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Reports of New Mechanisms Feasibility Studies: FY2011

Title of Feasibility Study (FS)New Mechanism Feasibility Study for Development of Mass Rapid Transit (MRT) Network in Bangkok, Thailand
FYFY 2011
Main Implementing EntityJapan Weather Association
FS PartnersOTP (Office of Transport and Traffic Policy and Planning)
Location of Project ActivityIndonesia
Category of Project ActivityTransportation
Summary of FS ReportPDF (399KB)
Description of Project/ ActivityOn this project and activity, MRT network development is expected to help to reduce emission in the targeted area by reduction of amount of fuel consumption according to modal sift from existing road traffic to newly constructed MRT network and improvement of fuel economy according to smoothness traffic flow which is the traffic congestion improvement effect on neigh ring area.
Reference Scenario and Project/ Activity BoundaryReference scenario is defined as BaU (without the project), project scenario is defined as with the project case.
Project boundary was set as the five prefectures of Bangkok metropolitan area where is affected by traffic conditions.
Monitoring Methods and Plan[Network approach (Traffic demand estimation)]
Monitoring items are a PT survey, a traffic count survey, and a traffic speed survey. It is desirable to carry out these surveys within 1 year after start operating. After first survey, it is desirable to carry out them every 7 or 10 years.

[ACM0016 improvement]
Monitoring items are a questionnaire survey to MRT passengers, a traffic speed survey, a traffic count survey, and electricity consumption by MRT operation. It is desirable to carry out these items except electricity consumption by MRT operation in year 1 and 5 of the crediting period. Electricity consumption data is collected annually. Limiting modal type can simplify a questionnaire survey.
GHG Emissions and Reductions
    [Network approach (Traffic demand estimation)]
    2020:Reference scenario emissions=18,251,177tCO2/y
      Project emissions=12,959,482tCO2/y
      Emission reductions=5,291,695tCO2/y
    2030:Reference scenario emissions=25,279,356tCO2/y
      Project emissions =17,877,889tCO2/y
      Emission reductions=7,401,467tCO2/y

    [ACM0016 improvement]
    Emissions and reductions in Case1 (Basis case) are as follows;
    Average:Reference scenario emissions=669,792tCO2/y
        Project emissions=240,062tCO2/y
        Emission reductions=429,730tCO2/y
MRV System for GHG Reductions[Network approach (Traffic demand estimation)]
Measure: Following monitoring methodology
Report: It is expected to report before and after the project.
Verification: It is expected that the result of traffic demand estimation will be verified with a process of traffic demand estimation and monitoring parameters. In order to simplify verification cost, it is expected to carry out verifications with existing the urban transport master plan or PT survey.

[ACM0016 improvement]
Measure: Following monitoring methodology
Report: It is expected to report before and after the project.
Verification: It is required to verify a preliminary report such as PDD and monitoring report after operating the project. It is examined in ex-ante verification if the monitoring has been practiced along the methodology based on monitoring report.
Analysis of Environmental, Socioeconomic and other Impacts (including Securement of Environmental Integrity)In Thailand, for construction of railroad the ex ante environmental impact assessment is required, in accordance with terms 46 and 47 of the National Environment Conservation Law. The environmental impact assessment for each MRT line which is subjected to concerned project had already carried out, so the environmental integrity is ensured by reflecting the output of the assessment in the project scheme.
Financial PlanningCalculation expense is arranged and it combines with an emission-rights price. By looking at the percentage of monitoring costs and maintenance cost, it accounted for about 0.3% of transport demand bases and others were less than 0.1%. Moreover, the percentage of monitoring cost accounts for the proceeds of emissions rights was seen, it was less than proceeds irrespective of monitoring methodology and time.
Introduction of Japanese TechnologyRailway technology of Japan is high worldwide rankings. the urban railway development, for investment for its infrastructure development, which it becomes effective use of ODA, are possible to perform by the ODA yen loan, and will be a great incentive for technology adoption in the country made in Japan.
(i.e. Improvement of Local Environmental Problems)
[Air quality improvement]
2020:NOx reduction=32,161t/y CO reduction=129,179t/y
    PM reduction=76t/y     HC reduction=56,463t/y
2030:NOx reduction=37,946t/y CO reduction=173,288t/y
    PM reduction=59t/y     HC reduction=83,436t/y
Contribution to Sustainable Development in Host Country[User benefit]
2020:Travel time saving=303,568millionBaht/y
    Vehicle operating cost reduction=95,296millionBaht/y
    Traffic safety=3,799millionBaht/y
2030:Travel time saving=599,656millionBaht/y
    Vehicle operating cost reduction=115,180millionBaht/y
    Traffic safety=4,619millionBaht/y

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