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Old July 1st, 2016, 01:27 PM   #621
Wisarut
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Chinese government asking 6000 Million Baht payment for the project consultant for Thai - China Railway but Thai Government want to pay 1000 Million Baht - 6000 Million Baht is too much and considered as a cost overrun
as Thai government has capped the project price to 179,300 Million Baht

the construction cost is 160,000 with land expropriation shot up to 13,000 Million Baht due to the issue to remove 80 km of PTT Gas pipelines on Railway land from Bangsue Central to Ban Phachi. The average cost per km is 500 Million Baht per km
http://www.prachachat.net/news_detai...sid=1467186686


the Tycoon of CP Group making a clear determination to construct High Speed train from Bangkok to Rayong - This one can easily negotiate for the connection and track sharing for Thai - China Railway when it has to make an extension to Pataya and Maptaphut as he is the one who has invested in Mainland China after Mainland China has opened up to the World in 1978.
http://www.dailynews.co.th/economic/506019
http://news.thaipbs.or.th/content/253626
https://www.youtube.com/watch?featur...&v=8JjIcvvNou0
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Old July 8th, 2016, 08:13 AM   #622
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It's a big bet.

Quote:
Just Say No to High-Speed Rail

When awestruck visitors say they can see the future in China, they're often talking not just about the sci-fi architecture and bedazzling mobile apps, but the country’s massive network of high-speed trains. In just under a decade, China has laid nearly 12,000 miles of high-speed rail lines and plans to add another 6,400 miles over the next five years. This network -- by far the world’s largest -- has knitted together distant regions, improved logistics and opened up previously unimaginable travel opportunities (at least for those Chinese who can afford the tickets, which tend to price out lower-income travelers).

In recent months, however, Chinese leaders themselves have begun to question the business case for high-speed rail, especially as an export to other countries. The questions are a good reminder that China’s rail miracle may have run its course -- and may never be repeated elsewhere. The original case for high-speed rail in China was strong. In the mid-1990s, the country was considerably less developed than today; the average speed on Chinese railways in 1996 was 37 miles per hour, thanks to outdated technologies and overcrowding on too few tracks. At the same time, the government faced far fewer obstacles to building high-speed lines than countries such as the U.S. do. Labor costs were low and acquiring land wasn’t difficult. (Eminent domain isn't much of an issue when the government owns all the land.) The government had plenty of money to spend, even as the vast distances involved created unique economies of scale: A 2014 World Bank analysis estimated that China spends between $17 million and $21 million per kilometer on high-speed rail, compared to $25 million to $39 million in Europe, and as high as $56 million in California. Most lines covered journeys of between two and three hours -- what KPMG rail analysts call a "sweet spot" for making them economical to operate.

Even with these advantages, however, the costs have been considerable. In May, state-owned China Railway Corporation, the operator of China's rail network, reported that its debt had grown 10.4 percent in the past year and now exceeded $600 billion; in 2014, roughly two-thirds of that debt was related to high-speed rail construction. That’s more than the total public debt of Greece. The company runs only one profitable line -- the massively traveled Beijing-Shanghai corridor. Costs are set to rise further. Now that most heavily trafficked areas are served by high-speed lines, construction is expanding to China’s less-populated and less-developed western regions, in part as a de facto fiscal stimulus. The government is building lines over greater distances and across more difficult geographies. Few can hope to earn back the investment. Doubts about the wisdom of these projects are rising. As far back as 2010, prominent voices in China had warned that binge spending on high-speed rail could lead to a debt crisis, and that the same benefits could be achieved with conventionally built lines that cost about one-third as much. Traditionally ignored, concerns about rail-related debt are now gaining weight, leading to prominent calls to break up the massive China Railway Corporation. So far, however, the government has yet to take the natural step and cancel major high-speed projects.

Where the backlash is being felt most acutely is abroad. From the earliest days of high-speed rail, China has hoped to export its technology. Those ambitions have run into major difficulties. As Caixin, China's most respected business magazine, reported last week, many of the countries to which China had hoped to sell high-speed technology are now scaling back their plans "due to huge building and operating costs." Thailand has opted to shorten a planned, Chinese-built high-speed rail line over financing questions. Indonesia agreed to another Chinese project only after China agreed to build the line without Indonesian government money or loan guarantees. Mexico cancelled a Chinese high-speed rail project outright, ultimately citing budget constraints. Xpress West, the private company that hoped to build a high-speed line between Las Vegas and Los Angeles, recently terminated its agreement with its Chinese partner. According to Caixin, finances were the problem, and the cancellation -- along with other setbacks -- is causing China's rail barons to rethink their overseas expansion plans.

What Chinese leaders need to admit is that no other country is quite like China. California doesn’t have the same cost advantages. Indonesia lacks a government that can run up massive, unaccountable debts. Thailand rightly believes that slow trains are just as good as fast ones. Suggestions that rail has environmental benefits over other forms of transportation have merit, but only if the trains are running full. As China's own example shows, many are not, and cannot thanks to low population densities along their routes. This doesn’t mean high-speed rail is doomed outside of China. But if the world's leading builder is having trouble making a business case for its systems, even with the benefit of government subsidies, that case probably isn't very strong. What impressed visitors see now in China may not be the future after all.
http://www.bloomberg.com/view/articl...igh-speed-rail
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Old July 10th, 2016, 08:46 AM   #623
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Ajarn Samart keep raising the issue of Hig h Speed train to the bitter end - and asking Big Too to put the end of BKK - Khorat railway
http://www.matichon.co.th/news/204580
https://www.facebook.com/photo.php?f...type=3&theater
http://www.isranews.org/thaireform-o...ain_48197.html
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Old July 26th, 2016, 06:01 AM   #624
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Embassy of China in Bangkok telling the press that Chinese government never ask for the commercialization of the land along the Thai - China railway as this issue is too sensitive yet Thai media and Thai intellectuals keep telling a blatant lie that Chinese government pressing demand for the commercialization of the land along the Thai - China railway.
http://www.manager.co.th/China/ViewN...=9590000073766

trying to promote Sisatchanalai station of High Speed train at all cost despite of the voices of those from Uttaradit and Phrae which are going to boycott this station as it is a beetroot station which is not deserved to become existed at the expense of those from Uttaradit and Phrae.
http://www.prachachat.net/news_detai...sid=1469422424
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Old July 26th, 2016, 06:26 AM   #625
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Didn't JNR wreck up similar proportions of debt from shinkansen construction before they were written off and the company broken up into the semi-privatized JR East, JR West, JR Central etc that we know of today? Didn't SNCF also face a similar situation with the TGV? High-speed rail networks don't just become profitable, they are magically made to be profitable. So, I don't see why China should be targeted more than the rest.

At the end of the day, it boils down to whether the high-speed network is ultimately a public good - whether it can spur development successfully, whether it is carrying passengers. whether the system can make money sustainably after the initial heavy investment is taken off the company's burden. And for China, I'd argue that it looks like it will be successful in those regards. China's network isn't like the smaller networks such as Taiwan where ridership is low, or where HSR stations have been for whatever reason, unable to spur development.
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Old August 3rd, 2016, 09:27 AM   #626
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Plan for land development around High Speed train stations

Northern line: Bangsue Central - Phitsanuloke - 384 km at 212 billion Baht
1. Ayutthaya - 5000 rai of land at the existing station
2. Lopburi - 5000 rai of land at Pai Wai station (designated station for Lopburi - 5 km south of existing Lopburi station to avoid the controversies since the existing Lopburi station has so many ancient sites near the station)
3. Nakhon Sawan - 5000 rai of land including the land owned by treasury Dept
4. Phichit - 5000 rai of land at 2 km North of existing Phichit station to avoid controversies - as the old Phichit station has been declared as building with significant architecture as it has survived the WWII and the building is the same as the old Phitsanuloke station before being bombed away

Southern line Bangsue central - Hua Hin - 211 km at 94.6 billion Baht
1. Nakhon Pathom - 39 Rai of land around the existing Nakhon Pathom station - next of Nakhon Pathom market owned by Crown Properties Bureau
2. Ratburi station at 3km South of existing Ratburi station - 141 rai
3. Phetburi station on Highway 4 at the western end of Phetburi city - 385 rai
4. Hua Hin station near Hua Hin Airport (AKA Bo Fai airport) 4 km North of existing Hua Hin station - reviving the defunct Bo Fai station as New Hua Hin station - 153 rai of land

However, Southern line high speed train needs more land for commercial development but it is likely that SRT and government better make JV with private sectors for land development including Crown Properties Bureau.

Northeastern line Bangsue Central - Nakhon Ratchasima - 250 km at 179 billion Baht which is recently settled on the price
1. Saraburi (3 km east of existing Saraburi station near Bypass road and Robinson Department store) - can use 3000 Rai of land for commercial development as the new Saraburi city
2. Nakhon Ratchasima - at the existing Nakhon Ratchasima station and Nakhon Ratchasima Locomotive Depot while moving existing Nakhon Ratchasima Locomotive Depot to Khon Kruat which is also the place for High Speed train Depot and Maintenance Center
3. Pak Chong - 5 km from existing Pak Chong station near 541 rai of land belong to Treasury Dept


Eastern line: Lad Krabang station - Rayong - 193.5 km at 152.528 billion Baht
1. Lad Krabang station - connecting with the existing Lad Krabang station of Airport Link
2. Chachoengsao - 60.6 rai of land at the Northern end of Chachoengsao Junction yard next to Siam Makro Store on Highway 304 (the highway that goes across existing Chachoengsao Junction yard)
3. Chonburi
4. Sri Racha (the new Japanese town on the Eastern Seaboard) -37.5 Rai of land around Sri Racha Junction
5. Pataya - 15.6 rai of land around the existing Pataya station
6. Rayong - 20 Rai of land at Koh Kloy Internsection - 400 meter from central Plaza Rayong - not far from CP Industrial Park and CP land is going to use 3,140 Rai of land in CP Industrial Park for commercial development and Condominium starting to prop up

However, Eastern line high speed train needs more land for commercial development but it is likely that SRT and government better make JV with private sectors for land development
http://www.bangkokbiznews.com/news/detail/710052
http://www.komchadluek.net/news/economic/236233
http://www.bangkokbiznews.com/news/detail/710212
http://www.ryt9.com/s/iq03/2476285
http://www.manager.co.th/iBizChannel...=9590000076287
http://www.prachachat.net/news_detai...sid=1470203185
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Old August 3rd, 2016, 12:41 PM   #627
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Thai-Chinese rail project cost capped
August 2, 2016

The Thai Transport Ministry has agreed to cap the cost of the Bangkok-Nakhon Ratchasima high-speed train project at 179 billion baht (EUR 4.6 bn) after prolonged discussions with the Chinese representatives on the final figure.

“The cost will certainly not be greater than 179 billion baht”, Transport Minister Arkhom Termpittayapaisit said, although the exact figure has not been established. Both sides still need to settle two issues: spending on a feasibility study and future expenses related to training courses for Thai staff. The Chinese side will calculate these costs and present them to the Thai officials for consideration, the minister said.

Both countries have agreed that the construction of the first 3.5km section of the rail track should begin in September. This section will connect the Klang Dong and Pang Asok areas in Nakhon Ratchasima’s Pak Chong district.

http://www.railwaypro.com/wp/thai-ch...t-cost-capped/

--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------

Somkid pushes high-speed rail, commercial development
THE NATION August 2, 2016 1:00 am

DEPUTY PRIME Minister Somkid Jatusripitak has sped up the construction of four high-speed railways, pushed for property development along their routes and pointed at the Bangkok-Rayong railroad as the pilot project.

"Many stations along the railroads have potential to develop commercially," he said after meeting yesterday with Transport Minister Arkhom Termpittayapaisith on drawing up a plan to make use of land along the rail lines.

The move is part of the government's policy to drive the economy through investment along the East Economic Corridor.

The three other lines are Bangkok-Nakhon Ratchasima, Bangkok-Hua Hin and Bangkok-Chiang Mai.

The Transport Ministry would study the return on investment of each project and the number of stations with potential for commercial development.

"We expect the study's results within two weeks before submitting it to the premier," he said.

The Bangkok-Rayong high-speed railway project would be put on the agenda of the PPP (public private partnership) Policy Committee, he said.

"We know that what foreigners are watching is the investment in the Bangkok-Rayong high-speed railway, airport and seaport projects," he said.

The faster these projects are materialised, the more economic growth will be driven.

Conceptually, the government would not only avail of the surrounding areas of the railway projects, but also other infrastructure projects. The land to be developed would not only belong to the government, but also the private sector.

After the Highways Depart-ment proposed some rest areas along the Bangkok-Rayong railroad, he asked the department to think more about them, developing them like the rest areas in Japan that are attractive to users.

At the rest areas, outstanding shops and restaurants should be found, not just fast-food courts.

The rest areas should be developed as part of the tourism corridor, not only the economic corridor.

There was much progress on the investment projects, especially the Bangkok-Nakhon Ratchasima high-speed railway project.

The 253-kilometre Bangkok-Ratchasima railway is the first phase of the 873km Sino-Thai high-speed railway running from Bangkok to Nong Khai.

Arkhom said the Transport Ministry expects to propose two high-speed railway projects - Bangkok-Rayong and Bangkok-Hua Hin - to the PPP Committee for consideration this month at the earliest or later next month.

The aim is to seek participation from the private sector.

For the Bangkok-Rayong commercial development project, the ministry expects to open bidding by the end of this year.

In parallel, bidding on the construction and operation of the 193km Bangkok-Rayong and the 211km Bangkok-Hua Hin high-speed railway projects would be pushed to open this year.

The Bangkok-Rayong project was estimated at Bt95 billion and the Bangkok-Hua Hin project at Bt152 billion.

"Both railroads are waiting for the results of their environment impact assessment, expecting that they should be coming out this month before seeking approval from the Cabinet," he said.


The areas surrounding the stations on the Bangkok-Rayong railroad could be developed into hotels and shopping centres.

The Bangkok-Nakhon Ratcha-sima railway project would be next for commercial development.

The Sara Buri, Pak Chong and Nakhon Ratchasima stations had high potential.

http://www.nationmultimedia.com/busi...-30291914.html

--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------

The Four High Speed Rail lines:
  • Bangkok - Nakhon Ratchasima (Korat) : Construction in September.
  • Bangkok - Hua Hin : Bidding end of the year, waiting for EIA. Construction in 2017.
  • Bangkok - Rayong : Bidding end of the year, waiting for EIA. Construction in 2017.
  • Bangkok - Phitsanuloke : Construction in 2018. Under design study by Japan.


http://tdri.or.th/multimedia/thinkx2-158/
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Old August 3rd, 2016, 03:43 PM   #628
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I hear the high-speed rail between Singapore and Kuala Lumpur is going ahead.
Is there any plans to expand to Bangkok?

HSR between Bangkok and Singapore would be pretty cool.
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Old August 3rd, 2016, 07:25 PM   #629
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I hear the high-speed rail between Singapore and Kuala Lumpur is going ahead.
Is there any plans to expand to Bangkok?

HSR between Bangkok and Singapore would be pretty cool.
On Malaysia side, there is no extension plan from KL up to the northern border ( Padang Besar ).

On Thai side, phase 1 for HSR southern line will terminate at Hua Hin. It will take phase 2 to extend that down to the border ( which god knows when ). The best case might be that Thailand continue on phase 2 construction but only go all the way to Hat Yai, until Malaysia come up with solid plan on their own HSR northern bound extension.
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Old August 3rd, 2016, 07:31 PM   #630
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agreed

it might be a while though

there is more incentive from the thai side with a lot of popular destinations in close proximity to each other along the route.
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Old August 7th, 2016, 09:28 PM   #631
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Japan, Thailand sign memo on shinkansen project
JIJI, KYODO AUG 6, 2016

BANGKOK – Transport minister Keiichi Ishii and his Thai counterpart, Arkhom Termpittayapaisith, signed a memorandum on cooperation on Saturday for a high-speed rail project in Thailand that will adopt Japan’s shinkansen system.

The two countries will start work on creating a basic plan next year after the Japan International Cooperation Agency releases a final report on the results of its feasibility study, which is expected to be finished in about six months.

The planned 670-kilometer-long railway will connect the Thai capital of Bangkok and the northern city of Chiang Mai. The memorandum says the 380-km-long section between Bangkok and Phitsanulok should be built first because demand is expected to be relatively strong.

Japan will also provide technical assistance to promote city development in areas along the railway, which would also help increase passenger numbers.

Furthermore, the two sides agreed to implement containerized transportation and railroad projects in the Thai section of the so-called Southern Economic Corridor. The Thai section connects Kanchanaburi province bordering Myanmar with Sa Kaeo province near Cambodia via Bangkok.

Meanwhile, Bangkok’s newest railway line, the MRT Purple Line, was officially opened to the public on Saturday.

The 23-km elevated rail line runs from Tao Poon Station in Bangkok’s Bang Sue district to Klong Bang Phai station in Nonthaburi province, with trains supplied by a joint venture comprised of Japan’s Marubeni Corp. and Toshiba Corp.

The Purple Line is the first Bangkok rail network to implement Japanese rolling stock, with a total of 63 carriages imported from Japan.

Ishii, who attended the ceremony to mark the line’s opening, told reporters that he feels the new line will “contribute to the development of Bangkok” and be “a symbol of the cooperative relationship between Japan and Thailand.”

Construction of the line began in 2009 with the aim of easing traffic congestion in Bangkok and a neighboring province, where several government agencies are located.

http://www.japantimes.co.jp/news/201...9#.V6d9hmVOCu4
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Old August 14th, 2016, 10:21 AM   #632
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Didn't JNR wreck up similar proportions of debt from shinkansen construction before they were written off and the company broken up into the semi-privatized JR East, JR West, JR Central etc that we know of today? Didn't SNCF also face a similar situation with the TGV? High-speed rail networks don't just become profitable, they are magically made to be profitable. So, I don't see why China should be targeted more than the rest.

At the end of the day, it boils down to whether the high-speed network is ultimately a public good - whether it can spur development successfully, whether it is carrying passengers.
Just repeating what I always said: HSR is, in most cases, more about image than about economic substance. In Germany HSR is, over longer distances, rarely significantly faster than medium-speed conventional trains (you may save 5 to 20 minutes). I travel every week a 500 km route via HSR and checking the timetables there is almost no difference in travel times compared to non-HSR trains (which are already quite fast). The infrastructure and train costs are much higher though. The economic benefits are mostly on the side of the companies which provide the HSR technology, which in the case of Germany are native companies, so there is at least this benefit (same for China, France and Japan). In the case of Thailand I don't know if there is any significant benefit at all. Medium-speed would have been the economically sensible way to go, considering the cost-benefit structure.

Besides, isn't it a telling sign that the US has only very little HSR to this day? Would they miss the oportunity to make business, if it were a real business?
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Old August 14th, 2016, 04:08 PM   #633
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In Germany HSR is, over longer distances, rarely significantly faster than medium-speed conventional trains (you may save 5 to 20 minutes). I travel every week a 500 km route via HSR and checking the timetables there is almost no difference in travel times compared to non-HSR trains (which are already quite fast). The infrastructure and train costs are much higher though.
Just to illustrate, here are the time tables. The first one (ICE) is HSR, the second (IC) is medium-speed. If it weren't for the three extra stops of the IC, it would almost take the same time as the ICE.
(The route's length is 550-600 km.)

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Old August 14th, 2016, 06:50 PM   #634
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I hear the high-speed rail between Singapore and Kuala Lumpur is going ahead.
Is there any plans to expand to Bangkok?

HSR between Bangkok and Singapore would be pretty cool.
Fares may be too expensive. Perhaps when the Malaysian and Thais are more affluence and the economies more integrated itd be feasible. Building one now will invite financial catastrophe.
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Old August 24th, 2016, 07:16 PM   #635
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Cabinet backs Sino-Thai high-speed railway deal
THE NATION August 24, 2016 1:00 am

AFTER A LONG DELAY, the Sino-Thai high-speed railroad scheme looks set to shift into gear by year-end with Thailand funding all of the civil engineering work.

The Cabinet yesterday gave the nod to a framework of cooperation between the Thai and Chinese governments to develop high-speed railways from Map Ta Phut to Nong Khai and Bangkok to Kaeng Khoi.

"The latest conclusion we came up with is that the county will invest in all of the project's construction," Kobsak Phutrakul, a vice minister at the PM's Office, said.

The Bangkok to Nakhon Ratchasima route would be developed in the first phase and its extension across Isaan done later.

Thailand to retain ownership

The railway project will feature dual 1.435-metre gauge tracks and span 837 kilometres in total.

Bangkok and Beijing had set a timeframe to sign the agreement of cooperation on development of the project by yesterday or today.

The Bangkok to Nakhon Ratchasima route will run about 250km and require about Bt170 billion-Bt190 billion of investment.

Under the deal, Thailand will retain ownership rights for the entire project.

This would help accelerate the commencement of construction by the end of this year.

The Chinese side would be responsible for surveying the project's proprietarysuitability and design.

The Thai side would be responsible for conducting environmental impact assessments, expropriating land and executing contracts.

The contracts will be divided into two parts.

One will cover civil engineering work and procurement and the other the electric system, rolling stock and track installation, which both sides would join in.

The capital for the project would come from the government's expense budget and domestic loans plus other sources such as China's Import-Export Bank.

Other areas of cooperation are human resource development, technology transfer and training.

The prime minister also instructed authorities to expedite the project so that construction would start this year, as this would be the first high-speed railway in Thailand connecting the capital with other cities, he said.

http://www.nationmultimedia.com/busi...-30293648.html
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Old September 20th, 2016, 06:49 AM   #636
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On the issue of High Speed train phase 2 from Phitsanuloke to Chiang Mai with a distance of 296 km with 5 stations including Sukhothai, Srisatchanalai, Lampang, Lamphun and Chiang Mai - with 59 km at grade, 110 km via duct 102 km of short span bridges and 25 km of tunnels - max speed of 250 kph and maintenance center at Saraphi (8 km South of Chiang mai terminus) and maintenance units at Sisatchanalai in Sukhothai, Long district of Phrae and Mueang district of Lampang

the total price tag for Phitsanuloke - Chiang Mai is 220,000 million Baht - construction alone is 214,000 million Baht while the land exappropriation is 6500 million Baht as it is going to follow the new route. NPV at 32,693 million Baht B/C Ratio 1.21% and EIRR 13.82%

For the first year of operation from Bangsue Central to Phitsanuloke, the number of passengers will be 26500 men including 9,700 men from Bangsue Central, 2,400 men from Donmueang, 2,100 men from Ayutthaya, 1,600 from Lopburi at Pai Wai, 3,200 men from Nakhon Sawan 2,000 men from Phichit, and 5,500 men from Phitsanuloke.

Once the high speed train has reached Chiang Mai, the number of passengers will be 16,700 men from Bangsue Central, 4,200 men from Donmueang, 3,400 men from Ayutthaya, 1,800 from Lopburi at Pai Wai, 3,800 men from Nakhon Sawan 2,500 men from Phichit, 4,400 men from Phitsanuloke 2,100 men from Sukhothai, 1,600 men from Sisatchanalai 2,800 men from Lampang, 1,400 men from Lamphun (suburb of Chiang Mai),

In 10 years after opening the line to Chiang Mai the number of passengers will be 66,100 men while In 20 years after opening the line to Chiang Mai the number of passengers will be 80,200 men and In 30 years after opening the line to Chiang Mai the number of passengers will be 96,600 men with the rate of growth for passengers of 2.5% a year and the rate of growth for tourists of 3.4% a year

Let's see the EIA clearance first before submitting to the cabinet

http://www.thansettakij.com/2016/09/20/98466
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Old September 20th, 2016, 07:36 AM   #637
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Thai - China Railway from Bangsue Central to Khorat now capped to 179,392 Million Baht to be submitted to MoT before getting approval from Cabinet
https://www.facebook.com/PrachachatO...54728702553814
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Old September 22nd, 2016, 10:43 AM   #638
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Thai - China Railway from Bangsue Central to Khorat now capped to 179,392 Million Baht to be submitted to MoT before getting approval from Cabinet
https://www.facebook.com/PrachachatO...54728702553814
After capping Thai - China Railway from Bangsue Central to Khorat to 179,392 Million Baht, Thai - China Railway will start the construction of the first section from Klang Dong to Pang Asok with the distance of 3.5 km with a price tag of 200 million Baht - mostly focusing on the permanent way with the height from the ground at 5-6 meter. This will be executed in December 2016, after submitting to the cabinet in October 2016

After the first section, the construction details on second section from Pak Chong to Klong Khananjit near Lam Takhong dam with the distance of 11 km will be delivered in November 2016.

Furthermore, the construction details on third section from Kaeng Khoi to Nakhon Ratchasima with the distance of 120 km which cover the first and second section will be delivered in December 2016.

the Final section from BKK to Kaeng Khoi with the distance of 119 km will be delivered in February 2017.

Thai government said they will borrow from China EXIM bank about 26,850-35,800 Million Baht (20-30% of project cost) for the traffic control and telecom system along with EMU though. However, the interest rates must be capped to 2% per year and it should be in US Dollar denomination unless Chinese government has made Renminbi Yuan fully convertible.
http://m.posttoday.com/biz/gov/455937
http://www.prachachat.net/news_detai...sid=1474475525
http://www.prachachat.net/news_detai...sid=1474434557
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Last edited by Wisarut; September 22nd, 2016 at 02:39 PM. Reason: Addendum
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Old October 3rd, 2016, 04:57 PM   #639
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Japanese government want Bangsue Central - Padang Besar high speed train
http://m.posttoday.com/biz/gov/457860
http://www.thaipost.net/?q=%E0%B8%9F...B8%87%E0%B8%AF
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Old October 4th, 2016, 09:17 AM   #640
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Expert commitee giving a preliminary approval on the 380 km High Speed train from Bangsue Central to Phitsanuloke with a price tag of 233,195 Million Baht
However, the final approval will be delivered by Environment Board next month - MoT is going to deal with 82 km Bangsue Central - Ban Phachi section which
has to share the same space between Thai - China Railway and Thai Japan railway - so the final result will help to speed up both Thai - Japan railway and
Thai - China Railway - with ONLY Ban Phachi - Khorat will be in need for Thai - China Railway

For the case of Thai - Japan railway from Bangsue central to Chiang Mai with the total distanceof 673 km consists of 396 km of elevated track, 256 km of at grade track and 31 km of tunnel with 12 stations including Bangsue, Donmueang, Ayutthaya, Lopburi, Nakhon Sawan, Phichit, Phitsanulok, Sukhothai, Srisatchanalai, Lampang, Lamphun, and Chiang Mai with 300 km max speed
there will be 2 phases - Bangsue Central - Phitsanuloke (380 km) and Phitsanuloke - Chiang Mai (293 km)

the investment amount is still a bone of contention - OTP sticking with the concept of track sharing on 82 km Bangsue Central - Ban Phachi section - so OTP has
come up with the investment of 450,315 Million Baht - Bangsue Central - Phitsanuloke alone needs 233,195 Million Baht investment.
On the other hand, Japanese government has come up with 546,744 Million Baht - Bangsue Central - Phitsanuloke alone needs 277,406 Million Baht investment
since Japanese government has no willingness to let Chinese trains from Thai - China Railway to run on Thai - Japan train - Thai - China Railway must run on the separated tracks.
http://www.prachachat.net/news_detai...sid=1475480714
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