51274-001 -eia-en_10

Environmental Impact Assessment (Final)
Project Number: 51274-001

October 2017
THA: Bangkok Mass Rapid Transit (Pink Line)

(Part 2 of 5)
Prepared by The Mass Rapid Transit Authority of Thailand.
The environmental impact assessemnt is a document of the borrower. The views expressed
herein do not necessarily represent those of ADB's Board of Directors, Management, or staff,
and may be preliminary in nature. Your attention is directed to the “Terms of Use” section of
this website.
In preparing any country program or strategy, financing any project, or by making any
designation of or reference to a particular territory or geographic area in this document, the
Asian Development Bank does not intend to make any judgments as to the legal or other
status of any territory or area.
CHAPTER 3
PROJECT DESCRIPTION
CHAPTER 3
PROJECT DESCRIPTION
3.1 PHYSICAL ALIGNMENT
Pink Line Mass Rapid Transit Project, Khae Rai-Min Buri section, with 34.5 km
in total length, has been defined as a minor mass transit system in the form of elevated
straddle monorail. The alignment of Pink Line Mass Rapid Transit (MRT) Project starts on
Rattanathibet Road in front of Nonthaburi Government Center where the Pink Line will
connect to the Purple Line, Bang Yai-Bang Sue section. Then the Line turns left at Khae Rai
intersection onto Tiwanon Road and goes along Tiwanon Road. It will pass Central Chest
Institute of Thailand, Sanambin Nam intersection and Wat Chonlaprathanrangsarit until
reaching Pak Kret intersection. The Line then turns right onto Chaeng Watthana Road,
passing Impact Arena, Muang Thong Thani, the 2nd stage expressway (Si Rat), Bangkok
Government Complex, and Laksi intersection where it will connect to the Red Line, Bang
Sue-Rangsit section. The Pink Line crosses under Uttraphimuk Tollway (formerly Don
Muang Tollway) and passes Phithak Ratthathammanun Monument Circle where another
interchange station-Wat Phra Si Maha That station-is located. At this interchange, the Pink
Line passengers can connect to the Dark Green Line, Mo Chit-Saphan Mai section, which
was approved by the National Environment Board (NEB) on 31 October 2012. After that, the
Line follows Ram Inthra Road, crosses over Chalong Rat expressway at Watcharaphon
intersection, and runs further until Min Buri intersection. The route alignment continues
toward Min Buri town along Sihaburanukit Road, goes across Khlong Sam Wa and then
turns right to cross over Khlong Saen Saep, passing vacant land. The Line then turns onto
Ramkhamhaeng Road (Sukhaphiban 3) and finally ends at Rom Klao intersection near Soi
Ramkhamhaeng 192 where there is an interchange station linking to the Orange Line, Bang
Kapi-Min Buri section. The project components include:
30 stations,
1 depot and park & ride building.
3.2 MONORAIL SYSTEM AND SERVICE
Monorail is a rubber-wheeled mass rapid transit running on a single beam and

the car is wider than the beam. Monorail system was inaugurated in 1901 in Germany
(Schwebebahn) and has been continuously developed ever since.
Monorail is a public rail transport system using rubber tires and running on a
single beam with private right-of-way (PROW). It is one kind of light rail transit system,
capable of carrying 10,000-40,000 passengers per hour per direction. Nowadays, some
manufacturers have developed their technology and their monorails are capable of carrying
up to 48,000 passengers per hour per direction. Car body and monorail track are small and
light, enabling the construction to be expedited. The construction cost is relatively lower
VPK/ENV/RT1203/P1988/RE128 Pink Line MRT Project, Khae Rai-Min Buri Section

Amendment EIA Report 3-2
Chapter 3 Project Description
than other comparable elevated conventional rail lines. Monorail systems are also quieter as
rubber tires are used, creating less noise compared with other steel–wheeled trains running
on steel rails. At present, there are two types of monorail: straddle monorail, as shown in
Figure 3.2-1, and suspension monorail, as presented in Figure 3.2-2.
Figure 3.2-1 : Straddle Monorail
Figure 3.2-2 : Suspension Monorail
3.2.1 Straddle Monorail System

Straddle monorail has been developed from the Suspended Monorail. Its rubber
wheels run on a 0.6-0.9 m–wide beam. The first type of straddle monorail ran on a concrete
beam (Alweg type), but its modern versions run on an iron beam (Japanese type). It is
suitable for urban areas and has a higher speed capability than Suspended Monorail.
Currently, it is widely used in many countries, namely Japan (Tokyo Monorail with 10
stations and a total distance of 17.8 kilometers, Kitakyusyu Monorail with 13 stations and
8.8 kilometers in total distance, and Osaka Monorail with 18 stations and 28 kilometers in
length); Malaysia (KL Monorail with 11 stations and 8.6 kilometers in total distance);
China (Chongqing Monorail with 62 stations and 55.5 kilometers in total distance); Brazil
(Sao Paulo with 17 stations and a total distance of 24 kilometers), etc.
3.2.2 General Characteristics of Monorail

Monorail is a single–beam, rubber-wheeled
rail system that runs on a concrete or steel guideway.
However, a concrete beam is generally used and its
width is about one-fourth of the car width due to
center-of-gravity concerns. The car has 2 wheel types:
driving wheels on the guideway beam which supports
the vehicle loads, and guide wheels which straddle both
sides of the beam and run along the beam. The design

of guideway beam must be consistent with the car size, taking into account the difference in
car size of each manufacturer.
Generally, monorail train is composed of motor-car (Mc) and passenger–car (M).
A train set has between 2 and 8 cars depending on the passenger demand. Figure 3.2-3
illustrates the various train formations.
Figure 3.2-3 : Train Formation of Monorail System
3.2.3 Monorail Performance
Monorail system has a maximum design speed of 80 kilometers per hour and a
maximum service speed of 70 kilometers per hour while the average speed is 35
kilometers per hour. The monorail’s maximum gradient shall not exceed 6% and the
minimum horizontal radius shall be not less than 45-70 meters (40 meters for the depot).
Because of its rubber tires, the monorail’s acceleration and deceleration rates are better
than steel-tired systems. However, the comfort of passengers, particularly standees, must
be considered as well.
3.2.4 Monorail Technical Information
Monorail has two-or four-axle bogies, driven by 750 Vdc and 1,500 Vdc traction
power supplied from the power rail system.
3.2.5 Monorail Track Beam
The monorail track beam is normally I-beam placed upon the pier with a span
length of about 20-30 meters. The column is on the pile cap, with a diameter of 1.5-1.8
meters, or Barette pile. The horizontal clearance from the track centerline to the support
column should be about 3.70 meters in the straight line section while the clearance should
increase in the curve line section.

3.2.6 Monorail Capacity
The monorail capacity depends on the number of cars per trainset and frequency.
A monorail car can serve 16-26 seated passengers and has 17-29.6 m2 of standing area, thus
carrying a total of 122-200 passengers per car (at a standing passenger density of 6 pp/m2).
As Pink Line MRT System, Min Buri-Khae Rai section, will serve urban areas
throughout its total length of 34.5 kilometers, monorail is ideal for urban transit services.
Nowadays, there are a broad range of straddle monorail manufacturers, with carrying
capacity ranging from 3,000 to 30,000 passengers per hour per direction (pphpd).
When considering the forecast of medium-high ridership level, the Pink Line
requires a large-type monorail system with a passenger load capacity of over 30,000 pphpd.
At present, there are three manufacturers offering large straddle monorail system with a
proven track record widely recognized in many countries, namely Hitachi Ltd., Scomi
Group Bhd, and Bombardier Incorporation. The characteristics of large-type straddle
monorail are summarized in Table 3.2-1.
3.2.7 System Safety
Monorail runs on a grade-separated guideway beam, thus eliminating the potential

of collisions with other public transport vehicles. Moreover, the design of monorail system
also ensures that derailment is impossible. For these reasons, the monorail is a highly safe
system.
Tokyo Monorail is the first monorail system in Japan, constructed in 1964, to
link Haneda Airport with downtown Tokyo with a total length of 17.8 kilometers. Like
other monorails in Japan, it has no accident record since commencement of operation. It
is therefore a safe mass rapid transit, comparable to other mass transit systems.
3.2.8 Safety in Emergency Case
(1) Fire Protection System

Monorail cars are made of non-flammable materials. If fire is detected,
trains will automatically and immediately stop at the station, and in case of fire on running
train, the train will stop at the next station. Since the average distance between stations is
about 1 km and the running speed is 30 km/h, the train can reach the nearest station within
2 minutes after a fire occurrence. For 48 years (since 1966) from commencement of
operation, there is no fire accident record with the Japanese monorail system.
(2) Passenger Evacuation
The track beam of monorail cannot be used for passenger evacuation. To
reduce the weakness of monorail system, various evacuation methods have been developed
as described below.

Table 3.2-1 Summary of Large-Type Straddle Monorail Characteristics of

3 Manufacturers
Hitachi Scomi Bombardier
Size
Motor Car Length (m.) 15.10 10.4 13.03
Middle Car Length (m.) 13.80 9.50 11.84
Coupler (m.) 0.70 1.30 0.36
Width (m.) 2.98 3.00 3.14
Height (m.) 5.20 4.30 3.40
Door Width (m.) 1.27 1.50 1.63
Door Height (m.) 2.03 1.90 1.93
Max. Gross Axle Load (t.) 11 10 10
Tare Weight of Car (Metric ton) 11 10
Performance
Min. Curve Radius (m.) 70 (40 depot) 50 (40 depot) 45
Max. Gradient (%) 6 6 10
Max. Design Speed (km/hr) 90 90 85
Max. Operate Speed (km/hr) 80 80 75
Normal Accel. Rates (m/s2) 0.97 1.1 1.0
Normal Decel. Rates (m/s2) 1.1 1.1 1.0
Emerg. Decel. Rates (m/s2) 1.25 1.3 1.3
Technical
Bogie Placement Under Center Seat Under Center Seat End of Cars
Axles per Car 4 2 2
Power (VDC) 750/1500 750/1500 750/1500
Walk through Yes Yes Yes
Structure
Guideway beam width (m.) 0.85 0.80 0.66
Guideway beam height (m.) 1.50 1.6 (mid)/ 2.2 (end arch) 1.5 (mid)/ 2.1 (end arch)
Crosshead width (m.) 5.15 5.10 5.10
Typical Column Base (m. × m.) 1.2 × 1.6 0.81 × 1.42
Span Length (m.) 25 30 30
Capacity
Motor Car-Seat (seat) 26 22 16
Middle Car-Seat (seat) 24 20 16
Motor Car-Standing Space (m2) 29.00 17.00 18.58
Middle Car-Standing Space (m2) 29.68 17.00 18.58
Train-Capacity @ 4 cars-train; 569 356 361
4 pp/m2 (pp)
6 pp/m2 (pp)
7 pp/m2 (pp)
Ave. capacity per car (pp) 178 123 127

Emergency Walkway
An emergency walkway will be installed on a
track side or between two track beams, with
guard rails between tracks and walkway. In case
of an emergency, passengers will be evacuated
via this emergency walkway and then walk to the
nearest station, as depicted in Figure 3.2-4.
Train to Train Evacuation
An evacuation train may run from the same or in
opposite direction to the train in trouble.
Train to Ground Evacuation
Passengers may be evacuated from train to ground
by using crane truck, rope, or spiral chute.
Figure 3.2-4 : Emergency Walkway
3.3 STATION DESIGN AND STANDARD
3.3.1 Station Design Concept
The station design shall be consistent with MRT operation system. Design
considerations include interconnection with both present and future mass rapid transit
systems, convenient and safe access to and egress from station for passengers as well as
station entrance-exit facilities. This will facilitate passengers’ travel to their destinations.
The design of station elements is in compliance with NFPA 130: Standard for
Fixed Guideway Transit and Passenger Rail Systems regarding fire prevention, NFPA
101: Life Safety Code regarding passenger evacuation, and Thailand’s relevant
ministerial regulations.
The Pink Line is an elevated monorail system, with an average distance between
stations of approximately 1,200 meters, which will offer traffic convenience to residents
along Tiwanon, Chaeng Watthana and Ram Inthra roads until Min Buri intersection. At
present, traffic congestions are quite prominent in those areas. Consequently, the locations
of Pink Line stations were determined, taking into account densely-populated areas with
high travel demand. Table 3.3-1 presents the distance between stations.
With the adjustment of the originally-planned station locations and an increase in
the number of stations, the Consultant conducted field surveys of environmentally sensitive
areas within a radius of 500 meters from the centerline of project route, with details given in
Table 3.3-2.
Land use survey was carried out within a 500-m radius from the centerline of
project alignment of Pink Line MRT Project, Khae Rai-Min Buri section, at the sites of 30
stations, depot and park & ride building at Romklao intersection. The total distance is 34.5
kilometers. Field surveys were conducted in July 2013, with the results summarized as
follows:

Table 3.3-1 Distance between the Pink Line Stations

Distance between
From To
Stations (m)
PK01 Nonthaburi Government Center station (CH.0+224.208) PK02 Khae Rai station 1,080.3
PK02 Khae Rai station (CH.1+304.521) PK03 Sanambin Nam station 1,360.6
PK03 Sanambin Nam station (CH.2+665.140) PK04 Samakkhi station 1,787.6
PK04 Samakkhi station (CH.4+452.705) PK05 Royal Irrigation Department station 945.0
PK05 Royal Irrigation Department station (CH.5+397.665) PK06 Pak Kret station 1,054.1
PK06 Pak Kret station (CH.6+451.742) PK07 Pak Kret Bypass station 1,156.7
PK07 Pak Kret Bypass station (CH.7+608.439) PK08 Chaeng Watthana-Pak Kret 28 station 1,515.2
PK08 Chaeng Watthana-Pak Kret 28 station (CH.9+123.692) PK09 Muang Thong Thani station 1,227.5
PK09 Muang Thong Thani station (CH.10+351.182) PK10 Si Rat station 1,091.1
PK10 Si Rat station (CH.11+442.308) PK11 Chaeng Watthana 14 station 1,358.2
PK11 Chaeng Watthana 14 station (CH.12+800.522) PK12 Bangkok Government Complex
829.5
station
PK12 Bangkok Government Complex station PK13 TOT station
973.1
(CH.13+630.034)
PK13 TOT station (CH.14+603.126) PK14 Lak Si station 834.4
PK14 Lak Si station (CH.15+437.534) PK15 Phranakhon Rajabhat University
865.7
station
PK15 Phranakhon Rajabhat University station PK16 Wat Phra Si Maha That station
1,042.0
(CH.16+303.281)
PK16 Wat Phra Si Maha That station (CH.17+345.333) PK17 Ram Inthra 3 station 719.2
PK17 Ram Inthra 3 station (CH.18+064.570) PK18 Lat Pla Khao station 1,889.4
PK18 Lat Pla Khao station (CH.19+953.984) PK19 Ram Inthra 31 station 1,026.7
PK19 Ram Inthra 31 station (CH.20+980.659) PK20 Maiyalap station 753.8
PK20 Maiyalap station (CH.21+734.420) PK21 Watcharaphon station 1,316.4
PK21 Watcharaphon station (CH.23+050.775) PK22 Ram Inthra 40 station 923.7
PK22 Ram Inthra 40 station (CH.23+974.485) PK23 Khu Bon station 1,043.4
PK23 Khu Bon station (CH.25+017.884) PK24 Ram Inthra 83 station 1,206.0
PK24 Ram Inthra 83 station (CH.26+223.932) PK25 East Outer Ring Road station 1,454.5
PK25 East Outer Ring Road station (CH.27+678.432) PK26 Nopparat Rajathanee station 1,618.4
PK26 Nopparat Rajathanee station (CH.29+296.837) PK27 Bang Chan station 1,683.2
PK27 Bang Chan station (CH.30+980.047) PK28 Setthabutbamphen station 1,049.3
PK28 Setthabutbamphen station (CH.32+029.353) PK29 Min Buri Market station 1,429.3
PK29 Min Buri Market station (CH.33+458.617 ) PK30 Min Buri station (CH.34+348.266) 889.6

Table 3.3-2 Environmentally Sensitive Areas in 500-m Radius from the

Centerline of Project Alignment
Distance from the
No. Environmentally Sensitive Areas Address Station Project Alignment
m ft
1 Nonthaburi Government Center Rattanathibet Road, Bang Kraso subdistrict, PK01 Nonthaburi 361 1184
Muang district, Nonthaburi Government Center station
2 NBTC Area 1 Nonthaburi Rattanathibet Road, Bang Kraso subdistrict, 67 220
Muang district, Nonthaburi
3 Siam Business Administration Rattanathibet Road, Bang Kraso subdistrict, 98 321
Nonthaburi Technological College Muang district, Nonthaburi
4 Boromarajanani College of Nursing Tiwanon Road, Talat Khwan sub-district, 57 187
5 Central Chest Institute of Thailand Tiwanon Road, Talat Khwan sub-district, 127 417
6 Nonthaburi Phitthayakhom School Tiwanon Road, Tha Sai subdistrict, Muang PK02 Khae Rai station 323 1059
district, Nonthaburi
7 Santiwan School, Nonthaburi Tiwanon Road, Bang Kraso subdistrict, Muang 55 180
8 Ban Samrit Health Promoting Hospital, Tiwanon Road, Tha Sai subdistrict, Muang 465 1525
Tha Sai subdistrict district, Nonthaburi
9 Central Preventorium for Children, Tiwanon Road, Bang Kraso subdistrict, Muang 77 253
Nonthaburi district, Nonthaburi
10 Than Samrit Witthaya School Tiwanon Road, Tha Sai subdistrict, Muang 352 1155
11 Quartermaster Department, Royal Thai Tiwanon Road, Muang district, Nonthaburi PK03 Sanambin Nam 264 866
Army station
12 Saman Phichakon School Tiwanon Road, Tha Sai subdistrict, Muang 79 259
13 Masjid Darulmuttakeen Tiwanon Road, Tha Sai subdistrict, Muang 57 187
14 Chonprathansongkhro School Tiwanon Road, Bang Talat subdistrict, Pak Kret PK04 Samakkhi station 145 476
15 Royal Irrigation Department Tiwanon Road, Bang Talat subdistrict, Pak Kret 249 817
16 Chonprathanwittaya School Tiwanon Road, Bang Talat subdistrict, Pak Kret PK05 Royal Irrigation 236 774
district, Nonthaburi Department station
17 Wat Chonlaprathanrangsarit Tiwanon Road, Bang Talat subdistrict, Pak Kret 246 807
18 Watthana Phrueksa Kindergarten Pak Kret subdistrict, Pak Kret district, 470 1542
Nonthaburi
19 Watthana Phrueksa School Pak Kret subdistrict, Pak Kret district, 456 1496
Nonthaburi
20 Suankularb Wittayalai Nonthaburi School Tiwanon Road, Pak Kret subdistrict, Pak Kret PK06 Pak Kret station 387 1269
21 Church of Jesus Christ Pak Kret subdistrict, Pak Kret district, PK07 Pak Kret Bypass 71 233
Nonthaburi station
22 The World Medical Center Chaeng Watthana Road, Pak Kret subdistrict, 87 285
Pak Kret district, Nonthaburi
23 The Royal Thai Police Band Chaeng Watthana Road, Pak Kret subdistrict, 165 541
24 Tambon Bang Talat Health Promoting Chaeng Watthana Road, Bang Talat subdistrict, 334 1096
Hospital Pak Kret district, Nonthaburi
25 Ministry of Justice Chaeng Watthana Road, Bang Talat subdistrict, 126 413
26 Panyapiwat Institute of Management Chaeng Watthana Road, Bang Talat subdistrict, PK08 Chaeng Watthana-Pak 133 436
Pak Kret district, Nonthaburi Kret 28 station
27 Khlong Kluea School Chaeng Watthana Road, Khlong Kluea PK09 Muang Thong Thani 63 207
subdistrict, Pak Kret district, Nonthaburi station
28 Mongkutwattana General Hospital Chaeng Watthana Road, Thung Song Hong PK11 Chaeng Watthana 14 145 476
subdistrict, Lak Si district, Bangkok station
29 Department of Consular Affairs Chaeng Watthana Road, Lak Si district, PK12 Bangkok Government 211 692
Bangkok Complex station
30 1st Antiaircraft Artillery Regiment Chaeng Watthana Road, Thung Song Hong 296 971
subdistrict, Lak Si district, Bangkok
31 The Administrative Court Chaeng Watthana Road, Thung Song Hong 85 279
32 Department of Juvenile Observation and Chaeng Watthana Road, Thung Song Hong 51 167
Protection, Bangkok subdistrict, Lak Si district, Bangkok
33 Government Complex Commemorating Chaeng Watthana Road, Thung Song Hong 281 922
th
His Majesty the King’s 80 Birthday subdistrict, Lak Si district, Bangkok
Anniversary

Table 3.3-2 (Cont’d)

Distance from the
m ft
34 Lak Si District Office Chaeng Watthana Road, Bang Khen subdistrict, PK13 TOT station 130 426
Lak Si district, Bangkok
35 Chulabhorn Research Institute Vibhavadi-Rangsit Road, Lak Si district, 363 1191
Bangkok
36 Wat Lak Si Vibhavadi-Rangsit Road, Talat Bang Khen 385 1263
37 Wat Lak Si School Vibhavadi-Rangsit Road, Talat Bang Khen 502 1647
38 Rattanakosin Technological College Chaeng Watthana Road, Lak Si district, PK14 Lak Si station 196 643
Bangkok
39 Charoenphon Witthaya School Chaeng Watthana Road, Talat Bang Khen 49 161
subdistrict, Don Muang district, Bangkok
40 Phranakhon Rajabhat University Chaeng Watthana Road, Anusaowari subdistrict, PK15 Phranakhon Rajabhat 189 620
Bang Khen district, Bangkok University station
41 Wat Phra Si Maha That Demonstration Chaeng Watthana Road, Anusaowari subdistrict, 76 249
Secondary School Bang Khen district, Bangkok
42 Wat Phra Si Maha That Chaeng Watthana Road, Anusaowari subdistrict, 461 1512
Bang Khen district, Bangkok
43 College of Buddhist Studies and Chaeng Watthana Road, Anusaowari subdistrict, 71 233
Philosophy Bang Khen district, Bangkok
44 Thainiyomsongkroa School Chaeng Watthana Road, Anusaowari subdistrict, 326 1069
45 Bang Khen District Office Phahonyothin Road, Anusaowari subdistrict, 94 308
46 Prachapiban School Phahonyothin Road, Anusaowari subdistrict, PK16 Wat Phra Si Maha 106 348
Bang Khen district, Bangkok That station
47 Office of Disease Prevention and Phahonyothin Road, Anusaowari subdistrict, 197 646
Control 1, Bangkok Bang Khen district, Bangkok
48 Krirk University Ram Inthra Road, Anusaowari subdistrict, 72 236
49 2nd Infantry Battalion Ram Inthra Road, Anusaowari subdistrict, PK17 Ram Inthra 3 station 245 804
50 Pramot Witthaya Ram Inthra School Ram Inthra Road, Anusaowari subdistrict, 85 279
51 Iamphanit Witthaya School Ram Inthra Road, Anusaowari subdistrict, 237 777
52 Thai Police Aviation Division Ram Inthra Road, Km.5, Tha Raeng subdistrict, PK20 Maiyalap station 332 1089
53 Ramborirug Ram Inthra School Ram Inthra Road, Km.5, Tha Raeng subdistrict, 434 1424
54 Association of Army Welfare Ram Inthra Road, Tha Raeng subdistrict, 268 879
Development Village Bang Khen district, Bangkok
55 Bureau of Personnel Competency Ram Inthra Road, Tha Raeng subdistrict, 82 269
Development, Office of the Vocational Bang Khen district, Bangkok
Education Commission
56 Pramot Phatthana Kindergarten Ram Inthra Road, Tha Raeng subdistrict, PK21 Watcharaphon station 203 666
57 Saiaksorn School Ram Inthra Road, Khlong Kum subdistrict, 63 207
Bueng Kum district, Bangkok
58 Chao Mae Suea Shrine Ram Inthra Road, Khan Na Yao subdistrict, PK22 Ram Inthra 40 station 28 92
Khan Na Yao district, Bangkok
59 Chatr Wittaya School Ram Inthra Road, Khan Na Yao subdistrict, 108 354
60 Masjid Al-Aokof School Ram Inthra Road, Khan Na Yao subdistrict, 370 1214
61 Masjid Al-Aokof Ram Inthra Road, Khan Na Yao subdistrict, 353 1158
62 Synphaet General Hospital Ram Inthra Road, Khan Na Yao subdistrict, PK23 Khu Bon station 76 249
63 Nopparat Rajathanee Hospital Ram Inthra Road, Khan Na Yao subdistrict, PK25 East Outer Ring Road 283 928
Khan Na Yao district, Bangkok station
64 Taksina Business Administration Ram Inthra Road, Khan Na Yao subdistrict, PK26 Nopparat Rajathanee 77 253
and Technological College Khan Na Yao district, Bangkok station
65 Setthabutbamphen School Ram Inthra Road, Min Buri subdistrict, PK28 Setthabutbamphen 134 440
Min Buri district, Bangkok station
66 Seriruk Hospital Serithai Road, Min Buri subdistrict, 185 607
Min Buri district, Bangkok

Table 3.3-2 (Cont’d)

Distance from the
m ft
67 Navaminthra Hospital Sihaburanukit Road, Min Buri subdistrict, 204 669
68 Minburi Technical College Sihaburanukit Road, Min Buri subdistrict, 152 499
69 Navamin 9 Hospital Sihaburanukit Road, Min Buri subdistrict, 104 341
70 Min Buri Business School Sihaburanukit Road, Min Buri subdistrict, 507 1663
71 Suknet School Sihaburanukit Road, Min Buri subdistrict, 100 328
72 Min Buri Sueksa School Sihaburanukit Road, Min Buri subdistrict, 232 761
73 Health Center 43, Min Buri Sihaburanukit Road, Min Buri subdistrict, PK29 Min Buri Market 218 715
Min Buri district, Bangkok station
74 Min Buri District Office Sihaburanukit Road, Min Buri subdistrict, 367 1204
75 Min Buri Remand Prison Suwinthawong Road, Min Buri subdistrict, 495 1624
76 Office of Min Buri Public Prosecution Sihaburanukit Road, Min Buri subdistrict, PK29 Min Buri Market 133 436
Min Buri district, Bangkok station (cont’d)
77 Minburi School Min Buri subdistrict, Min Buri district, Bangkok 210 689
78 Satri Setthabutbamphen School Min Buri subdistrict, Min Buri district, Bangkok 435 1427
79 Min Prasat Witthaya School Ramkhamhaeng Road, Min Buri subdistrict, 288 945
80 Kasem Bundit University, Romklao Rom Klao Road, Min Buri subdistrict, PK30 Min Buri station 720 2362
Campus Min Buri district, Bangkok
Land use within a 500-m radius mainly consists of urban and built-up areas as
the project alignment is located in urban areas. Land use types comprise about 18,848.14
rai of urban land or 79.24% of the study areas, followed by 4,746.26 rai of other land use
types or 19.94%, and 196.26 rai of agricultural land which is equivalent to 0.82%. The
details of land use types are presented in Figure 3.3-1 and Table 3.3-3.
Table 3.3-3 Land Use within 500-m Radius in the Project Study Areas
Study Areas
Land Use Symbol
Sq.km. rai %
Urban and Built-Up Areas
Commercial areas U1 5.51 3,441.25 14.47
Residential areas U2 16.37 10,231.25 43.01
Government/state enterprise areas U3 5.06 3,160.63 13.29
Educational institutes U4 0.90 563.75 2.38
Religious/archaeological and historical places U5 0.41 255.63 1.07
Medical facilities U6 0.31 196.25 0.82
Industrial plants U7 1.17 733.13 3.08
Public parks/golf driving ranges/sports ground/ amusement parks U8 0.41 256.25 1.08
Abandoned factories U9 0.02 10.00 0.04
Total - 30.16 18,848.14 79.24
Agricultural Lands
Paddy fields A1 0.17 105.63 0.44
Grass farms A2 0.08 52.50 0.22
Mixed fruit orchards A4 0.01 8.13 0.03
Vegetable gardens A5 0.04 22.50 0.10
Fish ponds A6 0.01 7.50 0.03
Total - 0.31 196.26 0.82
Other Land Uses
Abandoned land M1 5.50 3,438.13 14.45
Water sources W1 0.37 229.38 0.96
Roadways - 1.73 1,078.75 4.53
Total - 7.59 4,746.6 19.94
Grand Total - 38.07 23,790.66 100.00
Source: TEAM Consulting Engineering and Management Co., Ltd., July 2013

Figure 3.3-1 : Land Use within 500 m from the Centerline of Project Alignment

Figure 3.3-1 : Land Use within 500 m from the Centerline of Project Alignment (Cont’d)






Figure 3.3-1: Land Use within 500 m from the Centerline of Project Alignment (Cont’d)





Urban and Built-Up Land: This is the major land use type in the study areas,
occupying 18,848.14 rai or 79.24% of the total land. The land uses comprise 10,231.25 rai of
residential area or 43.01%, followed by 3,441.25 rai of commercial areas or equivalent to
14.47%, 3,160.63 rai of government/state enterprise land or 13.29%, 733.13 rai of industrial
plants or 3.08%, 563.75 rai of educational institutes or 2.38%, 256.25 rai of public parks/golf
courses/sports ground/amusement parks or 1.08%, 255.63 rai of religious/archaeological
places or 1.07%, 196.25 rai of medical facilities or 0.82%, and 10.00 rai of abandoned
factories or 0.04%.
Agricultural Land: This land use type occupies the smallest portion of land,
covering 196.26 rai or 0.82% of the total land. Agricultural lands include 105.63 rai of paddy
fields or 0.44%, 52.50 rai of grass farms or 0.22%, 22.50 rai of vegetable gardens or 0.10%,
and 8.13 rai of mixed fruit orchards or 0.03 as well as 7.50 rai of fish ponds or 0.03%.
Other Land Uses: This type is second largest after the urban and built-up
land, with 4,746.6 rai or equivalent to 19.94% of the total. These lands consist of 3,438.13
rai of abandoned land or 14.45%, 1,078.75 rai of roadways or 4.53%, and 229.38 of water
sources or 0.96%.
In addition, drainage conditions along Chaeng Watthana and Ram Inthra roads
were studied, taking into account the 2011 flood, for the design of the Pink Line stations
and elevated structures, as depicted in Figure 3.3-2. The study was aimed at avoiding the
obstruction of road drainage along the Pink Line alignment, with the following results.
Figure 3.3-2 : Drainage Alignment and Direction in 2011

(1) Drainage from the Areas North of Ram Inthra Road

The areas north of Ram Inthra Road are encircled by Phahonyothin, Sai
Mai, Hathairat and Ram Inthra roads. In particular, Ram Inthra road is designated as
Bangkok’s outer flood protection dike in accordance with JICA’s flood protection system
study. During the 2011 flood, it was difficult and slow to drain floodwaters from some parts
of these areas which are low lying without any major canal. As Ram Inthra road hampers
flows of water, the flows from north of the areas will inundate the northern traffic lanes
while part of the water will flow over the road median to the southern part from time to
time.
Drainage through the road alignment requires pumping of water into small
canals around the perimeter of the areas, which have very limited drainage capacity,
compared to the flood volume. Water will be drained into main canals: Khlong Lat Phrao
and Khlong Saen Saep. Mobile pumps are generally installed at 6 locations as shown in
Figure 3.3-3.
Figure 3.3-3 : Pumping Locations North of Ram Inthra Road
(a) Pump Location 1: Khlong Krachet, Soi Ram Inthra 39

(b) Pump Location 2: Khlong Lam Phai, Soi Ram Inthra 14 (Soi Maiyalap)
(c) Pump Location 3: Khlong Bang Khuat, Soi Ram Inthra 40 (Nuan Chan)
(d) Pump Location 4: Khlong Chala, Soi Ram Inthra 46/1
(e) Pump Location 5: Khlong Chala, Soi Nawamin 163 and 100
(f) Pump Location 6: Khlong Rang Lo-Rang Kaeo, Soi Phahonyothin 63

For the construction of the Pink Line elevated stations along Ram Inthra
road, no station overlaps with the alignment of canals that were used to drain floodwaters in
2011. Moreover, no station structure will be built in drainage canals.
It is therefore concluded that the station structures of Pink Line MRT
Project, Khae Rai-Min Buri section, will not impede drainage of water from the areas north
of Ram Inthra road in case of inundation similar to the 2011 flood.
(2) Drainage from the Areas North of Chaeng Watthana Road
During the 2011 flood period, the areas north of Chaeng Watthana road
were submerged by the overflows from Rangsit siphon via Khlong Prapa in combination
with water overtopping the Khlong Rangsit flood dike. Floodwaters had to be drained
mainly via Khong Prem Prachakon into Khlong Bang Khen and Khlong Bang Sue while
part of the flood was pumped into Khlong Ban Mai to discharge into the Chao Phraya
River. Generally, when the water level in the Chao Phraya River drops, some water will
flow back into Khlong Rangsit and will be then pumped into the Chao Phraya River.
Floodwaters in Chaeng Watthana Road will be drained into Khong Prem Prachakon mainly
via drains on both sides of the road as well as pumping into Khong Prem Prachakon.
For the construction of the Pink Line elevated stations along Chaeng
Watthana road, there is no station overlying the alignment of canals that were used to drain
floodwaters in 2011. Besides, no station structure will be built in drainage canals.
Consequently, it is concluded that the station structures of Pink Line MRT
Project, Khae Rai-Min Buri section, will not hamper drainage of water from the areas north
of Chaeng Watthana road in case of inundation similar to the 2011 flood.
3.4 STATION DESIGN AND FUNCTIONAL SPACE LAYOUT
3.4.1 Station Architectural Design
(1) Station Design and Level

The design concept emphasizes the minimization of MRT station footprint
to allow natural ventilation at the ground level because the areas along the Pink Line route
are mainly residential areas. The alignment of station building is mainly located in road
medians to minimize land acquisition. There are 5 station types, with 2 levels or 3 levels, as
follows:
(a) Type 1
Station Design: This type is a three-level elevated station, consisting
of at grade floor, concourse level on the 2nd floor,
and platform level on the 3rd floor. There are a total
of 22 stations, with 2 types of platform height, i.e.
15 m, as presented in Figures 3.4-1 to 3.4-5, and 14
m, as shown in Figures 3.4-6 to 3.4-10.

Figure 3.4-1 : Cross Section and Longitudinal Section of Station Building Type 1 with 15-m Height

Figure 3.4-2 : At Grade Floor of Station Building Type 1 with 15-m Platform Height

Figure 3.4-3 : Concourse Level of Station Building Type 1 with 15-m Platform Height

Figure 3.4-4 : Platform Level of Station Building Type 1 with 15-m Platform Height

Figure 3.4-5 : Roof Plan of Station Building Type 1 with 15-m Platform Height

Figure 3.4-6 : Cross Section and Longitudinal Section of Station Building Type 1 with 14-m Platform Height


Figure 3.4-8 : Concourse Level of Station Building Type 1 with 14-m Platform Height



Station Size: 3rd floor is platform level, 24.6 m wide and 110 m
long
2nd floor is concourse level, 24.6 m wide and 116 m long
1) PK01 Nonthaburi Government Center
station
2) PK02 Khae Rai station
3) PK03 Sanambin Nam station
4) PK04 Samakkhi station
5) PK05 Royal Irrigation Department station
6) PK06 Pak Kret station
7) PK07 Pak Kret Bypass station
8) PK08 Chaeng Watthana-Pak Kret 28
station
9) PK11 Chaeng Watthana 14 station
10) PK12 Bangkok Government Complex
station
11) PK18 Lat Pla Khao station
12) PK19 Ram Inthra 31 station
13) PK20 Maiyalap station
14) PK21 Watcharaphon station
16) PK23 Khu Bon station
18) PK25 East Outer Ring Road station
Number of Stations: 15-m height, totaling 22 stations:
19) PK26 Nopparat Rajathanee station
20) PK27 Bang Chan station
21) PK28 Setthabutbamphen station
22) PK29 Min Buri Market station
14-m height, totaling 4 stations:
1) PK10 Si Rat station
2) PK13 TOT station
3) PK15 Phranakhon Rajabhat University
station
(b) Type 2
Station Design: This is a two-level elevated station, consisting of at
grade floor which is concourse level, and the 2nd floor
which is platform level. Train operation and building
systems are located in a separate building (2 stories)
adjacent to station building, as illustrated in Figures
3.4-11 to 3.4-14.
Station Size: 2nd floor is platform level, 19 m wide and 110 m
long
At grade floor is concourse level, 12 m wide and 143.5 m long
Number of Stations: 1 station: PK09 Muang Thong Thani station





(c) Type 3
grade floor which is concourse level, and the 2nd floor
which is platform level. The station is located parallel
to the existing road, as shown in Figures 3.4-15 to
3.4-18.
Station Size: At grade floor is concourse level, 28.5 m wide and
98 m long
2nd floor is platform level, 30 m wide and 110 m long
Number of Stations: 1 station: PK14 Lak Si station
(d) Type 4
grade floor which is concourse level, and the 2nd
floor which is platform level, with a skywalk connec-
ting to the Orange Line in the future, as depicted in
Figures 3.4-19 to 3.4-22.
110 m long
2nd floor is platform level, 24.6 m wide and 110 m long
Number of Stations: 1 station: PK30 Min Buri station
(e) Type 5
Station Design: This elevated station building has two levels. At
grade floor will house concourse level and building
system. The 2nd floor is platform level, as depicted
in Figures 3.4-23 to 3.4-26.
184.5 m long
2nd floor is platform level, 132.5 m wide and 184.5 m long
Number of Stations: 1 station: PK16 Wat Phra Si Maha That station
(2) Uniqueness of Stations
To create uniqueness of stations, building elements feature the unique Thai
architecture such as station roof where curved lines will be applied to the station design in
order to create a sense of gracefulness, aesthetics and modernity, as presented in Figures
3.4-27 and 3.4-28.









Figure 3.4-23 : Cross Section and Longitudinal Section of Station Building Type 5 with 11.10-m Platform Height

Figure 3.4-24 : At Grade Floor of Station Building Type 5 with 11.10-m Platform Height

Figure 3.4-25 : Concourse/Platform Level of Station Building Type 5 with 11.10-m Platform Height

Figure 3.4-25 : Concourse/Platform Level of Station Building Type 5 with 11.10-m Platform Height

Figure 3.4-26 : Roof Plan of Station Building Type 5 with 11.10-m Platform Height

Figure 3.4-27 : Cross Section of Station
Figure 3.4-28 : Example of Station after Completion of Construction

Figure 3.4-28 Example of Station after Completion of Construction (Cont’d)
(3) Functional Area Design Concept

Main concepts of the functional area design are as follows:
Rooms and station components shall be carefully organized. Passenger
area shall be separated from staff area and station equipment room.
Zoning of station shall be clear according to functions.
Stairs connecting concourse and platform, i.e. stairways, escalators,
accessible lifts for the disabled, shall be suitably located to accommodate
6-car trains. Stairways and escalators shall conveniently serve passengers
in both Normal Operation Movement and Emergency Evacuation
Movement.
Functional areas shall be arranged in accordance with the train operating
system and building equipment system.

In order to achieve cost effectiveness, size of stations shall be designed to

suitably accommodate the number of passengers in each station.
To renovate and expand footpaths near the stations in order to provide
convenient entrance and exit.
The station layout arrangement is dependent upon the train operating
system, services, and related building system as well as various factors such as passenger
movement, etc. The station layout arrangement is presented in Table 3.4-1.
Table 3.4-1 Functional Area Design Concept

(4) Signage
(a) Standard Signs in Stations
There are five types of station signage according to the following
communication purposes.
(1) Directional Signs
Directional signs shall direct passengers to their destination inside
and outside of the stations.
Materials: Stainless steel frame, Aluminum Composite surface
or Color Acrylic;
Location: At entrances, exits, junctions, way-up and way-down;
Installation: Hanging from upper structure;
Color: Standard color of the background shall be white, with
black letters.
(2) Identification Signs
Identification signs shall indicate room names, such as function of
rooms/areas, e.g. public telephone, ticketing office; locations of facilities, etc.
Materials: Laminate panel with stainless steel mounting;
Installation: Wall fixing or hanging from upper structure;
Color: White surface with black letters.
(3) Information Signs
Information signs shall provide information to passengers, e.g.
route map, station location map, fare signs etc.
(4) Statutory and Warning Signs
Statutory and warning signs shall be installed in prohibited or
hazardous areas, i.e. No entry signs, Do not enter track area signs, Wait here signs, etc.
(5) Notice Board
Notice board displays public messages to passengers such as
announcement, general standard boards.
3.4.2 Accessible Facilities
The station design of Pink Line MRT Project has taken into consideration
accessibility for the disabled and elderly, with accessible facilities such as ramps, lifts and
toilets as well as accessible parking spaces and toilets at the park & ride building.
Persons with Disabilities Empowerment Act, B.E.2550 defines that “persons
with disabilities/disabled persons” shall mean persons who encounter certain limitations
in performing their daily activities or social participation due to impairment in vision,
hearing, mobility, communication, mind, emotion, behavior, intellect, learning or any
other impairment along with various difficulties, and specifically need some assistance to
perform their daily activities or participate in social activities as ordinary persons.

There are 5 types of disabled persons who are eligible for MRT fare exemption,
namely:
Visual impairment
Hearing or communication impairment
Physical or mobility impairment
Mental or behavioral impairment
Intellectual or learning impairment
Universal Design for Mass Transit System is design for all user groups in the
society, targeted at creating an accessible environment. For the design of mass transit
system : an important public transport mode, accessibility shall be integrated into the
building and facility design. This is to accommodate travel needs of all people including
the elderly, disabled and disadvantaged people who have limitations to use or access to
mass transit services in order to enable equitable use by all people.
(1) Universal Design
Universal Design, as illustrated in Figures 3.4-29, is an environmental
design concept of universally and equitably usable buildings and products for everyone in
the society without any need for adaptation or specialized design for any particular group of
people, whether they be female or male, persons with normal walking ability or requiring
wheelchairs, persons with normal vision or visual impairment, a child or an adult, literate or
illiterate persons, etc. The Universal Design takes into account usability and accessibility
for everyone. Consideration is first given to address how to offer equal opportunity to
people with different abilities to access buildings and facilities, such as the elderly, people
with health problems, expectant mothers, short-statured persons, baby on pushchair,
children, and persons with disabilities, e.g. visual impairment, hearing impairment, physical
impairment, mental impairment, or illiterate persons, etc. Even though these people may
have physical, intellectual or mental limitations, they are part of the society which should
be taken care of so that they can happily live among persons with normal abilities. For
example, ramps should be provided for sidewalks and public buildings to facilitate
wheelchair users or tactile ground surface indicators for visually impaired persons. This
will enable these people to conveniently and safely undertake outdoor activities.
Figure 3.4-29 Universal Design
Universal Design has broad meanings and incorporates great details.

However, in summary, Universal Design is the design of environments, places and products

to be conveniently and safely usable by all people. The principles of Universal Design are
presented in Figure 3.4-30.
Figure 3.4-30 Elements and Principles of Universal Design
(2) Elements and Principles of Universal Design

The Principles of Universal Design are explained as follows:
(a) Fairness: The design provides equitable access for all people in the
society without discrimination such as installation of public phones at 2 accessible levels:
for adults and wheelchair users;
(b) Flexibility: The design accommodates right- or left-handed access and
use or height adjustability;
(c) Simplicity: Use of the design is simple and easy to understand, such as
pictures, explanation or international symbols for all groups of users, regardless of the
user's knowledge or literacy level;
(d) Understanding: Necessary information is provided in a form that is
easy to understand, with adequate explanation or pictogram;
(e) Safety: The design minimizes hazards and the adverse consequences
of accidental or unintended actions such as provision of protective system in case of error,
including fail-safe features;
(f) Energy Conservation: The design can be used efficiently and
comfortably with minimum fatigue such as water tap with lever handle instead of twist
handle;
(g) Space: Appropriate size and space is provided for approach, reach,
manipulation, and use regardless of user's body size, posture, or mobility such as adequate
size of toilet compartment and water closet for large persons, users of large wheelchairs,
particularly sufficient turning space.

(3) Examples of Accessible Facilities for MRT Services

(a) Accessible telephones, taking into consideration different height of
users and adjustability.
(b) Accessible telephones, taking into account wheelchair users and the
elderly including people in general.
(c) Accessible ATMs, taking account of wheelchair users and wheelchair

clearance beneath the ATM.

(d) Accessible ramp design for wheelchair users and the elderly
(e) Accessible toilets for wheelchair users, the elderly and expectant
mothers
Stainless steel bars will be installed in toilets for the elderly and expectant
mothers. At least one accessible toilet will be provided for wheelchair
users in public toilets (this can be used by expectant mothers, persons
with children or baby pushchair, including diaper changing station).
Accessible Toilet Design with Braille Indicators on the Floor for Visually Impaired Persons

(f) Accessible walkway design for visually impaired persons will include
tactile ground surface indicators to guide visually impaired persons to
safe walkways. For example, ramps will be provided at walkway edges
at intersections to facilitate wheelchair users, and tactile indicator tiles
will be installed in the MRT station areas for visually impaired persons.
(g) Tactile floor surface will be designed and installed to provide inter-
connectivity to public facilities around the station, resulting in safe and
barrier-free circulation for visually impaired persons
(h) Accessible lifts will be provided for all people, with installation of call
and control buttons for the disabled and wheelchair users as well as
buttons with Braille marking indicators and tactile blocks for visually
impaired persons
(i) Staircase Design
Height of each step will be reduced and color strips installed to provide
greater visibility. There will be several levels of stair handrails to
facilitate people of different height such as children, adults, the
hunchback elderly, etc.

Braille indicators will be provided on stair handrails, giving information

on the number of steps
(j) Station Entrance-Exit Design
At least one large entrance-exit will be provided at the station building
for wheelchair users or baby carriages.
(k) Design of On-Board Facilities

For seating arrangement, a separate zone—clearly marked in yellow—

will be specifically designated for expectant mothers, the disabled and
the elderly. However, use of telephone will be prohibited in this zone as
the telephone signal may pose danger to passengers in this zone.
(4) Design and Services
MRT station staff will facilitate the 4 types of the disabled who wish to use
MRT services as follows:
(a) Persons with Visual Impairment
Accessible lifts with Braille indicators will be provided at every
station for visually impaired persons;
Tactile floor surface will be designed for landings so as to facilitate
visually impaired persons by indicating difference in floor level;
Station staff will assist the disabled by offering an arm to visually
impaired persons and then guiding the way;
Station staff will warn visually impaired persons of every change in
walking path level that may affect the safety such as ramp, different
floor level or escalator;
Station staff will facilitate the entry to the MRT via a special entrance
gate;
Station staff will assist passengers on the platform to enter a train;
Staff at the departure station will coordinate with those at the
destination station to take care of passenger safety when alighting
from the train until leaving the station.
(b) Persons with Hearing or Communication Impairment
Hearing impaired persons is incapable of verbal communication;
therefore, it is essential to provide communication media such as
leaflets, diagrams or pictures to explain how to request assistance and
reply to frequently asked questions;
Hearing impaired persons cannot hear announcements of station staff
such as departure time, change of train schedule, change of platform,
accidents, etc. It is necessary to provide visual announcements
(Variable Message Signs) or special devices such as LCD monitors
displaying a route map to inform passengers of current locations.

Upon arriving at stations, announcement will be made to inform

passengers;
Station staff will communicate with passengers via written message
on paper to enquire about the destination;
Station staff will facilitate disabled people’s entry and exit from trains
via special gate;
Hearing impaired passengers while on board cannot hear verbal
announcements of the next station; therefore, they do not know what
station is next and whether it is their destination. During the
nighttime when hearing impaired persons cannot see places or they
may travel to a place where they have never been before, visual
announcements (Variable Message Signs) are very vital on trains to
inform passengers of the next station where the train is going to stop;
Installation of rotating beacons inside the station for hearing impaired
persons in case of an emergency so that they will be informed of an
emergency situation and evacuation.
(c) Persons with Physical or Mobility Impairment
Ramps will be provided for wheelchair users. Accesible lifts will be
provided at every station;
Road-level lifts will be closed at every station, with a signboard in
front of the lift giving details about how to request use of lift. When a
passenger wants to use a lift, he/she has to contact station staff;
Station staff will assist disabled people’s entry to trains from the
station entrance via passenger lift;
Station staff will facilitate the entry to the MRT via a special entrance
gate;
Station staff will assist passengers on the platform to get onto a train
and lock the wheelchair;
Staff at the departure station will coordinate with those at the desti-
nation station to take care of passenger safety while exiting the train
until leaving the station.
(d) Persons with Intellectual or Learning Impairment
A relative or carer must accompany a person with intellectual or
learning impairment during travel. Station staff will facilitate the
entry and exit from trains via a special entrance gate
For Pink Line MRT Project, facilities in the station building are designed
for the elderly and persons with disabilities in accordance with the Ministerial Regulation
on Accessible Facilities in Buildings for Disabled Persons and the Elderly, B.E.2548
(2005) (which was announced in the Royal Gazette Vol. 122, Part 52 (a) on 2 July 2005).

3.4.3 Landscape Architecture
Since the station length is not very long, landscape at traffic medians and
footpaths shall be designed as hardscape. Two main reasons are low maintenance cost and
convenience for disabled people.
For stations with sufficient space for softscape, such as interchange stations,
plants shall be selected taking into account ease of maintenance. Landscape design shall
emphasize pleasant atmosphere and softened appearance of the station and structures.
3.5 TRACK BEAM DESIGN

The concrete I-Girder is the most suitable type for viaduct. As the viaduct is
constructed on the traffic island, the construction period shall be as minimum as possible.
This track beam will have some effects during transportation and lifting for installation
only. Further, efficient quality control can be made in the manufacturing process because it
was manufactured in the efficiently environmental control factory. In the installation step,
components will be assembled on job site, the traffic will not be blocked or just partially be
blocked while lifting components. Apart from affecting the traffic at minimum, the
installation of this track beam can be made in an orderly manner with the least construction
time compared to other designs. The concrete pier of viaduct is 2.0 meters in width, with the
span length of approx. 25 meters. The pier is laid on a pile cap with the bored pile of 2.0
meters diameter.
3.5.1 Suitable Span Length of Monorail Track Beam
The design load of the monorail track beam shall be as shown in Figure 3.5-1.
Remark: P = 110 kN for Crush load

= 80 kN for Empty train base on 5 kN/m over 3.2 m wide and 14.5 m long
Maximum operating speed 80 km/three or six cars per track
Source: Consultants, 2012
Figure 3.5-1 : Design Load for Monorail Track Beam

Typically, the track beam is a double track on a single pier. It consists of a

guideway beam and a pier. A pier comprises crossbeam, column, footing and pile. The
track beam will be impacted by loads, such as its own weight, train load, wind load,
braking force, earthquake, etc. based on the conditions of combined stresses according to
design criteria. The typical span length of 20.0 22.5 25.0 27.5 and 30.0 meters is shown in
Figure 3.5-2.
Figure 3.5-2 : Comparison of Forces of Track Beam for Span Length of 20.0,
22.5, 25.0, 27.5 and 30.0 meters

From Figure 3 . 5 -2 when the span length increases from 2 0 meters to 3 0

meters, main forces like moment, shear force, axial force, etc. which influence the size of
the track beam will be greater. When the span length is longer than 2 5 meters, the
moment in pier will be greater than when the span length is less than 25 meters. Large pier
and footing make it more difficult for construction. In addition to this, it may be difficult to
transport the pre-stressed concrete guideway beamthat is longer than 25 meters. Thus, the
suitable span length should not be longer than 25 meters. A steel girder which is lighter than a
concrete girder may be used to make smaller structure. Nonetheless, the construction and
maintenance costs will increase. Regarding the typical span of the track beam,5 span
continuous beams, which are suitable, and consistent with the structure of the Pink Line
Project (Khae Rai-Min Buri section)are applied.
In brief, the pre-stressed concrete guideway beam should be constructed as it
has suitable span length. Also, it is more durable and the maintenance cost is much less
than the steel structure.
In the case that the guideway beam is constructed with the pre-stressed
concrete girder of 20 meters in span length, the construction cost will be expensive due to
the requirements of a large number of footings, earthworks and piers. This also causes
poor vision on the ground.
In the case that the guideway beam is constructed with the pre-stressed
concrete girder of3 0 meters in span length, it will be difficult to transport structural
components. Furthermore, the long span, that requires the large footing, causes problems
while constructing on restricted traffic islands. Moreover, the construction cost of this
span length is approx. 50% higher than the span length of 2 0 meters and approx.3 0 %
higher than the span length of25 meters.
Due to the aforesaid reasons, the Consultants chose the pre-stressed concrete
girder of 25 meter long for the construction of the guideway beam. This is because the
longest pre-stressed concrete girder of this size will not cause transportation problem.
Besides, the footing size is not too huge for the construction on traffic islands. Even
though the construction cost of this span length is about 20% higher than the span length
of 20 meters, it is worth investing in terms of good view and better environment.
Track beam is composed of guideway beam and substructure.
3.5.2 Guideway Beam
The selection of such track beam makes it possible for efficient control of
component manufacturing. The superstructure of the monorail is the precast girder. There
are 2 types of beam based on the span length. Pre-stress concrete girder shall be applied
for the guideway beam that does not exceed 25 meter long and steel girder bridge shall be
applied for the guideway beam that is longer than 25 meters.
Type 1 As for the standard span that does not exceed 2 5 meter long, pre-
stress concrete girder shall be applied as shown in Figure 3.5-3.
Type 2 Regarding the long span with the span length of more than 25 meters,
steel girder bridge shall be applied as illustrated in Figure 3.5-4.

Figure 3.5-3 : Pre-stress Concrete Girder
3.5.2.1 Pre-stressed Concrete Guideway Beam
Pre-stress concrete I-Girder or steel girder bridge with the depth of 1.50 to 2.00
meters and the length of not more than 25 meters shall be used.
3.5.2.2 Steel Girder
It is used when the steel girder bridge is exceptionally long, that is, longer than
25 meters to 8 0 meters. The steel girder is applied in the sections that require long span
like road crossing or canal crossing. It shall also be applied to the highway right-of-way
of 30 meter wide or more as shown in Figure 3.5-4.
Figure 3.5-4 : Steel Girder Bridge

3.5.3 Substructure
Figure 3 . 5 -5 and Figure 3 . 5 -6 show the cross section and dimension of the
viaduct. There are 6 structures of pier that support the viaduct.
One track on single pier : Concrete girder or steel girder bridge is used.
One track on eccentric single pier : Concrete girder or steel girder bridge is
used to support the one track monorail. The eccentric single pier is laid to
avoid barriers.
Double track on single pier : Concrete girder or steel girder bridge is used
to support the double track monorail. The distance of the guideway beam
is 4.3 meters.
Double track on eccentric single pier: Concrete girder or steel girder
bridge is used to support the double track monorail. The eccentric single
pier is laid to avoid barriers. The distance of the guideway beam is 4.3
meters.
Portal structure with 2 piers with one track and double track
Portal structure with 3 piers and double track
The applied concrete pier of viaduct shall have the cross section of approx.
2 .0×2.0 meters with approx. span length of 2 5 meters. Pile cap with a single pile of 2.0
meters diameter supports a concrete pier of viaduct as shown in Figure 3.5-5 and Figure
3.5-6.
Figure 3.5-5 : Cross Section of Single Pier of Viaduct
Figure 3.5-6 : Cross Section of Viaduct with Portal Structure

3.5.4 Construction Process of Viaduct
The civil works of the viaduct that passes over the road beneath start with the
construction of bored pile, foundation, pier and installation of guideway beam, respectively.
As bored pile work and the installation of guideway beam need the cut and cover, it is
unavoidable to use some traffic lanes for the construction of retaining structure and bored
pile. Therefore, some traffic mitigation measures are established.
(1) Coordinating with involved agencies for traffic planning for vicinities of
construction area and suggesting other routes to avoid construction area;
(2) Controlling construction area making it impede the traffic as minimal as
possible, managing lane transition and providing sign of construction area;
(3) Coordinating with all involved parties when traffic diversion is required;
and
(4) Establishing traffic management plan that is consistent with the construction
work plan, construction process and construction method of the track beam. Construction
will be divided into sub-process to minimize impact on traffic flow during construction.
Considerations will be made for important factors like road capacity before and during
construction, soil transfer, construction material transportation, security and safety, etc.
Traffic management plan during construction shall be considered and approved by directly
involved agencies like Traffic and Transportation Department, Bangkok Metropolitan
Administration, Royal Thai Police, etc. prior to starting construction.
3.5.4.1 Construction of Footing
A single large bored pile or two bored piles lining up in the same row shall be
used in the Project as shown in Figure 3.5-7. This pattern of bored pile laying makes pile
cap smaller than the width of typical traffic island which is approx. 4 meters. In the areas
of considerable restrictions, barrette piles shall be used. An excavator with the narrow
side of approx. 0.8to1.0 meter shall be operated instead of a drill bit. The advantages of
using barrette piles include capability to work in limited area, horizontally and vertically.
Also, larger size of the piles can be used through more excavation. However, the cost of
barrette pile is more expansive than bored pile. In regard to pier, a single pier is typical as
it is convenient and fast for construction. This is exceptional in some areas where the
track centerline is not in the line of traffic island. In such areas, portal structure will be
used instead of single pier structure. The construction process is detailed below.
The construction of pile, footing and pier for track starts with stripping of approx.
4 meter with the allowance of 2 meters on lateral sides for operation. As a result, the
required construction area is about8meters.The construction area will intrude approx. 2
meters of the rightmost lane; so it remains 4 lanes on the road where the construction
proceeds ( 2 lanes per direction) . The construction in this part will last about 45 days: 28
days for pile work, 5 days for pier, 9 days for 3 viaduct piers(3 days for each pier) and
3surplus days. The construction zone of specific phase will be isolated for not exceed 150
meter long.
As for portal structure, the pier position is in the pavement line. The
construction of footing and piers, which covers the area of approx. 8 meters in width,

requires lane closure on the pavement sides. The construction will be proceeded on the
alternate side to avoid traffic problem. Then piers are constructed and the beam formwork
of portal structure is installed. The installation will be made at nighttime with traffic closure
for 1-2 hours while lifting the beam formwork for safety reason. Then the concrete beam is
cast and pre-stressed, respectively when it has unconfined compressive strength as
designed.
Figure 3.5-7 : Construction Area for Pile, Footing and Pier
3.5.4.2 Installation of Precast Girder when Track Passes Traffic Island Line
The installation of precast girder for monorail needs the area of approx. 4 meter
wide for safety reason while casting closure joint. In this step, resurfacing work can be
done concurrently. Once the precast girder is installed, road surface return can be done shortly.
3.5.4.3 Construction of Portal Structure when Track does not Passes Traffic Island
Line
Portal structure shall be applied when the track centerline deviates from traffic
island line. In this case, piers and footing shall be laid on the pavement line. The
construction of portal structure needs traffic closure on the pavement side in order to
build footing and piers in the area of approx. 5.0 meter wide. The construction will be
proceeded on the alternate side to avoid traffic problem. Then piers are constructed and
the beam formwork of portal structure is installed. The installation will be made at
nighttime with traffic closure for 1-2 hours while lifting the beam cast for safety reason.
Next, cast and pre-stress concrete beam, respectively when the concrete beam has
unconfined compressive strength as designed as shown in Figure 3.5-8.
Figure 3.5-8 : Portal Structure with 2 Piles

3.5.4.4 Drop-Off Areas

The drop-off areas of the Pink Line Project (Khae Rai-Min Buri section) were
designed at concave pavement. It is 15.0 meters long and 2.8 meters wide. The drop-off
areas on both sides of the road are provided for 29 stations (PK01-PK29) as illustrated in
Figure 3 .5 -9 . After the completion of construction of drop-off areas for 29 stations, the
pavement width shall be at least 1 . 5 0 meters. This distance complies with Building
Control Act, B.E.2552 (2009). Drop-off areas are provided for personal cars, taxis, vans
and public carriers that carry passengers to rail stations. Passengers will be dropped in a
short period of time. Vehicles are not allowed to park in drop-off areas. The size of the
designed drop-off areas is suitable for the current road condition where the project
alignment passes. Drop-off areas were designed to avoid traffic disturbance. In addition,
bicycle parking is provided at the ramp of stations on both sides of the road.
As for Min Buri station (PK3 0 )which is the terminus of the Pink Line Project
(Khae Rai-Min Buri section), the Consultants determined drop-off area at the Park &
Ride of the Project. The drop-off area of Min Buri station ( PK3 0 ) is about 30 meters
away from the ramp of the station as shown in Figure 3 . 5 -1 0 . Therefore, it does not
intrude current pavements. Besides, it is more convenient and safer for people to use the
service.
The criteria for size and adequacy of drop-off area are as follows:
Criteria for Size and Adequacy of Drop-off Area
The Pink Line Project (Khae Rai-Min Buri section) which covers the distance
of 3 4 . 5 kilometer sconsists of 3 0 stations. All stations were designed to be a public
transport interchange so that rail users can be connected to other public transportation
systems like buses, taxis, vans, personal cars and public carriers. Typically, intermodal
transport facilities emphasize the design of drop-off areas. Drop-off area design requires
the analysis and forecast of the number of passengers travelling in different modes to rail
stations. Land use in the sub-areas around 30 stations shall be evaluated using Nonthaburi
Comprehensive Plan and Bangkok Comprehensive Plan. Passenger transfer will be
involved with related road network, car access and wayfaring, bus stop, temporary parking
and connectivity to other mass rapid transit projects. The analysis and forecast of facilities
procedures are given below:
(1) Evaluate the proportion of utilization of station vicinities applying
Nonthaburi Comprehensive Plan and Bangkok Comprehensive Plan. Utilization of station
vicinities, which plays an important role in determining travel modes of rail users, can be
classified as follows : low density residential area, medium density residential area, high
density residential area, agricultural land and official places, etc.
(2) Study the proportion of entry into and exit from stations such as
wayfaring, by bus, by taxi, by motorcycle, etc. from other projects such as the Green Line
Project (Mo Chit-Saphan Mai Section) and Airport Rail Link.
(3) Analyze the proportion of travel modes to stations and forecast the
ridership of each station.

Figure 3.5-9 : Drop-off Area, Bicycle Parking and Elevator for Disabled Person at Station

Figure 3.5-10 : Drop-off Area at Min Buri Station (PK30) in Front of Park & Ride
(4) Study an Average Vehicle Occupancy departure and arrival using case study
projects. The resulting outcome will be used to calculate the number of vehicles of any kind
for the whole day and peak hours.
(5) Study the time spent to pick up and drop off passengers of different modes
of travel such as by car, by taxi, by bus, by public carrier, etc. to calculate service
capability.All required data which are obtained are used for calculation of the requirement
for facilities of each station for passengers of the Pink Line Project (Khae Rai-Min Buri
Section). All required data are used for calculation of requirement for facilities of each
station for passengers of the Pink Line Project (Khae Rai-Min Buri Section). These
facilities consist of the stop and parking lot for buses, parking lot for van and minibus, the
stop for public carriers and drop-off area.
It is necessary to design the Park & Ride for passengers of the Pink Line Project
(Khae Rai-Min Buri Section) to reduce use of personal cars. According to this study, one
Park & Ride at Rom Klao Intersection is required. This Park & Rideshares the area with
the depot of the Project.
The 3-storey Park & Ride can accommodate 3 ,0 0 0 cars (1 ,0 0 0 cars/storey).
Apart from this, the Consultants improved the open space of Pak Kret station (PK06) for
use as outdoor car parking which can accommodate about 30 cars.
As not all 30 stations are located near bus stops and the request for additional
bus stops needs to be approved by involved agencies such as Bangkok Metropolitan
Administration (BMA) and Bangkok Mass Transit Authority (BMTA), the Consultants
assigned the drop-off areas beneath 29 stations (PK01-PK29) on both sides of the road, 1
Park & Ride (Min Buri station-PK30) and 1 car parking (Pak Kret station-PK06) for the
convenience of the public.

The environmental impact preventive and mitigation measures of

transportation during operation period were recommended as follows:
Coordinating with involved agencies such as Bangkok Mass Transit
Authority (BMTA) and other mass transit systems for efficient transfer of passengers;
Performing traffic management on the roads where the project alignment
passes for consistency with mass transit systems;
Providing staff members for facilitation at stations and providing U-Turns
and road signs in proper areas; and
Performing structural design for the convenience and safety of way farers,
such as designing pavement with adequate width for the safety of pedestrians, designing
the skywalk that connects rail stations with other mass transit systems, etc.
To prevent traffic congestion during rush hours in the morning and in the evening
at rail stations during operation period, the Consultants established environmental impact
preventive and mitigation measures of transportation as follows:
Installing no-parking sign on existing road network at rail stations starting
from the entry to rail stations and 50 meters next to rail stations; and
Allowing public carriers, personal cars and taxis to pick up and drop
passengers at the designed drop-off areas only.
3.5.4.5 Road Settlement and Solution Approach

(1) Assessment of road settlement along the project alignment
Roads laid on Bangkok Clay have always faced settlement after they are in
service because of the low strength of soil, low permeability and high compressibility.
Road settlement, in general, is caused by consolidation. This is because the weight of
road structure and traffic lead to excess pore water pressure, which will be drained
gradually.
Apart from consolidation and the weight of road structure which press the
pier, land subsidence in Bangkok Metropolitan and its vicinity area results from 2 main
factors below.
(a) Human beings behavior : Excessive use of groundwater for a long
period of time can cause land subsidence in wide areas. The subsequent impacts from
land subsidence include flooding, cracks in buildings and the national economic loss.
(b) Natural cause : Bangkok Metropolitan and its vicinity area are situated
in the lower Chao Phraya Basin which consists of Bangkok clay having natural
compressibility. Therefore, soil fatigue due to the long support of the weight of the
structure can cause land subsidence.
The construction of footing of the project located on existing road may
cause differential settlement. As piers are laid on piles, they have small-scale settlement.
However, roads have large-scale settlement. The large-scale settlement may cause
deformation of road surface as illustrated in Figure 3.5-11. As a result, it is necessary to
evaluate potential road settlement and design the prevention system of road surface

Differential settlement at pier

of viaduct causes damage to
surrounding road surface.
Figure 3.5-11 : Impact from Differential Settlement at Pier of Viaduct and Road
damage resulting from differential settlement. Owing to the fact that the road in the
project area was constructed and has been used for a very long time, it is implied that the
consolidation settlement of the Bangkok clay because of the weight of the embankment
and the pavement structure no longer occurs. Thus, the potential long-term settlement will
be resulted from groundwater pumping and natural compressibility. This settlement
evaluation refers to land subsidence level in Bangkok Metropolitan due to groundwater
pumping, 2002-2007 as shown in Figure 3.5-12. The study reveals that land subsidence
level along the project alignment will be less than1 centimeter/ year. Considering road
settlement in 50 year-service life prior to resurfacing, it will subside for not more than50
centimeters.
However, soil boring shall be determined in the detailed design.
Furthermore, the data of land subsidence as a result of groundwater pumping shall be
collected for the clear analysis of subsidence.

Project
alignment
Figure 3.5-12: Contour Line of Land Subsidence due to Groundwater

Pumping in Bangkok from 2002 to 2007
(2) Solution approach

To solve the problem of differential settlement between the piers of
viaduct and the road, both structures shall be separate so that the settlement of one
structure affects the other at minimal. The concept is the least strain and stress transfer
should happen between the piers of viaduct and the road with the most independent
movement in vertical direction.
The transition structure that minimizes differential settlement and reduces
damage to road surface is shown in Figure 3.5-13(a). The separate structures of road and
the pier of viaduct are shown in Figure 3.5-13(b). The transition structure covers the pier
of viaduct that is overlapped with road surface. The transition structure has space
designed for differential settlement in the vertical direction of the road and the pier of
viaduct. This structure contributes to the avoidance of damage to road surface.
(3) Settlement between piers
As the pier of viaduct is constructed on piles of approx. 50 meter long, less
settlement occurs. In the design, it is determined that differential settlement not exceed
. where L is the distance between piers. The differential settlement was
included in the analysis of secondary loads in the structure design.

Figure 3.5-13(a) : Transition Structure for Differential Settlement at Pier and

Roads Surrounding Pier
The projection on transition

structure is designed to
Filler(material)bet CONCRETE 0.50 m.

ween piers SHEETPILE
Top level of pier of
Filler
Filler(mater
ial) Coating for reduction in
Figure 3.5-13(b) : Separate Structures Minimizing Settlement of Road and

Pier of Viaduct
There are 2 causes of pile settlement: immediate settlement due to load and
consolidation settlement due to land subsidence and constant load. As the end of the pile
is deeper than 50 meters, pile settlement in the long-term will be minimal. Load test will
be conducted for immediate settlement. The service load (pile capacity) shall not make
pile settlement exceed 25 millimeters. That is to say settlement from the service load of
each pier shall not exceed 12.5 millimeters. Combined with consolidation settlement, it
shall not exceed 25 millimeters. Differential settlement throughout the project life shall
100 years of the service life of structure.

3.6 DEPOT AND PARK & RIDE BUILDING
3.6.1 Selection of Site and Size of Depot and Park & Ride Building
The criteria for depot site selection include the following.

(1) Sufficient space for stabling all trains and for necessary maintenance
facilities, as well as a safe area specifically for Monorail operation management;
(2) Appropriately arranged facilities for maintenance and repair, such as
stabling track, main workshop with separate areas for heavy and light maintenance, other
structural systems, stabling yard, train washing plant, workshop, office for maintenance
and operation control staff, etc.;
(3) Flat area with no slope because stabling tracks must be constructed in a
flat area;
(4) The site will be closest to the main line for convenience and shortening the
approach track as well as reduction of operation costs;
(5) Connection of the approach track with the main line of monorail;
(6) Adjacent to an access road for convenient inbound and outbound transport
of monorail cars and spare parts.
The site selection study shows that there is one suitable site for depot and park
& ride building, i.e. the area at the end of the project route near Rom Klao intersection
which is a large parcel of flat land, with an area of about 366,400 sq.m or 229 rai. It is
adjacent to Ramkhamhaeng Road and Rom Klao Road which will be convenient for
inbound and outbound transport of monorail cars and spare parts. Monorail patrons can
reach the depot and park & ride building via two routes: Ramkhamhaeng Soi 192 and
Rom Klao Road. The location of depot at Rom Klao intersection is depicted in Figure
3.6-1, and the existing conditions of the site are shown in Figure 3.6-2.
Feasibility Study of Depot and Park & Ride Building
The National Environment Board approved the Environmental Impact
Assessment Report of Pink Line MRT Project of Office of the Transport and Traffic
Policy and Planning (currently implemented by MRTA) on March 16, 2012. The previous
study identified 2 depots and park & ride buildings for Pink Line MRT Project, Khae Rai-
Min Buri section, i.e. Sanambin Nam intersection and Rom Klao intersection. However,
the current study reveals that the site at Sanambin Nam intersection was a land lot under
non-performing loan (NPL) of a commercial bank and was bought by Nonthaburi City
Municipality for construction of a recreation center for the elderly and a warehouse. The
center and warehouse are currently under construction. Therefore, this area cannot be
used as the site of depot and park & ride building.
The survey of surrounding areas along the 34.5-km project alignment shows
that there is no land lot that is large enough to be an alternative site to replace the land at
Sanambin Nam intersection. If a large area is still required for construction of depot and
park & ride building, a large number of land lots and built structures need to be
expropriated. This will result in resettlement and land acquisition impacts with high
acquisition costs. Therefore, to avoid such effects, the Consultants have designed a larger
depot and park & ride building which will be built at Rom Klao intersection. The
originally-planned area of 50.57 rai has been expanded by another 178.43 rai; therefore,
the total area for the depot and park & ride building is 229 rai. This land size is sufficient

Figure 3.6-1 Location of Depot and Park & Ride Building at Rom Klao Intersection

Figure 3.6-2 Existing Conditions of Depot and Park & Ride Building Site
at Rom Klao Intersection
to accommodate all trains of the Pink Line, a total of 56 trains, and 3,000 car parking
spaces as well as an increased number of trains resulting from the government’s policy of
20-baht flat fare. A larger building can be built because the existing land uses at Rom
Klao intersection are paddy fields and grass farms. To reduce the operation and
maintenance (O&M) costs arising from the operation of empty morning trains from the
terminal station PK30 Min Buri to the first station PK01 Nonthaburi Government Center,
a stabling area for 4 trains is provided at Nonthaburi Government Center so that trains can
park in the nighttime and start services right away in the morning.
Therefore, there is only one depot and park & ride building at Rom Klao
intersection for Pink Line MRT Project, Khae Rai–Min Buri section. It has potential to
adequately provide services to the Pink Line patrons in the future. In addition, the large
park & ride building that can accommodate 3,000 cars will attract more people to use
MRT services. This will also help reduce the use of private cars and alleviate the current
traffic congestions.
Additionally, the Consultants have arranged a vacant area at PK06 Pak Kret
Station to be car parks for private cars and public cars to cater for MRT passengers. The
parking area for private cars is at grade open area for 30 cars. A parking area is also
provided for public cars such as vans, taxis, etc. Passengers can access the MRT station
through 2 routes: Tiwanon Road and Chaeng Watthana Road. Internal road system in the
station has been designed for passengers’ convenience and safety, with details presented
in Figure 3.6-3.

Amendment EIA Report
VPK/ENV/RT1203/P1988/RE128
Entrance
Entrance-Exit
Pink Line MRT Project, Khae Rai-Min Buri Section
Exit
Car parks for private cars
Car parks for public cars
The parking area for 30 cars
Drop-off Area
3-84
Figure 3.6-3 Car Park and Public Car Park at PK06 Pak Kret Station
Pink Line MRT Project, Khae Rai-Min Buri section, is one of the mass
rapid transits incorporated into the Mass Rapid Transit Master Plan in Bangkok
Metropolitan Region (M-MAP) with interconnection with 4 mass rapid transit projects, i.e.
Purple Line, Bang Yai–Bang Sue section; Commuter Train System (Red Line), Bang Sue–
Rangsit section; Green Line, Mo Chit–Saphan Mai section; and Orange Line, Bang Kapi–
Min Buri section. A park & ride building has been designed for each of the 4 lines that
intersect the Pink Line alignment in order to facilitate passengers, with details as follows:
Purple Line, Bang Yai–Bang Sue section, has 2 park & ride buildings. One is
located at Nonthaburi Intersection 1 Station, with 470-car parking capacity. The other is
located at Bang Rak Noi- Tha It Station with 1,244-car capacity. Passengers living around
Rattanathibet Road, Bangkok-Nonthaburi Road and vicinity can park their cars at the two
park & ride buildings to use the Purple Line and then can connect to the Pink Line at PK01
Nonthaburi Government Center Station-the starting station of Pink Line MRT Project,
Khae Rai–Min Buri section.
Commuter Train System (Red Line), Bang Sue–Rangsit section, has 1 park &
ride building, located at Bang Sue Grand Station with 1,000-car capacity. Passengers
living in Bang Sue and vicinity can park their cars to use the Red Line and get on the Pink
Line at PK14 Lak Si Station.
Green Line, Mo Chit–Saphan Mai section, has 2 park & ride buildings, located
at Km. 25 Station with 1,043-car capacity and at Khu Khot Station with 713-car capacity.
Passengers living in Rangsit, Lam Luk Ka, Pathum Thani, and vicinity can park their cars
to board the Green Line and then connect to the Pink Line at PK16 Wat Phra Si Maha
That Station.
Orange Line, Bang Kapi–Min Buri section, has 2 park & ride buildings,
located at Min Buri Station with 3,000-car capacity (a joint facility with the Pink Line),
and at Khlong Ban Ma Station with 1,200-car capacity. Passengers living in
Ramkhamhaeng, Hua Mak, Bang Kapi, Saphan Sung, Bueng Kum and vicinity can park
their cars to connect to the Orange Line and Pink Line at PK30 Min Buri Station.
Therefore, people will be able to park their cars at the park & ride
buildings provided by these four projects, with service area coverage in Bangkok and
Nonthaburi. The parking areas are sufficient to meet the passengers’ need. As a result,
expropriation of additional land and built structures along the alignment of Pink Line
MRT, Khae Rai–Min Buri section, is not required, leading to the reduction of
resettlement and land acquisition impacts.
3.6.2 Design Criteria for Depot and Park & Ride Building
(1) Track Design Criteria

The design criteria for monorail track inside the depot and stabling yard
are as follows:
Minimum curve radius: 50 m
Maximum gradient of approach track: 50%
Minimum track center: 3.7 m
(2) Minimum Distance between Tracks
Distance between stabling tracks: 8.0 m

Distance between train inspection tracks and monthly inspection

tracks: 10.0 m
Distance between workshop tracks: 12.0 m
(3) With the limited workshop area, the storage for spare parts will be located on
the first floor beneath the workshop floor.
(4) Maintenance vehicles will park in the depot and the stabling yard.
(5) The Operation and Control Center (OCC) will comprise the following.
Operation and Control Center
Administration Office
Operation Department
Car Maintenance Department
Track Maintenance Department
Electrical Maintenance Department
Signaling and Telecommunication Maintenance Department
Meeting rooms/Conference rooms
Visitor rooms
Accommodation facilities for drivers
A bulk substation will be located inside the depot.
(6) All workshop equipment in the depot is shown on Table 3.6-1.
Table 3.6-1 Workshop Equipment in the Depot
Shop Equipment & Facility
Air Blowing Facility
Oil Free Air Compressor with Air Tank
Train Compressed Air Piping with Header(coupler)
Air Blowing Air Hose, Quick Coupler and Air Blow Nozzle
Shop Cabin Access Step Ladder
Manual Movable Work Platform with Wheel Lock
General Tools
Dust Respirator and Protection Glass
Semi-Automatic Train Washing Plant
Portable Work Gangboard (Front/Rear Hand Cleaning)
Train Washing Shop Water Jet
Industrial Wet/Dry Vacuum Cleaner
Floor Cleaning Mop
Handy Washing Mop
75kN Overhead Traveling Crane
Traverser
Maintenance Service Vehicle (self drive)
Maintenance Shunting Vehicle (self drive)
Service Vehicle Shop Construction Gauge Inspection Trolley
Crane Trolley (towed by MSV)
Oil Free Air Compressor with Air Tank
Carbody Lifting Beam (2 units/set)
Carbody Support Stand with Spring Back Caster

Table 3.6-1 Workshop Equipment in the Depot (Cont’d)

Cabin Access Step Ladder
Battery Boom Lift (with Battery Charger)
Maintenance
Portable Welding Machine (onboard)
Service Vehicle Shop
Portable Electric Tools (grinder/drill/cutter/etc)
(Cont’d)
Portable Manual Fuel Pump
Work Bench with Vice
Sling Wire and Shackle
General Tools
75kN Overhead Traveling Crane
Bogie Drop
Carbody Support Stand (2 units/set)
Tire Clamping & Lifting Jig
Tyre Replacement Shop
Nitrogen Gas Charging Facility
Skirt Support Stand
Portable Work Platform
General Tools (bar/hammer/etc)
Nitrogen Gas Charging Facility
20kN Monorail Hoist with I-beam Runway
Train Inspection Shop High Level Platform with Ladder (building scope)
Portable Roof Access Gang board
Special Designed Inspection Devices (Hitachi)
General Tools
150 kN Overhead Traveling Crane
Carbody Lifting Beam (2 units/set)
Carbody Support Stand with Spring Back Caster
Battery Boom Lift (Battery Charger)
Coupler Testing Stand
Spring Coil Testing Stand
Air Cock Testing Stand
Car Body Pantograph Bearing Disassembling Jig
Maintenance Shop Pantograph Testing Stand
Air Conditioning Unit Cleaning Stand
Permanent Coupler Assembling Jig
Permanent Coupler Buffer Assembling Jig
Center Pin Assembling Jig
Rubber Buffer Assembling Jig
Coupler Assembling Jig
Hand Lifter
General Tools
Bogie Air Blowing Booth
Bogie Inspection Stand (2 bogies/unit)
Gear Unit Inspection Stand
Bogie Maintenance TIG Welding Machine
Shop Manual Parts Washing Basin
Magnetic Flaw Inspection Device
Bearing Hydraulic Press
Heat Shrinking Oven
Ultrasonic Inspection Device

Table 3.6-1 Workshop Equipment in the Depot (Cont’d)

Running Wheel Bearing Box Disassembling Jig
Slip Ring Alignment Measuring Jig
Bogie Maintenance Gear Case Assembling Jig
Shop (Cont’d) Emergency Wheel Assembling Jig
TD Coupling Assembling/Disassembling Jig
Tyre Changer (stabilizing/guide tyres)
General Tools
Traction Motor Testing Stand
Motor Maintenance
Traction Motor Assembling & Disassembling Unit
Shop
Traction Motor Support Stand
Di-Electric Testing Unit
Small Scale Motor Testing Stand
General Tools
Pneumatic Air Brake Testing Stand
Component Pneumatic Electric Converter Testing Stand
Maintenance Pneumatic Valve Testing Stand
Shop Air Compressor Testing Stand
Ultrasonic Cleaning Unit
Parts Storage Racks
Working Table with Vice
Various Standard Gauges
General Tools
Carbody Air Ventilation Facility
Painting Shop Carbody Trolley
General General Purpose Device
Electric Battery Charging & Discharging Unit
Electronics Parts Storage Racks
Maintenance Working Table with Vice
Shop General Tools for Electrical Work
General General Purpose Device
Mechanical Working Table with Vice
Maintenance Parts Storage Racks
Shop General Tools
General Compressed Air Supply System
Effluent Treatment Facility
Portable Winch
Battery Forklift (battery charger)
Floor Cleaning Sweeper
Pallet for Component Transportation
3.6.3 Location and Design Concept of Depot and Operation and Control Center,
and Park & Ride Building
(1) Location of Depot and Park & Ride Building

The depot and park & ride building of Pink Line MRT Project, Khae Rai–
Min Buri section, are located on a 229–rai land lot on Ramkhamhaeng Road near
Ramkhamhaeng Soi 192. The north side of the land is adjacent to Ramkhamhaeng Road
which is 38 m wide. Its east side adjoins Ramkhamhaeng Soi 192. Its west side is
adjacent to Khlong Song Ton Nun which is about 20 m wide. Irrigation canal and
agricultural areas are located to the south. The location of depot and park & ride building
at Rom Klao intersection is depicted in Figure 3.6-1.

The layout of depot and park & ride building was determined, taking into
account convenient use and functional relationship between buildings and activities, so as
to achieve optimum utilization and continuous flow of functions. Emphasis is also given
to provision of necessary facilities for staff, maximum safety and efficient evacuation in
case of an emergency. The management of the depot and park & ride building is
explained in details as follows:
(2) Layout Arrangement of Depot and Park & Ride Building
The internal management of the depot and park & ride building at Rom
Klao intersection is divided into two main activities: park & ride building and depot, with
details as follows:
Park & ride building is a 3-storey building, located adjacent to Ramkhamhaeng
Road. The total area is about 50.57 rai, with parking capacity of 3,000 cars (1,000
cars/floor).
Depot is located behind the park & ride building, on 178.43 rai of land.
The depot consists of Administration and OCC Building, main workshop, bulk
substation, hazardous building, storm water pump house, wastewater treatment plant,
guard house, stabling yard for 56 trains, and canteen. The details of layout arrangement
are presented in Table 3.6-2, and Figures 3.6-4 to 3.6-13.
Table 3.6-2 Components of Depot and Park & Ride Building
Number of Usable Area Building Size (m)
No. Building/Office
Floors (m2) (W x L)
DE01 Administration and OCC building 5 3,965 13x61
DE02 Main workshop 1 12,782 77x166
DE03 Park & ride building 3 95,064 136x233
DE04 Bulk substation 2 924 21x22
DE05 Hazardous building 1 136 8x17
DE06 Storm water pump house 1 27 5x5.40
DE07 Wastewater treatment plant 2 221 6.50x17
DE08 Guard house 1 8.32 2.60x3.20
DE09 Stabling yard 1 31,240 142x220
DE10 Canteen 1 960 24x40
Source: The Consultants, 2012
(3) DE01: Administration and OCC Building

It is a 5-storey building, with a total area of approximately 3,965 m2, 13 m
wide and 61 m long. The perspective of Administration and Operation Control Center
(OCC) building is shown in Figure 3.6-14 and the perspective inside the OCC building is
presented in Figure 3.6-15.
In the OCC building, there are meeting room, power supply control room,
transformer room, chilled water and water pump room, battery room, emergency
generator room, low voltage power supply room, OCC room, and SCADA system. It is
the center that controls and monitors the overall power supply during and after the
service. The staff can control the following systems

WASTE WATER TREATMENT PLANT

STROM WATER PUMP HOUSE
Figure 3.6.4 Layout of Depot and Park & Ride Building

Figure 3.6.5 Layout of Administration & OCC Building

Figure 3.6.5 Layout of Administration & OCC Building (Cont’d)

Figure 3.6-6 Plan of Main Workshop

Figure 3.6-6 Plan of Main Workshop (Cont’d)

Figure 3.6-7 Layout of Park & Ride Building

Figure 3.6.8 Plan of Bulk Substation

Figure 3.6-9 Layout of Hazardous Building

Figure 3.6-10 Layout of Storm Water Pump House

Figure 3.6-11 Layout of Wastewater Treatment Plant

Amendment EIA Report 3-
100
Figure 3.6-12 Layout of Guard House

Amendment EIA Report 3-
101
Figure 3.6-13 Layout of Canteen

Figure 3.6-14 Perspective of Administration and OCC Building
Figure 3.6.15 Perspective of OCC Room

Operation control in line with the operational schedule in normal hours

and to be able to respond to any abnormal situation including an emergency to ensure
maximum operational efficiency and passenger safety;
Control of operation support systems such as power supply system and
air ventilation system;
Control of communication among the staff and with passengers;
Staff dormitory as a temporary accommodation for train drivers,
operation control staff, and maintenance staff;
Train Driver Office will be close to the stabling yard for their
convenience in reaching the trains;
Train Driver Office consists of a room for signing on to work and
receiving work orders, office of scheduling staff and office assistant, locker inspector, and
internal bulletin board, train driver supervisor room, meeting room, and train driver room.
Driver School consists of instructor room, training room, dressing room
and simulation room, etc.
(4) DE02 : Main Workshop
It is a one-storey building, with a total area of 12,782 m2, 77 m wide and
166 m long. The building houses light maintenance workshop, heavy maintenance
workshop, office and small workshop, material storage, bogie repair facility, tyre
replacement, underfloor wheel lathe, and paint shop, with details described as follows:
(a) Main Workshop consists of light and heavy maintenance workshops,
office and small workshop, material storage, bogie repair facility, tyre replacement,
underfloor wheel lathe, and paint shop as follows:-
Light Maintenance Workshop: Activities include checking of train
readiness for the next service round, e.g. windshield water, lubricant inspection, and routine
work such as inspection, internal and external train cleaning, repair, and replacement of roof-
mounted equipment, e.g. air conditioner. There is an elevated area for working on the train
roof;
Heavy Maintenance Workshop: Routine works include major
maintenance, bogie replacement or repair, heavy repair (replacement of underfloor heavy
equipment), general maintenance, replacement of parts, e.g. battery, compressor and
electronics equipment, train car repair, tyre replacement.
Office and Workshop, e.g. training room, meeting room, brake
repair room, and room for door-window repair and other parts;
- Workshop is designed to be on ground floor between light
and heavy maintenance workshops because it is not a very clean area, compared to the
office area on the upper floor.
- Engineering Office and Maintenance Office are separated
and located between light and heavy maintenance workshops for close supervision of
workshops.

- Rolling Stock Maintenance Office is on the ground floor and

second floor of the main workshop. The supervisor office has windows to allow
supervisors to see all activities in both light and heavy maintenance workshops. On the
ground floor there are locker room, toilets for maintenance staff, and a small living room.
- Light and Heavy Maintenance Workshops are designed to be
located together for efficient use of space. Both workshops consist of maintenance tables,
tool box, spare parts shelf, and testing and calibration equipment. The equipment must be
consistent with the trains to be procured. Near the bogie repair facility, working space is
provided for maintenance of brakes, motor and power supply equipment, power collector,
battery, main switch, power and electronic equipment, such as door equipment, air pump,
signaling device, and electronics equipment, e.g. train control equipment, radio,
information dissemination to passengers, mirror, and interior design, etc.
Material Storage will store materials for use in car maintenance,
using pallet storage system. There are two types of forklift trucks: electric powered truck
and reach truck as shown in Figure 3.6-16.
Figure 3.6-16 Electric Powered Forklift Truck and Reach Truck
Bogie Repair Facility will be used for lifting bogie from the car
body. Monorail bogie will be removed by bogie drop system and then latched on to the main
track beam which can turn up or down as shown in Figure 3.6-17. The engineering
specifications of Bogie Repair Facility for Monorail System are illustrated in Figure 3.6-18.
Wheel Diagnostic and Tyre Replacement Facility: After a certain

period of operation, wear and tear of wheel tyre will happen due to wheel and tyre friction. As
a result, the construction of wheel diagnostic facility is necessary for periodical wheel inspection
according to the time duration or distance specified in the tyre manufacturer’s maintenance
schedule. Equipment for wheel diagnostic and tyre replacement is shown in Figure 3.6-19 and
the internal condition of wheel diagnostic facility is presented in Figure 3.6-20.
- Permanent Way Workshop Building is located close to the
main workshop, and will store tracks and third rails. It will serve as maintenance
workshop, and parking and refueling area for service vehicles. The permanent way
workshop building is shown in Figure 3.6-21. In this building, there are tools and
equipment for track and switching replacement, with adequate space for welding works.
There are also outdoor material storage and roofed storage for tracks. On the other side of
the building, there are track repair workshop, rail storage, signaling equipment storage
and related offices.

Figure 3.6-17 Turning and Lifting up-down of Monorail Main Track Beam
- Test Track Shelter is located at both ends of the test track in

order that the inspection team is able to go up and down, with roof to protect the
inspection team and equipment from the rain.
Paint Shop: The MRT system will occasionally need repainting
due to accident and the environment as follows:-
- The paint shop inside the depot is provided for checking and
maintaining the car paint that was applied in the manufacturing process of foreign
manufacturer. The painting is mainly done by applying stickers to the sides of car body. The
paint shop is designed to be dust free to facilitate the work and ensure the quality of work.
Car repainting will be carried out in the case that an accident occurs and the car has been
scratched, but this situation rarely happens. Or repainting will be done according to the paint
life, which is every 10-15 years. The paint shop is fully enclosed, with paint-related pollution
treatment system so that pollution will not affect other areas. The paint is water-based color or
other types of color with low pollution according to the techniques of monorail
manufacturers. Waste from paint spraying process will be collected and stored in a separate
container, and will be sent together with hazardous waste for disposal by a special hazardous
waste disposal unit.
(3) DE03 : Park & Ride Building
This 3-level building has a usable area of about 95,064 m2. It is 136 m wide
and 233 m long and has a parking capacity of 3,000 cars (1,000 cars/floor). It is located
adjacent to Ramkhamhaeng Road and can be reached via 2 routes: Ramkhamhaeng Road and
Rom Klao Road.

Figure 3.-6-18 Engineering Specifications of Bogie Repair Facility

Figure 3.-6-19 Wheel Diagnostic and Tyre Replacement Equipment
Figure 3.6-20 Internal Conditions of Wheel Diagnostic Facility

Figure 3.6-21 Permanent Way Workshop Building
(4) DE04 : Bulk Substation

It is a 2-storey building, with an area of 924 m2, 21 m wide and 22 m long. It
will supply power to train operation system. The Metropolitan Electricity Authority (MEA)
will supply electricity to the substation in the depot for train operations. In addition, standby
diesel generator will be provided in case of power failure, as shown in Figure 3.6-22.

Figure 3.6-22 Typical Bulk Substation
(5) DE05 : Hazardous Building

It is a one-floor hazardous building, with an area of approximately 136 m2,
8 m wide and 17 m long. It is a temporary storage for oil, grease and chemicals which are
to be disposed later. Roofed pallet racking system may be adopted. The building is
designed for easy and safe operation of cranes and trucks.
Waste Storage: Waste generated from interior train cleaning, workshop
and office, dust particles from road and sidewalk, scraps from lathe and workshop, and
waste from wastewater treatment system will be stored at the temporary waste storage
waiting to be collected by garbage truck for further disposal. The waste storage is also
designed for ease of access by garbage trucks from the service road. Washing basin is
also provided at the side of the building.
(6) DE06 : Storm Water Pump House
This one-floor building, 5 m wide and 5.40 m long, has an area of approximately
2
27 m . It is located close to the wastewater treatment plant of the depot and park & ride
building.
(7) DE07 : Wastewater Treatment Plant
It is a 2-storey building, with an area of 221 m2, 6.50 m wide and 17 m long
for treating wastewater from all activities within the depot and park & ride building.
(8) DE08 : Guard House
This is a one-floor building, with an area of approximately 8.32 m2, 2.60 m
wide and 3.20 m long. It is located at the entrance-exit for checking and inspection of
persons coming to contact the office as well as checking of other entrances and exits via
CCTVs which are installed around the depot and park & ride building.
(9) DE09 : Stabling Yard
It is a one-floor building, with an area of approximately 31,240 m2, 142 m
wide and 220 m long, for train stabling and interior cleaning. Train cleaner rooms are
located at both ends of this building for the convenience of cleaning staff. The stabling
yard as shown in Figure 3.6-23 (a) has a stabling capacity of 336 cars (56 x 6–car trains)
and the stabling area is shown in Figure 3.6-23 (b).

Figure 3.6-23 (a) Stabling Yard
Figure 3.6-23 (b) Stabling Area
Train Washing Plant: Trains will be washed in this building and the tracks
inside the plant are about 150 m long. A 6-car train will slowly move into the train
washing plant, and the washing process will be done by automatic washing machine.
Wastewater from the washing process will be stored in a tank and treated by the
wastewater treatment system installed in the washing plant where oil and mud will be
separated from water. The effluent will be used for watering plants or floor cleaning. The
typical train washing plant is presented in Figure 3.6-24.

Figure 3.6-24 Train Washing Plant
(10) DE10 : Canteen

It is a one-storey building, with an area of about 960 m2, 24 m wide and 40
m long. This building consists of kitchen, cleaning room, cold storage, and dining room,
serving the depot staff on duty only.
Design of Retention Pond in the Depot and Park & Ride Building
The depot and park & ride building at Rom Klao intersection is a 3-
storey reinforced concrete structure, with an area of 229 rai or 336,400 m2, which will be
built on former agricultural land. To prevent drainage problem, the Consultants have
designed retention ponds for the depot and park & ride building. Consideration was given
to topography, slope of land, and nearby catchment to avoid obstructing the existing
flows of water. The catchment is divided into 2 zones, as illustrated in Figure 3.6-25, and
each zone will drain stormwater into a retention pond before discharging into Khlong
Song Ton Nun, with the following details.
- Zone A: Park & Ride building, with an area of about 50.57 rai or
2
80,916 m ;
- Zone B: Depot, with an area of approximately 178.43 rai or 285,484
m2.
Design of Drainage Structure
Drainage structure is designed to accommodate a peak discharge
resulting from the maximum rainfall of specified return period. Therefore, the results of
rainfall frequency analysis were adopted as the design rainfall, based on the rainfall
records over a long period, which were obtained from various rainfall gauging stations.
The relevant agencies are Royal Irrigation Department, Electricity Generating Authority
of Thailand, and Department of Alternative Energy Development and Efficiency. The
relationship of rainfall intensity, duration and frequency is graphically presented as
rainfall intensity-duration-frequency curve or IDF curve.

Figure 3.6-25 Catchment in Depot and Park & Ride Building at Rom Klao
Intersection
(c) Normal traffic condition and Traffic Management Guidelines in

Depot
Normal traffic condition around Depot
The Depot of Rom Klao Intersection is located at the edge of
Ramkhamhaeng Road, which has 8 traffic lanes. In 2008, there are 5,874 cars and 1,500
cars passing through this road in the morning rush hours (7.00-8.00 a.m.) and evening
hours (5.00-6.00 p.m.), respectively. It is forecast that 1,500 cars/1 day will pass through
the Depot and affect Ramkhamhaeng Road in the above mentioned hours only. The
number of vehicles will have no impact on the traffic condition due to the number of
traffic lanes. Moreover, the road inside the Depot is made of reinforced concrete with 2
directions. The width of the entrance-exit connecting to the road is 22 m. The entrance-
exit traffic lane is 18 m. wide for both directions. The pavement on both side of the roads
is 2 m. wide.
Traffic Management Guidelines in Depot of Rom Klao Intersection
The road and the entrance-exit in the Depot has 2 directions and
the road is divided into 3 main parts as follows:-
- Office Building and Operation Control Center of Rom Klao
Intersection. It is found that the Office Building and Operation Control Center are located
in Depot, separating from Park & Ride Building and Service Vehicle Parking Lot,

adjacent to Ramkhamhaeng Road. The staff parking lot is provided near Office Building
and Operation Control Center
- Depot and Stabling yard. To access these areas, the trains
have to run on the ramp passing the front door checking point only. The Platform road
connects buildings that need service road for forklift and trucks, Wheel Turning Plant,
Wheel Diagnostic Facility, Hazardous Building, Garbage Storage Building, Train
Washing Plant, Heavy Maintenance Workshop, Light Maintenance Workshop, Material
Storage Building, Permanent Way Workshop Building and Bulk Substation. The road
inside is approximately 6-15 m. in width and used as transportation route of equipment
and machinery, such as trains, power supply, etc. The road can be used before the Project
commencement and when additional equipment and machinery are ordered.
- Service roads around the Depot-Service roads are provided
for safety reason. These service roads connect Administration and Operation Control
Center Building (OCC), Train Operation Control Staff Dormitory and Office. Service
roads can be in the same level or almost in the same level of to the road outside the
Depot. The two types of service roads are designed for the access of fire engine to all
buildings.
(d) Traffic Management for Depot and Park & Ride
Traffic Management of Depot and Park & Ride
The traffic management of Depot and Park & Ride Building of
Rom Klao Intersection. The Project designed the entrance-exit that passengers can access
the Park & Ride Building through 2 main roads, Ramkhamhaeng Road and Rom Klao
Road.
Traffic Management of Entrance-Exit through 2 main roads
Entrance-Exit No.1: The entrance from Ramkhamhaeng Road
can lead to the Park & Ride Building in 2 ways below:
Directional Ramp: There is the left diversion from Ramkhamhaeng
Road, on Khlong Song Ton Nun bridge for the passengers access to Park & Ride Building
as shown in Figure 3.6-26 and Figure 3.6.27.
Level road: When driving past Suwinthawong Intersection,
passengers can turn left to Depot to enter in to and exit from Park & Ride Building.
Entrance-Exit No.2: Preliminarily, traffic lights are provided for
the entrance from Rom Klao Road as shown in Figure 3.6.28. In the future when the
traffic is more congested, there will be the directional ramp from Depot and Park & Ride
Building to Rom Klao Road for both entry and exit points.

Figure 3.6.26 Traffic Management of Entrance-Exit from Ramkhamhaeng Road
Figure 3.6.27 Directional Ramp for Entrance from Ramkhamhaeng Road

Figure 3.6.28 Traffic Management of Entrance from Rom Klao Road
(e) Management of Hazardous Waste stored at Hazardous Building of Depot

The details of hazardous waste management in Depot are as follows:
- Types of hazardous waste in Depot are:
Train tires, e.g. load tires and guide tires
Flammable substances or any inflammable materials
as detailed below
Train tires shown in Figure 3.6.29
- Quantity of tires stored in Maintenance Workshop
- Load tires 100
- Guide tires 150
Preventive measures for storage of Monorail tires:
- Separating the tire room from flammable substance
storage room;
- Installing fire extinguisher in the tire room; and
Moving expired tires out of Maintenance Workshop

Flammable substances or any inflammable materials. In
combustion, the evaporation of flammable substances will be in the form of gas and then
combine with oxygen in the air. If there is any flame, such substances, e.g. oil removal
solvent, lubricant, refrigerant, hydraulic oil, tire products etc. will be flammable
immediately.

Load Tire and Guide Tire Under side View of Monorail

Sample of Monorail Wheels Tire Balance of Train with Guide
Figure 3.6-29 Load Tire and Guide Tire of Monorail
- The quantity of flammable substances stored in Maintenance

Workshop shall be adequate for 1 week only (as they are easily obtainable) to limit the
quantity and for maximum safety when use. Suitable quantity of flammable substances
are given below:
Oil removal solvent 2 tanks (200 liters/tank)
Lubricant 2 tanks (200 liters/tank)
Grease 1 tank (200 liters/tank)
Hydraulic oil 3 tanks (200 liters/tank)
Refrigerant 500 liters
- A low intake of any hazardous substances may even
destroy tissues and cause mutation and cancer. Hazardous substances can enter into the
body in 4 ways:
Breathing in (the most frequent and dangerous one)
The intake through digestive tract
Skin absorption to bloodstream
Injection (rarely found)
Storage and Inspection of Hazardous Waste
Storage of hazardous waste
- Hazardous waste shall be stored in Hazardous Building,
which is separate from other buildings for safety reason. Hazardous waste includes tires,
flammable substances or inflammable materials used within Depot and Park & Ride
Building. Hazardous waste can be stored in the Building for 90 days before disposal. The
location of Hazardous Building is shown in Figure 3.6-30.

Figure 3.6-30 Layout of Depot and Park & Ride Building at Rom Klao Intersection
Dangerous goods shall be collected and stored in Dangerous

Goods Building for disposal by concerned disposal agencies such as Samae Dum
Industrial Waste Disposal Services Center, Bang KhunThien, Bangkok.
- Survey of safety condition and inspection
The survey of safety condition and inspection is essential to
build safety confidence in the workplace in order to prevent risk of injury or ailment.
The survey of safety condition aims at inspecting the
working environment to identify hazard. The Safety Committee of the Depot will perform
inspection on a weekly basis.
The quality of safety work plan shall be assessed. The
Safety Committee of the Depot shall establish more efficient hazard control for continual
improvement.
- The checklist of flammable and inflammable substances
consists of items below:
Having possession of any flammable scraps or not; if
yes, remove them from the work environment;
Method of storing flammable and inflammable substances
is provided to reduce risk of inflammation;
Container of flammable and inflammable substances are
approved for use;
Lid or open-close pipe of container or tank of flammable
substances is in a good condition;
All tanks of unused flammable substance shave a tight lid;

All piled up tanks of unused flammable substances are

connected with ground wire to avoid static electricity;
The flammable liquid storage room is installed with a
light bulb that prevents bulb explosion;
The flammable substance storage room is installed with
mechanical or natural ventilation system;
Used solvent and flammable liquid are always kept in
fireproof container until they are removed from Depot;
Fire extinguishers are installed and available in the
specified place;
No barrier or obstacle is encountered when fire extinguishers
are required for use;
“No Smoking” sign is installed in the storage and usage
area of flammable substances;
In case of leakage, flammable substances are removed
immediately.
(f) Wastewater Treatment from Train Washing
1) Wastewater from train washing
Characteristics of wastewater from train washing
The wastewater from train washing is the mix of water and
shampoo which is neutral. After the train washing process, the wastewater has to be
treated through Water Treatment Plant inside Depot and Park & Ride Building and it will
be recycled.
Water usage for train washing
For the train washing, the clean water of approx. 1.045 m3/
train/day will be used (relating to Bangkok Mass Transit extension, B.E.2543). Therefore,
the water usage ratio for 56 trains is 58.52 m3/day and 46.82 m3/day (80% of the water
usage)
Water Treatment methods for wastewater from train washing
The onsite treatment is used in Depot and Park & Ride
Building at Rom Klao Intersection. It is a combination of Anaerobic Filter and Contact
Aeration Process, with capacity of 100.0 m3/each (300 m3/ capacity). The amount of
wastewater from activities within Administration, Operation Control Center and Staff
Dormitory will be collected and directly transmitted to the onsite treatment. Also the
amount of wastewater from a canteen will flow through the grease trap while the amount
of wastewater from maintenance and train washing will flow through the oil interceptor
for removal of grease and oil before flowing through the whole water treatment plant,
where the wastewater can be kept at least 1 day before drainage to public drainage pipe.
The location that the water treatment plant is installed at Depot and Park & Ride Building
is shown in Figure 3.6-30.

The amount of wastewater treated at the water treatment

plant shall have the quality according to Notification of Ministry of Natural Resources
and Environment on Designating Control Standards for Wastewater Drainage from Some
Types and Sizes of Buildings, dated November 7, B.E.2548, announced in Royal Thai
Government Gazette Vol.122, Chapter 125Ngo, dated December 29, B.E.2548, as shown
on Table 3.6-3.
Table 3.6-3 Building Effluents Standards
Range or Maximum Permitted Values for these Categories Method for
Parameter Unit
A B C D E Examination
1. pH - 5-9 5-9 5-9 5-9 5-9 pH Meter
2. BOD mg/l 20 30 40 50 200 Azide Modification
at 20°C, 5 days
3. Soilds mg/l 30 40 50 50 60 Glass Fibre Filter
- Suspended Soilds Disc
- Settleable Solids ml/l 0.5 0.5 0.5 0.5 - Imhoff Cone
1,000 cm31 hour
- Total Dissolved Solid mg/l 500* 500* 500* 500* - Dry Evaporation
(TDS)* 103-105 °C, 1 hour
4. Sulfide mg/l 1.0 1.0 3.0 - 4.0 - Titration
5. Nitrogen as TKN mg/l 35 35 40 40 - Kjeldah
6. Fat, oil and grease mg/l 20 20 20 20 100 Sovent Extraction
(FOG) by Weight
Remarks : 1. Base on: Standard Methods for the Examination of Water and Wastewater recommended by APHA : American Public
Health Association, AWWA : American Water Works Associaton and WPCF : Water Pollution Control Federation
*= These values are in addition to the TDS of the water used.
2. Notification of the Ministry of Science, Technology and Environment : Building Effluents Standards dated January 10,
B.E.2537 was revoked by a)
3. Notification of the Ministry of Science, Technology and Environment issued under the Enhancement and Conservation of
the National Enviromental Quality Act, B.E.2535 (1992)and Notification of the Ministry of Science, Technology and
Environment issued under the Enhancement and Conservation of the National Enviromental Quality Act, No. 2 B.E.2538
(1995) dated January 10, B.E.2537 was revoked by b)
Sources : a) Notification of the Ministry of Natural Resources and Environment : Building Effluents Standards dated November 7,
B.E.2548 (2005) published in the Royal Government Gazette, Vol. 122 Part 125 D, dated December 29, B.E. 2548 (2005)
b) Notification of the Ministry of Natural Resources and Environment issued under the Enhancement and Conservation of the
National Enviromental Quality Act.dated November 7, B.E. 2548 (2005) published in the Royal Government Gazette, Vol.
122 Part 125 D, dated December 29, B.E. 2548 (2005)
2) Measures for wastewater treatment from train washing

The train washing activity shall be performed every 3 days and it
requires a large amount of water. Therefore, water conservation and reuse is the process
that reduces wastewater amount. The process contributes to mitigation of environmental
impacts. The following international measures of water conservation shall be performed.
Train washing procedures
Spray water before washing train with automatic sprinkler;
Wash train by spraying water mixed with shampoo or solution;
Spray water to wash the lower body of train with high
pressure nozzle; brush or high pressure spray is at the side or the lower part of train;
Spray to wash for the first round with high pressure nozzle;
Spray wax or coating substance to glossy body of the train;
Spray to wash for the final round with low pressure nozzle;
Blow until dry; and
Wipe by hands;

Measures/Techniques for water conservation

Installing small nozzle instead of the large one for low water
pressure while maintaining good washing;
Regularly inspecting the position of nozzle; if the nozzle
inclines to the wrong position, the train will not be well cleaned;
Inspecting and repairing if any leakage found;
Using stainless steel or ceramic nozzle which is durable for
hard work;
Providing water drainage channel for water reuse or water
tank to stored effluent for tree watering;
Planting trees enduring train washing water in landscape
garden; and
Performing regular maintenance of nozzle, especially nozzle
for train washing for maximum efficiency.
Measures for wastewater treatment
Installing the small onsite wastewater treatment plant, a
combination of Anaerobic Filter and Contact Aeration Process, with the capacity of 100
M3/piece, 3 pieces in total with the volume of 300 M3for wastewater treatment before
draining into public drain and to Khlong Song Ton Nun.
Collecting and storing dangerous goods, e.g. oil, grease and
chemicals at Dangerous Goods Building for disposal by concerned disposal agencies such
as Samae Dum Industrial Waste Disposal Services Center, Bang Khun Thien, Bangkok.
The Dangerous Goods Building has to be designed as Pallet Racking System with roof in
order that cranes and trucks are able to come in and out safely and conveniently.
3) Measures for water saving
The following measures for water saving can reduce clean water
usage. Clean water of 1.045 m3/train/day is required for train washing (according to
Bangkok Mass Transit Extension, B.E.2543). If water saving measures are implemented,
water recycle will be possible through water filtration system. This helps reduce water use
by 20% or about 0.836 m3 /train/day.
(a) Activity requiring a large volume of water: Water volume
and characteristics are considered. As the activity in Washing Plant needs a large volume
of water, an automatic washing machine should be used for water saving.
(b) Reuse: Water characteristics in Washing Plant are considered.
The reuse will be for the next train washing and floor cleaning to reduce clean water
usage.
(c) Water recycling: For this Project, treated wastewater will be
used for tree watering. The project has designed diversion pond, water pump, and water
distribution system for tree watering within Depot and Park & Ride Building. Therefore,
the central wastewater treatment system of Depot and Park & Ride Building will store
wastewater from activities of Washing Plant and Workshop. The wastewater treatment
system disposes oil and grease as well as sludge and contaminants efficiently in
compliance with the standards of Pollution Control Department, Ministry of Industry.

4) Measures for selection of environmentally friendly cleaning

agents
The environmentally friendly cleaning agents or the ones with
minimal impacts on the environment to be the content of washing shampoo should have
the following properties:
Free phosphate
Free petrochemical ingredients
Free artificial fragrance
Non-GMO-Enzyme
5) Measures for effluent quality monitoring
Effluent quality monitoring shall be conducted for compliance
with Notification of National Environment Board No. 8 (B.E.2537) issued under National
Environmental Conservation and Promotion Act B.E.2535 on Designating Quality
Standard of Surface Water. During operation period, effluent quality monitoring shall be
executed for 2 retention ponds of zones A and B once a month (at the same time as the
inspection of effluent quality in canal).
(g) Preparation of green area and improvement of landscape within
Depot
The improvement of Depot internal environment includes preparation
of green area and landscape in accordance with area planning and Project surroundings, to
have outdoor spaces and landscape view for good environment. The issues below are
considered.
Area management: It should be convenient and easy for maintenance.
Water use for tree watering should be reduced by selecting trees which are durable, clean
and easy to maintain, e.g. using grass blocks, solid floor with tree holes and security guard
throughout the area.
Usage of open space in the central area of the front of Depot and
surroundings: It was considered that the landscape is convenient for maintenance. This
area shall be connected with open space and surroundings. This central area is important
for the following reasons.
- Being reserved as beautifully shady landscape;
- Being a safety area;
- Being used as buffer area of Project’s external area;
- Being connected with internal and external activities;
- Being used for through traffic and Depot’s parking area.
Improvement of landscape: Large perennial plants should be
grown for good view, aesthetics and covering of unpleasant view.
Improvement of environment: The improvement helps lessen the
heat, particles which contributes to aesthetic and unique area, and reduce reflection.
Improvement of landscape of Depot Office Building: Axial
rectangular coordinate system was considered for the layout of the area with the Central
Depot. The Office Building is close to side of landscape. The improvement of landscape is
focused on low maintenance and decoration in the central area around the Office Building.

Improvement of landscape of Depot: Large perennial plants,

which make the area shady, should be grown as buffer zone of the communities. Enduring
tall trees that could hide any unpleasant view with not much leave shedding and easy for
maintenance, e.g. Alstonia scholaris, Melodorum fruticosum Lour, Polyalthia longifolia,
Cerberia adollam, etc. should be grown.
Improvement of landscape of Office Building: Colorful yard will
be built in front together with perennial plants which are sparse to reduce view of large
building and create shady atmosphere. Perennial plants should be grown at the edge of the
road and the Project fence or surrounding spaces. Planting enduring shrubberies, which
are easy to trim, makes the area tidy. Also usage of chipped stone and concrete blocks in
the narrow open space for grass growing could be done for convenient maintenance and
reduction in rigidity.
Planting suitable trees in front of Depot: Tall perennial trees, e.g.
Millingtonia hortensis Linn f., Areca catechu, Ptychosperma, etc. shall be planted. The
trees around the Building and surrounding area like Alstonia scholaris, Tabebuia argentea
Britt., Melodorum fruticosum Lour, or Cerberia adollam, which are perennial and oval
shrubs that soften the view of gigantic building should be grown.
(h) Depot Staff and Operational Control Staff
The number of Depot Staffs and Operational Control Staffs for Pink
Line MRT Project, Khae Rai–Min Buri section, is shown in Figure 3.6-4.
Table 3.6-4 Number of Depot Staffs and Operational Control Staffs
Description Number
(Person)
1. Number or Permanent Staffs in Office Building
1.1 Staffs in Operation Control Center, calculated from Manager Operations, Operation 100
Planning/Timetables and Operations Control
1.2 Staffs in Administration, calculated from Training and Documentation, Business 150
Administration, Personnel Affairs, Office Cleaning
1.3 Staffs in Depot Platform, i.e. Main Workshop Building, Permanent Way Workshop Building, 400
Calculated from Maintenance Managers, Engineers, Quality and Safety Team, RST
Maintenance Supervisors, Vehicle Light Maintenance Staffs, Main Repair Staffs, Civil Works
Maintenance Staffs, Building Service Staffs, Infrastructure Managers
1.4 Staffs in other building and train control staffs of trains using building area, train control staffs 300
Total staffs from 1.1-1.4 950
2. Number of staffs temporarily dwell in staff dormitory
2.1 Train control staffs: 3 shifts/day, starting hour: 04.00 hr, finishing hour: 24.00 hrs. 15
2.2 Operation control center staffs: 3 shifts (5 persons each)/day 15
2.3 Operation staff/Train staff supervisors: 3 shifts (3 persons each)/day 9
2.4 Yard supervisor: 3 shifts/day (1 person each) 9
2.5 Engineering and Maintenance Staffs; There are 12 rooms/dormitory for staffs. Each room 12
consists of a toilet and a bathroom.
Total staffs from 2.1-2.5 60
(i) Management of Water Consumption

The consumable water supply of Depot at Rom Klao Intersection is
supplied by Metropolitan Waterworks Authority through water pipes to the reserved
underground water tank. Then water is distributed to all buildings within Depot and Park
& Ride Building for all activities.

For the size of reserved water tank within Depot and Park & Ride
Building at Rom Klao Intersection, 4 tanks of 50 m3, totaling 200 m3/day were replaced
with 4 tanks of 150 m3, totaling 600 m3 for 3 days. In addition, water tank for reserved
water shall be provided for firefighting for at least 30 minutes at Depot and Park & Ride
Building. This matter is added in management of water consumption, safety and security
and fire protection as follows:
The consumable water of Depot and Park & Ride Building at Rom
Klao Intersection is supplied from Metropolitan Waterworks Authority through water
pipes to reserved underground water tank of 4 tanks of 150 m3, totaling 600 M3 .Water is
then pumped to all buildings within the Depot and Park & Ride Building for all activities.
The volume of consumable water of Depot and Park & Ride Building at Rom Klao
Intersection can be divided by types of activities below:-
Administration and Operation Control Center
- The Operation Control Center has approximately 100 staffs
and water use ratio is 70 liters/person/day (according to Design of Wastewater and Storm
Drainage System Guidelines, Engineering Institute of Thailand, under H.M. the King’s
Patronage, B.E.2549), totaling 100 x 70 = 7,000 liters/ day or equivalent to 7.00 m3/ day.
- The Administration has approximately 150 staffs and water
use ratio is 70 liters/person/day (according to Design of Wastewater and Storm Drainage
System Guidelines, Engineering Institute of Thailand, under H.M. the King’s Patronage,
B.E.2549), totaling 150 x 70 = 10,500 liters/day or equivalent to 10.50 m3/day.
- The Depot Platform has 400 staffs at maximum and water
use ratio is 70 liters/ person/day (according to Design of Wastewater and Storm Drainage
System Guidelines, Engineering Institute of Thailand, under H.M. the King’s Patronage,
B.E.2549), totaling 400 x 70 = 28,000 liters/day or equivalent to 28.00 m3/ day.
- Staffs in other buildings and train control staffs who use the
building area are approximately 300 persons and water use ratio is 70 liters/person/day
(according to Design of Wastewater and Storm Drainage System Guidelines, Engineering
Institute of Thailand, under H.M. the King’s Patronage, B.E.2549), totaling 300 x 70 =
21,000 liters/day or equivalent to 21.00 m3/day.
Dormitory is to be used by 60 staffs at maximum and water usage
ratio is 200 liter/1 person/1 day (as per Guidelines for Reporting of Environmental Impact
Assessment of Accommodation for Community Services and Resort Project of Office of
Natural Resources and Environmental Policy and Planning, B.E.2542), totaling 60 x 200 =
12,000 liters/day or equivalent to 12.00 m3/day.
Canteen at the ground floor of OCC Building is to be used by 950
staffs at maximum and water use ratio is 50 liters/person/day (as per Guidelines for
Reporting of Environmental Impact Assessment of Accommodation for Community
Services and Resort Project of Office of Natural Resources and Environmental Policy and
Planning, B.E.2542), totaling 950 x 50 = 47,500 liters/day or equivalent to 47.50 m3/day.
Train Washing Plant will have 56 procured trains (Year 2047) at
maximum and water use ratio will be1,045 m3/day (according to Bangkok Mass Transit,
Extension Project, B.E.2543), totaling 56x 1,045 = 58.52 m3/day.

Therefore, water requirement of Depot and Park & Ride Building will
be equivalent to 184.52 m3/day or approximately 200 m3/day. If water needs to be
reserved for consumption for at least 3 days, it is necessary to use 4 reserved water tanks
of 150 M3/tank, totaling 600 m3.
(j) Wastewater Collection and Treatment Systems
Wastewater of Depot and Park & Ride Building at Rom Klao Intersection
originates from Administration and Operation Control Building, Dormitory, Canteen and
Train Washing Plant and which account for 80% of total used water (as per Guidelines
for Reporting of Environmental Impact Assessment of Accommodation for Community
Services and Resort Project of Office of Natural Resources and Environmental Policy and
Planning, B.E.2542). The wastewater can be divided into 2 types: wastewater from
activities of staffs, and wastewater from maintenance and train washing activities. The
total volume of wastewater from Depot and Park & Ride Building at Rom Klao
Intersection is equivalent to 184.52 x 0.80 = 147.62 m3/day as detailed in Table 3.6-5 and
Figure 3.6-31.
Table 3.6-5 Classification of Buildings within Depot and Park & Ride Building
Types of Buildings Wastewater Volume (m3/ day)
1. Administration and Operation Control Center 53.20
2. Staff dormitory 9.60
3. Canteen 38.00
4. Train washing plant 46.82
Total 147.62
Remark : Guidelines for Reporting of Environmental Impact Assessment of Accommodation for Community Services and Resort
Project of Office of Natural Resources and Environmental Policy and Planning, B.E.2542)
Figure 3.6-31 Summary of Wastewater Volume within Depot and Park &
Ride Building at Rom Klao Intersection

The onsite treatment of wastewater treatment system is used in

Depot and Park & Ride Building at Rom Klao Intersection. The onsite treatment is built
or installed for the treatment of wastewater released from buildings, i.e. houses,
condominiums, schools or office buildings. The onsite treatment aims at reducing filthiness
before releasing to the environment. The onsite treatment is a combination of Anaerobic
Filter and Contact Aeration Process, with capacity 100.0 m3/3 filters (totaling 300 m3).
Wastewater generated from activities within Administration, Operation Control Center
and Staff Dormitory will be collected through the onsite treatment directly. Wastewater
generated from canteen will flow through the grease trap while wastewater from
maintenance and train washing activities will flow through the oil interceptor for
separation of grease and oil before flowing through the central wastewater treatment
system. Wastewater will be hold at the central wastewater treatment system at least 1 day
before drainage to public drain.
The effluent quality shall meet Notification of Ministry of Natural
Resources and Environment on Designating Control Standards for Wastewater Drainage
from Some Types and Sizes of Buildings, Issued on November 7, B.E.2548, announced in
Royal Thai Government Gazette Vol.122, Chapter 125 Ngo, dated December 29, B.E.2548.
(k) Garbage Management
The garbage generated within Depot is classified into 2 types: general
waste and hazardous waste. Garbage generating in each building of Depot is as follows:
Administration and OCC Building
- The OCC Building has 100 staffs at maximum and garbage
generation ratio is 3 liters/person/day (as per Guidelines for Reporting of Environmental
Impact Assessment of Accommodation for Community Services and Resort Project of
Office of Natural Resources and Environmental Policy and Planning, B.E.2542),
equivalent to 100 x 3 = 300 liters/day or 0.30 m3/day.
- The Administration has 150 staffs at maximum and garbage
- The Depot Platform has 400 staffs at maximum and garbage
equivalent to 400 x 3 = 1,200 liters/day or 1.20 m3/day.
- Staffs in other buildings and Operations staffs who use the
building area consist of 300 persons at maximum and garbage generation ratio is 3
liters/person/day (as per Guidelines for Reporting of Environmental Impact Assessment
of Accommodation for Community Services and Resort Project of Office of Natural
Resources and Environmental Policy and Planning, B.E.2542), equivalent to 300 x 3 =
900 liters/1 day or 0.90 m3/day.

Dormitory will be used by 60 staffs at maximum and garbage

Canteen at the ground floor of OCC Building will be used by 950
staffs at maximum and garbage generation ratio is 3 liters/person/day (as per Guidelines to
Reporting Environmental Impact Assessment of Accommodation for Community Services
and Resort Project of Office of Natural Resources and Environmental Policy and Plan,
B.E.2542), equivalent of 950 x 3 = 2,850 liter/1 day or 2.85 m3/1 day.
Therefore, the quantity of garbage within Depot and Park & Ride
Building is equivalent to 5.88 M3/day. To collect garbage produced by each building of
the Depot, the 240 liter dustbin with a tight lid is provided, separating dry, wet, and
hazardous and recycle types for various buildings of Depot. The buildings of Depot will
be provided with 4 dustbins/area (totaling 22 areas).Staffs will collect and store garbage at
Garbage Storage Building waiting at least 3 days for collection by responsible agencies, i.e.
Min Buri District Office, Bangkok, for disposal outside the Depot (151.59 m3)
(l) Drainage and Flood Prevention Systems
The Depot for Pink Line MRT Project, Khae Rai–Min Buri section at
Rom Klao Intersection (end point) is a reinforced concrete building, approximately 2-4
meters higher than existing ground or +3.50 meters from mean sea level. This height is
higher than maximum flood level of approx. +2.40 meters from mean sea level in
Bangkok. The Depot covers the area of approx. 366,400 square meters. Regarding current
land use, it comprises agricultural land and residential area. Currently, there is no drainage
system. Storm drain to Khlong Song Ton Nun can be done through the slope of the area.
Khlong Song Ton Nun is the canal located in the southwest of the Depot. With-project
case, reinforced concrete drains of 60 centimeter long (with manhole at standard interval)
will be designed and constructed. The pipes will be laid underground around the Depot.
The drains will accommodate rainfall in Depot. The drainage system may be in the form
of retarding pond or retention pond for excess rainfall. The speed of drainage shall be
controlled making it similar to current drainage prior to releasing to Khlong Song Ton Nun.
(j) Safety and Security Operations and Fire Protection
Safety Guard and Fire Protection System within Depot
The safety and security system and fire protection within Depot at
Rom Klao Intersection are detailed below:-
As the center of Operation control and train maintenance, the
Depot shall have strict safety measures. Security guards shall strictly look around the
building, Moreover, CCTV shall be installed around the Depot fence, above or beneath
platform, to prevent intrusion. In addition adequate lighting shall be provided for safety
and security operations. Staffs who work in Administration Building and Operation
Control Center shall always wearan employee card. Staffs shall always show the
employee card to security guards when they enter into the building. Additionally, for the
security around Depot and Park & Ride Building, security guards are able to perform
inspection through CCTV and riding their bicycles to look around the area.
The following fire protection and fire alarm systems shall be
provided to prevent any damage caused by fire to the assets of Depot.

- Standpipe and fire hose

- Automatic sprinkler system
- Clean agent suppression system
- Portable fire extinguisher
The fire protection system consists of water fire extinguisher which
has quantity of reserved water for its work not less than 30 minute and 2 sets of fire water
pump with each automatic electric motor, size: 95 liter/minute; and then its pressure
switch will supply water to fire pipe system outside the Building to Standpipe and fire
hose cabinets, each of which will be installed to cover the 30-meter long hose. In
addition, the external pipe will supply water to the automatic sprinkler system while the
clean agent suppression system will be provided for firefighting in Electrical Room,
Control Room, Communication Room or Uninterruptable Power Supply Room, etc.
- The fire protection and suppression plan is established for
response to fire. The plan is also used as guideline for protection and reduction of any
possible fire or quick suppression of fire. Moreover, fire drill and evacuation should be
executed once a year in order to provide knowledge and understanding of the danger of
fire and meet with the fire protection and suppression plan guidelines according to
ministerial regulation of the Industry Ministry on Designating Standards of Administration
and Operation of Occupational Safety, Health and Environment Regarding Fire Protection
and Firefighting B.E. 2013, Section 4 of Office of Labour Safety, Department of Labour
Protection and Welfare (www.oshthai.org), January 2556. The samples of issues for
training on basic firefighting for construction workers are shown in Table 3.6-6.
Table 3.6-6 Issues for Training on Basic Firefighting

Training Issues Place
- Theoretical Part
- Theory of Fire Incident
- Classes of Fire
- Psychology of Fire Incident
- Protection of Fire Sources
- Fire Protection and Fire Suppression System and Application of System Lecture Room
and Equipment in Organization
- Types of Firefighting
- Usage of Fire Fighting Equipment
- How to Use Personal Protective Equipment in Fire Fighting
- Practical Part
- Technique for Firefighting with Portable Fire Extinguisher
- Technique for Firefighting caused by Gas Firefighting Training Ground
- Technique for Firefighting with Fire Hose
- Training Evaluation Lecture Room

Accident Prevention Plan and Emergency Response Plan for Loss

1) The prevention of rail transit system from terrorism and violent
crime is detailed below:-
a) Establishment of comprehensive safety plans
Providing plan for each level of warning and upfront
safety measures;
Providing emergency plan and drills regularly;
Cooperating with the local agencies and involved
officers; and
Reviewing safety plans regularly for consistency with
particular situation.
b) Brainstorming for threat assessment
Organizing meeting with safety and security agencies;
and
Analyzing crime patterns of mass rapid transit system.
c) Design of general stations and terminal stations
Being in compliance with international safety standards
of mass rapid transit system;
Selecting incombustible materials with no toxic fumes or
sparks when burning;
Providing reversible fan for ventilation in normal
condition and in case of fire;
Designing for open space with no blind spot;
Designing for good vision and good observation of
incidents by security guards;
No blind spot or place to hide any object;
Providing sufficient emergency exits for passenger
evacuation in case of emergency;
Clearly specifying evacuation routes;
Providing sufficient lighting system;
Installing closed circuit television (CCTV) throughout the
station areas;
Designing stations that are easy for maintenance; and
Providing transparent trash cans and frequently collecting
garbage.
d) Design of train
Being in compliance with international safety standards
of Mass Rapid Transit System;
Selecting incombustible materials with no toxic fumes or
sparks when burning;

Having no space to hide any object in passenger seat;

Installing closed circuit television (CCTV) within the
train bogie.
e) Provision of barricades or physical shields
for parking lot and the structure;
for Depot and Park & Ride Building;
for important facilities such as bulk substation;
for track;
for rail turnout; and
for signaling control box.
f) Entrance-exit control and intrusion Detection
Headquarters and Operation Control Center;
Power substation;
Power Station for Heating, Ventilation and Air Conditioning
(HVAC);
Depot;
Entrance-exit of Train Station; and
Entrance-exit checkpoint by closed circuit television
(CCTV).
g) Installation of closed circuit televisions (CCTVs), throughout
the following train station areas, Depot and Park & Ride Building, using high quality
colored recorder even at night time, which directly delivers data to the nearby police stations
Train stations;
Public telephone booths and concourses;
Entrance of train station buildings;
Parking areas;
Entrance-exit gate; and
Inside trains.
2) Warning and protective measures against sabotage
Warning is divided into 4 levels below:-
1st Level: Adjusting the operation plan day by day for more safety;
2nd Level: Instructing staffs and passengers to follow safety
measures strictly;
3rd Level: Having reliable source of information of treat or attack of
Mass Rapid Transit System;
4th Level: Having an intelligence assuring treat or attack of Mass
Rapid Transit System.

Samples of Operation Plans for 1st level warning:-

1. Drills according to safety operation plan and Warning;
2. No disclosure of information to any unconcerned person;
3. Strict adherence to the highest safety measures for Operation
Control Center and Main Workshop;
4. Test of the planned safety measures and system.
Samples of Operation Plans for 2ndlevel warning:-
1. Thorough safety inspection of Mass Rapid Transit System,
integration of safety inspection to routine activities, request for observation from
passengers of any suspects or abnormalities and notification to the station security guards;
2. Regular and thorough inspection of suspected objects inside
all trains;
3. Coordination with the national safety agencies for support in
rd
the event that 3 level warning is required.
Samples of Operation Plans for 3rd level warning:-
1. Reliability for treat, attack and sabotage of Mass Rapid
Transit system;
2. Maintaining safety measures in collaboration with the national
security agency for weeks to ensure safety from any treat;
3. Strict control of transportation of hazardous materials such as
trucks carrying LPG, oil trucks, hazardous chemical trucks, which transport such
materials to rail routes; if it is necessary to transport such materials, inspection shall be
performed for maximum transportation level; and
4. Continual inspection of the effectiveness and the duration of
sabotage protection of Mass Rapid Transit system.
Samples of Operation Plan for 4th level warning:-
1. Availability of intelligence assuring treat or attack of Mass
Rapid Transit System;
2. Announcement of the controlled areas for safety (partial or
whole routes or whole network or specific areas);
3. Announcement of the 4th level warning for at least 72 hours;
4. Continual assessment of the sabotage risk;
5. Close the train service to prevent attack, if necessary.
(2) Concepts of Architectural Design
(a) Concept of Site Planning
The building location overall is determined by specialists based on
related requirements and optimization of area utilization. Apart from specialists,
architects are involved in the determination of each building location, which is separated
from rail track laying, within the area. Each building is linked for convenient use. The

building site shall not block the sunlight and the wind so that it can make use of the
nature, making the area shady, comfortable with energy-saving and beautiful view. Site
planning contributes to the excellence of this project in terms of utilization, esthetics and
energy saving as shown in Figure 3.6-32.
(b) Concept of Architectural Design
The Project buildings are for administration, train operation and
maintenance. Utility space, size and relation of each building, the number of staffs and
organization were determined by specialists. The information is important for planning
inside the building. Regarding planning inside the building, architects create the layout
that meets requirements for optimization of technical utilization. Besides, secondary
utility space is added for operation of staffs and other engineering works. The buildings
should support technical works, and be convenient for building users. Buildings shall be
associated with outside environment and sunlight and wind direction which contribute to
energy saving. Suitable materials shall be selected for the floor, wall, and ceiling for
utility space that needs special care, i.e. special equipment room, operation room, etc. in
order to control the light and the noise. Moreover, the height of utility space is vitally
important. The height of utility space shall be suitable for utilization and the size of the
room. The height of utility space affects the feelings of building users. For example, a
lobby should boost the feelings of relief, joy and relaxation, etc., which contribute to
working efficiency. A canteen should create the feeling of relaxation. A meeting room
should be calm and tranquil with the light, sound and temperature that encourage meeting
environment, creativity and initiatives. Utility space, utilization and the atmosphere inside
buildings will influence the shape of the outside of the building, determination of opaque
wall, fanlight, and the shape of roof. Applied materials of the Project shall be controlled
for suitability and neatness. Although there are a lot of buildings, the buildings, overall,
shall be in harmony. Modern, durable, nice and enduring materials shall be selected.
Figure 3.6-32 Design concepts of Depot and Park & Ride Building at Rom
Klao Intersection

(c) Concept of Project Appearance

The Project appearance has to be exquisite and modern which is
suitable as the national project. The project appearance shall communicate technology,
movement and travel. Therefore, architects chose the geometric shape which is simple
and different from industrial buildings. Additionally, positioning of buildings related
to the environment, utility space and utilization, communicates the intention of respect of
the nature, efficiency and energy saving.
(d) Concept of Landscape Architecture
The concept of landscape architecture contributes to a comprehensive
project. Architects determined that landscape architecture visually defines the project
boundary and the travelling routes both on foot and by car. Landscape architecture will be
the eye rest area and the shadow for buildings and building users. The Depot is located
along the area boundary which is far from the operation area. Trees planted around the
Depot shall be disliked by birds so that they will not build the nest on them. Tree
branches shall not cause trouble to buildings or operation area. Trees will serve as the eye
rest area. Furthermore, trees should not be too dense so that fence surrounding areas shall
be seen clearly. The trees should also be convenient to take care of. It should be easy to
observe any person or animal coming in this restricted area. Landscape architecture
should make the front building of the Project elegant, warm, relaxing and friendly to
people.
- Major elements and details of Project
Major elements of Depot and Park & Ride Building of Pink
Line Khae Rai-Min Buri Project consist of:
1. Administrations & OCC Building
2. Operation, Maintenance & Park & Ride Building
3. Bulk Substation Building
4. Hazardous Material Store
5. Wastewater Treatment Plant
6. Storm Water Pump
and the following details:-
1. Administrations & OCC Building
It is the administration building of the unit responsible
for all businesses of all train operation routes and within the project area. It is composed
of train operation supervision and all other operations supervision, including technical
operation, administration and human resources.
2. Operation, Maintenance & Park & Ride Building consist
of sub-elements below.
- Main workshop: The building for 7-track car maintenance.
Maintenance is determined by specialists. Major maintenance is divided into two
categories: light maintenance and overall maintenance. Apart from maintenance, the main
workshop is involved with office building and other tasks for car.

- Stabling yard: The area for 28-track train parking,

totaling 56 trains (6 cars). The stabling yard has no roof with platform level at the yard’s
side. In addition to serving as the daily parking lot, which is the main task, the stabling
yard is for preliminary inspection for repair and daily train washing.
- Train washing plant: Automatic washing machines
are installed in this building together with a control room. The washing yard has no roof.
When trains are already washed by automatic washing machines, they will run to the
stabling yard. The train washing plant is a heat-proof building.
- Park & Ride building: It is a 3-storey building and is
a PTI system. The Park & Ride building is characterized as follows:
The front area is provided for PTI and the
entrance- exit of Park & Ride Building.
A car park: It serves approx. 3,000 cars with
the entrance-exit of Park & Ride Building,
office building, engine room and parking area.
The office building is for safety and security
system and parking fee collection.
The engine room is for electrical system and
water supply, sanitary affairs, storeroom and
office waste storage.
3. Bulk substation: This building of the Project controls
power supply within the Project. It is a heat and humidity-proof building because it stores
most of electronic equipment.
4. Hazardous material store: Chemical materials are stored in
this building. It is focused on prevention of chemical leakage and fire caused by stored
materials. This building is designed based on NFPA standard.
5. Project supporting buildings are constructed for utilities
systems of the Project. They consist of the following structures.
- Wastewater Treatment Plant
- Storm Water Pump
- Guard House
6. Two (2) retention ponds of Depot and Park & Ride Building
at Rom Klao Intersection: Min Buri. The retention pond at Zone A holds water at 2,031
m3while the one at Zone B has a holding capacity of 9,095 m3.
Sufficiency of Park & Ride Building
Since Pink Line MRT Project, Khae Rai–Min Buri section has
passed main roads such as Tiwanon Road, Chaeng Watthana Road, Ram Indra Road and
Srihaburanukit Road; the passengers can travel conveniently by bus or public carrier to
use the train services. If the Park & Ride Building is far from the train route, and it is
required to provide a shuttle bus to transport passengers to the train station, it becomes
inconvenient and unpopular because they have to spend more time to travel back and forth.
For Pink Line MRT Project, Khae Rai–Min Buri section, one (1)
Park & Ride Building is designed. It is located in the same area of Depot at Rom Klao

Intersection. The Park& Ride Building is a 3-floor reinforced concrete structure that
accommodates approx. 3,000 cars (1,000 cars/floor) as shown in Figure 3.6-33. It will
serve passengers living around Ramkhamhaeng Road and Rom Klao Road. Moreover, the
Project has provided an additional parking lot at Pak Kret Station (PK06) as shown in
Figure 3.6-34. This outdoor parking lot on the ground level is for approx. 30 cars and
public carriers, such as van, taxi, and others for passengers travelling from Tiwanon Road
and Chaeng Watthana Road.
(e) Usage of Park & Ride Building with other Mass Rapid Transit Projects
The Pink Line MRT Project, Khae Rai–Min Buri section is one of the
Mass Rapid Transit Master Plan in Bangkok Metropolitan Region that links other four (4)
projects such as Mass Rapid Transit Purple Line, Bang Yai-Bang Sue section, Commuter
Train Project (Red Line), Bang Sue-Rangsit section, Mass Rapid Transit Green Line,
Moe Chit-Saphan Mai section and Mass Rapid Transit Orange Line, Bang Ka Pi-Min
Buri section. The Park & Ride Building is designed for all projects for the convenience of
passengers with the following details:
Commuter Train System Project (Red Line), Bang Sue-Rangsit
section: One (1)
Park & Ride Building at Bang Sue Grand Station is provided for
1,000 cars for passengers living around Bang Sue and nearby areas to park their cars
before traveling by Commuter Train (Red Line) which links to Pink Line MRT Project at
Lak Si Station (PK14).
Figure 3.6-33 Location of Depot and Park & Ride Building at Rom Klao Intersection

Figure 3.6-34 Parking Lot for Cars and Public Carriers at Pak Kret Station (PK06)
Mass Rapid Transit Green Line, Moe Chit-Ku Kot section: Two (2)
Park & Ride Buildings are provided at Kor. Mor. 25 Station for 1,043 cars and at Ku Kot
Station for 713 cars. Therefore, passengers living around Rangsit, Lum Look Ka,
Pathumthani, and nearby areas are able to park their cars at both Park & Ride Buildings
before traveling by Mass Rapid Transit Green Line which links to Mass Rapid Transit
Pink Line at Wat Phra Si Maha That Station (PK16).
Mass Rapid Transit Orange Line, Bang Kapi-Min Buri section: Two
(2) Park & Ride Buildings are provided at Min Buri Station for 3,000 cars (shared with
Pink Line MRT Project, Khae Rai–Min Buri section) and at Klong Ban Ma Station for
1,200 cars. Therefore, passengers living around Ramkhamhaeng, Hua Mak, Bang Kapi,
Saphan Sung, Bung Kum, and nearby areas are able to park their cars at both Park & Ride
Buildings before traveling by Mass Rapid Transit Orange Line and Pink Line at Min Buri
Station (PK30).
As passengers can park their personal cars at Park & Ride Buildings
provided by all 4 Mass Rapid Transit Projects, which cover Bangkok and Nonthaburi and
as Park & Ride Buildings are sufficient for their needs, land acquisition and removal of
buildings of people living around Pink Line MRT Project, Khae Rai–Min Buri section are
not required. Therefore, it alleviates impacts from land acquisition and relocation.
For more convenience of train passengers who access the rail station
by bus, van, and taxi, etc., the Pink Line MRT Project, Khae Rai-Min Buri section, has
provided intermodal passenger transportation facilities. At PK01-PK29 stations, the
Consultants assigned Drop-off areas under the stations on both sides of the road. Rail
passengers will be picked up and drop off in these areas by personal cars, vans and taxis
in order to travel to the destination. Moreover, at Min Buri station (PK30), which is the
terminal station, the Park & Ride Building is designed for approx. 3,000 cars. At Pak Kret
station (PK06), the outdoor parking lot is provided for approx. 30 cars. Vans, taxis and
other public carriers can be parked inside the station.

3.7 MANAGEMENT OF WORKER CAMPSITE
Based on the forecast that the Pink Line (Khae Rai–Min Buri Section) Project
will require about 200 workers, estimation of water consumption, wastewater and solid
waste is described follows.
Water Consumption
Number of workers = 200 persons
Water consumption = 200 liters/person/day (Kriangsak, 1996)
Or = 40 m3/day
Wastewater
Based on the estimate that water consumption will be 200/liters/person/day
(Kriangsak, 1996), wastewater from toilets and other activities will be 80% of the daily
water usage (Kriangsak, 1996).
Wastewater = 32 m3/day
Regarding management of wastewater and solid waste during the construction
and operation periods, the proper wastewater treatment system was designed for the
project. Treated wastewater will be released into the sump provided in the project area
before being discharged into the public sump.
Since the project construction will take about 4 years, the Engineering Institute
of Thailand’s Standards (EIT Standard 1010-30) about temporary buildings for
construction workers have been applied to design the layout of the project’s worker
campsite. This is to ensure it will be arranged in an orderly fashion without causing any
impact to local communities in the project’s environs. Each campsite will cover an area of
1 rai and accommodate about 200 workers as illustrated in Figure 3.7–1. Details of the
worker campsite are as follows.
There are five 1-floor row house buildings. Each consists of 20 rooms (10
rooms in the front row and another 10 on the back row). Each room is for 2
persons. Therefore, each building can house 40 persons.
There are 20 toilets built in accordance with the relevant standards. 1
sanitary toilet is for 10 workers.
Two common bathing and washing areas and four water storage tanks, each
with a 4.8 m3 capacity, are provided.
Temporary ditches are provided around the campsite. There are also
sediment traps.
Refuse containers should be sufficiently provided at workers’ houses.
There is also a waste collection site for the responsible agency to collect for
further disposal.
Eight dry chemical fire extinguishers (15 lbs) are arranged for each
building.
Guardhouses are located at the campsite.
Sufficient public utilities, e.g. electricity, water supply, etc., are provided.

Figure 3.7-1 : Layout of Worker Campsite

As for daily construction activities, a temporary shed for workers will be

provided near the construction site as depicted in Figure 3.7-2. Each shed should at least
consist of the following.
(1) A temporary shed of suitable size should be provided for workers to have
lunch and take a break. However, cooking is not allowed.
(2) Two temporary toilets with built-in septic tanks are arranged for workers.
There should be toilet cleaning staff, and sewage should be removed every
1-2 weeks.
(3) Clean water for drinking and consumption should be adequately provided
for workers. Also clean water for face and hand washing should be
arranged but bathing is not allowed.
(4) Dry waste and wet waste containers should be prepared. Solid waste
should be transferred every 5-10 days for disposal.
Figure 3.7-2 : Temporary Shed for Construction Workers
Solid Waste
Solid waste in the project site is divided into two major types: refuse and
construction waste.
Refuse consists of food scraps, wastepaper, plastic scraps, etc. Considering the
workers’ consumption activities, the waste generation rate was estimated at about 0.5
kg/person/day. Therefore, the amount of solid waste was computed as follows.
Number of workers = 200 persons
Waste generation rate = 0.5 kg/person/day
Amount of solid waste = 100 kg/day
Construction waste comprises rubble, including pieces of bricks, concrete,
wood, cement bags, and scarp metal. The generation rate of this waste is not certain.
Some materials can be reused (e.g. formworks) and some can be sold for recycling.

All solid waste generated in the project site will be collected and disposed of at
the sites specified by the Bangkok Metropolitan Administration (BMA) or the project
staff will contact BMA to collect solid waste from the project site for proper disposal.
According to the statistics on solid waste collection during 2012-2013, the quantities of
solid waste in Lak Si, Bang Khen, Bueng Kum, Khan Na Yao, and Min Buri districts
were 159.86-156.39 tons/day, 248.33-252.73 tons/day, 175.51-187.60 tons/day, 125.03-
128.01 tons/day, and 178.80-186.76 tons/day respectively (Environment Department,
BMA). Domestic waste in Bangkok are collected and transferred to 3 solid waste transfer
stations in Sai Mai, Nong Khaem, and On Nut districts as shown in Figure 3.7-3. Refuse
is normally conveyed to the landfills in Kamphaeng Saen district, Nakhon Pathom
province, and in Phanom Sarakham district, Chachoengsao province. Organic waste is
used to make compost at fertilizer plan in On Nut. As for infectious waste and hazardous
waste, BMA has assigned private companies to transfer and dispose of by using specific
method.
Figure 3.7-3 : Transfer of Domestic Waste in Bangkok
Upon commencement of construction activities for the Pink Line (Khae Rai-
Min Buri Section) Project, about 100 kg/day of solid waste will be generated. This
amount is considered slight when compared to the total waste in the aforementioned
districts. The responsible agency will be contacted to collect solid waste for proper
disposal.
Pursuant to Clause 4 in the Ministerial Regulations Prescribing the Standards
for Administration and Management of Occupational Safety, Health, and Environment in
Relation to Fire Prevention and Control, B.E.2555, in the workplace having ten
employees or more, the employer shall prepare the fire prevention and control plan,

including inspection, training, and campaign on fire prevention, firefighting, fire

evacuation, and relief. The employer shall keep the fire prevention and control plan at the
workplace and be ready for safety inspection officers to check. The guidelines for fire
prevention and control plan established by the Occupational Safety Bureau, Department
of Labor Protection and Welfare, are presented below.
Fire Prevention and Control Plan
The fire prevention and control plan is aimed to prepare employees to respond
to fire emergency. The plan also provides guidelines for preventing and reducing fire
risks. In case of fire occurrence, fire will be quickly extinguished, thus controlling
damage and maintaining fire safety. A fire drill should be organized at least once a year to
ensure employees have knowledge and understanding about fire hazards and are able to
efficiently follow the fire prevention and control plan. Presented below are the guidelines
for preparing the fire prevention and control plan established by the Occupational Safety
Bureau, Department of Labor Protection and Welfare (www.oshthai.org), January 2013.
Objectives
(1) To prevent loss of life and property from fire damage
(2) To create confidence about safety among employees in case of fire
(3) To reduce fire risks
(4) To create employees’ good attitude towards workplace
Fire Prevention and Control Plan consisting of
(1) Inspection Plan
(2) Training Plan
(3) Fire Prevention Plan
(4) Fire Extinguishing Plan
(5) Fire Evacuation Plan
(6) Relief Plan
(1) Inspection Plan
Fire risks must be surveyed and inspected to prevent and get rid of causes
of fire. Data on fuels, chemicals, flammable substances, and ignition sources should be
collected for arranging the inspection plan. Fire characteristics, quantities of hazardous
substances which are mostly found, required types and quantities of extinguisher agents
should be also recorded.
The inspection plan should contain responsible people, responsible area,
items and locations to be checked, duration, frequency, report checker, and report on
inspection result.
Example of list of items for inspection
- Location of fire risk
- Use and storage of flammable substances
- Flammable waste
- Fuel
- Source of heat
- Firefighting equipment
- Fire exit

(2) Training Plan

The training is aimed to equip employees with the fire prevention
knowledge and response to fire emergency. Fire in a workplace causes both direct and
indirect damages to business, including property, suspension of operations and services,
loss of sales opportunities, and even injury and death. Therefore, training on prevention
and minimization of fire risks is essential. Responsible person, duration and budget for
training courses should be clearly specified in the plan.
Examples of Training Courses that Must Be Included in the Training Plan
- Basic firefighting training course
- Firefighting practice and fire drill course
Examples of Training Courses that Should Be Included in the Training
Plan
- First aid training course
- Cardiopulmonary resuscitation training course
(3) Fire Prevention Plan
It is aimed to campaign for fire prevention in a workplace and promote
awareness about fire prevention among all levels of employees. The plan should contain
responsible person, duration and budget.
Examples of activities for fire prevention campaign
- 5S activities
- Reduction of public smoking
- Exhibitions
- Posters
- Other materials

Example of the Action Employees Should Take if They Discover a Fire

(4) Fire Extinguishing Plan

Example of Form which Specifies Firefighting Team and Duties

Example of Firefighting Team Structure in Case of Severe Fire (if any)

Duties of Operators in Firefighting Team Structure in Case of Severe Fire (if any)
Operators Duties
Firefighting Director 1. Listen to the reports on the situation and order implementation of firefighting plan.
2. Request for assistance from related organizations.
3. Report the firefighting result to the superior
4. Provide information on fire event to mass media.
Electrical Department 1. In case of fire, rush to the scene and receive order to cut electricity from the Operations
Department.
2. Receive instructions from the Firefighting Director.
Operations Head of Operations Department must perform the following.
Department 1. In case of fire, the Head of Operations Department must divide his staff into two groups:
Machine Control Group and Firefighting Group.
a. Machine Control Group: In case of fire, the group must continue machine operations
until the Head of Operations Department orders to stop. In case of obtaining order to
stop machine operations or inability to operate machines, the group will join the
Firefighting Group.
b. Firefighting Group: In case of fire whether slight or severe, this group will leave the
machines without stopping them and rush to immediately extinguish fire. They will
follow the instructions of the Head of Operations Department. In case assistance
from other units is needed, the Head of Operations Department will have to order
first.
2. Upon being notified of fire, immediately contact safety officers, the Firefighting
Director, and the Press Center to inform of the emergency.
Communications and 1. Provide assistance and coordination with related persons.
Coordination 2. Receive instructions from the Firefighting Director and contact the Press Center.
Department 3. Give instructions on behalf of the Firefighting Director if assigned.
Firefighting 1. Provide assistance and coordination between the Firefighting Director, security guards,
Procurement and and related parties.
Support Unit 2. Receive instructions from the Firefighting Director and contact the Press Center.
- Coordinator 3. Give instructions on behalf of the Firefighting Director if assigned.
- Security Guards 1. Rush to the scene, and receive instructions from the Firefighting Director and the Head
of Communications and Coordination Department.
2. Prevent unauthorized persons from entering the place.
3. Safeguard the assets and materials moved by the Internal-External Transfer Department.
Internal-External 1. Responsible for identifying the safe places for keeping materials and assets.
Transfer Department 2. Provide convenience for transfer of materials and assets.
3. Provide vehicles and equipment for transfer of materials and assets.
Operations Support 1. Send safety order system (SOS) message.
Department 2. Employees who wish to help extinguish the fire have to report to the Firefighting
- Unit Responsible for Director who will assign them to the Operations Support Department.
Contacting other 3. In case of fire near machines, the firefighting team members should be those who
Fire Stations normally work in the area. Others should assist in conveying firefighting equipment.
4. Be around the scene of fire, waiting for orders from the Firefighting Director.
- Fire Pump 1. Start the fire pump immediately upon being informed of the fire occurrence.
Operation Unit 2. Control the fire pump during firefighting procedures.
3. In normal situation, regularly perform maintenance of firefighting equipment in
accordance with maintenance schedule.
Press/Communications 1. Upon being notified of fire, check whether the news is true.
Center 2. Inform of fire event.
3. Regularly follow up and update the event.
4. Request for help from related organizations.
5. Inform of the result after fire suppression.

Responsible Persons Assigned to the Firefighting Team

Office Hours After-Office Hours
Day Off
Position (Working Day) (Working Day)
08.00-24.00-08.00 hrs.
08.00-17.00 hrs. 17.00-08.00 hrs.
1. Firefighting Director - Operations Director or - Department/Unit Head of - Department/Unit Head of
Assigned Person the Area or Nearby Area the Area or Nearby Area
2. Head of Electrical - Head of Electrical - Night Shift Staff............ - Night Shift Staff..............
Department Department
3. Head of Operations - Factory Manager or - ....................................... - .......................................
Department Assigned Person
- Machine Control Unit - Machine Control Staff - Machine Control Staff - Machine Control Staff
- Emergency Response - Emergency Response Team - Emergency Response
Team ………………… …………………… Team ……………………
4. Head of - Human Resources - ........................................ - ........................................
Communications and Manager or Assigned
Coordination Person
Department
- Support Unit - Office Nurse - First Aid Team - First Aid Team
- Nurse - Ambulance Driver - Ambulance Driver - Ambulance Driver
- Vehicle Staff - Telephone Operator - …………………………. - ………………………….
- Press and - Safety Officer
Communications (Waiting for firefighting
Center Staff equipment)
- Firefighting - Head of Operations
Procurement and Department (at the
Support Unit beginning) Safety Officer
- Coordinator (upon arrival at the place)
- Distributor of - Person Responsible for - Head of Security Guards - Head of Security Guards
Firefighting Coordination with
Equipment Security Guards
- Communicate
information via the
Press/Communicati
ons Center
- Security Guard Unit
5. Head of Internal- - Head of General - Duty Officer - Duty Officer
External Transfer Administration
Department Department or Assigned
Person
6. Head of Operations - Department Manager - ...................................... - ......................................
Support Department
- Fire Pump Operation - From General - From General - From General
Unit Administration/ Administration/ Administration/
- Unit Responsible for Maintenance Unit Maintenance Unit Maintenance Unit
Contacting other Fire Name................................. Name................................. Name.................................
Stations
- Use Safety Order - Press SOS alarm…… - Press SOS alarm…… - Press SOS alarm……
System (SOS) alarm.

(5) Fire Evacuation Plan

The plan is aimed to prevent loss of life and property of employees and a
workplace in the event of fire.
The fire evacuation plan should comprise the head count unit, evacuation
wardens, assembly point, rescue unit and vehicles, etc. The responsible persons for all
units should be specified. They should directly report to the Firefighting Director or Fire
Evacuation Director.
- Name of Firefighting Director or Fire Evacuation Director………….
- Name of Assistant Firefighting Director or Assistant Fire Evacuation
Director……………………………………………………………….
Fire evacuation procedures should be included in the plan.
(a) Fire wardens are responsible for leading employees to escape the
place via the pre-determined fire evacuation route.
(b) Assembly point must be safe for a roll call of employees.
(c) Head count unit is responsible for ensuring all employees escaping the
workplace.
(d) Rescue unit is responsible for searching for employees who may
remain in the workplace and providing first-aid treatment to those who are faint or
injured. Vehicle unit will be contacted to transfer the injured to hospital according to the
instruction of a nurse or doctor.
Example of Fire Evacuation Flow Chart

(6) Relief Plan

The relief plan consists of the following.
- Coordination with related government agencies
- Survey of damage
- Presence of all firefighting team members at the pre-determined
meeting point to receive orders
- Rescue and search for fire victims
- Transfer of property, the injured, and the death
- Assessment of damage, operation result, and report on fire situation
- Assistance to fire victims
- Improvement and solution to the facing problems as soon as possible
to resume business
Example of Duties and Responsibilities of Operators in the Relief Plan

Duties and Responsibilities Operators
1. Coordination with related government agencies Team Leader..........................................................
Team Member.......................................................
2. Survey of damage Team Leader..........................................................
Team Member.......................................................
3. Presence of all firefighting team members at the Team Leader..........................................................
pre-determined meeting point to receive orders Team Member.......................................................
4. Rescue and search for fire victims Team Leader..........................................................
Team Member.......................................................
5. Transfer of property, the injured, and the death Team Leader..........................................................
Team Member.......................................................
6. Assessment of damage, operation result, and report Team Leader..........................................................
on fire situation Team Member.......................................................
7. Assistance to fire victims Team Leader..........................................................
Team Member.......................................................
8. Improvement and solution to the facing problems as Team Leader..........................................................
soon as possible to resume business Team Member.......................................................
Management of Narcotics and Quarrel

Since there are many workers residing in the campsite, the camp boss should
be appointed to keep peace in the premise and look after workers’ living conditions. Also,
room occupancy of workers must be noted and each room should be allowed for only 2
persons or 1 family. This is to prevent workers’ gathering for narcotics use and quarrels.
Workers’ behavior should be regularly observed. In case any irregular behavior is found,
necessary action should be immediately taken and related parties, such as profession
safety officers, should be informed of the matter. The signs containing company’s
instructions or policies, and accommodation rules should be installed in front of the
worker campsite. The drug-free area signs should be placed at each of the workers’
accommodations. Penalties in case narcotics are found must be also notified to all
workers.

3.8 GREEN AREA

The Environment Department ( Public Park Department) , Bangkok Metropolitan
Administration established street tree planting criteria as follows:
(1) Street tree panting
(a) Street with traffic island
Perennial plants shall be grown, with the distance of 4-8 meters each
as appropriate depending on types of trees, on the traffic island ofmore than 3 meters in width
onwards.Alternatively, grass paving, shrubberies or flowering and ornamental plants (not
more than 3 types), as appropriate.
Small Perennial plants of which bushes are not wider than the width
of the traffic island, shall be grownon the traffic island of2-3 meters in width. Also,
considerations may be made for grass paving, shrubberies or flowering and ornamental plants
which are easy to enrich (not more than 3 types), as appropriate.
Grass paving and/or flowering and ornamental plants which are easy
to enrich or floor materials shall be considered for the traffic island of less than 2 meters in
width.
(b) Pavement
Perennial plants shall be grown, with the distance of more than 4-8
meters each as appropriate depending on types of trees near pavement of more than 3 meters
in width onwards. Moreover, gardening may be possible in the space behind the pavement,
wall line or fence line. However, it shall not obstruct access to houses.
If an electric wire is on the pavement, the slow growing trees
which can be trimmed but are misshapen should be planted.
Perennial plants shall not be planted near the pavement of less than
3 meters in width. Pergola or small beds of flowering and ornamental plants should be created
depending on the suitability of each area.
The Consultants determined the kinds of trees to be planted along the
alignment of Pink Line project (Khae Rai-Min Buri section) in Section 1.10 Forest
Resource (construction phase), sub-section (c) environmental impact preventive and
mitigation measures. The green area or small garden shall be added under stations(If there is
space) or along the line of the mass transit system in order to increase the balance of
ecological system, better view or decrease air pollution, noise and others. The following
shrubberies should be planted: Cassia surattensis Burm.f., Tecomastans (L.) Juss. Ex Kunth,
Aglaia Odorata Lour, Duranta eracta L., Melodorum fruticosum Lour, etc. Alternatively, the
wooden pergola, steel pergola, or pergola of other materials may be created so as to be clung,
bound or rambled by middle-sized vine and large-sized vine like Artabotrys siamensis Miq.,
Quisqualisindica L., Bauhinia winitii Craib, Allamanda cathartica Linn., Passiflora x alato-
caerulea, Jasminum multiflorum (Burm. F.) Andr, etc.
Large perennial trees shall be planted to hide pillars. Wide bushes
with thick leaves shall be planted to conceal pillars. The selected perennial trees such as
Ficusbenjamina L. var. variegata, Licuala paludosa, Aglaonema modestum Schott., and Dypsis
lutescens, etc. shall grow well in shady places or dim light and small amount of water.

The construction company shall coordinate with the responsible agency in the area such as
Environment Department, Bangkok Metropolitan Administration, Regional Environment
Office 6 ( Nonthaburi) , etc. to select suitable trees for planting. The landscape architecture
concept is shown in Figure3.8-1.The example of tree planting at the piers of track beam
along the rail alignment as illustrated in Figure 3.8-2.
Figure 3.8-1 Landscape Architecture Concept alongside the Railway
Figure 3.8-2 Example of Tree Planting at the Piers of Track Beam

along the Rail Alignment

3.9 DESIGN FOR INTERMODAL TRANSPORT FACILITIES

The design of rail stations needs to include intermodal passenger transport
facilities for convenient entry into and exit from the stations to the destination.
3.9.1 Design for Intermodal Transport Facilities
The design for intermodal transport facilities, in general, is focused on pick-up

and drop-off area. It is necessary to analyze and forecast the rider ships and travel modes
to rail stations. Land use in the sub-areas around 30 rail stations shall be evaluated using
Nonthaburi Comprehensive Plan and Bangkok Comprehensive Plan. Passenger transfer
will be involved with road network, car access and wayfaring, bus stop, bus parking,
temporary parking and connectivity to other mass rapid transit projects.
The analysis and forecast of facilities procedures are given below:
(1) Evaluate the proportion of utilization of station vicinities applying
Nonthaburi Comprehensive Plan and Bangkok Comprehensive Plan .Utilization of station
vicinities, which plays an important role in determining travel modes of rail users, can be
classified as follows: low density residential area, medium density residential area, high
density residential area, agricultural land and official places, etc.
(2) Study the proportion of entry into and exit from stations such as way faring, by
bus, by taxi, by motorcycle, etc. from other projects such as the Green Line Project (Mo
Chit-Saphan Mai Section) and Airport Rail Link.
(3) Analyze the proportion of travel modes to stations and forecast the
ridership of each station.
(4) Study an Average Vehicle Occupancy departure and arrival using case study
projects. The resulting outcome will be used to calculate the number of vehicles of any kind
for the whole day and peak hours.
(5) Study the time spent to pick up and drop off passengers of different modes
of travel such as by car, by taxi, by bus, to calculate service capability.
When all required data are obtained, then calculate the requirement for
facilities of each station for passengers of the Pink Line Project (Khae Rai-Min Buri
Section). These facilities consist of the stop and parking lot for buses, parking lot for van
and minibus, and temporary stop for public carrier, and parking lot. It is necessary to design
the Park and Ride to reduce use of personal cars. This study determines 1 Park and Ride,
i.e. Min-Buri station (PK30) which shares the area with the depot of the Project.
3.9.2 Train Operation Plans
The train operation plans of the Pink Line Project (Khae Rai-Min Buri Section)
are designed to accommodate the ridership along the routes and they are consistent with
the train capacity to accommodate the ridership. The train speed and frequency of service
meet international standards. The detailed train operation plans are given below.

3.9.2.1 Train Operation Plans in Normal Conditions

(1) Train operation plans, frequency and headway during peak hours
The calculation of train operation plans during peak hours is based on the
assumption that the congestion ratio is not greater than 1 8 0 % or 7 persons
standing/ square meter. This is the internationally accepted standard for train operation
plans during peak hours. Based on the assumption, the train frequency and headway that
meet travel requirements are shown in Table 3.9-1.
Table 3.9-1 Train Operation Plans during Peak Hours

Section Item Unit 2018 2022 2027 2032 2037 2047 Remarks
Year
Peak Demand per Hour H
Persons/Hour Direction a1 8,569 16,820 20,275 21,844 27,060 32,989
Train Composition *1 Cars/Train b1 4 4.97 6 6 6 6 Average in 2022 (Mixed 4/6 Car-Train)
Central Train Capacity (Normal) *1 Persons/Train c1 460 581 702 702 702 702
Section Congestion Ratio % d1 155% 161% 160% 156% 161% 168%
Train Operation Frequency Trains/HourDirection e1=a1/(c1*d1) 12 18 18 20 24 28

Train Operation Headway min. f1=60/e1 5.00 3.33 3.33 3.00 2.50 2.14
Peak Demand per Hour H

Persons/Hour Direction a2 4,029 7,151 8,007 9,701 11,584 14,123
Train Composition *1 Cars/Train b2 4 4.97 6 6 6 6

Other Train Capacity (Normal) *1 Persons/Train c2 460 581 702 702 702 702
Section
Congestion Ratio % d2 146% 137% 127% 138% 138% 144%
Train Operation Frequency Trains/HourDirection e2=a2/(c2*d2) 6 9 9 10 12 14 Half of Frequency at Central Section

Train Operation Headway min. f2=60/e2 10.00 6.67 6.67 6.00 5.00 4.29
Remarks: (*1): 4car-Train=Mc-M-M-Mc, 6car-Train=Mc-M-T-T-M-Mc

Car Capacity=109persons (Mc), 121persons (M,T)
Sources: Consultants, 2012
(2) Number of Rolling Stocks

The required rolling stocks for service are calculated from the number of
trains for operation during peak hours and the number of trains for spare as shown in
Figure 3.9-1. The calculated number of rolling stocks that are in operation are presented
in Table 3.9-2. The assumptions of the required rolling stocks are given below.
Trains for spare shall be available in case of repair. (overhaul)
Trains for spare shall be available in case of damage or accident.
Trains for spare shall be available in case of system development in the
future.
(3) Whole Train Operation Plans
Train operations will be available from 5 .0 0 -2 4 .0 0 hrs. for 1 9 hours. The
conditions of hourly train operation plans are presented in Table 3 . 9 -3 . The hourly train
operation plans of Monorail with 20-Baht Flat Rate are shown in Table 3.9-4.

Source :Consultants, 2012
Figure 3.9-1 Calculation Method of Required Rolling Stocks during Peak Hours
Table 3.9-2 The Number of Rolling Stocks that are in Operation

2561 2565 2570 2575 2580 2590
Items Supplier
(2018) (2022) (2027) (2032) (2037) (2047)
Peak Demand per Hour (pphpd) 8,569 16,820 20,275 21,844 27,060 32,989
Train for Operation Hitachi 21 34 42 34 40 47
(Trains) Bombardier 21 35 42 34 42 50
Scomi 21 37 43 35 43 53
Train for Spare Hitachi 2 2 4 3 4 4
Scomi 2 3 4 3 4 4
Total Number Hitachi 23 36 46 37 44 51
Scomi 23 40 47 38 47 57
Train Composition Hitachi 4 4 4 6 6 6
(Cars/Train) Bombardier 6 6 6 8 8 8
Scomi 6 6 6 8 8 8
Total Number Hitachi 92 144 184 222 264 306
(Cars) Bombardier 138 228 276 296 368 432
Scomi 138 240 282 304 376 456
Remark: In 2570 (2027), (1) 19 Trains of 4 cars/train and (2) 18 Trains of 6 cars/train shall apply.
Source : Consultants, 2012

Table 3.9-3 Hourly Train Operation Plan Conditions

Time Section Name of Section Basic Method for Calculating Train Operation *
5-6 Starting Indispensable Service Level (Every 10-20 min.)
6-7 Morning Time Same to Daytime
7-8 Morning Transition Average of Morning Peak and Daytime
8-9 Morning Peak Transport Peak Demand within Permitted Congestion Ratio
9-10 Morning Transition Average of Morning Peak and Daytime
10-16 Daytime Half of Morning Peak
16-17 Evening Transition Average of Daytime and Evening Peak
17-19 Evening Peak Same to Morning Transition
19-21 Evening Transition Average of Daytime and Evening Peak
21-22 Night Time Same to Daytime
22-23 Late Night Average of Night Time and Midnight
23-24 Midnight Same to Starting
Remark: *There are some exceptions depending on a calculation result.
Table 3.9-4 Hourly Train Operation Schedule

Year 2561 (2018) 2565 (2022) 2570 (2027) 2575 (2032) 2580 (2037) 2590 (2047)
Central Section Other Section Central Section Other Section Central Section Other Section Central Section Other Section Central Section Other Section Central Section Other Section
Section (PK07-PK25) (PK01-07,PK25-30) (PK07-PK25) (PK01-07,PK25-30) (PK07-PK25) (PK01-07,PK25-30) (PK07-PK25) (PK01-07,PK25-30) (PK07-PK25) (PK01-07,PK25-30) (PK07-PK25) (PK01-07,PK25-30)
Peak
8,569 4,029 16,820 6,526 20,275 7,797 21,844 9,397 27,060 11,516 32,989 14,040
Demand
Congestion
Ratio 155% 146% 183% 142% 174% 134% 156% 134% 161% 137% 168% 143%
Frequency Headw ay Frequency Headw ay Frequency Headw ay Frequency Headw ay Frequency Headw ay Frequency Headw ay Frequency Headw ay Frequency Headw ay Frequency Headw ay Frequency Headw ay Frequency Headw ay Frequency Headw ay
Time /direction (min) /direction (min) /direction (min) /direction (min) /direction (min) /direction (min) /direction (min) /direction (min) /direction (min) /direction (min) /direction (min) /direction (min)
5-6 4 15 3 20 5 12 4 15 5 12 4 15 5 12 4 15 5 12 4 15 6 10 4 15
6-7 8 7.5 4 15 10 6 5 12 10 6 5 12 10 6 5 12 12 5 6 10 15 4 8 7.5
7-8 10 6 5 12 15 4 8 7.5 15 4 8 7.5 15 4 8 7.5 18 3.33 9 6.67 21 2.86 11 5.45
8-9 12 5 6 10 20 3 10 6 20 3 10 6 20 3 10 6 24 2.5 12 5 28 2.14 14 4.29
9-10 10 6 5 12 15 4 8 7.5 15 4 8 7.5 15 4 8 7.5 18 3.33 9 6.67 21 2.86 11 5.45
10-11 8 7.5 4 15 10 6 5 12 10 6 5 12 10 6 5 12 12 5 6 10 15 4 8 7.5
11-12 8 7.5 4 15 10 6 5 12 10 6 5 12 10 6 5 12 12 5 6 10 15 4 8 7.5
12-13 8 7.5 4 15 10 6 5 12 10 6 5 12 10 6 5 12 12 5 6 10 15 4 8 7.5
13-14 8 7.5 4 15 10 6 5 12 10 6 5 12 10 6 5 12 12 5 6 10 15 4 8 7.5
14-15 8 7.5 4 15 10 6 5 12 10 6 5 12 10 6 5 12 12 5 6 10 15 4 8 7.5
15-16 8 7.5 4 15 10 6 5 12 10 6 5 12 10 6 5 12 12 5 6 10 15 4 8 7.5
16-17 9 6.67 5 12 12 5 6 10 12 5 6 10 12 5 6 10 15 4 8 7.5 18 3.33 9 6.67
17-18 10 6 5 12 15 4 8 7.5 15 4 8 7.5 15 4 8 7.5 18 3.33 9 6.67 21 2.86 11 5.45
18-19 10 6 5 12 15 4 8 7.5 15 4 8 7.5 15 4 8 7.5 18 3.33 9 6.67 21 2.86 11 5.45
19-20 9 6.67 5 12 12 5 6 10 12 5 6 10 12 5 6 10 15 4 8 7.5 18 3.33 9 6.67
20-21 9 6.67 5 12 12 5 6 10 12 5 6 10 12 5 6 10 15 4 8 7.5 18 3.33 9 6.67
21-22 8 7.5 4 15 10 6 5 12 10 6 5 12 10 6 5 12 12 5 6 10 15 4 8 7.5
22-23 6 10 4 15 8 7.5 5 12 8 7.5 5 12 8 7.5 5 12 8 7.5 5 12 10 6 6 10
23-24 4 15 3 20 5 12 4 15 5 12 4 15 5 12 4 15 5 12 4 15 6 10 4 15
TOTAL 157 83 214 113 214 113 214 113 255 133 308 163
(4) Summary of Operation Distance

The operation distance ( Train-km, Car-km)in each forecast year is
presented in Table 3.9-5.
Table 3.9-5 Daily and Annual Operation Distance (Train-km, Car-km)

2561 2565 2570 2575 2580 2590
Daily/Yearly Item
(2018) (2022) (2027) (2032) (2037) (2047)
Daily Operation Train-km 8,911 12,154 12,154 12,154 14,433 17,521

Distance
(km/day) Car-km 35,643 48,616 60,770 72,924 86,600 105,125
Annual Operation Train-km 3,145 4,290 4,290 4,290 5,095 6,185

Distance *
(1000km/year) Car-km 12,582 17,162 21,452 25,742 30,570 37,109
Remark : Assumption for calculation method of operation distance: Operation distance on weekend accounts for 9 0 % of operation
distance on weekday.

3.9.3 Contingency and Emergency Plans for Train Operation
3.9.3.1 Contingency Plan

The contingency plan aims at maintaining operation in the event that the operation
does not meet normal operation plan. However, it is desirable to use the normal train
operation plan as quick and efficient as possible. The contingency plan consists of the steps
below.
(1) Report abnormalities
Quick report on abnormalities helps shorten potential delay. The train
driver can notify the operation control center through radio. Then the operation control
staff records, follows up and solves the detected problems until normal train operation can
be conducted. In case of technical failure, SCADA will notify directly to the depot so that
the technician fixes the problem. Furthermore, the station staff can report the operation
control center or relevant depots if the malfunction of E&M equipment is detected and it
may affect train operation of each station. The train operation center will evaluate
abnormality in each situation and provide suitable solution. Sometimes, operation levels
may be reduced.
(2) Notify passengers
In all cases where the contingency plan is applied, the train operation center
shall notify passengers on board and boarding stations using PA system. The train driver or
the station staff may also give the information to passengers
(3) Types of contingency plans
In the case that any track is inapplicable for whatever reason, the contingency
plans will be used shortly. The selected type of contingency plans will depend on factors
including the environmental conditions, scope and severity of problem. Types of
contingency plans are as follows:
Move the trains from the alignment using refuge facilities,
Temporarily limit the train speed,
Go back to the nearest station, and
Use emergency bus service.
3.9.3.2 Operation Plans in Case of Emergency

(1) Emergency guideline
When the train driver faces a dangerous situation, he/she shall stop the
train immediately and shortly report to the train operation center. In the case that the
alarm signal is heard, the train operation staff shall radio the train driver so as to stop the
train.
(2) Guideline for evacuation of passengers
Generally, in the case that the train cannot continue anymore, the train
driver shall move the train to the next station. The train may be towed by another train.
However, in the case that it is impossible to tow the train, the passengers shall be
evacuated through the following methods.

Move passengers from one train to another train which may be on the
same track or on the track on the opposite side.
Move passengers from the train to the ground using ground service
vehicle, slow down rope, spiral chute and an emergency walkway.
3.9.4 System Maintenance Plans
3.9.4.1 General Information
Regarding the maintenance policy of the monorail of the Pink Line Project
(Khae Rai-Min Buri Section), the Time Base Maintenance: TBM shall apply for
inspection. The real operation time obtained from the monorail operator will be taken into
account.
Due to the unique characteristics of the monorail structure, track maintenance
needs specially designed maintenance vehicles. These maintenance vehicles are self-
operable by battery or diesel engine as maintenance work will be conducted at nighttime
when the track has no driving power.
These maintenance vehicles will be kept in the stabling yard for “deployment-
site works-pullout” process for approx. 5 maintenance hours, which are between the last
train of the day and the first train of the following day.
3.9.4.2 Rolling Stock Maintenance
Considering general characteristics of the monorail, the maintenance policy for

damage prevention shall apply. The inspection period and real operation time will be
obtained from the monorail operator.
(1) Types of inspection and maintenance
Types of rolling stock inspection and maintenance are presented in Table
3.9-6.
(2) Required period for track inspection
The required period for track inspection epends on the number of vehicles,
inspection period and needed inspection time. The non-scheduled track repair was planned.
However, as it was considered that the frequency of vehicle damage is low, it is unnecessary
to fix the track that way. In the case that the non-scheduled track repair is needed, damaged
vehicles will be stored in the workshop and sent to heavy maintenance workshop. The
summary is shown in Table 3.9-7.

Table 3.9-6 Types of Rolling Stock Inspection

Inspection Periods Description
Inspection prior to the every
Daily inspection prior to the commencement of work
commencement of work day
Visual inspection for the appearance of the equipment involved with feeding, i.e. combined energy system,
Inspection of train 8days grounding, connection between the wheels and the trains, brake, connection link between trains and door
opening and closing
Inspection of conditions and functionality of main equipment, i.e. combined energy system, towing engine,
Monthly inspection 3months braking system, signaling system on ATO, connection link between trains and door opening and closing as
well as insulation inspection of power supply system and wiring
Inspection of conditions and functionality of main equipment, such as combined energy system, towing
Inspection of main
4 years engine, braking system, signaling system on ATO, connection link between trains, communication system
components
and other systems as well as insulation inspection of power supply system and wiring
Thorough inspection of main equipment, i.e. combined energy system, towing engine, braking system,
signaling system onATO, connection link between trains, door opening and closing, rotation assisting
General inspection 8years
device, battery and other systems, insulation resistance test)and dielectric stress test after heavy
maintenance; inspection of assemble and commissioning test
as Inspection of tyre deterioration, fracture and deformation and make regular tyre replacement as necessary
Tyre replacement
required The “bogie drop pit” of the rail is available in a tyre replacement room.
Table 3.9-7 The Number of Times Required for Track Inspection

Inspection Time/ Capacity/Track/Peri
Track Inspection Periods Number of Tracks
Rail/Train od
Inspection of the starting point every day 10minutes at stabling tracks
Inspection of train 8 days 1/4 day 32 2
Monthly inspection(*) 3 months 2 days 52 1
Inspection of main components 4 years 30 days 35 2
General inspection 8 years 45 days 55
Tyre replacement 1
Manual train washing 1
Remark:(*) The calculation is based on the assumption that there are22workdays/month and monthly inspection is performed for 2
tracks. However, as the to be inspected (2 tracks) are not used all the time and the working time of maintenance staff is
likely to change, the Consultants suggest that 1 track be required for monthly inspection for smaller workshop and less
investment.
(3) Track maintenance

The Pink Line Project (Khae Rai-Min Buri Section) made the track
maintenance plan below as presented in Table 3.9-8.
Table 3.9-8 Track Maintenance Plan
Types of Inspection Main Components for Inspection Inspection periods
Inspection of travel on main routes Main routes everyday (together with
contact line inspection)
Track Track 1year
Track structure Bridges and other structures forming track 2 years
Equipment for vertical movement Elevators, escalators 0.5-1.0 years
General construction structure Stations, platforms, PSD Station Building, platform level, PSD as may be reasonable
Passenger terminal Inspection and cleaning of water vending machine and AFC equipment; as may be reasonable
replace deteriorated parts and conduct insulation test.
(4) Maintenance of electronic equipment

Maintenance Plan for Electronic Equipment is shown in Table 3.9-9.

Table 3.9-9 Maintenance Plan for Electronic Equipment

Types of Inspection Main Components of Inspection Inspection Periods
Power supply apparatus Contact line everyday (together with track inspection)
Switch, automatic circuit breaker, arrester, 1year
protective equipment in substations
Signaling system Signaling device, train system interface, switch, 1 year
and clamping
Communication system Communication equipment 1 year
Measuring equipment Measuring equipment attached to power supply, 1 year
communication equipment and other safety
equipment
Disaster prevention Fire alarm box, sprinkler, smoke detector, fire 0.5 year (visual inspection and functionality
system extinguisher, etc. inspection),1 year (visual inspection and functionality
inspection)
Other equipment Inspection devices of stations, symbols and lighting as may be reasonable
Voluntary inspection Cleaning of filters at substations. as may be reasonable
3.9.5 Operation Standard
According to the review and compilation of data relating to the evaluation of

operation standard quality of international Mass Transit Railways, such as MTR (Mass
Transit Railway) Hong Kong, SMRT Singapore and BTS Thailand, etc.,5 evaluation
criteria were used: operation, information, service reliability, comfort and convenience and
safety and security.
The Pink Line Project (Khae Rai-Min Buri Section) applies the criteria of BTS
operation targets as the criteria have already been applied in Thailand. The service
requirements and threshold of unacceptable level are presented in Table 3.9-10.
3.9.6 Communication network connectivity
The Pink Line Project (Khae Rai-Min Buri Section) can be connected to other
4 mass rapid transit projects that pass through the project alignment.
- The Purple Line Project (Bang Yai-Bang Sue Section) ( at Nonthaburi
Government Center station)
- The Red Line Mass Transit Project(Bang Sue-Rangsit Section) including
Bang Sue Grand Station (at Lak Si station)
- The Green Line Project(Mo Chit-Saphan Mai Section) ( at Wat Phra Si
Maha That Station)
- The Orange Line Project (Bang Kapi-Min Buri section) ( at Min Buri
station)

Table 3.9-10 Service Requirements and Threshold of Unacceptable Level

Service Requirements Threshold of Unacceptable Level
1. Operation
1.1 Operating Hours - The operation shall be available everyday - Operating hours shall be the same as the train
including Sunday and holidays from timetable.
6.00-24.00 hrs. - In the case that the first train and the last train
do not operate based on the timetable, it is
acceptable only when the error is uncontrollable.
1.2 Frequency - The operation frequency shall be every - The number of times that the trains do not meet
4 minutes during peak hours in the operation frequency during peak hours and
morning/evening and out of normal operating normal operating hours shall not exceed
hours. 1time/month.
1.3 Acquisition on Network - Adequacy of automatic ticket vending - The queue for ticket buying shall not exceed 3
machines/ticket sales staff minutes.
- Adequacy of all types of spare tickets at all - Ticket vending machines shall not be out of order
stations longer than or equal to 24 hours.
- More than 2 ticket vending machines in the same
area shall not be out of order simultaneously
longer than 20 minutes.
2. Information
2.1 Boarding and Alighting - All stations shall provide the clear signs and - Equipment/signs showing information shall not be
symbols of routes on the access road to stations. damaged consecutively for more than 24 hours.
- All stations shall provide the clear signs and - Passenger satisfaction shall be evaluated. The
symbols of lines on platform. The lines shall be number of satisfied passengers shall not be less
seen clearly while standing in the train that than half of the surveyed passengers.
stops at the platform.
2.2 Vehicle Direction Sign - Passengers waiting at platforms of all stations - Passenger satisfaction shall be evaluated.
shall be notified of vehicle direction sign. The number of satisfied passengers shall not be
less than half of the surveyed passengers.
2.3 Route - Essential information, such as route map, - The information shall be always updated.
intermodal transport, etc., shall be disseminated Any changes shall be updated within 2 weeks.
through brochure, at the station area or
website.The information shall be provided both
in Thai and English languages.
3. Service Availability
3.1 Reliability - When it is impossible for trains to operate - Use of spare trains during peak hours shall not
normally, spare trains shall be available within exceed 1 time/month.
30 minutes. - The delayed service of more than 5 minutes shall
- If the failure causes more than 5 minutes delay not exceed 2 times/month.
in train service based on the timetable, the - The accumulative delay of more than 20 minutes
system shall be improved for normal operation both during peak hours and normal hours shall not
within 20 minutes. exceed 1 hour/month.
3.2 Punctuality - 97.5% of the trains shall be available according - The percentage of the average number of times
to the timetable within 5 minutes. that trains delay shall not exceed the criteria.
- 95% of the trains shall be available according to
the timetable within1 minute.
3.3 Regularity - Trains shall maintain approximate time - Failure times that require staff to solve problems
between trains. shall not exceed 2 times/month.
- Train service frequency shall not be too - Passenger satisfaction shall be evaluated.
frequent. The number of satisfied passengers shall not be
4. Comfort and Convenience
4.1 Vehicle Loading Factor - The vehicle loading factor shall not exceed - The vehicle loading factor which is greater than
8persons/square meter. the setting one shall not exceed 1 day/week and 1
- During peak hours, The vehicle loading factor week/month.
shall not exceed7persons/square meter for the
travels that exceed3stations.

Table 3.9-10 Service Requirements and Threshold of Unacceptable Level (Cont’d)

4.1 Vehicle Loading Factor - The vehicle loading factor shall not exceed
(Cont’d) 6 persons/square meter for the travels of6
stations during peak hours and 3 stations during
normal hours.
4.2 Comfort and Convenience of - Stations shall have escalators designed with - The density of passengers on station shall not
Passenger - at Station suitable speed for stations of the mass transit. exceed 1.5 persons/square meter except for
At least 2 steps shall be provided at the end of during boarding and alighting.
both sides of escalator including handrails - The failure of escalator shall not exceed the
which move at the same speed of the steps. number of hours specified.
- The failure of escalator shall not exceed 200 - Passenger satisfaction shall be evaluated.
hours/100,000 hours of service. The number of satisfied passengers shall not be
- Passenger elevators shall display clear less than half of the surveyed passengers.
directions at suitable height. - The number of times of ticket gate failure shall
- Seats shall be provided for passengers on not exceed the setting criteria.
platforms as necessary.
- There shall be sufficient space for passengers
standing on platforms. The density of standing
passengers per square meter shall be at
minimum. This excludes the area of approx. 0.5
meter along the entire track edge from the track
side for safety reason.
- Ticket gate failure shall not exceed 5 times/
100,000 passengers for both magnetic ticket
and contactless smartcard.
4. Comfort and Convenience of - Instruction sign for emergency kit shall be - Passenger satisfaction shall be evaluated.
Passenger -On train provided for passengers. The number of satisfied passengers shall not be
- Wheel chair locks shall be provided with less than half of the surveyed passengers.
instruction sign.
- Each car shall have at least 40 seats.
- At least 1 special seat shall be provided for
the disabled/children/pregnant women.
- Each car shall have connecting corridor so that
passengers can walk to uncrowded cars.
- Railings shall be provided inside the trains at
the level that passengers can grab them when
stretching their arms.
4.4 Ride Comfort between Station - Tracks shall be designed for the least - Malfunctioning rails and wheels shall be
centrifugal force to passengers when trains inspected and shall receive maintenance within
travel at normal speed. 14 days.
- Wheels shall be designed to be in the middle - Passenger satisfaction shall be evaluated.
position to prevent the sudden sideways The number of satisfied passengers shall not be
movement of trains. less than half of the surveyed passengers.
- The train control system shall be designed for
acceptable maximum speed while running on
the curve.
- Rails and wheels shall be regularly inspected
and maintained to prevent malfunction.
4.5 Ride Comfort at Starting and - The vehicle acceleration and deceleration - Passenger satisfaction shall be evaluated. The
Stopping control systems shall be designed for minimum number of satisfied passengers shall not be less
jerk in case of changes in acceleration or than half of the surveyed passengers.
traction.
4.6 Atmosphere - The design inside stations shall be executed for - When one or both of the air conditioning systems
good ventilation. are out of order, the train shall be stopped within
- Two air conditioning systems shall be provided 30 minutes.
for each car so that when either of them is - Passenger satisfaction shall be evaluated.
broken, the other still operates. The number of satisfied passengers shall not be

Table 3.9-10 Service Requirements and Threshold of Unacceptable Level (Cont’d)

4.7 Cleanliness - Daily sweep shall be done inside the car. - Passenger satisfaction shall be evaluated.
- Weekly washing shall be done inside the car. The number of satisfied passengers shall not be
- It is required to wash outside the car every 3 less than half of the surveyed passengers.
days.
- It is required to clean stains on the wall at
stations or trains within 3 days.
5. Safety and Security
5.1 Safety - The number of severely injured passengers - The number of times that passengers/staff
from the service shall not exceed 0.1 person/1 members are injured shall not exceed the setting
million passengers for 12 months on average. criteria.
- The number of severely injured staff members
shall not exceed 0.1 person/million hours for
12 months on average.
5.2 Crime-Free - The station area shall have adequate light and - Passenger satisfaction shall be evaluated.
the electricity shall be turned on all the time. The number of satisfied passengers shall not be
- CCTV shall be provided for checks at the less than half of the surveyed passengers.
station area and public area.
- Security guards shall be available 24 hours on
stations. During peak hours, at least 3 security
guards shall be on duty.
5.3 Accident-Free - Warning signs shall be provided in all risk - The safety inspection report by the inspector shall
areas so that passengers and staff members not present any weakness or things that need to
have special precautions. be improved for the security system.
- An obviously seen safety distance line shall be
provided 0.5 meter away from the track edge.
Furthermore, the warning sign and the alarm
sound shall be provided for the safety of
passengers standing behind the line.
- The warning sign and the alarm of door
opening and closing shall be provided so that
passengers stay away from the door.
5.4 Emergency Management - The fire exit symbol shall be provided at the - The safety inspection report by the inspector shall
station area according to NFPA 130. not present any weakness or things that need to
- The station area shall be installed with insulation, be improved for the security system.
fire alarm and fire protection equipment.
- All involved staff members shall be trained and
additional trainings are required every 2 years.
The Pink Line Project (Khae Rai-Min Buri Section) has 4 interchange stations
below.
(1) Interchange with the Purple Line Project (Bang Yai-Bang Sue Section)
:Passengers can be connected to the Purple Line Project (Bang Yai-Bang Sue Section) at
Nonthaburi Government Center Station, which is the starting station of the Pink Line
Project (Khae Rai-Min Buri Section), on the 2nd floor (concourse level) through skywalk for
the distance of approx.30 meters as illustrated in Figure 3.9-2 and Figure 3.9-3.
(2) Interchange with the Red Line Mass Transit Project (Bang Sue-
Rangsit Section) including Bang Sue Grand Station : Passengers can be connected to
the Red Line Mass Transit Project(Bang Sue-Rangsit Section) including Bang Sue Grand
Stationat Lak Si station through the approx. 60 meter long sky walk on Vibhavadi-Rangsit
Road at the platform level as illustrated in Figure 3.9-4 and Figure 3.9-5.


PK01

3-162
Figure 3.9-2 : Illustration of Connectivity to the Purple Line Project (Bang Yai-Bang Sue Section) at Nonthaburi Government Center

Concourse Level)
Skywalk)
Platform Level)
!!"
" # Concourse Level) " $
%&'()*+,(- +./&10 2Concourse Level)
Platform Level)

" # Concourse Level) " $
Figure 3.9-3 : Connectivity to the Purple Line Project (Bang Yai-Bang Sue Section)
3-163

Figure 3.9-4 : Illustration of Connectivity to the Red Line Mass Transit Project (Bang Sue-Rangsit Section)
including Bang Sue Grand Station at Lak Si Station
3-164
Figure 3.9-5 : Connectivity to the Red Line Mass Transit Project (Bang Sue-Rangsit Section) including Bang Sue Grand Station

(3) Interchange with the Green Line Project (Mo Chit-Saphan Mai
Section) : Passengers can be connected to the Green Line Project (Mo Chit-Saphan Mai
Section) at Wat Phra Si Maha That Station walking from the platform level of Wat Phra Si
Maha That Station of The Pink Line Project (Khae Rai-Min Buri Section)to the concourse
level of Wat Phra Si Maha That Station of the Green Line Project(Mo Chit-Saphan Mai
Section)as illustrated in Figure 3.9-6 and Figure 3.9-7.
(4) Interchange with the Orange Line Project (Bang Kapi-Min Buri
section) : Passengers can be connected to the Orange Line Project (Bang Kapi-Min Buri
section) at Min Buri station, which is the terminus of the Pink Line Project (Khae Rai-
Min Buri Section)at the concourse level as illustrated in Figure 3.9-8.
3.9.7 Coordination for Land Acquisition
MRTA and the Consultants of the Pink Line Project (Khae Rai-Min Buri Section)
had the meeting at the Department of Highways (DOH) Meeting Room chaired by Mr.
Sarawut Songsivilai, Deputy Director General for Engineering, on August 29, 2013 at 15.00 hrs.
The Consultants presented utilization of DOH areas for the construction of stations at Lak Si
Highway Station ( Lak Si Intersection) and Thanyaburi Highway Station 2 ( the
Safeguarding the Constitutional Monument) . In this regard, DOH informed meeting
participants that they would make a discussion and keep MRTA informed the results of
discussion.
Later, Bangkok Highway District issued the official letter No. kor kor 0626.2/
Bor.1.1/3044 dated November 28,2013inviting MRTA to participate in the meeting of the
rail station design for suitability for both proposed areas under the responsibility of
Bureau of Highway 1 1 .The meeting chaired by Mr. Pramon Sathapornnanon, Director,
Bureau of Highway 11was held on Monday December 2, 2013 at 14.00 hrs. at Highway
District 1 Meeting Room ( Bangkok) , 1st floor, Vibhavadi-Rangsit Road, Don Muang
district, Bangkok.The main points of the meeting are given below.
(1) Bureau of Highway 1 1 (Bangkok) permitted MRTA to use DOH area of 9 8
square wah for the construction of Lak Si station ( PK14) . MRTA, however, shall prepare
for place management so that Lak Si Highway Station operates properly and the entry
into and exit from the place shall be possible from Vibhavadi-Rangsit Roadand Chaeng
Watthana Road. Furthermore, the traffic management plan under the stations shall be
established in order to reduce traffic congestion caused by other transportation systems.
Bangkok Highway District Director proposed that MRTA coordinate with BMTA to make
the bus stop under Lak Si Intersection Overpass for passengers from Don Muang with
special route for buses from Chaeng Watthana Roadto stop at the station area.
(2) Bureau of Highway 11 (Bangkok) permitted MRTA to use DOH area of 3 rai
7 6 square wah for the construction of Wat Phra Si Maha That station ( PK16) .Bureau of
Highway 11 (Bangkok) permitted MRTA touse the whole area. Nonetheless, MRTA shall
re-construct the office building for Thanyaburi Highway Station 2. Also, the office
building of Lak Si Highway Station will be relocated to such area. Both office buildings
will be constructed on the opposite side of existing areas, which are adjacent to Bang
Khen Police Station and Thainiyomsongkroa School. Furthermore, the traffic management
plan under the stations shall be established in order to reduce traffic congestion caused by

Figure 3.9-6 : Illustration of Connectivity to the Green Line Project at Wat Phra Si Maha That Station

Figure 3.9-7 Connectivity to the Green Line Project (Mo Chit-Saphan Mai Section)

Figure 3.9-8 : Connectivity to the Orange Line Project (Bang Kapi-Min Buri Section)

other transportation systems. Bangkok Highway District Director proposed that MRTA
allow buses to stop in the areas to reduce traffic congestion at the station and the
roundabout.
The meeting chairman assigned MRTA to coordinate with engineers of both
Highway Districts for operations after approval from the Cabinet. The meeting minutes
between MRTA and Bureau of Highway 1 1 ( Bangkok) for a discussion of rail station
design for the Pink Line Project (Khae Rai-Min Buri Section) is shown in Appendix 3A.
Land acquisition approach determined by MRTAforLak Si Highway Station
and Thanyaburi Highway Station 2is similar to the one for MRT Blue Line ( under
construction) . The land acquisition approach will be attached to TOR and bidding
documents. Contractors shall coordinate with Lak Si Highway Station and Thanyaburi
Highway Station 2 for the conclusion of building type and the locations for new office
building construction. Construction budgeting shall be prepared and proposed to MRTA
for approval prior to operation.
In addition to this, Mass Rapid Transit Authority of Thailand (MRTA) sent a
letter of request to Electricity Generating Authority of Thailand (EGAT) for preliminary
cost estimate for the construction of the structure of high voltage posts on both sides of
Chaeng Watthana Road for the Pink Line Project (Khae Rai-Min Buri Section). The
Director (Operation) of Electricity Generating Authority of Thailand ( EGAT) consented
for the request with approval letter to MRTA as shown in Appendix 3C.
3.10 STUDY OF ECONOMIC FEASIBILITY
3.10.1 Overall Analysis of Socio-Economic Aspect of the Project
The project economic analysis is aimed at managing the limited resources in

the most efficient manner. The project economic analysis is quite similar to the financial
analysis since both of them assess the benefits from project investment. However, the
economic analysis involves assessment of the project benefits with regard to the national
economy. In other words, the economic analysis will evaluate the project impacts on the
welfare of all people in the society.
The economic analysis results are generally taken account of to determine the
economic viability of a project. If the project’s benefits to the entire society are higher
than the resources or costs invested, it can be concluded that the project is economically
viable for investment. The economic analysis results are regarded the important factor for
making decision whether the project should be implemented. Moreover, the analysis
results can be used by the government sector to select which project should be supported
when the government has limited resources and budget. The projects which are not
economically viable will be rejected or suspended. The projects which are viable in
economic aspect will be selected for further study.

3.10.2 Criteria for Socio-Economic Aspects of the Project
3.10.2.1 Assumptions for Socio-Economic Aspects of the Project

Table 3.10-1 Requirements for Project Economic Analysis
Items Quantity Unit Notes

At constant 2012
Price
price
Project analysis period 30 Year Excluding construction period
Discount rate 12%
Annualization factors
Passenger demand 330 Days/Year
Supply of services 350 Days/Year
Asset life
Civil works
- Structures incl. stations & depots 50 Year
- Buildings 30 Year
E & M works
- Power supply system 30 Year
- Mechanical, signaling, train operation &
15 Year
ICT systems
Rolling stock 30 Year
Mid-life refurbishment
Rolling stock 15 Year 15 years after the start of
Cost of refurbishment 33% services
Exchange rate 35 (Baht/USD)
Source: Proposal of the Subcommittee on Financial and Operation Consideration
3.10.2.2 Criteria for Socio-Economic Aspects of the Project
The socio-economic analysis of the Pink Line Project (Khae Rai-Min Buri
Section) consists of the following steps (Figure 3.10-1):
Project cost evaluation,
project benefit evaluation,
economic viability analysis, and
project sensitivity analysis.
3.10.3 Socio-Economic Value of the Project
3.10.3.1 Project Cost Evaluation

Project capital costs consist of land acquisition, civil works, track works, signaling
system, mechanical and electrical systems, operations and maintenance, and other direct
expenses. In the project economic analysis, the real costs of resources used in the project were
estimated by deducting the underlying distortions, e.g. tax, import and export duties, interest,
compensation, etc. The financial value was converted into economic value by using the
following conversion factors taken from the World Bank’s study of Thailand.

Pink Line Project

(Khae Rai–Min Bui Traffic Analysis in Traffic Analysis in the
Section) the with-Project Case without-Project Case
Comparison of Traffic Conditions

Project Preliminary
and Impacts between the with
Design
and without Project Cases
Project Cost Estimation

(Excluding Taxes and Direct Economic
Benefits Indirect Benefits
Government’s Subsidy)
(VOC, VOT,
Pollution)
Economic Viability Analysis

Project Sensitivity
- NPV - EIRR - B/C Ratio
Analysis
Figure 3.10-1 Economic Analysis Procedures
Detailed design cost 0.92

Building compensation cost 0.92
Land compensation cost 1.00
Construction cost 0.88
Construction supervision cost 0.92
Environmental cost 0.92
(Source: Sadig Ahmed; Shadow Prices for Economics Appraisal of
Project: An Application to Thailand, World Bank Staff Working Paper,
Number 609, Year 1983)
The capital costs of the Pink Line Project (Khae Rai-Min Buri Section) were
converted into economic value as presented in Table 3.10-2.
Table 3.10-2 Summary of Project Capital Costs

Value (Million Baht)
Description
Monorail Heavy Rail
Consultant Cost 1,905 2,063
Construction Cost 20,225 27,417
E & M Cost (Including Rolling Stocks) 23,516 20,267
Land Acquisition Cost 6,755 4,410
Total Construction Cost 52,401 54,157
Maintenance Cost (throughout 30-year project life) 57,764 55,714
AdditionalRolling Stocks (every10 years after operation) 6,989 5,329
Total 117,154 115,200

Salvage Value of the Project

Salvage value is the benefit gained in the last year of the project in accordance
with MRT Standardization.
3.10.3.2 Project Benefit Evaluation

The project benefits were considered by comparing the with-project case to the
without-project case to derive the benefits from the project implementation. The project
benefits comprise direct benefits or tangible benefits, and indirect benefits or intangible
benefits as follows.
Direct Benefits of the Project
The Pink Line Project (Khae Rai–Min Buri Section) will bring about the traffic
benefits to road users in the project’s influence areas. That is, the project will provide
travel convenience to those living in Khae Rai and Min Buri areas, as well as direct
benefits to the overall society in the forms of reduced travel cost and time and lower air
pollution as people will change from traveling by road to by rail. The direct benefits were
considered into two cases: collection of fare at 20 Baht flat rate; and collection of fare at
the distance-based rate as follows.
(1) Vehicle Operating Cost Savings (VOC Savings)
VOC savings are considered as the major economic benefit gained from
improvement of transportation network. VOC analysis must be based on the current
conditions of topography, traffic, and proportion of vehicle types in the project areas. In
this study, VOC was calculated using the internationally-accepted Highway Development
& Management Model (HDM-4). VOC savings are gained from the difference between
VOC (multiplied by vehicle kilometers travelled (VKT)) of the with-project case and
VOC (multiplied by VKT) of the without-project case. The following is the equation for
calculating VOC savings.
VOC savings= (VOCrep vehicle x VKT without project) - (VOCrep vehicle x VKT with project)
Where
VOC savings = Vehicle operating cost savings (Baht)
VOCrepresentative vehicle = Vehicle operating cost of representative vehicle
(Baht/PCU-km)
VKTwithout project = Vehicle kilometers travelled in the without-project case
(PCU-km)
VKTwith project = Vehicle kilometers travelled in the with-project case
(PCU-km)
With reference to the Feasibility Study Report for the Pink Line (Khae Rai-Min
Buri) (September 2009), VOC unit was adjusted to be the value at the base year (2011) as
presented in Table 3.10-3.

Table 3.10-3 Vehicle Operating Costs at Different Speeds

Speed (km/hr) 10 20 30 40 50 60 70 80 90 100
VOC
16.4 9.79 7.70 6.74 6.21 5.97 5.88 5.90 6.03 6.27
(Baht/PCU-km.)
(2) Value of Time Savings (VOT Savings)

VOT means the value of time (in monetary terms) that road users lose
while traveling. If the travel time is used for other economic activities, it will generate
value addition to the economy. Therefore, improvement of road network will result in
direct benefit, VOT savings to all travelers in the project route and road network in the
study area and vicinities as the project will enable the faster journey. The value of time
was applied to analyze the project benefits, using vehicle hours traveled (VHT) to assess
the difference of VOT savings between the with-project and the without-project cases.
The resultant difference constitutes the benefit in the form of VOT savings in the with–
project situation.
VOTsavings = (VOT x VHTwithout project) - (VOT x VHTwith project)
Where
VOTsavings = Value of time savings, Baht
VOT = Value of time of travelers in the study area, Baht/PCU-hr
VHTwithout project = Vehicle hours traveled in the without-project case, PCU-hr
VHTwith project = Vehicle hours traveled in the with-project case, PCU-hr
VOT unit was adjusted, in reference to the Feasibility Study Report for the
Pink Line (Khae Rai-Min Buri) (September 2009), to be the value at the base year (2011),
231.67 Baht per PCU-hr. (However, the average household income which is a factor used
to calculate VOT is not based on the minimum wage of 300 Baht.)
(3) Savings of Environmental Cost
When comparing the fuel consumption between road and rail
transportation, the latter requires less fuel than the former at the equal amount of usage.
This is because the rail transportation can accommodate more passengers and takes less
time than traveling by road. Therefore, the number of trips by rail is higher than by road
when spending the same period of travel time. The rail mass transit will help reduce air
pollution emission.
The savings of environmental costs were computed by multiplying the
pollution elimination cost by the difference of vehicle kilometers travelled of road and
rail transportation between the without-and with-project cases. With reference to the Final
Report of the Study of the Master Plan for Railway System and High Speed Train
Development (2010) and the MRT Assessment Standardization report (Public Debt
Management Office and MRT Red Line Project), the pollution elimination cost is equal to
5 Baht/PCU-km.

Table 3.10-4 Direct Benefits of the Project

Unit: Million Baht
20-Baht Flat Rate Distance-Based Fare Rate
Year VOC VOT Pollution VOC VOT Pollution
Total Total
Savings Savings Savings Savings Savings Savings
2018 3,051 4,808 712 8,571 2,094 3,240 459 5,793
2022 4,038 6,483 876 11,409 3,059 4,836 663 8,558
2027 5,784 8,835 1,076 15,649 4,335 6,980 894 12,210
2032 7,351 11,466 1,295 20,112 5,918 9,388 1,139 16,445
2037 9,489 14,446 1,551 25,545 7,647 12,254 1,431 21,331
Indirect Benefits of the Project

In addition to the project’s direct benefits, implementation of the Pink Line
Project (Khae Rai–Min Buri section) will have broad positive impacts on the economy as
it will bring about more convenient transportation, and development of land along the
project alignment and around stations. This will attract the private investment, thus
leading to a greater demand for and a higher price of land along the project alignment.
Consequently, the land use will be more efficient and economic activities will eventually
grow. The economic expansion will benefit people who will have more employment
opportunities and higher household income.
3.10.4 Socio-Economic Returns of the Project
3.10.4.1 Socio-Economic Viability Analysis Results
The project costs and benefits were compared in the form of economic values
by using the economic indicators from MRT Assessment Standardization of the Finance
Ministry. The project’s economic viability analysis was carried by taking into account the
following economic indicators.
(1) Net Present Value (NPV)
NPV is the difference between benefits and costs in different years at the
present value throughout the project life. Normally, a discount rate is applied to derive the
present value.
If NPV is positive or greater than zero, the project is worth investing. In
other words, the investment will create benefits that exceed the costs over the project
period.
However, evaluation of the project viability by considering only NPV is
not sufficient for comparing the projects with much different capital investments. This is
because the large-scale project will yield higher NPV than the one of much smaller scale.
It is necessary to take other economic indicators into account. NPV calculation is shown
below.

n
t t
t
t=1
Where NPV = Net present value
Bt = Project benefits in year t
Ct = Project costs in year t
i = Interest rate or project’s return rate
n = Project life
(2) Benefit Cost Ratio (B/C Ratio)
B/C ratio is the ratio of the total present value of benefits to the total
present value of costs of the project. Generally, a discount rate is used to obtain the
present value.
If the B/C ratio is greater than 1, the project is viable for investment. B/C
ratio calculation is as follows.

Where B/C = Benefit cost ratio
n = Project life
(3) Economic Internal Rate of Return (EIRR)
It is a discount rate which equates the present value of benefits with the
present value of costs.
The opportunity cost of the capital adopted for this project is 12% per
annum which is the rate taken from the study in Thailand by the World Bank and
NESDB. As a result, the project with EIRR greater than 12% per year is considered
viable for investment.

Where EIRR = Economic internal rate of return
n = Project life
The economic analysis results indicate economic viability of the project in all
cases as economic indicators are greater the criteria. Also, it is indicated that the monorail
with 20-baht flat rate is more economically viable than the other case.

Table 3.10-5 Economic Investment Costs: Monorail

()
.. ! " E&M
! " "
1 2556 - - 705.0 - - - 705.0
2 2557 - 253.9 4,989.0 3,909.0 2,126.1 - 11,278.0
3 2558 - 470.1 1,060.8 6,194.3 4,429.9 - 12,155.1
4 2559 - 805.9 - 6,260.3 12,044.6 - 19,110.8
5 2560 - 375.4 - 3,861.4 4,915.7 - 9,152.5
6 2561 - - - - - 1,172.9 1,172.9
7 2562 - - - - - 1,220.1 1,220.1
8 2563 - - - - - 1,269.3 1,269.3
9 2564 - - - - - 1,320.4 1,320.4
10 2565 - - - - - 1,373.7 1,373.7
11 2566 - - - - - 1,429.0 1,429.0
12 2567 - - - - - 1,486.6 1,486.6
13 2568 - - - - - 1,546.5 1,546.5
14 2569 - - - - - 1,608.8 1,608.8
15 2570 - - - - 4,583.0 1,673.7 6,256.7
16 2571 - - - - - 1,720.5 1,720.5
17 2572 - - - - - 1,768.7 1,768.7
18 2573 - - - - - 1,818.3 1,818.3
19 2574 - - - - - 1,869.2 1,869.2
20 2575 - - - - - 1,921.5 1,921.5
21 2576 - - - - - 1,975.4 1,975.4
22 2577 - - - - - 2,030.7 2,030.7
23 2578 - - - - - 2,087.6 2,087.6
24 2579 - - - - - 2,146.0 2,146.0
25 2580 - - - - 2,406.1 2,206.1 4,612.2
26 2581 - - - - - 2,241.8 2,241.8
27 2582 - - - - - 2,277.9 2,277.9
28 2583 - - - - - 2,314.7 2,314.7
29 2584 - - - - - 2,352.1 2,352.1
30 2585 - - - - - 2,390.1 2,390.1
31 2586 - - - - - 2,428.7 2,428.7
32 2587 - - - - - 2,467.9 2,467.9
33 2588 - - - - - 2,507.8 2,507.8
34 2589 - - - - - 2,548.2 2,548.2
35 2590 - - - - - 2,589.4 2,589.4
- 1,905 6,755 20,225 30,505 57,764 117,154

Table 3.10-6 Economic Viability Analysis Result: Monorail with 20-Baht Flat Rate
2555) . . 2561
1,905 ! " # $ EIRR) 17.3%
#% E&M 50,730 & ! $$! NPV)
' 28,031
$! '
( ) #% * $ ! +
! , 6,755 ! %, $, B/C) 1.59
* ! , ) 57,764 ! " ## FYRR) 0.0%
-./01 : 234.546
78 78 689 b3. 6>. N27GLO1J.P :;2</4=> 6?@
A .B. [email protected] </42H6>. </4IJ3 K/[email protected]. G0: :;2</4F4G7GL-1MC</4 IJ3 K/4 1 :;2</4E024689 7GL-1MC :;2</4F4G2C N27GLO1J.PG0:
F/Q=G34H R2L</45D4G>HGMFS4 K4FF4GIJ3 14.A4-.L TQHN;3IJ3 14.A4-.L :2U40L=@9HR0C23Q:
2556 1 (705.00) - (705.00) - - - - (705.00)

2557 2 (11,024.04) - (11,024.04) - - - - (11,024.04)
2558 3 (11,685.00) - (11,685.00) - - - - (11,685.00)
2559 4 (18,304.88) - (18,304.88) - - - - (18,304.88)
2560 5 (8,777.12) - (8,777.12) - - - - (8,777.12)
2561 6 - (1,172.85) (1,172.85) 3,051.26 4,808.03 711.69 8,570.98 7,398.13
2562 7 - (1,220.12) (1,220.12) 3,264.06 5,175.36 752.17 9,191.59 7,971.47
2563 8 - (1,269.29) (1,269.29) 3,491.70 5,570.76 794.95 9,857.41 8,588.12
2564 9 - (1,320.44) (1,320.44) 3,735.22 5,996.36 840.16 10,571.74 9,251.30
2565 10 - (1,373.65) (1,373.65) 4,038.29 6,482.88 887.95 11,409.12 10,035.47
2566 11 - (1,429.01) (1,429.01) 4,365.94 7,008.88 913.75 12,288.58 10,859.56
2567 12 - (1,486.60) (1,486.60) 4,720.18 7,577.56 952.93 13,250.67 11,764.07
2568 13 - (1,546.51) (1,546.51) 5,103.16 8,192.38 993.79 14,289.33 12,742.82
2569 14 - (1,608.84) (1,608.84) 5,517.22 8,384.31 1,036.40 14,937.92 13,329.09
2570 15 (4,583.04) (1,673.68) (6,256.72) 5,783.82 8,789.47 1,075.81 15,649.11 9,392.39
2571 16 - (1,720.55) (1,720.55) 6,063.32 9,214.20 1,116.73 16,394.25 14,673.70
2572 17 - (1,768.74) (1,768.74) 6,356.31 9,659.46 1,159.20 17,174.98 15,406.24
2573 18 - (1,818.27) (1,818.27) 6,663.47 10,126.23 1,203.29 17,993.00 16,174.72
2574 19 - (1,869.20) (1,869.20) 6,985.47 10,895.07 1,249.06 19,129.60 17,260.40
2575 20 - (1,921.55) (1,921.55) 7,351.34 11,465.71 1,294.93 20,111.98 18,190.43
2576 21 - (1,975.36) (1,975.36) 7,736.37 12,066.23 1,342.49 21,145.10 19,169.74
2577 22 - (2,030.69) (2,030.69) 8,141.57 12,698.21 1,391.80 22,231.58 20,200.90
2578 23 - (2,087.56) (2,087.56) 8,567.99 13,363.29 1,442.92 23,374.20 21,286.64
2579 24 - (2,146.02) (2,146.02) 9,016.74 13,782.84 1,495.92 24,295.50 22,149.48
2580 25 (2,406.10) (2,206.13) (4,612.22) 9,489.00 14,504.72 1,550.87 25,544.59 20,932.37
2581 26 - (2,241.75) (2,241.75) 9,986.00 15,264.42 1,607.83 26,858.24 24,616.49
2582 27 - (2,277.95) (2,277.95) 10,509.02 16,063.90 1,666.88 28,239.81 25,961.86
2583 28 - (2,314.73) (2,314.73) 11,059.44 16,905.26 1,728.11 29,692.81 27,378.07
2584 29 - (2,352.11) (2,352.11) 11,638.68 17,790.69 1,791.58 31,220.95 28,868.84
2585 30 - (2,390.09) (2,390.09) 12,248.27 18,722.49 1,857.38 32,828.14 30,438.05
2586 31 - (2,428.69) (2,428.69) 12,889.78 19,703.09 1,925.60 34,518.48 32,089.79
2587 32 - (2,467.90) (2,467.90) 13,564.89 20,735.06 1,996.33 36,296.28 33,828.37
2588 33 - (2,507.75) (2,507.75) 14,275.36 21,821.07 2,069.65 38,166.09 35,658.33
2589 34 - (2,548.25) (2,548.25) 15,023.04 22,963.96 2,145.67 40,132.68 37,584.43
2590 35 7,509.24 (2,589.40) 4,919.84 15,809.89 24,166.72 2,224.48 42,201.09 47,120.93
NPV VWXYZ[\]^X_ V\YX`X]a`_ VZ\YW\`]\a_ 27,390.69 42,766.22 5,250.45 75,407.36 28,030.61

Table 3.10-7 Economic Viability Analysis Result: Monorail with Distance-Based Fare Rate
2555) .. 2561
! " 1,905 # $ % EIRR 14.2%
E&M 50,730 &'#%%# ( NPV) 11,237
%# & (

) ! * +% #, & #- 6,755 # + - %- B/C) 1.24
* # - ) 57,764 # $ FYRR) 0.0%
./012 : 345/657
89 897:9 c4/7?/ O38HMP2K/Q ;<3=05>?7@A
B .C. DE5F/A/G5H =053I7?/ =05JK4L052J/G5HDE5F/A/I5/ H1; ;<3=05G5H8HM.2ND=05JK4L052 ;<3=05F13579:8HM.2ND ;<3=05G5H3D O38HMP2K/QH1;
G0R>H45I S3M=056E5H?IHNGT5 L5GG5HJK425/B5./M URIO<4JK425/B5./M ;3V51M>A:IS1D34R ;
2556 1 (705.00) - (705.00) - - - - (705.00)
2557 2 (11,024.04) - (11,024.04) - - - - (11,024.04)
2558 3 (11,685.00) - (11,685.00) - - - - (11,685.00)
2559 4 (18,304.88) - (18,304.88) - - - - (18,304.88)
2560 5 (8,777.12) - (8,777.12) - - - - (8,777.12)
2561 6 - (1,172.85) (1,172.85) 2,094.36 3,239.65 458.67 5,792.68 4,619.83
2562 7 - (1,220.12) (1,220.12) 2,320.76 3,609.26 508.04 6,438.05 5,217.94
2563 8 - (1,269.29) (1,269.29) 2,571.63 4,021.04 562.72 7,155.38 5,886.09
2564 9 - (1,320.44) (1,320.44) 2,849.61 4,479.79 623.28 7,952.69 6,632.25
2565 10 - (1,373.65) (1,373.65) 3,058.96 4,835.72 663.44 8,558.12 7,184.46
2566 11 - (1,429.01) (1,429.01) 3,283.68 5,219.93 706.18 9,209.79 7,780.77
2567 12 - (1,486.60) (1,486.60) 3,524.91 5,634.67 751.67 9,911.25 8,424.64
2568 13 - (1,546.51) (1,546.51) 3,783.87 6,082.35 800.09 10,666.31 9,119.80
2569 14 - (1,608.84) (1,608.84) 4,061.84 6,565.61 851.64 11,479.09 9,870.25
2570 15 (4,583.04) (1,673.68) (6,256.72) 4,334.69 6,980.46 894.49 12,209.65 5,952.93
2571 16 - (1,720.55) (1,720.55) 4,625.87 7,421.52 939.51 12,986.90 11,266.35
2572 17 - (1,768.74) (1,768.74) 4,936.61 7,890.45 986.78 13,813.85 12,045.11
2573 18 - (1,818.27) (1,818.27) 5,268.22 8,389.01 1,036.44 14,693.68 12,875.41
2574 19 - (1,869.20) (1,869.20) 5,622.11 8,919.08 1,088.60 15,629.79 13,760.59
2575 20 - (1,921.55) (1,921.55) 5,917.81 9,388.18 1,139.31 16,445.30 14,523.75
2576 21 - (1,975.36) (1,975.36) 6,229.06 9,881.96 1,192.38 17,303.40 15,328.04
2577 22 - (2,030.69) (2,030.69) 6,556.69 10,401.71 1,247.92 18,206.32 16,175.63
2578 23 - (2,087.56) (2,087.56) 6,901.54 10,948.80 1,306.05 19,156.39 17,068.83
2579 24 - (2,146.02) (2,146.02) 7,264.53 11,622.09 1,366.88 20,253.51 18,107.49
2580 25 (2,406.10) (2,206.13) (4,612.22) 7,646.62 12,253.98 1,430.55 21,331.15 16,718.93
2581 26 - (2,241.75) (2,241.75) 8,048.80 12,920.23 1,497.19 22,466.21 20,224.46
2582 27 - (2,277.95) (2,277.95) 8,472.13 13,622.69 1,566.93 23,661.76 21,383.81
2583 28 - (2,314.73) (2,314.73) 8,917.73 14,363.35 1,639.92 24,921.00 22,606.27
2584 29 - (2,352.11) (2,352.11) 9,386.76 15,144.29 1,716.31 26,247.36 23,895.25
2585 30 - (2,390.09) (2,390.09) 9,880.47 15,967.67 1,796.26 27,644.40 25,254.31
2586 31 - (2,428.69) (2,428.69) 10,400.14 16,835.83 1,879.93 29,115.90 26,687.21
2587 32 - (2,467.90) (2,467.90) 10,947.14 17,751.19 1,967.50 30,665.83 28,197.93
2588 33 - (2,507.75) (2,507.75) 11,522.92 18,716.31 2,059.15 32,298.38 29,790.62
2589 34 - (2,548.25) (2,548.25) 12,128.97 19,733.91 2,155.06 34,017.95 31,469.70
2590 35 7,509.24 (2,589.40) 4,919.84 12,766.91 20,806.84 2,255.45 35,829.19 40,749.04
NPV WXYZ[\]^_Y` W]ZYaY^ba` W[]ZX]a^]b` 20,977.71 33,384.38 4,251.25 58,613.34 11,236.59

Table 3.10-8 Summary of Economic Viability Analysis Results

Economic Indicators
Cases EIRR NPV B/C Ratio
(Percentage) (Million Baht) (Ratio)
Monorail with 20-Baht Flat Rate 17.3% 28,031 1.59
Monorail with Distance-Based Fare Rate 14.2% 11,237 1.24
3.10.4.2 Project Sensitivity Analysis Results

The project sensitivity analysis was performed on the basis of the base case to
support the decision making. Consideration was made on the likely impacts of changes in key
parameters on the project, e.g. traffic volume, economic growth rate, fuel price, foreign
exchange rate, etc. The adopted assumptions may result in increase and/or decrease in
economic investment costs and/or project benefits. The following three scenarios were
analyzed.
(1) Project investment costs are constant and project benefits decrease by 20%.
(2) Project investment costs increase by 20% and project benefits are constant.
(3) Project investment costs increase by 20% and project benefits decrease by
20%.
(4) Further analysis of environmental economics is conducted.

Table 3.10-9 Sensitivity Analysis Results

Case1: Monorail with 20-Baht Flat Rate Case 1: Monorail with Distance-Based Fare Rate
Project benefits decrease by Project Project Project benefits decrease by Project Project
20% investment benefits 20% investment benefits
costs decrease and costs decrease and
increase by project increase by project
20% investment 20% investment
costs increase costs increase
by 20% by 20%
EIRR (%) 14.62% 15.09% 12.62% EIRR (%) 11.90% 12.30% 10.16%
NPV (MB) 12,949 18,555 3,474 NPV (MB) -486 1,761 -9,961
B/C ratio 1.27 1.33 1.06 B/C ratio 0.99 1.03 0.82
Case 2: Monorail with 20-Baht Flat Rate Case 2: Monorail with Distance-Based Fare Rate
by 20% by 20%
EIRR (%) 14.12% 14.58% 12.17% EIRR (%) 11.51% 11.91% 9.81%
NPV (MB) 11,009 16,260 1,017 NPV (MB) -2,460 -577 -12,453
B/C ratio 1.22 1.27 1.02 B/C ratio 0.95 0.99 0.79
Case 3.1: Monorail with 20-Baht Flat Rate Case 3.1: Monorail with Distance-Based Fare Rate
by 20% by 20%
EIRR (%) 13.61% 14.05% 11.71% EIRR (%) 11.14% 11.53% 9.48%
NPV (MB) 8,693 13,480 -1,763 NPV (MB) -4,491 -2,999 -14,946
B/C ratio 1.17 1.21 0.97 B/C ratio 0.91 0.95 0.76
Case 3.2: Monorail with 20-Baht Flat Rate Case 3.2: Monorail with Distance-Based Fare Rate
by 20% by 20%
EIRR (%) 13.72% 14.17% 11.81% EIRR (%) 11.24% 11.62% 9.56%
NPV (MB) 9,214 14,106 -1,137 NPV (MB) -3,969 -2,374 -14,321
B/C ratio 1.18 1.23 0.98 B/C ratio 0.92 0.96 0.77
Case 4 Further analysis of environmental economics(Monorail Case 4 Further analysis of environmental economics
with 20-Baht Flat Rate) (Monorail with Distance-Based Fare Rate)
Case EIRR (%) NPV (MB) B/C ratio Case EIRR (%) NPV (MB) B/C ratio
Case 1 17.3% 28,226 1.60 Case 1 14.2% 11,232 1.24

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Environmental Impact Assessment (Final)

Project Number: 51274-001

THA: Bangkok Mass Rapid Transit (Pink Line)

Prepared by The Mass Rapid Transit Authority of Thailand.

3.1 PHYSICAL ALIGNMENT

3.2 MONORAIL SYSTEM AND SERVICE

Monorail is a rubber-wheeled mass rapid transit running on a single beam and

VPK/ENV/RT1203/P1988/RE128 Pink Line MRT Project, Khae Rai-Min Buri Section

Figure 3.2-1 : Straddle Monorail

Figure 3.2-2 : Suspension Monorail

3.2.1 Straddle Monorail System

3.2.2 General Characteristics of Monorail

VPK/ENV/RT1203/P1988/RE128 Pink Line MRT Project, Khae Rai-Min Buri Section

Figure 3.2-3 : Train Formation of Monorail System

3.2.3 Monorail Performance

3.2.4 Monorail Technical Information

3.2.5 Monorail Track Beam

VPK/ENV/RT1203/P1988/RE128 Pink Line MRT Project, Khae Rai-Min Buri Section

3.2.6 Monorail Capacity

3.2.7 System Safety

Monorail runs on a grade-separated guideway beam, thus eliminating the potential

3.2.8 Safety in Emergency Case

(1) Fire Protection System

VPK/ENV/RT1203/P1988/RE128 Pink Line MRT Project, Khae Rai-Min Buri Section

Table 3.2-1 Summary of Large-Type Straddle Monorail Characteristics of

Hitachi Scomi Bombardier

VPK/ENV/RT1203/P1988/RE128 Pink Line MRT Project, Khae Rai-Min Buri Section

Figure 3.2-4 : Emergency Walkway

3.3 STATION DESIGN AND STANDARD

3.3.1 Station Design Concept

VPK/ENV/RT1203/P1988/RE128 Pink Line MRT Project, Khae Rai-Min Buri Section

Table 3.3-1 Distance between the Pink Line Stations

VPK/ENV/RT1203/P1988/RE128 Pink Line MRT Project, Khae Rai-Min Buri Section

Table 3.3-2 Environmentally Sensitive Areas in 500-m Radius from the

VPK/ENV/RT1203/P1988/RE128 Pink Line MRT Project, Khae Rai-Min Buri Section

Table 3.3-2 (Cont’d)

VPK/ENV/RT1203/P1988/RE128 Pink Line MRT Project, Khae Rai-Min Buri Section

Table 3.3-2 (Cont’d)

VPK/ENV/RT1203/P1988/RE128 Pink Line MRT Project, Khae Rai-Min Buri Section

VPK/ENV/RT1203/P1988/RE128 Pink Line MRT Project, Khae Rai-Min Buri Section

VPK/ENV/RT1203/P1988/RE128 Pink Line MRT Project, Khae Rai-Min Buri Section

VPK/ENV/RT1203/P1988/RE128 Pink Line MRT Project, Khae Rai-Min Buri Section

VPK/ENV/RT1203/P1988/RE128 Pink Line MRT Project, Khae Rai-Min Buri Section

VPK/ENV/RT1203/P1988/RE128 Pink Line MRT Project, Khae Rai-Min Buri Section

VPK/ENV/RT1203/P1988/RE128 Pink Line MRT Project, Khae Rai-Min Buri Section

VPK/ENV/RT1203/P1988/RE128 Pink Line MRT Project, Khae Rai-Min Buri Section

VPK/ENV/RT1203/P1988/RE128 Pink Line MRT Project, Khae Rai-Min Buri Section

VPK/ENV/RT1203/P1988/RE128 Pink Line MRT Project, Khae Rai-Min Buri Section

VPK/ENV/RT1203/P1988/RE128 Pink Line MRT Project, Khae Rai-Min Buri Section

VPK/ENV/RT1203/P1988/RE128 Pink Line MRT Project, Khae Rai-Min Buri Section

VPK/ENV/RT1203/P1988/RE128 Pink Line MRT Project, Khae Rai-Min Buri Section

Figure 3.3-2 : Drainage Alignment and Direction in 2011

VPK/ENV/RT1203/P1988/RE128 Pink Line MRT Project, Khae Rai-Min Buri Section

(1) Drainage from the Areas North of Ram Inthra Road

Figure 3.3-3 : Pumping Locations North of Ram Inthra Road

(a) Pump Location 1: Khlong Krachet, Soi Ram Inthra 39

VPK/ENV/RT1203/P1988/RE128 Pink Line MRT Project, Khae Rai-Min Buri Section

3.4 STATION DESIGN AND FUNCTIONAL SPACE LAYOUT