The State Railway of Thailand (SRT; , abbrev. รฟท., ) is the state-owned rail operator under the jurisdiction of the Ministry of Transport in Thailand.
History
The SRT was founded as the Royal State Railways of Siam (RSR) in 1890.State Railways of Thailand The Railway Magazine issue 627 July 1953 pages 448-452 King Chulalongkorn ordered the Department of Railways to be set up under the Department of Public Works and Town and Country Planning. Construction of the Bangkok-Ayutthaya railway (), the first part of the Northern Line, was started in 1890 and inaugurated on 26 March 1897. The Thon Buri-Phetchaburi line (), later the Southern Line, was opened on 19 June 1903. The first railway commander of the RSR was Prince Purachatra Jayakara, Prince of Kamphaengphet.
The Northern Line was originally built as , but in September 1919 it was decided to standardize on and the Northern Line was regauged over 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, its 29th governor. SRT had of track, all of it meter gauge except the Airport Link. Nearly 91% was single-track railway () while 6%, mainly important sections around Bangkok, were double-track railway () and 3% were triple-track railway (). 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 to serve 61 provinces.
SRT issues
Financial performance 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 the fiscal year ending 30 September 2016, the military government budgeted 7,600 million baht for 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 55 state-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 at Thammasat 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. the 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 39,840 hectares— and receiving large government subsidies. SRT's latest property development scheme is the Chao Phraya Gateway project. It capitalises on SRT's 277 rai, 1.16 kilometre stretch of land on the river in the Khlong Toei District. The SRT hopes the project will help clear its 100 billion baht debt. The plan is projected to break even within eight years and deliver profits of 140 billion baht. , SRT's plans are being submitted to the Transport Ministry for approval.
SRT's failings are reflected in passenger numbers, which, according to the Economist Intelligence Unit have 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 1985 which 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 Minister Prayut Chan-o-cha is expected to approve the plan. The plan calls for SRT to become the largest railway state enterprise in ASEAN. By 2027, anticipating income growth from asset management and cost management, SRT foresees profits of over 20 billion baht.
Hopewell litigation Hopewell Holdings of Hong Kong was the lead contractor for SRT's ill-fated Bangkok 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.
Lack of freight revenue 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.
Workforce The SRT's poor financial performance and resistance to reform, coupled with the 1997 Asian financial crisis, 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. , 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 in Pattani was paid 61,210 baht in monthly salary, but also an additional 102,271 baht in overtime pay. , the staff employment quota was 4,056 but SRT hired 3,721 staffs.
, 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. , 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.
Management issues To address a long list of complaints accusing SRT of a lack of transparency in bids for projects and procurement deals, Prime Minister Prayut Chan-o-cha fired the governor and board of the State Railway of Thailand in February 2017, using his special powers under Section 44 of the interim constitution.
Ticketing
Since 1 February 2017, Tickets can be purchased online, 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.
Network
The SRT operates all of Thailand's national rail lines. As of 2023, Krung Thep Aphiwat Central Terminal is the main terminus of all long-distance services from Bangkok on the Northern, Northeastern and Southern lines, while Bangkok (Hua Lamphong) railway station is 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.
Railway stations
Northern Line
The Northern Line runs alongside the Northeastern Line until the Ban Phachi Junction. There, it splits from the Northeastern Line and proceeds through Lopburi, Nakhon Sawan, Phichit, Phitsanulok, Denchai, Lampang, Lamphun, before finally reaching Chiang Mai, from Bangkok. There is also a branch off the main line from Ban Dara Junction to Sawankhalok in Sukhothai Province.
Krung Thep Aphiwat Central Terminal - Main station and freight terminal with main diesel locomotive depot and refueling facility. Ayutthaya Station - Ayutthaya main station. High passenger revenue, second only to Bangkok Station. It is possible to change here to the Northeastern Line. Ban Phachi Junction - A major junction, where the Northern and Northeastern lines separate. Lopburi Station - The end of northern Bangkok suburban service; a military town with much history. Nakhon Sawan Station - Nakhon Sawan Main Station, Nong Pling Station until 1956. Phichit Station - Phichit Main Station Phitsanulok Station - Phitsanulok Main station, town with the famous Phra Phuttha Chinnarat Ban Dara Junction - Junction for Sawankhalok Line Sawankhalok Station - Terminus of Sawankhalok Branch. Station for Sukhothai Province and travel to Sukhothai and Si Satchanalai Historical Parks. Uttaradit Station - Main station, Uttaradit Province. Sila At Station - Depot on the Northern Line. Refueling station and up trains will be cut at this station Den Chai Station - The dropping point for Phrae with a proposal for a junction for Den Chai – Chiang Rai route Nakhon Lampang Station - Depot on the Northern Line. Train will be cut further if going north to Chiang Mai. Khun Tan Station - Station in the mountains, base point and entrance for Doi Khuntan National Park. Lamphun Station - Main station for Lamphun Province Chiang Mai Station - Northern terminus.
Northeastern Line
The Northeastern Line begins on the same route as the Northern Line, splitting at Ban Phachi Junction towards Nakhon Ratchasima. Then at Thanon Chira Junction, the line splits with one route passing Khon Kaen and Udon Thani before terminating at Nong Khai from Bangkok. The other route passes through Buriram, Surin, Sisaket to reach Ubon Ratchathani, from Bangkok.
There is also another branch route originating from Kaeng Khoi Junction in Saraburi Province passing through Chai Badan District in Lopburi Province and Chatturat District in Chaiyaphum Province, before joining the main line heading towards Nong Khai at Bua Yai Junction in Nakhon Ratchasima Province.
Saraburi Station - Main Saraburi station, named Pak Priaw station until 1934. Kaeng Khoi Junction - The Bua Yai Line and Khlong Sip Kao line diverge from the main line here. Main Depot with refuelling facility. The point for dividing freight trains into two trains to pass difficult section of Dong Phraya Yen (Kaeng Khoi - Pak Chong) or combining divided freight trains into one train Pak Chong Station - The gateway to Nakhon Ratchasima and the point for dividing freight trains into two to pass difficult section of Dong Phraya Yen (Kaeng Khoi - Pak Chong) or combining divided freight trains into one train