DOCSLIB.ORG

Bangkok Expressway and Metro Public Company Limited (BEM) FEBRUARY 2021 Business Overview

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Bangkok Expressway and Metro Public Company Limited (BEM) FEBRUARY 2021 Business Overview Bangkok Expressway and Metro Public Company Limited (BEM) FEBRUARY 2021 Business Overview COMMERCIAL ROAD INVESTMENT RAIL DEVELOPMENT Total Expressway Total Rail BL = IBL + BL Ex Infrastructure portfolio SES 38.50 km BL 48 km 38 stations For advertising in Stations & • Owns 99.99% in NECL Sector C+ 32.00 km PPL 23 km 16 stations Trains, Retailing and • Owns 90.52% in BMN SOE 17.06 km Total 71 km 54 stations Telecommunications • Owns 18.47% in TTW Total 87.56 km • Owns 16.64% in CKP BL Ridership PPL to be negotiated with MRTA Traffic Volume Jan 2021 Profit sharing in P&L Jan 2021 151,237 trips/day Expressway Ads on SES Y2019 173 MB 799,583 trips/day Growth -61.95% YoY 9M/2020 - MB Growth -34.30% YoY Avg. 2021 CD Revenue Avg. 2021 151,237 trips/day Y2019 783 MB Cash Dividend Received 799,583 trips/day Growth -61.95% YoY 9M/2020 586 MB Y2019 489 MB Growth -34.30% YoY Growth 4.30% YoY 9M/2020 483 MB BL farebox Tolls Revenue Jan 2021 Jan 2021 4.24 MB/day 17.33 MB/day Growth -60.05% YoY Growth -37.67% YoY Avg. 2021 Avg. 2021 4.24 MB/day 17.33 MB/day Growth -60.05% YoY Growth -37.67% YoY PPL O&M service income Annual Income apx.1,800 - 2,000 MB/year 2 Financial Highlights & Earnings Outlook REVENUE STRUCTURE TOTAL REVENUE As of 9M/2020 Unit: MB SteadyRevenue with Growth 20,404 trong Earnings with Good Dividend 19,087 S Rail : 34% 15,393 13,232 Stable Cash Flow Road : 60% 10,589 Road Gearing for new investment Rail Commercial CD Development : Other 6% 2016 2017 2018 2019 9M/2020 NET PROFIT DPS / EPS NET IBD/E Unit: MB Unit: THB Unit : Times 5,317* 5,435** 1.44 3,123 0.35* 0.36** 1.38 2,606 1.37 1.34 1,482 0.20 1.33 0.17 0.15 0.15 0.11 0.13 0.10 DPS EPS 2016 2017 2018 2019 9M/2020 2016 2017 2018 2019 9M/2020 2016 2017 2018 2019 9M/2020 Remark : * Including non - cash extra item from reclassified the investment in CKP ** Including non - cash extra item from reclassified the investment in TTW 3 Expressway Map Expressway Network Distance (km) Operator 1. First Stage Expressway System (FES) 27.10 EXAT 2. Second Stage Expressway System (SES) 38.50 BEM 3. Northern Stage Expressway (C+) (Bang Pa In – Pak Kret Expressway) 32.00 NECL 4. Don Muang Tollway (DMT) 28.00 DMT 5. Ramindra-Atnarong Expressway (RAE) 32.90 EXAT 6. Bang Pli - Suksawad Expressway (Southern Outer Bangkok Ring Road) 42.30 EXAT and Highway No. 37 (Suksawad-Bang Khun Thien Section) 7. Bangna-Chonburi Expressway 56.70 EXAT 8. Si Rat – Outer Ring Road Expressway (SOE) 17.06 BEM Total 274.56 Revenue sharing Expressway BEM : EXAT 1. First Stage Expressway System (FES) 40 : 60 2. Second Stage Expressway System (SES) Sector A 40 : 60 Sector B 40 : 60 Sector C 100 : 0 Sector D 100 : 0 3. Si Rat – Outer Ring Road Expressway (SOE) 100 : 0 4. Northern Stage Expressway (C+) (Bang Pa In – Pak Kret Expressway) 100 : 0 4 Highlights of Expressway Business • Toll Reliable cash revenue Toll Revenue & Traffic Revenue Remaining Concession Period • Steady traffic growth Expressway Revenue (MB) Traffic • CAGR = 2.02% (2015 - 2019) Extended Concession Right to Renewal Traffic ('000 Trips/Day) • SOE contributes highest traffic growth FES & SES 4 years 15 years 8 months 1,230 1,237 4 months 1,178 1,214 (Sector A-B-C) 1,022 9,957 10,174 10,302 9,301 1,237 1,214 1,230 Udonrattaya 1,178 8 years 6 months 11 years 6 months 9,957 10,174 10,302 1,022 (Sector C+) 9,301 5,953 • Entitled to full renewal of existing FES&SES&C+ • Concession agreements SES Extension Project 9 years 1 months 10 years 11 months 5,953 • Toll revision every 10 years (Sector D) • 15 mins to downtown Sirat Outer Ring 2016 2017 2018 2019 9M/2020 • East - West Corridor link SOE Road (SOE) • Toll hike every 5 years Project Expressway Revenue (MB) Traffic ('000 Trips/Day) (bt15 without applying CPI base) 2016 2017 2018 2019 9M/2020 2019 2035 2042 Expressway Strength Summary of Concession Extension Benefit • Resolve all past and future disputes with EXAT • Steady revenue • Over 30 years of expressway service and maintenance experience. • Extend concession with appropriate compensation and return • Reduce operation cost from • Opportunity to grow from expressway network connecting and expanding • Share revenue with EXAT as existing concession economy of scale expressway capacity by the Double Deck project. • Right to commercially develop on expressway structure • No amortization from existing structure (SES: sector A B C) • Long term secure for Expressway revenue margin with stable cash flow. • Right to extend concession up to 20 years • First right to refusal for extension of expressway 5 Future Bangkok Mass Rapid Transit Network : 10 Lines 1 Thammasart –Mahachai : 80.8 km 4 Lumlukka – Bang Pu : 66.5 km 7 Bang Yai – Rat Burana : 42.8 km 9 Kae Rai– Min Buri : 36 km 2 Salaya-Hau Mark : 48 km 10 Lat Phrao - Samrong : 30.4 km Taling Chan - Min Buri - Thailand 6 8 Cultural Center : 35.9 km Bang Sue – Phuttamonthon Sai 4 : 55 km 5 Yot Se – Bang Wa : 15.5 km 3 Airport Link : 50.3 km 6 Metro Map Existing Metro Lines Under construction Lines Bang Pho - Tha Pra Wat Mangkorn – Lak Song Distance Operated Distance Operated Projects Stations Trains Cars Status Operator Projects Stations Trains Cars Status Operator (km) (Year) (km) (Year) Blue Line : Bang Sue - Hua Lamphong 20 18 2004 Red Line (Bang Sue-Rang Sit) 26.3 8 - - Constructing 2021 SRT Tao Poon 1 1 54 162 Operating Aug11, 2017 BEM Wat Mangkorn - Lak Song 14 11 Sep 29,2019 Green Line Bang Pho Tha Pra BTS - 13 8 Mar 30,2020 Mochit - Khu Khot 17.8 16 - Constructing 2021 Purple Line (Bang Yai-Tao Poon) 23 16 21 63 Operating Aug 6, 2016 BEM Pink Line (Kae Rai – Min Buri) 34.5 30 42 168 Constructing 2021 BTS Airport Rail Link (Phaya Thai - Suvarnabhumi Airport) 28.5 8 9 - Operating 2010 SRT Yellow Line 30.4 23 30 120 Constructing 2021 BTS (Lat Phrao –Samrong) Green Line : Mochit – On Nut 17.0 17 Bang Chak – Bearing 5.3 5 1999 Orange Line 22.5 17 - - Constructing 2024 - Samrong – Kheha 12.6 9 Dec 2018 BTS 52 296 Operating (TCC - Minburi) Light Green Line : National Stadium –SaphanTaksin 6.5 6 Total (km) 131.5 SaphanTaksin–Bang Wa 7.5 6 1999 Total (km) 148.4 7 Map of Blue Line and Purple Line Klong Bang Pai Bang Rak Phara Nang Bang Talad Bang Yai Noi Tha It Klao Bridge Krasor Nonthaburi Civic Center Sam Yaek Bang Bang Sai Ma Yaek Bang Yai Plu Rak Yai Nonthaburi 1 Ministry of Public Health Yaek Tiwanon Wong Sawang Bang Son Blue Line Connect with Light Green Line Section I Connect with Green Line Connect with Airport Rail Link Connect with Dark Red Line Connect with Light Red Line Connect with Orange Line Chao Phraya River Section III Connect with Yellow Line Connect with Purple Line Bang Phai Section II 8 Highlights of Mass Transit Business Rail Revenue & Ridership High Potential Growth Concession Period Blue Line Jul 2029 Mar 2050 Revenue (MB) • The only Circle Line in Bangkok Ridership ('000 Trips per Day) Farebox • Double digit ridership growth revenue & • Additional revenue from Purple Line Purple Line Aug 2043 Ridership • Passengers increased by connecting future 337 Bangkok mass rapid transit network. 295 312 5,022 4,521 4,736 249 Average Fare 274 3,319 COD BL Ex III 3,230 on 30 Mar 20 30 COD BL Ex II on 29 Sep 19 • Purple Line operated on Aug 6, 2016 28 Expected • BL Ex is fully operated on Mar 30, 2020 26 Service by 24 • Potential to be an operator of Purple Line extension Distance 22 (south) by direct negotiation with MRTA. 20 2016 2017 2018 2019 9M/2020 Jan-16 Jul-16 Jan-17 Jul-17 Jan-18 Jul-18 Jan-19 Jul-19 Jan-20 Jul-20 Jan-21 Blue Line (Hua Lamphong – Bang Sue, Tao Poon –Tha Phra - Lak Song) • Operated • Open for public earlier than planned with no cost overrun (partially open before March 2020 as per contract ) • PPP Net Cost • Form Circle Line which covers all CBD • Income source : Fare base • Fare revision every 2 years • Share revenue with MRTA only when IRR exceeds 9.75% • COD : Jul 3, 2004 (Initial BL) • Expect ridership growth at 8 – 10% /year Mar 30, 2020 (fully operated BL) • Economy of scale to control operation cost • Concession period 30 years (2020 - 2050) Strength • 48 km 38 stations • Increase CD revenue from the significant growth of ridership • Opportunity to extend South BL extension to Phutthamonthon Sai 4 Purple Line (Bang Yai-Bang Sue) • Operated • PPP Gross Cost • Open for public for 3 years with great efficiency • Income source : O&M service • Generate good and steady revenue with profit margin at 10.50% Annual income Apx. 1,800 MB/year • Opportunity to improve revenue due to the ridership increase • COD : Aug 6, 2016 Strength • Opportunity to extend PPL South by negotiation under PPP Act • Concession period 30 years (2013 - 2043) • 23 km 16 stations 9 Highlights of Commercial Development Business CD Revenue Unit: MB Strenght • Increasing eyeballs continuously untill year 2050 783 as BL Extension completed 705 675 573 586 • Right to develop in all areas under new Blue Line concession • Concrete business plan encourages steady growth • Additional development can be negotiated with MRTA 2016 2017 2018 2019 9M/2020 METRO EXPRESSWAY Advertising Telecommunications Retail Spaces 38 Stations & 54 Trains • Mobile phone Network Retail Spaces in Blue Line station • Rest area • Static Media • High Speed Internet • Brighten up : 9 stations • Static Media • Digital Media • Future Internet Technology • Under Development : 2 stations • Digital Media • Creative & Innovative Design • Wi-Fi Service 10 Financial Highlights Consolidated (Unit : MB) 2019 2018 %CHANGE Revenue :- Revenue from Expressway business 10,302 10,174 1.26% Revenue from Rail business 5,022 4,736 6.04% Revenue
Load more

Recommended publications
  • CONTRACT AGREEMENT MRT Blue Line Extension Project Hua
    Contract Agreement CA-1 CONTRACT AGREEMENT MRT Blue Line Extension Project Hua Lamphong - Bang Khae and Bang Sue - Tha Phra Sections Contract 4: Elevated Civil Works Tha Phra - Lak Song Section This Contract is made at the Mass Rapid Transit Authority of Thailand, 175 Rama IX Road, Huay Khwang, Bangkok 10320 on 17 day of February B.E. 2554 (A.O. 2011) between: (1) MASS RAPID TRANSIT AUTHORITY OF THAILAND by Mr.Ronnachit Yaemsaard, the MRTA Acting Governor, with office located at 175 Rama IX Road, Huay Khwang, Bangkok 10320, hereinafter referred to as the "MRTA" or the "Employer", as the case may be, of the one part and ; (2) SINO-THAI ENGINEERING AND CONSTRUCTION PUBLIC COMPANY LIMITED a company registered and existing under the laws of Thailand, with head office located at 27th floor, Sino-Thai Tower, 32/59-60, Sukhumvit 21 Road , Klang Toey Nua Sub-District, Wattana District, Bangkok, 10110, Thailand by Mr. Vallop Rungkijvorasathien authorized to sign and bind the company, hereinafter referred to as the "Contractor" of the other part. WHEREAS the Employer is desirous that certain Works should be executed by the Contractor, viz, the construction of Elevated Structure at Tha Phra - Lak Song Section with precast segment box girder viaduct of approximately 10.5 km. in length, elevated approximately 17 meters above existing ground, transition structure, with the construction of 7 elevated stations, architectural works and building services within the stations, and the intermodal transfer facilities (ITF), Depot, Operation and Control Center (OCC), Park & Ride Buildings and other works as defined in the Contract, and has accepted a Tender by the Contractor for execution and completion of such Works and the remedying of any defects therein.
    [Show full text]
  • ESCAP PPP Case Study #1
    Public-Private Partnerships Case Study #1 Traffic Demand Risk: The case of Bangkok’s Skytrain (BTS) by Mathieu Verougstraete and Isabelle Enders (March 2014) The following case study examines the issue of traffic demand risk and sheds light on how the problem of inaccurate ridership forecasts can impact a PPP project by using the example of the Bangkok SkyTrain. TRAFFIC DEMAND RISK FIGURE 1 : ACTUAL/FORECAST TRAFFIC Even though literature is rich about theory and practice of traffic forecasting, insufficient attention has been paid to the predicted accuracy of traffic forecasting models and the consequences of occurring errors. Emperical studies suggest however that traffic forecasts in the transport sector are characterized by large errors and considerable optimism bias.1 This statement goes in line with the review conducted on PPP projects financed by the European Investment Bank which states that major issues in road projects BANGKOK BTS: CASE SUMMARY occurred because of traffic performance has been overestimated. Findings disclose that Bangkok covers about 606 square miles 1/2 of toll road projects failed to meet their and is densely populated. By 1990 it was early-year forecasts; often by some margin renowned for its chronic traffic congestion, 2 (errors of 50% - 70%). and over the subsequent decade vehicle ESCAP supports govern- ownership more than doubled. Heavy traffic ments in Asia-Pacific in This pattern of forecasting error and volume which is caused by bus, car and implementing measures systematic optimism-bias is even more motorbike journeys was making Bangkok to efficiently involve marked in the case of toll roads compared the private sector in one of the worst cities in the world in terms infrastructure develop- to toll-free road as illustrated in figure 1, of congestion and air pollution caused by which compares two samples of international ment.
    [Show full text]
  • 3 Assessment of Urban Transport Systems in Bangkok
    Assessment Urban Transport System: Bangkok, Thailand Siradol Siridhara Mahidol University BLAK Bangkok Metro and Vicinity Population 16.43 million Bkk Population 5.56 million Employment 10.42 million Income 39,459 baht/hh Bangkok Metro and Vicinity 35 million trips per day. ≈ 70% by private vehicles. Average Speeds Morning peak hour 10.7 kph Evening peak hour 14.2 kph Key Players Regulators, Project Owners & Operators Rail Bus Regulators Project Owners Project Operators 3 Current Rail Network Current Network: 5 Lines, 97 Stations, 142.9 km Light Green Line 32 stations 39.5 km Dark Green Line 13 stations 14.7 km Blue Line 26 stations 47.0 km Purple Line 16 stations 23.6 km Airport Rail Link 8 Stations 28.6 km Total 153.4 km Green Blue Purple Red Ridership (approx.) 1500000 trips/day4 Future Rail Network Future Network: Approx. 540 km Light Green Line 55 stations 66.5 km Dark Green Line 20 stations 22.5 km Blue Line 42 stations 55.0 km Purple Line 32 stations 42.8 km Orange Line 30 stations 35.4 km Pink Line 30 stations 36.0 km Yellow Line 23 stations 30.4 km Brown Line 23 stations 21.0 km Gold Line 4 stations 2.7 km Grey 39 stations 26.0 km Light Blue Line 19 stations 30.0 km Light Red Line 55 stations 58.5 km Dark Red Line 20 stations 80.8 km Airport Rail Link 14 Stations 49.5 km Total 504 km 5 Assessment Urban Transport System: Bangkok SUTI01 Extent to Which Transport Plans Cover Public Transport, Intermodal Facilities and Infrastructure for Active Modes MIN SCORE MAX 0 11 16 No Aspects Explanation Score 1 Walking Networks Little attention has been paid to pedestrian network planning, although the awareness of maintenance of walkways and other pedestrian facilities have 2 been raised from the general public.
    [Show full text]
  • Why Some Airport-Rail Links Get Built and Others Do Not: the Role of Institutions, Equity and Financing
    Why some airport-rail links get built and others do not: the role of institutions, equity and financing by Julia Nickel S.M. in Engineering Systems- Massachusetts Institute of Technology, 2010 Vordiplom in Wirtschaftsingenieurwesen- Universität Karlsruhe, 2007 Submitted to the Department of Political Science in partial fulfillment of the requirements for the degree of Master of Science in Political Science at the MASSACHUSETTS INSTITUTE OF TECHNOLOGY February 2011 © Massachusetts Institute of Technology 2011. All rights reserved. Author . Department of Political Science October 12, 2010 Certified by . Kenneth Oye Associate Professor of Political Science Thesis Supervisor Accepted by . Roger Peterson Arthur and Ruth Sloan Professor of Political Science Chair, Graduate Program Committee 1 Why some airport-rail links get built and others do not: the role of institutions, equity and financing by Julia Nickel Submitted to the Department of Political Science On October 12, 2010, in partial fulfillment of the Requirements for the Degree of Master of Science in Political Science Abstract The thesis seeks to provide an understanding of reasons for different outcomes of airport ground access projects. Five in-depth case studies (Hongkong, Tokyo-Narita, London- Heathrow, Chicago- O’Hare and Paris-Charles de Gaulle) and eight smaller case studies (Kuala Lumpur, Seoul, Shanghai-Pudong, Bangkok, Beijing, Rome- Fiumicino, Istanbul-Atatürk and Munich- Franz Josef Strauss) are conducted. The thesis builds on existing literature that compares airport-rail links by explicitly considering the influence of the institutional environment of an airport on its ground access situation and by paying special attention to recently opened dedicated airport expresses in Asia.
    [Show full text]
  • Thailand MRTA Initial System Project (Blue Line) I–V
    Thailand MRTA Initial System Project (Blue Line) I–V External Evaluator: Hiroyasu Otsu, Graduate School of Kyoto University Field Survey: August 2007 – March 2008 1. Project Profile and Japan’s ODA Loan Myミャンマーanmar ラオスLaos Thailandタイ Banバンコクgkok ◎ カンボジアCambodia プロジェクトサイトProject Site Map of the project area Bangkok Subway (MRT Blue Line) 1.1 Background Accompanying the rapid economic development in Bangkok starting in the 1990s, regular traffic congestion and the associated air pollution became evident in the urban area. The Thai government drew up the Bangkok Mass Transit Master Plan (produced by the Office of the Commission for the Management of Road Traffic (OCMRT) and hereinafter referred to as the “master plan”) in 1995 based on the 7th National Economic and Social Development Plan (1992–1996) for the purpose of developing a mass transit network and also for developing a network of ordinary roads and expressways to achieve steady economic growth, together with resolving the above-mentioned traffic congestion and air pollution. Furthermore, the development of the mass transit network proposed in the master plan is also specified in the subsequent 8th National Economic and Social Development Plan (1997–2000), and it is positioned as an extremely important national project in Thailand. The plan for the Bangkok mass transit system, part of the master plan, involves the construction of five lines that will radiate out and join the Bangkok Metropolitan Area (BMA) with the Bangkok Metropolitan Region (BMR)1 together with creating a network 1 The Bangkok Metropolitan Region includes Bangkok, which is a special administrative area, and the surrounding five provinces of Samut Prakan, Pathum Thani, Samut Sakhon, Nakhon Pathom, and Nonthaburi.
    [Show full text]
  • Special Assistance for Project Implementation for Bangkok Mass Transit Development Project in Thailand
    MASS RAPID TRANSIT AUTHORITY THAILAND SPECIAL ASSISTANCE FOR PROJECT IMPLEMENTATION FOR BANGKOK MASS TRANSIT DEVELOPMENT PROJECT IN THAILAND FINAL REPORT SEPTEMBER 2010 JAPAN INTERNATIONAL COOPERATION AGENCY ORIENTAL CONSULTANTS, CO., LTD. EID JR 10-159 MASS RAPID TRANSIT AUTHORITY THAILAND SPECIAL ASSISTANCE FOR PROJECT IMPLEMENTATION FOR BANGKOK MASS TRANSIT DEVELOPMENT PROJECT IN THAILAND FINAL REPORT SEPTEMBER 2010 JAPAN INTERNATIONAL COOPERATION AGENCY ORIENTAL CONSULTANTS, CO., LTD. Special Assistance for Project Implementation for Mass Transit Development in Bangkok Final Report TABLE OF CONTENTS Page CHAPTER 1 INTRODUCTION ..................................................................................... 1-1 1.1 Background of the Study ..................................................................................... 1-1 1.2 Objective of the Study ......................................................................................... 1-2 1.3 Scope of the Study............................................................................................... 1-2 1.4 Counterpart Agency............................................................................................. 1-3 CHAPTER 2 EXISTING CIRCUMSTANCES AND FUTURE PROSPECTS OF MASS TRANSIT DEVELOPMENT IN BANGKOK .............................. 2-1 2.1 Legal Framework and Government Policy.......................................................... 2-1 2.1.1 Relevant Agencies....................................................................................... 2-1 2.1.2
    [Show full text]
  • Data Sheet Blue Line Extension Bangkok English
    Extending Bangkok’s Blue Line Delivery of a metro system in a turnkey approach including 35 three-car trains over a minimum project period An ever-growing city Blue Line Extension Highlights In Thailand’s capital Bangkok commuters In 2017, the Bangkok Expressway and spend countless hours in traffic jams, Metro Public Company Limited (BEM) • Very tight project schedule with but the number of private vehicles in and CH. Karnchang Public Company only 27 months from project start use still continues to grow. This comes Limited awarded a consortium of to trial run in one section of at extensive costs and above all at the Siemens Mobility and ST Electronics the system expense of human health. Whereas (Thailand) Limited a contract to deliver • Railway operation taken up roads cannot tackle these problems, rail technology for the extension of three months ahead of schedule public transport can. That is why the Bangkok’s Blue Line Metro. in a very challenging project time city planned to increase the number Siemens Mobility’s scope of delivery plan of 36 months of people using mass transit systems. included 35 three-car metro trains, • A lightweight stainless-steel car The metro systems in place were used the signaling system, the traction power body and state-of-the-art traction frequently. In peak hours the Blue supply and all the equipment for the technology reduces energy Line, Bangkok’s first subway system, depot and workshop as well as project consumption needed to run all available trains. management. The project was executed • Interior and exterior LED lights This initial line was delivered as a in a turnkey approach, with Siemens reduce maintenance costs turnkey rail system by Siemens in Mobility also handling the integration and energy consumption 2004 and included 19 three-car trains.
    [Show full text]
  • An Inventory and Assessment of National Urban Mobility in Thailand
    Development of a National Urban Mobility Programme - an Inventory and Assessment of National Urban Mobility in Thailand A project of the Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) in collaboration with the Thai Office of Transport and Traffic Policy and Planning (OTP) Final Report November 2019 Development of a National Urban Mobility Programme Project Background Transport is the highest energy-consuming sector in 40% of all countries worldwide, and causes about a quarter of energy-related CO2 emissions. To limit global warming to two degrees, an extensive transformation and decarbonisation of transport is necessary. The TRANSfer project’s objective is to increase the efforts of developing countries and emerging economies for climate-friendly transport. The project acts as a mitigation action preparation facility and thus, specifically supports the implementation of the Nationally Determined Contributions (NDC) of the Paris Agreement. The project supports several countries (including Peru, Colombia, the Philippines, Thailand, Indonesia) in developing greenhouse gas mitigation measures in transport. The TRANSfer project is implemented by GIZ and funded by the International Climate Initiative (IKI) of the German Ministry for the Environment, Nature Conservation and Nuclear Safety (BMU) and operates on three levels. Mobilise Prepare Stimulate Facilitating the Preparation of Knowledge products, Training, MobiliseYourCity Mitigation Measures and Dialogue Partnership Standardised support Based on these experiences, TRANSfer The goal of the multi- packages (toolkits) are is sharing and disseminating best stakeholder partnership developed and used for the practises. This is achieved through the MobiliseYourCity, which is preparation of selected development of knowledge products, currently being supported by mitigation measures. As a the organisation of events and trainings, France, Germany and the result, measures can be and the contribution to an increasing European Commission, is that prepared more efficiently, level of ambition.
    [Show full text]
  • Investigation on Physical Distancing Measures for COVID-19 Mitigation of Rail Operation in Bangkok, Thailand
    Investigation on Physical Distancing Measures for COVID-19 Mitigation of Rail Operation in Bangkok, Thailand Somsiri Siewwuttanagul1*, Supawadee Kamkliang2 & Wantana Prapaporn3 1,2 The Cluster of Logistics and Rail Engineering, Faculty of Engineering, Mahidol University, Thailand 3 Graduate School of Science and Engineering, Saga University, Japan * Corresponding author e-mail: [email protected] Received 5/5/2020; Revised 2/6/2020; Accepted 23/6/2020 Print-ISSN: 2228-9135, Electronic-ISSN: 2258-9194, doi: 10.14456/built.2020.7 Abstract The COVID-19 pandemic is the global health crisis and was declared a pandemic on 11th April 2020 by the World Health Organization (WHO). The most common solution is physical distancing which refers to avoiding close contact with other people by keeping a physical space between others. The COVID-19 pandemic is challenging mass transit services which are usually crowded with passengers. There is a need for an effort to save lives and stop spreading the virus, but metro transit still needs to provide services to people. Although the metro operators in Bangkok had a quick response to this pandemic by implementing physical distancing measures at stations and in passenger cars, effective levels of these measures are still under question. This study compares the physical distancing data surveyed during the COVID-19 pandemic and close contact transmission by breathing which defined the risk distance. The study investigates passenger levels of infection risk from close contact transmissions by breathing during the time at the metro station, based on the location where activities take place in metro stations: concourse level, platform level, and in the passenger car during the commute.
    [Show full text]
  • Urban Rail in Jakarta and Jabodetabek (With Thanks to Fagra Hanif for Supporting Information)
    Urban Rail in Jakarta and Jabodetabek (with thanks to Fagra Hanif for supporting information) Context Jakarta and the strategic metropolitan area known as Jabodetabek (Jakarta and the neighbouring municipalities of Bogor, Depok, Tangerang and Bekasi) has a population of 28mil (10mil Jakarta proper). This region has urban rail heritage, with the original suburban rail infrastructure dating from the early 20th century, during the Dutch colonial period (BOS -Batavia Ooster Spoorweg). Following independence, other priorities meant that funding for the network was constrained and this fact, combined with rapid urbanisation, growing prosperity and growth in car ownership, diminished the use and value of urban rail provision whilst also bringing congestion to the ‘over-capacity’ road network. In the late 1970s, the problems caused by underinvestment in the network became evident and since then, a combination of policy changes and increased resources have brought upgrading to the existing suburban network (double tracking, electrification, new rolling stock etc.), some false starts (monorail), and, more latterly, construction of modern ‘metro-type’ lines. With expansion and modernisation there has been much improvement to the urban rail setting in Jakarta and this city/region now has a comprehensive and interesting multi-modal rail footprint with further expansion in construction. Full Metro: Jakarta MRT The first full metro in Indonesia, Jakarta MRT, opened in late March 2019. The line runs from Lebak Bulus (shedding facilities) through the southern suburbs on viaduct to the Blok M shopping area before heading underground after ASEAN and proceeding below Jalan Surdirman and the main commercial area to the busiest station Dukuh Atas (transfer to KRL, Airport Line, TransJakarta BRT and the future LRT).
    [Show full text]
  • Railway and Area Development in Bangkok, Manila, Jakarta 一般財団法人運輸総合研究所 鉄道整備と沿線開発に関する国際セミナー Railway and Area Development
    参考資料ー１ JTTRI International Seminar on Railway and Area Development in Bangkok, Manila, Jakarta 一般財団法人運輸総合研究所 鉄道整備と沿線開発に関する国際セミナー Railway and Area Development Japan Transport and Tourism Research Institute 運輸総合研究所 Contents Introduction: Objectives and Directions of the Seminar Chapter 1: Challenges in Urban Railway Development Chapter 2: Considerations for Railway Development 2.1 Collaboration Between Railways and Area Development 2.2 Securing Financial Resources : Development-Based Value Capture 2.3 Providing a High-Quality Railway System 2.4 Integration of Railway Development with Social Infrastructure 2.5 Creating a sustainable urban railway system Chapter 3: Toward Responding to Urban Transport Issues JTTRI Future Prospect 2 Introduction (1) Objectives • In order to solve problems such as serious traffic congestion caused by rapid population growth ASEAN cities, integration of railway and area development will be proposed based on the local conditions in each cities. This presentation is one of the research outcomes from: “Research Group on Railway and Area Development" sponsored by JTTRI • Dr. Shigeru Morichi, Professor Emeritus, GRIPS, as a director of this research group • Collaboration with 18 experts from academic, public and private sectors (2) Directions • Utilizing Japanese expertize and JTTRI long-accumulated know-how • Case study in Hanoi, Bangkok, Jakarta, and Manila. 3 Chapter 1: Challenges in Urban Railway Development Four case studies ◼ Hanoi Metro Line 2 (Phase3) ◼ Bangkok MRT Orange Line https://vietnamfinance.vn/tap-doan-sumitommo-muon-thuc-nhanh-du-an-do-
    [Show full text]
  • Assessing the Tsunami Mitigation Effectiveness of the Planned Banda Aceh Outer Ring Road (BORR), Indonesia
    Nat. Hazards Earth Syst. Sci., 19, 299–312, 2019 https://doi.org/10.5194/nhess-19-299-2019 © Author(s) 2019. This work is distributed under the Creative Commons Attribution 4.0 License. Assessing the tsunami mitigation effectiveness of the planned Banda Aceh Outer Ring Road (BORR), Indonesia Syamsidik1,4, Tursina1,3, Anawat Suppasri2, Musa Al’ala1,3, Mumtaz Luthfi1, and Louise K. Comfort5 1Tsunami and Disaster Mitigation Research Center (TDMRC), Syiah Kuala University, Gampong Pie, Banda Aceh 23233, Indonesia 2International Research Institute of Disaster Science (IRIDeS), Tohoku University, Aramaki Aza-Aoba 468-1, Aoba-ku, Sendai 980-0845, Japan 3Civil Engineering Department, Syiah Kuala University, Jl. Syeh Abdurrauf No. 7, Banda Aceh 23111, Indonesia 4Civil Engineering Department, Faculty of Engineering, Syiah Kuala University, Jl. Syeh Abdurrauf No. 7, Banda Aceh 23111, Indonesia 5Graduate School of Public International Affairs, University of Pittsburgh, Pittsburgh, USA Correspondence: Syamsidik ([email protected], [email protected]) Received: 24 September 2018 – Discussion started: 23 October 2018 Revised: 5 January 2019 – Accepted: 7 January 2019 – Published: 31 January 2019 Abstract. This research aimed to assess the tsunami flow ve- the elevated road as this could be part of the co-benefit struc- locity and height reduction produced by a planned elevated tures for tsunami mitigation. The proposed BORR appears to road parallel to the coast of Banda Aceh, called the Banda deliver a significant reduction of impacts of the smaller inten- Aceh Outer Ring Road (BORR). The road will transect sev- sity tsunamis compared to the 2004 Indian Ocean tsunami. eral lagoons, settlements, and bare land around the coast of Banda Aceh.
    [Show full text]