Final Report

Office of Transport and Traffic Policy and Planning

Final Report

Preparation of Terms of Reference for Country Development including Advising on Technical and Modern Technology for Mass Transit System Development in Bangkok and Surrounding Areas both Civil and Railway System Construction Technology

September 2006

By Kasetsart University

Office of Transport and Traffic Policy and Planning

Final Report

Preparation of Terms of Reference for Country Development Including Advising on Technical and Modern Technology For Mass Transit System Development In Bangkok and Surrounding Areas Both Civil and Railway System Construction Technology

September 2006 By Kasetsart University

FINAL REPORT

CONTENT

Page

Chapter 1 Introduction 1-1 1.1 Background 1-1 1.2 Structure of the Final Report 1-4

Chapter 2 Advising Support to Provide the Terms of Reference in 2-1 accordance with Government’s Policy to Establish Thailand Development Alliances in Bangkok Mass Transit Network Sector 2.1 Introduction 2-1 2.2 Government Objectives and Requirements 2-1 2.3 Background Information, Existing Concept and 2-3 Development Plan 2.4 Project Objectives and Scope of Works 2-6 2.5 Proposers’ Qualifications 2-24 2.5.1 General Qualifications 2-24 2.5.2 Qualification Document 2-25 2.6 Principles and Conditions for the Development 2-27 2.6.1 Technical Proposal 2-27 2.6.2 Financial Proposal 2-30 2.7 Evaluation Criteria 2-30 2.7.1 Technical Evaluation 2-30 2.7.2 Economic Benefits to the Project 2-33

Chapter 3 Assist and Advise Relevant Government Agencies in Preparation 3-1 of Tender Document for Mass Transit 3 Lines Project 3.1 Objective 3-1 3.2 Methodology and Outputs 3-1 3.2.1 Evaluation Procedure 3-2

Chapter 4 Advise to OTP on Technical and Modern Technology 4-1

CONTENT (Cont’d)

Page

Chapter 5 Traffic Study, Ridership and Fare Revenue Forecast and 5-1 Property Development in the Vicinity of the Project Alignment 5.1 Traffic Volume Analysis and Ridership Forecast 5-1 5.1.1 Transportation Model 5-1 5.1.2 Calibration of Model for the Present Condition (Year 2006) 5-5 5.1.3 Details of Mass Transit Alignments 5-10 5.1.4 Ridership Forecast 5-17 5.2 Project Cost Estimation 5-23 5.2.1 Infrastructure Construction Cost and Train Operation 5-24 System Cost (Year 2006 Constant Price) 5.2.2 Rolling Stock Cost 5-28 5.3 Operation, Maintenance and Administration Cost (OMA Cost) 5-35 5.4 Economic Evaluation of the Project 5-42 5.4.1 Economic Feasibility Analysis Assumptions 5-42 5.4.2 Economic Cost Estimation 5-43 5.4.3 Project Benefit Estimation 5-43 5.4.4 Result of Economic Feasibility Evaluation 5-45 5.4.5 Sensitivity Analysis of the Project 5-47 5.5 Financial Viability Analysis at Constant Price 5-51 5.5.1 Analytical Framework 5-51 5.5.2 Calculation of FIRR at Constant Price 5-53 5.5.3 Sensitivity Analysis of FIRR 5-55 5.6 Land Development in the Areas Adjacent to Mass Rapid Transit 5-59 Alignments 5.7 Value Capture 5-64

CONTENT (Cont’d)

Page

Chapter 6 Advise on Common Ticketing Technology for the Bangkok 6-1 Mass Transit Network 6.1 Government Policy 6-2 6.2 Existing Technology 6-2 6.3 Experience from Other Cities 6-3 6.4 Status of Existing Systems in Bangkok 6-4 6.5 Implementation Strategy Options 6-5 6.5.1 Lead Organization 6-5 6.5.2 Organization Structures 6-5 6.5.3 Central Card Management Company 6-6 (Clearing House) 6.5.4 Fare Structures 6-6 6.5.5 Implementation Plan 6-6 6.5.6 Time Frame 6-6 6.5.7 Other Service Providers 6-8 6.6 Conclusions, Key issues and Potential Obstacles 6-8 6.7 Recommendations 6-9

iii

Appendices (Separate Volume)

Appendix A Advising Support to Provide the Terms of Reference in Accordance with Government’s Policy to Establish Thailand Development Alliances in Bangkok Mass Transit Network Sector Appendix A1 Procurement According to the Regulation of the Office of the Prime Minister

Appendix B Assist and Advice Relevant Government Agencies in Preparation of Tender Documents for the 3 Mass Transit Lines Project Appendix B1 Principle Tasks of the Project Management for the Mass Transit System Implementation and Status of the 3 Mass Transit Lines Appendix B2 Sample of the Design and Build Tender Documents for the 3 Mass Transit Lines Project Appendix B3 Guidelines for Evaluation Criteria (Technical, Pricing and Financial Proposals) for the 3 Mass Transit Lines Project Appendix B4 Draft Evaluation Criteria for the 3 Mass Transit Lines Project Appendix B5 Evaluation Procedure Flowchart for the 3 Mass Transit Lines Project

Appendix C Advise to OTP on Technical and Modern Technology Appendix C1 Comparison of Box Girder and U-shaped Viaduct Structures Appendix C2 Comparison of Design Criteria for Mass Transit System in Thailand and Other Countries Appendix C3 Guidelines for Economical Elevated Structure for MRT Appendix C4 Red Line Operational Considerations (including Airport Rail Link Extension and SRT Express Commuter Line) Appendix C5 Potential Cost Savings to the Purple Line (Bang Sue – Bang Yai) Appendix C6 Tendering Procedure for Design/Build Mass Transit Projects Appendix C7 Relocation of SRT Long Distance Terminal Stations to the Outer Ring – SWOT Analysis Appendix C8 Document Database in the Information Center

Appendices (Cont’d)

Appendix D Economic and Financial Analyses of the Project Appendix D1 Details of Mass Transit Network Alignments Appendix D2 Investment Costs for Civil Works and Operation System Appendix D3 Economic Analysis of the Project Appendix D4 Financial Evaluation at the Constant Price of the Project

Appendix E Advise on Common Ticketing Technology for the Bangkok Mass Transit Network

LIST OF FIGURES

Figure Page

1.1-1 Mass Transit System of 10 Lines for a Total Length of 329 Km. 1-2

2.3-1 City Development Plan for Solving the Traffic Problem 2-4 2.3-2 URMAP Master Plan for Bangkok and Surrounding Areas 2-5 2.4-1 Tentative Complete Mass Transit Network 2-6 2.4-2 Dark Red Line Alignment 2-8 2.4-3 Light Red Line Alignment 2-9 2.4-4 Green Line 1 Extensions Alignment 2-10 2.4-5 Green Line 2 Extensions Alignment 2-11 2.4-6 Blue Line Extension Alignment 2-12 2.4-7 Orange Line Alignment 2-13 2.4-8 Purple Line Alignment 2-14 2.4-9 Yellow Line Alignment 2-15 2.4-10 Pink Line Alignment 2-16 2.4-11 Brown Line Alignment 2-17 2.4-12 Red Line Alignment (Phaya Thai – Bang Sue – Rangsit) 2-19 2.4-13 Blue Line Alignment (Hua Lamphong – Bang Khae and 2-20 Bang Sue – Tha Phra) 2.4-14 Purple Line Alignment (Bang Yai – Bang Sue) 2-21

5.1-1 Framework of Transportation Model for BMA and Surrounding Areas 5-4 5.1-2 Mass Transit System of 10 Lines for a Total Length of 329 Km. 5-10 5.1-3 Schematic Diagram of Mass Transit Network of 10 Lines for a Total 5-16 Length of 329 Km.

LIST OF TABLES

Table Page

5.1-1 Nationwide Consumer Price Index (Year 2002 = 100) 5-6 5.1-2 Retail Price of Petroleum Products in Bangkok 5-7 5.1-3 Current Bus Fare Structure (as of August 2006) 5-8 5.1-4 Result from eBUM Transportation Model for Various Fuel Factors 5-9 5.1-5 Result of Ridership Forecast from the Transportation Model for 5-19 the Base Case, Base Case Plus 3 Additional/ Extension Lines, Base Case Plus 7 Additional/ Extension Lines and Base Case Plus 3 Additional/ Extension Lines 5.1-6 Result of Ridership Forecast from the Transportation Model for 5-21 the Base Case Plus Each Line Separately 5.1-7 Summary of Ridership Forecast from the Transportation Model for 5-23 the Base Case Plus Each Line Separately 5.2-1 Summary of Unit Prices: Construction Cost and Costs of Rolling Stock 5-25 and Train Operation System (Year 2006 Constant Price) 5.2-2 Summary of Alignments, Distances, Type of Infrastructures and 5-27 Number of Stations for the 10 Mass Rapid Transit Lines 5.2-3 Preliminary Estimated Costs for Infrastructure Construction and Train 5-28 Operation System (Year 2006 Constant Price) 5.2-4 Estimate Cost of Rolling Stock: Base Case + 3 Additional Lines 5-29 (Year 2006 Constant Price) 5.2-5 Estimate Cost of Rolling Stock: Base Case + 7 Additional Lines 5-31 (Year 2006 Constant Price) 5.2-6 Estimate Cost of Rolling Stock: Base Case + 10 Additional Lines 5-33 (Year 2006 Constant Price) 5.2-7 Estimate Cost of Rolling Stock: Base Case + Each Line Separately 5-35 (Year 2006 Constant Price) 5.3-1 Summary of Unit Costs for Operation, Maintenance and Administration 5-37 Cost (Year 2006 Constant Price)

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LIST OF TABLES (Cont’d)

Table Page

5.3-2 Operation, Maintenance and Administration Cost and Major Repair/ 5-38 Rehabilitation Cost: Base Case + 3 Additional Lines 5.3-3 Operation, Maintenance and Administration Cost and Major Repair/ 5-39 Rehabilitation Cost: Base Case + 7 Additional Lines 5.3-4 Operation, Maintenance and Administration Cost and Major Repair/ 5-40 Rehabilitation Cost: Base Case + 10 Additional Lines 5.3-5 Operation, Maintenance and Administration Cost and Major Repair/ 5-40 Rehabilitation Cost: Base Case + Each Line Separately 5.4-1 Summary of the Economic Analysis of Mass Rapid Transit Networks, 5-45 Base Case + 3 Lines, Base Case + 7 Lines and Base Case + 10 Lines Scenarios 5.4-2 Summary of the Economic Analysis of Mass Rapid Transit Networks, 5-45 Base Case + Each Line Separately Scenarios 5.4-3 Result from Sensitivity Analysis, Base Case Plus 3 Additional Lines 5-48 Scenario 5.4-4 Result from Sensitivity Analysis, Base Case Plus 7 Additional Lines 5-49 Scenario 5.4-5 Result from Sensitivity Analysis, Base Case Plus 10 Additional Lines 5-50 Scenario 5.5-1 Financial Internal Rate of Return (FIRR) at Constant Price, Base Case 5-53 + 3 Additional Lines Scenario 5.5-2 Financial Internal Rate of Return (FIRR) at Constant Price, Base Case 5-54 + 7 Additional Lines Scenario 5.5-3 Financial Internal Rate of Return (FIRR) at Constant Price, Base Case 5-54 + 10 Additional Lines Scenario 5.5-4 Financial Internal Rate of Return (FIRR) at Constant Price, Base Case 5-55 + Each Additional Line Separately Scenario 5.5-5 Financial Sensitivity Analysis for the Base Case + 3 Additional Lines 5-56 Scenario

viii

LIST OF TABLES (Cont’d)

Table Page

5.5-6 Financial Sensitivity Analysis for the Base Case + 7 Additional Lines 5-57 Scenario 5.5-7 Financial Sensitivity Analysis for the Base Case + 7 Additional Lines 5-58 Scenario

CChhaapptteerr 11

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Chapter 1

Introduction

1.1 Background

The Cabinet Meeting on September 7, 2004 approved the construction of 7 lines of mass transit system for a total length of 291 kilometers (approx.) for the Bangkok Metropolitan Area (BMA). Pertinent governmental agencies continuously carried out feasibility studies and preparation for the procurement of the Project and finally obtained an estimate cost of the Project of 555,737 million. The project cost was concurred at the Cabinet Meeting on June 14, 2005.

In the implementation of the mass transit system, it is imperative that the integration for the best coverage of the system utilizing modern construction technology to reduce construction cost and achieve better operation and management are to be considered. In that regard, the Prime Minister issued an executive order No. 343/ 2548 appointed a Committee for the Administration of Mass Transit System to scrutinize on the public investment in the system. The Committee Meeting No. 2/2548 on November 4, 2005, presided by the Prime Minister, agreed on the procurement of the Project by international competitive bidding (ICB) as a turnkey, design and build project in order to attract the investment from foreign experts. Relevant government agencies, i.e. the Mass Rapid Transit Authority of Thailand (MRTA) and the State Railway of Thailand (SRT) are to be the executing agencies.

In addition, on November 30, 2005, the Prime Minister issued an order that the Ministry of Transportation by the Office of Transport and Traffic Policy and Planning (OTP) together with relevant agencies to prepare supporting data and terms of reference (TOR) for international competitive bidding (ICB) of the mass transit system for the total length of 329 kilometers as turnkey, design and build project. The project is aiming at facilitating country development, to provide transportation facility for the convenient of the people of BMA as a whole, easing traffic congestion and saving in energy consumption. The mass transit system to be tendered comprises of the following lines (see Figure 1.1-1).

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1) North-South Dark Red Line (Rangsit - Maha Chai) for a total length of 50 km. 2) East-West Light Red Line (Taling Chan - Suvarnabhumi Air Port) for a total length of 50 km. 3) Blue Line Extension (Inner Ring Road - Charansanitwong Road Section and Tha Phra - Bang Khae Extension) for a total length of 27 km. 4) Purple Line (Bang Yai – Rat Burana) for a total length of 43 km. 5) Orange Line (Bang Kapi- Bang Bumru) for a total length of 24 km. 6) Light Green Line (Phran Nok - National Stadium and Samrong - Samut Prakan Extension) for a total length of 26 km. 7) Dark Green Line (Bang Wa - Taksin Bridge and Mo Chit - Sapan Mai Extension) for a total length of 19 km. 8) Yellow Line (Lad Phrao - Srinakharin - Samrong)) for a total length of 32 km. 9) Pink Line (Pak Kret – Suwinthawong) for a total length of 33 km. 10) Brown Line (Bang Kapi – Min Buri) for a total length of 10 km.

Rangsit Rangsit-Maha Chai Taling Chan - Suvarnabhumi Charansanitwong Inner Ring and Bang Khae – Tha Phra Bang Yai – Rat Burana Pak Kret Bang Kapi – Bang Bumru Phran Nok – Samut Prakan Bang Wa – Saphan Mai Bang Yai 4 Phra Nang Klao Sapan Mai Lat Phrao – Srinakharin - Samrong Khae Rai Pak Kret - Suwinthawong 7 9 Bang Kapi – Min Buri Min Buri Double Track Railway Bang Bumru Lat Phrao 2 10 Taling Chan 5 Phran Nok Bang Kapi Bang Wa Lat Krabang 3 On Nut Bang Khae Suvarnabhumi Airport 6 8 1 Rat Burana Samrong Underground Maha Chai Samut Prakan Elevated

Figure 1.1-1 Mass Transit System of 10 Lines for a Total Length of 329 Km.

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Due to politic problems in the first quarter of year 2006, the Cabinet at the meeting on April 18th, 2006, has consented the National Economic and Social Development Board (NESDB) recommendation to adjourn the submission date for the technical proposal under the Public Mega-Project for Country Development, and assigned NESDB to prepare the project to be submitted to the new Cabinet for consideration. However, in order to expedite the development of the new mass transit lines to relieve the traffic problem, to lessen the economic deficit, and to reduce domestic energy consumption as fuel prices have escalated, the Cabinet at the meeting on June 6th, 2006, has consented to a reappraisal of special project investment for the development of the country by authorizing the implementation of the mass transit projects under normal procedure for the Dark Red Line (Rangsit – Maha Chai) and the Light Red Line (Taling Chan – Suvarnabhumi Airport) by the State Railway of Thailand (SRT) and the Purple Line (Bang Yai – Bang Sue) and the Blue Line Extension (Hua Lamphong – Bang Kae and Bang Sue – Tha Phra) by the Mass Rapid Transit Authority of Thailand (MRTA) as proposed by Ministry of Transport. After that the Cabinet at the meeting on August 1st, 2006, has consented the implementation of the aforesaid mass transit projects as proposed by Ministry of Transport comprising the Purple Line (Bang Yai – Bang Sue) and Blue Line Extension (Hua Lamphong – Bang Khae and Bang Sue – Tha Phra) by the Mass Rapid Transit Authority of Thailand (MRTA) with the budget about 103,136 million baht including civil and railway system works and the Red Line Airport Rail Link Extension (Phaya Thai – Yommarat – Bang Sue – Don Muang - Rangsit) by the State Railway of Thailand (SRT) with the budget about 42,300 million baht including civil and railway system works. All of 3 lines mass transit will be tendered as design and build projects and will be procured as international competitive bidding (ICB).

This study begin with the response to the government policy on the preparation of the draft country requirements together with the provision of technical advisory on modern technology for the development of mass transit system in Bangkok Metropolitan Area (BMA) and surrounding areas. The scope of work also includes advisory on construction technology and mass transit operation system. This requires the review of the integration of all systems pertaining to the mass transit system, review and revise tender/ contract documents of MRTA, SRT and BMA. Moreover, the study has to take into consideration the transfer facilities between various mass transit systems, the development of common ticket system, common facilities such as depot, procurement of modern rolling stock open to all suppliers with the main objective of providing

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mass transit system of high level of services as soon as possible. The mass transit system has to have an international standard, good coverage of BMA and surrounding areas, with fair fare structure acceptable to all users, with in the construction and operating budget appropriate for funding.

As stated above, during the study period the Cabinet had consented to reconsider the Public Mega-Project for Country Development and had relevant agencies to proceed with the implementation of the three mass transit lines which were already approved in the previous cabinet meeting. In responding to the decision, the Consultant assisted the concerning agencies in the preparation of tender documents for the three mass transit lines in addition to the work as stated in the scope of work for the consulting Contract.

1.2 Structure of the Final Report

This Final Report contains materials sub-divided in to Chapters of the same subject as follows:

Chapter 1 Introduction as presented above.

Chapter 2 Advising Support to Provide the Terms of Reference in accordance with Government’s Policy to Establish Thailand Development Alliances in Bangkok Mass Transit Network Sector. The Chapter summarizes the objective and concept of the Government in the development of the Project, guideline in submission of proposal, criteria and procedure in evaluation of the proposals.

Chapter 3 Assist and Advise Relevant Government Agencies in Preparation of Tender Document for Mass Transit 3 Lines Project. This Chapter contains the additional work which is the assistance to relevant agencies in preparing tender/ contract documents for the implementation of the three mass transit lines approved by the Cabinet on August 1, 2006. The detail of the framework for evaluation of contractor’s proposals for the Project is summarized and presented in this Chapter.

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Chapter 4 Advise to OTP on Technical and Modern Technology. This Chapter summarizes all of the advisory to OTP the Consultant prepared during the contract period. The advisory consists of 7 titles of documents, assisting in preparation of web site www.bangkokmasstransit.com, preparation of database in the information center and preparation of technical materials for the workshop on the development of mass transit system in Bangkok Metropolitan area and surrounding provinces.

Chapter 5 Traffic Study, Ridership and Fare Revenue Forecast and Property Development in the Vicinity of the Project Alignments summarizes traffic study and ridership forecast for various scenarios. The study includes the following alternatives: the construction of additional 3, 7 or 10 mass transit lines or each line individually. Economic feasibility and financial viability for each alternative are evaluated. The concept of generating income from property development in the area in the vicinity of the project alignments and/or value capture for funding part of the cost of the project is also presented.

Chapter 6 Advise on Common Ticketing Technology for the Bangkok Mass Transit Network. This Chapter presents the government policy on the development of common ticketing system for mass transit network, the current technology being deployed, recommendation of the appropriate technology to be implemented for the system in BMA and guideline for the implementation of the system.

Appendices contain the details of all the work performed under this Contract and all the supporting data not presented in the main report. The Appendices are presented in separate volumes.

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CChhaapptteerr 22

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Chapter 2

Advising Support to Provide the Terms of Reference in accordance with Government’s Policy to Establish Thailand Development Alliances in Bangkok Mass Transit Network Sector

2.1 Introduction

The Government has a policy to develop and modernize the country through development of a mass transit system in Bangkok and surrounding areas that will solve the problem of inadequate transportation infrastructure. This will provide travel convenient and enhance the quality of life in response to travel needs of the people. Moreover the mass transit system will strengthen the economy and competitiveness against other countries by reducing energy consumption and transportation cost. Although this requires significant investment it will stimulate other long term and sustainable development to support a self sufficient economy at individual and community level.

The Government recognizes the limitation on Knowledge, Technology, Management, and Finance. One of the ways to expedite the modernization is to invite all interested parties with modern innovation, advance expertise, experience and complete capabilities in all aspects (Knowledge, Technology, Management, and Finance or KTMF) to submit proposals for the development of the project. The implementation shall be proposed under the principles of Thailand: Partnership for Development, so that the project can be completed without being a heavy burden on the Government.

2.2 Government Objectives and Requirements

With a population of around 11 million persons, Bangkok ranks as one of the top twenty mega-cities in the world. Around 15% of Thailand’s population lives in the city and it accounts for more than half of the country’s economic activity. All government agencies and many important

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business enterprises are located in the metropolis and it is the government’s intent that the city maintains this central role and also develops as the regional hub of South East Asia. The success of this goal will depend on the ability of Bangkok to function well as a modern city.

One of the main potential obstacles in achieving this target is the problem of personal transportation for Bangkok residents. Notwithstanding the substantial investment that has been made on the construction of expressways, roads and overpasses in the last two to three decades, the traffic problems persist and traffic management remains inefficient.

The number of vehicles on the city roads and the resulting traffic congestion lead to a loss in the quality of life by time lost in traveling, pollution of the atmosphere and general stress from traffic noise and delays. These tend to degrade the environment and the inefficiency is a disincentive to foreign investment. There is also an economic loss from wasted vehicle passenger time, increased vehicle operating and crew costs.

Bangkok has reached the point where investment in additional roads exceeds the economic benefits obtained and urgently requires a mass rapid transit network. Rail mass rapid transit is the most suitable and efficient mode of moving large numbers of people with minimal impact on the environment.

It is essential that the network benefits Thailand and its people by providing the most modern but proven technology to ensure quality of service and safe operation. The System must attract the maximum number of passengers by offering speed, reliability and convenience at affordable fare. The economic benefits of the System take precedence over any financial benefits. The System must offer “Value for Money”.

Therefore, the Government, through the Ministry of Transport, would like to receive proposals from juristic person group of juristic persons who are interested in participating in the development of the mass transit network and urban railway system. The proposal is not restricted to follow the current design and the current plan, but may offer suitable alternative options including different alignments and other appropriate railway types such as medium or light rail, or monorail etc.

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2.3 Background Information, Existing Concept and Development Plan

There are three existing mass transit routes in Bangkok. The first two, on the Green Line opened in 1999, are elevated lines running from Mo Chit to On Nut (16.4km) and from National Stadium to Saphan Taksin (6.5km), with an interchange at Siam station. The third, the Blue Line (Chaloem Ratchamongkhon Line) opened in 2004, is an underground system running from Bang Sue to Hua Lamphong (approximately 20km). These 3 lines currently serve a total of more than 500,000 passengers a day. The Green and Blue lines connect effectively at three points for passenger transfer, but otherwise operate independently of each other.

Last year, the State Railway of Thailand launched the new Airport Rail Link Project, connecting the new Suvarnabhumi International Airport (SIA) with the Don Mung Airport (DMA). The project is divided into two phases, (1) Airport Rail Link: ARL and (2) Airport Rail Link Extension: ARLX. The ARL project is now under construction and it is planned to be finished by the year 2007. This project has a length of 28.5 kilometers from the SIA to Makkasan Area.

In addition, between 1997 and 2005 designs have been carried out for the Orange, Blue and Purple Lines for the MRTA, and in 2005, the Office of Transport and Traffic Policy and Planning (OTP) finished parts of the design of the Red Line, including (1.) North Line: Bang Sue to Rangsit and (2) West Line: Bang Sue to Taling Chan. Rest of the project, (3) Missing Link: Hua Lamphong to Bang Sue and Bang Sue to Makkasan and (4) Maklong Line which will be completed by the first quarter of this year.

Currently, traffic is a significant problem in Bangkok. The new city plan aims to solve this by developing a transportation network to connect all major areas in Bangkok. The following areas will be developed to be urban transportation centres in the future: (1) Taksin community center (2) Paholyothin community centre (3) Makkasan community center. Makkasan will be the community center connected to Suvarnabhumi airport in the future. The study of Urban Rail Transportation Master Plan (URMAP) commissioned by the Office of Transport and Traffic Policy and Planning (OTP) was adopted as the basis of making the draft of transportation network of the whole city plan to support the development for the next twenty years. In 2005 a study of “The Intermodal Services Integration for the Mobility, Accessibility, Sustainability and Livelihood for Bangkok

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Metropolitan Region and Surrounding Area” (IMAC) was carried out, which must also be taken into account.

Figure 2.3-1 City Development Plan for Solving the Traffic Problem

After considering the principle of city planning, the principle of traffic and transportation engineering, together with URMAP, the basic service area of the network can be determined to include areas that have a population density of more than 6,250 people per square kilometer. This will cover most of the areas within a 20-kilometer radius from the centre point of Bangkok and the areas along the major roads that connect to the city centre.

The routes designed according to URMAP, when they are completed, will consist of a system which is 375 kilometers long as shown in Figure 2.3-2.

The urban rail transportation network consists of mass rapid transit and commuter train systems. For mass rapid transit, the Mass Rapid Transit Authority (MRTA) will be responsible for the Blue, Orange and Purple Lines and the Bangkok Metropolitan Administration (BMA) is responsible for the Green Line. For commuter train system, the State Railway of Thailand (SRT) will be responsible for the two commuter train routes.

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Figure 2.3-2 URMAP Master Plan for Bangkok and Surrounding Areas

The main concept of the Bangkok Mass Transit Development Plan is that the services of the Rail Mass Transit System must include area Coverage, Accessibility, and Efficiency in order to be the new alternative transportation mode for people in the future.

The planning for the initial stage of the new network was made to be consistent with and to support the existing network by starting with radial routes to transport commuters traveling to and from the city center with interface to commuter trains. After sufficient radial routes have been constructed in the city center, the extension of network to cover circular line will be considered in order to serve the area between the radial routes.

The planning should consider the type of railway that will be suitable for each route and also the interfacing capabilities to other transit system. For example, in some long routes, if the number of passengers is low in some sections, leading to a loss in operation, other types of public transport such as bus rapid transit, express buses, or ordinary buses may be introduced as feeder system to the main line.

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2.4 Project Objectives and Scope of Works

The objectives of the Development of Mass Transit System in Bangkok and Surrounding Areas are: (1) Reduce dependence on oil consumption and exposure to oil price fluctuation (2) Reduce travel time and improve travel convenience for passengers (3) Reduce environmental impact and improve quality of life (4) Increase economic potential and GDP of the country

The Government has identified a tentative complete network of ten new lines as shown in Figure 2.4-1

9 7 3

10 6 5 2

1 4

Figure 2.4-1 Tentative Complete Mass Transit Network

The routes to be served are: 1. Dark Red Line from Rangsit to Maha Chai 2. Light Red Line from Taling Chan to Suvarnabhumi Airport 3. Green Line Extensions 1 from Sapan Taksin to Bang Wa and Mo Chit to Sapan Mai.

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4. Green Line Extensions 2 from National Stadium to Phran Nok and On Nut to Samut Prakan 5. Blue Line Extension from Hua Lamphong to Bang Khae and Bang Sue to Tha Phra 6. Orange Line from Bang Kapi to Bang Bumru 7. Purple Line from Bang Yai to Rat Burana 8. Yellow Line from Lat Phrao to Samrong 9. Pink Line from Min Buri to Pak Kret to Khae Rai 10. Brown Line from Bang Kapi to Min Buri

A detailed description of each potential new line is given below.

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Rangsit

9 7 3

10 6 5 2

1 4

To Maha Chai

Figure 2.4-2 Dark Red Line Alignment

DARK RED LINE From Rangsit To Maha Chai Length (elevated) km 55 Length (underground) km - Length (at-grade) km 10 Total Length km 65 Stations (elevated) 29 Stations (underground) - Stations (at-grade) 2 Total number of Stations 31 MRT System Heavy Rail Forecast Ridership pass/day 718,000 (Year 2010)

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9 7 3

Taling Chan 10 6 5 2

8 Suvarnabhumi Airport 1 4

Figure 2.4-3 Light Red Line Alignment

LIGHT RED LINE From Taling Chan To Suvarnabhumi Airport Length (elevated) km 50 Length (underground) km - Length (at-grade) km - Total Length km 50 Stations (elevated) 13 Stations (underground) - Stations (at-grade) 2 Total number of Stations 15 MRT System Heavy Rail Forecast Ridership pass/day 457,000 (Year 2010)

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9 Sapan Mai 7 3

Mo Chit 10 6 5 2 Bang Wa Sapan Taksin 8

1 4

Figure 2.4-4 Green Line 1 Extensions Alignment

GREEN LINE 1 EXTENSIONS From Sapan Tak Sin Mo Chit To Bang Wa Sapan Mai Length (elevated) km 19 Length (underground) km - Length (at-grade) km - Total Length km 19 Stations (elevated) 19 Stations (underground) - Stations (at-grade) - Total number of Stations 19 MRT System Heavy Rail Forecast Ridership pass/day 280,000 (Year 2010)

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9 7 3

ยกระดับ 10 ใตดิน National Stadium6 Phran Nok 5 2

On Nut8

1 4

Samut Prakan Figure 2.4-5 Green Line 2 Extensions Alignment

GREEN LINE 2 EXTENSIONS From National Stadium On Nut To Phran Nok Samut Prakan Length (elevated) km 17 Length (underground) km 7 Length (at-grade) km - Total Length km 24 Stations (elevated) 14 Stations (underground) 5 Stations (at-grade) - Total number of Stations 19 MRT System Heavy Rail Forecast Ridership pass/day 300,000 (Year 2010)

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9 7 3

Bang Sue 10 6 5 2 Tha Phra Bang Khae Hua Lamphong 8

1 4 Elevated Underground Figure 2.4-6 Blue Line Extension Alignment

BLUE LINE EXTENSION From Bang Sue Hua Lamphong To Tha Phra Bang Khae Length (elevated) km 22 Length (underground) km 5 Length (at-grade) km - Total Length km 27 Stations (elevated) 17 Stations (underground) 4 Stations (at-grade) - Total number of Stations 21 MRT System Heavy Rail Forecast Ridership pass/day 500,000 (Year 2010)

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9 7 3

Bang Bumru 10 6 Bang Kapi 5 2

Elevated 1 4 Underground

Figure 2.4-7 Orange Line Alignment

ORANGE LINE From Bang Kapi To Bang Bumru Length (elevated) km 3 Length (underground) km 21 Length (at-grade) km - Total Length km 24 Stations (elevated) 2 Stations (underground) 15 Stations (at-grade) - Total number of Stations 17 MRT System Heavy Rail Forecast Ridership pass/day 368,000 (Year 2010)

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Bang Yai 9 7 3

10 6 5 2

Rat Burana 1 4 Elevated Underground Figure 2.4-8 Purple Line Alignment

PURPLE LINE From Bang Yai To Rat Burana Length (elevated) km 29 Length (underground) km 14 Length (at-grade) km - Total Length km 43 Stations (elevated) 19 Stations (underground) 13 Stations (at-grade) - Total number of Stations 32 MRT System Heavy Rail Forecast Ridership pass/day 504,000 (Year 2010)

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9 7 3

Lat Phrao 10 6 5 2

8 Samrong 1 4 Elevated Underground Figure 2.4-9 Yellow Line Alignment

YELLOW LINE From Lat Phrao To Samrong Length (elevated) km 22 Length (underground) km 10 Length (at-grade) km - Total Length km 32 Stations (elevated) 12 Stations (underground) 8 Stations (at-grade) - Total number of Stations 20 MRT System Light Rail Forecast Ridership pass/day -

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Pak Kret 9 7 3 Khae Rai Min Buri 10 6 5 2

1 4

Figure 2.4-10 Pink Line Alignment

PINK LINE From Min Buri To Pak Kret - Khae Rai Length (elevated) km 33 Length (underground) km - Length (at-grade) km - Total Length km 33 Stations (elevated) 17 Stations (underground) - Stations (at-grade) - Total number of Stations 17 MRT System Monorail/ Light Rail/ Heavy Rail Forecast Ridership pass/day -

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9 7 3

Min Buri 10 6 5 Bang Kapi2

1 4

Figure 2.4-11 Brown Line Alignment

BROWN LINE From Bang Kapi To Min Buri Length (elevated) km 9.5 Length (underground) km - Length (at-grade) km - Total Length km 9.5 Stations (elevated) 5 Stations (underground) - Stations (at-grade) - Total number of Stations 5 MRT System Heavy Rail Forecast Ridership pass/day -

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Due to the politic problem in the first quarter of year 2006, the Cabinet at the meeting on April 18th, 2006, has consent the National Economic and Social Development Board (NESDB) recommendation to adjourn the submission date for the technical proposal under the Public Mega-Project for Country Development, and assigned NESDB to present the new Cabinet for consideration. However, in order to expedite the development of the new mass transit lines to relieve the traffic problem, to lessen the economic deficit, and to reduce domestic energy consumption as fuel prices have escalated, the Cabinet at the meeting on June 6th, 2006, has consented to a reappraisal of special project investment for the development of the country by authorizing the implementation of the mass transit projects under normal procedure for the Dark Red Line (Rang Sit – Mahachai) and the Light Red Line (Taling Chan – Suvarnabhumi) by the State Railway of Thailand (SRT) and the Purple Line (Bang Yai – Bang Sue) and Blue Line Extensions (Hua Lamphong – Bang Kae and Bang Sue – Tha Phra) by the Mass Rapid Transit Authority of Thailand (MRTA) as proposed by Ministry of Transport. After that the Cabinet at the meeting on August 1st, 2006, has consent the implementation of the aforesaid mass transit projects as proposed by Ministry of Transport comprising the Purple Line (Bang Yai – Bang Sue) and Blue Line Extensions (Hua Lamphong – Bang Kae and Bang Sue – Tha Phra) by the Mass Rapid Transit Authority of Thailand (MRTA) with the budget about 103,136 million baht including civil and railway system works and the Red Line Airport Rail Link Extension (Phaya Thai – Yommarat – Bang Sue – Don Muang - Rangsit) by the State Railway of Thailand (SRT) with the budget about 42,300 million baht including civil and railway system works. All of 3 lines mass transit will be tendered as Design and Build and will be procured as International Competitive Bidding (ICB). The detail of each line is mentioned in figure 2.4-12, 2.4-13 and 2.4-14.

Therefore, in case of the Mass Transit System in Bangkok and surrounding areas that is a part of the Public Mega-Project for Country Development still be proceeded, The routes to be served are: 1. Dark Red Line from Yommarat to Maha Chai 2. Light Red Line from Bang Sue to Taling Chan 3. Green Line Extensions 1 from Sapan Taksin to Bang Wa and Mo Chit to Sapan Mai. 4. Green Line Extensions 2 from National Stadium to Phran Nok and On Nut to Samut Prakan 5. Orange Line from Bang Kapi to Bang Bumru

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6. Purple Line from Bang Sue to Rat Burana 7. Yellow Line from Lat Phrao to Samrong 8. Pink Line from Min Buri to Pak Kret to Khae Rai 9. Brown Line from Bang Kapi to Min Buri

Red Line (Phaya Thai – Bang Sue – Ragsit)

Figure 2.4-12 Red Line Alignment (Phaya Thai – Bang Sue – Rangsit)

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Blue Line (Hua Lamphong –Bang Khae and Bang Sue – Tha Phra)

Figure 2.4-13 Blue Line Alignment (Hua Lamphong – Bang Khae and Bang Sue – Tha Phra)

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Purple Line (Bang Yai – Bang Sue)

Figure 2.4-14 Purple Line Alignment (Bang Yai – Bang Sue)

It is important to note that the lines identified are indicative of the network requirements to serve the Bangkok Metropolitan Area. However, Proposers are allowed to propose alternative alignment, railway system type, and others if the proposed project will achieve the objectives set out by the Government.

It is essential that the System benefits Thailand and its people by providing the most modern but proven technology to ensure quality of service and safe operation. The System must attract the maximum number of passengers by offering speed, reliability and convenience. The System must offer “Value for Money”.

The route, capacity and operating service proposed for each new line shall be linked to these overall objectives and may be aimed at reducing journey times for commuters traveling to and from their place of work from areas outside the inner city area and/or improving mobility for businessmen, tourists and inner city residents within the city and/or acting as an incentive for transit oriented development linked to urban planning policy and the creation of satellite cities around central Bangkok.

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The proposed network will affect the entire Bangkok and the surrounding areas. The time required to complete the full mass transit system will depend on the ability of the city to absorb the impacts of the construction. In order for the implementation to be successful, suitable modern technology shall be employed in order to carry out the construction as fast as possible in a safely manner for a long lasting operation life.

The Proposers shall examine and study the mass transit network including the System Operation Plan for Bangkok and surrounding areas, then prioritize the routes or group of routes in order to select the routes that should be implemented first in order to provide most benefits in solving the traffic problem. Furthermore, consideration shall be given to single operation system for the entire network and interface to existing and future systems.

Other technical elements that should be included in the Proposal shall cover, at least, the following items.

(1) Application of Modern Technology

Therefore, a mix of technologies may be appropriate to the different transport corridors covered by the mass transit network and that high capacity heavy rail may be replaced or supplemented by light rail, monorail and/or BRT.

(2) Value for Money

To ensure that the investment is appropriate and compatible, the technical proposals will need to demonstrate value for money in terms of: (1) Ridership (2) Travel time

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(3) General quality (4) Viability to meet Government objectives

The proposed mass transit network will have a significant effect on urban development in terms of Government planning to provide incentives for housing and commercial development and also in terms of private development initiatives. Proposals that will promote a symbiotic relationship between transport and urban development will receive favorable evaluation.

(3) Flexibility to Upgrade with Future Technology

High availability over the longer term can normally be assured by the use of more modern technology but not by attempting brand new and untested technology. Emphasis will therefore be placed on technology that is current but has a guaranteed upgrade path to take advantage of mainstream technical improvements.

(4) Compatibility to Integrate with Existing Systems

The design of the Mass Transit network should facilitate implementation of further extensions in length and / or expansion in passenger carrying capacity with the minimum impact on existing passengers.

The objective is to achieve a Mass Transit network that can be used by the traveling public with maximum ease. This will require a high degree of consistency in operating strategies, fare collection and all other elements where the public interacts with the network. It is possible that the Government will issue standard guidelines covering all mass transit operations in Bangkok as a single operation.

Integration will be particularly important at interchanges between different lines of the network and proposals should ensure that passenger transfer between lines is facilitated to the maximum possible extent, even where the transfer is between railways of different types or other modes of transport including buses, taxis, water borne vehicles and private cars. Common

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ticketing system with buses, park & ride services, and others shall be facilitated to ensure that the total travel cost for any journey within Bangkok is controlled to an economically acceptable level.

(5) Compatibility with Local Technical Competence and Technology Transfer

The Government is seeking the developments that are sustainable locally to the maximum possible extent. Local contents shall be maximized where existing manufacturing capability can meet the requirements.

Technology transfer shall be encouraged in terms of the design, construction, manufacturing and operation of mass transit system which may include setting up manufacturing plant in Thailand. Technology transfer shall be mandatory with respect to maintenance of all elements proposed to ensure long term sustainability.

2.5 Proposers’ Qualifications

Owing to the large scale of the Project, it is required to have Proposer with high capabilities and strong financial support. The required qualifications of the Proposer are as follows:

2.5.1 General Qualifications

(1) The Proposer shall be a juristic person or group of juristic persons registered under Thai law or the law of the country where their head office is located. It is not required to have Thai investors in the group, but the Proposer must have capabilities to carry out the work in all aspects of the project. (2) The Proposer must have strong financial capability and source of funding sufficient to carry out the scope of works successfully. (3) The Proposer must have successful and substantial experience in relevant mass transit system projects.

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(4) The Proposer must have personnel or members in the group with experience and capabilities in studying, planning, design, management, construction, supply/manufacture/installation, system operation and maintenance of Mass Transit System. (5) The Proposer must not have a record of any abandoned contracts with any Thai Government Agencies, or State Enterprises. (6) The Proposer must not have mutual interest with another Proposer, except for the Rolling Stock or Railway Systems Suppliers. (7) No Company in the Proposer’s group may be the subject of bankruptcy proceedings at the Court during the whole of the Evaluation and Selection Period, unless the Company’s proposals for reconstruction plans were approved by the Court prior to the Company’s involvement in this Proposal submission.

2.5.2 Qualification Document

Proposers shall provide details of their qualifications in accordance with the aforementioned requirements. Qualification documents that the Proposers are required to submit are as follows:

(1) The agreement executed among the member companies of a joint venture or consortium, if the Proposer is a group of juristic persons. The agreement shall contain the contractual responsibility and liability of each member and the scope of work and share distribution of each member. (2) Details of the organization set up and distribution of scope of work, detailing responsibility of each firm in the Proposer team. (3) A certified copy of the Company/Business Registration and other documents showing the details of authorized directors, registered capital, headquarter office locations, and business objectives. The documents shall be certified not more than 90 days prior to the Proposal Submission Date. (4) Financial Statement and Balance Sheet and/or Annual Report for the previous 5 years (2005, 2004, 2003, 2002 and 2001) certified and signed by authorized representative of the Proposer.

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(5) A summary of project experience related to mass transit projects from previous and ongoing projects, and work completion certificates issued by clients containing information about the scope of works, project costs and duration including photographs of the projects. If the work completion certificates lack sufficient details, additional documents can be submitted to provide complete details of the projects. (6) A declaration letter, signed by authorized person(s), stating that the Proposer has not previously abandoned any contracts with any Thai Government Agencies or State Enterprises. (7) A declaration letter, signed by authorized person(s), stating that the Proposer does not have mutual interest with any other Proposer. (8) List of Shareholders or related document issued and certified by the Government Agency not more than 90 days prior to the Proposal Submission Date, and a list of the board of directors, authorized person(s), the names and the number of shares of the 10 largest shareholders. (9) A declaration letter that the Proposer is not the subject of bankruptcy proceedings at the Court, unless the Company’s proposals for reconstruction plans were approved by the Court prior to the Company’s involvement in this Proposal submission. (10) A certified copy of quality standard certificates (if any), such as ISO certificate or equivalent. (11) A notarized Power of Attorney that guarantees the authority of the Proposer’s Authorized Representative with appropriate duty stamp in accordance with the law and a certified copy of the identification card or other valid card issued by a government agency of both the assigner and the assignee. (12) Qualification documents of foreign company are to be endorsed by either the Royal Thai Embassy in that country or by the Embassy of the Proposer’s country in Thailand. All Thai and English translation shall be certified by a notary public or acceptable translation institute.

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2.6 Principles and Conditions for the Development

The proposal for the development shall cover technical feature, work plan, financial and investment plan, management plan, and alternatives that are open for the Government to make comparison and judgment in order to select the most suitable project for Thailand.

The Proposals shall comply with the Regulations of the Office of the Prime Minister for Special Investment Projects for the Development of the Country, announced on February 2nd, 2006.

The principles and conditions for the development shall include technical proposal, implementation plan, expected benefits, implementation period and other proposals that may be beneficial to the Government or may be useful in the evaluation. The proposal must not include any requirement that can be interpreted as Proposal for Private Participation in State Undertaking and or be interpreted to commit any act, which will be an obstruction to fair competition.

2.6.1 Technical Proposal

Technical proposals shall be prepared either in the Thai or English language, arranged in sections as outlined below, and may also include additional information that the Proposer considers useful for the proposal evaluation.

(1) Mass Transit Network Development Analysis

The Proposer needs to demonstrate its understanding of the requirements for the proposed System, and at least, provide details of the following:

- Catchment area and land use potential along the mass transit route together with land acquisition for construction. The Government will be responsible for land expropriation as required in accordance with the land expropriation law.

- Ridership, both initial and long term.

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- Prioritization of the lines or group of lines including phasing of the lines that will provide maximum benefits to Bangkok Metropolitan Area. System operation plan should also be included.

- Levels of service of the network such as the number of trains, passenger capacity per train and passenger capacity per hour.

- Interface with other transit lines such as MRTA Blue Line or BTS.

- Interface with other modes of transport such as buses, taxis, water borne vehicles and private cars.

- FIRR based on comparison of total cost (capital/investment cost, operating cost, and maintenance cost) with the revenue for the entire service life of the project.

- EIRR based on comparison of total cost (capital/investment cost, operating cost, and maintenance cost) with the economic benefits for the entire service life of the project.

(2) Economic Benefits to Thailand

Proposals shall provide details on economic benefits to Thailand as a whole, including (but not limited to) the details for the following:

- Economic benefits such as time saving

- Urban development, residential development, transit orientated development, and social & community benefits

- Development of railway related industry

- Human resource development

(3) Technical Details

Proposals shall provide, at least, technical details of the following:

- Technical details and drawings of the proposed System such as Heavy Rail, Light Rail, Monorail, BRT or others and level of service of each route (the number of trains, passenger capacity per train and passenger capacity per hour).

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- Standards and technical specifications for the design, manufacture, and construction, and for quality control of the proposed System in accordance with accepted international standards.

- Conceptual architectural and engineering design showing project alignment, type of carriageway, location and type of stations, station building services system, rolling stock and railway system, and other details.

- Compatibility with technology of the existing systems. It is not required for the proposed system to be the same technology with the existing system. But, it must be shown how the proposed system will work together with the existing system.

- Expandability.

- Interface with other lines and other modes of transport.

- Reliability, Availability, Maintainability and Safety (RAMS) and Systems Assurance.

- System Integration.

(4) Implementation Plan & Programme

Proposals shall, at least, provide details of the following:

- Implementation Plan and Programme for the land acquisition, construction, manufacturing, installation, and testing & commissioning of the system, including handover date and opening date.

- Organization Chart and Summary of Key Personnel Qualifications.

- Approach and methodology for the construction, manufacturing, installation and testing and commissioning of the System.

- Project Management & Coordination Plans.

- Quality Assurance and Control Plans.

- Safety and Environmental Plan.

- System Integration Plan.

- System Assurance Plan.

- Testing and Commissioning Plan.

- Operation and Maintenance Plan.

- Technology Transfer Plan.

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- Construction Impacts and Mitigation Plan, e.g. traffic, existing buildings and structures, and existing utility.

- Environmental Impacts in accordance with the Promotion and Protection of Environmental Quality Act, B.E. 2535.

2.6.2 Financial Proposal

The Financial Proposal can be prepared in advance and should cover, at least, the following elements; (1) Project Cost; including capital/ investment cost, operating cost and maintenance cost. (2) Financial Package; including - Financial Structure - Financial Sources - Financial Instrument (3) Terms and Methods of Payment (4) Project Economics (5) Project and Financial Management

2.7 Evaluation Criteria

2.7.1 Technical Evaluation

The key objective of the project is to provide the criteria and conditions for interested parties to submit proposal for mass transit development in an open manner for all aspects. The consultant will take responsibility to consider the actual physical constraints, trip requirements and current problems in every aspect such as technical, financial and investment, social and environmental problems to provide the most benefits to the passengers.

The technical proposal will be reviewed for the following subject matters:

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(1) Knowledge and Technology - Proposed transit system together with construction, manufacture and installation methodologies - Coverage and network efficiency - System Interface - Compatibility with existing mass transit system - Expandability and interface with the existing lines and other modes of transportation. - Catchment area and the most beneficial route. - Levels of services. - Ease of passenger transfer to other mass transit systems and other modes of transportation - Other related development for the benefit of Thailand. - Technology transfer - Economic benefits

(2) Management and Programme - Implementation plan and completion date - Approach and methodologies for the construction, manufacture, installation and testing & commissioning. - Project management plan - Construction impacts and mitigation plan

Traditionally, railway technology is specified to have been proven in service, particularly with respect to safety, and technology has advanced quite slowly. There is now a growing willingness to accept more modern technology where there are clear advantages to the investor and/or the operator. However, cost is also an important factor. Therefore, a mix of technologies may be appropriate to the different transport corridors covered by the mass transit network and that high capacity heavy rail may be replaced or supplemented by light rail, monorail, BRT and/or Shuttle Bus to attract the private car driver.

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The mass transit system development is not limit to only the railway system. Various systems may be proposed. However, the interconnectivity of lines and integrated multi-modal transport is required for convenience and time saving to attract the passenger.

Proposed transit system together with construction, manufacturing and installation methodologies assessment criteria; including - Adequate whole life ridership capability. - Application of modern technology. - Speediness of construction and installation. - Flexibility for operation and system extension. - Traffic impact during construction.

The evaluation criteria for the proposed standards and technical requirements may comprise the followings: - General international standards. - Local contents shall be maximized where existing local manufacturing capability can meet the requirements. The evaluation criteria for the network efficiency may comprise the followings: - Coverage area to facilitate passengers from other modes of transport or pedestrian to conveniently access the mass transit system. - Ridership forecast. - Average traveling time. - Average required interchange per trip.

The evaluation criteria for the expandability and interfacing with the existing transit lines may comprise the followings: - Compatibility with existing mass transit systems such as system compatibility, shared equipment, tools, depot facilities, etc. - Maximum train operation capability, its expandability, and additional cost required to increase the capability.

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The evaluation criteria for the passenger convenience to interface with other modes of transport may comprise the followings: - Station Design Concept • Provision for Park and Ride facilities. • Parking area for other modes of transport such as bus and taxi bays. • Motorcycle parking area and lockers. • Pedestrian walkways between park and ride to other modes of transport. • Rest area for passenger using park and ride. - Modal-Interchange • Fare collection system such as provision for common ticketing for all modes of transport. • Review other modes of transport routing to facilitate the mass transit services. • Consistent headway between mass transit system and other modes of transport to reduce the interval time. • Provision for announcement of Modal-Interchange information using ATIS system and other media. - Integrated organization structure for rail system operators and operators of other modes of transport, etc. • Flexibility to adjust the routing and service frequency for system consistency. • Fare collection and revenue sharing. • Possibility to merge the relevant agencies.

2.7.2 Economic Benefits to Of the Project

The benefits of the Project is comprise of the both direct and indirect economic effectiveness such as time and cost saving for traveling, reducing of accidental, qualities of life is improved that can transverse into the economic value, less of environmental impact, other financial benefits such as fare revenue and others relate to the transit operation, and value add to the properties along the route which influence. The Project’s Benefits can be considered into two reasons, first is Economic Benefit and second is Financial Benefit.

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(1) Economic Analysis

The Economic Benefit’s analysis will be used to be a benchmark to compares with the other Projects. The result of this analysis will be shown in the Economic index factor (NPV, B/C, EIRR).

The Consultant shall provide all necessary fundamental information of the Project’s Economic analysis that the interested persons can submit their proposals. The foundation information will include;

1. Initial Cost The investment cost assessment will be an essential thing for analyzing the Project’s feasibilities cover both Economic and Money. The initial cost shall be prepared for; • Civil works for track-way, station and depot. • M&E works for track-way, station and depot. • E&M works • Operation & Maintenance cost and others management cost The Consultant shall review the unit cost of the Project’s initial cost to suitable with the current conditions.

2. Economic Benefits The Consultant shall provide the evaluation methodology to find out the Economic internal Rate of return (EIRR). Each project will be considered in the interconnection capability between them by aim to the benefits of the Project from; - Reduce cost of transportation - Reduce traveling time - Reduce accident value.

The results will be the Economic evaluation’s methodology and be foundation information for evaluate and compare to the other Projects.

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(2) The Economic and Investment Evaluation

From the yearly estimated construction cost and the implementation plan of all Projects, the Consultant will establish a Financial and investment Module for project’s implementation which relate with the approach and strategy of investment. The Financial Module shall include the following data:

- The yearly required summary construction cost comprise of Base Cost and Price Contingency. - The Construction cost is divided in accordance with the sources

Financial Module as mentioned as above may be used to consider to finding the suitable of investment methodologies. The optimized investment method is used to make the optimizing investment plan as well as possible and the operator can carry on their works with benefits on fare investment capital.

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CChhaapptteerr 33

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CE/OTP03/Final R0 3-1

Chapter 3

Assist and Advise Relevant Government Agencies in Preparation of Tender Document for Mass Transit 3 Lines Project

3.1 Objective

To assist and advice the relevant government agencies in preparation of Tender Document for the Mass Transit 3 Lines Project comprising the Red Line (Phaya Thai – Bang Sue – Rangsit), Blue Line Extensions (Hua Lamphong – Bang Kae and Bang Sue – Tha Phra) and Purple Line (Bang Yai – Bang Sue).

3.2 Methodology and Outputs

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Transit Authority of Thailand (MRTA) with the budget about 103,136 million baht including civil and railway system works and the Red Line Airport Rail Link Extension (Phaya Thai – Yommarat – Bang Sue – Don Muang - Rangsit) by the State Railway of Thailand (SRT) with the budget about 42,300 million baht including civil and railway system works. All of 3 lines mass transit will be tendered as Design and Build and will be procured as International Competitive Bidding (ICB). Therefore, OTP has assigned the consultant to prepare the draft evaluation criteria to assess the proposal of the aforesaid 3 mass transit lines in an open and transparent manner for the best benefit to the country. The evaluation criteria are summarized as follows:

3.2.1 Evaluation Procedure

Proposals shall be evaluated in four stages: 1. Qualification 2. Technical Proposal 3. Cost Proposal 4. Financing Proposal (if any)

Specific evaluation details and criteria are as follows:

(1) Qualification

The assessment criteria including:

- Necessary documentation, license and registration

- Consortium arrangements

- Financial status, associated with ability to undertake the works

- Experience in Thailand

- Experience in similar works of appropriate scale

- History of performance, with no abandonment

(2) Technical Proposal

The assessment criteria including:

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- Bidder’s Network Analysis: Particular attention will be paid to ridership, phasing, interconnectivity of lines, multi-use of facilities, such as depots and integrated multi- modal transport.

- Whole Life System Cost: Evaluation of whole life system cost will assess the value of Bidder’s proposals, for life cycle cost of civil and structural works, railway system, operational and maintenance.

- Technical / Engineering Concepts: Evaluation of technical concepts will address both civil infrastructure and rail systems. This shall include applicability of the design and technology and an assessment of durability, constructability, aesthetics and operability.

- Planning: Bidders shall be evaluated based on their demonstration of their understanding of the necessary planning requirements and their proposals to address them. A high priority shall be placed on the Project Programme and Plan, and other Project Plans.

- Construction Proposals: Evaluation of construction proposals will assess the Bidder’s ability to undertake the works. This shall include method statements, traffic management, design management, manufacturing, installation, testing & commissioning and training / technology transfer.

- Organization & Staffing: Evaluation of organization and staffing will assess the Bidder’s resources to deliver the works. This shall include management commitment, organization structure, proposed resources and sub-contractors. Curriculum Vitae of about 10 key staff should be submitted along with details of in-house or consultant capability for design, project management and systems integration.

(3) Cost Proposal

The assessment criteria including:

- Capital Cost: assess the construction initial cost, material cost index, pay back currency such as lump sum cost or other.

- Whole Life Cycle Operating Cost: assess the train operating cost, maintenance cost, improvement cost and service expansion cost.

- Government Support: such as land used and tax benefit.

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- Value: cost per person or kilometer.

(4) Financing Proposal

The assessment criteria including:

- Financing sources and financial instruments • Financial instruments and methodologies • Cost implication to the Government such as fixed interest rate loan / float interest rate loan

- Terms of Payment (Milestone / Single Payment)

In addition, The consultant has assisted and advised the relevant authorities in preparation of the Tender Document for the mass transit 3 lines project including the other related document (as shown on the Appendix) as summarized below:

- Summarize principle tasks of the project management for the mass transit system implementation and status of the 3 mass transit lines as attached in Appendix B1.

- Assist the relevant Authorities in the preparation of the Tender Document on chapter 1, 2, 5, 6 and 10 as attached in Appendix B2.

- Assist OTP to arrange the various meetings with the relevant Authorities (SRT / MRTA) to review and comment on the draft Tender Document for the 3 mass transit lines for consistency to avoid the conflict and provide the best benefit to the project implementation.

- The consultant has attended various meetings between OTP, relevant Authorities (SRT / MRTA) and railway system suppliers to get the comments and recommendations to the Tender Document for the 3 mass transit lines and review the supplier capability to provide the open system for the transparency and increasing the interconnect efficiency in the mass transit network.

- Prepare the principle tasks for evaluation criteria (technical, pricing and financial proposals) for the 3 mass transit lines as attached in Appendix B3.

- Prepare the draft evaluation criteria for the 3 mass transit lines to guide the relevant Authorities for the qualification and proposal assessment as attached in Appendix B4.

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- Prepare the evaluation strategy presentation for the 3 mass transit lines.

- Prepare the evaluation procedure flowchart for the 3 mass transit lines as attached in Appendix B5.

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CChhaapptteerr 44

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CE/OTP03/Final R0 4-1

Chapter 4

Advise to OTP on Technical and Modern Technology

The implementation of 10-line mass transit system is part of Public Mega-Project for Country Development, and it is open for all interested parties with complete capabilities in all aspects to submit the proposal. The proposal is not restricted to follow the current design and the current plan. The Government shall make comparison and judgment in order to select the most suitable project for Thailand. The government expects to receive various proposals with choice of technologies including financial instrument alternatives for consideration.

The Government recognizes its limitation on Knowledge, Technology, Management, and Finance. The consultant, with our advance expertise, experience and complete capabilities in mass transit system project, will advise OTP as In-House staff during the 3month contract period to achieve objectives of the project.

The consultant has provided experts including technical and modern technology support to OTP. In addition, the consultant has attended various meetings between OTP and relevant Authorities and provided conclusion and recommendations on various technical issues as described below:

(1) Comparison of box girder and U-shaped viaduct structures as attached in Appendix C1. (2) Comparison of design criteria for mass transit system in Thailand and other country as attached in Appendix C2. (3) Guidelines for economical elevated structure for MRT as attached in Appendix C3. (4) Red Line Operational Considerations (including Airport Rail Link Extension and SRT Express Commuter Line) as attached in Appendix C4. (5) Potential Cost Savings to the Purple Line (Bang Sue – Bang Yai) as attached in Appendix C5.

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4-2

(6) Tendering Procedure for Design/Build Transit Projects as attached in Appendix C6. (7) Relocation of SRT Long Distance Terminal Stations to the Outer Ring – SWOT analysis as attached in Appendix C7. (8) Support OTP on the set up of website “www.bangkokmasstransit.com” to allow interested parties to search for information on the Public Mega-Project for Country Development in particular the 10-line mass transit system development for Bangkok and surrounding areas. (9) Set up the document database in the Information Center located at 3rd floor of the OTP building. The documents have been categorized and coded, and the electronic files have been made available as web index into the DVD for convenience on searching for information on the Public Mega-Project for Country Development in particular the 10-line mass transit system development for Bangkok and surrounding areas as attached in Appendix C8. (10) Support OTP on arranging workshop for the technical support to the mass transit system development in Bangkok and surrounding areas during June 6-8, 2006 at OTP building and at Petchburi province. The consultant has arranged its experts to provide presentations on various issues as follow: - Introduction to MRT Systems - Route Selection & Construction Philosophy - Station Design - Railway System - Operational Considerations - Economic & Financial Considerations - Financing and Contracting Strategies (11) Provide the procurement strategy presentation for 3 line mass transit system including sample of procurement method used in other country presenting to the National Economic and Social Advisory Council.

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CE/OTP03/Final R0 5-1

Chapter 5

Traffic Study, Ridership and Fare Revenue Forecast and Property Development in the Vicinity of the Project Alignments

5.1 Traffic Volume Analysis and Ridership Forecast

5.1.1 Transportation Model

Ridership is the main input to be used as a basis in determining project components such as station area, number of rolling stocks and train schedule, size of depot, etc. which in turn dictate the construction cost, cost of rolling stocks, operation, maintenance and administration costs. Ridership forecasted correctly is imperative in making decision for the implementation of the project.

The main tool to be used in forecasting traffic volumes in the road network and ridership in the public transportation system for this study is a transportation model. This transportation model is continuously developed and maintained and widely used not only by various government agencies but also by the private sector. The model covers Bangkok Metropolitan Area (BMA) and surrounding provinces (Nakhon Prothom, Nonthaburi, Pathumthani, Sumut Prakan and Samut Sakhon). The model takes in to consideration both demand and supply of all the transportation system in the BMA and surrounding area and can be used to analyze the impacts resulting from the improvements of traffic system to other systems influenced by the implementation of the improvements. The traffic systems included in the model are road network, waterway transportation network and rail-based transportation in the BMA and surrounding area, both private and public transportation. The latest model was updated in the Transport Data and Model Center IV Project (TDMC4) completed in 2005. The updated model is named the extended Bangkok Transport Model (eBUM). The model runs under CUBE software which is compatible with TRIPS software and Voyager software. A script language is used to interchange data between different software programs. This system gives more flexibility and easier control in the running of the software.

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The eBUM Model covers an area of 7,747.18 sq.kilometer. The model sub-divides the coverage area into 625 traffic zones. The study area comprises of the population of 10,661,047, 5,889,799 employment and covers all road, expressway and public transportation networks.

The eBUM Model is a standard 4- step transportation model which comprises of the following Models.

1) Trip Generation Model

In this step, the model will determine trip ends (production and attraction) generated in each zone. Trip ends will be divided by purposes and by types of trips. Trips ends obtained will be in the form of passenger trips per day. Trip production and attraction in each zone result from socio-economic activities in that zone.

2) Trip Distribution Model

The result form the model in Step 1 gives only the trip ends in and out of each traffic zone, not the interchange between zones. The Trip Distribution Model usually uses Gravity Model to determine this. The outcome from this step will be Daily Trip Matrix which is passenger trips between traffic zones breaking down by trip purposes.

3) Modal Split Model

In the first two steps, the Daily Trip Matrix which is the passenger trips between traffic zones is obtained. The passenger trips are to be broken down by modes of travel, i.e. in to private trips by passenger cars, motorcycles and public transportation by buses, rail-based mass rapid transit in this step. Logit Model or Multinominal Logit Model is utilized in the Modal Split Model to obtain daily trip matrix for each modal choice to be used as input for further step. In some circumstances, the modal split step can be skipped and the trip assignment is performed as Step 3. In this case, it is assumed that because of socio-economic constraints, travelers are fixed to a certain mode of traveling such as buses for the lack of cars. No need to perform the modal split.

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4) Assignment Model

The Assignment Model will determine traffic volume on each road in the road network and ridership in each line of the public transportation system. There are various methods that can be used in the Assignment Model such as all or nothing assignment or dial assignment. In this step, the assignment of traffic volumes for private vehicles (passenger cars, motorcycles, etc.) and public transit system will usually be performed separately for ease in interpretation of the results. The assignment of trucks will also be performed separately because of the differences in travel characteristics e.g. routes and road user costs (toll fees) are different from passenger vehicles. The model can perform trip assignment for various periods of day such as morning or evening peak period and even in the period with special activities affecting trip pattern such as sport events, commercial expositions, international conferences, etc. which need a revision in the model to reflect the activities (time or event base transport model). The Assignment Model therefore needs a proper calibration on the Trip Matrices using peak hour factors appropriate for the purposes being considered such as the unit of vehicular trips would be passenger car unit (PCU) but that of trucks would be truck unit (for toll fee estimation).

The planning data used in the model comprise of 5 parameters, i.e. population, number of households, household income, employment breaking down in accordance with industrial sectors (agriculture, industry and services) and student enrollment and data on road and transportation networks. Figure 5.1-1 exhibits the framework of the model.

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Trips Generated in BMA and Surrounding Area

Personal Trips Planning Data Trip Generation - Population - No. of Household - Household Income - Employment Trip Distribution - Student Enrollment

Road/ Transportation Network Modal Split - Road Network - Public Mass Transit

Transportation of Goods

Planning Data Demand Trip Assignment - Population - Road Traffic Volume - No. of Household - Mass Transit Ridership - Household Income - Employment - Student Enrollment

Trips Generated Outside BMA and Surrounding Area Trips on National Level Trips to and from External Zones

Figure 2.4-3 Framework of Transportation Model for BMA and Surrounding Areas

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The model sub-divides the study area into a number of small traffic zones of the same characteristics. OTP continuously maintains the model by validating and updating parameters used in the model to reflect the current situations and correctly predicts the ridership in the two mass transit lines under operation. OTP also sets out the planning data for the traffic zones for the target years and continuously update the road network and mass transit system for the planning period. The consultant feels confident that the existing model of the OPT can predict the ridership in the future mass transit system and traffic volumes on the road network with an acceptable degree of accuracy. However the consultant will review the planning data and updating for the current situations (year 2006).

In this study, traffic analysis and ridership forecast will be performed for the following scenarios: • Base case (exiting conditions) • Selected alternatives

Traffic conditions in the road network and ridership in the mass transit system alternatives will be resulted in each case.

The fare box revenue at different fare structures can also be obtained by varying the fare structure input in the model. The non-fare revenue can be estimated as a percentage of the fare box revenue.

In addition, the results from the model yield the overall vehicle operating costs and value of travel time for the network system that can be used as an input for further economic analysis.

5.1.2 Calibration of Model for the Present Condition (Year 2006)

As previously stated, the eBUM transportation model used the year 2005 planning data as a basis in the analysis and forecast the future growth of socio-economic activities for the target years in accordance with the planned land use development. Between the year 2005 to the present, the increase of gasoline price has a great impact on the economy. During that period, the

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inflation was unusually high, especially in the year 2005 and at the first half of the year 2006 when the inflation rates reach 4.5% and 3.8% per annum, respectively (see Table 5.1-1). Most of the inflation was resulted from flesh food and energy group. In the period between 2005 and 2006, the price index for the energy group increased more than 15% and most of it was from the increase in oil price. The retail price for octane 95 gasoline in BMA increased from an average price of 23.90 baht per liter in the year 2005 to 28.15 baht per liter in the early 2006 and the price of high speed diesel increased from 20.03 baht per liter to 25.97 baht per liter for the same period (see Table 5.1-2).

The increase of oil prices affects the Vehicle Operating Cost (VOC). The increase in the gasoline price from 23.90 baht per liter in 2005 up to 28.15 baht per liter in 2006 resulted in the increase in the vehicle operating cost of passenger car of about 0.35 baht per kilometer operated at high speed (100 km/hr) and about 0.72 baht per kilometer at low speed (20 km/hr). The increases account to about 8 to 12% of the total vehicle operating costs.

Table 5.1-1 : Nation Wide Consumer Price Index (Year 2002 = 100)

Description Weight Year (%) 2003 2004 2005 2006 1) General Consumer Price Index 100 101.8 104.6 109.3 113.5 Percent Change form Previous Year 1.8 2.8 4.5 3.8 Core Consumer Price Index 2) 75.95 100.2 100.6 102.2 104.8 Percent Change from Previous Year 0.2 0.4 1.6 2.5 Price Index for Fresh Food and Energy 24.05 106.9 116.8 131.2 142.6 Percent Change from Previous Year 6.9 9.3 12.3 8.7 Price Index for Energy 9.1 105.7 115.2 135.6 156.0 Percent Change from Previous Year 5.7 9.0 17.7 15.0

Remark : 1) Average for the first 6 months of the year. 2) General Consumer Price Index excluding commodities from fresh food and energy groups.

Source : Bureau of Trade and Economic Indices, Ministry of Commerce

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Table 5.1-2 : Retail Price of Petroleum Products in Bangkok

Unit: Baht per Liter Products Year 1995 1) 2003 2004 2005 2006 2) Lowest 16.0 19.05 23.89 28.08 Gasoline 95 Average 9.00 16.0 19.05 23.90 28.15 Highest 16.0 19.05 23.91 28.18 Lowest 15.65 18.26 23.09 27.29 Gasoline 91 Average 8.29 15.65 18.26 23.10 27.35 Highest 15.65 18.26 23.11 27.38 Lowest 14.03 14.59 20.01 25.92 Diesel Average 8.15 14.03 14.59 20.03 25.97 Highest 14.03 14.59 20.05 26.00

Remark: 1) Prices on 1 January 1996 2) Average Prices from January 2006 to July 2006

Source : Energy Policy and Planning Office, Ministry of Energy

The increase in the road user cost of private vehicles has a pronounce impact on the mode choice especially for the low income people which are sensitive to the increase in the road user cost of private vehicles compare to other modes of transportation. The high vehicle operating cost comparing to air-conditioned bus fare (see Table 5.1-3 for current bus fare), BTS fare of 10 – 40 baht per boarding and MRTA fare of 15 – 39 baht per boarding turns the low income group of people to use more mass transit system for daily trips.

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Table 5.1-3: Current Bus Fare Structure (as of August 2006)

Type Colors Fare Service Period Ordinary Bus Cream-Red 7 Baht per boarding 05.00-23.00 hr. Ordinary Bus White-Green 8 Baht per boarding 05.00-23.00 hr. Express Bus Cream-Red 8.50 Baht per boarding 05.00-23.00 hr. 24Hrs Service Bus Cream-Red 8 Baht per boarding 23.00-05.00 hr. 11, 13, 15, 17, 19 Baht . Air Condition Bus White-Blue (per distance traveled) 05.00-23.00 hr Air Condition Bus Yellow- 12, 14, 16, 18, 20, 22 (EURO2) Orange Baht 05.00-23.00 hr. (per distance traveled)

Source : Bangkok Mass Transit Authority

The consultant forecasted traffic volume in the road network and ridership in the mass transit system using the eBUM transportation model. The fuel factor in the model was adjusted to reflect the increase in fuel oil prices. The base fuel factor in the model was 1.0 for the base year 1955. The fuel factor was varied from 1 to 5 and the results are shown in Table 5.1-4.

As of the first half of the year 2006, the fuel oil prices were equivalent to fuel factor of 1.64 in the model. Using this value of fuel factor, the model predicted the traffic volume and ridership as presented in Table 5.1-4. The model gives the ridership on the BTS system of 379,139 passengers per day and on the MRT Chaloem Ratchamongkhon Line of 184,281 passengers per day which agrees well with the actual ridership in both systems. Therefore, the value of fuel factor of 1.64 will be used in further analysis.

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Table 5.1-4: Result from the eBUM Transportation Model for Various Fuel Factors

Fuel Factor*

1.0 1.64 2.0 3.0 4.0 5.0 Total PrivateTrips, million trips/day 9.208 9.163 9.138 9.062 8.96 8.81 Total Public Trips, million trips/day 7.750 7.794 7.819 7.895 7.994 8.146 Grand Total Trips, million trips/day 16.958 16.957 16.957 16.957 16.956 16.954 Percent of Private Trips to Total, % 54.30% 54.04% 53.89% 53.44% 52.85% 51.95% VOC, million baht/day 656,517,090 772,729,600 838,099,137 1,015,338,754 1,183,013,096 1,344,353,449 Total Vehicle Distance, million km/day 189,957,380 188,293.382 187,357,383 185,370,760 183,441,807 181,488,803 Total Vehicle Time, million hrs/day 7,440.555 7,265.110 7,167.459 7,005.698 6,873.054 6,777.028 Average Speed, km/hr 25.53 25.92 26.14 26.46 26.69 26.78 BTS Boarding, passengers/day 366,994 374,767 379,139 393,313 401,403 404,215 Blue Line Boarding, passengers/day 175,876 181,255 184,281 193,543 200,185 197,263 Total Boarding, passengers/day 542,870 556,022 563,420 586,856 601,588 601,478 Transfer per Trip 0.0708 0.0712 0.0714 0.0729 0.0728 0.0697

* Fuel factor year 1995 = 1.0

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5.1.3 Details of Mass Transit Alignments

Figure 5.1-2 depicts the map of the 10 lines mass transit network. The alignments are detailed below:

Rangsit Rangsit-Maha Chai Taling Chan - Suvarnabhumi Charansanitwong Inner Ring and Bang Khae – Tha Phra Bang Yai – Rat Burana Pak Kret Bang Kapi – Bang Bamru Phran Nok – Samut Prakan Bang Wa – Saphan Mai Bang Yai 4 Phra Nang Klao Sapan Mai Lat Phrao – Srinakharin - Samrong Khae Rai Pak Kret - Suwinthawong 7 9 Bang Kapi – Min Buri Min Buri Double Track Railway Bang Bumru Lat Phrao 2 10 Taling Chan 5 Phran Nok Bang Kapi Bang Wa Lat Krabang 3 On Nut Bang Khae Suvarnabhumi Airport 6 8 1 Rat Burana Samrong Underground Maha Chai Samut Prakan Elevated

Figure 5.1-2 Mass Transit System of 10 Lines for a Total Length of 329 Km.

(1) Dark Red Line (Rangsit – Maha Chai)

The line runs approximately in the north-south direction. From Rangsit, the line is at grade and starts to climb up just before reaching Don Muang station and continually runs elevated to Bang Sue, Yommarat Junction, then begins to descend to at grade level under the Krasat Suk bridge to Hua Lumphong station. From Hua Lumpong, the aligment is elevated along the Maha Pruk Ta Ram along Padung Krung Krasem’s canal, crossing Chao Phra Ya River at River City’s Shopping Center, and then runs along the Lad Yha road, turns to Chareon Rat road to avoid King

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Taksin’s monument, crosses King Taksin road to run along the old Mae Klong railway. Then the alignment descends down to ground level at Ta Lat Phru and continually runs along the old railway right-of-way until arriving at Maha Chai.

The total length of the Dark Red Line is about 65 km, consisting of about 34.4 km elevated section and 30.6 km. at grade section.

(2) Light Red Line (Taling Chan - Suvarnabhumi Airport)

The alignment runs approximately in the east-west direction along the railway right-of- way. From Taling Chan the alignment is at grade, begins to climb up just before reaching Charansanitwong road to be elevated across Chao Phraya river. The alignment descends down to be at grade to enter Bang Sue station.

From Bang Sue, the line runs elevated to cross Yommarat Junction, turns left and runs along the exiting eastern railway right-of-way parallel to Sri Ayutthaya road, Makkasan road, Petchaburi road, crossing Srinakharin road and Krungthep Kritha road and descends down to ground level before arriving Lat Krabang station and then climbs up again to cross On Nut road. After that the alignment descends to ground level and further down to underground level to enter Suvarnabhumi Airport.

The line totals about 49.7 km., comprising of approximately 25.6 km. of elevated section, 22.8 km. of at grade section and 1.3 km. of underground section.

(3) Blue Line (Charansanitwong Inner Ring and Tha Phra - Bang Khae)

The line consists of the existing MRT Chaloem Ratchamongkhon Line which is the first underground railed mass transit in Thailand. The section of about 20 km. from Hua Lumphong – Queen Sirikit National Convention Centre – Bang Sue was opened to public on 3 July 2004. The existing section starts from Hua Lumphong, runs along the Rama 4 road, turns left to run along the Ratchada Pisek road, passing Queen Sirikit National Conventional Centre to run along Asok road (Sukhumvit 21) passing Ratchadaphisek road. The line then turns left again onto Lat Phrao road until reaching Phahon Yothin road, turns south and runs along Phahon Yothin road, passing

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Mo Chit, then turns right again onto Kumphaeng Phet road and finally ends at Bang Sue railway station.

The underground extension starts from Hua Lumphong and runs along Chareon Klung road passing Wang Burapa area, turns left just before Wat Pho Temple to run along Sanam Chai road. The line then goes under Chao Phraya river in the vicinity of Pak Klong Talat area, passing Bangkok Yai to cross Charansanitwong road at Tha Phra. Then the line climbs up to be elevated and runs along the Petchakasem road until reaching Karnchana Pisek road (West Outer Ring road) in the vicinity of Bang Khae area. This extension is about 4.8 km. of underground section and 9.3 km. of elevated section for a total length of 14.1 km.

The extension in another direction is from Bang Sue station which is underground. The line ascends to be elevated and runs along Pracha Rat Sai 2, crosses Chao Phraya river, then turns south side onto Chalansanitwong road to join with the extension from another end at Tha Phra to form a ring line for inner Bangkok area. This extension is about 13.1 km. of elevated section.

Total length of the Blue Line is about 47 km.

(4) Purple Line (Bang Yai – Rat Burana)

The line starts elevated at Bang Yai and runs southward along Karnchana Pisek road (West Outer Ring road), turns left at Bang Yai intersection to run along Rattana Tibet road, crosses Chao Phraya river near Phra Nang Klao bridge, passes Nonthaburi City Hall, turns right to Tiwanon road, passes Sritanya Hospital, turns left and runs along Bangkok – Nonthaburi road crossing Wongsawang intersection to Pracharat road and continues onward to Tao Poon intersection. Then the alignment descends down to underground level along Pracha Rat Sai 1 road and further on along Sam Sen road, passes the National Library, Bang Lumphu, then turns left to Phrasumen road, continues to Pan Far, Mahachai road, Wang Burapha, Jakpet road, then the alignment is shifted to avoid Phrapok Kloa bridge. The alignment then crosses under Chao Phraya river and runs along Pracha Tipok road, passes Wong Wien Yai, and continues to King

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Taksin road and Suksawat road. Then the line climbs up to be elevated after passing Bang Pra Kaew intersection and finally ends at Rat Burana.

This total length of the line is about 39.6 km., consisting of 25.4 km. elevated section and 14.2 km. underground section.

(5) Orange Line (Bang Kapi - Bang Bumru)

The line starts from Wat Sri Bun Rueng (Bang Kapi) as elevated railway, runs southwestward along the Ramkamheang road (Sukaphiban 3), then descends to underground level at Lum Sali intersection, passing Hua Mark sport stadium, Ramkamheang University, then turns right and runs along the Pama9 road to the MRT depot at Huai Khwang. The line then crosses under the Blue Line at the National Culture Center transfer station, runs further to Victory Monumemt, then runs along the Ratchawithi road, passing the Dusit Grand Palace, Dusit Zoo, crosses under Chao Phraya river in the vicinity of Krungthon bridge. The line then runs further along Sirintorn road and elevates to Bang Bumru to be extended to the west along the western railway in the future.

The line is about 23.8 km totally, comprises of about 2.9 km elevated section and about 20.9 km. underground section.

(6) Light Green Line (Pran Nok – Samut Prakan)

The Light Green Line comprises of the section of the existing BTS Silom Line from National Stadium station to Rat Prasong intersection to connect with the section of the existing Sukhumvit Line from Rat Prasong intersection to On Nut station with extensions to the southeast and to the west.

The extension to the southeast continues from On Nut station along Sukhumvit road to Samut Prakan. The line is provided with a maintenance depot at Samut Prakan. This extension is elevated for the total distance of about 16.8 km.

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The extension to the west continues from Nation Stadium station and runs elevated along Rama1 road. The line climbs down to underground level and continues as a tunnel along Bumrung Muang road, Ratchadumnern Klang road, then crosses under Chao Phraya river near Phra Pin Klao bridge to Thonburi railway station, turns onto Phran Nok road. This section is still underground and crosses under the Blue Line at Faichai intersection. The line then climbs up to be elevated at after passing Phran Nok intersection for future extension. This extension is about 6.8 km long, of about 1.8 km. elevated section and 5.7 km. underground section

The total distance of the Light Green Line is about 33 km.

(7) Dark Green Line (Bang Wa - Sapan Mai)

The line comprises of the north section of the existing BTS Sukhumvit Line from Siam interchange station to Mo Chit station with an extension to the north, connecting with the south section of the BTS Silom Line from Siam interchange station to Sapan Taksin station with an extension to the southwest.

The extension to the north extends from Mo Chit station and runs elevated along the Phahon Yothin road crossing Lat Phrao intersection, Ratcha Yothin intersection, Krasetsart intersection, to Sapan Mai. The distance totals about 12.0 km.

The extension to the southwest starts from Span Taksin station and runs elevated along the Klung Thon Buri road and Ratchapruek road to Petchakasem road. The distance is about 6.7 km totally.

The total length of the Dark Green Line is about 33 km.

(8) Yellow Line (Lat Phrao – Srinakharin – Samrong)

The line starts from Lat Phrao – Ratchadaphisek intersection at the MRT Chaloem Ratchamonkhon transfer station (Blue Line). The line runs elevated in the south-east direction along Lat Phrao road crossing Chok Chai 4 - Chalongrat express way (Ram Inthra – At Narong)

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intersection, to Bang Kapi. Then the line turns right and runs southward along Srinakharin road crossing Motorway expressway, Patthanakan road, passing Rama 9 Royal garden, On Nut road, Soi Udom Suk, Bang Na – Trat road, to Tephaluk road, the turns right again onto Tephaluk road and finally ends at the transfer station with the Light Green Line (Phran Nok – Samut Prakan) at Sumrong.

The total distance of the Light Green Line is about 30.8 km. and the line is all elevated.

(9) Pink Line (Pak Kret to Suwinthawong)

The line is elevated starting from the transfer station with the Purple line (Bang Yai – Rat Burana) running northward along Tiwanon road passing Sananbin Nam intersection and Chonprathan hospital. Then the line turns eastward at Ha Yaek Pak Kret intersection and continues along Chaeng Watthana road passing Software Park, Mueang Thong, CAT Telecom Public Company Limited, Laksi to Phithak Ratthathammanun Monument (Laksi circle). The line then continues along Ram Inthra road passing Lat Plakhao intersection, Chalong Rat Expressway

(Ram Inthra - At Narong Expressway), Nawamin intersection, crossing over Outer Ring road (East Section), passing Suan Siam, turns left onto Suwinthawong road and finally ends at Min Buri at the transfer station connected to the last station of the Brown Line (Bang Kapi – Min Buri)

The total length of the Pink Line is about 35.0 km. and the line is elevated for the whole alignment.

(10) Brown Line (Bang Kapi to Min Buri)

The Brown Line is the extension of the Orange Line from Bang Kapi station. The line runs elevated in the north-east direction along Ramkhamhaeng road (Sukha Phiban 3 road) passing Sriburapha road intersection, crossing over Outer Ring Road (East side), Min Phatthana road intersection, Rom Klao road and finally ends at Min Buri terminal station.

The total length of the Brown Line is about 11.5 km. The line is elevated for the whole alignment.

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Figure 5.1-3 depicts schematic diagram of all the 10 line - mass transit network. The figure also shows the approximately location of all the stations. The total length of the 10 line - network is about 368 km. comprising of 2 lines which are already in service, i.e. BTS (elevated line) of about 24 km. and MRT Chaloem Ratchamongkhon (underground line) of about 20 km. and the lines to be newly constructed of about 324 km totally (approximately 47 km. underground, 53 km. at ground level and 224 km. elevated).

Brdg Rangsit Mueang Ake Don Mueang Sapan Mai Kan Kheha Pak Kret Bypass Ha Yak Pak Kret Software Park Laksi Laksi Circle Sukhaphiban 5 Nawamin Suan Siam Suwinthawong 9655 9210 Bang Yai Bang Bua Thong Wat Sai Ma Maung Thong Laksi Ram Intra Wat Lat Prakhao Raminthra ORR Seri Thai Min Buri Prachachuen - At Narong Bang Bua Chonprathan Phra Nang Klao Bridge North Park Rom Khrao Sri Prathum Sanambin Nam Nonthaburi Bypass Kraset Khae Rai Ngam Wongwan Khae Rai Min Phatthana Sena NikhomKing Rama MOPH Pracha Niwet Talat Khwan Ratchayothin Rama 7 ORR Bridge Wongsawang Bang Phlat Dan Neramit Mo Chit Khurusapha Printing Sri Burapha Lat Phrao Rama 7 Bridge Bang Son Phahon Yothin Lat Phrao Ratchadaphisek Lat Phrao Hospital Bang Kapi Center Mo Chit Phahon Yothin Soi 35 Chok Chai 4 Foodland Happy Land Bang Kapi Bang Bamru Bang Sue Kamphang Phet Chatuchak Sapan 2 Ran Inthra Nakhon Thai Bang Bamru Pracharat Ratchadaphisek - At Narong Ramkhanhaeng Bang Pho Sapan Khwai Lam Sari Pradipat Sutthisan Taling Chan Ari Bang Phlat Sri Yan Huai Khwang Huamak Sirinthon Sam Sen RID Sanam Pao Stadium Cultural Center Khlong Lat Phrao Krungthep Kritha Sam Sen Cultural Center Ramkhamhaeng Khao Din Din Daeng Pracha Song Khro Huai Khwang Nava Sri Krungthon Bridge Rama Victory Monument Phra Ram 9 National Hospital Baromrajajonani Library Victory Monument Yommarat Makkasan Depot Phaya Thai Depot Phetchaburi Soi Sun Wichai Seri Motorway Krungthep Kritha Lat Krabang Phrasumen Bangkok Noi Ratcha Damneon Ratcha Prarop Makkasan Khlong Ton Huamak Ban Tapchang Phaya Thai RCA Lan Luang Ratchathewi Phloen Chit Mahanak Siam Asok Phatthanakan Nana Pran Nok Sirirat Asok Suvarnabhumi Ratcha Maha Nak Siam Chit Lom National Stadium Charan 13 Damneon King Rama IX Ratchadamri Chareonkrung Phrom Phong Royal Park Sirikit Wang Chareonkrung Thong Lo Sara Daeng Convention Tha Phra Burapha Hua Lamphong Center Ekhamai Phra Khanong Issaraphap Sanam Chai Sam Yan Si Lom Lumphini Khlong Toei Hua Lamphong Chong Nonsi On Nut Talat Noi On Nut Phra Pokklao Bridge Bang Phai Hospital Khlong San Wongwian Yai Wongwian Yai Surasak Bang Chak Secon Square Talat Phlu Lak 2 Bang Khae Bang Wa Chom Thong Taksin Bridge Sukhumvit 101 Phasi Charoen Bang Wa Taksin Center Ta Phra Samre Krung Thonburi Udomsuk Udomsuk Wongwian Yai Chom Thong Mahai Sawan Bangna - Trat Wat Sing Bang Na Chom Thong Bang Bon Lasalle Lasalle Dao Khanong Samrong Bearing Rang Sakae Thepaluk Intersection Bang Pakok Rang Pho Samrong Thepaluk Villa Pracha U-tit Phra Pradaeng Sam Yak Rat Burana Phromdan Chang Sam Sian Udomdet Maha Chai Maung Mai Sala Krang Maha Chai Srinakharin Samut Prakan

Figure 5.1-3: Schematic Diagram of Mass Transit Network of 10 Lines for a Total Length of 368 km.

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5.1.4 Ridership Forcast

Ridership is a function of population density of the area served by the mass transit system, trip characteristics, income of road users, ease of access, convenience, fast, punctuality, dependability of the system and fare structure of the rail based mass transit comparing to other mass transit system or other modes of transportation

As previously mentioned, the tool used in forecasting ridership in the mass transit system in this Study is the extended Bangkok Transport Model (eBUM). The latest revision of the transport model was carried out in the Transport Data and Model Center IV Project (TDMC 4) in 2005. The eBUM covers 7,747.18 square km, divides the study area into 625 traffic zones, and uses the information of the year 2005 as the basis in the analysis. The eBUM accounts for 10,661,047 population, 5,889,799 employments, all the road network, express way and any public transits.

In this study, the consultant adjusted the Fuel Factor in the model to the value of 1.64 to reflect the present value (average of the first 7 months of the year 2006) of fuel price of 28.15 baht per liter for gasoline 95, 27.35 baht per liter for gasoline 91 and 25.97 baht per liter for diesel. The rest of the planning data were based on those used in the eBUM. The data used in the analysis are summarized below:

- The basic data are of the year 2006 with the Fuel Factor revised to 1.64. - At present, there are two lines of mass transit in operation, i.e. the BTS Sky Train and the Chaloem Ratchamonkhon underground train. All the additional/ extension lines will be completed and open for public service in the year 2010. - Fare structure Metro: 10 baht boarding fee + 1.80 baht per kilometer. Commuter train: 10 baht boarding fee + 1.00 baht per kilometer.

The analysis is performed for the following scenarios:

- Base Case, the present mass transit network.

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- Base Case plus 3 additional Lines. These 3 additional lines was approved by the Cabinet to be implemented immediately. The 3 lines consist of the Red Line (the Dark Red Line from Rang Sit to Maha Chai and the Light Red Line from Taling Chan to Suvarnabhumi Airport), the Blue Line (from Hua Lamphong to Bang Khae and Bang Sue to Tha Phra) and the Purple Line (from Bang Yai to Bang Sue).

- Base Case plus 7 additional/ extension lines as proposed in the Bangkok Mass Transit Implementation Plan Study which was already approved by the Cabinet. The 7 additional/ extension lines include the Dark Red Line (Rangsit - Maha Chai), the Light Red Line (Taling Chan - Suvarnanhumi Airport), the Blue Line Extension (Charansanitwong Inner Ring and Tha Phra - Bang Khae), the Purple Line (Bang Yai - Rat Burana), the Orange Line (Bang Kapi - Bang Bumru), the Light Green Line (Phran Nok – Samut Prakan) and the Dark Green Line (Bang Wa - Sapan Mai).

- Base Case plus the 10 addition/ extension lines under the Thailand: Partnership for Development which include the 7 Lines from the he Bangkok Mass Transit Implementation Plan Study plus the following 3 additional lines: the Yellow Line (Lat Phrao - Srinakharin - Samrong), the Pink Line (Pak Kret - Suwinthawong) and the Blown Line ( Bang Kapi – Min Buri).

- Base Case plus each additional line separately.

The result of the analysis is summarized and presented in Table 5.1-5 for the base case, and base case plus with 3 additional/ extension lines, 7 additional/ extension lines and 10 additional/ extension lines.

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Table 5.1-5 : Result of Ridership Forecast from the Transportation Model for the Base Case, Base Case Plus 3 Additional/ Extension Lines, Base Case Plus 7 Additional/ Extension Lines and Base Case Plus 10 Additional/ Extension Lines

Base Case Base Case + Base Case + Base Case + Description (Present Mass Transit Network) 3 Additional Lines 7 Additional Lines 10 Additional Lines Year 2005 Year 2010 Year 2025 Year 2010 Year 2025 Year 2010 Year 2025 Year 2010 Year 2025 Total Private Trips, M trips/ day 9.163 10.740 15.763 10.538 15.442 10.449 15.228 10.424 15.200 Total Public Trips, M trips/ day 7.794 8.118 9.799 8.321 10.277 8.411 10.565 8.436 10.591 Total Trips, M trips/ day 16.957 18.863 25.582 18.863 25.807 18.863 25.806 18.863 25.804 Percent Private Trips to Total, % 54.04 56.94 61.61 55.87 59.84 55.39 59.02 55.26 58.91 Vehicle Operating Cost, M baht/ day 772.730 1,036.118 2,411.039 1,015.825 2,116.432 1,011.492 2,079.643 1,010.016 2,055.978 Total Distance Private Vehicle traveled, M km/ day 188.293 214.357 329.626 212.207 305.272 211.655 303.657 211.183 302.176 Total Time Private Vehicle traveled, M hrs/ day 7.265 8.574 16.059 8.381 12.758 8.349 12.510 8.321 12.374 Average Velocity, km/ hr 25.92 25.01 20.53 25.32 23.93 25.36 24.27 25.38 24.42 Dark Red (Rangsit – Maha Chai) 538,436 1,129,735 509,500 1,035,750 514,620 1,034,224 Light Red (Taling Chan – Suvarnabhumi Airport) 460,332 1,123,426 435,594 1,029,966 439,971 1,028,448

Blue (Charan Inner Ring and Tha Phra – Bang Khae) 181,255 286,625 668,233 884,266 1,932,153 737,148 1,594,937 757,151 1,607,912 Purple (Bang Yai – Rat Burana) 133,870 336,287 472,660 965,735 479,153 977,763 Orange (Bang Kapi – Bang Bumru) 173,230 366,554 171,579 387,161 Light Green (Pran Nok – Samut Prakarn) 192,006 275,992 443,283 296,458 508,319 550,818 897,354 552,091 886,814 Dark Green (Bang Wa – Sapan Mai) 182,761 245,830 481,765 264,060 552,447 490,623 957,255 491,757 963,800 Yellow ( Lat Phrao – Srinakarin – Sumrong) 102,412 257,023 Ridership, passengers/ Ridership, passengers/ day Pink (Pak Kret – Suwinthawong) 64,527 189,027 Blown (Bang Kapi – Min Buri) 33,388 111,513 Total 556,022 808,447 1,593,280 2,577,423 5,582,366 3,369,573 6,865,549 3,606,649 7,443,686 Average No. of Transfer per Trip 0.0712 0.0882 0.1212 0.4481 0.5835 0.4668 0.6118 0.4732 0.6115 Mass Rapid Transit/ Public Trips, % 6.66 9.15 14.50 21.39 34.30 27.31 40.32 29.02 43.61 Mass Rapid Transit/ Total Trips, % 3.06 3.94 5.55 9.44 13.66 12.18 16.51 12.98 17.90

In case there is no construction of additional/ extension of the mass rapid transit line, the total passengers in the existing system are about 556,000 trips per day in the year 2005. This accounts for about 6.66% of public trips or about 3.06% of total trips. The passengers in the mass rapid transit network will be increased to 808,000 trips per day in the year 2010 and about 1,593,000 trips per day in the year 2020 which are about 9.15% of public trips or about 3.94% of total trips in the 2010, and about 14.50% of public trips or about 5.55% of total trips in the year 2020, respectively.

In case of construction of 3 additional/ extension lines, the ridership in the mass rapid transit network in the 1st year of opening to public service (year 2010) is about 2,577,000 trips per day. This is about 21.39% of public trips or about 9.44% of all of total trips. The ridership in the

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mass rapid transit network will be increased to 5,582,000 trips per day in the year 2020 which is about 34.30% of public trips or about 13.66% of total trips.

In case of construction of 7 additional/ extension lines, the ridership in the mass rapid transit network in t