheme 3) Detailed design and tender document preparation 4) Environmental Impact Assessment (EIA) Report preparation, public participation and public relations implementation

1.4 DEVELOPMENT TARGETS

The development of Prachuap Khiri Khan - Chumphon Track Doubling, an urgent project on the latest railway master plan depicted in Figure 1-1, is expected to improve the service efficiency of in terms of speed, reliability, frequency and safety of both railway operation and road users. The following targets are adopted for the design:

• Railway structure and alignment are able to accommodate a maximum operating speed of 160 km/h (except on certain areas where realignment is not practical or worthwhile, the alignment will be designed for maximum operation speed of 120 km/h).

• Signalling system, however, is designed to accommodate the maximum operation speed at 120 km/h to be in line with the actual operation that could be expected, i.e., currently SRT does not have plan to acquire the 160-km/h Rolling Stocks in the near future.

• Railway tracks can handle 20-ton axle loads.

• Completely resolve at-grade crossing problems by upgrading to grade-separated crossing.

• Effectively utilization of the right-of-way which provides enough space for future development

• Minimize expropriation to reduce the social impacts

• Provide an express service with 120-km/h maximum operating speed on the shared track operation.

• Support the future electrification

• Support international connection

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Source: Railway and High Speed Train Development Master Plan (OTP, 2010) Figure 1-1 Overall Railway Development Plan according to the Latest Master Plan (2010)

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1.5 PROJECT COMPONENTS

The main components of the development include: 1) Running Structure The whole 169 km running track is at-grade with 138 railway bridges. Most of the alignment runs parallel to the existing alignment of SRT’s Southern line and is in the existing SRT’s Right-of-Way. There are 3 major realignments to improve operation efficiency as follows: - Around Map Ammarit Station (approximately 4 km) - Around Ban Khok Ma Station (approximately 3 km) - Around Na Cha-ang Station (approximately 6 km) In the realignment areas, 2 new tracks will be constructed with appropriate land acquisition. The railway structure is ballasted track with Meter Gauge rail using UIC54 rail and Mono Block Prestressed . 2) Stations and Container Yards (CY) At present there are 28 stations on this route including 21 stations and 7 stops. In this project, some stations/stops will be upgraded or downgraded with the consideration of both expected demand and engineering aspects. Finally, after the development, there will be 20 stations and 8 stops along the double track route as follows: • Prachuap Khiri Khan • Nong Hin (Stop) • Whagor • Wang Duan • Huai Yang • Thung Pradu (Stop) • Thap Sakae • Don Sai (Stop) • Khok Ta Hom • Ban Krut • Nong Mongkhon (Stop) • Na Phak Khuang • Bang Saphan Yai • Hin Gong (Stop) • Cha Muang • Bang Saphan Noi • Huai Sak • Ban Sai Thong (Stop) • Khao Chaiyarat • Map Ammarit • Ban Sap Somboon (Stop) • Khlong Wang Chang • Pathiu • Ban Khok Ma • Saphli • Nong Nian (Stop) • Na Cha-ang • Chumphon

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The project proposes 4 Container Yards, including 1) Whagor CY for supporting the international trading through Singhkhon Crossing Point and also distribution/collection activities in Prachuap Khiri Khan Area, 2) Map Ammarit CY for supporting rubber and products transportation from the vicinity production areas, 3) Saphli CY for distribution/collection activities in the upper part of Chumphon and 4) Na Phak Khuang CY for supporting transportation of steel industry. 3) Railway Crossings One of the aims of the development is to completely resolve the conflict between railway and road network. At-grade crossings will be replaced with suitable grade separated crossings. Terrain, road geometries and traffic are the crucial factors for the crossing design. Some existing crossings will be closed and some additional crossings will be constructed to serve local traffic demand. There are 87 active crossings along the existing route where 78 of them are at- grade crossings. The development proposes to terminate 8 existing crossings and construct additional 8 grade separated crossings. After the implementation of the project, there will be 78 crossings in total, including 23 Flyovers, 13 Overpass U- Turns, 9 Underpasses and 42 Underpass boxes. 4) Signalling and Telecommunication Systems Colour Light Signals with Computer Based (CBI) and Centralized Traffic Control (CTC) System will be applied 5) Services All existing services will be operated; however, travel speed and frequency of the services will be improved. The trains which travel on this route are: - Passenger Trains: Special Express Diesel Rail, Special Express Train, Express Train, Rapid Train and Ordinary Train - Freights Trains: Cement Train and Container Train

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2.1 ROUTE ALIGNMENT

The terrain of the route of 167 kilometers begins with coastal plain from Prachuap Khiri Khan Station (STA 302+330) to Cha Muang Station (STA 385+920). The terrain becomes hilly terrain from Cha Muang Station to Khlong Wang Chang Station (STA 434+290) where the highest elevation is at Map Ammarit Station (STA 420+590). The route, then, run through plain terrain from Khlong Wang Chang Station (STA 434+290) to Chumphon Station (STA 468+530) The project area terrain and the alignment of the existing Prachuap Khiri Khan - Chumphon Railway are depicted in Figure 2-1 to Figure 2-3.

‰ Vertical and Horizontal Alignment The existing alignment of Prachuap Khiri Khan-Chumphon Route is composed of 82 horizontal curves and 444 vertical curves. Some existing curves have insufficient radius to serve a high operation speed. Therefore, the development will modify the sharp curves to accommodate a desirable 160-km/h operation (or 120-km/h if necessary).

‰ Right-of-Way Typical existing Right-of-Way is 80 meters with the track in the middle. The Right- of-Way at the station is 160 meters.

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Figure 2-1 Route Alignment of the Southern Line Railway: Prachuap Khiri Khan - Chumphon Section

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Prachup Khiri Khan

Terrain

Elevation Figure 2-2 Terrain along the Existing Railway between Prachuap Khiri Khan and Chumphon

Coastal Plain Terrain from Ban Krut to Bang Hilly Terrain approaching Map Ammarit Station Saphan Yai Station (STA 354-STA 380) (STA 416-STA 420)

Hilly Terrain with winding alignment from Map Ammarit Flat Terrain with winding alignment from Saphli to to Khlong Wang Chang Station (STA 421-STA 434) Na Cha-ang Station (STA 461-STA 466) Figure 2-3 Existing Route Alignment

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2.2 STATION

There are totally 28 stations (21 stations and 7 stops) in the existing SRT’s Southern Railway Line between Prachuap Khiri Khan and Chumphon Stations as summarized in Table 2-1. A majority of the stations (15 Stations) are located on the left side (while heading south) of the railway as show in Figure 2-4.

Table 2-1 Train Stations in Prachuap Khiri Khan - Chumphon Section Distance from Position of the Station to the Rail Station/Stop Class Alignment (Southbound Direction) Prachuap Khiri Khan 302.33 Km 1 Left Nong Hin 310.37 Km 2 Left Whagor 313.42 Km * Left Wang Duan 318.27 Km 3 Left Huai Yang 329.07 Km 2 Left Thung Pradu 338.60 Km 3 Left Thap Sakae 342.06 Km 1 Left Don Sai 347.00 Km 3 Right Khok Ta Hom 353.04 Km * Left Ban Krut 360.53 Km 2 Left Nong Mongkhon 365.85 Km * Left Na Phak Khuang 371.04 Km 3 Left Bang Saphan Yai 376.52 Km 1 Left Hin Gong 383.58 Km ** Left Cha Muang 385.92 Km 3 Right Bang Saphan Noi 392.66 Km 2 Left Huai Sak 399.92 Km 2 Left Ban Sai Thong 404.30 Km * Left Khao Chaiyarat 409.65 Km 2 Right Map Ammarit 420.59 Km 2 Right Ban Sap Somboon 427.66 Km * Right Khlong Wang Chang 434.29 Km 3 Left Pathiu 439.34 Km 2 Right Ban Khok Ma 447.46 Km 3 Left Saphli 453.80 Km 3 Left Nong Nian 458.38 Km * Left Na Cha-ang 463.20 Km 3 Right Chumphon 468.53 Km 1 Left Remark Distance from Bangkok measure from Thonburi Station * Stop, ** Small Stop Source: Traffic Department, SRT (2011)

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Figure 2-4 Existing Station and Yard Layout

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Prachuap Khiri Khan Station Ban Krut Station

Bang Saphan Yai Station Ban Sai Thong Stop

Map Ammarit Station Chumphon Station Figure 2-5 Current condition of the Train Stations

2.3 TRACK

The railway in Prachuap Khiri Khan - Chumphon Section has been rehabilitated in the Track Rehabilitation Project Phase I and Phase III since 2002. The existing railway characteristics can be summarized as follows:

• Track: Ballasted Track

• Rail: BS100 with Continuous Welded Rail (CWR) for mainline track, is used in a few sections

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• Sleeper: Mono Block Concrete Sleeper in mainline track, Steel Sleeper for railway bridge over 25 m long and Timber Sleeper for railway bridge less than 25 m long

• Point: mostly Electrical Point Machine with some Mechanical Point Machine and Manual Point Machine

• : Ballasted Track with Concrete Panel Track inspection conducted by Civil Engineering Department of SRT in 2008 indicated that the track in Prachuap Khiri Khan - Chumphon Section is in good to very good condition (QI of track condition is in the range of 0-20)

2.4 RAILWAY BRIDGE

There are 138 railway bridges (excluding Box Culvert, Rail Opening and RC Pipe) in the existing Prachuap Khiri Khan - Chumphon Section as summarized in Table 2-2. A majority of them are steel bridge (75%) and the rest are concrete bridge (25%). There are 40 bridges which its span is longer than 20 meters.

Table 2-2 Summary of Railway Bridges in Prachuap Khiri Khan - Chumphon Section Bridge Type Quantity Deck Girder Bridge (DG) 39 Deck Plate Girder Bridge (DP) 14 Pre Stress Concrete Bridge (PC) 11 Reinforced Concrete Slab Bridge (RS) 25 Through Plate Girder Bridge (TP) 22 Through Truss Bridge (TT) 27

2.5 SIGNALLING, TRAFFIC CONTROL AND TELECOMMUNICATION SYSTEMS

The signalling system of the existing railway network in Prachuap Khiri Khan - Chumphon Section is not consistent as the system between Map Ammarit Station and Na Cha-ang Station is different from the other part. The existing signalling system can be summarized as follows:

• Prachuap Khiri Khan – Map Ammarit Section, Na Cha-ang – Chumphon Section and the connecting Section to the north of Prachuap Khiri Khan Station ( - Prachuap Khiri Khan) are equipped with Colour Light Signal, Electrical Point Machine and Tokenless Equipment.

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• Map Ammarit-Na Cha-ang Section is equipped with Tokenless Block Equipment Interlocked with Color Light Signals, and Mechanic Point Machine operated manually by station officer.

• The connecting Section to the south of Chumphon Khan Station uses more primitive systems - signalling system: Semaphore Signal and Station Limit Board - Block system: Token Block Tablet Type/Ball Type Instrument Traffic control: (1) Hua Hin Traffic Control Center: responsible for Ratchaburi - Bang Saphan Yai Section (2) Chumphon Traffic Control Center: responsible for Bang Saphan Yai - Section Communications System currently used on the route of project.

• Most of the telecommunication pole route is on the right side of the track (when heading south), except at Khlong Wang Chang Station.

• The space between pole route and the center of mainline track is approximately 10 meters.

• There is Fiber Optic Cable installed parallel to the pole route with the distance of 9 meters from the center of mainline track.

2.6 RAILWAY CROSSING

There are 87 crossings on the existing Prachuap Khiri Khan - Chumphon Section. Among them 78 are Level Crossings, including 10 Manual Control Crossings, 10 Automatic Control Crossings, and 58 Crossings without protection (36 of them are equipped with traffic sign only and 22 of them are unauthorized crossings). A majority of the crossings are under local authority and municipality responsibility. There are 5 crossings under the authority of Department of Highways and 8 crossings under the authority of Department of Rural Roads.

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33 DDEEMMAANNDD FFOORREECCAASSTT

A forecasted number of passengers and freights are fundamental element for design of operation and system facilities. The approach to this task is to use National Model (NAM) developed by OTP with a modification in Modal Split Sub-model. Table 3-1 summarizes the forecasted demand in terms of Maximum Line Load, Table 3-2 shows the number of boarding and alighting at each station, Table 3-3 summarizes the forecasted freight demand. According to the forecasted results, the number of passengers on the southern line will increase by 2.7 times compared to the without development case in year 2015, and the number will become 4 times in year 2037. Likewise, the freight demand will increase by 1.4-1.6 times.

Table 3-1 Passenger Forecast in Terms of Maximum Line Load (Passenger per Day) No. of Passenger (2-Direction) Year Without Project With Project 2011 9,400 - 2015 10,100 27,000 2017 10,400 34,900 2022 12,100 44,300 2027 14,200 51,000 2032 16,500 58,700 2037 16,500 64,900

PCBK / CMCL / UAE 14 Executive Summary Report Detailed Design of Track Doubling Project for Transportation and Logistics (Section: Prachuap Khiri Khan – Chumphon) ing Passengers (Passenger per Day) Table 3-2 Forecasted Boarding and Alight

Note: the forecast is based on the assumption that project implemented.Note: the forecast

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With Case With r export via Padang Besar Besar via Padang export r 1,546,800 1,317,400 1,405,300 1,651,900 1,943,100 2,285,600 2,420,800 Without Case Without Table 3-3 Forecasted Freight Demand (Ton per Year) 3,500 3,800 4,400 5,100 5,900 5,900 30,700 32,600 37,900 44,300 51,800 60,100 274,800 291,500123,900 337,900 131,500 391,800 152,400 454,200 176,700637,800 454,200 204,800 676,600 328,600935,800 204,800 784,400 350,200 992,800 123,900 1,150,900 909,300 410,900 1,334,200 131,500 1,054,200 1,546,800 1,054,200 482,700 152,400 1,021,900 1,099,600 567,200 176,700 1,318,200 1,575,600 598,500 204,800 1,883,200 2,065,200 204,800 2015 2017 2022 2027 2032 2037 2015 2017 2022 2027 2032 2037 Freight Type / Freoght OD Freoght / Type Freight Container North - South/Padang Besar Northeast -South/Padang BesarBangkok/ICD/East - SouthBangkok/ICD/East- Padang BesarSouth - Padang Besar* 300Cement 298,700 170,300General 316,900 Cargo: Other Regions 400 -South 180,700 367,400General Cargo: South - Padang 209,500 Besar 425,900 44,500Sum Prachuap. - ChumphonSection 242,800 400 493,700Sum 23,200 Southern 47,200 281,500 Line 493,700 281,500 24,700 500 54,700 446,000 279,300 475,200 28,600 63,400 308,300 557,000 600 33,100 390,200 73,500 653,100 485,100 38,400 765,900 73,500 600 603,000 812,100 38,400 44,500 691,100 97500 23,200 47,200 104800 24,700 54,700 126000 152300 28,600 63,400 184100 33,100 73,500 223600 38,400 73,500 24,700 Note *For With Case: including cargos from North and Northeast that transport to CY in the South and change to another train fo train another to and change South in CY the to transport that and Northeast North from cargos including Case: With *For Note

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4.1 TOPOGRAPHIC SURVEY AND MAPPING

4.4.1 Preparation of Map Data and Satellite Images The base map used as fundamental information for Conceptual Design and for detailed field survey was prepared using Satellite images from QuickBird and WorldView-1 Satellites available in the data bank of GISTDA (Geo-Informatics and Space Technology Development Agency (Public Organization)). Arial photos from Ministry of Agriculture and Cooperatives taken in 2002 were used for control and correction.

4.4.2 Topographic Survey and Mapping Topographic Survey collects the detail of the following elements: • Railway Cross Section • Cross Sections of Road and Waterway along the railway alignment • Railway-Road Crossing Detail • Station and Yard Detail • Waterway Detail • SRT’s Right-of-Way • Utility Details The survey process consists of: (1) Control survey using GPS Receivers to obtain the coordinate of control points. (2) Center line of track alignment and cross section survey using Total Station (3) Topographic survey of specific areas such as waterways, railway bridges, stations and yards, point machines, crossings, etc. (4) Preparation of topographic map along the study route using survey data in AutoCAD Program with the scale of 1:1,000 (A1 Size)

4.4.3 Right-of-Way and Cadastral Survey and Mapping

Right-of-Way Survey and Cadastral data accumulation were conducted to prepare the necessary information for expropriation of lands required for the project development. The outputs of this task include: (1) Right-of-Way Plan (2) Topographic and Right-of-Way Map

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(3) Cadastral and Right-of-Way Map (4) Lists of lands in the proposed Right-of-Way and areas to be expropriated Most of the lands required to be expropriated are for realignment in 3 areas as summarized in Table 4-1.

Table 4-1 Lands to be Expropriated Zone No. of Plots Area (sq.m.) Map Ammarit Station 14 105,742.67 Ban Khok Ma Station 9 27,678.35 Na Cha-ang 55 133,289.91 Total 78 266,710.93

4.2 GEOTECHNICAL SURVEY

4.2.1 Geological Condition along the Project Area

The subsoil deposit along the project route is part of coastal wave-dominated deposit: sand, silica sand of beach ridge, barriers, dune and lagoon. They are unconsolidated sediments composed of gravel, sand, silt and clay. From the beginning to the middle of the project, the sediments are Quaternary Deposits after that the sedimentary rock is punctuated with Quaternary Deposits in shortly to end of the project. For the earthquake risk, the project route is in the area of Fault Zone (RNF) in . It also closed to the epicenter of ever earthquakes of 5-6 Richter Scale magnitude in . The project area is identified in 2ก Area of Seismic Risk Zone, i.e. earthquakes with the damage level of III-IV Mercalli Scale could occur.

4.2.2 Geotechnical Engineering Field and Laboratory Tests

The field survey and testing in laboratory for geotechnical engineer were performed. Soil samples from test pit and soil boring excavated in field were sent to laboratory for engineering property tests. All the results were used in the design of track embankment, bridge foundation and other super structures. The overall investigations are 168 test pits and 285 soil borings along the project route. From the soil investigation results, it is found that most of soils in the project are sandy clay, silty sand/clayey sand and silt. Generally, the top soils in the project are stiff enough for normal foundation. Considering the foundation settlement, it is likely that most of the settlements will be immediate settlement during the construction, while consolidation in long term would rarely occur.

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4.2.3 Construction Materials Survey

The data of samples from several sources of track embankment materials around the project area were collected. The materials used for track embankment are fill sand, lateritic soil, crushed rock and ballast. The material sources with good material properties for track embankment construction and not too far from the project site were selected. Material samples from all selected sources were collected and tested in laboratory to examine engineering properties according to ASTM and AASHTO Standards. The resources of materials for track embankment construction are presented Figure 4-1.

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Figure 4-1 Material Sources

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5.1 ALIGNMENT

The project route is located between Prachup Khiri Khan and Chumphon Stations on the existing SRT’s Southern Line as depicted in Figure 5-1. Most of the alignment to be developed is on the same alignment with the existing track. There are some parts of the alignment that need to be realigned to improve for better train operating speed and safety.

Figure 5-1 Existing Alignment of the Study Route

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Generally, the project will be implemented by constructing a new single track parallel to the existing track. In the realignment areas, a new double track will be constructed.

5.1.1 Route Alignment Alternatives

In this project, there are 3 areas that need to be realigned to achieve at least 1,000 m curve radius to accommodate the operation speed of 120 km/h:

• Around Map Ammarit Station (KM.416 – KM.420): existing minimum radius 395 m. • Around Ban Khok Ma Station (KM.446 – KM.449): existing minimum radius 393 m. • Around Na Cha-ang Station (KM.460 – KM.466): existing minimum radius 600 m. 1) Alternatives for the Alignment around Map Ammarit Station (KM.416 – KM.420) The existing railway track alignment between Khao Chairat Station and Map Ammarit Station consists of continuous curves winding along hillside with the minimum radius of 395 m. Three alternatives for the alignment in this area are depicted in Figure 5-2.

Figure 5-2 Alignment Alternatives around Map Ammarit Station

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• Alternative 1A: The alignment continues straight line from KM. 415 to the left of the existing track alignment through the plain area, then turns right toward the existing alignment and turn left to Map Ammarit Station. The advantages of this alternative are (1) the number of curves can be reduced greatly from 6 to 2 and (2) 1,750 m curve radius can be achieved allowing 160 km/h operation. The disadvantage is the high relocation/expropriation impact. • Alternative 1B: This alternative has the shortest distance with 1,750 m curve radius enable 160 km/h operation. The relocation/expropriation impact is less than that of Alternative 1A. The disadvantage of this alternative is the high construction cost and difficulty for tunnel construction as the alignment directly passes through mountainous area. • Alternative 1C: The radii of curvature are adjusted to 1,000 m allowing 120 km/h maximum operating speed. The deviation of new alignment from the old one is the least among all alternatives. The advantage of this alternative is its minimum relocation/expropriation impact. While, the disadvantage are its poorest geometry and the difficulty in train operation during construction which bypass route have to be provided to minimize the impact.

2) Alternatives for the Alignment around Ban Khok Ma Station (KM.446 – KM.449) The existing railway track alignment from Ban Khok Ma Station to the South consists of reverse curves with the radius of 395 m. Three alternatives for the alignment in this area are depicted in Figure 5-3. • Alternative 2B: Most of the alignment is the same as the existing alignment with some modifications. The curve at KM.446+866 is adjusted from 490 m. radius to 1,000 m. radius without relocation impact, however, realignment of the curves at KM.448+076 and KM.448+470 which form S-curve with very narrow radii, requires 39 Rai expropriation. The advantages of this alternative are (1) the construction does not affect the station location and (2) low construction cost as the existing tracks in the station yard can be utilized. The disadvantages are high expropriation impact in the s-curve area and (2) the maximum curve radius that can be achieved is only 1,000 m. allowing up to 120 km/h operation speed. • Alternative 2B: The alignment is shifted with the distance of 20 m. to the right of the existing track, where it is still in the Right-of-Way. The advantage of this alternative is that the adjustment of s-curve at KM.448+076 and KM.448+470 require less expropriation than that of Alternative 2B. While, the disadvantages are (1) higher construction cost than Alternative 2B for the whole new station yard and (2) the

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maximum curve radius that can be achieved is only 1,000 m. allowing up to 120 km/h operation speed. • Alternative 2C: This alignment largely deviate from the existing one providing a straight connection to the straight segment after the s-curve (KM.448+470). The advantage of this alignment is that it has the best alignment among all alternatives which supports 160 km/h operation with the shortest distance. While, the disadvantages are the highest expropriation impact to local people and the highest cost for construction and expropriation.

Figure 5-3 Alignment Alternatives around Ban Khok Ma Station

3) Alternatives for the Alignment around Na Cha-ang Station (KM. 460 – KM. 466) The existing railway track alignment consists of 3 continuous curves with the radius of 600 m. Three alternatives for the alignment in this area are depicted in Figure 5-4. • Alternative 1C: This alternative aims to reduce the number of curves from 4 to 2 and provide longer radius of curvature with the straight section crossing Hua Wang Phanang Tak Canal. The advantage of this alignment is relatively good geometry. While, as this alignment totally deviate from the existing track, the disadvantages are

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(1) the highest expropriation impact to local people, (2) the highest cost for construction and expropriation and (3) the whole Na Cha-ang Station Yard will have to be relocated and constructed. • Alternative 2C: This alignment shares the same concept as Alternative 3A to reduce the number of curves and provide longer radius of curvature with the straight section crossing Hua Wang Phanang Tak Canal. However, in this alternative the maximum curve radius is limited to 1,200 m. to alleviate expropriation impact allowing up to 135 km/h operating speed. This alternative has less expropriation than Alternative 3A but more than Alternative 3C. • Alternative 3C: This alignment aims at minimizing expropriation. The number of curves cannot be reduced from the existing alignment but the radius of curvature is adjusted to 1,000 m enable 120 km/h operation. However, the location of station is affected due to the straight segment passing the station will reduce to 360 m (from the existing 600 m) which is not enough for station yard function. The advantage of this alternative is its minimum expropriation. While, the disadvantage is poorest geometry.

Figure 5-4 Alignment Alternatives around Na Cha-ang Station

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5.1.2 Route Alignment Selection

1) Route Alignment Selection Criteria Route alignment selection was conducted by comparing all alternatives in 3 factors as follows: 1) Engineering (35 points): including (1) Operation efficiency (route length, horizontal alignment and vertical alignment) (2) Construction difficulty and duration (3) Maintenance 2) Economic and Investment (30 points): including (1) Construction and expropriation /Relocation costs, (2) Maintenance cost and (3) Travel demand accommodation 3) Environment and Social (35 points): including the impacts on the following issues (1) Soil resource, (2) Relocation and property replacement, (3) Air quality, noise and vibration, (4) Land ecology, (5) Surface water quality, hydrology, drainage and aquatic ecology and (6) Transportation

2) Route Alignment Selection Results The study results1 as summarized in Table 5-1 to Table 5-3 indicate that: • Alternative 1C was selected for the alignment around Map Ammarit Station. • Alternative 2B was selected for the alignment around Ban Khok Ma Station • Alternative 3C was selected for the alignment around Na Cha-ang Station

Table 5-1 Route Selection Result for the Alignment around Map Ammarit Station Factor Alternative 1A Alternative 1B Alternative 1C Engineering 31.55 30.90 30.95 Economic and Investment 26.08 25.60 29.84 Environment and Social 18.25 15.75 23.00 Total 75.88 72.25 83.79

Table 5-2 Route Selection Result for the Alignment around Ban Khok Ma Station Factor Alternative 2A Alternative 2B Alternative 2C Engineering 33.09 32.83 31.17 Economic and Investment 29.78 29.69 23.55 Environment and Social 29.75 30.25 25.25 Total 92.62 92.77 79.97

1 Approved by the Steering Committee of the Study on 12 September 2011

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Table 5-3 Route Selection Result for the Alignment around Na Cha-ang Station Factor Alternative 3A Alternative 3B Alternative 3C Engineering 31.32 31.08 31.45 Economic and Investment 20.81 21.74 28.14 Environment and Social 19.75 21.25 24.75 Total 71.88 74.08 84.34

5.1.3 Detailed Design of Alignment Geometric design of the railway alignment together with Plan, Profile and Cross section drawings preparation were conducted by referring the followings standards: - SRT’s Design Standard - American and Maintenance-of-Way (AREMA) - Other Suitable Standards The design drawings will display the geometric details of the proposed railway on topographic map, track elevation and cross section of certain locations. The major criteria for geometric design of railway alignment are summarized in Table 5-4.

Table 5-4 Design Criteria for Geometric Design of Railway Alignment Item Design Criteria 1. Design Speed - General 160 km/h - Urban/Township Area 120 km/h 2. 1,000 mm 3. Track Distance 4.00 - 6.00 m 4. Horizontal Curve - Main Line Radius of Curvature 1,750 m (for 160 km/h) Radius of Curvature 985 m (for 120 km/h) - Loop and Radius of Curvature 200 m 5. Vertical Curve - General Radius of Curvature 10,000 m - Minimum Radius of Curvature 5,000 m 6. Grade - General ไมเก่ ิน 1.0 % - Maximum Allowable (allowable for short section) ไมเก่ ิน 1.2 % 7. - Maximum Cant 90 mm - Maximum Cant Deficiency 50 mm

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Alignment and cross section were designed by taken into account the following factors: - Structure Profile for Meter Gauge Railway (as shown in Figure 5-5) - Maximum Operating Speed - Track Distance - Right-of-Way - Locations of communities and environmental sensitive areas - Location and type of stations - Drainage System - Terrain and physical condition of alignment - Existing utilities and future plan - Obstacles - Future development and expansion of the railway including track adding, electrification, High Speed Train development, etc. The proposed typical section and ultimate section for the railway development are presented in Figure 5-6. Consistent track distance of 6.00 m was designed, except the following areas - Stations - Bridges in curve section

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Source: SRT Figure 5-5 Structural Profile for Meter Gauge Railway

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mate Section for Railway Development Figure 5-6 Proposed Typical Section and Ulti

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5.2 Track Diagram Track diagram was designed by considering the following issues:

• Alignment: Realignment of the route affects the design of station yards. The station yards have to be located on the straight segment enable for 650 m loop.

• Train Operation: Appropriate distance between stations for signaling equipment is determined. Some stops are upgraded to stations if the distance between consecutive stations is too far, while, some stations are downgraded to stops stations if the distance between consecutive stations is too short. Moreover, the track layout designed was verified by the train operation analysis in each target years.

• Passenger and Freight Facilitating: Accessibility to the railway system will not be deteriorated. The design provides equally number of stations (including stops) as the existing network at the same or nearby locations. The number of platforms and loop length was designed to conform with the number and type of trains being stop at each station. Some stops were upgraded to stations to serve the potential expansion of population and tourists. Moreover, some stations were designed to have a container yard and specific siding tracks to serve the potential freight transport.

• Effect on Local Communities and Existing Station Buildings: The design emphasizes on minimizing impacts on local communities, relocation and the existing station buildings especially the buildings with Architectural Value. The proposed Track Diagram of the project is presented in Figure 5-7.

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Figure 5-7 Proposed Track Diagram

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6.1 GEOTECHNICAL FOUNDATION The foundation types for structures and buildings in the project were selected based on the soil condition in each location. Generally, there are 2 types of foundation, which are shallow foundation and pile foundation.

• For shallow foundations, the factor of safety for design is not lower than 3.0, when the factor of safety is equal to Ultimate Capacity of Foundation divided by Actual Loading.

• For pile foundations, pile tip is designed to lay down in stiff soil layer to be sufficient for resisting the vertical load. The capacity of pile foundation is composed of Skin Friction Resistance and End Bearing Resistance. The factor of safety for design is not lower the 2.5.

• Foundation settlement is the significant issue to be considered, especially for the foundation on soft clay layer. Consolidation settlement in soft clay layer will occur in long term after loading. The consolidation settlement can be estimated by testing the soil samples collecting from field in laboratory.

• In case of soft clay layer or loose sand are found. Soil improvements are required before track embankment construction to prevent a failure or damage that may occur in weak soil layers. There are several methods for soil improvement. For this project, the recommended soil improvement methods are soil replacement with better materials, soil cement column and pile embankment, which should be selected properly for each specific area.

6.2 AT-GRADE RAILWAY STRUCTURE

6.2.1 Track Embankment The design of track embankment can be classified into 2 types according to the strength of soil layer, which are:

• At-grade track embankment with or without shallow soil improvement

• Track embankment with deep soil improvement: to be applied in case that stiff soil layer is relatively deep from the soil surface The typical section of track embankment was designed in trapezoid shape which the top of embankment have sufficient width for double track. The layers of structure

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from top to bottom are Ballast, Sub-ballast, Finish Subgrade and Fill Material. The typical section of track embankment is shown in Figure 6-1.

Figure 6-1 Typical Section of Double Track Railway Embankment

The main design criteria of track embankment are:

• For slope stability analysis, the factor of safety (F.S) is not less than 1.5.

• The minimum factor of safety (F.S) of 2.0 is used for the calculation of bearing capacity of subgrade (AREMA).

• Residual settlement due to consolidation settlement of soft clay layer from the load of track embankment and live load from trains will not exceed 0.3 meters within 20 years. The track embankment has been design to prevent the damage from bearing capacity failure, slope stability failure and the significant settlement. If the track embankment is not safety for all above criteria, proper soil improvement is required for the embankment foundation.

6.2.2 Track Ballast Structure The design of track ballast structure follows AREMA (1996) and SRT’s standard. The capability of each layer to handle the load distributed from top of the embankment to each layer, i.e., Ballast, Sub-ballast and Subgrade, subsequently. The important items to be considered in the design include: - Engineering properties of subgrade

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- Loading from ties or sleepers to ballast structure - Total thickness of track ballast and sub-ballast - Engineering properties of track ballast and sub-ballast - Methods of construction, installation and filed compaction Two cases of design loading and train speed were considered in the track ballast design, including:

• 20 tons train weight (U20) with the maximum speed of 120 km/h

• 16 tons train weight (passenger car) with the maximum speed 160 km/h. The calculation results can be summarized as follows: - Thickness of Ballast (beneath the tie) 0.25 m - Thickness of Sub-ballast 0.30 m - Thickness of Compacted Subgrade varies due to the height of embankment - The existing soil has to be in-place compacted in case that soil improvement is require in some soft soil areas.

6.3 RAILWAY BRIDGE Railway bridge design is conform to SRT Standard referring to AREAMA, EUROCODE, UIC, AASHTO (LRFD), AISC, BS5400 และ CEB-FIP. Design Loads include: - Dead Loads - Live Loads including (1) Train weight according to U20 Standard as shown in Figure 6-2, the loads are placed on positions that produce the highest stress in each element of structural (2) Live load on foot path in case of bridges with foot path

Figure 6-2 U20 Live Load Pattern

- Impact Factor - Centrifugal Force

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- Braking Force and Starting Friction - Wind Load on Structure and Train - Temperature Effects (for the temperature range of 15°C - 50°C) - Creep and Shrinkage - Exceptional Load such as Collision Load from Highway Vehicles, Derailment Load - Erection Load - Earthquake Load - Differential Settlement - Earth Pressure - Stream Current Force on Pier Working Stress Design method and Loads Factor Design Method (AREMA) are used for the load combination of bridge design. On the existing railway between Prachup Khiri Khan and Chumphon Stations, there are totally 138 railway bridges as follows (excluding small drainage structures such as Rail Opening Channel, Box Culvert and Reinforced Concrete Pipe) - Through Plate Girder Bridge (TP) 22 - Through Truss Bridge (TT) 27 - Deck Plate Girder Bridge (DP) 14 - Deck Girder Bridge (DG) 39 - Reinforced Concrete Slab Bridge (RS) 25 - Pre Stress Concrete Bridge (PC) 11 The following types of structure (as shown in Figure 6-3) were proposed for railway bridges in this project:

• Prestressed Concrete Box Girder for the bridge with 6.00-10.00 m span length

• Prestressed Concrete U-Girder for the bridge with 10.00-35.00 m span length

• Steel Through Truss Bridge for the bridge with longer than 35.00 m span length The existing bridges and drainage structures with the short span length of less than 6.00 m will be replaced with Box Culvert or Reinforced Concrete Pipe. In conclusion, there are 166 railway bridges to be constructed for 113 open channels, including 33 Prestressed Concrete Box Girders, 122 Prestressed Concrete U-Girders and 11 Through Truss Bridges. Some of the existing bridges will be replaced with Box Culvert.

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Prestressed Concrete Box Girder

Prestressed Concrete U-Girder

Steel Through Truss Bridge

Figure 6-3 Railway Bridge Structures

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6.4 Track Work Track work was designed by taking SRT’s Major Rules as a main criteria together with other International Standards including AREMA (American Railway Engineering and Maintenance of Way Association), UIC (International Union of Railways), EN (The European Standard), BS (British Standards Institution), ASTM (American Society for Testing and Materials), TIS (Thai Industrial Standards Institute), JIS (Japanese Industrial Standards) และ PCI (Prestressed Concrete Institute). User requirement and future system development were taken into account in the design.

6.4.1 Type of Railway Track The type of railway track in this project is Ballasted Track which is composed of the following main components: - Rail - Fastening System - Sleeper - Ballastbed - Sub-ballast and Subgrade Figure 6-4 illustrates the general structure of Ballasted Track.

Cross Section

Longitudinal Section Figure 6-4 Ballasted Track Structure

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6.4.2 Track Gauge As the track gauge used in the whole network of SRT is Meter Gauge (1.00 m), the Meter Gauge will definitely be used for the double track development in this project.

6.4.3 Track Structure Analysis

• Track structure analysis is to determine the strength of each track structure element in resisting the load distributed from the train wheel. The load from Rail/Wheel Interaction is distributed to Rail Fastener, Sleeper, Sub-Ballast and Subgrade through Protective Ballast Layer. The acting force to Sub-Ballast and Subgrade depends on the thickness of ballast layer.

• The design axle load applied in the analysis is the SRT’s Standard 20-Ton axle load.

• Design loads and acting forces can be classified into 3 groups, which are Vertical Forces, Lateral Forces and Longitudinal Forces.

6.4.4 Running Rail UIC 54 (EN 54E1) with a minimum tensile strength of 880 N/mm2 and hardness of 260 to 300 HBW for normal track.is adopted for the running rail in this project.

6.4.5 Rail Joint All rails of tracks and turnouts in the mainline and new siding track shall be welded to be continuous welded rails (CWR). Long-welded rails (LWR) in the mainline shall be produced by using the Flash-Butt welding procedure. The welding of turnouts and locations that Flash- Butt welding is not applicable shall be done by using the Aluminothermic welding procedure.

6.4.6 Rail Fastener The elastic that appropriates for Ballast Track type shall consist of a minimum number of components for providing lateral, longitudinal and vertical support to rails against imposed forces through the use of a spring clips in torsion and bending and with insulation against the shorting of track circuits. Main issues to determine in the rail fastener design are: - Longitudinal Rail Resistance - Lateral Rail Resistance - Electrical Resistance

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6.4.7 Sleeper Mono-block pre-stressed concrete sleeper will be used to support the tracks. All components of the system must be designed to withstand all forces resulting from the design static axle load of 20 tons (the maximum axle load of the SRT’s train) and the maximum design speed of 160 km/h. The following items are determined in the sleeper design: - Load distribution from wheel - Impact resulting from moving forces and non-uniformity of rail Coefficient - Bending Resistance 6.4.8 Ballast The main items for ballast design are: - Allowable Bearing Pressure - Depth of Ballast - Width of Ballast Shoulder at Ends of Ties Required properties of track ballast are: - It should be able to resist all acting forces to sleeper to maintain the desirable rail position - It should be flexible and able to absorb forces from track - It should allow convenient maintenance - It should provide a good drainage - It should be able to reduce the strain under sleeper within the acceptable range 6.4.9 Turnout Turnout is used for track changing from one to another according to the train operation. Turnout were designed according to SRT’s Major Rule and operation requirement. The turnouts used in this project are 1:12 turnout for Mainline, while 1:10 and 1:8 are used for loop and siding tracks.

6.4.10 Transition Track At the junction between the track on bridge and at-grade Ballast track where the stiffness on both sides is different (the stiffness of rail structure on bridge is higher than that of at- grade Ballast track), transition structure will be installed to protect differential settlement. Table 6-1 summarizes the criteria for track work design.

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Table 6-1 Summary of Track Work Design Criteria รายการ รายละเอียด 1. Design Axle Load • 16 Tons for Passenger Trains • 20 Tons for Freight Trains 2. Track Gauge • 1,000 mm 3. Rail profile • UIC 54 (EN 54E1) 4. Rail Inclination • 1:40 5. Continuous Welded Rail (CWR) • For Mainline 6. Minimum thickness of Ballastbed • 250 mm 7. Sleeper • Prestressed Monoblock Concrete Sleeper 8. Turnout Angle • 1:12 for Mainline • 1:10 and 1:8 for Loop and Siding

6.5 DRAINAGE

6.5.1 Topography and the direction of run-off water

The Project’s watershed area is located in altogether 4 sub-basins according to the classification of basin and sub-basin set forth by the National Water Resources, which are: - Prachuap Khiri Khan Coast Sub-basin (area: 2,100 sq.m.) - Bang Saphan Yai Canal Sub-basin (area: 500 sq.m.) - South-eastern Upper Sub-basin (area: 2,150 sq.m.) - Tha Taphao Canal Sub-basin (area: 2,110 sq.m.) Prachuap Khiri Khan Coast Sub-basin and Bang Saphan Yai Canal Sub-basin represent part of Prachuab Kiri Khan Coast great basins. While, South-eastern Upper Sub-basin and Tha Taphao Canal Sub-basin form part of South-eastern great basins. Topographic characteristics of the Project’s watershed area is distinctively described as mountain in the west with high terrain which slopes down towards the east, hence the run- off in the Project’s watershed area naturally flow from the west towards the east as shown in Figure 6-5.

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Figure 6-5 Drainage of the Project’s Watershed Area

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6.5.2 Catchment Area along the Double-track Railway Line The design of building drainage system which involves profile and dimension of effective drainage system is intended to ensure that the rain water will be drained off the railway structure without causing any damage to the railway track and surrounding communities or agricultural areas. The study has estimated that the catchment area along the whole alignment of the railway line will cover the total area of 3,875 square kilometers which is divided into 152 localities based on topographic characteristics and direction of water discharge.

6.5.3 Drainage System of the Project

• Analysis of heaviest deluge - Rational Formula: for the catchment area which smaller than 25 sq.km. - Regional Flood Frequency Analysis: for the catchment area which larger than 25 sq.km. It is found that the heaviest flood which occurred at the frequency of 100 years in each sub-basin where the railway line passes through has been recorded to range from 0.34 to 1,387.35 cubic meter per second.

• Design of drainage system for the waterways that cross the Project’s railway line. The study of buildings in relation to the heaviest deluge recorded in 100 years shows that all buildings in 152 catchment areas could cope effectively with the heaviest deluge recorded in 100 years.

• Design of drainage system in the railway track: including track drainage, catch pit and sideway drain pipes as shown in Figure 6-6.

Figure 6-6 Drainage System for Double-Track Railway

Rain water which falls on the railway line will be collected by track drainage and catchment pit and flows out from the track into the sideway drain pipes. The sideway drain trough is made of reinforced concrete in U-shaped configuration with width of 0.60 m and depth of 0.60 m. The gradient of drain trough is level to the track bed. Water discharge from the drain trough will be processed by the reinforced concrete building as shown in Figure 6-7.

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Figure 6-7 Reinforced Concrete Building for Water Discharge from Drain Tough

• Sideway drainage system: in case where the rail line passes through the hill slope or potential flood areas. The design will feature an open drain ditch at the side of railway track located within the Right-of-Way which will navigate the water into the nearest natural waterways as shown Figure 6-8.

Figure 6-8 Side Drain Ditch

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7.1 ARCHITECTURE OF RAILWAY STATION AND FUNCTIONAL AREAS

7.1.1 Design Concept of Architectural Work The architectural design concept for this project is:

(IDENTITY + UNIVERSAL DESIGN + SMART STATION In other words, the station design is a venture which incorporates Modern architecture into Locality to create new and unique Imagery of the communities surrounding the station. Modern architecture is expressed through simplicity of form and structure, use of modern materials while preserving Locality which means identifying the local physical characters of the buildings in the old communities of Prachuap Khiri Khan Province and and then transforming them into Landmark of the communities around the station. The station architectural design will also have to effectively address the humid weather by frequent raining in order to ensure the efficient service of the station. Specific issues considered in the design are: • Background and importance of the railway stations in Prachuap Khiri Khan – Chumphon area • Architectural characteristics of the railway stations in Prachuap Khiri Khan – Chumphon area - European Mixed Architectural Buildings (Colonial Architecture) - Modified-Thai Architectural Buildings • Influenced architectural style for station design and improvement: Victorian Architecture • Forecasted Passengers • Related Major Rules of SRT • Related design guidelines, standards and regulations, such as “Guide line for public transport facilities in Japan (March 2001)” and “BMA’s Regulation for structure and architecture in Thailand” etc. For design, stations were classified into 4 groups according to their number of passengers (forecasted number of passengers in 2032 was applied) as follows: • Small Station : Accommodate less than 80 users/hour • Medium Station : Accommodate less than 160 users/hour

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• Large Station : Accommodate more than 400 users/hour (Prachuap Khiri Khan station) • Extra Large Station : Accommodate more than 900 users/hour (Chumphon station) In most of the stations in this project, the new station building will be constructed near the location of the existing station building. Phasing expansion was considered in the design, e.g. in the first phase it might construct only one side without separation of Paid and Un- Paid areas, then in the next phase another building and additional pedestrian crossings will be constructed. The design emphasizes on reserving the existing stations and modifying their function to be beneficial to community and tourism such as library and local museum, etc.

7.1.2 Architectural Design of Railway Station Buildings

• Follow the Design Concept of Architectural Work together with Functional utilization concept • Utilize the advantage of the project area’s Geography, i.e. the offshore-onshore breeze for air ventilation. Station layout will have all functional areas line up side by side without overlapping each other to facilitate air flow. Furthermore, both entrance hall and waiting area will have no walls, thereby allowing good air ventilation and energy saving. • Adopt Thai traditional architectural know-how in station design such as high roof and wide shed erected to keep off both sunlight and rain Due to the different requirement of functional areas in the station, 3 types of typical station were designed: • Building TYPE S : used for Small Station (Figure 7-1) • Building TYPE M : used for Medium Station (Figure 7-2) • Building TYPE L : used for Large Station (Figure 7-3) Chumphon station is specially classified as “Extra Large Station” as it has the old and distinctive-style building which is presently still serviceable. Accordingly, the design of Chumphon station falls outside the three designated types of station because of its unique locality. Besides station buildings, detailed designs of other buildings and facilities such as accommodations, offices, relay rooms and kiosks, etc. were also conducted.

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Table 7-1 Size of Functional Areas in Stations Type S Building Type M uilding Type L Building Functional Area (sq.m.) (sq.m.) (sq.m.) Passenger use Waiting Area : UNPAID AREA 57 85 85 Waiting Area : PAID AREA 190 240 310 Separate Restroom for Male, Female, Disabled People 48 48 48 Administrative use Ticket Room 12 12 12 Station Master Room 16 16 16 Operation Control Room 16 16 16 Pantry Room 6.5 6.5 6.5 Restroom 6.3 3.6 3.6 Store Room 4.2 4.2 4.2 VIP Room - - 36 Meeting Room - - 13.5 Pantry Room Catering for Meeting - - 9 Locker Room - - 9

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Figure 7-1 Type S Station Building for Small Station

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Figure 7-2 Type M Station Building for Medium Station

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Figure 7-3 Type L Station Building for Large Station

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7.1.3 Railway Station Layout Design Presently, there are 21 stations and 7 train stops along the route between Prachuap Khiri Khan station and Chumphon station. In this track doubling project, station layouts were modified according to new alignment and operation concept. Some stations were downgraded to stops, while some stops were upgraded to stations. The modification details are summarized in Table 7-2 In case of the existing stops, the development will provide platforms and shelters (3mx3m) on both sides of tracks. While, in case of the stop that downgraded from stations, e.g. Nong Hin, Thung Pradu, and Don Sai, a new shelter on the other side of tracks will be built. For the development in station area, the study has involved not only the design of station building but also the detailed design of facilities as well as other associated structures. The type and number of facilities for each station are summarized in Table 7-3. Figure 7-4 to Figure 7-7 shows the example of station layout for each type. Figure 7-8 to Figure 7-12 shows the example of facilities and supplementary buildings in stations.

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Table 7-2 Proposed Station Role and Building Development Type Proposed Station Building Development Station/Stop Present After Development Existing Building New Building Prachuap Khiri Khan Station Station Reserve and modify function Construct L-type building Nong Hin Station Downgraded to Still use Construct new shelter Stop Whagor Stop Upgraded to - Construct S-type building Station Wang Duan Station Station Demolish Construct S-type building Huai Yang Station Station Relocate, reserve and modify Construct M-type building function Thung Pradu Station Downgraded to Still use Construct new shelter Stop Thap Sakae Station Station Reserve and modify function Construct M-type building Don Sai Station Downgraded to Still use Construct new shelter Stop Khok Ta Hom Stop Upgraded to - Construct S-type building Station Ban Krut Station Station Reserve and modify function Construct M-type building Nong Mongkhon Stop Stop - Construct new shelter Na Phak Khuang Station Station Demolish Construct S-type building Bang Saphan Yai Station Station Reserve and modify function Construct M-type building Hin Gong Stop Stop - Construct new shelter Cha Muang Station Station Demolish Construct S-type building Bang Saphan Noi Station Station Relocate, reserve and modify Construct M-type building function Huai Sak Station Station Relocate, reserve and modify Construct S-type building function Ban Sai Thong Stop Stop - Construct new shelter Khao Chaiyarat Station Station Demolish Construct S-type building Map Ammarit Station Station Keep and modify function Construct M-type building Ban Sap Somboon Stop Stop - Construct new shelter Khlong Wang Chang Station Station Demolish Construct S-type building Pathiu Station Station Relocate, reserve and modify Construct M-type building function Ban Khok Ma Station Station Reserve and modify function Construct S-type building Saphli Station Station Demolish Construct S-type building Nong Nian Stop Stop - Construct new shelter Na Cha-ang Station Station Demolish Construct S-type building Chumphon Station Station Still use Construct additional Plaza

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Table 7-3 Station Yard Development Components

Note * Stops

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Table 7-4 Example of Small Station Layout (Wang Duan Station)

Figure 7-5 Example of Medium Station Layout (Thap Sakae)

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Figure 7-6 Example of Large Station Layout (Prachuap Khiri Khan)

Figure 7-7 Example of Extra Large Station Layout (Chumphon Station)

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Figure 7-8 Staff Accommodation TYPE A

Figure 7-9 Staff Accommodation TYPE B

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Figure 7-10 C.T.C. Building

Figure 7-11 Kiosk

Figure 7-12 Passenger Underpass in Station

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7.2 PLATFORM HEIGHT

The determination of platform height is based on the train’s characteristic, specifically the area for getting on/off. In the existing trains, passengers get on/off through a 2-step stair for which the existing platform of 300 mm height is suitable. However, there has been considering that the getting on/off area of future passenger trains to be acquired will be the same level as the floor height of 1,100 mm high (high floor train). Together with the discussion with SRT and OTP, it was determined that the design of this track doubling project should support the future development to 1,100 mm platform height. However, it was also realized that in the initial phase of development, there will be mixed operation of old type and new type of trains. Therefore, the platform height proposed to be constructed in this track doubling project is 790 mm. stepped down from the station floor level of 1,100 mm. This will allow convenient improvement to the high floor platform (1,100 mm) in the future, while keeping the operation in initial stage in compromising level of comfort The platform height of 790 mm is the same level with the second step of existing passenger train access stair and the different height between platform and high floor train is 300 mm (compared to 800 mm in case of the existing platform level).

7.3 CIVIL AND STRUCTURAL WORKS OF STATION AND FUNCTIONAL AREAS The design of civil and structural works of railway station and functional areas covers the following elements: (1) Foundation work: Pile foundations are typically used for railway station structures. Square piles are used for general structures and I-shaped piles are used for retaining wall. (2) Floor Slab: work comprises both RC Slab on Beam and RC Flat Slab. (3) Column structure: for typical station buildings, reinforced concrete columns are used whereas structural steel posts are used to support platform roofs. (4) Drainage System: Drainage system is designed to effectively drain the rain water off the roof of the station building and functional areas through concrete drain pipes and catch basins. The design of civil and structural works of station and functional areas complies with the following regulations and international standard as follows: - Engineering Institute of Thailand’s standard on reinforced concrete building with strength (E.I.T 1008-38) - Building Control Act B.E. 2522, B.E. 2535 and B.E. 2543 - Engineering Institute of Thailand’s standard on steel building (E.I.T 1015-40)

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- Engineering Institute of Thailand’s standard on pre-stressed concrete building (E.I.T 1009-34) - American Association of State Highway and Transportation Officials (AASHTO) - Standard for Structural Calculation of Steel Structure (AISC) - Building Code Requirement for Structural Concrete by American Concrete Institute (ACI) All elements of station buildings and functional areas were designed to withstand the maximum force/load acting to the structures according to ACI 318. Structure analysis was conducted by using Elastic Method. Strength Design and Allowable Stress Design Methods were applied to the design of RC structure and steel structure, respectively.

7.4 ELECTRICAL AND MECHANICAL SYSTEMS FOR STATION AND FUNCTIONAL AREAS

7.4.1 Mechanical Systems Mechanical system design for railway station and functional areas complies with the following regulations and standards: - Energy Conservation Act - Building Control Act - Engineering Institute of Thailand’s Standard on Fire Protection - Engineering Institute of Thailand’s Standard on air-conditioning and air ventilation system - Thailand Industrial Standard (TIS) - American Society of Plumbing Engineers (ASPE) - National Fire Protection Association (NFPA) - American Society of Heating Refrigerating and Air Conditioning Engineer (ASHRAE) Mechanical system for railway station and functional areas consists of: • Fire Protection System - Hand-held fire extinguisher, carbon dioxide fire extinguisher for control room and power room - Dry chemical fire extinguisher for service areas • Ventilation System and Air Conditioning - In air-conditioned rooms, ventilation fans are equipped to take the stuffy air out of the room.

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- In open-air area, natural air ventilation is utilized for energy saving - For the sage of flexibility and convenience in maintenance, air-conditioning systems are provided in Station’s Master room, Train police room and ticket office room using split type air conditioners. - The temperature of equipment/plant rooms (such as pump room, power supply room etc.) will be adequately regulated by ventilation fan to ensure the exact working temperature of equipment in such rooms. - Toilets are designed to have good ventilation and reduce energy consumption. Small window or ventilation fan is provided in damp area. • Plumbing and Sanitary System - Plumbing and sanitary system: Discharge from kitchen is designed to flow to the wastewater treatment system through a grease trap. Soil pipe and waste pipe are separated to reduce pipe blockage. - Roof rainwater drainage: Draining off rainwater from roof involves rain gutter and downspout. The system is designed for 150 mm/hour rainfall. - Utility supply: Fresh water is supplied by Provincial Water Authority to water tank through water meter. The storage capacity of water tank is designed for at least 1 day consumption, 1 day fill-up water for air-conditioning system and 30 minutes supply water for fire-fighting system. - - Wastewater treatment system: Wastewater treatment tanks are operated by anaerobic filter treatment process.

7.4.2 Electrical Systems Electrical system design for railway station and functional areas complies with the following regulations and standards: - Provincial Electrical Authority (PEA) - Engineering Institute of Thailand (EIT) - Electrical installation Standard of Thailand - Energy Conservation Act - National Fire Protection Association (NFPA) - International Electro technical Commission (IEC) - Illumination Engineering Society (IES) - National Electrical Code (NEC) The electrical systems are divided into 2 groups for interior and exterior parts of the building as follows:

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• Interior Electrical System - Lighting and Receptacle System: The system design focuses on providing enough light especially in strategic areas such as stair case, ramp, fire exit, with consideration of energy saving. Moreover, emergency lightings are provided at strategic locations with battery backup supporting for 2 hours usage. - Low Voltage Power Distribution System - Fire Detection and Alarm System • Exterior electrical system - Lighting and Receptacle System: Floodlights mounted on High Mast of 25 - 30 m high are used. - High Voltage Power Distribution System

7.5 INTERMODAL FACILITIES The development of intermodal facilities includes provision of access road network, Park & Ride facilities, public transport, parking area, access for disabled people, public notice board and tourist information counter as summarized in Table 7-4. • Access road network - Road network should be systematically provided to enhance accessibility to railway stations and the staff’s living quarters. - Sufficient direction signs should be posted around the station and peripheral area to facilitate passengers and patrons. - Traffic signal control on road network shall be improved to effectively manage the traffic. • Kiss-and-Ride area: Kiss-and-Ride shall be provided in front of the station to enable the passengers to be dropped off or to safely transfer to other mode of transportation. In case of , temporary Kiss-and-Ride area should also be provided to facilitate the passengers and patrons. • Park-and-Ride Facilities: Park-and-Ride facilities shall be provided. • Parking Lots for Public Transport Vehicles: Public transport vehicle and motorcycle parking lots should be sufficiently provided to facilitate the passengers and patrons. • Facilities for Disabled People: Facilities to facilitate disabled people such as station access, walk ramp, toilet, car park and signage for disabled people should be provided.

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• Public Notice Board and Tourist Information Counter: Travel information should be made available to both local and foreign tourists. Tourists should be given a choice of roaming around by rental car and bicycle.

Table 7-4 Summary of Intermodal Facility Design Access Road Network Improvement Intermodal Facilities Public Notice Public Board and Disabled Station/Stop Road Traffic Transport Tourist Signage Kiss-&-Ride Park & Ride People Network Signal Vehicle Information Facilities Parking Counter Prachuap Khiri Khan Nong Hin Whagor Wang Duan Huai Yang Thung Pradu Thap Sakae Don Sai Khok Ta Hom Ban Krut Nong Mongkhon

Na Phak Khuang Bang Saphan Yai Hin Gong Cha Muang Bang Saphan Noi Huai Sak Ban Sai Thong Khao Chaiyarat Map Ammarit Ban Sap Somboon

Khlong Wang Chang Pathiu Ban Khok Ma

Saphli Nong Nian Na Cha-ang Chumphon

7.6 STATION ACCESS ROADS The following standards were used for Road and Pavement design for station access roads: - Design Standards of DOH and DRR - A Policy on Geometric Design of Highway and Streets, AASHTO 2004 - Transport Research Board, Highway Capacity Manual - Manual and Standard for Traffic Signs, OTP.

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- Flexible Pavement : The Asphalt Institute - Rigid Pavement : Portland Cement Association (PCA)

7.7 FREIGHT TRANSPORT FACILITIES

In the project development, 4 Container Yards (CY), an multimodal freight transport facility linking road and rail transports, were proposed: - Whaghor CY - Na Phak Khuang CY - Map Ammarit CY - Saphli CY It was found that in the project area there are not many freight origins/destinations. Most of the freight transports on the study corridor has its origin and destination outside the project area. Therefore, the size of proposed CYs were designed to accommodate around 5,000 - 10,000 TEU per year. The plans of proposed CYs are summarized in Figure 7-13.

• Whagor CY: support international trading through Singhkhon Crossing Point and also distribution/collection activities in Prachuap Khiri Khan Area with the area of 5,235 sq.m. (17.45 m. x 300 m.) • Na Phak Khuang CY: support transportation of steel industry to alleviate traffic, pollution and safety problems arising from road transport, with the area of 9,000 sq.m. (30 m. x 300 m.). • Map Ammarit CY: support rubber and products transportation from the vicinity production areas. Due to the limitation of area, it was be designed to with the area of 3,750 sq.m. (17.45 m. x 300 m.) • Saphli CY: support distribution/collection activities in the upper part of Chumphon with the area of 9,000 sq.m. (30 m. x 300 m.). The project development will prepare basic facilities for CY including storage and loading areas, siding tracks for CY, electricity, water and access roads. Such areas will be used for rail welding in the construction phase.

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Whagor CY Na Phak Khuang CY Figure 7-13 Proposed Container Yards

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ainer Yards (Continued) Saphli CY Map Ammarit CY Figure 7-13 Proposed Cont

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8.1 RAILWAY CROSSING

To solve the safety problem from railway crossing, all level crossing will be removed and grade separated crossing will be provided instead at suitable locations1. Some level crossings will be removed with a provision of service roads leading traffic to the nearest crossing. In some areas where the demand for crossing railway is high, additional grade separated crossings will be provided. Engineering and land acquisition feasibility are carefully taken into account in the crossing treatments.

8.1.1 Standards for Railway Crossing Design The design of railway crossing complies with the standards such as DOH’s Standard, DRR’s Standard, AREMA, AASHTO, ACI, AISC, AWS, ASTM and EIT etc. The main design elements include: - Cross Section Design - Horizontal Alignment Design - Grade Line Design or Vertical Alignment Design - Bridge Structure, Retaining Wall and Associated Building Designs Road and pavement design for Service Roads complies with the following Standards: - DOH’s Standard, DRR’s Standard - A Policy on Geometric Design of Highway and Streets, AASHTO 2004 - Transport Research Board, Highway Capacity Manual - Manual and Standard for Traffic Sign, OTP - Flexible Pavement : The Asphalt Institute - Rigid Pavement : Portland Cement Association (PCA) 8.1.2 Railway Crossing Treatments Types of grade separated crossing used in this project (as shown in Figure 8-1) are:

• Flyover • Overpass U-Turn • Underpass Box • Underpass

1 Except a crossing close to Bang Saphan Yai Station, which still be level crossing due to public acceptance problem.

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Flyover Overpass U-Turn

Underpass Box Underpass

Figure 8-1 Type of Railway Crossing Treatments

There are 87 active crossings along the existing route where 78 of them are at-grade crossings. The development proposes to terminate 8 existing crossings and construct additional 8 grade separated crossings. After the implementation of the project, there will be 78 crossings in total, including 232 Flyovers, 13 Overpass U-Turns, 9 Underpasses and 42 Underpass boxes.

2 For DOH’s crossing (Highway No. 3169) at KM.377+041 of the Southern Railway Line, the development in the initial stage will remain level crossing with upgrading to A1 Barrier. After getting accretion from local people, the proposed Flyover will be constructed.

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Table 8-1 Summary of Railway Crossing Treatment Existing Proposed STA.(SRT) Responsible Authority Crossing Road Crossing Development 302+339.28 Prachuap Khiri Khan 303+450.00 - - Phet Kasem Rd. – Koh Lak Underpass Box 303+548.55 A3 Prachuap. TM Phet Kasem Rd. – Koh Lak Overpass U-Turn 305+909.55 A3 Koh Lak SAO Ban Don Sai Rd. – Ban Khlong Wan Overpass U-Turn 308+627.62 C Khlong Wan SAO Phet Kasem Rd. – Ban Khlong Wan Flyover 310+092.00 Under Pass Khlong Wan SAO Phet Kasem Rd. – Nong Hin Underpass Box 310+372.99 Nong Hin 311+104.00 C Khlong Wan SAO Phet Kasem Rd. – Ban Nong Hin Overpass U-Turn 313+425.50 Whagor 313+720.00* C DRR DRR’s PK1041 (Hwy No.4 - Ban Don Sai) Flyover 315+301.00 C Huai Sai SAO Phet Kasem Rd. – Chai Thalay Overpass U-Turn 317+378.00 C Huai Sai SAO Ban Nong Phrom Access Rd. Underpass Box 318+272.64 Wang Duan 318+723.00 C Huai Sai SAO Phet Kasem Rd. - Beach Underpass Box 324+259.68 B1 Huai Yang SAO Phet Kasem Rd. – Wanakhon Beach Flyover 327+066.00 C Huai Yang SAO Phet Kasem Rd. – Samuttharam Temple Overpass U-Turn 328+710.00 B1 Huai Yang SAO Phet Kasem Rd. – Ban Huai Yang Overpass U-Turn 328+818.72 Under Pass Huai Yang SAO Huai Yang Station Access Rd. Underpass 329+079.25 Huai Yang 329+400.00 Under Pass Huai Yang SAO Huai Yang Station Access Rd. Close 330+276.00 Under Pass Huai Yang SAO Local Area Access Rd. Underpass 331+950.00 Under Pass Huai Yang SAO Local Area Access Rd. Close 333+257.00 B1 Saeng Arun SAO Phet Kasem Rd. – Ban Nong Hoi Overpass U-Turn 335+150.00 Unauthorized Thap Sakae SAO Local Area Access Rd. Close 336+470.90 B1 Thap Sakae SAO Phet Kasem Rd. – Ban Liam Ket Thia Overpass U-Turn 338+315.00 C Thap Sakae SAO Phet Kasem Rd. – Ban Thung Pradu Overpass U-Turn 338+605.50 Thung Pradu 341+359.50 C Thap Sakae TM Phet Kasem Rd. – Ban Chong Khwang Underpass Box 342+066.10 Thap Sakae 342+496.85 A3 Thap Sakae TM Phet Kasem Rd. – Beach Village Overpass U-Turn 343+189.30 C Na Hu Kwang SAO Ship Yard Access Rd. Flyover 345+017.00 C Na Hu Kwang SAO Laem Glum Village Access Rd. Underpass Box 345+547.63 C Na Hu Kwang SAO Nanthawararam Temple Access Rd. Underpass Box 347+007.50 Don Sai 348+056.40 B1 DRR DRR’s PK1048 (Hwy No.4 – Ban Thap Sakae) Flyover 348+934.17 C Ang Thong SAO Don Sai Village Rd. Underpass Box 350+550.00 C Ang Thong SAO Don Sai Village Rd. Underpass Box 353+047.70 Khok Ta Hom 353+346.50 B1 DRR DRR’s PK 1029 (Hwy No.4 – Ban Wat Thang Sai) Flyover 355+547.00 C Thong Chai Subdistrict Ban Krut - Ban Lang Tham Khiri Wong Underpass Box 357+955.03 C Ban Krut SM Si Yaek Ban Krut – Ban Krut Underpass Box 358+849.70 C Ban Krut SM Don Laem Yai – Pak Khlong Underpass Box 360+125.00* A3 DOH Phet Kasem Rd. - Beach (Hwy No.3459) Flyover 360+200.50 Under Pass Ban Krut SM Ban Krut Station Access Rd. Underpass

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Table 8-1 Summary of Railway Crossing Treatment (Continued) Existing Proposed STA.(SRT) Responsible Authority Crossing Road Crossing Development 360+537.40 Ban Krut 363+279.40 C Thong Chai SAO Ban Don Soong Access Rd. Underpass Box 365+600.03 C Thong Chai SAO Ban Krut – Nong Mongkhon Underpass Box 365+856.00 Nong Mongkhon 368+920.00 B1 DRR DRR’s PK4045 (Hwy No.3169 Jn. – Ban Yai Phloi) Flyover 371+040.00 Na Phak Khuang 371+398.00 C DPT Na Phak Khuang Station Access Rd. Underpass Box 374+756.40 C Kamnert Nopphakhun SAO Ban Khao Si Sead – Bang Saphan Yai Underpass Box 376+287.50 Underpass Kamnert Nopphakhun SAO Bang Saphan Yai Access Rd. Underpass 376+525.80 Bang Saphan Yai 376+690.98 - - Chumchon Talat Khao Bang Saphan Yai Rd. Underpass Box 377+040.70* A3 DOH Phet Kasem Rd. - Beach (Hwy No.3169) Flyover 378+137.75 C DRR DRR’s PK.1035 (Hwy No.4 Jn. – Ban Fai Tha) Flyover 380+202.13 C Phong Prasat SAO Ban Thung Nun – Bang Saphan Yai Underpass Box 381+791.25 C Phong Prasat SAO Thug Krasiam – Bang Saphan Yai Jn. Underpass Box 383+614.00 C Phong Prasat SAO Phra Kam Rd. Underpass Box 383+580.00 Hin Gong 384+543.20 B1 DOH DRR’s PK.1013 (Hwy No.4 – Ban Ton Thonglang) Flyover 385+430.00 Unauthorized Phong Prasat SAO Cha Muang Station Access Rd. Underpass Box 385+929.20 Cha Muang 387+531.60 C Bang Saphan SAO Nong khlong School Jn. Rd. Close 388+070.00 - - Nong khlong School Jn. Rd. Underpass Box 389+138.00 Under Pass Bang Saphan SAO Nong khlong School Jn. Rd. Underpass 390+597.00 C Bang Saphan SAO Don Khiang – Bang Saphan Noi Flyover 392+660.75 Bang Saphan Noi 393+787.00 A3 DOH Talat Bang Saphan Noi – Phet Kasem (Hwy No.3497) Flyover 396+773.50 C Pak Khraek SAO Bang Saphan Noi – Huai Sak Flyover 397+982.30 C Pak Khraek SAO Huai Sak – Khao Lak Chan Underpass Box 399+330.00* B1 DRR DRR’s PK.1015 (Hwy No.4 – Ban Nam Jon) Overpass U-Turn 399+929.49 Huai Sak 403+036.25 C DRR DRR’s PK .018 (Hwy No.4 – Ban Bo Phai) Flyover 403+747.20 C Sai Thong SAO Reservoir – Khlong Ban Ta Chuen Close 404+300.00 Ban Sai Thong 404+330.20 C Ban Sai SAO Phet Kasem Rd. – Khlong Lam Choo Underpass Box 405+850.98 Unauthorized Ban Sai SAO Nam Kham – Khao Chaiyarat Underpass Box 406+846.39 Unauthorized Ban Sai SAO Ban Nam Kham Access Rd. Underpass Box 407+435.00 Unauthorized Ban Sai SAO Ban Nam Kham Access Rd. Close 407+812.50 Unauthorized Ban Sai SAO Ban Nam Kham Access Rd. Underpass Box 409+656.37 Khao Chaiyarat 410+044.00 C Khao Chaiyrat SAO Ban Khao Chaiyarat Access Rd. Overpass U-Turn 413+400.00 - - Ban Nong Phak Access Rd. Underpass 413+875.00 Unauthorized Khao Chaiyrat SAO Ban Nong Phak Access Rd. Underpass Box 415+416.20 C Khao Chaiyrat SAO Ban Nong Phak Access Rd. Underpass Box 419+057.25 C Don Yang SAO Phacha Chan Rd. Underpass Box 420+059.25 C Map Ammarit SM Map Annarit – Phet Kasem Flyover

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Table 8-1 Summary of Railway Crossing Treatment (Continued) Existing Proposed STA.(SRT) Responsible Authority Crossing Road Crossing Development 420+559.29 Map Ammarit 421+595.00 A3 Map Ammarit SM Map Annarit – Phet Kasem Underpass Box 421+595.00 A3 Map Ammarit SM Map Annarit – Phet Kasem Flyover 427+666.00 Ban Sap Somboon 428+344.30 Unauthorized Chum Kho SAO Ban Thung Thai Access Rd. Underpass Box 433+527.00 C Chum Kho SAO Ban Khlong Wang Chang access Rd. Flyover 434+293.63 Khlong Wang Chang 434+678.00 C DOH Pathiu - Chumphon (Hwy No.3253) Flyover 435+849.40 Unauthorized Chum Kho SAO Ban Koh Bhumi Access Rd. Underpass Box 437+090.60 Unauthorized Chum Kho SAO Wat Tham Khao Phlu - Beach Underpass 437+442.05 Unauthorized Chum Kho SAO Wat Tham Khao Phlu Front Rd. Underpass 438+700.00 A3 Chum Kho SAO Pathiu – Phet Kasem Flyover 439+342.68 Pathiu 440+678.10 Unauthorized Thalay Sap SAO Ban Cha Om Access Rd. Underpass Box 441+517.40 Unauthorized Thalay Sap SAO Ban Hua Non Access Rd. Underpass Box 442+650.00 Unauthorized Thalay Sap SAO Ban Hua Non Access Rd. Underpass Box 443+410.00 Unauthorized Thalay Sap SAO Ban Bang Siap Access Rd. Underpass Box 445+504.00 Unauthorized Bang Son SAO Ban Bang Son Access Rd. Underpass Box 447+465.88 Ban Khok Ma 447+790.45 Unauthorized Bang Son SAO Ban Khok Ma Access Rd. Underpass Box 451+029.00 Unauthorized Saphli SAO Ban Khlong Yai Access Rd. Underpass Box 453+165.50 A3 DOH Saphli – Ban Tha Samet (Hwy No.3180) Flyover 453+800.00 Saphli Overpass U- 457+003.50 Unauthorized Saphli SAO Ban Phlu Yai Access Rd. Turn 458+312.00 Unauthorized Bang Luek SM Ban Nong Nian Access Rd. Flyover 458+384.42 Nong Nian 460+927.70 Unauthorized Na Cha-ang SMO Village Access Rd. Underpass Box 463+200.60 Na Cha-ang 463+505.81 Unauthorized Na Cha-ang SMO Ban Na Cha-ang Access Rd. Underpass 464+039.60 Unauthorized Na Cha-ang SMO Na Cha-ang - Chumphon Close 467+426.29 A1 DPT Na Cha-ang - Chumphon Flyover 467+510.00 - Chumphon TM Chumphon - Saphli Underpass Box 467+963.00 Under Pass Chumphon TM Chumphon - Saphli Close 468+534.00 Chumphon Note * Crossing that responsible Agency has the improvement plan (2013-2014 Plan for DOH and 2013- 2015 Plan for DRR) TM = Town Municipality , SM = Subdistrict Municipality, SAO = Subdistrict Administrative Organization (SAO) Type of Crossing - A1 : Electrical Full Width Lifting Barriers - A2 : Mechanical Full Width Lifting Barriers - A3 : Mechanical Full Width Hoisting Barriers - B1 : Automatic Half Width Lifting Barriers - C : Traffic Sign Only without Barriers

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8.2 SAFETY FENCING

After the double track implementation is completed, train operation will be much faster than today. Therefore, it is required to install fences on both sides along the track alignment to enhance safety for trains, road vehicles and local people. Design of safety fencing complies with the Standard of SRT. The fencing was determined to be suitable with the area condition and not aimed to be a boundary fence. Moreover, social impact to the local communities along the railway line was also studied. Passenger flyovers/underpasses will be provided at suitable locations. Local roads will be provided for accessing to the lands adjacent to SRT Right-of-Way. Types of fence used in this project are summarized in Figure 8-2, including:

• Fence for normal area

• Fence against SRT boundary

• Fence for Soft Soil with Flood Level up to 0.30 m

• Fence for Soft Soil with Flood Level more than 0.30 m

• Fence for station area on road Fencing pattern was determined case by case to be most practical as follows: - Fencing in the area with housing and communities next to the Right-of-Way - Fencing at level crossing - Fencing in the area with underground pipe - Fencing at railway bridge - Fencing in the area with service road - Fencing in the area of high cut/fill - Fencing near a deep pond in the Right-of-Way

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Fence for Normal Area

Fence Against SRT Boundary

Fence for Soft Soil with Flood Level up to 0.30 m

Figure 8-2 Fence Types

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Fence for Soft Soil with Flood Level more than 0.30 m

Fence for Station Area and Road

Figure 8-2 Fence Types (Continued)

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9.1 Forecasted Services

As the project is a part of SRT railway network, after the project completion all existing train services will be still operated. However, their operating speed and service frequency will be higher. The rail services passing the project area include:

• Passenger Trains: Special Express Diesel Rail, Special Express Train, Express Train, Rapid Train and Ordinary Train. The Special Express Diesel Rail will be operated at the maximum speed of 120 km/h.

• Freights Trains: Cement Train and Container Train To determine number of trains to be operated, demand forecast was applied with the following assumptions: - Type of car, passenger capacity and number of cars per train - Limitation of track capacity on of adjacent sections (both North and South) where still be single track railway until 2032 according to the Railway Master plan. The critical track capacity for the continuous operation up to Surat Thani is 59 trains per day. In the determination of number of trains before 2032, the remaining track capacity was kept at more than 8-10 trains per day Table 9-1 summarizes the estimated number of trains for service and Table 9-2 summarizes the total operating distance in the unit of Train-Km, which is used for deriving maintenance cost.

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Table 9-1 Number of Trains in the Project Area (Total 2 Directions)

W/O Project With Project Type of Train 2015-2037 2015 2017 2022 2027 2032 2037 Freight Container - Domestic 2 4 4 4 6 6 6 - International/Landbridge 2 2 2 2 4 4 4 Cement 4 4 4 4 4 4 4 General 2 2 2 2 2 2 2 Sum Freight 10 12 12 12 16 16 16 Passenger Special Express Diesel Rail 4 6 6 18 20 22 26 Special Express 4 8 8 12 16 16 20 Express 4 8 8 12 14 16 18 Rapid 10 16 20 22 26 30 34 Ordinary 2 4 4 6 8 8 10 Sum Passenger 24 42 46 70 84 92 108

Table 9-2 Total Operating Distance (Train-Km per Year)

Passenger Freight Year In the Project Area Southern Line In the Project Area Southern Line w/o Project With Project w/o Project With Project w/o Project With Project w/o Project With Project 2015 1,462,900 2,560,100 7,408,400 12,882,500 254,500 376,900 1,565,900 2,325,100 2017 1,462,900 2,803,900 7,408,400 14,161,800 270,000 405,200 1,661,200 2,493,100 2022 1,462,900 4,266,900 7,408,400 21,631,400 313,000 484,900 1,925,800 2,965,600 2027 1,462,900 5,120,200 7,408,400 25,865,300 362,900 577,800 2,232,500 3,519,200 2032 1,462,900 5,607,900 7,408,400 28,400,100 420,700 690,400 2,588,100 4,185,200 2037 1,462,900 6,583,100 7,408,400 33,289,000 420,700 752,700 2,588,100 4,542,500

9.2 TRAIN DIAGRAM

The train diagram analysis is aimed at verifying that the expected number of trains can be actually operated on the proposed project The average speed between each station was derived from the Train Running Profile based on acceleration rate, braking rate and maximum speed of each train (refer to SRT data of the existing best performance rolling stocks) together with the distance between stopping stations of each train (as shown in Table 9-3) and terrain condition such as gradient

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Table 9-3 Stopping Stations for Each Train Service Station/Stop Diesel Rail Express Express Rapid Fast Normal Fright

Prachuap Khiri Khan

Nong Hin

Whagor

Wang Duan

Huai Yang

Thung Pradu

Thap Sakae

Don Sai

Khok Ta Hom

Ban Krut

Nong Mongkhon

Na Phak Khuang

Bang Saphan Yai

Hin Gong

Cha Muang

Bang Saphan Noi

Huai Sak

Ban Sai Thong

Khao Chaiyarat

Map Ammarit

Ban Sap Somboon

Khlong Wang Chang

Pathiu

Ban Khok Ma

Saphli

Nong Nian

Na Cha-ang

Chumphon

In the train diagram analysis, the appropriate range of time at the origin and destination of each route. Freight train in general should avoid the operation in the passenger’s peak period. The following assumptions were applied in the analysis:

• Passenger Train - 50% operated in the passenger’s peak of 6 hours - 50% operated in the remaining 18 hours (Passenger’s Off-peak)

• Freight Train - 10% operated in the passenger’s peak period - 90% operated in the passenger’s Off-peak period Demand forecast in Year 2032, which is the last year of the latest Railway Master Plan, was used for train diagram analysis. There are totally 54 trains per direction per day, including 46 passenger trains and 8 freight trains as summarized in Table 9-4.

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Table 9-4 Number of Trains (per Direction) in Year 2032

Type of Train Number of Trains Special Express Diesel Rail 11 Special Express 8 Express 8 Rapid 15 Ordinary 4 Freight 8

Train Diagram for Year 2032 is presented in Figure 9-1. It could be concluded that: - In the passenger’s peak period of 6 hours (divided into 2 sub periods), the average operating Headway is 14 minutes (in 6 hours there are 23 passenger trains and 2 freight trains) - In the passenger’s off-peak period of 18 hours, the average operating Headway is 36 minutes (in 18 hours there are 23 passenger trains and 6 freight trains) The result indicates that the operation headway can accommodated by the designed rail and signaling systems. There are few overtaking operations. The stations using for stop and waiting for overtaking consists of Bang Saphan Yai, Bang Saphan Noi and Map Ammarit. Sufficient loops are provided at all of them. Travel time and average traveling speed between Prachuap Khiri Khan Station – Chumphon Station for each type of train are summarized in Table 9-5. The results indicate that with the implementation of the project (Prachuap Khiri Khan – Chumphon Double Track) average operating speed will be improved significantly for both passenger and freight services.

Table 9-5 Travel Time and Average Speed between Prachuap Khiri Khan Station – Chumphon Station (Year 2032) Peak Offpeak Type of Train Travel Time Ave. Traveling Speed Travel Time Ave. Traveling Speed (min) (Km/h) (min) (Km/h) Special Express Diesel Rail 109 93.35 109 93.35 Special Express 117 85.60 117 85.60 Express 135 74.12 135 74.12 Rapid 152 67.11 144 69.68 Ordinary - - 201 47.99 Freight 195 51.34 168 68.64

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ี ) นาท ( เวลา 300 Rapid Freight Express Ordinary Diesel Rail SpecialExpress Special Express

240 \ Offpeak Period 120 180 60 han – Chumphon Double Track Railway (Southbound) 0 \ 120 180 Peak Period Peak 60 Figure 9-1 Train Diagram for Prachuap Khiri K 0 Saphi Pathui Whagor Don Sai Ban Krut Nong Hin Huai Sak Hin Gong Huai Yang Chamuang Nong Nian Chumphon Wang Duan Thap Sakae Na Cha-ang Thung Pradu Khok Ta Hom Map Ammarit Ban Khok MaBan Khok Ban Sai Thong Khao Chaiyarat Nong Mongkhon Na Phak Khuang Na Phak Bang Saphan Yai Bang SaphanNoi Ban SapSomboon Prachup Khiri Khan Khlong Wang Chang

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10.1 SIGNALLING SYSTEM

10.1.1 Overall Signalling System The entire existing signalling system will be replaced with a new system, which is the colour light signalling with Automatic Block System. The system will be based on previous successfully completed double tracking projects. Moreover, Centralized Traffic Control (CTC) system will be installed. The signalling system design takes into account the following factors:

• Signalling Headway • Shunting • Track Design, Loop Length and Track Interval • Signal Sighting Requirement • Line Speed • Gradient • Level Crossing Protection Distance between stations is the determining factor in respect of basic signalling headway. In some cases this distance is excessive and will require the provision of Intermediate Automatic Signals to give an even line headway throughout the route and to meet the required line capacity requirements by maintaining a Signalling Headway of less than 4 minutes at 120 Km/h in each direction. Stations will be equipped with local computer based (CBI) controlled from VDU based Workststions located in the Stations Masters Office (SMO). The local control area for each CBI will be all signalling within the station area plus part of the adjacent Block Sections to the point where the adjacent CBI takes over. The whole of the Block Section will be indicated to the local Workstations on each side. Interlocking design at Prachuap Khiri Khan and Chumphon will anticipate future track doubling projects to the north and south although the actual track 2nd track will not be available at the time of this project. It will be possible to switch control between the local Workstations and an associated CTC. Block sections will be fully track circuited employing DC double rail track circuits and SRTs standard Automatic Block systems and bi-directional signalling.

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Figure 10-1 presents the typical signalling system for the project. In areas where steep gradients may cause difficulties for long heavy freight trains re- starting when they have been stopped by signals on such slopes, additional signals have been provided, i.e. Outer Home Signal and Inner Home Signal are provided. The aspect sequence provided gives the drivers of heavy freight trains the option of waiting at a signal located at the bottom of the slope for a Green aspect before proceeding. This will indicate that sufficient signals ahead are clear to ensure that the train will not be stopped on the gradient. Such a situation exists at Map Ammarit which has steep gradients on both sides of the station and where such additional signals have been provided.

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Typical Signalling System

Figure 10-1

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10.1.2 Interfacing with Existing & Future Signalling Systems The PCTD project interfaces at each end with SRT’s existing single line signalling sections. Essentially the existing Tokenless Block systems at each end of the project for the existing sections of single line will be retained. This equipment will be refurbished as necessary and interfaced with the new CBIs at Prachuap Khiri Khan and Chumphon. Signalling at Prachuap Khiri Khan and Chumphon will be designed, as far as possible, to readily interface with the new block systems and adjacent CBIs which will eventually be installed when future adjacent track doubling projects are implemented. SRT have experienced problems in this area on previous projects and therefore technical specifications will contain clauses to commit the contractor to providing to SRT sufficient technical data and explanations to enable successful future interfacing to be achieved.

10.1.3 Centralized Traffic Control (CTC) The project is essentially an isolated section of double track which will be supervised by a new CTC located at Chumphon. It is intended that the control area of this new CTC will be extended, in the future, to control a substantial portion of the Southern Line (probably between Huua Hin and Surat Thani) and initial designs and provision will bear this in mind. All necessary communications, voice and data, between the new CBIs and Stations within the project area and the new CTC will be provided. Technical specifications will require the new CTC equipment to be capable of expansion of the control area from the 20 interlockings under this project to a future control area of some 70 interlockings on the Southern Line. The CTC will be capable of interfacing with future CTCs within the area.

10.1.4 ETCS Level 1 / ATP Systems Technical specifications will include provision under this project for the addition of ATP systems in the future. Lineside cabinets will be required to be fitted with facilities to access main signal feeds, junction indicators etc. and provision of additional fused supplies, terminals etc. will be included to facilitate future connections to trackside transponders.

10.1.5 AC Electrification Reasonable provision will be included in technical specifications for protection of S&T systems against possible future electrification where the costs of providing such provision is economically viable. This will include immunity from AC interference in the areas of track circuits, point machines, lineside signalling circuits and lineside copper telephone circuits.

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10.2 TELECOMMUNICATION SYSTEM

10.2.1 Overall Telecommunication System From the study and review of the previous similar double tracking project telecommunication facilities and discussion with SRT it was established that the technologies, systems and equipment for this project should be developed in same direction with previous completed double tracking projects. The telecommunication systems provided in this project consist of:

• Data Transmission Network • Telephone System • Primary Clock Source • Voice Recording System • Close Circuit Television Video System (CCTV) • Public Address System (PA) Figure 10-2 and Figure 10-3 present overall telecommunication systems of the project.

10.2.2 Data Transmission Network An SDH Optical Transmission Backbone on nominal STM-4 line speed is specified for the Data Transmission Network of the project. At boundary stations consideration for interface requirements shall be made to allow the integration to future adjacent section upgraded telecommunications systems typically requiring similar SDH networks.

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Figure 10-2 Data Transmission Backbone Network

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Center CTC

Telecommunication System

Figure 10-3

Station

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10.2.3 Telephone System The telephone system shall be based on current, proven PABX technology platform that will fully support integration with the SRT National Trunk Dialled Telephone Network at the Main PABX in the future when required. A main PABX shall be provided at Chumphon CTC with a high extension capacity. It shall also provide the main gateway for the distributed station satellite PABX and interfaces to external networks. All other trackside phone services (SPT), CB line, and the Block Phone system are shall be replaced with new equipment consistent with specifications used on previous double tracking projects. However, Block Phone between boundary station and adjacent station will be retained. Moreover, the existing SRT Train Dispatcher Telephone Network shall be retained.

10.2.4 Close Circuit Television Video (CCTV) An IP colour camera based CCTV system using NVR/NVMS operating on a TCP/IT Ethernet protocol is proposed. This is to enable surveillance of strategic areas to maintain the safety and security of the passengers and staff. It will provide monitoring and local recording at stations with control position at the SMO. The areas to be covered by CCTV are:

- Station Entrance/Exit - Concourse - Platform - Ticket office - Passenger underpass - Carpark in XL Station - CTC building The CCTV system will allow local video viewing from the Station Master Office and remote viewing (if required) from remote sites such as in OTP premises, CTC etc. The remote viewing from outside of project area is possible via secure Web enabled access over internet by authorized personnel.

10.2.5 Public Address System (PA) An independent PA system is proposed for each station to provide locally broadcasted live and pre-recorded announcements from the Station Master Office to passengers and staff in stations. The PA system will be used to inform the public about events, train arrival/ departure, emergency situation, operational matters and other general informational purposes. The PA coverage will provide coverage to following areas where applicable;

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- Station public area - Station entrance/exit - Concourse - Platform - Evacuation route - Underpass

10.2.6 Primary Clock Source At Chumphon CTC a Primary Clock Source will be installed to provide an accurate synchronizing time reference signal derived from the GPS satellite system. The time reference is primarily used to derive the timing source required by the SDH network.

10.2.7 Voice Recording System (VRS) The voice recorder will be provided at Chumphon CTC. It will record all voice communication of specified telephone lines in the project area via the SDH Transmission Backbone network. The voice recorder will provide sufficient capacity for seven days continuous recording of all conversation.

10.2.8 Future Telecommunication System Interfacing Due to this project section has no physical interface to neither Bangsue CTC nor Hua Lum Phong Head Quarter. Therefore, at this point in time the Telecommunication System has been proposed as standalone. However, the interface solution to the future project has been taken into consideration and provision following:

• SDH: The spare slots and space shall be provided for SDH boundary nodes. This is to allow future interface to adjacent double tracking section and/or future SRT nation-wide SDH transmission backbone network.

• Telephone: The interface ports to PSTN shall be provided at Main PABX. This is to allow telephone call between stations in project area, national public network and nation- wide SRT private network.

• CCTV: Central Video Management System shall be provided at Chumphon CTC. This is to permit the CCTV remote viewing functionality from remote sites outside the project area.

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The project implementation is divided into 2 main groups of works including 1) Civil and Track Works and 2) Signalling and Telecommunication Works. Due to the project has a very long distance of 169 km, i.e. starting form KM.301 (before entering Prachuap Khiri Khan Station from the north and ending at KM.470 (end of Chumphon Station to the south), in order to be able to complete the project in 3 Years (36 Months) the civil and track works are divided into 4 contracts designating the completion in 2 Years (24 Months). The Signaling and Telecommunication works for the entire project are in 1 contract. There will be 24 months of overlapping between 2 works as Signaling and Telecommunication relocation is required from the beginning of the project. Main works in each contract can be summarized as follows:

• Contract 1: KM.301+000 - KM.349+500 (Prachuap Khiri Khan Station – Don Sai Stop) Total distance 48.5 km

• Contract 2: KM.349+500 – KM.392+000 (Don Sai Stop – Bang Saphan Noi Station) Total distance 42.5 km

• Contract 3: KM.392+000 - KM.432+000 (Bang Saphan Noi Station – Khlong Wang Chang Station) Total distance 40.0 km

• Contract 4: KM.432+000 - KM.470+000 (Khlong Wang Chang Station – Chumphon Station) Total distance 38.0 km (1) Contract 1 Civil and Track Works for KM.301+000 – KM.349+500 (Prachuap Khiri Khan Station – Don Sai Stop) with the total distance of 48.5 km. This contract has the longest distance. The terrain is plain. Main works in this contract include:

• Earth Work

• 48.5 km of Track Work

• 5 Stations and 3 Stops

• 1,179 m total length of Railway Bridge

• 23 Railway Crossings (excluding the crossings under DOH and DRR responsibility): - 3 Flyovers - 10 Overpass U-Turns - 8 Underpass Boxes - 2 Underpasses

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(2) Contract 2 Civil and Track Works for KM.349+500 - KM.392+000 (Don Sai Stop – Bang Saphan Noi Station) with the total distance of 48.5 km. Most of the terrain is plain area. This contract has the largest number of railway brides with the total length of bridge of 1,686.0 m. Main works in this contract include:

• Earth Work

• 42.5 km of Track Work

• 5 Stations and 2 Stops

• 1,686 m total length of Railway Bridge

• 19 Railway Crossings (excluding the crossings under DOH and DRR responsibility except the DOH Crossing at KM.377+041 that includes the construction of concrete panel for the initial treatment1):

- 1 Flyover - 14 Underpass Boxes - 3 Underpasses - 1 Level Crossing (3) Contract 3 Civil and Track Works for KM.392+000 - KM.432+000 (Bang Saphan Noi Station – Khlong wang Chang Station) with the total distance of 40.0 km. The terrain is rolling area, therefore, this contract has the largest quantity of earthwork (cut and fill). However, the total length of bridges is the least. Main works in this contract include:

• Earth Work

• 40.0 km of Track Work

• 4 Stations and 2 Stops

• 700 m total length of Railway Bridge

• 15 Railway Crossings (excluding the crossings under DOH and DRR responsibility): - 3 Flyovers - 1 Overpass U-Turn - 10 Underpass Boxes - 1 Underpass (4) Contract 4 Civil and Track Works for KM.432+000 - KM.470+000 (Khlong wang Chang Station – Chumphon Station) with the total distance of 38.0 km.

1 The initial treatment of the crossing at KM.377+041 will be the construction of Concrete Panel for A1 type level crossing, after that the flyover should be developed under the responsibility of DOH

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Most of the terrain is plain area except the section between Nong Nian Station and Chumphon Station where there are steep gradients. This contract has the shortest distance, however, the complication of works are high especially at Chumphon Station and Hua Wang Phanang Tak Canal Crossing Bridge. Main works in this contract include:

• Earth Work

• 38.0 km of Track Work

• 6 Stations and 1 Stop

• 1,060.5 m total length of Railway Bridge

• 18 Railway Crossings (excluding the crossings under DOH and DRR responsibility): - 4 Flyovers - 1 Overpass U-Turn - 10 Underpass Boxes - 3 Underpass (5) Contract 5 Signalling and Telecommunication Works This lump sum basis contract includes relocation of the existing system such as pole route and fiber optic cable, installation of temporary signaling and crossing equipment required for train operation during construction, detailed design of the new system, system installation and test run to meet the performance required in the project specification. This contract also includes the construction of Cntralized Traffic Control (CTC) system and CTC Building at Chumphon Station. The entire works are classified into 9 groups. And the associated work plan is summarized in Table 11-1.

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Month Construction Plan

Table 11-1 123456789101112131415161718192021222324252627282930313233343536 8 18 12 18 14 14 10 12 22 18 12 10 (Month) Duration - Cut & Fill - Cut Bridge - Railway - Subbase for Railway for - Subbase Road - Local - Station Access 12 Box & Underpass Culvert - Box Flyover & - U-Turn 14 - Utility Relocation - Utility - Station Utilities - Track Material Supply- Lay PlainTrack 14 - Building Station - Office & House - Existing S&T Relocation- Existing - Design Test and - Installation 12 22 1 Requirement General 2 Earth Work 24 4 Structural Work 3 Access & Station Roadwork 7 Work Utility 8 Work Track 6Drainage Work 5 Building Work 6Drainage 9 & Telecom. Signalling No. Description

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12.1 INVESTMENT COSTS

12.1.1 Initial Investment Costs Initial investment costs consist of: 1) Utility relocation, civil work, structure, architecture and building services of all infrastructures including: - Running structures - Drainage buildings - Railway crossings - Stations and intermodal facilities 2) Track work 3) Signalling and Telecommunication works 4) Land acquisition costs including relocation, expropriation and property compensation 5) Construction costs of Container Yards (CY) 6) Contingency The estimated total initial investment cost of the project is 17,081.818 Million Baht (excluding consultancy cost) as summarized in Table 12-1.

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Table 12-1 Estimated Initial Investment Costs Cost per Unit Total Cost No. Type of Work Unit Quantity (Baht) (Baht) 1 Running Structures 4,168,000,000 1.1 At-grade Structure 2,736,000,000

(1) 1 track m 160,000 16,000 2,560,000,000 (2) 2 track m 8,000 22,000 176,000,000 1.2 Elevated Structure m - - - 1.3 Pedestrian Bridge and Tunnel 430,000,000

(1) Pedestrian Bridge no. 30 8,000,000 240,000,000 (2) Box Culvert no. 38 5,000,000 190,000,000 1.4 Fence m 334,000 3,000 1,002,000,000 2 Drainage Structures 1,006,460,500

2.1 Box Culvert 20,980,000 (1) 1.50 x 1.50 m 50 60,000 3,000,000 (2) 2.00 x 2.00 m 60 83,000 4,980,000 (3) 2.50 x 2.50 m 50 92,000 4,600,000 (4) 3.00 x 3.00 m 80 105,000 8,400,000 2.2 Bridge 938,390,000

(1) R.C. BRIDGE, PCBG (6.00-8.00 m) m 326 150,000 48,900,000 (2) R.C. BRIDGE, PCBG (10.00-15.00 m) m 571 190,000 108,490,000 (3) R.C. BRIDGE, PCIG (20.00 m) m 120 190,000 22,800,000 (4) R.C. BRIDGE, PCIG (25.00 m) m 50 200,000 10,000,000 (5) R.C. BRIDGE, PCUG (25.00 m) m 650 250,000 162,500,000 (6) R.C. BRIDGE, PCUG (30.00 m) m 690 280,000 193,200,000 (7) R.C. BRIDGE, PCUG (35.00 m) m 280 350,000 98,000,000 (8) R.C. BRIDGE, PCUG (40.00 m) m 280 500,000 140,000,000 (9) R.C. BRIDGE, PCUG (50.00 m) m 100 500,000 50,000,000 (10) R.C. BRIDGE, PCUG (60.00 m) m 120 550,000 66,000,000 (11) R.C. BRIDGE, PCUG (70.00 m) m 70 550,000 38,500,000 2.3 Round Concrete Pipe 47,090,500 (1) Ø 0.6 m 2,000 5,000 10,000,000 (2) Ø 1.0 m 1,500 6,727 10,090,500 (3) Ø 1.2 m 3,000 9,000 27,000,000 3 Railway Crossing Treatments 3,414,732,400

3.1 Flyover no 23 77,220,000 1,776,060,000 (1) Department Of Highways no 4 77,220,000 308,880,000 (2) Department of Rural Roads no 7 77,220,000 540,540,000 (3) Department of Public Works and Town & no 1 77,220,000 77,220,000 Country Planning (4) Local Authority no 11 77,220,000 849,420,000

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Table 12-1 Estimated Initial Investment Costs (Continued) Cost per Unit Total Cost No. Type of Work Unit Quantity (Baht) (Baht) 3.2 Overpass U-Turn no 12 86,330,000 1,035,960,000 (1) Department of Rural Roads no 7 86,330,000 86,330,000 (2) Local Authority no 11 86,330,000 949,630,000 3.3 Underpass no 11 550,000 6,050,000 (1) Local Authority no 11 550,000 6,050,000 3.4 Underpass Box no 42 6,200,000 254,200,000 (1) Department of Public Works. no 1 6,200,000 6,200,000 (2) Local Authority no 40 6,200,000 248,000,000 3.5 Interchange no - - - 3.6 Concrete Panel 2,462,400 (1) Department Of Highways no 1 2,462,400 2,462,400 3.7 Service Road km 136 2,500,000 340,000,000 4 Stations 527,162,000 4.1 Station 13 136,297,000 (1) Small Station no 8 8,790,200 70,321,600 (2) Medium Station no 4 12,687,600 50,750,400 (3) Large Station no 1 15,225,000 15,225,000 4.2 Passenger Shelter 25,991,400 (1) Shelter and Walkway: Type 1 no 5 2,463,300 12,316,500 (2) Shelter and Walkway: Type 2 no 8 1,310,100 10,480,800 (3) Platform Roof no 13 245,700 3,194,100 4.3 Signalling & Telecommunication Room no 6 973,000 5,838,000 4.4 Passenger Underpass no 17 10,200,000 173,400,000 4.5 Staff Accommodation 176,779,200 (1) 2-Story House no 24 4,428,200 106,276,800 (2) 2-Story Twin House no 24 2,937,600 70,502,400 4.6 Office no 2 4,428,200 8,856,400 5 Track Work km 168 17,200,000 2,889,600,000 6 Signalling & Telecom 2,500,000,000 7 Expropriation/Relocation 147,800,000 7.1 Land Expropriation (Average Cost) Rai 225 600,000 135,000,000 7.2 Property Relocation (Average Cost) no 16 800,000 12,800,000 8 Container Yards no 1 100,000,000 100,000,000 9 CTC Building no 1 100,000,000 100,000,000 Total 14,853,754,900 Contingencies (15%) 2,228,063,100 Grand Total 17,081,818,000

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12.1.2 Operating and Maintenance Costs Operating and maintenance costs of Single Track and Double Track Railway are summarized in Table 12-2.

Table 12-2 Operating and Maintenance Costs (Baht / Train-Km) Operating and Maintenance Freight Train Passenger Train Costs Average cost for Single Track 120.4 173.8 Average cost for Double Track 111.1 162.5

12.1.3 Rolling Stock Acquiring Costs The number of Rolling Stocks to be acquired for the project in each target year was derived from the forecasted number of train trips per day or service frequency, number of rotating train sets required to provide the forecasted service frequency, the existing number of Rolling Stocks, promising plans for acquiring Rolling Stocks and the expected future availability. The unit costs of Rolling Stocks were referred from the Urgent Investment Plan for SRT Infrastructure 2010-2015 (the Cabinet Resolution on 27 April 2010 Table 12-3 summarizes the number of Rolling Stocks to be acquired in each target year, while Table 12-4 summarizes the investment cost for acquiring the Rolling Stocks.

Table 12-3 Rolling Stock Acquiring Plan Unit: Cars Type of Train 2015 2017 2022 2027 2032 2037 Passenger Train Diesel Locomotive 0 0 4 6 3 6 Air-Con. Diesel Rail 0 0 5 1 1 3 Non Air-Con. Diesel Rail 0 0 16 5 5 9 Air-Con. Passenger Car 2nd Class 9 24 84 80 92 84 Air-Con. Passenger Car 1st Class 3 0 8 6 2 6 3rd Class Passenger Car 33 32 76 70 102 82 Freight Train Diesel Locomotive 0 0 0 2 0 0 Container Bogie 0 0 0 100 0 0

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Table 12-4 Investment Cost for Rolling Stocks Acquirement Unit: Million Baht Type of Train Cost/Unit 2015 2017 2022 2027 2032 2037 Passenger Train Diesel Locomotive 165.00 0.00 0.00 660.00 990.00 495.00 990.00 Air-Con. Diesel Rail 173.30 0.00 0.00 866.50 173.30 173.30 519.90 Non Air-Con. Diesel 39.00 0.00 0.00 624.00 195.00 195.00 351.00 Air-Con. Passenger Car 43.00 387.00 1,032.00 3,612.00 3,440.00 3,956.00 3,612.00 Air-Con. Passenger Car 43.00 129.00 0.00 344.00 258.00 86.00 258.00 3rd Class Passenger 20.00 660.00 640.00 1,520.00 1,400.00 2,040.00 1,640.00 Total (Passenger) 1,176.00 1,672.00 7,626.50 6,456.30 6,945.30 7,370.90 Freight Train Diesel Locomotive 165.00 0.00 0.00 0.00 330.00 0.00 0.00 Container Bogie 3.50 0.00 0.00 0.00 350.00 0.00 0.00 Total (Passenger) 0.00 0.00 0.00 680.00 0.00 0.00 Grand Total 1,176.00 1,672.00 7,626.50 7,136.30 6,945.30 7,370.90

12.2 ECONOMIC ANALYSIS

Cost-Benefit Analysis (CBA) Method comparing between “with project” and “without project” cases was applied for economic analysis. The analysis period includes the construction duration and 30 years from the service commencement. The economic analysis was conducted in 2 cases as follows:

• Case 1 Prachuap Khiri Khan – Chumphon double track railway system is constructed during 2013 and 2014 to be opened for service in 2015. The investment in railway crossing treatment is not included in this case.

• Case 2 Similar to case 1 with inclusion of the investment in railway crossing improvement. Therefore, in this case the benefit of accident reduction from level crossing removal is included.

The project costs include: - Initial Investment Costs - Operating & Maintenance and Rolling Stock Acquiring Costs - Salvage Values The project benefits include: - Vehicle Operating Cost Saving - Travel Time Saving - Accident Cost Saving - Environmental Cost Saving

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Table 12-5 Economic Benefits Unit: Million Baht/Year Road User Passenger Freight Saving of Year รวม VOC VOT ACC VOC VOT VOC VOT Pollution 2015 1,206.19 578.38 18.97 17.41 79.57 32.13 118.09 1,385.01 3,435.76 2017 1,674.81 612.07 19.35 25.26 82.20 34.73 125.28 1,413.25 3,986.96 2022 1,918.29 683.73 23.56 33.06 95.90 42.18 145.24 1,720.49 4,662.43 2032 2,394.40 792.70 30.01 43.52 130.53 62.21 195.19 2,191.34 5,839.91

Table 12-6 Accident Cost Saving in Case of Railway Crossing Improvement Inclusion Unit: Million Baht/Year Road Network Accident Cost Railway Crossing Accident Year Total Saving Cost Saving 2015 18.97 59.54 78.51 2017 19.35 64.58 83.94 2022 23.56 79.13 102.69 2032 30.01 105.45 135.46

The results of economic analysis are summarized in Table 12-7.

Table 12-7 Economic Analysis Results Economic Index Case 1 Case2 NPV (Discount 12%) 10,316.60 8,164.89 B/C Ratio (Discount 12%) 1.62 1.43 EIRR 23.53% 19.25%

The analysis results indicate that the project is economically feasible, i.e. having EIRR more than the threshold of 12% with a Positive NPV and B/C of more than 1.00, for both with and without railway crossing improvement cases. Considering the project sensitivity, it is found that the case with the most serious negative impact (20% increasing in cost and 20% decreasing in benefit from the base case) the project is still economically feasible with the EIRR of 13.70.

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12.3 FINANCIAL ANALYSIS

The project financial analysis was conducted according to the regulation issued by the Public Debt Management Office, Ministry of Finance for the investment of governmental special projects. The analysis period includes the construction duration and 30 years from the service commencement. The analysis did not consider the loan source factors to be on the same basis and comparable with other projects. Thus the analysis was based on the assumption of single capital resource from the national budget, i.e. the government is the investor. The financial analysis was conducted in 2 cases as follows:

• Case 1 SRT invests the entire project with operating and maintenance.

• Case 2 The Government is responsible for investing in the infrastructure, including Signalling and Telecommunication, while SRT is responsible for operating and maintenance. Financial costs of the project include: - Capital investment cost including Land Expropriation Cost, Relocation, Civil Construction Cost, S&T Construction Cost , Rolling Stock acquiring cost in the first year, Construction Supervision Cost and Environmental mitigation Cost. - Costs after construction phase including Operating & Maintenance Costs, Environmental Monitoring Costs and Rolling Stock Acquiring Costs during service period

Project revenues include: - Passenger Fare Revenue - Passenger Fee Revenue - Freight Transport Revenue

Assumptions for financial analysis are summarized in Table 12-8 and project revenues are summarized in Table 12-9. The financial analysis results are summarized in Table 12-10. In the case that SRT invests the entire project, the project is not feasible in financial aspect as the Financial Internal Rate of Return (FIRR) is 3.21% which is less than the Weighted Average Cost of Capital (WACC) for the pubic project of 3.96%. While, in the case that the government invests all infrastructures including Signalling and Telecommunication systems, the project is financially feasible with the FIRR of 9.16% which is more than WACC.

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Table 12-8 Financial Analysis Assumptions No Item Assumption 1 Inflation Rate 1.1 Construction Cost 2.5% per Year 1.2 Project Management Cost 2.5% per Year 1.3 Revenue 2.5% per Year 1.4 Base Year for Cost Estimation 2011 2 Revenue 2.1 Fare Rate - Special Express 0.867 Baht/Passenger-Km - Express 0.605 Baht/Passenger-Km 2.2 Passenger Fee 53.48% of the total passenger revenue 2.3 Freight Transport Revenue 0.774 Baht/Ton-Km 3 Service Life 3.1 Civil 40 Years 3.2 Signalling & Telecom. 32 Years 3.3 Rolling Stocks 30 Years 4 Analysis Period 4.1 Financial Analysis 30 Years + Construction Duration 4.2 Land Expropriation 1 Year 4.3 Construction 2 Years 4.4 Service 30 Years 5 Construction Commencement Year 2012 6 Service Commencement Year 2015 7 Discount Rate 5% 8 Revenue to Ministry Of Finance 35% of Net Profit

Table 12-9 Project Revenues Unit: Million Baht/Year Year Passenger Fare Passenger Fee Freight Revenue Total 2015 572 658 49 1,279 2017 830 954 53 1,838 2022 1,086 1,249 65 2,400 2032 1,430 1,644 96 3,170

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Table 12-10 Financial Analysis Results Case 1 Case 2 Passenger Freight Passenger Freight Financial Index Overall Transport Transport Overall Transport Transport Service Service Service Service NPV (Discount 5%) -3,420.66 -2,444.75 -992.90 5,345.85 5,342.43 -42.71 (Million Baht) FIRR (%) 3.21 3.60 -2.00* 13.49 14.25 4.04 Note : * FIRR shows a minus figure because the investment cost in freight service is relatively high opposing to the low revenue of freight service.

12.4 INVESTMENT SCHEME ANALYSIS

For investment scheme analysis 5 investment options were studied: (1) The Government invests in all infrastructures, while SRT invests in Signalling & Telecommunication Systems and Rolling Stocks as well as operates and maintains the service throughout the Project’s analysis period. (2) The Government invests in all infrastructures including Signalling & Telecommunication Systems, while SRT invests in Rolling Stocks as well as operates and maintains the service throughout the Project’s analysis period. (3) The Government invests in all infrastructures including Signalling & Telecommunication Systems, while Private Investor invests in Rolling Stocks as well as operates and maintains the service. SRT takes care of revenue collection and hires private operator for operating and maintenance. (4) The Government invests in all infrastructures including Signalling & Telecommunication Systems. While SRT gets a concession fee or rail usage charge from Private Investor who takes care of Rolling Stocks investment, operating and maintenance as well as revenue collection. (5) The Government invests in all infrastructures including Signalling & Telecommunication Systems, while private investor invests in Rolling Stocks and takes care of train operating & maintenance and revenue collection. SRT takes care of infrastructure maintenance and collects the concession fee or rail usage charge from the private operator. Assumptions for the analysis are summarized in Table 12-11. The analysis designated the minimum return of private sector to be 7.10% which is

derived from the Weighted Average Cost of Capital for Private Sector (WACC Private). In case

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that the project return is not enough for covering WACC Private, subsidize is required to attract the private investment. The analysis results of financial scheme are summarized in Table 12-12.

Table 12-11 Assumptions for Project Investment Scheme No Item Assumption Remark 1. Inflation Rate 1.1 Construction Cost 2.5% per Year Public Debt Management Office 1.2 Project Management Cost 2.5% per Year 1.3 Revenue 2.5% per Year 1.4 Base Year for Cost Estimation 2011 2. Revenue 2.1 Fare Rate - Special Express 0.867 Baht/Passenger-Km - Express 0.605 Baht/Passenger-Km 2.2 Passenger Fee 53.48% of the total passenger revenue 2.3 Freight Transport Revenue 0.774 Baht/Ton-Km 3. Service Life 3.1 Civil 40 Years 3.2 Signalling & Telecom. 32 Years 3.3 Rolling Stocks 30 Years 4. Analysis Period 4.1 Financial Analysis 30 Years + Construction Duration สํานักงานบริหารหนี้ สาธารณะ 4.2 Land Expropriation 1 Year 4.3 Construction 2 Years 4.4 Service 30 Years 5. Construction Commencement Year 2012 6. Service Commencement Year 2015 7. Discount Rate 5% 8. Interest Rate 8.1 Internal loan (Public) 3.54%, Repayment Period 15 Years The Thai Bond Market Association 8.2 Commercial Bank (Private) 7.70%, Repayment Period 15 Years Bank of Thailand 9. D/E Ratio 9.1 Public 3:1 9.2 Private 2.5:1 10. Tax 10.1 Corporate Income Tax 23% in 2012 and The Cabinet Resolution on Tax 20% in 2013-2044 of Net Profit Measures to Improve the Country Competitiveness (11 10.2 Revenue to MOF 35% of Net Profit October 2011)

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Table 12-12 Returns of Investment for Different Schemes SRT Private Scheme NPV (Million Baht) FIRR (%) NPV (Million Baht) FIRR (%) Passenger Service 1 5,342.43 14.25 - - 2 7,544.79 N/A* - - 3 21,896.27 N/A* -596.12 7.10 4 22,386.13 N/A* -1,393.56 7.10 5 22,401.34 N/A* -1,399.70 7.10 Freight Service 1 -42.71 4.04 - - 2 223.82 N/A* - - 3 277.25 N/A* -7.19 7.10 4 295.32 N/A* -18.61 7.10 5 268.68 N/A* -17.69 7.10 Note : * the results are not available as the Government invests in all infrastructure as well as S&T system. Moreover, SRT’s revenues are larger than costs in every year throughout the analysis period.

Considering only passenger service, in Scheme 1 (the government invests in railway infrastructures excluding S&T system) the FIRR of SRT is 14.25% which is more than WACC for Public Sector of 3.96% indicating financial feasibility, while in Scheme 2 (the government invests in railway infrastructures including S&T system), the project is financially feasible with higher NPV than Scheme 1. Considering only freight service, in Scheme 1, the FIRR of SRT is 4.04% which is more than WACC for Public Sector of 3.96% indicating financial feasibility, while, in Scheme 2, the project is financially feasible with higher NPV than Scheme 1. In the Public – Private Participation Schemes (Schemes 3, 4 and 5), the assumption of minimum return of Private Sector of 7.10% is applied. It is found that the NPV of SRT is increasing from Scheme 2 due to: - SRT’s expense for hiring a private operator to operate and maintain the system (Scheme 3) is less than the cost SRT uses to operate and maintain by itself (Schemes 1 and 2) or - The concession fee or rail usage charge that SRT receives from a private operator (Schemes 4 and 5) is more than the revenue collected by SRT itself (Schemes 1 and 2). Since Schemes 3, 4 and 5 does not make much difference in NPV of SRT, it indicates that all 3 Schemes are equally attractive. To determine the suitable scheme for implementation, the integration with the adjacent Track Doubling Projects, such as Nakhon Pathom – Hua Hin Section, should be taken into account.

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1133 EENNVVIIRROONNMMEENNTTAALL IIMMPPAACCTT AASSSSEESSSSMMEENNTT

Environmental Impact Assessment (EIA) and preparation of the EIA Report is one of the task conducted in the project. The study process follows the guideline of Office of Natural Resources and Environmental Policy and Planning (ONEP, 2006) and other related regulations. The study area covers the project alignment with 500 meters offset on both sides, and lies in the area of 2 provinces as follows:

• Prachuap Khiri Khan Province: Muang District, , , Bang Saphan Distriict and

• Chumphon Province: Muang District and Pathui District The study covers all environmental resources including (1) Physical Resource, (2) Biological resource, (3) Human-use value and (4) Quality of life. The study process is divided into 2 main parts as depicted in Figure 13-1.

Figure13-1 Environmental Impact Assessment Process

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The study results indicate that most of the environmental impacts from the project development are in low level as summarized in Table 13-1. No high negative impact is expected in any environmental issue. Only Relocation and Property Replacement in Construction phase, Land Ecology, Socio- economics, Segregation, and Sanitation in Operation Phase which are expected to have moderate negative impact

Table 13-1 Summary of Environmental Impacts from the Project Development Environmental Impact Construction Phase Operation Phase No. Environmental Issue Impact Impact Impact Level Impact Level Direction Direction 1 Geographical Characteristics Negative Low - - 2 Soil Resource Negative Low - - 3 Geology and Earthquake - - - - 4 Surface Water Hydrology and Drainage Negative Low Negative Low 5 Surface Water Quality and Aquatic Ecology Negative Low Negative Low 6 Air quality Negative Low Negative Low 7 Noise Negative Low Negative Low 8 Vibration Negative Low Negative Low 9 Land Ecology Negative Low Negative Moderate 10 Water for Consumption - - Negative Low 11 Transportation Negative Low Positive Low 12 Public Utility and Public Works Negative Low - - 13 Land Use Negative Low Negative Low 14 Socio-economics Negative Low Positive Moderate 15 Relocation and Property Replacement Negative Moderate - - 16 Public Health/ Occupational Health and Safety Negative Low Negative Low 17 Segregation Negative Low Negative Moderate 18 Social Security Negative Low Negative Low 19 Sanitation Negative Low Negative Moderate 20 Community Significance Negative Low Negative Low 21 History and Archaeology Negative Low Negative Low 22 Aesthetics and Tourism Negative Low Positive Moderate

Table 13-2 summarizes the impacts with proposed mitigation and monitoring measures for the environmental issues envisaged to receive moderate negative impact (the most critical level in this study). The complete study detail can be found in the EIA Report.

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tigation and Monitoring Measures ronmental Impacts and Proposed Mi Table 13-2 The Most Critical Envi

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(Continued)

tigation and Monitoring Measures onmental Impacts and Proposed Mi Table 13-2 The Most Critical Envir

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14.1 PUBLIC PARTICIPATION

Public Participation (PP) conducted in this project conforms to the Announcement of the Ministry of Natural Resources and Environment of Thailand on Determination of Type and Magnitude of Severe Impact Project for issuing Environmental Impact Assessment (EIA) Report enacted on 31 August 2009, which designates that the social and environmental impact study must follow the guideline of the Environmental Impact Evaluation Bureau, the office of Natural Resources and Environmental Policy and Planning 2006. PP activities conducted consist of 6 main activities as follows: (1) Informal Individual and Group Meetings - Consultation with Chumphon Governor and Prachuap Khiri Khan Vice Governor - Additional Agenda in Provincial and District Monthly Meetings: 2 Provincial Meetings and 6 District Meetings - Consultation with Mae Ramphueng Conservation Group in Prachuap Khiri Khan Province - Consultation with direct impacted people (2) The First Public Meeting (Public Stage and Discussion): 2 Stages at in Prachuap Khiri Khan Province with 298 participants and Chumphon Province with 183 participants (3) Attitude Survey using Questionnaire: totally 690 samples (4) Individual Interview / In-depth Interview; totally 27 interviewees (5) Focus Group Meetings and Discussions: cover all target groups and the whole study area, in total 16 meetings with 593 participants (6) The Second Public Meeting (Public Stage and Discussion): 2 Stages at in Prachuap Khiri Khan Province with 187 participants and Chumphon Province with 231 participants

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14.2 PUBLIC RELATION

Public Relation (PR) Activities conducted in this project include: (1) PR Activities via Mass Media (1.1) Media Management for PP’s Public Meetings: 2 meetings (2 stages in Prachuap Khiri Khan and Chumphon Provinces in each meeting) (1.2) Exclusive Interview (1.3) Press Tour: Padang Besar - North Butterworth Container Terminal – Ipoh Station – Malaysian ETS (Electric Train Services) (1.4) Local Media Networking (1.5) Production of PR News, Press Releases, and News Clippings: for 2 PP’s Public Meetings (1.6) Short TV Documentary Production and Broadcasting: “Prachuap – Chumphon Double-Track Railway … towards the Better Standard of Thai Railway”, the series of 2-minute TV documentary (3 chapters) was produced and broadcasted in “Khao 5 Na 1” news program on Chanel 5 on 26 September 2011, 7 June 2012 and 8 June 2012. (1.7) Short Radio Documentary Production and Broadcasting: “Towards the Future of Thai Railway … with Prachuap – Chumphon Double-Track”, the series of 10- Chapter radio documentary was produced and broadcasted during the “Tua Fah Kamanakom Thai” program on FM 97.0 MHz of the Radio Thailand Station. The series were rerun in total 629 times via community radio stations in Prachuap Khiri Khan and Chumphon. (1.8) Articles/News Clippings Production and Publishing in Local Print Media: totally 11 articles were published (2) Mobile Unit: 2 times (3) Production of PR Materials (3.1) PR Leaflets: 3 sets of Leaflets with the total of 4,000 copies were produced to publicize project information. The first two sets were disseminated at the first and the second PP’s Public Meetings, while the last set was prepared for project completion. (3.2) Bulletin Boards: 2 sets of 2 Bulletin Boards, 2.0 x 1.5 m each, were produced and installed at the city halls of Prachuap Khiri Khan and Chumphon Provinces. (3.3) Exhibition Boards: 2 sets of exhibition Booth comprising 5 boards each were produced and exhibited at the first and the second PP’s Public Meetings held in both provinces.

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(3.4) PR Board Production and Installation: 2 sets of PR Boards were produced. The board was installed with a news box at several locations, including both provincial government halls and selected train stations. The first set was installed at 10 locations, while the second set was install at 11 locations. (3.5) PR Posters Production and Posting: 2 sets PR Posters, 150 copies each, were produced and posted at both provincial government halls and selected train stations as well as in communities in the project area. (3.6) Video Materials: 2 Video Presentations for both PP’s Public Meetings (3.7) Animated Video Presentation of the Project: a Video presentation with animation for project summarizing (3.8) PR Website for the Project: www.prachuap-chumphon.com (3.9) Monthly Newsletters / Journals: 500 copies of pamphlet were printed and distributed produced on a monthly basis

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