An update on the Thai high-speed railway. According to The Nation, the Thai government is set to sign a memorandum of co-operation on the project with Japan in Tokyo next week, and the signing of the agreement will effectively green light the development of the Bangkok-Chiang Mai part of the railway.
Japan, which signalled a strong interest in to develop the project, studied a few route options and decided on the Bangkok-Chiang Mai one. The 715 km-long route is scheduled to open in 2019.
The development of the first part of the high-speed railway will be in tandem with the development of the 400 billion baht (RM42.9 billion) Bangkok-Nong Khai medium-speed rail project, which Thailand is jointly building with China.
Construction of the medium-speed line, which will see trains operating at speeds of 160 km/h to 180 km/h, is also expected to progress rapidly, now that Thailand and China have signed a memorandum of co-operation.
It is also reported that the Thai high-speed rail, which is also expected to cost around 400 billion baht (RM42.9 billion) and which will run trains at a speed of 250 km/h, will likely adopt the same model as the medium-speed railway project.
As for the Kanchanaburi-Bangkok-Sa Kaeo railway (which includes a spur – or secondary track – from Bangkok to Laem Chabang), which Japan is also interested in, the country’s transport minister Prajin Juntong stated that there would be no new line built for that one – instead, Japan will just fill in missing links or convert parts of the primarily single existing track into a double track.
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Why this high speed rail can open so fast and Malaysia’s high speed postponed? Very simple.
Japanese Workers : “Let is work hard. We must focus. We must make our company proud and our country proud. Let us put in extra hours of our own without seeking overtime”
Malaysian workers : “rilak la brader. Buat ape keje kuat. Meh, jom tidur. Boss tak ade ni, nak lepak lah. Eh tengok awek kilang, bezz la kongkek awek dalam bilik stor. Rilak lah, mari minum the dan makan kuih lapis”. Tak payah keje kuat, kerajaan tolong nanti.
lol…boleh already has that medium speed rail called KTM ETS.
He think like a kid, Japan are indeed hardworking and efficient.
BUT we Malaysian especially DrM are “world class” officer.
We care for Rakyat safety so make it slow and steady but end with prefect and no corruption projects !!!
PKTROOPERS just balik kampung !!!
Its the result when their people dun just blindly oppose just becoz their Dear Leader told them to do so.
When they protest, they do so kau-kau and willing to die for what they believe is right. In MY, some people willing to believe black is white and vice versa. No logic is required just Kita Lawan.
same value of imdb outstanding balance
the speeds of 160 km/h to 180 km/h is similar to KTM ETS which has top speed of 160km/h but limited to 140km/h
I think KTM all the time is less than 80jm/hrs. Are you sure it’s 140km/hrs?
do you even ride ETS KTMB ?
MRT Malaysia 51km = RM31 billion. This HSR 715km = RM42.9 billion meh??
how can you compare like this? MRT is consisted of elevated track and underground tunnel while most of the HSR mostly is on the flat area
bangkut to chiang mai manyak gunung gunung in between…flat your head…
Maybe land acquisition expensive here…
Apple and orange comparison.
MRT need to acquire many urban KL land, very expensive.
Plus, quite plenty underground tunnel, very expensive.
And of course, songlap songlap everywhere, very expensive.
you comparing apples and oranges. Thailand rail mostly go through rural areas with less development or no development at all, in which less land acquisition and Thai labors is cheap. make sure you research first on the matter.
Having experienced Shinkasen from Tokyo to Kyoto, I will definitely choose Japan to develop a high speed train from KL to Singapore. I truly trust Japanese rail technology simply because of their fifty years of continuous research. I have doubts over China built trains, I mean look at our window cracks on our KTM Komuter trains.
if kid keep throwing stone at the train..japan train oso cannot survive..
This I agreed. Why people like to throw stones at the new KTM huh? Sayang lah to see all the cracked mirrors in new trains.
have u ever seen car with cracked windshield? kids to it meh?? trains windows same also like car windows..
That one cause it was vandalised la, I throw rock at your shinkansen, see it will crack or not.
China train not bad la. CRH380A used to operate 380km/h no issue.
Please do not comment if you havent take the china CSR train. I took both trains before and China CRH380 is developed by themselves and can achieve 350km/h too. It is misconception that all Made in China is no good. Their technology is definitely able to match the Japanese
Hahaha match the product my ass !!!
Chinaman are lucky Malaysia PM choose them to give them project, if not sure no match for made in Malaysia product !!!
No doubt japanese better cuz they dont compromise on quality, but very pricey. China made is actually not bad but if u want cheap they will give cheap stuff. Rather than building this hsr, better use the money to expand ETS to east coast first. More benefit to the msian people. kl singapore route is good already with highway n frequent flights.
All these HSR will link up to become one integrated network and the deadline is 2020. It’s going to link all neighboring countries all the way to up to Nanning China and then to all cities in China.
So, no need compare Japan or China, as at the end this is the same project with different contractor.
BTW one part of the station in Nanning is already in operation since 2 months ago it’s amazing.
Yeah it’s truly amazing! u must try it out one day, zoom zoom and manyak quiet..aircond is very cold, windows very clean.
Thai hsr speed is 250kph. Msia Sing is 350kph. To achieve 350kph, most of the line will be on viaduct rather than on the ground, unlike thai hsr where on ground rail is sufficient. Thats why our cost per km is higher.
while i agree most, i don’t agree that Chinese rail tech can match the Japan made. Not even come close. IIRC, Japanese shinkanse have no passenger fatalities due to derailments or collision for the past 50 years.
Thai HSR project from Jpn, our HSR project from Chn.
That tells our neighbor is more wealthy than us, no?
correction boleh-singapore HSR..indo is wealthier than boleh if u wanna compare like that.
I have tried both China CRH & Japan Shinkasen b4. Can said both are same! But in term of price…
Even the existing underground MRT (from Hua Lamphong to Bang Sue) is a full sized train like Singapore.
The elevated BTS is slightly smaller but much larger than our LRT’s
Of course la that is why they called it as MRT..besides bangkok are more populous than us..
250km/h is not bullet fast train level…kl-singapore will run at 350km/h…but ok laa for thai..at least they got hi speed train…good for their people
Taiwan High Speed Rail from Taipei Station to Zuo Ying (Kao Hsiung) runs at 300kmh max.
From Taipei, it stops at Banqiao, Tai Chung and Zuo Ying (1hr 34 mins exactly)
This is the Shinkansen from Japan and one don’t really feel the speed at all. I had to use app on phone to see how fast it was going coz there is no display panel
And they’re about to go bankrupt. Jual mahal sangat jepun ni, nak RV sangat, abis pokai.
Maybe when they do, our HSR should buy their rolling stocks, but then again will still be expensive cuz high RV.
So conclusion is Chinese train ftw. Chinese’s 16,000km HSR network is not without merit.
Thailand use Japan technology while Malaysia will use Chinese technology for HSR. Why do we use cheap technology than later blaming the rakyat for any accident?
Naahh. It be if Gov use Japan, “rakyat” says expensive, songlap, etc, etc. If Gov use Chn, “rakyat” says not safe, made in China, songlap, etc, etc.
I think best if use Zimbabwe, then no need complain.
For the case of Kanchanaburi-Bangkok- Laem Chabang Deep Sea Port railway line with a branch line to Aranyaprathet , let me give you some explanation:
5 Choices for the Thai – Japan railway routes from Ban Phu Namron checkpoint to Laem Chabang Deep Sea Port – which one is the best deal as Japanese investors want to invest in Dawei deep sea port
1. 342 km Ban Phu Namron checkpoint – Nong Pladuk Junction – Bangsue Junction – Chachoengsao Junction – Laem Chabang deep sea port line which is following the existing route with the exception for
1.1 Phu Namron checkpoint – Tha Kilen station – 36 km – new route to Border
1.2. Wang Yen station – Tha Ruea Noy station – 29 km – new bypass route to avoid sensitive area in downtown Kanchanaburi
The crux is the section that passed into BKK definitely the construction headaches so this choice has to be rejected.
2. 401 km Ban Phu Namron checkpoint – Nong Pladuk Junction – Nong Fak station (a station on Suphanburi line near a mountain of garbage) – Ongkharak station (klong 19 Bypass) – Chachoengsao Junction – Laem Chabang deep sea port line
Need the land exappropriation from Nong Fak station (a station on Suphanburi line near a mountain of garbage) to Ongkharak station (klong 19 Bypass) via Klong Phutsa station of the Northern line along with the chord line at Thanon Songphon (Ban Pong 2) to go to Suphanburi line
without going to Nong Pladuk junction before following Klong 19 Bypass and Aranyaprathet line to Chachoengsao and then following Sattahip line to Sriracha ranch line to Laem Chabang
3. 447 km Ban Phu Namron checkpoint – Nong Pladuk Junction – Nong Phak Chee station (a station on Suphanburi line) – Map Phrachan station – Chachoengsao Junction – Laem Chabang deep sea port line
Need the land exappropriation from Nong Fak station (a station on Suphanburi line) all the way to Ban Map P{hracham sta
before following the Northern line toi Ban Phachi before following Khorat line to Kaeng Khoi and heading to Kpong 19 bypass to Chachoengsao and passingg
Sattahip line to Laem Chabang – even though the there is less land exappropriation than choice 2 but this route is longest route.
4. The best deal – 332 km Ban Phu Namron checkpoint – Nong Pladuk Junction – Tha Chalaeb station – Phan Thong station – Laem Chabang deep sea port line
Ban Phu Namron checkpoint to Tha Kilen station (dropping point to Mueang Sing stone castle) until it has reached Wang Yen station and then the new route from Wang Yen to Tha Ruea Noy station – to bypass Kanchanaburi city
and then following the existing Nam Tok line to Nong Pladuk and going all the way to Tha Chalaeb station and then the new route from Tha Chalaeb station all the way to the northern end of Phan Thong station –
with 2 giant bridges across the mouth of Chao Phraya river and Bang Pakong river while passing Nakhon Chaisri district, Sam Phran district of Nakhon Pathom, Krathum Baen and Mueang district of Samut Sakhon,
Bang Khun Thian district of BKK, Phra Samut Chedi and Mueang district, Bang Plee and Bang Bo district of Samut Prakarn along with Bang Pakong district of Chachoengsao and Phanthong district of
Chonburi before following the existing Sattahip line from Phan Thong all the way to Laem Chabang Deep Sea port
Here is the breakdown for 7 sections of this line
4.1. Phu Namron checkpoint – Tha Kilen station – 36 km – new route to Border
4.2. Tha Kilen station – Wang Yen station – 23 km
4.3. Wang Yen station – Tha Ruea Noy station – 29 km – new bypass route for Kanchanaburi
4.4. Tha Ruea Noy station – Nong Pladuk Junction – 30 km
4.5. Nong Pladuk Junction – Tha Chalaeb station – 27 km
4.6. Tha Chalaeb station – Phan Thong station – 118.5 km – the toughest section of all due to 2 giant bridges and across the mouth of Chao Phraya river and Bang Pakong river while while passing Nakhon Chaisri district, Sam Phran district of Nakhon Pathom, Krathum Baen and Mueang district of Samut Sakhon, Bang Khun Thian district of BKK, Phra Samut Chedi and Mueang district, Bang Plee and Bang Bo district of Samut Prakarn along with Bang Pakong district of Chachoengsao and Phanthong district of Chonburi
4.7. Phan Thong station – Laem Chabang deep sea port station – 58.5 km
the shortest route without passing through Bangkok city center while allowing the connection of Mahachai line with the rest of Thai railway at Thung see thong station –
Need investment of 98000 Million Baht for the distance of 322 km along with 70000 million Baht investment for the route from Phu namron checkpoint station all the way to Dawei deep sea port
5. 404 km Ban Phu Namron checkpoint – Nong Pladuk Junction – Nakhon Chaisri station – Ongkharak station (klong 19 Bypass) – Chachoengsao Junction – Laem Chabang deep sea port line
Such the enormous investment require full commitment on the project in both Thai side and Burmese side as it is the land bridge line.
http://www.bangkokbiznews.com/news/detail/646153