State Railway of Thailand

TheState Railway of Thailand(SRT) (Thai:การรถไฟแห่งประเทศไทย, abbrev. รฟท.,RTGS:kan rot fai haeng prathet thai) is the state-owned rail operator under the jurisdiction of theMinistry of TransportinThailand.
The SRT was founded as theRoyal State Railways of Siam(RSR) in 1890.King Chulalongkornordered the Department of Railways to be set up under the Department of Public Works and Town and Country Planning. Construction of theBangkok-Ayutthayarailway (71 km or 44 mi), the first part of the Northern Line, was started in 1890 and inaugurated on 26 March 1897.TheThon Buri-Phetchaburiline (150 km or 93 mi), later the Southern Line, was opened on 19 June 1903. The first railway commander of the RSR wasPrince Purachatra Jayakara, Prince of Kamphaengphet.
The Northern Line was originally built as1,435 mm(4 ft8+1⁄2in)standard gauge, but in September 1919 it was decided to standardize on1,000 mm(3 ft3+3⁄8in)meter gaugeand the Northern Line wasregaugedover the next ten years.On 1 July 1951, RSR changed its name to the present State Railway of Thailand, which has the status of a state enterprise agency.
On 7 April 2020, the Thai cabinet named Nirut Maneephan as the new chief of the SRT, the 29th governor in its history.As of 2020SRT had 4,044 km (2,513 mi) of track,all of itmeter gaugeexcept theAirport Link. Nearly 91% wassingle-track railway(3,685 km (2,290 mi)) while 6%, mainly important sections around Bangkok, weredouble-track railway(251 km or 156 mi) and 3% were triple-track railway (107 km or 66 mi).The network serves 47 provinces and around 35 million passengers annually.The passenger count is expected to double by 2032,when the network grows to 6,463 km (4,016 mi)to serve 61 provinces.
The SRT has suffered a loss every year since it was turned into a state-owned enterprise under the Transport Ministry in 1951.As the worst financially performing state enterprise,it reported a preliminary loss of 7.58 billion baht in 2010.In thefiscal yearending 30 September 2016, the militarygovernmentbudgeted 7,600 millionbahtfor SRT infrastructure investments to be used for track duplication, an extension of Bangkok's elevated railway, and construction of bridges, fences, and track improvements, however, the SRT had managed to disburse only 53 percent of its allotted investment budget of 60 billion baht, compared with an average disbursement rate of 80 percent by Thailand's other 55state-owned enterprises(SOEs).Disbursement rate is seen as an indicator of efficient management.SRT's budget from government for FY2020 was 13,574.9 million baht, increased from 9,087 million baht in FY2019.
"If you look at the SRT they are a bit like a patient in [intensive care] and everyone is saying to him 'you are the future' and trying to kick him out of bed when he is still moaning and groaning," said Ruth Banomyong, a logistics and transport expert atThammasat University.
The SRT annual operating losses are estimated at a minimum of 10 billion baht.In 2018 and 2019, the SRT lost 12 and 17 billion baht respectively.As of 2021the SRT has debts amounting to nearly 190 billion baht.The SRT consistently operates at a loss despite being endowed with large amounts of property—the SRT is one of Thailand's largest land holders, owning an estimated 39,840hectares—and receiving large government subsidies. SRT's latest property development scheme is the Chao Phraya Gateway project. It capitalises on SRT's 277rai, 1.16 kilometre stretch of land on the river in theKhlong Toei District. The SRT hopes the project will help clear its 100 billion baht debt. The project is projected to break even within eight years and deliver profits of 140 billion baht. As of April 2019, SRT's plans are being submitted to the Transport Ministry for approval.
SRT's failings are reflected in passenger numbers, which, according to theEconomist Intelligence Unithave dropped from 88 million in 1994 to 44 million in 2014, and 26 million in 2020.The SRT has long been popularly perceived by the public as inefficient and resistant to change. Trains are usually late, and most of its equipment is old and poorly maintained. Although SRT's operational costs amount to two baht per kilometre traveled, SRT fares defray only a fraction of that cost. SRT has not been permitted to hike fares since 1985which is significantly below market rate.
Under the auspices of the Transport Ministry, the SRT has submitted a rehabilitation plan that will be presented to the State Enterprise Policy Commission on 30 July 2018. The commission, chaired by Prime MinisterPrayut Chan-o-chais expected to approve the plan. The plan calls for SRT to become the largest railway state enterprise inASEAN. By 2027, anticipating income growth from asset management and cost management, SRT foresees profits of over 20 billion baht.
Hopewell Holdingsof Hong Kong was the lead contractor for SRT's ill-fatedBangkok Elevated Road and Train System. The project commenced in 1990 and was terminated by the Thai government in 1998, only 13% complete.Hopewell and the SRT each blamed the other for the failure of the 80 billion baht project. Both parties sued, and the case has been in litigation since its cancellation. On 23 April 2019, Thailand's Supreme Administrative Court upheld an arbitration committee's ruling in favour of Hopewell. The court ordered SRT to pay Hopewell compensation of 11.88 billion baht, plus 7.5% interest per year. The interest, totaling 13 billion baht, brings SRT's total liability to nearly 25 billion baht, payable within 180 days.
Rail freight, which is cheaper—only roughly half the cost of road transport—safer, and more environmentally-friendly than road transport, accounted for only 1.4 percent of freight tonnage carried in 2015.SRT aims to boost its share of cargo transport to six percent with its rail duplication by 2022.Expansion of SRT's freight service, which could earn more money than the heavily subsidized passenger service, has been neglected for decades in favour of Thailand's roads.
The SRT's poor financial performance and resistance to reform, coupled with theAsian financial crisisof 1997, resulted in stringent restraints being placed on SRT staffing. In July 1998, the Thai cabinet issued an order that the SRT could only hire five new employees for every 100 retirees. As of 2018, the order remains in effect.SRT officials estimated in 2017 that the enterprise needed to boost staff by 20 percent to 12,000.In 2018 SRT claims that it needs 18,015 employees to operate efficiently, but only has 10,035 on staff.The train maintenance workforce has dwindled to 500 from 3,000 over the past 30 years.
To make up the shortfall, the SRT hires around 4,000 "yearly staffs", usually on daily wages of 300 baht. It has also caused the SRT to pay massive amounts of overtime pay to current employees. For example, one station master inPattaniwas paid 61,210 baht in monthly salary, but also an additional 102,271 baht in overtime pay.As of 2020, the staff employment quota was 4,056 but SRT hired 3,721 staffs.
As of July 2019, SRT employed 10,292 employees and 3,928 yearly staffs, totaling 14,220 while the SRT Board approved the addition of 1,330 new workers to bring the workforce to 15,550,still fewer than needed to address staff shortages. As of 2020, SRT employed 9,204 employees and 3,721 yearly staffs totaling 12,925 while employment quotas respectively was 18,015 and 4,056 totaling 22,071.
To address a long list of complaints accusing SRT of a lack of transparency in bids for projects and procurement deals, Prime MinisterPrayut Chan-o-chafired the governor and board of the State Railway of Thailand in February 2017, using his special powers underSection 44of the interim constitution.
Since 1 February 2017,Ticketscan be purchasedonline, in person, as well was on the phone by dialling 1690.
Since 1 February 2024, all long distance special express and express train tickets open up 90 days in advance. Most other tickets can only be bought up to 30 days in advance. For local ordinary and commuter trains, they only can be bought on the day of travel at the station.
Since May 2024, a waiting list function has been added, allowing registered users to wait for available tickets if they have been sold out.
The SRT operates all of Thailand's national rail lines. As of 2023,Krung Thep Aphiwat Central Terminalis the main terminus of all long-distance services from Bangkok on the Northern, Northeastern and Southern lines, whileBangkok (Hua Lamphong) railway stationis the terminus of all Eastern line services and commuter services from Bangkok on the Northern, Northeastern and Southern lines. Phahonyothin and Ladkrabang Inland Container Depot (ICD) are the main freight terminals.
TheNorthern Lineruns alongside the Northeastern Line until theBan Phachi Junction. There, it splits from the Northeastern Line and proceeds throughLopburi,Nakhon Sawan,Phichit,Phitsanulok,Denchai,Lampang,Lamphun, before finally reachingChiang Mai, 751 km (467 mi) fromBangkok. There is also a branch off the mainline fromBan Dara Junctionto Sawankhalok inSukhothai Province.
TheNortheastern Linebegins on the same route as the Northern Line, splitting atBan Phachi JunctiontowardsNakhon Ratchasima. Then atThanon Chira Junction, the line splits with one route passingKhon KaenandUdon Thanibefore terminating atNong Khai624 kilometers (388 mi) from Bangkok. The other route passes throughBuriram,Surin,Sisaketto reachUbon Ratchathani, 575 km (357 mi) from Bangkok.
There is also another branch route originating fromKaeng Khoi JunctioninSaraburi Provincepassing throughChai Badan DistrictinLopburi ProvinceandChatturat DistrictinChaiyaphum Province, before joining the mainline heading towards Nong Khai atBua Yai JunctioninNakhon Ratchasima Province.
TheSouthern Linebegins in Bangkok and heads west towardsNakhon Pathombefore splitting into three different routes. One route heads west toKanchanaburi Province(210 km (130 mi)) while another heads north towardsSuphan Buri(157 km (98 mi)). The Southern Line itself continues southbound throughRatchaburi,Phetchaburi,Hua Hin,Prachuap Khiri Khan Province,Chumphon, toSurat Thani678 kilometers (421 mi) distant. From Surat Thani, there is a westerly branch towardsKhiri Rat Nikhomwhile the main line continues south toThung Song JunctioninNakhon Si Thammarat Provincewhere another branch reaches Kantang inTrang Province. Not far away, another branch separates off the mainline atKhao Chum Thong Junction. The main line from Nakhon Sri Thammarat continues throughPhatthalungbefore reachingHat Yai JunctioninSongkhla Province. From here, a line branches to connect withthe Malaysian railwayatPadang Besarand the mainline continues toSu-ngai Kolokpassing throughYala Province.
TheEastern Linebegins at Bangkok before heading throughChachoengsao,Prachinburito terminate atAranyaprathetinSa Kaew Province, 255 kilometers from Bangkok. There is a reopened rail link to Cambodia from Aranyaprathet. A branch line also connectsKhlong Sip Kao Junctionto the Northeastern Line atKaeng Khoi Junction. AtChachoengsao Junction, there is another branch toSattahip. Along the route to Sattahip, atSi Racha Junction, there is yet another branch towardsLaem ChabangDeep Sea Port and further atKhao Chi Chan JunctionforMap Ta PhutPort, inRayong.
As of January 2023, all services terminate at Bangkok (Hua Lamphong) station. No services run to Krung Thep Aphiwat Central Terminal.
TheMaeklong Railway, also operated by the SRT, is independent of the national rail network and is split into two sections. The line begins atWongwian Yaiin Bangkok before terminating at the Mahachai station inSamut Sakhon, where a ferry is used by passengers to cross theTha Chin River. The line starts again across the river at Ban Laem and continues until the Mae Klong station ofSamut Songkhram.
SRT operates different types of rail services,each with different service patterns as outlined below:
SRT operates long-distance passenger services on the following lines:
Until 2016, SRT operated international services toButterworthinPenang,Malaysia, in conjunction with Malaysian state operatorKTM. Direct trains from Bangkok now only run as far asPadang Besar, due to the opening ofKTM ETS.
Since 2021, there 3 return trains operate fromHat Yai Junctionand terminate at Padang Besar across theMalaysia–Thailand border.SRT has also historically allowed operation of theEastern and Oriental Expresson their tracks which runs fromSingaporeto Bangkok and vice versa, although trips in 2024 did not enter Thailand.
A link across theFirst Thai–Lao Friendship BridgetoThanaleng railway station, nearVientiane, opened in March 2009.In December 2010, following Chinese plans to extend theirstandard-gauge railwaynetwork toXishuangbannaon theChina–Laos borderand further into Laos,the Thai government agreed to start negotiations on building a standard-gauge network.This would initially involve two lines:from Bangkok to the Lao border, and a longer line from Bangkok along the peninsula to the Malay border. In 2024, long distance overnight train services between Bangkok andVientiane Khamsavath railway stationwere started. Shuttle trains to Udon Thani are also being operated in conjunction with the Lao National Railway.
The rail link toCambodiaviaPoipetfrom the railhead atAranyaprathetwas constructed in 1941, but was closed in 1961 due to strained Thai-Cambodian relations during the Cold War. The rail connection was repaired and reopened in April 2019. Cross-border services briefly ran until it was suspended by the outbreak ofCOVID-19. Currently, no cross-border services operate.
Railway connections toMyanmar(Burma), notably the infamousDeath Railway, are defunct.
The SRT operatescommuter railservices from Bangkok along the Northern and Northeastern Lines up to Ayutthaya, Ban Phachi Junction, Lopburi and Kaeng Khoi Junction. Ten trains run along the route on a daily basis.A new service serving between Thon Buri and Salaya was launched on 22 October 2010, extending to Nakhon Pathom on 1 June 2022 to act as a feeder service for the SRT Light Red Line.
TheRed Line projectis a new commuter rail system also owned by the SRT and will replace portions of rail lines running through Bangkok, eliminating at-grade crossings. Currently, two lines operate: theDark Red Lineand theLight Red Line.
Thai railways transported around 11 million tons of freight per year in 2007–2012, which was around 2% of the total amount of freight moved by all modes of transportation.While it is possible for freight trains to travel between Thailand and  the neighboring countries (Malaysia and Laos), the amount of international rail freight presently constitutes only a minuscule portion of Thailand's foreign trade. In 2012, merely 95 thousand tons of export cargo left Thailand by rail, as compared to 12 million tons of cargo exported by road, and 114 million tons of cargo exported by ship. For import, the rail transport's share was even smaller.
Thai railways  transport both bulk freight (primarily oil products and construction materials) and containerized freight. Most of the freight movement is between Bangkok and sea ports (in particular, between the deepwater port ofLaem Chabangand the container terminal inLad Krabang, in Bangkok's eastern suburbs).
In an attempt to increase the railway's share of the nation's freight transportation market, in 2016 the SRT, in a joint project with Japan, started experimenting with small, 12-foot containers. It is thought that, being smaller than the standard 20-foot containers, these containers can be more easily transported by truck between a rail station and the end customer. These containers are being tried on two routes from  Bangkok's Bang Sue station: a 722-km route toLamphun Provincein the north of the country,  and a 433-km route toKhon Kaenin the northeast.
SRT also operates special services aimed at tourists, such as the SRT Royal Blossom train, SRT KiHa 183 Excursions, steam train services and weekend Nam Tok Sai Yok Noi and Suan Son Pradipat province. Most of these special services feature special trains, and are priced at a premium, with added services.
Refurbished old KiHa 183 trains debuted on the SRT network, gifted by theJR Hokkaido Railway Company, are now some of the most popular excursion train services, providing day and overnight tours to different provinces such as Ayutthaya, Hua Hin, Chacheongsao, Nakhon Nayok and Nam Tok Sai Yok Noi.
Used for special services only.
In 2018, 91% of Thailand's 4,044 km rail network was asingle-track railway.A government initiative to move air and road transport to rail passed a major milestone on 28 December 2017 when the SRT signed nine contracts costing 69.5 billion baht with private contractors to complete track duplication on 702 km of the SRT network.The government's aim is to reduce the nation's logistical overhead, some 1.75 trillion baht, by moving air and road freight to rail because moving atonneof freight by rail costs 0.93 baht per kilometre compared with 1.72 baht by road, but 86 percent of Thailand's freight moves by road and only 2 percent by rail.
Completed double tracking projects:
Phase one of the project includes five sections of double-track railway with remaining two projects under construction:
Cabinet approval is expected to allow the signing of contracts for phase two of the track duplication project by March 2018. The second  phase will add a second track to 2,217 km of single track over nine rail links at a cost of 398 billion baht. Government plans call for an overall investment of 600 billion baht to create 2,588 km of double-track railway.
Phase 2 by 2029
Phase 3 (new routes)
The Den Chai-Chiang Rai-Chiang Khong line has three contract sections (Aug 2024):
Den Chai-Ngao (103 km), progressing at 12.038%
Ngao-Chiang Rai (132 km), progressing at 15.055%
Chiang Rai-Chiang Khong (87 km), progressing at 11.507%
The Ban Phai-Maha Sarakham-Roi Et-Mukdahan-Nakhon Phanom line has two contract sections (Aug 2024):
Ban Phai-Nong Phok (180 km), progressing at 9.512%
Nong Phok-Friendship Bridge 3 (175 km), progressing at 0.184%
The SRT board has approved a plan to demolish and rebuild 298 stations, six million baht each, as part of the track duplication. As of August 2019, the SRT board announced that the unique vanilla and maroon paints scheme would be replaced in the reconstructions of the stations with designs that "reflect local identities".Southern Linestations to the south would be painted blue, symbolizing the sea, andNorthern Linestations to the north would be painted green, symbolizing forests.
Japan would provideShinkansentechnology for a high-speed rail link between Bangkok and the northern city of Chiang Mai. Phase 1 would connect Bangkok to Phitsanulok. It is estimated to cost 280 billion baht. Seven stations are planned for this segment: Bang Sue, Don Mueang, Ayutthaya, Lopburi, Nakhon Sawan, Phichit, and Phitsanulok. To reduce costs, Thai authorities have proposed reducing the number of stations, but theJapan International Cooperation Agency(JICA) has rejected this suggestion on the grounds that it defeats the original purpose of the project.This portion of the route was scheduled to be submitted to the Thai cabinet for financial approval in August 2018.
After an initial cooperation agreement was signed in 2015, the Thai government formally requested the technical and financial assistance of the Japanese government in late-2016 for the building of the Northern HSR line to Chiang Mai.The Japanese completed a feasibility study which estimated that the project will cost 420 billion baht to build.
A feasibility study by JICA in mid-2018 reported that the train as planned would run at a loss. JICA's study projects only 10,000 passengers per day on the route, as opposed to the 30,000 per day forecasted in the original planning proposals. To be profitable from ticket sales would require 50,000 fares per day.
The Thai government announced in September 2019 that it may cancel Bangkok-Chiang Mai high-speed rail project after private investors declined to invest. The cost of the 670 kilometre line is estimated to be 400 billion baht. Japan has turned down the project as a bad investment due to low passenger projections.
A HSR line to the eastern seaboard was first proposed in 1996 but there was no progress for over a decade. In 2009, the government requested theOffice of Transport and Traffic Policy and Planning(OTP) to create a plan for new HSR network in Thailand that included an eastern HSR line to Rayong. The route was finalised before the 2011 election with the promise to begin construction the next year if the government was re-elected, but they lost the election. After the 2011 election, the new government reviewed all HSR plans and the SRT stated that the line would be tendered in early-2014.After the May 2014 coup there were further delays while the military government reviewed all HSR lines, initially deferring all projects. In early-2016, the government agreed to proceed with the eastern HSR route and suggested that it could be extended toDon Mueang International Airportbeyond the terminus atBang Sue Intercity Terminalthus providing a link with three airports.Extending the line would provide a link between Don Mueang Airport, Suvarnabhumi Airport, andU-Tapao International AirportinBan Chang District.
During 2017, OTP and the Ministry of Transport in consultation with the SRT agreed that by extending the line to terminate at Don Mueang it would effectively include the long delayed extension of theAirport Rail Link (Bangkok)fromMakkasan Stationto Don Mueang Airport as part of the project. The Eastern Economic Corridor Office (EEC Office) in October 2017 finalised previous OTP plans to build the 10 station Eastern HSR line linking Don Mueang airport, Bang Sue, Makkasan, Suvarnabhumi Airport, Chonburi, Si Racha, Pattaya, U-Tapao Airport, and Rayong. In early-2018, the section to Rayong was excluded due to environmental and safety concerns and it was decided that the line would terminate at U-Tapao Airport.
The SRT stated that the first tenders for the Eastern HSR line are expected to be tendered by May 2018 with a four-month auction period before the contract is awarded.The cost of the project was estimated to be over 200 billion baht, of which the Thai Government would fund 123 billion baht and the private sector estimated to contribute 90 billion baht.
Two rival consortia vied for the airport link contract.TheCharoen Pokphand(CP) Group-led consortium consisting ofItalian-Thai Development,China Railway Construction Corporation Ltd, CH. Karnchang, andBangkok Expressway and Metro, won the project with a 224 billion baht bid in December 2018. Their winning bid is valid until 8 November 2019. Until 16 October 2019, the consortium had refused to sign the contract, citing land expropriation and eviction problems and the consortium's request that the government share the risk in the project.Negotiations were further complicated by the resignation of the entire board of the State Railway.On 16 October 2019, news reports announced that the CP consortium intends to sign the rail deal on 25 October.Tanit Sorat, Vice-chairman of the Employers' Confederation of Thai Trade and Industry, said that the contract signing delays are "...unlikely to affect the project because the government will carry out the project smoothly.The project was eventually approved in October 2019 as a public private partnership between the Thai government andCharoen Pokphand/China Railway Construction Corporation. The assets will revert to state ownership after 50 years.
In November 2014, Thailand and China signed amemorandum of understandingagreeing to construct the Thai portion of the transnational railway running fromKunming, China to theGulf of Thailand. In November 2015, both parties agreed to a division of labour. Under the framework, a joint venture would be set up to run the project. China would conduct feasibility studies, design the system, construct tunnels and bridges, and lay track. Thailand would conduct social and environmental impact studies, expropriate land for construction, handle general civil engineering and power supply, and supply construction materials.
Once built, China would operate and maintain the system for the first three years of operation. Between the third and the seventh years, both countries would share responsibility. Later Thailand would take on responsibility with China as adviser. China would train Thai personnel to operate and maintain the system.
Dual standard-gauge tracks would be laid throughout the project. In Thailand, two routes would diverge at a junction inKaeng Khoi DistrictinSaraburi Province. One to connect Bangkok to Kaeng Khoi. The other route to connect Kaeng Khoi withMap Ta PhutofRayong Province. FromKaeng Khoitracks would lead north toNakhon Ratchasimaand on toNong Khai Province. Construction would be divided into four sections: Bangkok-Kaeng Khoi, Map Ta Phut-Kaeng Khoi, Kaeng Khoi-Nakhon Ratchasima, Nakhon Ratchasima-Nong Khai.
Construction of Thailand's 873-kilometre-long portion of the railway system started in December 2017and the Phase 1 line is due to open in 2023.It will connect to a 417 km line fromVientianeto the northern Lao border and a 520 km line from the Lao border to Kunming.
This line would link Bangkok withHua Hin. It would be 211 km long and estimated costs in 2016 were 152 billion baht.
13°44′48″N100°31′01″E﻿ / ﻿13.7468°N 100.5170°E﻿ /13.7468; 100.5170