State Railway of Thailand
The State Railway of Thailand (SRT) (Thai: การรถไฟแห่งประเทศไทย, RTGS: Kan Rotfai Haeng Prathet Thai) is the state-owned rail operator under the jurisdiction of the Ministry of Transport in Thailand. As of 2018[update], the network serves 47 provinces and around 35 million passengers annually. The passenger count is expected to double by 2027 when expansion plans are realised and the network grows to serve 61 provinces.
|Dates of operation||1890–present|
|Track gauge||1,000 mm (3 ft 3 3⁄8 in) meter gauge|
|Previous gauge||1,435 mm (4 ft 8 1⁄2 in) standard gauge|
|Length||4,070 km (2,530 mi)|
|Headquarters||Pathum Wan, Bangkok|
The SRT was founded as the Royal State Railways of Siam (RSR) in 1890. King Chulalongkorn ordered the Department of Railways to be set up under the Department of Public Works and Town and Country Planning. Construction of the Bangkok-Ayutthaya railway (71 km or 44 mi), the first part of the Northern Line, was started in 1890 and inaugurated on 26 March 1896. The Thonburi-Phetchaburi line (150 km or 93 mi), later the Southern Line, was opened on 19 June 1903. The first railway commander of the RSR was Prince Purachatra Jayakara (Krom Phra Kamphaeng Phet Akkarayothin)
The Northern Line was originally built as 1,435 mm (4 ft 8 1⁄2 in) standard gauge , but in September 1919 it was decided to standardize on 1,000 mm (3 ft 3 3⁄8 in) meter gauge and the Northern Line was regauged during the next ten years. On 1 July 1951, RSR changed its name to the present State Railway of Thailand.
As of 2014[update] SRT had 4,043 km (2,512 mi) of track, all of it meter gauge except the Airport Link. Nearly all is single-track (3,685 km), although some important sections around Bangkok are double (251 km or 156 mi) or triple-tracked (107 km or 66 mi) and there are plans to extend this. By comparison, Thailand has 390,000 km (242,335 miles) of highways.
In 2017, the SRT lost 17 billion baht. The SRT has suffered a loss every year since it was turned into a state-owned enterprise under the Transport Ministry in 1951. The SRT has debts amounting to nearly 100 billion baht, and its annual operating losses are estimated at a minimum of 10 billion baht.
In 2017 the military government budgeted more than 76 billion baht for SRT infrastructure investments. The funding is to be used for double-track rail expansions, an extension of Bangkok's elevated railway, and construction of bridges, fences, and track improvements. In the fiscal year ending 30 September 2016, however, the SRT had managed to disburse only 53 percent of its allotted investment budget of 60 billion baht. This compares with an average disbursement rate of 80 percent by Thailand's other 55 state-owned enterprises (SOEs). Disbursement rate is seen as an indicator of efficient management. "If you look at the SRT they are a bit like a patient in [intensive care] and everyone is saying to him 'you are the future' and trying to kick him out of bed when he is still moaning and groaning," said Ruth Banomyong, a logistics and transport expert at Thammasat University.
The worst financially performing state enterprise, the SRT consistently operates at a loss despite being endowed with large amounts of property—the SRT is one of Thailand's largest land holders, owning an estimated 39,840 hectares— and receiving large government subsidies. It reported a preliminary loss of 7.58 billion baht in 2010. Recurring government attempts at restructuring and/or privatization throughout the 2000s have always been strongly opposed by the union and have not made any progress.
SRT's latest property development scheme is the Chao Phraya Gateway project. It capitalises on SRT's 277 rai, 1.16 kilometre stretch of land on the river in the Khlong Toei District. The SRT hopes the project will help clear its 100 billion baht debt. The project is projected to break even within eight years and deliver profits of 140 billion baht. As of April 2019[update], SRT's plans are being submitted to the Transport Ministry for approval.
SRT's failings are reflected in passenger numbers, which, according to the Economist Intelligence Unit have dropped from 88 million in 1994 to 44 million in 2014. The SRT has long been popularly perceived by the public as inefficient and resistant to change. Trains are usually late, and most of its equipment is old and poorly maintained.
Under the auspices of the Transport Ministry, the SRT has submitted a rehabilitation plan that will be presented to the State Enterprise Policy Commission on 30 July 2018. The commission, chaired by Prime Minister Prayut Chan-o-cha is expected to approve the plan. The plan calls for SRT to become the largest railway state enterprise in ASEAN. By 2027, anticipating income growth from asset management and cost management, SRT foresees profits of over 20 billion baht.
Hopewell Holdings of Hong Kong was the lead contractor for SRT's ill-fated Bangkok Elevated Road and Train System. The project commenced in 1990 and was terminated by the Thai government in 1998, only 13% complete. Hopewell and the SRT each blamed the other for the failure of the 80 billion baht project. Both parties sued, and the case has been in litigation since its cancellation. On 23 April 2019, Thailand's Supreme Administrative Court upheld an arbitration committee's ruling in favour of Hopewell. The court ordered SRT to pay Hopewell compensation of 11.88 billion baht, plus 7.5% interest per year. The interest, totaling 13 billion baht, brings SRT's total liability to nearly 25 billion baht, payable within 180 days.
Lack of freight revenueEdit
Rail freight, which is cheaper—only roughly half the cost of road transport—safer, and more environmentally-friendly than road transport, accounted for only 1.4 percent of freight tonnage carried in 2015. SRT aims to boost its share of cargo transport to six percent with its double track expansion by 2022. Expansion of SRT's freight service, which could earn more money than the heavily subsidized passenger service, has been neglected for decades in favour of Thailand's roads.
The SRT's poor financial performance and resistance to reform, coupled with the Asian financial crisis of 1997, resulted in stringent restraints being placed on SRT staffing. In July 1998, the Thai cabinet issued an order that the SRT could only hire five new employees for every 100 retirees. As of 2018[update], the order remains in effect. SRT officials estimated in 2017 that the enterprise needed to boost staff by 20 percent to 12,000. In 2018 SRT claims that it needs 18,015 employees to operate efficiently, but only has 10,035 on staff. To make up the shortfall, the SRT hires around 4,000 "daily workers", usually on daily wages of 300 baht. It has also caused the SRT to pay massive amounts of overtime pay to current employees. For example, one station master in Pattani was paid 61,210 in monthly salary, but also an additional 102,271 baht in overtime pay.
To address a long list of complaints accusing SRT of a lack of transparency in bids for projects and procurement deals, Prime Minister Prayut Chan-o-cha fired the governor and board of the State Railway of Thailand in February 2017, using his special powers under Section 44 of the interim constitution.
Insurgent Attacks in the Far SouthEdit
On the Southern Line, between Hat Yai Junction and Su-ngai Kolok railway station, in the south of Songkhla Province, Pattani Province, Yala Province and Narathiwat Province there have been regular separatist attacks on rail infrastructure as part of the South Thailand insurgency. This includes bombs exploding at railway stations, on tracks and bridges, as well as shooting of passing trains. All stations between Hat Yai and Su-ngai Kolok have Border Patrol Police at each station.
The SRT operates all of Thailand's national rail lines. Bangkok Railway Station (Hua Lamphong Station) is the main terminus of all routes. Phahonyothin and ICD Ladkrabang are the main freight terminals.
The Northern Line runs alongside the Northeastern Line until the Ban Phachi Junction. There, it splits from the Northeastern Line and proceeds through Lopburi, Nakhon Sawan, Phichit, Phitsanulok, Denchai, Lampang, Lamphun, before finally reaching Chiang Mai, 751 km from Bangkok. There is also a branch off the mainline from Ban Dara Junction to Sawankhalok in Sukhothai Province.
- Bang Sue Junction - The largest freight yard in Thailand and hence the Phahonyothin main freight terminal. There is also a locomotive depot.
- Ayutthaya Station - Northern Bangkok suburban station. High passenger revenue, second only to Bangkok Station. It is possible to change here to the Northeastern Line.
- Ban Phachi Junction - A major junction, where the Northern and Northeastern lines separate.
- Lopburi Station - The end of northern Bangkok suburban service; a military town with lots of history.
- Nakhon Sawan Station - Nakhon Sawan Main Station, Nong Pling Station until 1956.
- Phichit Station- Phichit Main Station
- Phitsanulok Station - Phitsanulok Main station, town with the famous Phra Phuttha Chinnarat
- Ban Dara Junction - Junction for Sawankhalok Line
- Sawankhalok Station- Terminus of Sawankhalok Branch. Station for Sukhothai Province and travel to Sukhothai and Si Satchanalai Historical Parks.
- Uttaradit Station - Main station, Uttaradit Province.
- Sila At Station - Depot on the Northern Line. Refueling station and up trains will be cut at this station
- Den Chai Station - the dropping point for Phrae with a proposal for a junction for Den Chai – Chiang Rai route
- Nakhon Lampang Station - Depot on the Northern Line. Train will be cut further if going north to Chiang Mai.
- Khun Tan Station- Station in the mountains, base point and entrance for Doi Khuntan National Park. Railway bungalows also here
- Lamphun Station - Main station for Lamphun Province
- Chiang Mai Station - Northern terminus.
The Northeastern Line begins on the same route as the Northern Line, splitting at Ban Phachi Junction towards Nakhon Ratchasima. Then at Thanon Chira Junction, the line splits with one route passing Khon Kaen and Udon Thani before terminating at Nong Khai 624 kilometers from Bangkok. The other route passes through Buriram, Surin, Sisaket to reach Ubon Ratchathani, 575 km from Bangkok.
There is also another branch route originating from Kaeng Khoi Junction in Saraburi Province passing through Chai Badan District in Lopburi Province and Chatturat District in Chaiyaphum Province, before joining the mainline heading towards Nong Khai at Bua Yai Junction in Nakhon Ratchasima Province.
- Saraburi Station - Main Saraburi station, named Pak Priaw station until 1934.
- Kaeng Khoi Junction - The Bua Yai Line and Khlong Sip Kao line diverge from the mainline here. Main Depot with refuelling facility. The point for dividing freight trains into two trains to pass difficult section of Dong Phraya Yen (Kaeng Khoi - Pak Chong) or combining divided freight trains into one train
- Pak Chong Station - The gateway to Nakhon Ratchasima and the point for dividing freight trains into two to pass difficult section of Dong Phraya Yen (Kaeng Khoi - Pak Chong) or combining divided freight trains into one train
- Nakhon Ratchasima Station - Main depot of the Northeastern Line with refuelling facility and a branch line to 2nd Army Support Command. Main Nakhon Ratchasima station.
- Thanon Chira Junction - Junction for Nong Khai line close to Fort Suranaree (2nd Army Region HQ)
- Buriram Station - Buriram provincial station with a branch line to a quarry at Khao Kradong
- Surin Station - Main Surin station
- Si Sa Ket Station - Main Sisaket station.
- Ubon Ratchathani Station in town of Warin Chamrap - Terminus of South Isaan Line (also known as Ubon Line) with depot and refuelling facility. Named Varindr station until 1942-1943. Main Ubon Ratchathani Station.
- Lam Narai Station- Station on the Lam Narai/Bua Yai Branch, for Chai Badan Municipality.
- Chatturat Station- Station on the Lam Narai/Bua Yai Branch, alight for Chaiyaphum.
- Bua Yai Junction - junction with refuelling facility
- Khon Kaen Station - Khon Kaen main station
- Udon Thani Station - Udon Thani main station with refuelling facility.
- Nong Khai Station in town of Nong Khai - Terminus of North Isaan Line (also known as Nong Khai Line), provides a connection to Thanaleng Station in Vientiane, Laos. Main Nong Khai station.
The Southern Line begins in Bangkok and heads west towards Nakhon Pathom before splitting into three different routes. One route heads west to Kanchanaburi Province (210 km) while another heads north towards Suphan Buri (157 km). The Southern Line itself continues southbound through Ratchaburi, Phetchaburi, Hua Hin, Prachuap Khiri Khan Province, Chumphon, to Surat Thani 678 kilometers distant. From Surat Thani, there is a westerly branch towards Khiri Rat Nikhom while the main line continues south to Thung Song Junction in Nakhon Si Thammarat Province where another branch reaches Kantang in Trang Province. Not far away, another branch separates off the mainline at Khao Chum Thong Junction. The main line from Nakhon Sri Thammarat continues through Phatthalung before reaching Hat Yai Junction in Songkhla Province. From here, a line branches to connect with the Malaysian railway at Padang Besar and the mainline continues to Su-ngai Kolok passing through Yala Province.
- Bang Sue Junction - Main junction and freight terminal with main diesel locomotive depot and refuelling facility
- Bang Bamru Station- Suburban Station, all trains must stop here. First station after crossing the Rama 6 Bridge from Bang Sue.
- Taling Chan Junction- Junction for Southern Main Line(Bang Sue-Taling Chan Link) and Thonburi Branch.
- Thon Buri Station - Former terminus of Southern Line, however some southern trains remain to start the journey here.
- Salaya Station- Suburban Station, for Phutthamonthon District and Mahidol University (Salaya Campus)
- Nakhon Pathom Station - Main southern suburban station. Main Nakhon Pathom station.
- Nong Pladuk Junction - Junction for Namtok Branch Line and Suphan Buri Branch Line.
- Ban Pong Station - Interchange to Kanchanaburi for those who did not travel along Nam Tok branch line
- Ratchaburi Station - Terminal for southern suburban service, also Ratchaburi main station.
- Phetchaburi Station - Phetchaburi main station.
- Hua Hin Station - Provincial Station for Hua Hin in Prachuap Khiri Khan with crew changing station.
- Wang Phong Station- One of the stations in Pran Buri. Also for the nearby Thanarat Military Camp. More trains stop here for Pran Buri than Pran Buri Station itself.
- Pran Buri Station- Smaller station for Pran Buri, with a well-established Saturday Night Market opposite the station.
- Prachuap Khiri Khan Station - Prachuap Khiri Khan main station.
- Bang Saphan Yai Station - Regional town station. All trains going further south must stop here.
- Chumphon Station - Main Chumphon station, locomotive depot with refuelling facility
- Lang Suan Station- Provincial Station in Chumphon. Furthest extent of southern services from Thonburi.
- Ban Thung Pho Junction - Southern container yard, for Khiri Rat Nikhom Branch.
- Khiri Rat Nikhom Station - Terminus for the Khiri Rat Nikhom Branch and the railway to Phang Nga and Tanun (Phuket).
- Surat Thani Station - Crew changing station and Surat Thani main station.
- Thung Song Junction - Locomotive depot, refuelling facility and junction for Kantang Branch.
- Trang Station - Trang main station.
- Kantang Station - Terminus of Kantang Branch.
- Khao Chum Thong Junction - Junction for Nakhon Si Thammarat Branch.
- Nakhon Si Thammarat Station - Terminus of Nakhon Si Thammarat Branch. Nakhon Si Thammarat main station.
- Phatthalung Station - Phatthalung main station, crew changing station
- Hat Yai Junction - Main junction for Malaysia and Singapore and Main Line of Southern Line, Locomotive Depot and refuelling facility. Main Songkhla Station.
- Padang Besar Station - International KTM station in Malaysia. Trains continue to Butterworth (Penang) and further.
- Pattani Station - formerly Khok Pho station, Pattani main station.
- Yala Station - Main Yala station, crew changing station
- Tanyong Mat Station - for Ra Ngae district and Narathiwat.
- Su-ngai Kolok Station - Terminus of Southern Line. Used to be an international station until the termination of cross border services.
- Thon Buri Station - Terminus of Western Line
- Taling Chan Junction - Junction for Bangsue - Taling Chan link (also known as Rama 6 Line), the connection between south and north SRT systems opened with the building of the only rail bridge across the Chao Phraya River in 1925.
- Salaya Station - Bangkok suburban station close to Mahidol University (Salaya Campus)
- Nakhon Pathom Station - Nakhon Pathom main station.
- Nong Pladuk Junction - Junction for Suphan Buri and Kanchanaburi.
- Suphanburi Station - A 2-car DMU operates to Bangkok in the early morning and from Bangkok in the evening.
- Kanchanaburi Station - Main Kanchanaburi station
- Nam Tok Station - Terminus of Western Line.
The Eastern Line begins at Bangkok before heading through Chacheongsao, Prachinburi to terminate at Aranyaprathet in Sa Kaew Province, 255 kilometers from Bangkok. There is an unused rail link to Cambodia from Aranyaprathet, currently being rebuilt. A branch line also connects Khlong Sip Kao Junction to the Northeastern Line at Kaeng Khoi Junction. At Chachoengsao Junction, there is another branch to Sattahip. Along the route to Sattahip, at Si Racha Junction, there is yet another branch towards Laem Chabang Deep Sea Port and further at Khao Chi Chan Junction for Map Ta Phut Port, in Rayong.
- Makkasan Station - the main depot of SRT (Makkasan Works)
- Hua Mak Station - Bangkok suburban station
- Hua Takhe Station - Junction for ICD.
- Chachoengsao Junction - Junction for Laem Chabang (double track opened January 2012) and Aranyaprathet Line. Main Chachoengsao station.
- Khlong Sip Kao Junction- Junction for the Aranyaprathet Line and the Cargo Link to Kaeng Khoi Junction.
- Prachin Buri Station- Main Prachin Buri Province Rail Station.
- Kabin Buri Station- Half of long-distance Aranyaprathet Line services terminate here. In Prachin Buri Province.
- Sa Kaeo Station - Main Sa Kaeo station
- Aranyaprathet Station - Terminus of Aranyaprathet Main Line.
- Chonburi Station- Main Chonburi station
- Si Racha Junction - Junction for Laem Chabang Deep Sea Port.
- Pattaya Station - Railway station for Pattaya City.
- Khao Chi Chan Junction- Junction for Sattahip Commercial Port and Map Taphut Freight Line
- Ban Phlu Ta Luang Station -Terminus for current, operational, ordinary train from Bangkok.
- Map Ta Phut Station - Terminus of East Coast Line - freight trains only.
The Maeklong Railway, also operated by the SRT, is independent of the national rail network and is split into two sections. The line begins at Wongwian Yai in Bangkok before terminating at Mahachai where a ferry is used by passengers to cross the Tha Chin River. The line starts again across the river at Ban Laem and continues towards Mae Klong.
SRT operates intercity passenger services on the following lines:
- Bangkok-Ayutthaya-Saraburi-Nakhon Ratchasima-Khon Kaen-Udon Thani-Nong Khai
- Bangkok-Ayutthaya-Saraburi-Nakhon Ratchasima-Buriram-Surin-Sisaket-Ubon Ratchathani
- Bangkok-Chachoengsao-Prachinburi-Kabin Buri-Sa Kaeo-Aranyaprathet
- Bangkok-Chachoengsao-Chonburi-Pattaya-Ban Phlu Ta Luang
- Bangkok-Nakhon Pathom-Hua Hin-Surat Thani-Hat Yai-Butterworth (Malaysia)(International Express)
- Bangkok-Nakhon Pathom-Hua Hin-Surat Thani-Hat Yai-Su-ngai Kolok
- Bangkok-Nakhon Pathom-Hua Hin-Surat Thani-Thung Song-Nakhon Si Thammarat
- Bangkok-Nakhon Pathom-Hua Hin-Surat Thani-Thung Song-Kantang
- Bangkok-Nakhon Pathom-Kanchanaburi-Nam Tok
SRT previously (until 2016) operated international services to Butterworth in Penang, Malaysia, in conjunction with Malaysian state operator KTM. However, since early 2016 there is now just one "International Express" in each direction per day and this service now terminates at Padang Besar Station on the Thai/Malay border.
In December 2010, following Chinese plans to extend their (standard gauge) network to Xishuangbanna on the China-Laos border and further into Laos, the Thai government agreed to start negotiations on building a standard-gauge network. This would initially involve two lines: from Bangkok to the Lao border, and a longer line from Bangkok along the peninsula to the Malay border.
SRT also allows operation of the Eastern and Oriental Express on their tracks which runs from Singapore to Bangkok and vice versa, with a few trips to Laos and Chiang Mai.
- Malaysia - same 1,000 mm (3 ft 3 3⁄8 in) gauge
- Laos - same 1,000 mm (3 ft 3 3⁄8 in) gauge
- Myanmar - see Death Railway
The SRT operates commuter rail services from Bangkok along the Northern and Northeastern Lines up to Ayutthaya, Ban Phachi Junction, Lopburi and Kaeng Khoi Junction. Ten trains run along the route on a daily basis. A new service serving between Thonburi and Sala Ya was launched on 22 October 2010.
The Red Line project is a new commuter rail system also owned by the SRT. It is currently under construction and will replace portions of rail lines running through Bangkok, eliminating at-grade crossings.
Other passenger servicesEdit
Thai railways transported around 11 million tons of freight per year in 2007-2012, which was around 2% of the total amount of freight moved by all modes of transportation. While it is possible for freight trains to travel between Thailand and the neighboring countries (Malaysia and Laos), the amount of international rail freight presently constitutes only a minuscule portion of Thailand's foreign trade. In 2012, merely 95 thousand tons of export cargo left Thailand by rail, as compared to 12 million tons of cargo exported by road, and 114 million tons of cargo exported by ship. For import, the rail transport's share was even smaller.
Thai railways transport both bulk freight (primarily oil products and construction materials) and containerized freight. Most of the freight movement is between Bangkok and sea ports (in particular, between the deepwater port of Laem Chabang and the container terminal in Lad Krabang, in Bangkok's eastern suburbs).
In an attempt to increase the railway's share of the nation's freight transportation market, in 2016 the SRT, in a joint project with Japan, started experimenting with small, 12-foot containers. It is thought that, being smaller than the standard 20-foot containers, these containers can be more easily transported by truck between a rail station and the end customer. These containers are being tried on two routes from Bangkok's Bang Sue station: a 722-km route to Lamphun Province in the north of the country, and a 433-km route to Khon Kaen in the northeast.
Locomotives and multiple unitsEdit
Diesel electric locomotivesEdit
|Type||Manufacturer||Numbers||Year(s) built||Quantity built||Power||Max speed (km/h)||Image||Note|
|UM12C (GE)||General Electric||4001-4050||1963 (4001-4040)
|50||1,320 hp (0.98 MW)
(660 hp (0.49 MW)x2)
|103||Refurbished around 2010-2011.|
|AD24C (ALS)||Alsthom||4101-4154||1974–1975||54||2,400 hp (1.79 MW)||90||First batch of AD24C locomotives. Some refurbished with new MTU 16V4000R41R or Caterpillar diesel engines.|
|AD24C (AHK)||Alsthom, Henschel and Krupp||4201-4230||1980||30||2,400 hp (1.79 MW)||100||Second batch of AD24C, built under license by Henschel and Krupp. Some refurbished with new MTU 16V4000R41R  or Caterpillar diesel engines.|
|AD24C (ALD)||Alsthom||4301-4309||1983||9||2,400 hp (1.79 MW)||100||Third batch of AD24C. Some refurbished with Caterpillar diesel engines.|
|AD24C (ADD)||Alsthom||4401-4420||1985||20||2,400 hp (1.79 MW)||100||Fourth and last batch of AD24C. Some refurbished with new MTU 16V4000R41R or Caterpillar diesel engines.|
|8FA-36C (HID)||Hitachi||4501-4522||1993||22||2,860 hp (2.13 MW)
(1,430 hp (1.07 MW)x2)
|100||First batch of Main Line Locomotive Program, used MAN B&W Diesel engines in the short-term, then replaced by Cummins KTTA-50L engine, later modified to KTA-50L|
|CM22-7i (GEA)||General Electric||4523-4560||1995–1996||38||2,500 hp (1.86 MW)
(1,250 hp (0.93 MW)x2)
|100||Second batch of Main Line Locomotive Program, used Cummins KTA-50L engine. Some locomotives air-conditioned.|
|CSR SDA3||CRRC Qishuyan||5101-5120||2013–2015||20||3,190 hp (2.38 MW)||120 But limited 100||5101-5120 In Active|
Diesel hydraulic locomotivesEdit
|Type||Manufacturer||Numbers||Year built||Quantity built||Power (horsepower)||Max speed (km/h)||Image||Note|
|DH1200BB||Henschel||3001-3027||1964||27||1200||90||All locomotives except #3015 and 3013 are retired. #3026 preserved. Some sold to Italian-Thai construction and rebuilt by Vossloh, remainder scrapped.|
SRT 3020 preserved at Kantang
|M1500BB||Krupp & Krauss-Maffei||3101-3130||1969||30||1500||90||3118 Inactive 3113 3114 3121 3113 3114 3121 3113 3114 3121 have been placed into storage. Remainder sold or retired.|
Diesel multiple unitsEdit
|Type||Manufacturer||Numbers||Year built||Quantity built||Power (horsepower)||Max speed (km/h)||Image||Note|
|RHN||Hitachi||1011-1048 (power cars)
|1967||38+38||220||90||Now used as a Northeastern line commuter train. Some installed Nathan K3LA horn.|
|1971||8+4||220||70||Ex-Mahachai railways, to be refurbished. Similar bodyshell of THN and NKF but with different formation (power car-2 trailer cars).|
|THN||Tokyu, Hitachi and Nippon Sharyo||1101–1140||1983||40||235||105||Similar to NKF. Some installed Nathan K3LA horn.|
|NKF||Nippon Sharyo, Hitachi, Fuji Heavy Industries,Kawasaki Heavy Industries, Niigata Tekkousho, and Kinki Sharyo||1201–1264, (center) 2101-2112||1985||64+12||235||105||Similar to THN, but with plastic chairs. Some installed Nathan K3LA horn.|
|ASR||British Rail Engineering Limited, Derby Litchurch Lane Works||2501–2512, (center) 2113-2120||1991||12+8||285||160 km/h but Ministry of Transport limited the top speed to 120 km/h.||Metre gauge version of British Rail Class 158, with different gangways and couplers, and with inward-opening slam doors instead of plug doors. 3-car set until 2011, when all were refurbished with new seats, vinyl floors, an extra coach, plug doors and new livery. Some installed Nathan K3LA horn.|
|APD .20||Daewoo Heavy Industries||2513-2524 (center) 2121-2128||1995||10+8||298||120||First batch, narrow body. All units installed Nathan K3LA horn.|
|APD .60||Daewoo Heavy Industries||2525-2544||1996||20+40||298||120||Second batch, wide body. All units installed Nathan K3LA horn.|
Diesel hydraulic locomotivesEdit
|Type||Manufacturer||Numbers||Year built||Quantity built||Power (horsepower)||Max speed (km/h)||Image||Note|
|CR-8b||Plymouth Locomotive Works||2001-2010||1963 or 1964||10||900||80||All locomotives withdrawn in 1968 and sent to Vietnam|
Most of Thailand's roughly 4,000 km rail network is single track. A government initiative to move air and road transport to rail passed a major milestone on 28 December 2017 when the SRT signed nine contracts with private contractors to complete double tracking on 702 km of the SRT network. This phase one of the double-tracking project will cost 69.5 billion baht. The government's aim is to reduce the nation's logistical overhead, some 1.75 trillion baht, by moving air and road freight to rail. Moving a tonne of freight by rail costs 0.93 baht per kilometre compared with 1.72 baht by road. As of the contract signing date, 86 percent of Thailand's freight moves by road and only two percent by rail.
Phase one of the project will see the following five sections of double track laid by 2022:
- Map Kabao in Saraburi Province to Thanon Chira Junction in Nakhon Ratchasima Province, 136 km.
- Lopburi to Pak Nam Pho in Nakhon Sawan, 145 km.
- Nakhon Pathom to Hua Hin, 169 km.
- Hua Hin to Prachuap Khiri Khan, 84 km.
- Prachuap Khiri Khan to Chumphon, 168 km.
Cabinet approval is expected to allow the signing of contracts for phase two of the double tracking project by March 2018. The second phase will add a second track to 2,217 km of single track over nine rail links at a cost of 398 billion baht. Government plans call for an overall investment of 600 billion baht to create 2,588 km of double tracks.
High Speed RailwaysEdit
Bangkok–Chiang Mai ShinkansenEdit
Japan has proposed Shinkansen technology for a high-speed rail link between Bangkok and the northern city of Chiang Mai.
In August 2016, according to the Transport Minister Arkom Termpittayapaisith, Thailand and Japan discussed a high-speed train to link Bangkok and Chiang Mai. Japan agreed to use the Shinkansen as its bullet train model.
In December 2017 Japan reported to Thailand that construction of a Shinkansen-style bullet train between the two cities would cost the Thai government 420 billion baht (US$12.9 billion). The line would consist of 300 km/h trains traveling between the two cities in 3.5 hours, stopping at 12 stations en route. Fares would start at 80 baht, with a surcharge of 1.5 baht per kilometre. Full fares are expected to be just over 1,000 baht. Reacting to the high cost estimate, the Thai government instructed the Transport Ministry to study the possibility of reducing the train's maximum speed to 180–200 km/h in an effort to cut costs.
A feasibility study by the Japan International Cooperation Agency (JICA) in mid-2018 reported that the train as planned would run at a loss. JICA's study projects only 10,000 passengers per day on the route, as opposed to the 30,000 per day forecasted in the original planning proposals. To be profitable from ticket sales would require 50,000 fares per day.
The first phase of the 670 km long Bangkok-Chiang Mai bullet train project is the 380 km Bangkok to Phitsanulok stretch. It is estimated to cost 280 billion baht. Seven stations have been planned for this segment: Bang Sue, Don Mueang, Ayutthaya, Lopburi, Nakhon Sawan, Phichit, and Phitsanulok. To reduce costs, Thai authorities have proposed reducing the number of stations, but JICA has rejected this suggestion on the grounds that it defeats the original purpose of the project. This portion of the route is scheduled to be submitted to the Thai cabinet for financial approval in August 2018. Completion of the entire Bangkok–Chiang Mai line is projected to be 2025.
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- Winchester, Clarence, ed. (1936), "Trains in Siam", Railway Wonders of the World, pp. 1364–1368 illustrated description of the Siamese railways in the 1930s