A 247-km railway from Udon Thani to Sakon Nakhon and Nakhon Phanom => time to say goodbye 👋 to Highway 🛣️ No. 22 since the new railway line is not supposed to duplicate the existing highway which was opened on the same day as Udon Thani railway station
A 316-km railway from Nong Khai to Bueng Kan and Nakhon Phanom
=> time to say goodbye to Highway no. 212 since the new railway line has to be not a duplicate of existing Highways
A 173-km railway from Mukdahan to Amnat Charoen and Ubon Ratchathani => how to construct the line without duplicated the existing highways are still questionable 🤨
https://www.nationthailand.com/news/policy/40049305?
**Revamping Railway Stations: Emerging Economic Hubs to Watch! More Than Just Transit Points**
*Daily News*, May 13, 2025, 18:09
Currently, we often view railway stations merely as transit points. However, a discussion with "Assoc. Prof. Dr. Panit Pujinda" from the Urban and Regional Planning Department, Faculty of Architecture, Chulalongkorn University, shed light on the evolution of railway stations. Today, we delve into the development and hidden potential of these stations.
**The Dynamics of Railway Development**
Looking back to the reign of King Rama V, His Majesty recognized the importance of developing a railway transportation system to elevate the nation to the standards of civilized countries. The initial railway network layout clearly reflected Western influence, with a division in rail gauge standards on either side of the Chao Phraya River. On the Thonburi side, a 1-meter gauge, or Meter Gauge, was laid, following the British model. Meanwhile, the Phra Nakhon side adopted the 1.435-meter gauge, the international standard or Standard Gauge.
In the early stages of railway development, most stations were located in suburban areas to avoid trains entering the city center, which would disrupt settlements and require extensive land use. Thus, early railway stations were typically situated outside the main urban areas but still well-connected to the city's economic centers, serving for both freight transport and passenger travel. They acted as connecting points between Bangkok and various provincial cities. However, markets and economic centers at the time were located within the city, making travel from the stations to the city center reliant on road transport. Given this context, the areas around the stations in the past did not see much residential or commercial development, as the primary goal was transit and "getting out as quickly as possible." The design of railway stations focused mainly on travel and transport, without the need for developing the surrounding areas, a stark contrast to current development concepts like Transit Oriented Development (TOD).
**The Changing Role of Railways: Not Just Transit Points Anymore**
The concept of Transit-Oriented Development (TOD) did not originate with the Thai railway system but emerged later when there was a desire to utilize the potential of the land around stations, and the role of railways began to change. Railway stations are no longer just transit points; the concept of Transit-Oriented Development (TOD) has become more significant. Moreover, railway stations offer improved accessibility. Even stations located in newly developed or less dense areas, when supported by factors such as labor, housing demand, and real development potential, create opportunities for developing the surrounding areas. However, the development concepts for urban mass transit railway stations differ from those for intercity transport. Thai railways still largely adhere to the traditional concept, focusing on transit and the collection of goods from various districts into Bangkok. Not every station has the potential for commercial development, and successful development requires a balance between residential and employment areas (Job-Housing Balance).
**Development Around Stations May Occur Only at Certain Locations; High-Speed Rail Also Faces Uneven Opportunities**
In principle, we can categorize stations based on their potential for Transit-Oriented Development (TOD) into approximately four levels. The first level is central stations, such as Bang Sue Grand Station, which undoubtedly has very high TOD potential. The second level is terminal stations, such as Chiang Mai Station, which are typically located in major cities and have potential secondary to central stations. The third level is junction or intersection stations, such as Ban Phachi Junction or Kaeng Khoi Junction. These stations serve as collection and distribution points for goods and people, with the potential to develop into industrial or logistics centers. The final level is general stations, which usually do not have significant TOD potential. Therefore, the development of areas around stations for Thai railways requires selecting specific stations, as not all are suitable.
However, Thai Railways Still Has Development Opportunities Something King Rama V Foresaw.
Based on the vision laid out by King Rama V regarding the development of mass transit, the State Railway of Thailand owns land allocated for the operation and transportation of the country. This provides areas along the railway lines to accommodate future development, similar to Chulalongkorn University's concept of using its land, such as Siam and Sam Yan, to generate revenue in line with King Rama V's intention to recognize the potential of railway land for increased income.
**Opportunities and Limitations of Thai Railways?**
High-speed rail represents a significant development, as it is not just about faster travel but a mode of transportation that is replacing short-distance flights. This creates increased demand for economic development due to faster and more convenient connections than air travel. Considering the total travel time to the airport and boarding procedures, for example, traveling by train from Bang Sue Grand Station to Chiang Mai might take only 4 hours, while air travel, including travel to the airport and check-in, could take more than 5 hours. Air travel should be reserved for long-distance flights, and high-speed rail should be developed to serve travel between city centers.
However, the number of Thai railway passengers has significantly decreased, from 40 million in 2012 to only 17 million in 2022. The main problem is the inconvenient transfer from railway stations to final destinations compared to low-cost airlines and private cars, which still have an advantage in terms of price and convenience.
**New City Centers**
In major economic hubs such as Tokyo, Osaka, or in Thailand, like Hua Lamphong, the original city centers are often conservation areas or face development limitations due to old buildings and small land plots. The areas around railway stations, which were once suburban, are therefore suitable for new city development because they have large land plots capable of accommodating high-rise buildings and infrastructure that meets the needs of the modern economy, as seen in the case of Bang Sue Grand Station, which can fully accommodate such development, unlike the area around Hua Lamphong, which is limited by land plot sizes.
Based on the concept of developing railway stations in different formats according to the intensity and potential for economic stimulation, in the context of Thailand, stations can be divided into three main types:
1. **National Hub Stations**, such as Bang Sue Grand Station, which serves as the center of the high-speed rail network and supports new city development due to its large land plots and infrastructure capable of accommodating high-rise buildings and modern economic activities.
2. **Terminal Stations in Major Cities**, such as Chiang Mai Station, which can serve as regional economic centers by using the station to connect tourists, service industries, and urban development.
3. **Junction or Intersection Stations**, such as Ban Phachi Junction or Kaeng Khoi Junction, which have the potential to be centers for raw materials, labor, and industries from various areas, serving as regional distribution points for goods and services. Stations that can effectively stimulate the economy should have common factors, including actual usage demand, large land plots to support development, and surrounding areas that can be developed into economic stimulus projects.
After listening to Assoc. Prof. Dr. Panit Pujinda's insights into the potential of Thai railways, we can envision "Thai Railway Stations" as more than just transit points. They are areas with significant hidden potential in historical, economic, and urban development dimensions, stemming from the foundations laid during the reign of King Rama V to current development concepts.
Railway stations have thus become more than just infrastructure. The success of developing areas around stations depends on understanding the specific role of each station and balancing residential and employment areas, reflecting a long-term vision to ensure that the Thai railway system not only develops for travel but also serves as a crucial factor in driving the country forward in the future.
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