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1 (I)(II) / x100(%) 2 Nonthaburi, Samut Prakarn, Samut Sakorn, Phathumthani, Nakhorn Pathom Huai Khwang, Din Dange, Khlong Toei, Wattana, Bang Na, Phrakanong, Suan Luang, Prawet, Chatuchak, Bang Khen, Sai Mai, Laksi, Don Muang, Bang Kapi, Wang Thonglang, Lat Phrao, Bung Kun, Saphan Sung Khan Na Yao ( ) 1
2 1 2 2 I 9 II 9 I II 1 I II (1) km km 6 (2) 1 2 (3) 4 3 (4) 1 2
3 1.4. Expressway and Rapid Transit Authority of Thailand: ETA 1.5 I II 14,804 10,493 21,850 15, km 4 (Bangkok Metropolitan Administration: BMA) ETA BMA BMA 4-4.5km km ETA BMA 3
4 km I II I ( ) II ( ) ETA I 40 II 31 BMA F/S 52,448 / ETA
5 9 2 BECL ( D) I 74,048 I 37,971 II 36, ,973 I 14,804 II 14,169 45, II 98,343 I 46,286 II 52, ,654 ( 27,524 9,130 ) 61, , ,061I10,492 II14,569137,790 IIIII II43,634 (8,556)125,037(24,000) BMA BMA81,597(16,000 ) Bangkok Expressway Company Limited 2 BOT BECL ETA 10 BECL ETA 2 ( D)
6 % 2 (19 行政区 ) 地区 事業対象地域合計 2,183,142 2,210,074 2,239,986 2,262,808 2,280,013 2,291,403 2,321,533 2,255,566 増加率 (%) バンコク首都圏人口 5,570,743 5,584,963 5,604,772 5,647,799 5,662,499 5,680,380 5,726,203 5,639,623 増加率 (%) (0.24) 事業対象地域割合 (%) Bureau of Registration Administration, Department of Local Administration, Ministry of Interior ,241,081 3,549,082 3,872,327 4,016,594 4,162,846 4,496,618 4,464,158 3,971, , ,143 98,214 34,087 50, The Department of Land Transport, Ministry of Transport and Communications 4 ETATechnical and Planning Division ,631 / 51,682 / % ,480 / 41.5 ETA 1997 Volume to Capacity Ratio: V/C BMA ,307 /12 8,109 / ,016 /12 13,668 / ,833 6
7 /24 (2,118 /) ,820 /24 (2,034 /) I (11.5km) / 64 5 / 22 4 BMA / , , , , , , ,123 14,318 51,682 50,833 38,702 37,674 48,820 56, ,307 ETA 1996 I 6 12 II BECL ( /km 3 /km 12 7
8 Bang Pa In- Rangsit 1Rangsit-Bangkok 31 (Ragsit-Viphavadi) (Ramindra-Lad Phrao) 3278 (Minburi-Lad Phrao 2 ) 2 (Volume to Capacity Ratio: V/C) Department of Highways: DOH V/C , ,731 8
9 192% 9
10 6 / , , , , , , , ,877 70,824 72,584 75,398 77,836 79,987 81, , , , , , ,486 44,840 33, , , ,799 44,468 54, ,528 60,508 75,279 17,374 28, ,807 21,358 31, , , , , , ,169 DOHETA ) V/C EIRR 30 EIRR 15.6 ETA km 48km /1998 EIRR 2.34% (FIRR) FIRR 11.1% 10
11 FIRR I 地区 バンケン 302, , , , , , ,042 バンカピ 280, , , , , , ,730 ラプラオ 135, , , , , , ,619 3 地区合計 719, , , , , , ,391 3 地区増加率 事業対象地区増加率 首都圏人口 5,570,743 5,584,963 5,604,772 5,647,799 5,662,499 5,680,380 5,726,203 首都圏増加率 (0.24) 地区の占める割合 Bureau of Registration Administration, Department of Local Administration, Ministry of Interior ) ) ,130 1,294 1,315 1,
12 ,236 17,855 18,120 21,147 21,026 20, Bureau of Registration Administration, Department of Local Administration, Ministry of Interior ) BMA BMA ,621 I 1, II 841 2,746 I 1, II 1,100 2,829 I 17 1,666 II 1,163 (1990 ) J BMA Saunrat School, Tararom Village, Orchid Villa Village, Khong Song Kathiam school, Soi Yu Yen 12
13 9-1 モニタリング地点 騒音 振動 Leq(24hr)dBA (mm/scc) Saunrat School Tararom Village Orchid Villa Village Khong Song Kathiam School Soi Yu Yen 基準値 70 ETA 9-2 大気汚染 モニタリング地点 TSP 24 hr(mg/m3) NO2 1hr (mg/m3) SO2 1hr (mg/m3) Saunrat School Tararom Village Orchid Villa Village Khong Song Kathiam School Soi Yu Yen 基準値 ETA 13
14 ETA ETA ETA 5 19 DOH ETA ,388 Maintenance Department, Expressway Maintenance Division165 1Expressway Inspection & Maintenance Section ETA (1) (2) 1994 JICA 20 (3) 2000 JBIC ,1983, (1993,1996,2000)(1996) (1998,1999)(2000) 20 The study on Inspection and Maintenance Systems for the Expressway in the Kingdom of Thailand (1994) 14
15 ETA , ,682 7,136 21, ,136 11% 20.9(2001 ) 193(1989 ) , 営業利益 ( 通行料金 ) 1, , , , , , 営業費用 1, , , , , , 営業損益 , , , 営業外損益 , , 営業外収益 , うち銀行利子 うち政府支援金 0 2, 営業外費用 0 3, , , うち利払い合計 , , , , , 営業利益に占める割合 31.9% 159.5% 60.3% 205.0% 71.9% 40.1% 経常損益 ,
16 自己資本比率 33.2% 19.3% 19.1% 20.6% 22.0% 22.1% 流動比率 28.6% 21.4% 26.4% 15.6% 26.7% 20.9% 売上高営業利益率 22.0% 16.4% -1.7% % 47.1% 43.5% ETA ETA 38 ETA 3.1 JBIC 3.2 OCMLT 1992 OCMLTP.4 16
17 *BMA **BMA 17
18 Third Party Evaluator s Opinion on Ramindra-At Narong Expressway Construction Project (I) (II) Yordphol Tanaboriboon Professor Asian Institute of Technology Relevance This project (Ramindra-At Narong Expressway) was anticipated to meet the needs of urban growth resulting from the settlement of new communities in the northeastern part of Bangkok particularly Bangkhen, Lat Phrao and Wang Thong Lang areas. Also, this project was expected to serve as a connecting route to Don Muang Airport, the Northern and Northeastern Regions of the country especially when Vibhavadi Rangsit Highway was flooded. It can be said that this project assisted in meeting the needs of the new communities to certain extent. However, at this early stage, the impact of this project was not evident. This is due to the fact that along this project s corridor, there exists a competitive route, which is Pradit Manutham Road. This new six-lane road was constructed concurrently with and in parallel to this project. Due to its at-grade feature and no control of access, Pradit Manutham Road provides high accessibility to motorists especially those who reside along this road. Thus, initially this road had higher impact on land development as well as community expansion than the Ramindra-At Narong Expressway project. Subsequently, the anticipation of this project to be utilized as a connecting route to Don-Muang Airport as well as to the Northern and Northeastern Regions was not met due to several factors. Firstly, the flooding problem along the Vibhavadi Rangsit has been rectified. Secondly, as previously mentioned that along this project s corridor there exists Pradit Manutham Road running parallel to this project. There is no substantial difference in travel time between these two routes, but one undenial fact is that this project is a toll road while motorists need not to pay to use Pradit Manutham Road. Thus, motorists prefer to use Pradit Manutham Road rather than this project. Thirdly, even though this project can connect to both First Stage and Second Stage Expressway, the north end of this project is merged into Ramindra Road. Therefore, commuters have to travel through Ramindra Road as a linkage to the northern part of the country. The inconvenience in travelling makes it unattractive to commuters as compared to other routes. Impact One main reason that this project failed to meet the expectation of easing the north-south congestion is that the overall travel feature of this project is unattractive. The unattractive feature is due mainly to the high generalized cost (which include both travel time and toll fee) as the north end of this project ends at Ramindra Road. Motorists who need to travel to northern and northeastern areas not only have to pay the toll fee, but must also travel on Ramidra Road for another 4-6 km, irrespective of motorists traveling through the Laksi Intersection and further to Phahon Yothin Road or going through Minburi area to gain access to the Outer Ring Road. Moreover, even for traveling to the surrounding areas such as Bangkhen and Lat Phrao, motorists still prefer to use Pradit Manutham Road instead of this project because not only Pradit Manutham Road has higher accessibility, but it is also a toll free road. Thus, there is no doubt that traffic volume of Pradit Manutham Road is 4 times higher than this project. Nonetheless, it can be expected that in the future when this project is connected to the Third Stage Expressway and the Outer Ring Road, it may attract more traffic to this project. One obvious note about this project which can be clearly observed is the high impact on land development along this project. The population growth rate, perhaps, could reflect this kind of impact. Certain areas like Bangkhen District had the population growth rate of 2.7% per year while growth rates of 1.8% and 1.3% per year were also noticed in Bangkapi and Lat Phrao Districts, respectively. These growth rates are approximately 3 times higher than the average population growth rate of entire Bangkok area. Presently, the environmental impact of this project was not evident yet. As stipulated by the Pollution Control Department, the observed level of noise, vibration and air quality were still below the threshold limit. These might be due to the low traffic volume and also small number of high-rise buildings to impede wind circulation which is unlike the situation in the inner area of Bangkok. 18
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