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Thailand Krungthep Bridge Construction Project Report Date: January 2003 Field Survey: November 2002 1

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Thailand Krungthep Bridge Construction Project Report Date: January 2003 Field Survey: November 2002 1 Thailand KrungThep Bridge Construction Project Report Date: January 2003 Field Survey: November 2002 1. Project Profile and Japan’s ODA Loan Myanmar Laos Hanoi Vientiane Yangon Thailand Project site Bangkok Cambodia Vietnam Phnom Penh Site map: Bangkok New Krung Thep Bridge 1.1 Background At the time of planning, there was no railway-based means of mass transportation in the city of Bangkok, which depended almost entirely on roads for intra-city transportation. The rapid economic growth and the increase in the number of vehicles in the early 1990s added to the volume of road transportation, making road congestion even more serious. Traffic congestion was also seen on the bridges that spanned the Chao Phraya River in the city. Particularly, the traffic for the Krung Thep Bridge, which played an important role as part of the Middle-Ring Road, had continued to grow each year, reaching 99,700 vehicles per day in 1991. With economic and population growth, it was predicted that the traffic would increase to about 1.5 times the 1991 level in 2001 and 1.8 times in 2010, and it was feared that traffic congestion would become even more serious. The main reason for traffic congestion around the bridge was that the Middle-Ring Road had six to eight lanes throughout its course while the Krung Thep Bridge had only four lanes and that the bascule bridge had to be lifted two to three times a week on request. In addition, because more than 30 years had elapsed since the bridge was constructed, it was becoming increasingly old, and the traffic of heavy vehicles had been restricted since 1988. This also restricted the role it played as part of the Middle-Ring Road. Under these circumstances, in order to cope with growing traffic volume, the Thai government decided to build a new six-lane bridge and rehabilitate the Krung Thep Bridge so that it could be utilized efficiently as a bridge exclusively for light vehicles. 1.2 Objectives To build a new Krung Thep Bridge (hereafter “New Bridge”) running in parallel upriver in order to allow the Krung Thep Bridge (hereafter “Old Bridge”) to accommodate more traffic and also to rehabilitate the Old Bridge with the aim of efficiently utilizing it as a bridge exclusively for light vehicles. 1 1.3 Project Scope (1) Construction of the New Bridge, a fixed concrete bridge with a center span of 225 meters and a side span of 125 meters at both ends (2) Rehabilitation of the Old Bridge (3) Consulting services for assistance in bidding and construction work management Japan’s ODA loan covered the entire foreign currency portion and part of the local currency portion of the costs for (1) and (2) above. Figure 1: Bridges spanning the Chao Phraya River in Bangkok Metropolitan Region Pathom Tani Bridge Nonthaburi Bridge Thailand Bangkok Phra Nang Klao Bridge Rama VI Bridge Rama VII Bridge Krung Thon Bridge Middle-Ring Road Phra Pin Klao Bridge Phra Pok Klao Memorial Bridge (New Memorial) Bridge Taksin Bridge Krung Thep Bridge New Krung Thep Bridge Rama IX Bridge Chao Phraya River 2 1.4 Borrower/Executing Agency The Kingdom of Thailand/Public Works Department, Ministry of Interior: PWD (Current Department of Rural Roads, Ministry of Transport: DOR) 1.5 Outline of Loan Agreement Loan Amount 7,546 million yen Loan Disbursed Amount 2,660 million yen Exchange of Notes December 1992 Loan Agreement January 1993 Terms and Conditions -Interest Rate 3.0% -Repayment Period 25 years (Grace Period) (7 years) -Procurement General untied Final Disbursement Date October 2000 2. Results and Evaluation 2.1 Relevance In the early 1990s, economic growth in Thailand achieved an annual rate of over 8%1. With this growth, the number of motor vehicle registrations in Bangkok increased rapidly, and many trunk roads inside the Middle-Ring Road were faced with the serious traffic congestion problem that vehicles could run only at a speed of 6.5-7.8 km/h during the peak hours2. The government included the improvement of infrastructure in Bangkok Metropolitan Region in the priority issues in its Seventh Development Plan (1992-1996) and gave top priority to reducing traffic congestion and improving transport networks in its road sector development plan. This project, with the goal to reduce traffic congestion in Bangkok, was in accord with the policy of the national government and was highly relevant. At the time of appraisal, there were twelve bridges spanning the Chao Phraya River3, and these bridges played an important role in connecting the Bangkok side, which is located east of the river, with the Thonburi side, which is located west of the river. The Old Bridge had been expected to not only play such a role but also ensure smooth distribution as part of the Middle-Ring Road. Due to design restrictions such as having only four lanes and being a bascule bridge, however, the Old Bridge bottlenecked traffic, and the government was urged to eliminate traffic congestion on the bridge. As described above, the needs for reduced traffic congestion were high, and the project has 1 8.6% in 1991, 8.1% in 1992, 8.2% in 1993, 8.9% in 1994, 8.9% in 1995, 5.9% in 1996, -1.8% in 1997, -10.4% in 1998, 4.1% in 1999, 4.4% in 2000. Source: Statistical Data Bank and Information Dissemination Division 2 Final Report, Megaprojects Technical Support to Office of the Commission for the Management of Road Traffic (OCMRT), Bangkok Urban Transport Project (1995) 3 Pathom Tani Bridge (1984), Nonthaburi Bridge (1959), Phra Nang Klao Bridge (1985), Rama VII Bridge (1992), Rama VI Bridge (1926), Krung Thon Bridge (1958), Phra Pin Klao Bridge (1973), Memorial Bridge (1973), Pok Klao Bridge (1984), Taksin Bridge (1982), Krung Thep Bridge (1959), Rama IX Bridge (1987) As of November 2002, there were 15 bridges in total including New Krung Thep Bridge (1999), Rama VIII Bridge (2002) and Rama V Bridge (2002). 3 been evaluated as meeting such needs. In the planning stage, a feasibility study was conducted to examine two plans: removing the Old Bridge and building a new fixed bridge, and building a new movable bridge for which the width could be expanded. From the viewpoint of maintaining traffic on roads around the Old Bridge, the necessity for ensuring ship navigation, and economic losses due to the closure of the bridge during road width expansion work, the project plan, which aimed to build a new fixed bridge and also remodel the Old Bridge and use it as a bridge for light vehicles, was considered more appropriate than the alternative plans, which would have hindered traffic on the Old Bridge and its surrounding areas. In the future, the Old and New Bridges are expected to serve as a link that connects the northern and western districts of the Thonburi side with Klong Toey Port located in the south of the Bangkok side and Phra Pradaeng, an eastern industrial district. If roads currently under construction4 are completed, the two bridges will play the role of linking central Bangkok with these roads, and it is expected that they will play an even more important part in the transport networks of the city. For this reason, it is considered that the project will continue to be relevant in the future. 2.2 Efficiency 2.2.1 Project Scope A project package consisted of construction of the New Bridge and rehabilitation of the Old Bridge, and was implemented in two phases. The first phase involved the construction of a new fixed concrete bridge with six lanes, and the second involved rehabilitation work, including repainting the steel frames, as well as replacing the electric system for the bascule and replacing old expansion joints with new ones. The scope of the project defined at the time of appraisal was not changed, and the project was implemented as scheduled. 2.2.2 Implementation Schedule At the time of appraisal, plans called for the entire construction period from the conclusion of contracts with the consultants to the completion of construction work to span 53 months from August 1992 to December 1996. Actually, however, the project took 78 months from September 1993 to February 2000. It took 25 months more than initially planned and was completed 39 months later. The reasons for this delay are described below in detail, but the main reason was the delay in acquiring land and selecting contractors. (1) Delay in contractual procedures Plans called for consultancy contract (not covered by the ODA loan) to be concluded in August 1992, but it was actually signed in September 1993, delaying the commencement of the project by 13 months. The bidding and contracting for the main construction work were scheduled for the 12-month 4 These are the Taksin-Phet Kasem Road (road connecting to the Western Outer Ring Road), Wat Nakhon In Bridge and its connecting Road, Pak Kret-Tiwanon-Rattana Thibet-Phet Kasem Road (road running from south to north inside the Western Outer Ring Road) and the Industrial Ring Road. Three of these roads, excluding the Taksin-Phet Kasem Road, were built using Japan’s ODA loan. 4 period from January to December 1993, but the process actually took 19 months from February 1995 to August 1996, 33 months behind schedule. This was because in addition to the time required for administrative procedures in the contractor bidding and review stage, a lot of time was spent on the handling of objections filed concerning the results of bidding evaluations. (2) Delay in land acquisition procedures It was necessary to acquire 31,119 m2 of land and compensate for the property involved, and these acquisitions were carried out in accordance with the Act on Expropriation of Immovable Property.
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