Executive Summary Report CONTENTS. Page

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3 Executive Summary Report -i- CONTENTS Chapter 1 Introduction Project Background Justification for the Study Study Objectives 1-3 Chapter 2 Principles of Project Development Overall Principles of the Project Development Current Conditions Transport Network Existing Condition and Limitation of Freight Transport in the Study Area Review of Related Projects and Studies 2-8 Page 2.3 Concept for the Project Development Phase 1 : To Develop the Pak Bara Deep Sea Port and 2-10 the Freight Rail System for Export and Import Phase 2 : To Develop the Songkhla-2 Deep Sea Port and 2-11 the Freight Rail for Export and Import Including the Initial Phase of Landbridge Development Phase 3 : To Develop the Middle Phase of the Landbridge Phase 4 : To Develop the Long Term Development Strategy 2-12 of the Landbridge Chapter 3 Selection of Route Alignment and Criteria for Track Alignment Design Identification of Alternative Alignments Criteria for Comparison of Alternative Alignments Conclusion of Comparison for Alternative Alignments The Appropriate Alignment Revision of the Appropriate Alignment after Detailed Consideration Design Criteria 3-8

4 Executive Summary Report -ii- CONTENTS Page Chapter 4 Feasibility Study Demand Forecast Overview of International Trade of Thailand Demand Forecast for Hinterland Cargos Demand Forecast for Other Regions Cargos Demand Forecast for Southern China Cargos Demand Forecast for Transshipment Cargos Summary of Freight Demand Forecast Passenger Demand Forecast Cost Estimation for the Project Investment Economic Analysis Financial Analysis Establishment of Project Management Organization Project Investment Cost Review 4-18 Chapter 5 Environmental Impact Assessment and Public Participations Environmental Impact of the Project Public Participation 5-3 Chapter 6 Design of Track Embankment and Foundation Engineering Properties of Soil and Construction Materials Geology of the Project Site and Its Vicinity Subsoil Stratigraphy Engineering Properties of Soils Investigation of Construction Materials Design of the Track Embankment Criteria of the Design Soil Improvement for the Foundation Design of the Bridge Foundations 6-7

5 Executive Summary Report -iii- CONTENTS Page Chapter 7 Design of Station and Depot Conceptual Design of the Station Conceptual Design of the Depot 7-3 Chapter 8 Structure and Design of Bridges and Buildings The Structural Design of Bridges The Structure of Highway Bridge The Structure of Railway Bridge Structural Design of Railway Station and Depot Drainage System Topography and Drainage Direction Study of the Watershed Area Along the Railway Estimation of the Peak Discharge Design of the Drainage System 8-10 Chapter 9 Track Structure Track Structure Conceptual Design Design Criteria for the Main Track Components Port Railhead Ballasted Track and Ballastless Track 9-5 Chapter 10 Signaling and Telecommunications System 10-1 Chapter 11 Train Operation Rolling Stock Freight Train Passenger Train Track Layout Demand Forecast 11-3

6 Executive Summary Report -iv- CONTENTS Page 11.4 Train Operation Number of Trains Per Day Travel-Time Number of Rolling Stocks Freight Train Passenger Train Fuel Consumption Number of Tracks at Terminal 11-9 Chapter 12 Project Implementation Plan Introduction Stages of Work to be Executed Project Work Plan 12-4 Chapter 13 Conclusion and Recommendation Conclusion Recommendations on Issues of Policies and Overall Landbridge Development Recommendations of Issues Related to Deep Sea Port 13-3

7 CHAPTER 1 INTRODUCTION

8 Chapter 1 INTRODUCTION 1.1 Project Background The study of the master plan development for passenger and freight transportation in the southern economic zone of Thailand has been initiated a long time ago due to the fact that the area has a high potential in terms of location, geographical features and resources. The study will support the expansion of trade and transportation in the Asian region and link to other regions in the world. It will also enhance the potential of Thailand to become a Regional Transportation Hub by linking land transportation and marine transportation associated with freight transport in the Eastern Economic and Industrial Corridor, namely the Laem Chabang deep sea port, Chonburi province and Map Ta Phut, Rayong province. On February 27, 2007, The Cabinet s resolution approved the Thailand s Logistics Development Strategy ( ) as proposed by the National Economic and Social Development Board (NESDB). It assigned the Ministry of Transport for designing the major strategy on infrastructure development and also to be the main state agency, in cooperation with the Ministry of Commerce, Ministry of Energy, Ministry of Science and Technology and NESDB, to take responsibility of the strategic agenda on Transport and Logistics Network Optimization comprising: Strategic agenda 2.1: to develop an integrated logistics network, both locally and internationally. Strategic agenda 2.2: to support the management of transport for energy-saving purposes. This will eventually lead to lower transport costs at both local business and national levels. Strategic agenda 2.3: to develop new trade lanes to the Middle East, Africa and Europe via Thailand s Andaman Sea and to accommodate the expanding trade activities to its neighboring countries. Under the strategic agenda 2.3, it will develop a new trade route or New Trade Lane, consisting of projects to support the linking of the Gulf of Thailand Sea port development near Songkhla and the Andaman Sea port, namely the Pak Bara deep sea port. It will include the development of an intermodal transportation system to maximize the effectiveness of both road and rail transport, which will result in a reduction in national transportation and logistical costs, and an increase in the competitive capability with Thailand s neighbouring countries. It will also strengthen the stability of the southern part of Thailand by means of raising employment opportunities and the income levels of the local people living near the project and within the surrounding areas.

9 Executive Summary Report 1-2 In order to implement the Government s policy, the Ministry of Transport, represented by the Office of Transport and Traffic Policy and Planning (OTP) has conducted a feasibility study and preliminary design of a freight rail Landbridge between Songkhla 2 deep sea port at the Gulf of Thailand and the Pak Bara deep sea port at the Andaman coast to enhance and support freight rail transport from Satun to Songkhla. The project also included the selection of an appropriate location for inland container depot (ICD) in order to facilitate, enhance and support cargo distribution by rail and by other modes of transport. Figure 1.1 illustrators the project location map. 1.2 Justification for the Study Figure 1.1 Project Location Map Singapore is one of the most developed economic countries of Asia whose economy depends largely on commercial and industrial activities. However, Singapore has actually developed by virtue of maritime trade, based on its geographic location, as the marine transportation gateway between the Indian Ocean and the South China Sea - Pacific Ocean, including being the access point to and from Continental Asia to the Indonesian islands, Australia and New Zealand. Singapore, which is located on the most appropriate location for a port of call, has been a thriving port city for centuries, and even to this day, commercial activities and marine transportation are still at the heart of Singapore's economy. Currently, shipping bound for Singapore has to pass through the Straits of Malacca, which is one of the busiest and most congested seaways in the World with ever present risks of

10 Executive Summary Report 1-3 collision and security problems. This fact actually presents a good opportunity for Thailand which has strategic potential due to its geographic location between the Indian Ocean and the South China Sea. The proposed Landbridge can link the marine transportation activities of the countries in the Pacific Ocean to the East with others in the Indian Ocean to the West, so both the transportation cost and the time can be reduced. The Landbridge can enhance Thailand as a marine transportation hub, due to its appropriate location, topography and resources, in order to support the expansion of trade and transportation in this region and link to other regions in the world. The study of ASEAN Logistics Network 2008, found that there are 28 million TEUs/yr of container traffic passing through the Straits of Malacca and using the Port of Singapore, and the Malaysian ports of Tajung Pelepas and Port Kelang, where traffic will be continuously increasing in the future. Therefore, if the Pak Bara Songkhla-2 landbridge project is developed, a significant proportion of this increasing container traffic could be diverted through Thailand, which in turn could become a strategic commercial maritime hub of ASEAN and of the World. 1.3 Study Objectives The objectives of the feasibility study and preliminary design of the Pak Bara-Songkhla freight rail Landbridge project are as follows: 1. To conduct the feasibility study of freight rail Landbridge in terms of engineering, selection of route alignment, preliminary design, selection of appropriate design, defining right-of-way and types of structures for the special sections and intersections. 2. To study the economic, social and financial returns, environmental impact and appropriate project investment guidelines; and also prepare guidelines for private sector investment and define private sector s role.

11 CHAPTER 2 PRINCIPLES OF PROJECT DEVELOPMENT

12 Chapter 2 PRINCIPLES OF PROJECT DEVELOPMENT 2.1 Overall Principles of the Project Development The main objectives of the project are to construct a freight rail linking the Gulf of Thailand port and the Andaman Sea port in order to induce economic development in the southern region of Thailand as a Landbridge and to be a part of promoting gateway for exporting cargoes from other regions or Southern China through the Andaman Sea to Europe, Africa, Middle East and South Asia without having to detour through the Strait of Malacca. Thus, the freight route for import, export and transshipment cargoes through Thailand could be created, leading to a new trade lane through Thailand s international deep sea port. This will increase the competitive potential with neighbouring countries that their deep sea ports, in the west side (Andaman Sea) and the east side (Gulf of Thailand), are being expeditiously developed as well. However, the success of the project depends on the service achievement of the both Pak Bara and Songkhla 2 deep sea port. In order to motivate the shipping lines to use the port services with three important factors which are better, cheaper and faster than neighbouring ports. In the meantime, what the Thai Government must expedite in action is proactive public relations with relevant countries, which are main shipping line owners, manufacturers, and material source owners including consumers, in order to ensure that construction of both deep sea ports and freight rail linking both deep sea ports will be tangibly executed. Followings are the principles for the possibility of investment in project development. 1. This project development needs serious and successive supports in policies from the public sector in accordance with Thailand s Logistics Development Strategy. 2. Development processes of this project have to support and conform to the Pak Bara deep sea port development plan and the Songkhla 2 deep sea port. 3. As the construction of both deep sea ports does not start at the same time, this project needs to be able to support exporting and importing through the Andaman Sea by the Pak Bara port properly at the beginning phase and it needs to be the Landbridge at the middle and final phases of the project. 4. Negative impacts to the environment and people along the alignment shall be minimum, which the Consultant has already taken care by comparative studies of several alternative alignments thereby selected the most appropriate one.

13 Executive Summary Report The project has to be connected with SRT network properly in order to increase the efficiency of rail transportation and the potential of multimodal transportation services resulting in increasing the logistics of the country. 6. The overall natures of the project must be appropriate to encourage the public private partnerships investment or international concession in order to create the integrated administration between rail transport and port services leading to the efficient administration of multimodal transportation. 7. Government s may modify laws, rules and regulations to make the project competitive employing various measures, including tax privileges, subsidies from the Government or investment promotion from the Board of Investment (BOI) etc. It can be summarized that initially, the public sector has to create attractive images seriously and clearly for the main shipping lines in order to switch to the new trade lane. Then, the Government has to accelerate the development and always maintain the balance of services better than transportation routes of neighboring countries. 2.2 Current Conditions Transport Network Like the Eastern Seaboard, during the past 20 years, to promote the development in the area around the Landbridge project, the Government have to expand and improve transport networks and intermodal facilities to support domestic, regional and international trades. Transport networks in the project area are presented in Figure 2.1.

14 Executive Summary Report 2-3 Figure 2.1 Transport Networks in the Project Area 1. Road Network The major roads in the South are generally in good conditions with regular maintenance. The road networks that connect to the Landbridge project include Highway No. 4, 43, 406, 407, 408, 416, 4078, 4052, 4135, 4137, and 4145, as well as Rural Highway Sor. Tor. 3003, which connect the study area locally and nationally. Current roads that support the Pak Bara and Songkhla 2 ports and the recently completed projects are summarized in Figure 2.2.

15 Executive Summary Report 2-4 Figure 2.2 Road Network Development for Supporting Pak Bara Port and Songkhla 2 Port

16 Executive Summary Report Railway Network 1) Railway Lines The major route of railway network in the southern region of Thailand starts from Bangkok (km 0) to the Hat Yai junction (km 929). The route alignment is parallel to the Gulf of Thailand coastal line. From the Hat Yai junction, there are two railway lines to Malaysia border, i.e., southeast-bound to Sungai Kolok (km 1143) and southwestbound to Padang Besar (km 974). The Padang Besar line serves as the major route for passenger transport as well as international freight transport as a route to the Penang port in Malaysia. Overall railway network in the Kingdom is shown in Figure ) Depot and Container Yard Main depot in the southern region is located at the Hat Yai junction, which can facilitate locomotives, diesel rail cars as well as freight and passenger bogies. The nearest container yard is located at the north of Thung Pho junction (km 631), which provides transportation services to/from Malaysia as well as the northern areas. 3) Current Railway Service Condition 3. Port On average there are about 40 freight and passenger operating/direction/day. Although there are many ports in the southern region of Thailand, most of them are suitable only for the fishing and tourism. The ports that have potential in freight transport are Songkhla port, Ranong port, Phuket port, Kantang port, and Tammalang port. They are small to medium ports and particularly Songkhla, Ranong and Phuket serve as multipurpose ports.

17 Executive Summary Report 2-6 Figure 2.3 Existing Railway Network of Thailand

18 Executive Summary Report Existing Condition and Limitation of Freight Transport in the Study Area 1. Physical Limitation of Alignment Most of the route in the south railway network is flat with some slightly steep sections. The steep section is 19 km section between the Thungsong junction and the Ronpiboon station. In the steep section the maximum number of bogies that a locomotive can handle is reduced from 24 (in flat terrain) to 12. Train has to be split into two groups to traverse the steep section respectively by one locomotive, or two locomotives have to be employed to drag the whole train. As a result, SRT requires more locomotives in the steep section to keep travel time and reliability in a competitive level for freight transport. Low operating speed also affects the resource management of locomotive, as it lenghtens the turnover time. These result in high oprerating and maintenance costs. 2. Limitation of Existing Track Conditions Currently, operating speed of train is very low. The average operating speed for passenger train is around km/hr while that of freight train is around km/hr. The main reasons are: Single track system hampers train operation efficiency. Passing and overtaking operations require one train to stop and wait at the passing loop which affects operating speed considerably. Meter gauge system has inherent limitation on operation speed, i.e., maximum speeds allowed for passenger trains and freights train are km/hr and km/hr, respectively. Poor condition of track undermines safety and results in low running speed. Currently, 44% of track in the whole network is more than 20 years old. 3. Resource Deficiencies SRT has inadequate locomotives to support the market needs. Moreover, some of the available locomotives are not in good condition and cause higher rate of breakdown during operation. Currently, SRT s demand for locomotives is per day, while only approximately locomotives per day are available. Furthermore, freight bogies are also not enough to serve potential demand. The inadequate resource problem considerably hinders SRT s market penetration. 4. Over-Capacity Operation Over-capacity operation causes extensive delay in the network. Currently, SRT solves the problem by cancelling some train operations from regular schedule. However, it adversely affects the rail service reliability as entrepreneurs cannot accurately expect the actual

19 Executive Summary Report 2-8 schedule and the arrival time at the port, and thus cargos might miss the delivery date of shipment. 5. Level crossing Level crossing is the major cause of railway accidents. It also impedes high-speed operation. Currently, there are 2,191 level crossings in the whole network Review of Related Projects and Studies The Consultant has reviewed related projects and studies in order to understand the existing conditions and the future trend of transportation, especially railway and ports in the study area, as well as development strategies and plans as fundamental information for the study. Projects and studies reviewed are: 1) The study of new trade lanes 2) The development of multi-modal transport and logistics systems 3) Pilot projects for the development of railway freight transport and service 4) The development of transport networks connecting the neighbouring countries 5) The capacity management for the Lat Krabang ICD Chachoengsao - Laem Chabang port route 6) The study of railway and high speed rail master plan 7) Feasibility studies of previous track doubling projects including: Suburban railway track doubling Development of long loops in the North, the Northeast and the South (832 km) Track doubling for the east coast railway line 8) Singapore - Kunming Rail Line (SKRL) 9) Feasibility study and preliminary design of track doubling for transport and logistics (Phase 1) 10) Track rehabilitation project

20 Executive Summary Report 2-9 Besides the above mentioned projects, the Consultants also reviewed other related plans and projects, which are as follows. 1) The 10th National Economic and Social Development Plan, NESDB 2) Thailand Vision for the development of The 11th National Economic and Social Development Plan, NESDB 3) Development of Country and Regional Plan, Department of Public Works and Town & Country Planning 4) Area Development Strategy, NESDB 5) Planning for the Sustainable Development of Southern Thailand, NESDB and ADB 6) The Implementation Plan for the High Potential Area in The 10th National Economic and Social Development Plan, NESDB 7) Transport and Traffic Master Plan ) SRT s Corporate Plan ) The development of relating infrastructure The development of on the Andaman coast and the Gulf of Thailand coast Transport networks in the south of Thailand Transport networks for supporting the Pak Bara port and Songkhla 2 port Surat Thani Tha Nun Railway 10) Feasibility Study of a Landbridge across the Kra Isthmus in Southern Thailand (Dubai world) 11) Feasibility Study of Denchai - Chiang Rai Railway 12) Feasibility Study of the second Inland Container Depot 13) The public opinion survey for identifying development direction for transport networks supporting the Pak Bara port 14) The study for development of transport networks to support the Pak Bara port 15) Other transport infrastructure and logistics projects 16) Bay of Bengal Initiative for Multi-Sectoral Technical and Economic Cooperation (BIMSTEC) Transport Infrastructure and Logistics Study, BTILS 17) Study on Private-Initiative Infrastructure Projects in Developing Countries In FY2008 (Study on Development of Andaman Sea Gate Port In Kingdom of Thailand), JETRO 18) Thai Landbridge Project, Dubai World, 2009.

21 Executive Summary Report Concepts for the Project Development Implementation of the mega projects especially freight rail transportation needs vast capital. In project implementation, it is necessary to conform to freight transportation and passenger demands, engineering feasibility, construction technique, construction budget and administration and management costs for train operation, maintenance throughout service duration of all relevant infrastructures as well as environmental mitigation. It must also conform to Thailand s logistics development strategy. These are, therefore, sources of concept to implement the project in 4 phases as follows Phase 1 : To Develop the Pak Bara Deep Sea Port and the Freight Rail System for Export and Import The project phase 1 of the Freight Rail Linkage between the Gulf of Thailand port and the Andaman Sea port is to develop the freight rail system for export and import. It will be connected to SRT network at the south of Hat Yai junction on Hat Yai-Padang Besar line as shown in Figure 2.4. This phase will focus on supporting the Pak Bara deep sea port for freight transportation besides road transportation which has already been developed to support at a certain level. Figure 2.4 Concept for the Project Implementation Phase 1

22 Executive Summary Report Phase 2 : To Develop the Songkhla 2 Deep Sea Port and the Freight Rail for Export and Import Including the Initial Phase of Landbridge Development During phase 2 after construction of the Songkhla 2 deep sea port was completed, a single railway track for export and import will be constructed in meter gauge system (1.000 m). This railway line, an extension of phase 1, will connect the Songkhla 2 deep sea port to SRT network at the south of Hat Yai junction including chord line from Hat Yai to Su-ngai Kolok line as shown in Figure 2.5. The train operation of this phase is still a single track operation. Figure 2.5 Concept for the Project Implementation Phase 2 The main factor for the project development of this phase is to construct the Songkhla 2 deep sea port to be an international port by offering privileges to attract private shipping lines to administrate and manage port business Phase 3 : To Develop the Middle Phase of the Landbridge Phase 3 is to develop the freight rail system from a single track in phase 2 to be a double track railway to support of being a complete middle phase of the Landbridge and expand its capacity to support export and import cargoes by constructing another track in parallel from Pak Bara to the Songkhla 2 deep sea port and also connected to SRT network as shown in Figure 2.6. The double track operation of this phase will be more efficient in combination with passenger train operation between Satun province and Songkhla province or Satun province and other parts of Thailand.

23 Executive Summary Report 2-12 Figure 2.6 Concept for the Project Implementation Phase 3 The main factors for the development of this phase are the increased ratio of volumes of export and import cargoes through both ports and the Landbridge Phase 4 : To Develop the Long Term Development Strategy of the Landbridge Phase 4 is regarded to the development of the freight rail transportation between the Gulf of Thailand deep sea port and the Andaman Sea deep sea port to support of being a complete Landbridge. The third or fourth track will be constructed depending upon the success of the Landbridge services in the long term. The other two tracks will be operated as an independent double track system, exclusively for the Landbridge for transshipment only without linking to SRT network and not allow to passenger train to create the highest efficiency in transshipment through the Landbridge as shown in Figure 2.7. The train operation in this phase will be a double track operation for transshipment through the Landbridge only. An independent double track will create flexibility in concessions to the private sectors to operate and create motivation to both port operators to optimize the highest benefit of transshipment.

24 Executive Summary Report 2-13 Figure 2.7 Concept for the Project Implementation Phase 4

25 CHAPTER 3 SELECTION OF ROUTE ALIGNMENT AND CRITERIA FOR TRACK ALIGNMENT DESIGN

26 Chapter 3 SELECTION OF ROUTE ALIGNMENT AND CRITERIA FOR TRACK ALIGNMENT DESIGN 3.1 Identification of Alternative Alignment Identification of alternative alignments starts from the area between the beginning of the project at Pak Bara deep sea port, Satun province and the end of project at the Songkhla 2 deep sea port, Songkhla province by taking into consideration the restriction and natural control points which are basin class 1A, wild animal sanctuary, religious and historical places, school, hospital etc. The main criteria for selection are as follows. 1. The alternative alignment must not invade into basin class 1A and wild animal sanctuary. If it passes through such areas, a tunnel has to be constructed with the height level of the tunnel entrance lower than the height level of basin class 1A. 2. The alternative alignment must not affect important places e.g. historical place, temple, religious places, schools, educational places, hospitals, Government offices and conservative places. 3. The alternative alignment must take into account the necessity to demolish and compensate for the demolition to a minimum as well as the stability of permanent way, related with geology and environmental impact. 4. The alternative alignment must be suitable for drainage system in the area as well as not cause flooding due to project implementation. 5. The area where the alternative alignment has to intersect the main road and bridges across the river, specific consideration is required for the best execution for water transportation in the river. 6. The alternative alignment which passes through the mangrove areas must be elevated in order to avoid the destruction of mangrove areas. 7. The alternative alignment which uses the same right-of-way of the existing railway will be parallel to the existing railway. From the above criteria, the alternative alignments can be determined by beginning of the alignments from the Pak Bara deep sea port can be of the same corridor. Then the alignments will separate by having the ending point at the Songkhla 2 deep sea port. The alternative alignments can be divided into 5 alternatives (as shown in Figure 3.1) which compound of A-J sections and the use of the existing railway s right-of-way (Ext) as shown in Table 3.1.

27 Executive Summary Report 3-2 Figure 3.1 Map Showing Alternative Alignments of the Project

28 Executive Summary Report 3-3 Table 3.1 Alternative Alignment Description Alternative 1 ( A + B + D + Ext1 + J ) Total Distance km Alternative 1 starts from the Pak Bara deep sea port heading to the east to pass the north of the Khuan Kalong district (A Section). Then the alignment is adjusted to head to the northeast to parallel with a high-voltage transmission line and Highway Route No. 406 to the Rattaphum district (B Section). Upon linking with the existing railway at the Khuan Niang district (D Section), the alignment uses the same SRT right-of-way until the Wat Khuan Mit Railway Station (Ext 1 Section), the alignment separates from the SRT right-of-way to end at the Songkhla 2 port (J Section) at Ban Na Thub, Songkhla province. Alternative 2 ( A + B + E + Ext2 + J ) Total Distance km Alternative 2 starts from the Pak Bara deep sea port heading to the east to pass the north of the Khuan Kalong district (A Section). Then the alignment is adjusted to head to the northeast to parallel with a high-voltage transmission line and Highway Route No. 406 as Alternative 1 (B Section). After that the alignment turns to the east at the Khao Phra sub-district to parallel with Highway Route No and link with the existing railway of Hat Yai-Padang Besar railway line at the south of Hat Yai (E Section). The alignment uses the SRT right-of-way until the Wat Khuan Mit Railway Station (Ext 2 Section), the alignment separates from the SRT right-of-way to end at the Songkhla 2 port (J Section) at Ban Na Thub, Songkhla province. Alternative 2A ( A + B + E + F + H ) Total Distance 142 km From about the first 105 km (A+B+E Sections) until the south of Hat Yai, Alternative 2A is the same as Alternative 2. Only after linking with the existing railway, Alternative 2A has the new alignment being elevated the existing railways of the Hat Yai-Padang Besar railway line and Hat Yai- Su-ngai Kolok railway line and slope down to be at-grade section at the east of Hat Yai (F Section) then heading to the east to the end of alignment at the Songkhla 2 port (H Section) at Ban Na Thub, Songkhla province.

29 Executive Summary Report 3-4 Alternative 3 ( A + C + G + H ) Total Distance 138 km Table3.1 Alternative Alignment Description (Cont.) Alternative 3 starts from the Pak Bara deep sea port heading to the east to pass the north of the Khuan Kalong district (A Section). After that the alignment heads to a tunnel of approximately 16.5 km long to underpass the Banthat mountain range. After underpassing the Banthat mountain range (C Section), the alignment is adjusted to turn to the north until the north of Hat Yai (G Section) then the alignment heads to pass the north of the Na Mom district and ends at the Songkhla 2 port (H Section) at Ban Na Thub, Songkhla province. Alternative 4 ( A + C + I ) Total Distance 134 km Alternative 4 is the same as Alternative 3 from the beginning point at the Pak Bara deep sea port heading to the east to pass the north of the Khuan Kalong district (A Section) then entering the tunnel to underpass the Banthat mountain range (C Section).After underpassing the Banthat mountain range, the alignment heads to the east being elevated the Hat Yai-Padang Besar railway at Ban Khlong Ngae. The alignment is then adjusted to the northeast and cross over the Hat Yai- Su-ngai Kolok railway line at Pa Ching sub-district. The alignment ends at the Songkhla 2 port (I Section) at Ban Na Thub, Songkhla province. 3.2 Criteria for Comparison of Alternative Alignments In consideration for an appropriate alternative alignment, after a brainstorming discussion among experts of the project in order to determine the criteria for comparison of alternative alignments, the criteria can be determined by taking into consideration the suitability of the 3 parameters, which are as follows. 1. Engineering parameters consist of alignment length, horizontal and vertical alignment, difficulty and ease in construction, transportation efficiency and safety in train operation. 2. Economic and social parameters consist of immovable property compensation cost, construction cost and development of community areas. 3. Environmental parameters consist of soil resources, air, noise and vibration, surface water and aquatic ecosystems, plants and animals in terrestrial ecosystems, flood protection and drainage system, migration, land acquisition and transportation. Hence, in comparison of alternative alignments, scoring method for each alternative alignment according to the appropriateness of each parameter will be applied by weighting score for each parameter as follows (Details are shown in Table 3.2.)

30 Executive Summary Report 3-5 Engineering Parameter Table 3.2 Assignment of Weighting for Important Parameters 35 points Alignment Length 6 Considered Parameters Economical and Social Parameter Immovable Property Compensation Cost 25 points Environmental Parameter 40 points 9 Soil Resources 3 Horizontal Alignment 5 Construction Cost 8 Air, Noise and Vibration 6 Development of Community Surface Water and Aquatic Vertical Alignment 5 8 Areas Ecosystems 4 Difficulty and Ease in Plants and Animals in Terrestrial 7 Construction Ecosystems 7 Transportation Efficiency 8 Flood Protection and Drainage System 5 Safety in Train Operation 4 Migration and Land Acquisition Conclusion of Computations for Alternative Alignments Transportation 7 From consideration of the appropriateness of each alternative alignment in relation to the above parameters, Table 3.3 shows the comparative results of 5 alternative alignments as follows. Parameters Table 3.3 Results of the Alternative Alignments Alternative Alignment 1 2 2A 3 4 Engineering Economic and Social Environment Total Thus, from the comparing results based on the given criteria, it can be summarized that Alternative 2A is the most appropriate alignment which the Consultant shall use for the preliminary design further.

31 Executive Summary Report The Appropriate Alignment Alternative 2A is the most appropriate alignment for freight rail transportation linking the Gulf of Thailand deep sea port to the Andaman deep sea port with the total distance of approximately 142 km. The important characteristics which help make the alignment to be the most appropriate alignment are: 1. The alignment is feasible on engineering as it has a small number of horizontal and vertical curves. It can use the new railway s right-of-way through the alignment resulting in high efficiency and safety in train operation and speedy freight transportation. In addition, the alignment does not need any tunnel, therefore, the construction is easy and time saving. 2. Construction cost is not much high comparing with other alignments. Although immovable compensation cost is relatively high, the area, where Alternative 2A passes through, can be developed as trade area, communities, employment expansion including the other transportation networks can be developed resulting in the overall development of the country. 3. Alternative 2A Alignment has the least environmental impact when compared with other alignments. 4. It can accommodate freight rail transportation both exports and imports and it also has high potential to be developed to accommodate completely efficient freight rail landbridge transportation in the future. 3.5 Revision of the Appropriate Alignment After Detailed Consideration After the appropriate alignment (2A) has been selected, the Consultant visited the site for surveying the topography and the likely obstructions along the route. The aerial photos or satellite images and topographic survey are collected for consideration in preliminary design procedure of the alignment. The development of land use, dwelling, houses or buildings, is more than appearing in satellite images and aerial photos, so some part of alignment, especially Hat Yai district area passes through the high impact areas such as large industrial factory building, official buildings, state enterprises or religious places, etc. The high impact areas are as follows. At km , alignment passes through the area of Wat Hat Yai Sitaram. At km , alignment passes through the community area and large factory building. At km , alignment passes through the office of the Provincial Electricity Authority.

32 Executive Summary Report 3-7 Due to the all high impact areas, which are not far from each others, the Consultant considered in overall picture for revision of appropriate alignment from km to in the same time in order to avoid all high impact areas. The revision concept bases on engineering feasibility and minimization of the overall impact. Detailed of alignment revision is shown on Figure 3.2 to Figure 3.4 At km , the revised alignment is shifted to the north side of the Wat Hat Yai Sitarama, because there is empty space more than the south which has large community and the high voltage transmission line of the Electricity Generating Authority of Thailand. At km , the revised alignment is shifted to the south side of the factory building, because there is a quite dense community near the intersection between highway route no.4 and 43. At km , the revised alignment is shifted to the west side of the office of the Provincial Electricity Authority, because on the east side, there is a community and factory along the Highway Route no.43. Figure 3.2 Alignment Revision for Avoiding the Area of Wat HAT YAI SITARAMA

33 Executive Summary Report 3-8 Figure 3.3 Alignment Revision for Avoiding Factory Building in Hat Yai District Area Figure 3.4 Alignment Revision for Avoiding PEA Area After the alignment has been revised, the appropriate alignment of the Pak Bara-Songkhla Freight Rail Landbridge (Pak Bara - Khuan Kalong - Hat Yai - Chana) will be 142 km long, as shown on Figure 3.5. The alignment will be linked with existing SRT railway of the Hat Yai- Padang Besar and Hat Yai - Su-ngai Kolok railway line at the south of Hat Yai junction. 3.6 Design Criteria In order to connect to the SRT rail system network, the new rail system design shall be conformed to the present basic standard of SRT which are Meter Gauge system, 120 km/hr design speed, using BS 100A rail for the main track and BS80A rail for the siding track, 20 tons axle load, 10%, maximum slope or 10 in 1,000, 4.50 m of center of track to center of track and 5.00m of main track and siding track. In this study, the track structure is designed based on saving and ease of maintenance, so the track structure of the bridge connected, between Pak Bara deep sea port and the land shall be Ballastless Track and the track structure in land, even on embankment or elevated structure, shall be Ballasted Track.

34 Executive Summary Report 3-9 Figure 3.5 Railway Alignment for Freight Transportation Linking Pak Bara Deep Sea Port and Songkhla 2 Deep Sea Port

35 CHAPTER 4 FEASIBILITY STUDY

36 Chapter 4 FEASIBILITY STUDY 4.1 Demand Forecast The project demand forecast comprises two main parts, namely freight demand and passenger demand. 1. Freight demand forecast There are two main groups of freight expected to use the Landbridge, which are: 1) Import/export cargos via the Pak Bara port and Songkhla 2 port, comprising hinterland cargos, other region cargos and southern China cargos. 2) Transshipment cargos through the Landbridge route, which are diverted from the existing route transshipped in Malacca Strait The schematic diagram of the overall freight demand expected to use the Landbridge is shown in Figure 4.1. Southern China Cargo South Asia Middle East Africa Europe Import/Export to/from Other Regions Hinterland Import/Export Pak Bara Port Songkhla 2 Transshipment Port through Landbridge Transshipment through Malacca Strait Other Ports in Thailand East Asia America Australia Figure 4.1 Freight Demand for the Landbridge Project 2. Passenger demand forecast The passenger demand comprises (1) local passenger demand of the residents in La-ngu, Khuan Kalong and nearby areas; and (2) tourism demand accessing the tourist attractions around the project area such as Tarutao, Phetra Islands and Talay Ban National Parks.

37 Executive Summary Report Overview of the International Trade of Thailand 1. Export In 2009, the total export value was approximately 152,000 Million USD. The lists of the top trading partners are summarized in Table 4.1. Table 4.1 Thailand Export Value by Trading Partners (in 2009) Gulf of Thailand Side Trading Partners Andaman Sea Side Trading Partners No. Country Export Value Proportion Export Value Proportion No, Country (Million USD) (%) (Million USD) (%) 1 USA 16, Europe 21, China 16, Middle East 8, Japan 15, Africa 5, Hong Kong 9, South Asia 4, Australia 8, Sources: The Consultant s analysis from the Ministry of Commerce data The main cargos (by weight) exported via the Gulf of Thailand are cassava products (5.12 million tons), crude oil (2.37 million tons), oil products (2.26 Million tons), mining products (1.86 million tons), timber and timber products (1.81 million tons), rubber (1.63 million tons) and rice (1.44 million tons), respectively. The main cargos (by weight) exported via the Andaman Sea are Portland cement (5.57 million tons), rice (4.46 million tons), sugar and molasses (1.68 Million tons), oil products (1.53 million tons), chemical products (0.81 million tons) and timber and timber products (0.72 million tons), respectively. 2. Import In 2009, the total import value was approximately 134,000 Million USD. The lists of the top trading partners are summarized in Table 4.2 Table 4.2 Thailand Import Value by Trading Partners (in 2009) Gulf of Thailand Side Trading Partners Andaman Side Trading Partners No. Country Export Value Proportion Export Value Proportion No, Country (Million USD) (%) (Million USD) (%) 1 Japan 25, Europe 14, China 17, Middle East 16, USA 8, South Asia 1, South Korea 5, Africa 1, Sources: The Consultant s analysis from the Ministry of Commerce data

38 Executive Summary Report 4-3 The main cargos (by weight) imported via the Gulf of Thailand are chemical products (8.85 million tons), iron, steel and products (6.03 million tons), coal (4.65 Million tons), crude oil (2.43 million tons), and plants and products (2.42 million tons), respectively. The main cargos (by weight) imported via the Andaman Sea are crude oil (37.54 million tons), chemical products (3.81 million tons), fertilizer and pesticide (1.75 Million tons), natural gas petroleum (1.22 million tons) and metal ore and metal products (1.14 million tons), respectively Demand Forecast for the Hinterland Cargos The hinterland cargos comprise the cargos produced and consumed in the lower southern Thailand. To forecast the demand of hinterland cargos transported via the Pak Bara port and the Songkhla 2 port, the following information is taken into consideration. Data on import/export via customs houses in the south of Thailand Growth trend of economy and transportation activities after the development of a new sea port Results from the study of the Pak Bara port and the Songkhla 2 port by Marine Department. 1. Import/export data from customs houses In 2007 there were 1.46 million tons of cargos imported and 4.30 million tons of cargos exported via the southern customs houses. Export was mostly transported via the Padang Besar customs house (1.59 million tons by train), the Sadao customs house (1.59 million tons by truck) and the Songkhla customs house (0.68 million tons by ship), respectively. Export commodities mostly were rubber and products, wood and furniture, and sugar, respectively. Rubber is the main export product of the south of Thailand. The largest importers of Thai rubber are China, Japan, USA and Korea, respectively. This indicates that most of rubber is exported to the East of Thailand. The proportion between the amounts of rubber exported to the East and to the West is around 80:20. Import is mostly transported via the Sadao customs house (0.60 million tons by truck), the Songkhla customs house (0.49 million tons by ship) and the Ranong customs house (0.13 million tons by ship), respectively. Import commodities with the highest volume are industrial raw materials, seafood and fertilizers, respectively. The international trading to and from the south of Thailand can be separated into two main groups according to the transport route using land transport (either truck or train across the Thai - Malaysia border) or using coastal feeder vessel (including some direct export from the Songkhla port), as summarized in Table 4.3

39 Executive Summary Report 4-4 Table 4.3 Proportion of Import/Export Route Utilization for Cargos in the Southern Region of Thailand Export Import Costal Feeder* Land Transport across Thai - Malaysia Borders Costal Feeder Land Transport across Thai - Malaysia Borders Tons/year 1,008,783 3,290, , ,973 Proportion 23.46% 76.54% 44.06% 55.94% Sources: the Consultants analysis using 2007 data Note : * the figures include some direct export cargos from the Songkhla port The growth rates (during 2000 to 2007) of trading volumes via southern customs houses were approximately 6.3% for export and 20.2% for import. Mostly, cargos from the south of Thailand are exported to East Asia, USA and Europe, respectively. The proportion of the export volume of the south of Thailand cargos via the Andaman Sea to the export volume via the Gulf of Thailand is on average 23: Trading trend of hinterland cargos The future freight transport volume in the study area after the opening of the Pak Bara port and Songkhla 2 port is expected to increase significantly, especially in the first phase of development. The volumes come from: - Route shift of the existing demand of import/export - Induced demand arising from the development of ports and relating industries and industrial estates For the forecast of freight transport expansion, this study assumed that the expansion trend of the regional economy in terms of GRP (gross regional products) would be similar to that of the Eastern Seaboard area after the opening of the Laem Chabang port with additional assumption that trading volume is proportional to GRP. The growth rate of 8.7% per year is adopted for the economic expansion for the first five years after the opening of the Pak Bara port. For the rest of the years throughout the project life, the normal growth rate of 3.65%, which is estimated using the average rate between , is applied. The trading volume is then estimated using the average ratio of trading volume to GRP. 3. Demand forecast results The hinterland cargos can be categorized into groups by import/export gateway using supplementary information from the detailed design of the Pak Bara port, Marine Department (2009), and the feasibility study of the deep sea port on the Gulf of Thailand coast in the lower southern Thailand, Marine Department (2009).

40 Executive Summary Report 4-5 The demand forecast results for hinterland cargos transported via the Pak Bara port and the Songkhla 2 port are summarized in Figure 4.2. Export (TEU) 1,400,000 1,200,000 1,000, , , , ,000 0 Export (TEU) Souther Thailand GRP (Million Baht) ,000,000 1,500,000 1,000, ,000 0 GDP (Million Baht) Figure 4.2 Demand Forecasts for Hinterland Cargos Transported via Pak Bara and Songkhla 2 Ports Demand Forecast for Other Regional Cargos 1. The import and export from/to other regions besides the lower southern region of Thailand that will be used after the development of the Landbridge are considered from the route shift of cargos transported via Bangkok and Laem Chabang ports. These cargos are expected to change the transport route to import or export via the Pak Bara port. 2. It is expected that the throughput at the Laem Chabang port will increase at the growth of 6.5% in Then the growth rate will continuously decrease to 2.4% in However, at the Bangkok port, throughput is expected to be constant at the operating capacity of 1.4 million TEU. 3. The Origin-Destination (O-D) matrices from the study of the Pak Bara port (Marine Department, 2009) are applied as shown in Figure 4.3. Northern Region; 15% Bangkok; 6% Central Region; 31% Northeastern Region; 2% Souther Region; 6% Eastern Region; 5% Northern Region; 1% Northeastern Region; 29% Souther Region; 13% Export Eastern Region; 6% Central Region; 25% Import Bangkok; 61% Figure 4.3 Export/Import Proportion by Region

41 Executive Summary Report To estimate the proportion of cargos that would be shifted to the route via the new southern port, the study considers (1) weights of decision factors for selecting mode and route and (2) comparison of decision factors such as time and cost for the entire freight transport system between OD pair among alternative routes. 5. The weights of decision factors for route selection are estimated using the Analytic Hierarchy Process (AHP) which analyses the importance of factors from expert decision from the data collected from export/import entrepreneurs. The decision factors for route selection adopted are cost, time, reliability and convenience. 6. The result of the analysis indicates that the most important factor for the route selection for the entrepreneurs is cost, followed by reliability, with the weight of 38% and 33%, respectively, as presented in Figure 4.4. Convenience 15% Time 14% Reliability 33% Cost 38% Figure 4.4 Weight of Importance of Decision Factors for Overseas Marine Transport Route Selection (Importer/Exporter s Factors) 7. It is assumed that railway system will be improved to reach the comparable reliability and punctuality as road network. However, due to its convenience, road network has advantage over railway system as it can provide door-to-door service which does not require intermodal processes. 8. The comparison of cost and time for transporting via the Laem Chabang port and the Pak Bara port is shown in Figure 4.5.

42 Executive Summary Report 4-7 Difference Compared to the Route via Laem Chabang Port (%) Bangkok, Lower Central and Eastern Regions Nothern, Northeastern and Upper Central Regions Lower Southern Region Europe Africa Middle East South Asia East Asia USA Cost Difference Compared to the Route via Laem Chabang Port (%) Bangkok, Lower Central and Eastern Regions Nothern, Northeastern and Upper Central Regions Lower Southern Region Europe Africa Middle East South Asia East Asia USA Time Figure 4.5 Comparison of cost and time for transporting via Laem Chabang Port and Pak Bara Port The analysis results suggest the probability of route shift to the Pak Bara port as follows: - By train : export 20.5%, import 22.8% - By truck : export 8.3%, import 10.0% Demand Forecast for the Southern China Cargos 1. The areas in the southern part of China that have potential in trading through the new Landbridge are four Western areas of China including Yunnan province, Sichuan province, Guizhou province and Chongqing municipality.

43 Executive Summary Report The export/import forecast from the study of the intermodal facilities in Chiang Saen and Chiang Khong by OTP are adopted. The potential demand transported via the Landbridge is considered from the demand to/from Europe or Africa Demand Forecast for Transshipment Cargos In the future, Strait of Malacca would become more congested water transport route due to the growing intercontinental trading demand. Therefore, there is the full potentiality that some of the transshipment cargos from the existing route via the Malacca Strait would be diverted to the new route using the combination of the Songkhla 2 port, Pak Bara port and the Landbridge railway in the transshipment processes. However, transportation via the new route cannot attract through traffic traversing the Malacca Strait without transshipment. Therefore, such traffic is not included in the potential demand. The process of the analysis of transshipment demand can be described as follows: 1. Calculation of transshipment demand via the Malacca Strait This study adopts 7% per year growth rate (current rate) for the forecast of container demand through the Malacca Strait during and adopts the rate of 3.5% for the rest of the study period. And the limitation of the Malacca Strait is assumed to be 2.2 times of the present demand (50 million TEUs). The proportions of throughputs for the transshipment cargos to the total throughputs are 80%, 95% and 60% for the Port of Singapore, Tanjung Pelepas port and Port Klang, respectively. However, due to double counting of the throughputs (which count both inflow and outflow traffic), the actual transshipment cargos are approximately one half of the throughputs. 2. Conduct the analysis of the possibility of the transshipment via the Landbridge The possibility of the transshipment via the Landbridge is determined from expert decision through AHP method: - weights of decision factors for selecting shipping route using data collected from shipping line representatives and maritime transport specialists. The selected factors are time, cost, reliability and existing resource. - comparison of decision factors between the alternatives transport via the existing route or the Landbridge. The result of the analysis is presented in Figure 4.6 indicating that the most important factor for shipping route selection is existing resources with the relative weight of 39%, while reliability, cost and time factors with the relative weight of 29%, 22% and 10%, respectively.

44 Executive Summary Report 4-9 Existing Resource & Facilities 39% Time 10% Cost 22% Reliability 29% Figure 4.6 Weight of Importance of Decision Factors for Marine Transport Route Selection (Shipping Line s Factors) The study found that the Landbridge route could reduce two days of ship travel time from the existing route. However, it requires approximately one more day for berthing in transshipment process (for 7,000-TEU vessel). Total cost is calculated from daily operating cost and fuel cost of ship and transshipment cost. For the Landbridge route, rail transport and related handling costs are included in which SRT rates are applied. The comparison of cost and time suggests that the time and cost for both routes do not differ significantly. The cost of the Landbridge route is slightly higher than that of the existing route by 3-5%. However, the Landbridge route can help reduce total shipping time including transshipment time by 5-8%. The study result suggests the probabilities for selecting route are 84% for the existing route and 16% for the Landbridge route. The study applies additional assumption that only 20% of the transshipment demand would be adopted for the analysis due to the fact that some of transshipment cargos does not have potential for route shift since 1) there are some shipping lines that have a long-term contract with the ports in the existing route and moreover some shipping lines manage the port themselves and 2) the limitation of the ports in the Landbridge route which can accommodate the vessel up to the size of 7,000 TEU. Thus larger vessels are captive to the existing route.

45 Executive Summary Report Summary of the Freight Demand Forecast Additional assumptions applied for the analysis are: Due to the unfamiliarity with the new route in the opening period, 30% of derived potential demand is applied in the first year. After the first year, unfamiliarity gradually decreases up to year 2037 in which 100% of derived potential demand is applied. The study assumes 30% of derived potential demand for cargos from other regions and southern China cargos. Import and export are balanced by the import of empty containers. The study conducted two cases of demand forecast, namely: 1. With constraint case The capacities of the Pak Bara port and the Songkhla 2 port according to the latest designs are taken into account in the demand forecast. The study assumes that by improving management and technology, port capacity could be increased from the design capacity by 20%. The capacity constraints are summarized in Table 4.4. The demand forecast results are presented in Table4.5 to Table 4.6. Table 4.4 Port Constraint (Million TEUs) Port Pak Bara Songkhla Table 4.5 Freight Demand Forecast for the Landbridge Project: With Constraint Case ( 000 TEU) Pak Bara Port Songkhla 2 Port Export Import Import Transshipment Year Southern Other South Cargos and Export Cargos and Region Regions China Total Total Total Empty Empty Cargos Cargos Cargos Containers Containers Road Rail Road Rail Road Rail Total , , , , ,437 1,437 2, , ,743 1,743 3, ,398

46 Executive Summary Report 4-11 Table 4.6 Forecasts of Line Loadings on the Landbridge: With Constraint Case (TEU/year 2 Directions) Year Pak Bara Port Hat Yai Hat Yai Songkhla 2 Port ,000 12, ,204, , ,204, , ,248, , ,256, , ,218,000 1,412, ,572,000 1,412, Without constraint case Without the limitation due to the capacities of the Pak Bara port and the Songkhla 2 port, the demand forecast results are summarized in Table 4.7 to Table 4.8. Table 4.7 Freight Demand Forecast for the Landbridge Project: Without Constraint Case ( 000 TEU) Pak Bara Port Songkhla 2 Port Export Import Import Transshipment Year Southern Other South Cargos Export Cargos and Region Regions China Total Total Total and Empty Empty Cargos Cargos Cargos Containers Containers Road Rail Road Rail Road Rail Total , , , ,004 1, , ,234 1, ,058 1,058 2, ,512 1,398 Table 4.8 Forecasts of Line Loadings on the Landbridge: Without Constraint Case (TEU/year 2 Directions) Year Pak Bara Port Hat Yai Hat Yai Songkhla 2 Port , , ,172, , ,575, , ,042,000 1,196, ,538,000 1,522, ,906,000 1,724, ,182,000 1,802,000

47 Executive Summary Report Important factors required to achieve the forecasted demand Capacity and reliability of SRT railway outside the Landbridge route have to be improved according to the Railway Master Plan. Track doubling in the southern railway to Surat Thani should be completed by 2019 and to Padang Besar by Enough passing loops should be provided during when the track doubling implementation is underway. Costs for rail transport are equal to the present rates of SRT. Costs at the ports are equal to the present rates of the Laem Chabang Port. If the costs for the rail transport and port charges can be reduced, the Landbridge route will be more attractive. There are enough equipment and facilities with comparable efficiency to those of the ports in the Malacca Strait available at both Pak Bara Port and Songkhla 2 port. Inbound cargos are directly loaded to the Landbridge trains and delivered from the arrival port to the container yard at the departure port. There is no customs process or fee required for transshipment cargos. Government supports the related investments in the lower southern region enhancing economic development in the port hinterland in the same way as the case of the Laem Chabang port Passenger Demand Forecast The passenger demand in the Landbridge Project can be categorized in two groups which are 1. Local passengers The local passenger demand forecast is conducted using a transport model, namely National Model (NAM) developed by OTP. 2. Tourist passengers The famous tourist attractions are Tarutao, Phetra Islands and Talay Ban National Parks. the growth rate after the Tsunami incident with data published by the Tourism Authority of Thailand (TAT) is applied for the forecast up to Year 2027 (short-term forecast). For the long-term forecast ( ), half of the short-term forecast rate is applied. TAT data indicates that currently 15% of tourists travel to Songkhla by train. The extension of the railway to La-ngu would improve the accessibility of the tourist attractions in Satun and Songkhla areas. It is expected that the proportion of tourists travelling by train will increases to 30%.

48 Executive Summary Report 4-13 The passenger demand forecast for the Landbridge is summarized in Table 4.9 Table 4.9 Passenger Demand Forecast for the Landbridge Project Year Boarding (Trips/Day) Pass-Km Pass-Hr 2018 NA NA NA ,990 1, ,060 87,740 1, , ,490 1, , ,330 2, , ,160 2, Cost Estimation for the Project Investment The project investment cost which was estimated in order to use for the economic and financial return analysis, including the investment options and feasibility study report preparation was taken in conjunction with the preliminary design process. So, it was based on data from draft Preliminary Design Drawings by estimating in terms of unit price, i.e. price per length, price per area etc., with the following principles. 1. Estimation of the Construction Cost The Consultant assessed the collected price data, and latest construction unit from previous studies and reviewed projects, which have the same characteristic, or were constructed, or operated, or is studying, or under construction. They were analyzed to assess the possibility of unit cost at present in order to use as the appropriate unit cost for the project cost estimation of this study. 2. Property Expropriation Cost (Land and Fixed Property Compensation Cost) The Consultant checked the property data along the alignment from the Preliminary Design Drawings and checked the Land Appraisal Summary Table of the Treasury Department for the years The Consultant analyzed data according to the condition of land plots which the alignment passes through and summarized the appropriate value of land plots of each district and sub-districts which the alignment intersects in Baht per sq wah according to the principles of valuation. For the compensation of land and fixed property, the Consultant overlaid the alignment on the satellite photo and topographic map derived from topographic survey and assessed the compensation cost for buildings and property demolition according to the types in Baht per sq m.

49 Executive Summary Report Other Costs Other costs of the project, which are not included in the construction cost, consist of administration cost, construction supervision cost and insurances, utilities relocation cost, traffic control and management cost, environmental impact assessment and management cost. 4. Basis for cost estimation and summary of preliminary project investment cost Category of work in the project can be divided according to the type of work as track work, embankment work for at-grade railway, bridge structures and elevated railway structures work, signaling and telecommunication system work, the work of land expropriation, derogation of rights, relocation of buildings and property and compensation for perennial plant, the building work of stations, block posts and other buildings within depot, other civil works, and relevant buildings and service buildings, road, utilities connections, machinery and equipment used for the maintenance, procurement of locomotives and wagons, contingencies which cover utilities relocation such as electric posts and high-voltage transmission line, water pipeline and sewerage pipe etc. including costs for measures to prevent and monitor environmental impact. The investment cost estimation for the Project Feasibility Study is shown in Table Table 4.10 Summary of the Project Investment Cost from the Draft Preliminary Design Drawings (Used for the Feasibility Study)

50 Executive Summary Report Economic Analysis The economy analysis is processed based on the criteria issued by the Public Debt Management Office, Ministry of Finance on the investment of governmental. This study uses Cost-Benefit Analysis (CBA) as a tool for analysis due to the fact that it is acceptable for its international standard and that it is used even by the Asian Development Bank (ADB) 1. In this study, however, the social and economic environments have also been considered as important factors. The Consultant analyses the project in two cases as follows: Case 1 Case 2 An investment on (with constrain on the capacity of the port): the first phase of the project with railway construction between the Pak Bara deep sea port Hat Yai to be opened in 2018, the second phase of railway construction between Hat Yai to the Songkhla 2 deep sea port to be opened in 2019, and the third phase of setting sleepers and double tracking rail connecting Pak Bara and the Songkhla 2 port to be opened in 2020 As in Case 1, but without constrain on the capacity of the port However, the duration of the project construction will take 5 to 7 years for each investment phase of the project. Table 4.11 shows the details of the construction period. Table 4.11 Construction Period and Operation Year for Product Transportation Connecting Railway between the Gulf of Thailand and Andaman Coast Project investment Route km Construction period Operation Phase1 Pak Bara Deep Sea Port- Hat Yai Phase 2 Hat Yai - Songkhla 2 deep Sea Port Phase 3 Pak Bara Deep Sea Port - Songkhla 2 Deep Sea Port The case used as common basis consists of two components: the relating total cost and the return. The cost refers to the preliminary investment of the project, the remaining asset at the end of useful life, and O&M expenses while the return refers to the direct profit i.e. saving on vehicle operation cost, travelled time, accidental cost, container transportation, and product transferring cost. The indirect benefit refers to the benefit on land value added and hiring labour in the areas. The Consultant analyzes the project period for 30 years. The indicators such as 1 The bank publishes the CBA data analysis on the website on the topic of Guideline for evaluation of economic suitability of ADB.

51 Executive Summary Report 4-16 Economic Internal Rate of Return (EIRR), Net Present Value (NPV) and Benefit Cost Ratio (B/C Ratio) are analyzed.the analysis of economic as shown in Table 4.12 Table 4.12 Result of the Economic Return Analysis Economic Indices With constrain Case Without Constrain Case NPV (Discount 8%) 38,725 46,724 NPV (Discount 12%) 11,198 15,405 B/C Ratio (Discount 8%) B/C Ratio (Discount 12%) EIRR 16.19% 17.53% From Table 4.12 it was found that the case without constrain case had economic return as % and the return rate per investment were 1.98 and 1.47 which are higher than that of the case with constraint case. This can be explained the fact that more amount of containers can be transferred causing the increase of the project return. 4.4 Financial analysis The financial analysis is proceeded according to the regulation issued by the Public Debt Management Office, Ministry of Finance for the investment of governmental special projects as likely economic analysis. However, the analysis on the feasibility of the project finance was not considered on the loan source factors by the Consultant. This is due to the reason of making it works on the same basis and able to be used for comparing with other projects. This analysis works on the basis of using single capital resource i.e. the national budget where the government is the investor. The Consultant has analyzed based on two cases. On relation to the economic analysis, the financial analysis is set as 30 years after the construction. Financial analysis is analyzed in order to find the business possibility of the project relating to important financial indices e.g. the Net Present Value (NPV) of the Revenue. Here the revenue consists of the rate of container transportation from Hat Yai to the Pak Bara port, empty container maintenance and cleaning charge, transshipment rate between the Pak Bara port and the Songkhla 2 deep sea port and the average rate for transportation service from Hat Yai to La-ngu station. Cost includes the whole civil work, electrical and mechanical work, purchasing train, and administrative construction. The other cost is that of the post-construction or at the beginning of the operation including operation cost, maintenance cost, and staff salary. If the NPV of the benefit is higher than that of the cost (more than 1), the project is considered suitable for the investment.

52 Executive Summary Report 4-17 However, the indicators are analyzed comply with Financial Internal Rate of Return (FIRR), Net Present Value (NPV) and Benefit Cost Ratio (B/C Ratio). The result of 30 year-financial analysis done by the Consultant is shown in Table Table 4.13 The Result of the Return Analysis in 30 years Economic Indicator With Constrain Case Without Constrain Case NPV (Discount 5%) -35,725-33,426 B/C Ratio FIRR -3.36% -2.83% The data from Table 4.13 indicates that the 30 year-analysis provides low financial return i.e. with negative Net Present Value (NPV) and Benefit Cost Ratio (B/C Ratio) lower than 1 making it impossible for the project to make good profit for the entrepreneur, anyhow brings good economic returns of the country. 4.5 Establishment of the Project Management Organization By analyzing the most appropriate organization structure for managing the Landbridge project, it is found that the Public Private Partnership (PPP) is the most appropriate scenario. In this scheme, the new organization will be cooperated by the public and the private sectors. The public sector will invest in the infrastructure of the project as well as will act as the regulator who controls the policy and the quality of services. On the other hand, the private sector will invest in the mechanical and electrical equipment which is required for the operation and will act as the system operator. The most appropriate investment scheme for this scenario is the Net Cost Concession (NCC). In this scheme, the private sector will invest in provision of rolling stocks and perform operation and maintenance. The private sector will handle all revenue collection and manage the risk in business operation while the public sector will control the overall policy. This scheme will result in an organization which has an incentive to become successful and profitable and have high adaptability to the changing market. The establishment of such PPP organization needs to adhere strictly to the National PPP Law B.E The bidding should be international competition. The private companies that participate in the bidding will be tendering on the amount of revenue sharing with the public sector. In this scheme, the private sector will take the risk in marketing and overall operation, while the public sector has minimal risk. However, before proceeding with this scheme, it is advisable that the public sector should conduct market sounding to gauge the interest of the private sector in investing to this project. The result of the market sounding can be used to refine the PPP scheme to be suitable for both the public sector and the private sector.

53 Executive Summary Report Project Investment Cost Review Because the Consultant had initially estimated the project investment cost during preparation of the Draft Preliminary Design Drawings, the project investment cost from the Draft Preliminary Design Drawings was used for the economic and financial return analysis, including the investment options as mentioned above. When the Preliminary Design Drawings was fully prepared, the project investment cost was estimated again. The project investment cost was slightly different from the initial cost estimation (3 percent less than previous cost estimation) as shown in Table It can be deferred that the economic and financial return including investment options remains the same.

54 Executive Summary Report 4-19 Table 4.14 Summary of the Project Investment Cost from the Preliminary Design Drawings

55 CHAPTER 5 ENVIRONMENT IMPACT ASSESSMENT AND PUBLIC PARTICIPATIONS

56 Chapter 5 ENVIRONMENTAL IMPACT ASSESSMENT AND PUBLIC PARTICIPATIONS 5.1 Environmental Impact of the Project The development of the Freight Rail Landbridge between the Songkhla 2 deep sea port at the Gulf of Thailand and the Pak Bara deep sea port at the Andaman Sea covered the areas in Satun and Songkhla provinces with the estimated distance of 142 km. The project components include depot and stations, bridges across water bodies or roads, elevated railway bridges and the project office buildings. The important and environmentally sensitive resources and human establishments which will be affected by the project development include soil resources and soil erosion, land use in the conservation areas, ecosystems, air quality, noises and vibration, flood control and drainage, resettlement and compensation and transportation. The impact assessment and mitigate measures can be summarized as follows: 1. Soil resources and soil erosion impacts showed that the proposed railroad will affect high to severe soil losses (higher than 15 ton/rai/yr) total length of 2550 meters. Necessary mitigation measures include limitation of cuts and fills for the construction areas and finish by the dry season. Soil erosion prevention techniques should be employed for the high soil erosion sensitive areas. 2. It is found that some parts of the proposed router passes through the conservation areas and ecosystems prohibited by laws. Cabinet relief measures should be processed for the mangrove areas under the cabinet resolution on September 13, 1994 in La-ngu district, Satun province and Jana district, Songkhla province as well as the Petra Islands National Park which is located at the beginning of the project route areas at the Pak Bara deep sea port as here the elevated railroad will be constructed on the floating road of the port, so that there will be no impacts on the national park areas. It is envisaged that there may be some impacts on the ecosystems outside the park areas by interfering to the habitats and food sources of some wildlife including sediment dispersion in the waterways. Necessary mitigation measures include the proposed railroad design across the conservation areas should be elevated bridges with under protection from soils and other fallen materials into the conservation areas underneath. The construction of supporting posts in the water bodies should be avoided to minimize sediment dispersion, oils and greases trapping measures should be employed for proper eradication.

57 Executive Summary Report Air quality, noises and vibrations impacts from the project activities at different stages may affect the villages on the proposed routes and its vicinity. Necessary mitigation measures include confining the construction activities that may cause impacts on air quality, noises and vibrations and prevent the impacts that may induce by each activity, i.e. avoid construction activities by night nearby the communities etc. 4. Flood control and drainage of the proposed railroads may have some impacts along the railroads. Some parts of the railroads may obstruct the surface flow, i.e. the tributaries of Klong U-Tapao where the flow from the south to the Songkhla Lake on the north may slow down causing floods, but this may have advantage on decreasing the flows into the Hat Yai metropolitan city. Necessary mitigation measures include drainage system design to lessen the impacts, i.e. design the bridges or culvert under the railroad to drain water from the upper areas to the lower areas and design drainage culverts along both sides of the railroads to collect surface flow to drain into natural waterways. 5. Resettlements and compensations from the project development for the areas 50m distance along both sides of the railroad cover 4,995 rai. There are 309 houses affected which include concrete buildings, wooden structures, and temporary houses. Necessary mitigation measures include public relations to inform about compensation measures following laws, moral, culture, fairness and establishing specific committee to help in resettlement process. 6. Transportation during the construction phase and the number of trucks at work may interfere the traffic and transportation of the common passerby. But the advantage of railroad transportation may serve to decrease the transportation by trucks and lessen the road traffic and accident. Necessary mitigation measures include reforming the traffic in the counteraction areas by consulting concerned organizations in designating by-pass and transportation router. The design of roads under the bridges, elevated bridges over the railroads and junction/under railroad road appropriated for different areas to minimize the impacts from project development. 7. The railroad of the development project will stretch in the sea about 5km to connect with the Pak Bara deep sea port. During the construction process there will be piling posts work which may cause sea water turbidity. The study also show that the sediment dispersion from piling post works at the port and the railroad bridge will cause low impacts on water quality.

58 Executive Summary Report 5-3 The structures of the railroad bridge stretching into the sea will have low impacts on the change of wave energy and tide. It is assumed that the railroad structures will not cause any impacts on coastal erosion. 5.2 Public Participation The management of public participation and public relations is the important activity of the project to inform government officials, NGO s and stakeholders as well as interested general peoples, to acquire comments and suggestions to prepare guidelines in environmental impact assessment (EIA) and consider appropriate project modality, including to find appropriate communication channel between the project and stakeholders. In the process of public relations and public participation of the activities on Feasibility Study and Preliminary Design of the Pak Bara Songkhla Freight Rail Landbridge Project with consist of four major activities, i.e. (1) general meetings of public participation; (2) meetings and discussions with community leaders and local officials; (3) small group meetings with stakeholders; and (4) technical seminars. The project produces public relation materials to inform project information as shown in Table 5.1. The results of public relations and public participation activities are shown in Table 5.2. Table 5.1 Results of Public Participation Activities Activities Timing Place No. of participants 1. 1 st General Meeting of Public Participation (Project Orientation) 17 th December th December Sinkiat Thani Hotel, Satun - Hat Yai Paradise Hotel, Songkhla nd General Meeting of Public Participation (Project Conclusion) 2 nd August rd August Rungthip Kindergarten School Satun - J.B.Hotel Hat Yai, Songkhla st small group meeting 6-15 January groups in Satun - 23 groups in Songkhla 4. 2 nd small group meeting February groups in Satun - 5 groups in Songkhla 5. 3 rd small group meeting July groups in Satun - 3 groups in Songkhla (96*) 47 (3*) 6. Technical seminar 28 th April Siam City Hotel, Bangkok 93 RESULT : * Not registered.

59 Executive Summary Report 5-4 Activities Table 5.2 Results of Public Participation Activities Concluding Results 1. Public Participation 1) 1 st General Meeting Group.1 56 questionnaire respondents % shows high benefit % shows medium benefit 5.08 % shows low benefit 5.08 % shows no idea Group.2 66 questionnaire respondents % shows high benefit 5.08 % shows medium benefit 1.37 % shows low benefit 9.59 % shows no idea 2) 2nd General Meeting Group.1 35 questionnaire respondents For Self Benefit of Project % shows high benefit % shows medium benefit % shows low benefit % shows no benefit 5.71 % shows no idea For Public Benefit of Project % shows high benefit % shows medium benefit 8.57 % shows low benefit % shows no benefit 2.86 % shows no idea Group.2 78 questionnaire respondents For Self Benefit of Project % shows high benefit % shows medium benefit % shows low benefit % shows no benefit 8.97 % shows no idea For Public Benefit of Project % shows high benefit % shows medium benefit % shows low benefit % shows no benefit 5.13 % shows no idea

60 Executive Summary Report 5-5 Table 5.2 Results of Public Participation Activities (cont) Activities Concluding Results 2. Meeting with Community Leaders 1) The objectives are to inform the project and acquire suggestions and get permission to inform local authorities. 2) From interviews with 27 local leaders % agree to the project development % disagree the project development 3. Small Group Meetings 1) 1 st small group meeting 461 questionnaire respondents % highly agree with the project development 8.46 % low agree to the project development 5.64 % agree the project 3.47 % shows no idea 2) 2 nd small group meeting 91 questionnaire respondents % highly agree with project % agree with the project 9.89 % agree the project 3.30 % highly disagree the project 6.59 % shows no idea 3) 3 rd small group meeting 39 questionnaire respondents % agree with project 2.56 % disagree the project % shows no idea 4. Technical Seminar 33 questionnaire respondents % shows that the project development will have light benefit % shows intermediate result % shows the project development will have low benefit

61 Executive Summary Report 5-6 From the activities of the public participation meetings and seminars there are many comments and suggestions which can be divided into 4 groups as follows: 1. Engineering and Design Issues The engineering design should be appropriate with the areas to avoid flooding because in many project areas flooding is common. Sensitive areas should receive high attention, mitigation measures should be prepared. 2. Environmental Issues The future factories that induce chemical pollution should be aware. Flood control management should receive high consideration by the project development. The effects from Tsunami, Typhoon and fire form burning paddy fields may be sensitive in the project areas. The noise pollution may not affect human but the wildlife along the coast of Pak-Bara or mangrove areas i.e. sea turtle etc. 3. Socio-Economics Issues The railroad should include passenger transportation not only for cargo transportation. The railroad running through the communities may affect the way of life or separate the communities. Peoples are not sure whether the project is viable and they want to know whether industries or services will be the main focus. The investing companies should register with the local government to return taxes to locals, because local people will have health impacts. Comparison between with-project and without-project situate should be made for different aspects i.e. income for the people, revenue, sanitation values and loss of natural resources. Some concerns about land settlement, forest land encroachment should be aware. 4. Public Relations and Public Participation Issues The project is not well known to concerned areas. it should be given good representatives. The whole southern seaboard project should receive public hearing process before introduction of many subprojects.

62 Executive Summary Report 5-7 Local people should be invited to join the working committee or project administration team for the real benefit of the communities, not the outsiders. The feasibility study and preliminary design of this project were protest by some groups of the people during the 2 nd Public Participation meeting both at Satun and Songkhla. For Satun province there is a group of about 100 peoples concerning in the follow-up of the Satun Province Master Plan protest on the stage near the meeting room to turn down the project. In Songkhla province, there are 3 groups of NGOs comprising Rattaphumee Watershed Development and Conservation Network, Ban Nai Si Community Group and Ban Khlong Lam Saeng Community Group, which handed over three protest letters to the Deputy Director General of the Office of Transport and Traffic Policy and Planning to stop the project activities. The reasons these NGOs stated that the project will cause irreversible damages to the environment and the community way of life by the acquisition of land and agricultural area. The project did not provide sufficient information to the local people which highly transgressed the human rights thus all of the Southern Seaboard projects shall be reviewed the impact circumspectly and must be engaged in the public participation particularly with the local people. The opinions and recommendations received from the public participation and household interviews, the Consultant explained directly to them together with consideration of applying those comments to the study and design of this project in order to correspond to the requirements of the stakeholders with a view to minimize the negative environmental impact from the development of the Pak Bara Songkhla Freight Rail Landbridge Project.

63 CHAPTER 6 DESIGN OF TRACK EMBANKMENT AND FOUNDATION

64 Chapter 6 DESIGN OF TRACK EMBANKMENT AND FOUNDATION 6.1 Engineering Properties of Soil and Construction Materials Geology of the Project Site and Its Vicinity The track route is located on the area of the two main conditions of geology. Most of the route is on the deposit of Quaternary period, and the middle of the route (km 50 to 60) is on the igneous rocks of Triassic period to sedimentary rocks of Ordovician Jurassic period Subsoil Stratigraphy The subsurface investigation along the route was comprised of 19 soil borings and 14 test pits, the results of the investigation can be concluded as follows: Km to : Loose to dense sand underlain by soft to medium clay and followed by hard clay. Km to : Km to : Engineering Properties of Soils Stiff clay or medium dense to very dense sand, or stiff clay and dense sand alternating layers and some locations found soft to medium clay alternating in stiff clay. Loose to dense sand underlain by soft to medium clay and followed by dense sand layer and soft clay layer again, and underlained by stiff clay with thin layer of dense sand alternating until the end of borehole. The soils classified by USCS were included clay, silt, sand and ground as CL, CH, CL-ML, MH, ML, SM, SC, SC-SM, SP-SM and GC. The natural water contents are quite low and consistent in the sand layer, low in stiff clay and quite high in soft clay. The SPT N values are not high in the top soil layer and increasing with depths.

65 Executive Summary Report 6-2 Figure 6.1 Geological Map of the Project Site and Its Vicinity

66 Executive Summary Report 6-3 Figure 6.2 Soil Profile along the Railway Line

67 Executive Summary Report Investigation of Construction Materials The sources of construction materials, which consist of crushed rocks, sand, lateritic soil for works of concreting, and embankment and ballast having good and suitable engineering properties, were investigated. The hauling distance from the sources to the project site shall not be long enough in order to lower the cost of transportation. The investigation in the field and combining the information searched from the website of Branch No. 15, Department of Highway at Songkhla are summarized for 10 sources of sand, 13 sources of lateritic soil, and 11 sources of rocks.

68 Executive Summary Report 6-5 Figure 6.3 The Location of and Sources for Construction Materials

69 Executive Summary Report Design of the Track Embankment The track embankment was designed to have enough strength to bear weights of trains and transporting goods with very low settlement. Two typical types of embankment or tracks foundations are suggested to use in the project, i.e. deep soil improvement for embankment or piling for elevated structures. They should be used on the soft soil in the coastal area, where embankment placing on the existing ground or shallow depth soil improvement. The typical section of the embankment was designed as trapezoid shape containing layers of ballast, subballast, finish sub-grade, and fill material from the top to the bottom of the embankment of the track Criteria of the Design Figure 6.4 Typical Section of Double Track Embankment The embankment for the track shall be safe by checking the three conditions of failure. Their analysis comprises of bearing capacity of soil foundation, stability of the slope, and expected settlement Soil Improvement for the Foundation The stability of the embankment was analyzed for the embankment of 5 m high, live load 5 ton/m 2, and using soil parameters from each borehole. It was found that Factors of Safety (FS) at some boreholes are lower than 1.5 due to the first soil layer of m consisting of sand material with no cohesion. In order to increase the stability of the embankment, an improvement of shallow soil to increase the strength of the top soil layer is suggested by replacing the top existing soil with higher quality of new compacted soil, e.g. clayey sand (SC) soil having cohesion and internal friction angle not less than 20 kn/m 2 and 30 degrees respectively.

70 Executive Summary Report Design of the Bridge Foundations The foundations of track across river, stream and road should be pile foundation including foundations of station and depot supporting the total loads without settlement or very small amount of settlement in the soil condition of medium to very stiff clay. For bridges from the land to the sea ports in the Andaman Sea and the Gulf of Thailand, the soil data for foundation were considered from soil boring data for the project and the secondary data from the report of the Pak Bara deep sea port and the report of Feasibility Study and Preliminary Design of the Pak Bara - Songkhla Freight Rail Landbridge Project. The soil profiles, in general, of both sides of the sea are clay and sand alternating, whereas the stiff clay in the Songkhla side is located deeper than the Pak Bara side. The pile foundation of the bridges will be suitable in both sides of the seas. During the period of detailed design, the more subsurface investigation with deeper depths to dense sand layer should be undertaken to collect sufficient soil information to calculate pile capacity accurately in vertical and lateral directions, and to consider the depth to locate the bottom of the pile to reduce the problem of differential settlement of the structures.

71 CHAPTER 7 DESIGN OF STATION AND DEPOT

72 Chapter 7 DESIGN OF STATION AND DEPOT 7.1 Conceptual Design of the Station The passenger station area at the Khuan Kalong station and the La-ngu station has the width of 40 m and lies along the railway for approximately 1 km each. The main area composes of: 1. Zone A : The station area consists of the station building, platform, car and motorcycle parking lots, public bus parking lots, and private parking lots for the staff. 2. Zone B : The housing staff area consists of two storey residential buildings (2 buildings). The surrounded area is planed to be shady area with recreational area for the railway staff. The architecture design of the passenger building considers the local identity and appropriate style of such areas. The idea of modern locality is the integration of modernization and locality in order to create community imagery around the station including the simplicity of form and structure and the use of modern materials. As for the locality, the physical characters on landmark of the local areas in Songkhla and Satun provinces. Figure 7.1 Site Planning of the Station

73 Executive Summary Report 7-2 Figure 7.2 Station Design

74 Executive Summary Report Conceptual Design of the Depot The zoning plan should serve the functional approach emphasizing on the effectiveness of maintenance for the locomotive and the train. This is done by grouping the buildings to create a continuation on maintaining process. The fuel station and chemical storages should be separated from the building affected by pollution or risky for accidents. The main concept of the depot architectural design is to serve the utilization. The focus is on the simplicity and the ease of maintenance. The structure selecting should be suitable for each type of building. The depot area should go along side with the line. The feature should be rectangular in shape with 1,000m (long) x 80m (wide) in size. It should be fenced for the security purposes at entrance-exit ways. The factors to be considered are the handling capacities e.g. types and number of train including passenger trains. In general, major components of a depot are: 1. Zone A : Area for project administration composing of administrative office building, canteen, service area, and parking lots for cars and motorcycles 2. Zone B : Maintenance area composing of maintenance building, operational building, storage including supporting operational area, parking lots for cars and motorcycles 3. Zone C : residential area composing of a 4-story residential building, canteen, other facilities e.g. sport court, parking lots for cars and motorcycles Figure 7.3 Site Planning of the Depot

75 7-4 Figure 7.4 Architectural Design of Depot Executive Summary Report

76 CHAPTER 8 STRUCTURE AND DESIGN OF BRIDGE AND BUILDINGS

77 Chapter 8 STRUCTURE AND DESIGN OF BRIDGES AND BUILDINGS 8.1 The Structural Design of Bridges This project contained preliminary design of bridge structures such as Highway Overpass Bridge over railroad, Railway Bridge across the waterway, Railway Bridge across the highway road and existing railroad, Elevated Railway Structure and Railway Bridge in the sea. The analysis and design of highway bridge structures followed DOH Standard and AASHTO Standard Specification for Highway Bridges In additional, other appropriate standards were also used in the design. The regulations of other national government agencies were taken into account such as State Railway of Thailand (SRT), Irrigation Department, Marine Department, and etc. The analysis and design of railway bridge structure followed the State Railway of Thailand Standards (SRT Standards) and BS 5400 British Standard (newest version). In additional, other appropriate standards were also used in the design. The regulations of other national government agencies were taken into account as mentioned before The Structure of Highway Bridge Two and four traffic-lanes of the highway overpass bridges over railroad are proposed by using 35 meters typical span length of post-tensioned concrete box girder supported by single column. The extra 50-meter span length is used when the bridge crosses over right of way of the railroad to avoid future pier relocations that may obstruct the construction of supplementary tracks in the future. The typical configurations of such highway overpass bridges over railroad are illustrated in Figure 8.1 to Figure 8.3. Figure 8.1 View of Highway Overpass Bridge over Railroad Of Pak Bara Songkla Freight Landbridge Project

78 Executive Summary Report 8-2 Figure Lane Highway Overpass Bridge over Railroad Figure Lane Highway Overpass Bridge over Railroad Of Pak Bara Songkla Freight Landbridge Project

79 Executive Summary Report The Structure of Railway Bridge The appropriate structure of railway bridges for double tracks can be summarized as followed. 1. Railway Bridge over waterway 1) For railway bridges over the small waterway, a simple-span post-tensioned concrete I-girders supported by both side abutments will be used for railway bridges with 25-meter span length as illustrated in Figure 8.4. Figure 8.4 Doubled Tracks Railway Bridge over the Small Waterway Layout 2) For railway bridges over the medium waterway, the multi-span post-tensioned concrete I-girders supported by a series of single columns will be used for railway bridges having the typical span length of 20 to 25 meters with the maximum total bridge length less than 100 meters as illustrated in Figure 8.5. Figure 8.5 Doubled Tracks Railway Bridge over the Medium Waterway Layout Of Pak Bara Songkla Freight Landbridge Project

80 Executive Summary Report Elevated Railway Structure In general, the typical railway bridge structures are the elevated structures incorporated with multi-span girders by providing total bridge length more than 100 meters. The typical sets of 3x35 meters continuous span post-tensioned box girders supported by a series of single columns are proposed as illustrated in Figure 8.6 to Figure 8.9. Figure 8.6 Typical Elevated Railway Structure Layout Figure 8.7 Typical Elevated Railway Structure Section Of Pak Bara Songkla Freight Landbridge Project

81 Executive Summary Report 8-5 Figure 8.8 View of the Railway Bridge across the Road Figure 8.9 View of the Railway Bridge across the Waterway or Mangrove Forest Of Pak Bara Songkla Freight Landbridge Project

82 Executive Summary Report Sea Bridge Structure Railway bridge structure in the sea is normally the elevated guideway structure which contained the typical sets of 3x30 meters continuous span of girders. By arranging the girders span length and location of piers in accordance with the highway bridge to the port, this type of bridge structure provides the extra 50.5-meter span length at the navigator gate location for the ship as illustrated in the present construction drawings of the Pak Bara deep sea port. The post-tensioned box girder supported by a series of single columns is proposed as illustrated in Figure 8.10 through Figure Figure 8.10 Railway Bridge in the Sea Layout Figure 8.11 Railway Bridge in the Sea Section Of Pak Bara Songkla Freight Landbridge Project

83 Executive Summary Report 8-7 Figure 8.12 View of Railway Bridge in the Sea parallel to the Pak Bara Deep Sea Port Highway Bridge 8.2 Structural Design of Railway Station and Depot The structural analysis and design of building structures are followed Engineering Institute of Thailand Standards and American Concrete Institute, Building Code Requirement for Reinforced Concrete (ACI ). In addition, other appropriate design standards can be applied as a supplementary design proposes. The regulations of other national government agencies can be also taken into consideration. In practice, reinforced concrete structure with structural steel roof is intently used for most of building structures considered in this project. 8.3 Drainage System The study on drainage system along the railway connecting freight between the Gulf of Thailand and the Andaman Sea will focus on the hydrology and the natural drainage system in the area passed by the railway line. The data obtained will be used for as basis for designing the size of the drainage system along the railway. The details of the study are shown in the following parts. Of Pak Bara Songkla Freight Landbridge Project

84 Executive Summary Report Topography and Drainage Direction The topography of the study area is used for the preliminary designing of the railway connecting freight between the Gulf of Thailand and the Andaman coast. The study area composes the western and eastern areas divided by the Nakorn Sri Thammarat mountain range which lies from the north to the south from the province of Trang and Phatthalung down to Songkhla province ending at Satun province. The western area consists of short waterways going from the east of the range onto the Andaman Sea on the west and south-west. The major waterways in the western area include La-ngu canal, Rung Ka canal, and Duson canal. For the eastern include Rattaphum canal, U-Tapao canal, and Natawee canal. Figure 8.13 shows the river basin system and drainage direction. Of Pak Bara Songkla Freight Landbridge Project

85 Executive Summary Report 8-9 Figure 8.13 River Basin System and the Drainage Direction Of Pak Bara Songkla Freight Landbridge Project

86 Executive Summary Report Study of the Watershed Area Along the Railway Regarding the drainage system condition of the railway, the watershed area along the railway line is 3,511 sq km covering the area from port on the Gulf of Thailand side at Songkhla to the Andaman Sea side at Satun, with approximately km in length. The watershed areas are considered and divided based on the geographical and the natural direction of water flow. The total number of divided areas is 73, covering area ranging from 0.27 to 1, sq km Estimation of the Peak Discharge The analysis of the peak discharge is related to the design of the peak discharge for the railway drainage system using two study guidelines: the Rational Formula for the area less than 25 sq km and the Regional Flood Frequency Analysis for that larger than 25 sq km. The result of study the peak discharge as 100 years frequency phase ranging 1.26 to m 3 /sec Design of the Drainage System To design of the drainage system, the obtained data on the peak discharge at the frequency phases of occurrences are used. These data are used depending on the types of building and the rate of acceptable risk. The components of the study on the feasibility and preliminary design of the Pak Bara Songkhla Freight Rail Landbridge Project (Landbridge Project) are of two major characteristics: 1. Bridges or culvert under the railway which are key components for draining water in the watershed from upstream to downstream will further go onto the natural water resources. These types of constructions become the key component where the design of the peak discharge should be no less than 100 year frequency phase. If the design is too low, this will strongly affect the draining condition of the upstream of the railway. The results of the design on culvert show that round pipes have a size ranging from 1.20m ( 1 to 2 pipes), square pipes have a size ranging from 1.50 x 1.50, 1.80 x 1.80m, and 2.00 x 2.00m (1 to 3 pipes). The bridge should go along with the topography condition and the amount of flooding in the lower plain areas and watercourses. However, to make the most use of the culverts for traveling, the pipe size should be adjusted into a square shape with 3.00 x 3.00m in size (1 to 2 pipes instead) so that the better draining is obtained. The drainage channels on either side of the railway are sub-component supporting the collecting of the peak discharge along the railway running into the natural water resources at the end of the railway going through the bridge where the culvert lies. The design fixes the peak discharge at the frequency rate of occurrence not lower than 20 years. This is due to the fact that if the amount of peak discharge is higher than the design, such discharge will possibly overflow to the bridge or culvert designed. Of Pak Bara Songkla Freight Landbridge Project

87 Executive Summary Report 8-11 The results of the design on both sides of drainage channels indicate that the construction of the ditches should be in trapezoid shape, with 0.50m width, 1.00m deep, and side slope 1: 1. The slope along the railway according to the topography should not be higher than 1: 500. If the slope is higher than this, the level of the draining bottom should be reduced but not more than 0.50 Of Pak Bara Songkla Freight Landbridge Project

88 CHAPTER 9 TRACK STRUCTURE

89 Chapter 9 TRACK STRUCTURE 9.1 Track Structure Conceptual Design To achieve interconnectivity with the railway network of the State Railway of Thailand (SRT), the track system for this project shall comply with SRT s standards or International Standards approved by SRT, i.e. track gauge 1,000mm, accommodate the axle load of 20 tons, running speed of 120Km/h for the passenger train and 100Km/h for freight train, using diesel electric locomotive power of 3,000 HP which capable to haulage a 40-wagons train. To be easily and economical to construct and maintenance, it is determined to employ Ballastless Track on the long viaduct out to the sea around 5km connecting the Pak Bara deep sea port to the shore. For the other entire onshore track over the route forward to Songkhla 2 deep sea port, even on the elevated structure, Ballasted Track will be preferred including the Railhead of both ports. 9.2 Design Criteria for the Main Track Components Rail Sleepers and Fastenings Turnouts Depot Chord Lines BS100A for main line and siding track at Block Post Station which will be developed as part of the main line in the future. BS80A for track in the depot and siding track for train stopping front of the passenger station. Precast, Pre-stressed Concrete (PSC) being manufactured in Thailand turnout bearers Elastic fastenings conformed to the International standard approved by SRT, Thai made components being undertaken as much as possible. 1:16 and 1:12 on main line or siding track at Block Post Station 1:10 and 1:8 on sidings at passenger station and in the depot A depot will be constructed under Phase 1 of the project The chord line will be constructed under Phase 1 on the project route alignment, Hat Yai - Pak Bara section, connecting to the Hat Yai junction via Hat Yai - Padang Besar line. In Phase 2 will construct another chord line from Hat Yai Su-ngai Kolok line connecting with the project route alignment towards to Songkhla 2 deep sea port.

90 Executive Summary Report Port Railhead The Pak Bara deep sea port layout design will allocate a certain space for the railhead (Figure 9.1), but this arrangement is not meet the railhead layout required for this project, even using dead-end sidings it is able to accommodate 40-wagons train in maximum with some sidings will only be long enough for 30-wagons train. If the truck parking area adjacent to the railhead being vacated this additional area will be made available to extend the track, making the shortest long enough for 40-wagons train and the longest for 50-wagons train. The construction will be done by stages as the track system development plan of the landbridge project (Figure 9.2 to Figure 9.4). Since the railhead is necessary to be designed as dead-end sidings so as to maximize the port space utilization, so each locomotive of freight train cannot be released from the train until completely loading/unloading and ready to depart from the port. The loaded/unloaded train will be hauled out of the Railhead by a spare locomotive, which stabling nearby, to the Songkhla 2 deep sea port and the first locomotive will be afterwards functioned as the spare locomotive. In similar, at Songkhla 2 deep sea port, it has been decided to construct two dead-end sidings railhead with one shunting area, but none of these facilities being designed to accommodate 40-wagons train (Figure 9.5). So it is necessary to develop the shunting area, which is long enough, into a dead-end siding railhead, enable to accommodate 40-wagons train so as to arranging the compatibility of operations with more efficiency between the two ports. In addition, also be able to construct the stabling yard in the unused area or in the area using for emergency case. The construction will be done by stages as the track system development plan of Landbridge project (Figure 9.6 to Figure 9.8). Reserved Area for Railhead Figure 9.1 Pak Bara Deep Sea Port Railhead Area

91 Executive Summary Report 9-3 Figure 9.2 Pak Bara Deep Sea Port Railhead Layout - Stage 1 Development Figure 9.3 Pak Bara Deep Sea Port Railhead Layout - Stage 2 Development Figure 9.4 Pak Bara Deep Sea Port Railhead Layout - Stage 3 Development