T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE010 i TEAM/Strategy 1/DR
CONTENT
Page
CHAPTER 1 INTRODUCTION 1-1
1.1 PRINCIPLES AND RATIONALE 1-1
1.2 OBJECTIVES 1-2
1.3 SCOPE OF OPERATION 1-2
CHAPTER 2 A REVIEW OF ASSOCIATED POLICIES, PLANS AND 2-1
REGULATIONS
2.1 STUDY OF CURRENT SITUATION OF THAI BORDER 2-1
CROSSING CHECKPOINTS WITH NEIGHBOR COUNTRIES
2.2 REVIEW OF RELATED LAWS, REGULATIONS AND 2-3
MEASURES
2.3 REVIEW ON THE POLICY, STRATEGY, PLAN, AND 2-5
COOPERATION FRAMEWORK IN ECONOMIC AND
SOCIAL ASPECTS
2.4 REVIEW ON POLICIES, STRATEGIES, AND 2-8
DEVELOPMENT PLANS OF LOGISTICS SYSTEM AND
TRAFFIC AND TRANSPORTATION INFRASTRUCTURE
2.5 REVIEWS ON TRAFFIC AMD TRANSPORTATION 2-10
STUDIES AND OTHER PROJECTS ASSOCIATED
CHAPTER 3 SURVEY AND ANALYSIS CURRENT ISSUES AND DEMAND 3-1
FORECASTING OF ROAD USAGE CROSS BORDER
INTERMODAL
3.1 SOCIOECONOMIC STUDY 3-1
3.2 THE STUDY OF CURRENT TRAFFIC AND 3-3
TRANSPORTATION
3.2.1 Survey And Collect Traffic Volume Data At Border 3-3
Crossing Points (Enter And Depart)
3.2.2 Origin-Destination Survey (O-D Survey) 3-6
3.3 FORECASTING TRAFFIC AND TRANSPORTATION 3-11
IN THE FUTURE
CHAPTER 4 CASE STUDIES ON CROSS BORDER TOLL COLLECTION 4-1
SYSTEMS
4.1 CROSS BORDER TOLL COLLECTION SYSTEM 4-1
IN MALAYSIA
4.2 CROSS BORDER TOLL COLLECTION SYSTEM 4-1
IN SINGAPORE
4.3 CROSS BORDER TOLL COLLECTION SYSTEM 4-2
BETWEEN THE UNITED STATES OF AMERICA
AND MEXICO
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE010 ii TEAM/Strategy 1/DR
CONTENT (Cont’d) Page
4.4 CROSS BORDER TOLL COLLECTION SYSTEM 4-2
BETWEEN THE UNITED STATES OF AMERICA
AND CANADA
4.5 CROSS BORDER TOLL COLLECTION SYSTEM 4-2
BETWEEN COUNTRIES WITHIN THE EUROPEAN UNION
CHAPTER 5 IMPACT ANALYSIS OF TOLL COLLECTION 5-1
5.1 ANALYSIS ON THE IMPACT OF HAVING A TOLL 5-1
COLLECTION FOR CROSS-BORDER TRANSPORTATION
5.2 SUMMARY OF IN-DEPTH INTERVIEW 5-2
(CENTRAL REGION) 5.3 SUMMARY OF FOCUS GROUP DISCUSSION 5-4
5.4 RESULTS AND RECOMMENDATIONS 5-10
5.5 AN ANALYSIS OF RISK AND RISK MITIGATION 5-11
CHAPTER 6 FEE CALCULATION AND TOLL COMPOSITION 6-1
6.1 TOLL PRICING MODEL 6-1
6.2 TECHNOLOGY USED FOR MANAGEMENT OF TOLL 6-3
COLLECTION, MAN-POWER AND COST ANALYSIS
6.2.1 Suitable Technology For Toll Collection Manage 6-3
6.2.2 Preliminary Investment Budget Of 6-5
Toll Collection System
6.3 ANALYSIS OF VEP AND RC 6-7
6.3.1 Traffic Forecast 6-7
6.3.2 Operating Expenses 6-8
6.3.3 RFID Tag Cost and Smart Card Cost 6-9
6.3.4 Cost of VEP 6-11
6.4 ROAD CHARGE (RC) CALCULATION 6-12
6.4.1 Total Traveling Distance 6-13 6.4.2 RC Cost Estimation 6-14
6.5 TOTAL COSTS OF VEP AND RC 6-18
6.6 VEP AND RC PRICING 6-19
6.7 EXPECTED FINANCIAL RESULTS AND RETURN ON 6-20
INVESTMENT
6.7.1 Proforma Income Statement Of The Operator 6-20
6.7.2 Financial Analysis 6-21
6.7.3 Financial Result In The Case Of Applying 6-22
GPS Technology
6.8 OPTION IDENTIFICATION 6-24
6.8.1 Option 1 : Remain Current Status (Status Quo) 6-25
6.8.2 Option 2 : Authorizing Of A Legalized Division 6-25
To Collect Toll
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE010 iii TEAM/Strategy 1/DR
CONTENT (Cont’d) Page
6.8.3 Option 3 : Department Of Land Transport Authorizes 6-26
Another Department The Rights To Collect Tolls
6.8.4 Option 4 : Establishment Of Integrated Service Center 6-27
(One Stop Services)
6.9 OPTION SELECTION CRITERIA AND ANALYSIS 6-28
6.9.1 Option Criteria 6-28
6.9.2 Options Analysis 6-29
CHAPTER 7 RECOMMENDATION ON CROSS-BORDER TOLL 7-1
COLLECTION, OPERATING MODEL, REVENUE
HANDLING AND SYSTEM CONTROLLING APPROACH
7.1 RECOMMENDATION ON TOLL COLLECTION METHOD 7-1
AND MODEL
7.1.1 Toll Rate and Time Frame 7-1
7.1.2 The Operating Model 7-2
7.2 RECOMMENDATIONS ON REVENUE MANAGEMENT 7-2
7.3 RECOMMENDATIONS 7-3
7.3.1 Policy Level 7-3
7.3.2 Regulatory Level 7-3
7.4 SUMMARY 7.3
CHAPTER 8 ACTION PLAN 8-1
8.1 THE SHORT-TERM PLAN (YEAR 1-3) 8-3
8.2 MEDIUM TERM PLAN (YEAR 4-7) 8-5
8.3 LONG-TERM PLAN (YEAR 8-10) 8-5
8.4 LONG-TIME VIEW 8-6
CHAPTER 9 SHORT-TERM PRACTICE WITH THE MALAYSIA CASE 9-1
9.1 SOURCE OF OPERATION IN MALAYSIA 9-1
9.2 RECOMMENDATIONS FOR THE IMPLEMENTATION 9-2
OF VEP AND RC COLLECTION POLICIES IN MALAYSIA
CHAPTER 10 OVERALL PERFORMANCE ON SEMINAR AND PUBLIC 10-1
PARTICIPATION
10.1 RESULTS OF THE SEMINAR TO INTRODUCE 10-1
THE PROJECT AND LISTEN TO COMMENTS FROM
RELEVANT AGENCIES (1ST SEMINAR)
10.2 RESULTS OF THE SEMINAR TO PRESENT 10-2
THE RESULTS AND LISTEN TO COMMENTS ON
THE DRAFT REPORT (2ND SEMINAR)
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE010 iv TEAM/Strategy 1/DR
CONTENT (Cont’d) Page
CHAPTER 11 IMPORTANT INFORMATION AND SUMMARY 11-1
11.1 A SUMMARY INFORMATION FROM THE STUDY 11-1
11.1.1 Traffic Forecast For 4-Wheel Vehicles 11-1
11.1.2 The Average Distance Travel In And Out Of Thailand 11-2
11.1.3 Technology And Investment Cost 11-2
11.1.4 Operation And Maintenance Cost 11-3
11.1.5 VEP And RC Cost 11-3
11.1.6 Recommended Toll Rates 11-3
11.1.7 Operation Model 11-4
11.1.8 Summary Of Action Plans And Actions 11-4
11.2 SUMMARY TABLE OF THE STUDY 11-5
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE010 v TEAM/Strategy 1/DR
TABLE OF CONTENT Table Page
2.1-1 Current border crossing checkpoint between Thailand and neighbor 2-1
countries
2.2-1 A summary of law and regulation regarding the fees for entry and 2-5
use of foreign vehicle in Thailand
2.3-1 Linkage between Policy, Strategy and International Cooperation 2-6
to the Project
2.3-2 Linkage between Policy and Strategy Group of Thailand to the Project 2-7
2.4-1 The link between policy, strategy, development plan of logistics 2-8
system, and traffic and transportation infrastructure to the project
2.5-1 Information obtained from the literature review of relevant studies 2-10
3.1-1 The result of product value per person of Asian member countries 3-1
in 2017-2037
3.1-2 Population Projections of ASEAN Member Countries in 2017-2037 3-2
3.1-3 Average population density Of the ASEAN Member Countries in 2017-2037 3-2
3.2.1-1 Traffic Volume of inbound and outbound at the Thai border crossing 3-5
points in current year (trip/year)
3.2.2-1 Summarizes the average distance traveled of 4- wheel vehicle foreign 3-10
Of 28 fixed points
3.3-1 Result of commerce and crossing border trips value forecasting 3-12
of people
3.3-2 Traffic forecast of inbound and outbound at the Thai border crossing 3-14
points in 2022 (trip/year)
3.3-3 Traffic forecast of inbound and outbound at the Thai border crossing 3-15
points in 2027 (trip/year)
3.3-4 Traffic forecast of inbound and outbound at the Thai border crossing 3-16
points in 2032 (trip/year)
3.3-5 Traffic forecast of inbound and outbound at the Thai border crossing 3-17
points in 2037 (trip/year)
4-1 Summary of Cross Border Toll Collection Systems 4-3
4-2 Analysis of Characteristics and Key Observations in each Case Stud 4-4
5.3-1 A Summary of the Analysis of Impact in regional area From Focus 5-5
Group Discussion
6.2.1-1 Comparison Chart of Technology for Toll Collection 6-4
6.3.2-1 Summary of Operating Expenses 6-8
6.3.3-1 Estimates Vehicle Fitting Equipment Requirements and Related Expenses 6-10
6.3.4-1 Cost of VEP by Crossing Points 6-11
6.3.4-2 Average VEP Cost per Trip by Crossing Points (Unit : Baht/Trip) 6-12
6.4-1 Road maintenance costs for each type of vehicle 6-13
6.4.1-1 Average distance of four-wheel vehicle by countries 6-13
6.4.1-2 Expected Kilomater Travelling into Thailand from Projected Volume 6-14
and Average Traveling Distance (Unit : Kilomater)
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE010 vi TEAM/Strategy 1/DR
TABLE OF CONTENT (Cont’d) Table Page
6.4.2-1 Cost of RC (including expenses related to accident and environmental 6-15
issues) (Unit : Baht)
6.4.2-2 Cost of RC by Crossing Points (Unit : Baht) 6-16
6.4.2-3 Average RC Cost per Kilometer by Crossing points (Unit : Baht/Trip) 6-17
6.5-1 Total VEP and RC Costs by Crossing Points (Unit : Baht/Trip) 6-18
6.6-1 Expected Revenue from Cross-border Tool 6-19
6.7.1-1 Projected Income Statement of the Operator 6-20
6.7.1-2 Projected Cash Flows of the Project 6-20
6.7.2-1 Result of Financial Analysis 6-21
6.7.3-1 Fincial Results in the Case that GPS is Installed and Fees are Subsidised 6-23
6.7.3-2 Project Cash Flows: GPS Installed and Fees to be Subsidised (Unit : Baht) 6-23
7.4-1 Predict Financial Results and Return on Investment (In case of 7-5
toll collection (VEP) only at cost rate)
8-1 Key Objectives of Three-Phase Action Plan 8-1
8-2 Key Activties to be undertaken in the three-phase action plan 8-2
8.1-1 Short-term plan 8-4
9.2-1 The Number of Workers at Each Border Checkpoint of 9-4
the Thai-Malaysian Border
11.1.1-1 Predicts the Number of Four-Wheeled Vehicles Entering Thailand. 11-2
And the Annual Growth Rate of Traffic Volume from Each Country
in the First Phase of the Forecast
11.1.2-1 Average distance traveled by 4-wheel-drive vehicle 11-2
11.1.5-1 Road maintenance costs for each type of vehicle 11-3
11.2-1 Key points in the 3-phase action plan over the 10-year period 11-5
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE010 vii TEAM/Strategy 1/DR
FIGURE OF CONTENT
Figure Page
2.1-1 28-Locations of Permanent Border Crossing checkpoint 2-2
(Vehicles can cross)
3.2.1-1 Locations of 28 border crossing points that surveyed and collected data 3-4
3.2.2-1 Survey results from border crossing points. 4-wheel drive vehicle 3-7
(Thai vehicle)
3.2.2-2 Survey results from border crossing points More than 6 axles 3-7
vehicles (Thai vehicle)
3.2.2-3 Survey results from border crossing points. 4-wheel drive 3-9
vehicle (non-Thai vehicle)
3.2.2-4 Survey results from border crossing points More than 6 axles 3-9
vehicles (non-Thai vehicle)
6.1-1 Meaning of VEP and RC 6-1
6.1-2 Financial Model Structure for Cost Analysis and Toll Pricing 6-2
6.2.2-1 Components and Linkages of the Toll Collection System for 6-6
Cross-Border Transport
6.3.1-1 Forecast on Number of Foreign Four-Whell Vehicle trips to Thailand 6-8
B.E. 2560-2580
7.1.2-1 The toll collection scheme by the Department of Land Transport 7-2
employs some private operators
9.2-1 Legal Steps to Implement If Malaysia announces VEP and RC 9-3
Collection to Thailand
11.1.7-1 Recommended to Operation Model 11-4
CChhaapptteerr 11
IINNTTRROODDUUCCTTIIOONN
PPV/TR_G/RT6022/P04400/RT164 1-1 TEAM/Strategy 1/DR
CHAPTER 1
INTRODUCTION
1.1 PRINCIPLES AND RATIONALE
The 12th National Economic and Social Development Plan (2017-2021) targets
on international cooperation strategy for development consisting of (1) Thailand plays
a major role in the region in terms of logistics, trade, services and investment. (2) Thailand
is hub for regional prosperity in Asia, ASEAN and subregion. (3) Value chain systems
in the subregion and ASEAN are continuously linked to the ongoing economic development.
The development approach is linkage of transport, logistics, and telecommunications
under subregional and ASEAN cooperation.
According to complete opening of The ASEAN Economic Community (AEC)
in 2015, Thailand contributes mainly to the logistics management strategy because it is
regionally geographical center of the region, having important routes connecting among
group of countries, Myanmar, Lao PDR, Vietnam and Cambodia to Malaysia, Singapore,
Indonesia, Brunei, the Philippines, and Timor Leste which land transport is major transport.
Thailand can rely on such spatial strategies in order to develop the country to become
the ASEAN logistics hub in cargo distribution to member countries and to the world market
in the future.
Due to the opening of the ASEAN Economic Community, increasing of highway
use in Thailand, especially international shipping, affects on roadways, often damaged.
Indirect effects occur such as loss of life and property from accidents. Environmental
problems such as air pollution, noise, waste, etc, happen as well. Thailand always bears
the cost of maintenance costs and environmental costs. At present, some of the ASEAN
members have been charged with entry and exit fees. Recently, Malaysia has introduced
the Vehicle Entry Permit (hereinafter referred to as “VEP”) incorporated with Road Charge
(hereinafter referred to as “RC”) with foreign vehicles arriving in Malaysia.
On 1 November 2 0 1 6 , Malaysia has used this system with Singapore applied only on
the RC, not VEP with cars from Singapore. RC is collected through the Touch'n Go card
(Malaysian Expressway Card). In addition to the RC, cars from Singapore must separately
pay for expressway fee when entering Malaysia.
In the year 2016, the Malaysian Government informally informs that the VEP
system will be used at all 7 border checkpoints between Thailand and Malaysia in mid-
2017. Then, VEP will be applied to border checkpoints between Malaysia - Brunei
and Malaysia – Indonesia, respectively.
At the National Transport Facility Committee (NTFC) meeting No. 2/2559
on 26 August 2016, the Transport Minister issued an order to the Office of Transport
and Traffic Policy and Planning (OTP) as a central agency, conducting studies
on toll collection for the ASEAN Economic Community transport into practice.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE001 1-2 TEAM/Strategy 1/DR
1.2 OBJECTIVES
(1) to study behavior and predict of future cross-border transport volumes.
(2) To analyze the impact of cross-border transportation on Thailand, especially
on the transport sector. This includes maintenance, environmental impact
and safety issues.
(3) To study economic, social and environmental suitability for toll collection
and highway use for cross-border transportation.
(4) To analyze the options for management, approach and methodology to
regulatory control cross-border transportation and expected effects.
(5) To propose policies and action plans to bring the plan into action.
1.3 SCOPE OF OPERATION
The scope of work consists of six main tasks as follows:
Task 1 A review of associated policies, plans and regulations
In order to carry out the project, this section will review on associated policies and
related documents including Thailand’s Government Policy, the 20-year National
Strategy (2017-2036), the 12th National Economic and Social Development Plan
(2017-2021), Thailand 2nd Logistics Development Strategic Plan (2013-2017),
Freight Transportation Planning and Logistic under the framework of sub-regional
cooperation, Infrastructure Development Plan and Custom, Thailand’s Transport
Infrastructure Development Strategy 2015-2022 (8-year Plan), and also regulations
related to passenger and freight transport, for example: travel insurance, framework
agreement on the cross border transport, and so on. Furthermore, this study also
reviews the authority of relevant agencies such as Department of Land Transport,
Department of Highways, etc.
Task 2: Study, survey and analysis of problems at present. Forecast the use
of road and highways for cross-border transportation in the future.
Survey of traffic volume, behavior, and problems of cross-border transport issues
in bilateral and multilateral cooperation in the current situation. To know
the behavior and the trend of passenger and cargo transport affecting in the future
in economic, social and environmental dimensions. Taking into consideration
future infrastructure development plans; road, rail, water and air transport
and transportation pattern analysis. Highway maintenance cost. Cost of damage
due to accident. The cost of maintaining the environment. To complete an analysis
of appropriate toll collection.
Task 3: Case study of toll collection system in foreign countries
Study on approach, format, alternative and suitability for international toll collection
based on Best Practices, especially in the form and choice of Malaysia, introduced
the Vehicle Entry Permit (VEP) and Road Charge (RC) systems since November 1, 2016.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE001 1-3 TEAM/Strategy 1/DR
The Malaysian government started using the VEP system only for foreign cars
crossing the borders of Singapore at two checkpoints, the Johor Bahru-Causeway
(Woodlands) and Tanjung Kupang (Secong Link) –Tuas. Later, Malaysia plans
to expand the VEP system to the border between Thailand and Malaysia
in the year 2017 (mid-year). A case study, implementing VEP system between
Singapore and Malaysia, is raised as guideline for operation in Thailand.
Therefore, the best practices for analyzing strength and weakness in the legal
context, economy and society, are studied in order to adapt for appropriate
toll collection system in Thailand
Task 4: Impact analysis of the toll collection for cross-border transportation
Stakeholder opinion survey among public, private and people sectors. The feasibility
study on economic, social, and environmental. Data analyzed to set up guidelines
on toll collection for cross-border transportation. Potential impacts analyzed
on economic, social, security and international relations and all other relevants
to determine the potential risk reduction approach.
Task 5 Guidelines for the collection of road maintenance fees through cross-
border transportation.
Study and collect relevant information in order to analyze and prepare guidelines for
collection of road maintenance fee for cross-border transportation. The details are as
followlow:
(1) Fee calculation method including all related costs, directly and indirectly
cost: management cost of toll collection system, road maintenance cost,
environmental costs, economic, financial and social value, as well as
potential impacts on stakeholders in all sectors.
(2) Proposals for the toll collection and appropriate technology taking into
account relevant national and international regulations. Best practice
examples of countries that have successfully levied fees.
(3) Management model taking into account role and authority of both public
and private organizations.
(4) Proposals for revenue management derived from fee collection to make it
for maximum benefit. Also provide management guidelines for relevant
legislation in order to effectively manage revenue and in accordance with
the principle of financial operations and finance of the country.
(5) Recommendations/guidelines for the implementation of regulatory agency
such as enforcement guideline and other associated conditions.
(6) Recommendations, tracking measure, monitoring, control and supervision
cross-border transportation throughout Thailand's transportation routes
such as mandatory installation of GPS devices for tracking systems
to control speed, working hours and transportation routes, etc.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE001 1-4 TEAM/Strategy 1/DR
Task 6 Action plan for toll collection
To provide an action plan for toll collection based on the results of this study.
The details are covered from the investor, responsible person and administrators,
management rules/regulations for the operation, and allocated expenditure.
The plan is divided into three phases: short, medium, and long term, as well as
other suggestions for consideration.
CChhaapptteerr 22 AA RREEVVIIEEWW OOFF AASSSSOOCCIIAATTEEDD
PPOOLLIICCIIEESS,, PPLLAANNSS
AANNDD RREEGGUULLAATTIIOONNSS
PPV/TR_G/RE6001/P04400/RE002 2-1 TEAM/Strategy 1/DR
CHAPTER 2
A REVIEW OF ASSOCIATED POLICIES,
PLANS AND REGULATIONS
This chapter is to study and review on current policy, legal, regularity, strategy,
plan and cooperation framework of Thailand. These are data used as a basis for analysis of
legal requirements, regulatory, and future growth trend of traffic volume. The presentation
is divided into 5 topics as follows:
2.1 STUDY OF CURRENT SITUATION OF THAI BORDER CROSSING
CHECKPOINTS WITH NEIGHBOR COUNTRIES
Thailand's current border crossing checkpoints can be classified into 2 main
categories: (1) permanent border crossing checkpoint and (2) temporary border crossing
checkpoint. The details are shown in Table 2.1-1, which currently has a permanent border
crossing checkpoint (car can go across) with four neighbor countries: Thai-Cambodian
border crossing checkpoint, Thai-Lao border border crossing checkpoint, Thai-Myanmar
border crossing checkpoint, and Thai-Malaysia border crossing checkpoint, total of 28
border crossings1 located as shown in Figure 2.1-1.
Table 2.1-1: Current border crossing checkpoint between Thailand and neighbor countries
Neighbor countries
Permanent border
crossing checkpoint
(Highway)
Permanent
border crossing
checkpoint
(Port)
Temporarily
permitted area Total
Thailand - Cambodia 6 - 11 17
Thailand - Laos 11 7 27 45
Thailand - Myanmar 4 1 15 20
Thailand - Malaysia 7 2 - 9
Total 28 10 53 91
Source: Databases of Border Crossing checkpoint between Thailand and neighboring countries. Foreign Affairs Division,
Office of the Permanent Secretary, Ministry of Interior, 2017.
1 There are 2 of 28 crossing checkpoints is a port checkpoint for trucks crossing the border, including the Ban Kokpai
Border and the Ban Pak Saeng Border.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE002 2-2 TEAM/Strategy 1/DR
Figure 2.1-1: 28-Locations of Permanent Border Crossing checkpoint
(Vehicles can cross)
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE002 2-3 TEAM/Strategy 1/DR
2.2 REVIEW OF RELATED LAWS, REGULATIONS AND MEASURES
In general, a foreign-registered vehicle does not permit foreign vehicles to enter
and use in Thailand, unless otherwise specified by the law or regulation of Thailand.
Currently, there are certain regulations relating to a permission of the entry and the use of
the foreign-registered vehicle in Thailand, including the conventions and agreements which
Thailand has entered into with the other countries. In this regard, the entry of the foreign-
registered vehicle in Thailand has been classified into 2 categories, namely; 1) the entry
under the laws of Thailand; and 2) the entry under the international agreement between
Thailand and other countries.
In this connection, Thailand has entered into the conventions and agreements
in order to grant rights and duties of vehicle as well as permit the foreign-registered vehicle
to enter into Thailand as follows:
1) Agreement between the Government of the Kingdom of Thailand and
the Government of the Lao People’s Democratic Republic on Road Transport
and Subsidiary Agreement Specifying Road Transport Arrangement between
the Government of the Kingdom of Thailand and the Government of the
Lao People’s Democratic Republic;
2) Arrangement between and among the Governments of the Lao People’ s
Democratic Republic, the Kingdom of Thailand, and the Socialist Republic
of Vietnam on the Operation of the Tourism Road Transport;
3) Memorandum of Understanding between and among the Governments
of the Lao People’ s Democratic Republic, the Kingdom of Thailand, and
the Socialist Republic of Vietnam on the Initial Implementation for
the Facilitation of Cross- Border Transport of Goods and People ( IICBTA)
at Lao Bao, the Socialist Republic of Vietnam and Dansavanh, the Lao People’s
Democratic Republic, and at Savannakhet, the Lao People’ s Democratic
Republic and Mukdahan, the Kingdom of Thailand;
4) Memorandum of Understanding between the Government of the Kingdom
of Thailand and the Royal Government of Cambodia on the Exchange
of Traffic Rights for Cross- Border Transport through the Aranyaprathet-
Poipet Border Crossing Points No.1 and No.2;
5) Memorandum of Understanding between the Government of the Kingdom
of Thailand and the Government of Malaysia on the Movement in Transit
of Perishable goods by Road from Thailand through Malaysia to Singapore;
6) Convention on Road Traffic A.D. 1949 at Geneva, Switzerland;
7) Agreement between and among the Governments of the Kingdom
of Cambodia, the People’s Republic of China, the Lao People’s Democratic
Republic, the Union of Myanmar, the Kingdom of Thailand, and the
Socialist Republic of Vietnam for Facilitation of Cross- Border Transport
of Goods and People;
8) Asean Framework Agreement on the Facilitation of Goods in Transit;
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE002 2-4 TEAM/Strategy 1/DR
9) Asean Framework Agreement on the Facilitation of Inter- State Transport;
and
10) Draft of Asean Framework on the Facilitation of Cross Border of Passenger
by Road Traffic.
The regulations of Thailand permitting foreign- registered vehicles to enter and
use in Thailand are as follows:
1) Notification of the Department of Land Transport No. 7/ 2558 on the entry
of the foreign-registered passenger car into Thailand without the restriction
on origin-registered country of the vehicle. The foreign-registered passenger
car could be entered into and used in Thailand at the southern border
crossing points and the routes as specified in the Notification.
2) Notification of the Department of Land Transport re Rule, Procedure
and Condition for Application for, Approval of, Validity Period and Mark
for temporary use of foreign vehicle entering the Kingdom of Thailand
for tourism purpose or other necessary activities B.E. 2559 (the Notification
of the DLT B.E. 2559) issued by virtue of Section 6/1 paragraph 3 of the Vehicle
Act B.E. 2522
At present, the fees for application for temporary use of the foreign- registered
vehicle entering into Thailand shall be in accordance with the Notification of the DLT B.E.
2559 specifying that the entry and use of the foreign- registered vehicle in Thailand shall
obtain a permission and pay the fees prior to entry.
According to the Ministerial Regulation on the fees under the law on vehicle
( No. 6) B. E. 2559 ( 2016) , the fee applied for temporary use of the vehicle for tourism
purpose is THB 500 per one entry or temporary use for non-tourism purpose is THB 2,000
per one entry, and the vehicle mark is THB 500 per each vehicle.
However, the above fees shall be only imposed on the vehicle being subject
to the permission to enter and use in Thailand. Malaysia-registered vehicle and Singapore-
registered vehicle have the right of traffic in Thailand under the Geneva Convention
on Road Traffic A. D. 1949, while Laos- registered vehicle is granted the right to traffic
and transport in Thailand according to the Agreement on Road Transport between Thailand
and Laos. Therefore, the Notification of the DLT B. E. 2559 shall not be applied for
the vehicle registered in Malaysia, Singapore and Lao. Moreover, the Notification of
the DLT B. E. 2559 also exempts to local vehicles which frequently travel among local
customs jurisdiction. Consequently, it can be concluded that the vehicle registered
in Malaysia, Singapore and Lao, and the local vehicles can enter and use in Thailand
without obtaining a permission and paying any fee.
In addition to the vehicle entry fee, Thailand also imposes the road charge
on the vehicle used on the highway and bridge under the Act on Fee for Use of Vehicle
on Highway and Bridge B. E. 2497. The purpose of this Act is that the construction
and maintenance of highway and bridge are more necessary but the government budget
is not sufficient to these costs. Therefore, it is necessary to impose a particular fee for use
of the vehicle on highway and bridge. Such fee shall be charged from a driver when his/her
vehicle is used on the specified route with the rates depended upon the types of vehicle
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE002 2-5 TEAM/Strategy 1/DR
such as a car having more than 7 seats, a truck and a passenger car. Currently, Thailand has
charged the said fee on the following tollways and bridges governing by the Department
of Highways of Thailand as the authorised government agency, in accordance with
the ministerial regulations;
1) The First Thai-Lao Friendship Bridge (Nong Khai – Vientiane)
2) The Second Thai-Lao Friendship Bridge (Mukdahan – Savannakhet)
3) The third Thai-Lao Friendship Bridge (Nakhon Phanom – Khammouane)
4) The forth Thai-Lao Friendship Bridge (Chiang Khong – Houeisai)
5) Motorway No. 7 and No. 9
The regulations regarding the fees for entry and use of foreign vehicle in Thailand
are summarized in a table 2.2-1.
Table No.2.2-1: A summary of law and regulation regarding the fees for entry and
use of foreign vehicle in Thailand
Fee Law and regulation Country Remark
1. Fee for temporary
use of foreign-
registered vehicle
in Thailand
Notification of the Department
of Land Transport re Rule,
Procedure and Condition for
Application for, Approval of,
Validity Period and Mark for
temporary use of foreign
vehicle entering the Kingdom
of Thailand for tourism or other
necessary activities B.E. 2559
All countries,
except Lao,
Malaysia and
Singapore
2. Fee for use of
vehicle on
highway and
bridge
Act on Fee for Use of Vehicle
on Highway and Bridge B.E.
2497.
All countries This Act is applied
for both foreign –
registered vehicle
and Thai vehicle.
2.3 REVIEW ON THE POLICY, STRATEGY, PLAN, AND COOPERATION
FRAMEWORK IN ECONOMIC AND SOCIAL ASPECTS
The present study examines the current policy, strategy, and cooperation
framework for economic and social aspect, related to the study of toll collection for
The ASEAN Economic Community transport comprising of: (1) Policy, Strategy and
International Cooperation and (2) Thailand Policies and Strategies. The details are shown
in Table 2.3-1 to Table 2.3-2.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE002 2-6 TEAM/Strategy 1/DR
TAble 2 . 3 - 1 : Linkage between Policy, Strategy and International Cooperation to the Project
Policy / Strategy / Plans Briefly summary the importance and linkages to the project
Policy, Strategy and Framework for International Cooperation
ASEAN Economic
Community : AEC
Important target aims to be single market and production base for
the movement of goods, services, investment, skilled labor and
capital. It has been used as a framework for the direction of the
implementation of the project in accordance with the ASEAN
Economic Community.
Economic Cooperation in
the Mekong River Sub-
region (GMS)
The push for the Asian Economic Community of Cambodia, Laos,
Myanmar, Thailand, Vietnam and Yunnan, integrating their
economies into part of the sub region, develops of goods and
people to cross-over the border smoothly. The project is consistent
and supports mentioned development.
Strategic Economic
Cooperation Irrawaddy -
Chao Phraya - Mae Khong
(ACMECS)
ACMECS is a framework for economic cooperation between the
five countries, namely Cambodia, Laos, Myanmar, Thailand and
Vietnam, to be promoted and facilitated at regional level through
the development of motorways between the cities of Thailand. As
Thailand is strategically positioned as a regional transportation
hub, the project will increase the capacity of the intercity
motorways in Thailand.
Development Plan for
the Three-Party Economic
Zone Indonesia - Malaysia
- Thailand (IMT-GT)
The economic cooperation between the three countries, Indonesia,
Malaysia and Thailand, with the main objective to promote
economic relations among the three countries. To utilize
economic resources together effectively and maximally. The
focus is on the development of infrastructure linkage, in
particular, international transportation and infrastructure network.
This project will increase the capacity of the road network in
Thailand.
Source: Compiled by consultants, April 2017.
If the framework is fully enforced, it will allow the transport of goods and people
travel among the countries with more convenience, increasing trade opportunities,
investment as well as logistics business in the expansion as Thailand is a hub for ASEAN
countries.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE002 2-7 TEAM/Strategy 1/DR
Table 2.3-2: Linkage between Policy and Strategy Group of Thailand to the project
Policy / Strategy / Plans Briefly summary the importance and linkages to the project
Policy and Strategy Group of Thailand
20-years National Strategy
(2017-2036)
The main strategy for the project is Strategy 2, Growth &
Competitiveness Strategy, focusing on improving economic
performance, development of manufacturing and service sectors,
entrepreneurial development and community economy, special
economic area and city, development of infrastructure investment,
and the link with the region and the world economy. The project
will increase the capacity of Thailand's road transport network.
National Economic and
Social Development Plan
No.12 (2017-2021)
The main strategies involved in this study are: Strategy 7,
Infrastructure and Logistics Development focusing on
infrastructure development, transportation and trade facility;
Strategy, 10 International Cooperation
for development focusing on utilizing the location of Thailand as
a key link between the economic corridors. . The project will
increase the capacity of Thailand's road transport network.
Border trade strategy The government continues to support transportation infrastructure
construction linking Thailand and neighbor countries to promote
border trade, one of the major income sources for the country. The
project will increase the capacity of Thailand's road transport
network.
Establishment of Special
Economic Zones
Focusing on responding to development goals in both economic
and national security. Increasing competitiveness. Increasing
employment and create good living for the people. Solving the
problem of migrant workers smuggled into the area. Illegal
agricultural products smuggling, and congestion problem at the
border checkpoint. The project will be part of the response to the
goal of establishing a special economic zone for employment and
supervision of international travel and cargo transport through
border checkpoints.
Eastern Economic Corridor
(EEC)
Consider guidelines to determine direction of the project in
accordance with the Eastern Economic Corridor Project. The
project area is divided into industrial zones and infrastructure
development zone. Investment in road infrastructure including
inter-city motorways, Bangkok - Chon Buri, Pattaya - Map Ta
Phut, and Laem Chabang - Nakhon Ratchasima.
Source: Compiled by consultants, April 2017.
Based on a mentioned studies, Thailand's regional development strategies,
the future direction of the country's development will focus on the distribution of prosperity
to the major cities and link all of the regions in the country with efficient and fast
transportation system. The study of toll collection for the ASEAN Economic Community
transport will help to connect international travel more efficiently.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE002 2-8 TEAM/Strategy 1/DR
2.4 REVIEW ON POLICIES, STRATEGIES, AND DEVELOPMENT PLANS
OF LOGISTICS SYSTEM AND TRAFFIC AND TRANSPORTATION
INFRASTRUCTURE
In this study, policies, strategies and development plans of logistics system and
transport and transportation infrastructure are reviewed. This is related to the study
on toll collection for the ASEAN Economic Community transport. The summary of key
policies, strategies and plans can be summarized as shown in Table 2.4-1.
Table 2.4-1: The link between policy, strategy, development plan of logistics system,
and traffic and transportation infrastructure to the project.
Policy / Strategy / Plans Briefly summary the importance and linkages to the project
Strategic Plan for Logistics
Development of Thailand
No.2 (2013-2017)
Strengthening Thai Firms to have benefit on value added from
supply chain by promoting trade and service in border cities.
The study of toll collection for AEC transport will be part
of pushing forward strategic plan accomplished.
Strategic Plan for Logistics
Development of Thailand
No.3 (2017-2021)
Develop transport infrastructure and logistic networks along
strategic routes to connect the suburbs and trade gateways. Develop
the NSW system. Develop logistics processes in electronic form.
And fix international trade barriers. The study of toll collection
for AEC transport will help develop infrastructure and transport
networks.
The Ministry of Transport’s
strategic plan to support
the development of Thai
logistics system No.2
(2013-2017)
Development of integrated logistics network in the country is
the development of infrastructure and transport network to support
logistics development in Thailand. The study of toll collection
for AEC transport will help develop infrastructure and transport
networks.
Draft Ministry of
Transport’s Strategic Plan
to Support Thailand’s
Logistics System
Development No.3
(2017-2021)
Consider business change and pattern of transport requirements at
present and future trend from various factors in the New fashioned
logistic model driven by the Thailand 4.0 policy. The study of toll
collection for AEC transport will enhance infrastructure
development around commercial gateway and promote the use of
technology in logistics management systems such as RFID and
GPS. It will also facilitate travel and transportation between
neighbor countries.
Strategic Plan for Transport
Infrastructure Development
of Thailand, 2015-2022
Increasing highway ability to connect key production bases
in Thailand and neighbor countries. The study of toll collection
for AEC transport will help promote the strategic plan to increase
highway ability.
Strategic Development of
Thailand’s Transportation
System for 20 years
(2017-2036)
Integrated Transport Systems. The study of toll collection for AEC
transport will help promote the strategy of infrastructure
development and legal, regulation and enforcement for
transportation services.
Strategic Plan of
the Ministry of Transport,
2017-2021
Improve and develop a standard system and supervise safety and
security of transportation. Improve and develop legal, rule, and
regulatory systems in consistent with changing circumstance.
The study of toll collection for AEC transport will increase
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE002 2-9 TEAM/Strategy 1/DR
Policy / Strategy / Plans Briefly summary the importance and linkages to the project
supervise the safety and security of people and goods transportation
through the border trade.
Strategic Plan for Land
Transport Department,
2016-2020
Develop and promote the road transport system efficiently and
competitively. The study of toll collection for AEC transport will
help the plan and support the efficient and competitive road
transportation.
Transport and Traffic
Development Master Plan
2011-2020
Toward Sustainable Transport make creating Thailand as a Hubs
for Connectivity. The study of toll collection for AEC transport will
promote the plan increasing transportation network ability and
competitiveness with measures to regulate the management and
control of international road use.
Transport Network
Development Plan
Connecting to the Region
International cooperation at the particle level with neighbor
countries (GMS, ACMECS, IMT-GT and BIMS-TEC) is aimed to
connect economy and society constructing mutual benefit
partnership, regional development, and reducing the development
gap in the region. As a result, the development of transportation
services such as road, rail and water transport. The study of toll
collection for AEC transport will help the plan to increase
the transportation network and competitiveness with measures
to regulate the management and control of international road use.
Master Plan on ASEAN
Connectivities 2025
Enhancing supply chain efficiency by fixing congestion problem at
important chokepoints such as border management (customs,
immigration, quarantine), as well as management of cross-border
movement of people / goods, ustoms procedures and border
management practices. The study of toll collection for AEC
transport will help to manage the cross-border movement of people
/ goods more effectively.
Security Border
Management Plan
(2016 – 2021)
Operation guideline in security community and the work
opportunity during the crisis to meet the security threats that may
take place on the border after the AEC. The study of toll collection
for AEC transport will enhance the capacity to prepare for border
security threats.
ASEAN Highway Network Development of ASEAN Highway Network will support Thailand's
road infrastructure to meet the standard and able to accommodate
the traffic generating from entering the AEC. The study of toll
collection for AEC transport makes sense to the payer whether
Thailand infrastructure is suitable for toll charge or not and also
enhances ASEAN highway development capabilities.
Source: Compiled by consultants, April 2017.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE002 2-10 TEAM/Strategy 1/DR
2.5 REVIEWS ON TRAFFIC AMD TRANSPORTATION STUDIES AND
OTHER PROJECTS ASSOCIATED
In this study, data and traffic studies and projects associated are reviewed from
many agencies that have studied in the past to be guideline in the study and reliable sources
for the study. The detail is summarized in Table 2.5-1 as follows:
Table 2.5-1: Information obtained from the literature review of relevant studies
Related Studies Information obtained from the literature review
of relevant studies
The study for Highway
Development Strategic Plan
to Support the Entering AEC
2015
Information on Economic and Social Growth Trends. Traffic
growth and how to analyze the impact and measures taken
when entering the AEC will be taken into account in studying
of toll collection for AEC transport and to guide the
implementation of the study.
Strategic Plan for
the Motorway of Thailand
2012
Information of motorway route between the city and plans
to launch services will be analyzed in the process of surveying
and forecasting future traffic volume and also analyzes
toll collection supporting transportation of the AEC.
Study and Development of
Rail Transportation System
in Thailand and Neighbor
Countries
Roadmap for the development of rail transportation system
according to the development plan and plans to be opened will
be analyzed to forecast the number of passengers and freight
entering the future railway network. This may affect the mode
shift of transport.
Customs Infrastructure
Development Project
The Customs Infrastructure Development Information will
assist in the process of analyzing the determination of survey
location covering important border areas.
Study on Capacity and
Preparation of Infrastructure
and Transport Services
in Thailand for ASEAN
Economic Community 2015
Information on economic and social growth trends including
analysis of the feasibility of toll collection and relevant
information will be considered for the Study on Toll
Collection for the AEC transport and to guide the
implementation of the study.
Source: Compiled by consultants, April 2017.
CChhaapptteerr 33
SSUURRVVEEYY AANNDD AANNAALLYYSSIISS CCUURRRREENNTT IISSSSUUEESS
AANNDD DDEEMMAANNDD FFOORREECCAASSTTIINNGG OOFF RROOAADD
UUSSAAGGEE CCRROOSSSS BBOORRDDEERR IINNTTEERRMMOODDAALL
PPV/TR_G/RE6001/P04400/RE003 3-1 TEAM/Strategy 1/DR
CHAPTER 3
SURVEY AND ANALYSIS CURRENT ISSUES AND
DEMAND FORECASTING OF ROAD USAGE
CROSS BORDER INTERMODAL
3.1 SOCIOECONOMIC STUDY
Socioeconomic affects traffic volume according to domestic and international
trip generation and freight transportation volume report after participating in Asian
economics community (DOH,2015). In addition, socioeconomic of neighboring countries
expands in long term according to the article “ASEAN 2030: Toward a Borderless
Economic Community” by the bank of Asian development. As mentioned are adapted
to the study and traffic and transportation analysis as display in the table 3.1-1 to 3.1-3.
It will be implemented to forecast trip generation and freight transportation of border
Thailand in the future.
Table 3.1-1: The result of product value per person of Asian member countries
in 2017-2037
Countries GDP PER CAPITA at Market Price (US $)
2017 2022 2027 2032 2037
Brunei darussalam 10,780 13,475 16,753 20,908 26,194
Cambodia 28,740 36,110 45,410 57,106 71,813
Indonesia 1,309 1,830 2,588 3,661 5,178
Laos 3,895 5,790 7,917 10,827 14,806
Malaysia 2,051 2,883 3,943 5,392 7,374
Myanmar 9,623 13,958 18,373 24,184 31,832
Philipine 1,375 2,211 3,221 4,691 6,832
Singrapore 3,102 4,937 6,208 7,807 9,818
Vietnam 51,431 57,451 66,602 77,210 89,507
China 2,306 3,208 4,387 6,000 8,205
Thailand 8,481 12,363 15,778 20,138 25,701
Source: Forecast from ASEAN 2030: Toward a Borderless Economic Community (ADB, 2012)
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE003 3-2 TEAM/Strategy 1/DR
Table 3.1-2: Population Projections of ASEAN Member Countries in 2017-2037
Countries Population (million people)
2017 2022 2027 2032 2037
Brunei darussalam 0.43 0.46 0.48 0.52 0.55
Cambodia 16.01 17.25 18.58 20.02 21.56
Indonesia 261.99 279.05 297.22 316.57 337.18
Laos 7.30 8.02 8.81 9.68 10.63
Malaysia 32.20 35.03 38.11 41.46 45.11
Myanmar 52.65 54.36 56.13 57.96 59.85
Philipine 106.28 117.34 129.55 143.04 157.93
Singrapore 5.68 5.93 6.20 6.48 6.78
Vietnam 93.61 97.93 102.46 107.20 112.15
China 1,390.85 1,432.26 1,474.91 1,518.82 1,564.04
Thailand 66.09 67.65 68.97 70.31 71.63
Source: Forecast from ASEAN 2030: Toward a Borderless Economic Community (ADB, 2012)
Table 3.1-3: Average population density Of the ASEAN Member Countries in 2017-2037
Countries Average population density (People per square kilometer)
2017 2022 2027 2032 2037
Brunei darussalam 74 79 84 89 95
Cambodia 88 95 103 111 119
Indonesia 138 147 156 166 177
Laos 31 34 37 41 45
Malaysia 98 106 116 126 137
Myanmar 78 80 83 86 88
Philipine 355 392 433 478 527
Singrapore 7,993 8,356 8,736 9,133 9,549
Vietnam 282 295 309 323 338
China 145 149 154 158 163
Thailand 129 132 134 137 140
Source: Forecast from ASEAN 2030: Toward a Borderless Economic Community (ADB, 2012)
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE003 3-3 TEAM/Strategy 1/DR
3.2 THE STUDY OF CURRENT TRAFFIC AND TRANSPORTATION
3.2.1 Survey and collect traffic volume data at border crossing points (Enter and
Depart)
The data was collected by separating to types of vehicles in each customs.
These data will be forecast traffic volume enter and depart the kingdom in the future at the
border where are 28 customs of roads. The data of customs statistic was displayed in figure
3.2.1-1 (Customs statistic, 2016)
According to the data, the limitation such as unavailable statistic data of some
border crossing points, this study has to do additional survey traffic volume at some border
crossing points. The survey focused on workday and national holiday (in the period from
22 May 2017 to 16 June 2016) in order to analyze entry and departure behavior
at the border. The result show that the number of entry and departure the kingdom are not
equal in some border crossing points because some border crossing points are nearby each
other, thus the vehicles are not necessary to enter and depart at the same border crossing
points. These data is consistent with customs statistic. Thus, the forecasting future traffic
volume at the border crossing points base on the customs statistic data and survey data.
The data of traffic volume is displayed in the table 3.2.1-1
Also found There are two crossing points from 28 crossing points is a port checkpoint
for trucks crossing the border only, including the Ban Kokpai Border and the Ban Pak Saeng
Border. There are only 26 checkpoints individual cars (4 wheel) can cross
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE003 3-4 TEAM/Strategy 1/DR
Figure 3.2.1-1: Locations of 28 border crossing points that surveyed and collected data
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE003 3-5 TEAM/Strategy 1/DR
Table 3.2.1-1: Traffic Volume of inbound and outbound at the Thai border crossing points in current year (trip/year)
(Units: trip/year)
Note: Traffic volume from Customs in 2016 and survey conducted by consultants in 2016.
inbound outbound inbound outbound inbound outbound inbound outbound inbound outbound inbound outbound inbound outbound inbound outbound inbound outbound inbound outbound
1 Sadao Border 237,250 333,245 300,760 320,470 365 2,190 105,850 129,940 644,225 785,845 61,320 90,885 266,815 342,005 8,030 21,900 36,135 27,740 372,300 482,530 from Survey
2 Padang Basar Border 469,755 457,710 590,205 508,080 - 365 55,845 64,970 1,115,805 1,031,125 129,940 91,615 208,415 241,630 365 4,380 22,995 21,900 361,715 359,525 from Survey
3 Ban Prakob Border - 2 1 - - - 639 1,298 640 1,300 881 543 11,650 9,541 138 66 299 299 12,968 10,449 from customs
4 Sungai Go lok Border 1 - 5 5 - - - - 6 5 1,882 1,772 43,097 43,761 95 93 - - 45,074 45,626 from customs
5 Betong Border - - - - - - 141 153 141 153 5,303 5,261 44,981 44,527 848 840 3,490 3,490 54,622 54,118 from customs
6 Wang Prachan Border - - 5,632 5,632 - - - - 5,632 5,632 4,215 2,510 18,674 15,475 171 104 - - 23,060 18,089 from customs
7 Buketa Border - - - - - - 34 34 34 34 226 120 2,380 2,180 2 1 32 32 2,640 2,333 from customs
1 1st Sai River Bridge Border 50,005 74,460 185,785 173,740 - - - - 235,790 248,200 550,420 447,855 255,135 257,690 - - - - 805,555 705,545 from Survey
2 2nd Sai River Bridge Border - - - - - - 25,915 23,725 25,915 23,725 - - - - - - - - - - from Survey
3 Ban Rim Moei Border (Mae Sot) - - 36,865 52,195 - - 93,075 129,575 129,940 181,770 - 365 240,535 227,760 - - 9,855 9,855 250,390 237,980 from Survey
4 Ban Phunamron Border 14,235 17,520 50,005 40,150 - - 2,555 2,190 66,795 59,860 - - - - - - - - - - from Survey
1 4th Thai-Laos Friendship Bridge Border (Chaing Khong) - - 10,220 8,030 365 730 39,420 37,230 50,005 45,990 - - 11,680 12,410 365 730 - - 12,045 13,140 from Survey
2 Ban Huai Kon Border (Thung Chang) - - 19,345 18,615 - - 3,285 5,840 22,630 24,455 - - 2,555 2,555 - - - - 2,555 2,555 from Survey
3 Mae Nam Hueang Friendship Bridge Border (Thali) - - 8,395 18,980 - - 23,725 19,710 32,120 38,690 - 2,555 39,420 38,690 - 365 11,315 8,395 50,735 50,005 from Survey
4 Ban Kok Pai Border - - - - - - 234 234 234 234 - - - - - - 3,681 3,681 3,681 3,681 from customs and Survey
5 1st Thai-Laos Friendship Bridge Border (Nong Khai) - - 263,895 221,555 6,205 365 50,370 116,800 320,470 338,720 - - 441,285 377,045 2,190 2,555 17,155 49,275 460,630 428,875 from Survey
6 Bueng Kan Border - - 1,095 1,460 - - 2,555 2,190 3,650 3,650 - - 2,555 2,555 - - - - 2,555 2,555 from Survey
7 3rd Thai-Laos Friendship Bridge Border (Nakhon Phanom) - - 23,725 30,295 - - 96,360 89,425 120,085 119,720 - - 56,210 54,750 - - 22,995 34,675 79,205 89,425 from Survey
8 2nd Thai-Laos Friendship Bridge Border (Mukdahan) - - 41,975 48,910 4,745 2,920 36,865 44,165 83,585 95,995 - - 162,425 165,345 9,855 7,665 2,920 1,460 175,200 174,470 from Survey
9 Ban Pak Saeng Border (Khemarat) - - - - - - 7,529 7,529 7,529 7,529 - - - - - - - - - - from customs
10 Chong Mek Border - - 27,740 50,005 730 - 33,945 51,100 62,415 101,105 - - 39,055 26,645 365 - 1,095 730 40,515 27,375 from Survey
11 Phu Doo Border - - 1,825 1,825 - - 5,110 5,110 6,935 6,935 - - - - - - - - - - from customs and Survey
1 Chong Sangam Border 20 3 356 380 - - 1,393 3,267 1,769 3,650 14 3 1,389 1,539 - - - - 1,403 1,542 from customs
2 Chong Chom Border 7,665 2,555 57,305 62,050 - - 1,825 5,840 66,795 70,445 253,675 237,250 142,350 100,010 - - 365 730 396,390 337,990 from Survey
3 Aranya Prathet Border 50,370 60,955 85,410 87,600 365 - 88,695 128,115 224,840 276,670 468,660 385,440 170,455 170,455 - - - - 639,115 555,895 from Survey
4 Ban Laem border (Chanthaburi) 27 40 85 67 - - 253 138 365 245 29 30 1,792 1,920 - - - - 1,821 1,950
5 Ban Pakkard Border (Chanthaburi) 53 40 215 233 - - 507 622 775 895 12 11 784 656 - - - - 796 667
6 Ban Had lek Border (Klong Yai) 1,825 9,125 41,610 35,770 - 365 10,950 19,345 54,385 64,605 3,650 1,460 15,695 8,760 - - 3,285 730 22,630 10,950 from Survey
Note
from customs and Survey
THAI - MYANMAR
THAI - LAOS
THAI - CAMBODIA
Total
THAI - MALAYSIA
No. Border Crossing Points
Thai nationality non-Thai nationality
Motorcycle 4 axles vehicles Bus Truck Total Motorcycle 4 axles vehicles Bus Truck
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE003 3-6 TEAM/Strategy 1/DR
3.2.2 Origin-Destination Survey (O-D Survey)
The behavior of 4 axles cars and more than 6 axles trucks were analyzed in order
at 16 borders from survey location to recognize the trips behavior of Thai national and other
national which enter and depart the kingdom. The result especially analyze the average
volume of trip in Thailand.
1.) Average trip volume of Thai national vehicle
All of vehicle types enter and depart the kingdom by 16 borders from survey
location. Average distance in the kingdom approximately 95.6 kilometers per vehicle that
separate to 4 axles vehicles approximately 82.4 kilometers per vehicle and more than 6
axles vehicles approximately 124.6 kilometers per vehicle.
The result of inbound and outbound the Thailand kingdom and neighboring
countries trips are
4 axles vehicles, The most average trips volume is trip crossing
between Thailand and Laos. In addition, The average trips volume
of Cambodia, Myanmar, and Malaysia is 149.3, 112.9, 94.4 and 41.2
respectively.
More than 6 axles vehicles, The most trips in order to transport freight
is trip crossing between Thailand and Myanmar. In addition,
The average trips volume of Laos, Cambodia and Malaysia is 236.2,
142.6, 71.5 and 43.0 respectively.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE003 3-7 TEAM/Strategy 1/DR
Figure 3.2.2-1: Survey results from border crossing points
4-wheel drive vehicle (Thai vehicle)
Figure 3.2.2-2: Survey results from border crossing points
More than 6 axles vehicles (Thai vehicle)
Mae Sai border
Mae Sai district
Nong Khai border
Nong Khai district
Mae Sai border
BKKBan Phunamron Border
Kanchanaburi District
Mae Sot borderMueang Tak District
Nakhon Sawan Province
Mukdahan border
Mueang Mukdahan border
Chong Mek border
Mueang U-bon District
Chong Chom borderMueang SurinDistrict
Klong Yai border
Mueang Chanthaburi
Traffic Volume (veh/day)Mueang Songkhla
Sadao border
Mae Sot borderMueang Tak District
Nakhon Sawan Province
BKK
Nong Khai border
Nong Khai district
MueangNakhonratchasima
Mueang Chanthaburi
Mueang Chonburi
Aranya Prathet BorderChong Chom border
Mueang SurinChong Mek border
Mueang U-bon
Mukdahan borderMueang Mukdahan
Nakhon Phanom
Traffic Volume (veh/day)
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE003 3-8 TEAM/Strategy 1/DR
2.) Average trip volume of non-Thai national vehicle
All of vehicle types enter and depart the kingdom by 16 borders from survey
location. Average distance in the kingdom approximately 35.1 kilometers per vehicle that
separate to 4 axles vehicles approximately 34.9 kilometers per vehicle and more than 6
axles vehicles approximately 37.0 kilometers per vehicle.
The result of entry and departure the Thailand kingdom and neighboring
countries trips are
4 axles vehicles, The most average trips volume is trip crossing between
Thailand and Laos. In addition, The average trips volume of Cambodia,
Malaysia, and Myanmar is 44.6, 41.0, 39.4 and 12.3 respectively.
More than 6 axles vehicles, The most trips in order to transport freight
is trip crossing between Thailand and Cambodia. In addition,
The average trips volume of Malaysia, Laos and Myanmar is 77.1, 39.4,
36.1 and 18.0 respectively.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE003 3-9 TEAM/Strategy 1/DR
Figure 3.2.2-3: Survey results from border crossing points
4-wheel drive vehicle (non-Thai vehicle)
Figure 3.2.2-4: Survey results from border crossing points
More than 6 axles vehicles (non-Thai vehicle)
Mae Sot borderMueang Tak District
Mae Sai border
Mae Sai district
Thali border
Mueang Loei
Nong Khai border
Mueang Khon Kaen
Mukdahan border
Mueang Mukdahan
Chong Mek border
Mueang U-bon District
Chong Chom border
Mueang Surin
Aranya Prathet Border
Mueang Sakaew
BKK
Mueang Songkhla
Sadao border
Traffic Volume (veh/day)
Mae Sai border
Mae Sai district
Mae Sot borderMae Sot District
Thali border
Thali District
Nong Khai border
Nong Khai District
BKK
Mueang Songkhla
Sadao border
Mueang Satun Traffic Volume (veh/day)
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE003 3-10 TEAM/Strategy 1/DR
To calculate the estimate total toll roads, it is necessary to consider the traffic
volume of 4-wheel foreign vehicle through 28 border checkpoints (as mentioned in Chapter 6).
So, other border checkpoints do not survey the distance traveled, Consultants have used
the travel information of the border checkpoint on the left side or a travel behavior are
similar include:
1) Sungai Go lok border, Betong border, Wang Prachan border, and Buketa border
used the average travel distance of the Sadao border is 40 kilometers.
2) Ban kok Pai border, Ban Pak Saeng border, and Phu Doo border perform
an average distance trip survey. The average distance traveled is 0 kilometers
(meaning is no traffic for 4-wheel foreign vehicles).
3) Chong Sangam border used the average travel distance of the Chong Chom border
is 52 kilometers.
4) Ban Laem border and Ban Pakkard border used the average travel distance
of the Ban Had lek border is 84 kilometers.
It can summarize the average travel distance of 4-wheel foreign vehicle of 28
border checkpoints as shown in Table 3.2.2-1.
Table 3.2.2-1 : summarizes the average distance traveled of 4-wheel foreign vehicle
of 28 fixed points
Number of
Border Checkpoint List of Border Checkpoint
4-wheel
foreign vehicle
(Kilometers)
THAI - MALAYSIA 40
1 Sadao Border 40
2 Padang Basar Border 39
3 Ban Prakob Border 40
4 Sungai Go lok Border 40
5 Betong Border 40
6 Wang Prachan Border 40
7 Buketa Border 40
THAI - MYANMAR 13
1 1st Sai River Bridge Border 7
2 2nd Sai River Bridge Border N/A
3 Ban Rim Moei Border (Mae Sot) 18
4 Ban Phunamron Border N/A
THAI - LAOS 53
1 4th Thai-Laos Friendship Bridge Border (Chaing Khong) 46
2 Ban Huai Kon Border (Thung Chang) 79
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE003 3-11 TEAM/Strategy 1/DR
Number of
Border Checkpoint List of Border Checkpoint
4-wheel
foreign vehicle
(Kilometers)
3 Mae Nam Hueang Friendship Bridge Border (Thali) 56
4 Ban Kok Pai Border N/A
5 1st Thai-Laos Friendship Bridge Border (Nong Khai) 42
6 Bueng Kan Border 5
7 3rd Thai-Laos Friendship Bridge Border (Nakhon Phanom) 17
8 2nd Thai-Laos Friendship Bridge Border (Mukdahan) 39
9 Ban Pak Saeng Border (Khemarat) N/A
10 Chong Mek Border 137
11 Phu Doo Border N/A
THAI - CAMBODIA 64
1 Chong Sangam Border 52
2 Chong Chom Border 52
3 Aranya Prathet Border 30
4 Ban Laem border (Chanthaburi) 84
5 Ban Pakkard Border (Chanthaburi) 84
6 Ban Had lek Border (Klong Yai) 84
Note: N/A means no traffic volume of 4-wheel vehicle foreign.
3.3 FORECASTING TRAFFIC AND TRANSPORTATION IN THE FUTURE
Domestic trips and freight transit are considered to change mode of entry and
departure. Apart from trips and road freight transit such as rail freight transit. Railway
network is available only two checkpoints which are
1. Padang Besar border (Songkhla province) currently is able to serve
passengers and freight transit.
2. First Thai-Lao Friendship Bridge (Nongkhai) currently is able to serve only
passengers.
The result of origin-destination survey for trips and freight transit by as
mentioned two border checkpoints are trips around checkpoints areas only especially
non-Thai national vehicles. The trip for passengers have average distance approximately
40 kilometer and freights have average distance approximately 10-80 kilometer. Although
railway network will be developed, the behavior will not be changed altogether. Because
of the behavior of trips around checkpoints areas only. Thus, the study will mainly mention
on trips behavior on road network.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE003 3-12 TEAM/Strategy 1/DR
Forecasting model of traffic volume entry and departure border is separated
to 2 parts
1) Freight transit entry and departure border model (In order to consider
trend of freight trucks volume) Volume of goods and weight will not be considered
to forecast freight truck transit because of discrepancy from transit technology and
changing goods. The study consider the value of border commerce (proxy) as goods volume
and weight.
2) Passengers entry and departure border model (In order to consider trend
of 4 axles cars, motorcycle and public buses volume) The volume of people crossing border
by checkpoints will be considered instead of vehicle volume passing checkpoints which is
collected by customs because of more complete people data than vehicle.
The result of commerce and crossing border trips value forecasting
The result of commerce and crossing border trips value forecasting is displayed
in the table 3.3-1 in order to forecast trips generation of personal vehicles and public
vehicles and freight truck transit by commerce growth value and trip of people.
As a result, in 20 1 7 -2022 grow extremely because of ASEAN community including
modifying regulation and infrastructure. The import value increase approximately
8-10 percent per year. In addition, the export value increase approximately 5-7 percent per
year. However, growth rate decrease continuously from 2022 to 2037 and the trend of
people trip crossing border is the same as commerce value but the growth rate less than
commerce. The growth rate of year from 2017-2022 is 5-8 percent but decrease
continuously until 2037
Table 3.3-1: Result of commerce and crossing border trips value forecasting of people
Detail Countries Year
2017 2022 2027 2032 2037
Value of import by
border
(Billion Baht)
Malaysia 252.53 371.62 495.72 656.25 867.78
Myanmar 134.75 204.81 289.81 414.01 596.96
Laos 57.70 93.39 123.48 153.96 184.12
Cambodia 14.14 22.11 28.82 35.62 42.35
Value of export by
border
(Billion Baht)
Malaysia 250.34 317.61 395.20 484.76 588.20
Myanmar 119.52 159.41 200.60 243.13 287.05
Laos 152.00 209.46 272.59 341.95 418.15
Cambodia 119.73 168.94 221.96 279.07 340.60
Value of people trips
depart border
(Thousand people)
Malaysia 4,723.89 6,219.11 7,845.79 9,615.50 11,540.80
Myanmar 1,069.80 1,515.82 1,976.37 2,451.92 2,942.97
Laos 3,523.16 4,681.07 5,953.20 7,350.81 8,886.30
Cambodia 4,038.13 5,422.02 6,912.81 8,518.77 10,248.79
Value of people trips
entry border
(Thousand people)
Malaysia 4,753.29 6,241.89 7,861.38 9,623.25 11,540.04
Myanmar 827.45 1,221.48 1,628.34 2,048.45 2,482.26
Laos 3,400.96 4,474.43 5,653.79 6,949.48 8,372.98
Cambodia 3,941.40 5,277.29 6,716.38 8,266.64 9,936.66
Source : Consultant’s process, 2560
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE003 3-13 TEAM/Strategy 1/DR
As a result of commerce and crossing border trips value forecasting of people
in the table 3.3-1 is considered to forecast the traffic volume crossing border in the future by.
Growth rate of people entry trips at the border are considered to forecast trips
volume by personal vehicle such as motorbike, car and bus. Traffic volume
base on current year 2560.
Growth rate of commerce border value are considered to forecast freight
trucks volume by more than 6 axles trucks. Traffic volume base on current
year 2560.
The result of entry and departure traffic volume forecasting at border between
Thailand and neighboring countries is display in the table 3.3-2 to 3.3-5 which display
volume of trip by motorcycle, car, bus and freight truck transit crossing border.
As a result of traffic volume forecast in the future is able to calculate cost of
vehicles usage in each types including cost of spare parts Vehicle fittings along with
determination of appropriate toll the will be presented in chapter 6.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE003 3-14 TEAM/Strategy 1/DR
Table 3.3-2 Traffic forecast of inbound and outbound at the Thai border crossing points in 2022 (trip/year)
(Units: trip/year)
No. Border Crossing Points
Thai nationality non-Thai nationality
Motorcycle 4 axles vehicles Bus Truck Total Motorcycle 4 axles vehicles Bus Truck Total
inbound outbound inbound outbound inbound inbound outbound inbound outbound inbound inbound outbound inbound outbound inbound outbound inbound outbound inbound outbound
THAI - MALAYSIA
1 Sadao Border 311,550 438,725 394,950 421,906 479 2,883 155,766 164,852 862,746 1,028,366 80,524 119,652 350,374 450,258 10,545 28,832 53,175 35,193 494,618 633,935
2 Padang Basar Border 616,870 602,586 775,042 668,899 - 481 82,180 82,426 1,474,092 1,354,392 170,634 120,613 273,685 318,112 479 5,766 33,839 27,784 478,637 472,275
3 Ban Prakob Border - 3 1 - - - 940 1,647 942 1,649 1,157 715 15,298 12,561 181 87 440 379 17,077 13,742
4 Sungai Go lok Border 1 - 7 7 - - - - 8 7 2,471 2,333 56,594 57,612 125 122 - - 59,190 60,068
5 Betong Border - - - - - - 207 194 207 194 6,964 6,926 59,068 58,621 1,114 1,106 5,136 4,428 72,281 71,081
6 Wang Prachan Border - - 7,396 7,415 - - - - 7,396 7,415 5,535 3,304 24,522 20,373 225 137 - - 30,282 23,815
7 Buketa Border - - - - - - 50 43 50 43 297 158 3,125 2,870 3 1 47 41 3,472 3,070
THAI - MYANMAR
1 1st Sai River Bridge Border 73,817 105,504 274,254 246,176 - - - - 348,071 351,680 812,526 634,575 376,628 365,126 - - - - 1,189,154 999,702
2 2nd Sai River Bridge Border - - - - - - 39,388 31,644 39,388 31,644 - - - - - - - - - -
3 Ban Rim Moei Border (Mae Sot) - - 54,420 73,956 - - 141,465 172,824 195,885 246,780 - 517 355,076 322,718 - - 14,979 13,144 370,055 336,379
4 Ban Phunamron Border 21,014 24,824 73,817 56,889 - - 3,883 2,921 98,714 84,635 - - - - - - - - - -
THAI - LAOS
1 4th Thai-Laos Friendship Bridge Border (Chaing Khong) - - 13,446 10,669 480 970 63,804 51,305 77,730 62,944 - - 15,367 16,489 480 970 - - 15,847 17,459
2 Ban Huai Kon Border (Thung Chang) - - 25,451 24,733 - - 5,317 8,048 30,768 32,781 - - 3,361 3,395 - - - - 3,361 3,395
3 Mae Nam Hueang Friendship Bridge Border (Thali) - - 11,045 25,218 - - 38,401 27,161 49,445 52,379 - 3,395 51,862 51,406 - 485 18,314 11,569 70,177 66,854
4 Ban Kok Pai Border - - - - - - 379 322 379 322 - - - - - - 5,958 5,073 5,958 5,073
5 1st Thai-Laos Friendship Bridge Border (Nong Khai) - - 347,190 294,370 8,164 485 81,528 160,957 436,881 455,812 - - 580,570 500,963 2,881 3,395 27,767 67,904 611,218 572,262
6 Bueng Kan Border - - 1,441 1,940 - - 4,135 3,018 5,576 4,958 - - 3,361 3,395 - - - - 3,361 3,395
7 3rd Thai-Laos Friendship Bridge Border (Nakhon Phanom) - - 31,213 40,252 - - 155,966 123,233 187,179 163,484 - - 73,952 72,744 - - 37,219 47,784 111,171 120,528
8 2nd Thai-Laos Friendship Bridge Border (Mukdahan) - - 55,224 64,985 6,243 3,880 59,669 60,862 121,135 129,726 - - 213,692 219,687 12,966 10,184 4,726 2,012 231,384 231,883
9 Ban Pak Saeng Border (Khemarat) - - - - - - 12,186 10,375 12,186 10,375 - - - - - - - - - -
10 Chong Mek Border - - 36,496 66,439 960 - 54,943 70,419 92,399 136,858 - - 51,382 35,402 480 - 1,772 1,006 53,635 36,408
11 Phu Doo Border - - 2,401 2,425 - - 8,271 7,042 10,672 9,467 - - - - - - - - - -
THAI - CAMBODIA
1 Chong Sangam Border 27 4 477 510 - - 2,177 4,610 2,681 5,124 19 4 1,860 2,066 - - - - 1,879 2,070
2 Chong Chom Border 10,263 3,431 76,728 83,315 - - 2,853 8,241 89,843 94,986 339,655 318,557 190,598 134,284 - - 571 1,030 530,824 453,871
3 Aranya Prathet Border 67,442 81,845 114,359 117,621 489 - 138,636 180,778 320,926 380,244 627,507 517,533 228,229 228,871 - - - - 855,736 746,404
4 Ban Laem Border (Chanthaburi) 36 54 114 90 - - 396 195 545 338 38 40 2,399 2,578 - - - - 2,438 2,619
5 Ban Pakkard Border (Chanthaburi) 71 54 288 313 - - 792 877 1,152 1,244 17 15 1,050 880 - - - - 1,066 895
6 Ban Had lek Border (Klong Yai) 2,444 12,252 55,713 48,029 - 490 17,116 27,297 75,272 88,068 4,887 1,960 21,015 11,762 - - 5,135 1,030 31,036 14,753
Source: Processed by consultants.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE003 3-15 TEAM/Strategy 1/DR
Table 3.3-3: Traffic forecast of inbound and outbound at the Thai border crossing points in 2027 (trip/year) (Units: trip/year)
No. Border Crossing Points
Thai nationality non-Thai nationality
Motorcycle 4 axles vehicles Bus Truck Total Motorcycle 4 axles vehicles Bus Truck Total
inbound outbound inbound outbound inbound outbound inbound outbound inbound outbound inbound outbound inbound outbound inbound outbound inbound outbound inbound outbound
THAI - MALAYSIA
1 Sadao Border 392,384 553,479 497,422 532,261 604 3,637 207,784 205,126 1,098,193 1,294,503 101,416 150,949 441,281 568,028 13,281 36,373 70,933 43,791 626,911 799,141
2 Padang Basar Border 776,920 760,200 976,130 843,858 - 606 109,624 102,563 1,862,673 1,707,227 214,905 152,161 344,694 401,318 604 7,275 45,139 34,572 605,342 595,325
3 Ban Prakob Border - 3 2 - - - 1,254 2,049 1,256 2,052 1,457 902 19,268 15,846 228 110 587 472 21,540 17,330
4 Sungai Go lok Border 2 - 8 8 - - - - 10 8 3,113 2,943 71,277 72,682 157 154 - - 74,547 75,779
5 Betong Border - - - - - - 277 242 277 242 8,771 8,738 74,393 73,954 1,402 1,395 6,851 5,509 91,417 89,596
6 Wang Prachan Border - - 9,315 9,354 - - - - 9,315 9,354 6,971 4,169 30,885 25,702 283 173 - - 38,139 30,044
7 Buketa Border - - - - - - 67 54 67 54 374 199 3,936 3,621 3 2 63 51 4,376 3,872
THAI - MYANMAR
1 1st Sai River Bridge Border 98,405 137,559 365,606 320,971 - - - - 464,011 458,531 1,083,170 827,378 502,080 476,063 - - - - 1,585,250 1,303,441
2 2nd Sai River Bridge Border - - - - - - 55,734 39,821 55,734 39,821 - - - - - - - - - -
3 Ban Rim Moei Border (Mae Sot) - - 72,547 96,426 - - 200,172 217,482 272,718 313,908 - 674 473,348 420,769 - - 21,195 16,541 494,543 437,985
4 Ban Phunamron Border 28,013 32,367 98,405 74,174 - - 5,495 3,676 131,913 110,217 - - - - - - - - - -
THAI - LAOS
1 4th Thai-Laos Friendship Bridge Border (Chaing Khong) - - 16,990 13,569 607 1,234 84,361 66,768 101,957 81,571 - - 19,417 20,970 607 1,234 - - 20,024 22,203
2 Ban Huai Kon Border (Thung Chang) - - 32,159 31,454 - - 7,030 10,473 39,189 41,928 - - 4,247 4,317 - - - - 4,247 4,317
3 Mae Nam Hueang Friendship Bridge Border (Thali) - - 13,956 32,071 - - 50,773 35,348 64,728 67,419 - 4,317 65,532 65,376 - 617 24,215 15,056 89,747 85,365
4 Ban Kok Pai Border - - - - - - 501 420 501 420 - - - - - - 7,878 6,602 7,878 6,602
5 1st Thai-Laos Friendship Bridge Border (Nong Khai) - - 438,701 374,369 10,315 617 107,794 209,470 556,810 584,455 - - 733,595 637,105 3,641 4,317 36,712 88,370 773,949 729,792
6 Bueng Kan Border - - 1,820 2,467 - - 5,468 3,928 7,288 6,395 - - 4,247 4,317 - - - - 4,247 4,317
7 3rd Thai-Laos Friendship Bridge Border (Nakhon Phanom) - - 39,441 51,190 - - 206,215 160,375 245,655 211,566 - - 93,444 92,513 - - 49,210 62,186 142,654 154,699
8 2nd Thai-Laos Friendship Bridge Border (Mukdahan) - - 69,780 82,645 7,888 4,934 78,893 79,206 156,560 166,785 - - 270,017 279,389 16,383 12,952 6,249 2,618 292,648 294,959
9 Ban Pak Saeng Border (Khemarat) - - - - - - 16,112 13,503 16,112 13,503 - - - - - - - - - -
10 Chong Mek Border - - 46,115 84,495 1,214 - 72,644 91,643 119,973 176,138 - - 64,925 45,023 607 - 2,343 1,309 67,875 46,332
11 Phu Doo Border - - 3,034 3,084 - - 10,936 9,164 13,970 12,248 - - - - - - - - - -
THAI - CAMBODIA
1 Chong Sangam Border 34 5 607 651 - - 2,839 6,057 3,479 6,712 24 5 2,367 2,635 - - - - 2,391 2,640
2 Chong Chom Border 13,062 4,374 97,651 106,223 - - 3,719 10,827 114,432 121,423 432,278 406,145 242,573 171,206 - - 744 1,353 675,595 578,704
3 Aranya Prathet Border 85,834 104,348 145,544 149,961 622 - 180,737 237,510 412,737 491,819 798,625 659,829 290,466 291,800 - - - - 1,089,091 951,629
4 Ban Laem Border (Chanthaburi) 45 68 144 114 - - 516 256 706 439 49 52 3,054 3,287 - - - - 3,102 3,339
5 Ban Pakkard Border (Chanthaburi) 91 68 367 399 - - 1,032 1,153 1,490 1,621 21 19 1,336 1,122 - - - - 1,357 1,141
6 Ban Had lek Border (Klong Yai) 3,110 15,621 70,906 61,234 - 625 22,313 35,863 96,329 113,343 6,220 2,499 26,745 14,996 - - 6,694 1,353 39,659 18,849
Source: Processed by consultants.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE003 3-16 TEAM/Strategy 1/DR
Table 3.3-4: Traffic forecast of inbound and outbound at the Thai border crossing points in 2032 (trip/year) (Units: trip/year)
No. Border Crossing Points
Thai nationality non-Thai nationality
Motorcycle 4 axles vehicles Bus Truck Total Motorcycle 4 axles vehicles Bus Truck Total
inbound outbound inbound outbound inbound outbound inbound outbound inbound outbound inbound outbound inbound outbound inbound outbound inbound outbound inbound outbound
THAI - MALAYSIA
1 Sadao Border 480,324 678,322 608,903 652,319 739 4,458 275,070 251,613 1,365,036 1,586,712 124,145 184,997 540,179 696,153 16,257 44,578 93,903 53,715 774,485 979,443
2 Padang Basar Border 951,041 931,671 1,194,898 1,034,200 - 743 145,123 125,807 2,291,062 2,092,421 263,070 186,483 421,946 491,839 739 8,916 59,757 42,407 745,511 729,644
3 Ban Prakob Border - 4 2 - - - 1,661 2,513 1,663 2,517 1,784 1,105 23,586 19,421 279 134 777 579 26,426 21,239
4 Sungai Go lok Border 2 - 10 10 - - - - 12 10 3,810 3,607 87,252 89,076 192 189 - - 91,254 92,872
5 Betong Border - - - - - - 366 296 366 296 10,736 10,709 91,066 90,635 1,717 1,710 9,069 6,758 112,589 109,812
6 Wang Prachan Border - - 11,402 11,464 - - - - 11,402 11,464 8,533 5,109 37,806 31,499 346 212 - - 46,686 36,820
7 Buketa Border - - - - - - 88 66 88 66 458 244 4,818 4,437 4 2 83 62 5,363 4,746
THAI - MYANMAR
1 1st Sai River Bridge Border 123,793 170,659 459,933 398,204 - - - - 583,727 568,862 1,362,631 1,026,462 631,617 590,613 - - - - 1,994,249 1,617,075
2 2nd Sai River Bridge Border - - - - - - 79,620 48,264 79,620 48,264 - - - - - - - - - -
3 Ban Rim Moei Border (Mae Sot) - - 91,264 119,628 - - 285,959 263,595 377,222 383,223 - 837 595,473 522,015 - - 30,278 20,048 625,751 542,900
4 Ban Phunamron Border 35,240 40,155 123,793 92,022 - - 7,850 4,455 166,884 136,632 - - - - - - - - - -
THAI - LAOS
1 4th Thai-Laos Friendship Bridge Border (Chaing Khong) - - 20,883 16,754 746 1,523 105,178 83,757 126,807 102,034 - - 23,867 25,893 746 1,523 - - 24,613 27,416
2 Ban Huai Kon Border (Thung Chang) - - 39,529 38,839 - - 8,765 13,138 48,294 51,977 - - 5,221 5,331 - - - - 5,221 5,331
3 Mae Nam Hueang Friendship Bridge Border (Thali) - - 17,154 39,600 - - 63,302 44,342 80,456 83,942 - 5,331 80,550 80,724 - 762 30,190 18,886 110,740 105,703
4 Ban Kok Pai Border - - - - - - 624 526 624 526 - - - - - - 9,821 8,281 9,821 8,281
5 1st Thai-Laos Friendship Bridge Border (Nong Khai) - - 539,239 462,258 12,679 762 134,394 262,768 686,312 725,787 - - 901,715 786,676 4,475 5,331 45,772 110,855 951,962 902,862
6 Bueng Kan Border - - 2,238 3,046 - - 6,817 4,927 9,055 7,973 - - 5,221 5,331 - - - - 5,221 5,331
7 3rd Thai-Laos Friendship Bridge Border (Nakhon Phanom) - - 48,479 63,208 - - 257,102 201,182 305,581 264,390 - - 114,859 114,232 - - 61,354 78,009 176,212 192,241
8 2nd Thai-Laos Friendship Bridge Border (Mukdahan) - - 85,771 102,047 9,696 6,092 98,361 99,359 193,828 207,499 - - 331,897 344,980 20,138 15,992 7,791 3,285 359,825 364,257
9 Ban Pak Saeng Border (Khemarat) - - - - - - 20,088 16,938 20,088 16,938 - - - - - - - - - -
10 Chong Mek Border - - 56,684 104,332 1,492 - 90,570 114,961 148,745 219,293 - - 79,804 55,593 746 - 2,922 1,642 83,472 57,235
11 Phu Doo Border - - 3,729 3,808 - - 13,634 11,496 17,363 15,304 - - - - - - - -
THAI - CAMBODIA
1 Chong Sangam Border 42 6 747 802 - - 3,508 7,615 4,297 8,423 29 6 2,913 3,247 - - - - 2,943 3,253
2 Chong Chom Border 16,076 5,390 120,191 130,900 - - 4,596 13,612 140,864 149,902 532,055 500,499 298,563 210,980 - - 919 1,702 831,538 713,180
3 Aranya Prathet Border 105,645 128,590 179,138 184,800 766 - 223,373 298,624 508,922 612,013 982,962 813,118 357,510 359,589 - - - - 1,340,473 1,172,708
4 Ban Laem Border (Chanthaburi) 56 84 178 141 - - 638 322 872 547 60 64 3,759 4,051 - - - - 3,818 4,115
5 Ban Pakkard Border (Chanthaburi) 112 84 451 492 - - 1,276 1,449 1,839 2,026 26 23 1,644 1,383 - - - - 1,670 1,406
6 Ban Had lek Border (Klong Yai) 3,828 19,250 87,272 75,460 - 770 27,577 45,091 118,677 140,571 7,655 3,080 32,919 18,480 - - 8,273 1,702 48,847 23,262
Source: Processed by consultants.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE003 3-17 TEAM/Strategy 1/DR
Table 3.3-5: Traffic forecast of inbound and outbound at the Thai border crossing points in 2037 (trip/year) (Units: trip/year)
No. Border Crossing Points
Thai nationality non-Thai nationality
Motorcycle 4 axles vehicles Bus Truck Total Motorcycle 4 axles vehicles Bus Truck Total
inbound outbound inbound outbound inbound outbound inbound outbound inbound outbound inbound outbound inbound outbound inbound outbound inbound outbound inbound outbound
THAI - MALAYSIA
1 Sadao Border 575,996 814,142 730,185 782,932 886 5,350 363,734 305,304 1,670,801 1,907,728 148,873 222,039 647,774 835,543 19,495 53,503 124,171 65,177 940,313 1,176,263
2 Padang Basar Border 1,140,472 1,118,219 1,432,900 1,241,277 - 892 191,901 152,652 2,765,273 2,513,040 315,468 223,822 505,990 590,320 886 10,701 79,018 51,456 901,363 876,298
3 Ban Prakob Border - 5 2 - - - 2,196 3,050 2,198 3,055 2,139 1,327 28,284 23,309 335 161 1,027 703 31,785 25,500
4 Sungai Go lok Border 2 - 12 12 - - - - 15 12 4,569 4,329 104,631 106,911 231 227 - - 109,431 111,468
5 Betong Border - - - - - - 485 359 485 359 12,875 12,853 109,205 108,783 2,059 2,052 11,993 8,200 136,131 131,888
6 Wang Prachan Border - - 13,673 13,759 - - - - 13,673 13,759 10,233 6,132 45,337 37,807 415 254 - - 55,985 44,193
7 Buketa Border - - - - - - 117 80 117 80 549 293 5,778 5,326 5 2 110 75 6,442 5,697
THAI - MYANMAR
1 1st Sai River Bridge Border 150,009 204,836 557,333 477,952 - - - - 707,343 682,788 1,651,196 1,232,031 765,375 708,895 - - - - 2,416,572 1,940,926
2 2nd Sai River Bridge Border - - - - - - 114,803 56,982 114,803 56,982 - - - - - - - - - -
3 Ban Rim Moei Border (Mae Sot) - - 110,591 143,586 - - 412,322 311,210 522,913 454,796 - 1,004 721,577 626,559 - - 43,658 23,669 765,235 651,232
4 Ban Phunamron Border 42,703 48,197 150,009 110,451 - - 11,319 5,260 204,031 163,908 - - - - - - - - - -
THAI - LAOS
1 4th Thai-Laos Friendship Bridge Border (Chaing Khong) - - 25,161 20,254 899 1,841 125,785 102,422 151,845 124,517 - - 28,756 31,301 899 1,841 - - 29,654 33,142
2 Ban Huai Kon Border (Thung Chang) - - 47,626 46,952 - - 10,482 16,066 58,108 63,018 - - 6,290 6,444 - - - - 6,290 6,444
3 Mae Nam Hueang Friendship Bridge Border (Thali) - - 20,668 47,872 - - 75,704 54,223 96,372 102,096 - 6,444 97,050 97,586 - 921 36,105 23,095 133,155 128,046
4 Ban Kok Pai Border - - - - - - 747 644 747 644 - - - - - - 11,746 10,127 11,746 10,127
5 1st Thai-Laos Friendship Bridge Border (Nong Khai) - - 649,695 558,817 15,276 921 160,726 321,324 825,697 881,062 - - 1,086,419 951,002 5,392 6,444 54,740 135,558 1,146,551 1,093,005
6 Bueng Kan Border - - 2,696 3,682 - - 8,153 6,025 10,849 9,707 - - 6,290 6,444 - - - - 6,290 6,444
7 3rd Thai-Laos Friendship Bridge Border (Nakhon Phanom) - - 58,410 76,412 - - 307,475 246,013 365,885 322,425 - - 138,386 138,093 - - 73,375 95,393 211,761 233,486
8 2nd Thai-Laos Friendship Bridge Border (Mukdahan) - - 103,340 123,363 11,682 7,365 117,633 121,501 232,655 252,229 - - 399,881 417,042 24,262 19,333 9,317 4,017 433,461 440,391
9 Ban Pak Saeng Border (Khemarat) - - - - - - 24,024 20,713 24,024 20,713 - - - - - - - - - -
10 Chong Mek Border - - 68,294 126,125 1,797 - 108,315 140,579 178,407 266,704 - - 96,151 67,205 899 - 3,494 2,008 100,544 69,214
11 Phu Doo Border - - 4,493 4,603 - - 16,306 14,058 20,799 18,661 - - - - - - - - - -
THAI - CAMBODIA
1 Chong Sangam Border 50 8 898 964 - - 4,171 9,294 5,119 10,266 35 8 3,502 3,906 - - - - 3,537 3,914
2 Chong Chom Border 19,324 6,485 144,472 157,483 - - 5,465 16,613 169,261 180,581 639,540 602,142 358,879 253,826 - - 1,093 2,077 999,512 858,045
3 Aranya Prathet Border 126,988 154,704 215,327 222,329 920 - 265,579 364,458 608,815 741,492 1,181,539 978,249 429,734 432,616 - - - - 1,611,274 1,410,865
4 Ban Laem Border (Chanthaburi) 67 102 214 169 - - 759 393 1,040 664 72 76 4,518 4,874 - - - - 4,590 4,950
5 Ban Pakkard Border (Chanthaburi) 134 102 543 592 - - 1,517 1,769 2,194 2,463 31 28 1,977 1,664 - - - - 2,008 1,692
6 Ban Had lek Border (Klong Yai) 4,601 23,159 104,903 90,784 - 926 32,788 55,032 142,292 169,902 9,202 3,705 39,569 22,233 - - 9,836 2,077 58,607 28,015
Source: Processed by consultants.
CChhaapptteerr 44
CCAASSEE SSTTUUDDIIEESS OONN CCRROOSSSS BBOORRDDEERR
TTOOLLLL CCOOLLLLEECCTTIIOONN SSYYSSTTEEMMSS
PPV/TR_G/RE6001/P04400/RE004 4-1 TEAM/Strategy 1/DR
CHAPTER 4
CASE STUDIES ON CROSS BORDER
TOLL COLLECTION SYSTEMS
Consultant team investigates the Cross Border Toll Collection System in five
key countries, which includes Malaysia, Singapore, Canada, Mexico, and EU countries.
Table 4-1 is a summary of the Cross Border Toll CollectionSystem in these five
countries. Table 4-2 is an Analysis of Characteristic and Key Observation in each Case
Study. This analysis will be used in developing a system for Thailand’s Cross Border
Toll Collection System, the details are as follows:
4.1 CROSS BORDER TOLL COLLECTIONSYSTEM IN MALAYSIA
The Vehicle Enter Permit (VEP) system of Malaysia developed on the purpose
to improve the security and safety of traveling across the border and controlling vehicles
that travel into Malaysia, The VEP system records entry and departure of all foreign cars
into the system. In addition, the system records traffic laws that have been violated, and
personal information about the driver and the car into the archives at the Road Transport
Department: JPJ. While the implementation of Road Charge (RC) aimed to reduce traffic
around the border, from private vehicles traveling in and out of Malaysia and Singapore
multiple times per day, However, vehicles used for commercial purposes are exempted
from this charge, so that people traveling by public transport do not have extra expenses.
Currently in Malaysia, VEP and RC is collected at both the Bangunan Sultan Iskandar
(BSI) checkpoint, which connects with the Woodland checkpoint in Singapore and
the Sultan Abu Bakar CIQ Complex (Malaysia-Singapore Second Link) checkpoint,
which connects with the Taus Check point in Singapore. RC is only collected from
personal vehicles.
4.2 CROSS BORDER TOLL COLLECTION SYSTEM IN SINGAPORE
There are 2 border crossing points to travel between Malaysia and Singapore.
The first point, Johor-Singapore Causeway, is at the Jahor Bahru checkpoint in Malaysia
and the Woodlands checkpoint in Singapore. The second point, Malaysia-Singapore
Second Link, passes through the Sultan Abu Bakar checkpoint in Malaysia and the Tuas
checkpoint in Singapore. Singapore officials have been collecting VEP since 1973
as a policy to restrict and control the amount of vehicles entering the country. This is
done by collecting a fee, at the same rate for all vehicles. Subsequently, after Malaysia
started collecting a fee for vehicles traveling from Singapore on November 1st, 2016,
Singapore started collecting a Reciprocal Road Charge (RRC) for all vehicles that were
registered in a foreign country traveling through Taus and Woodlands Check point
to Singapore. This RRC initiative has started since February 15th, 2017.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE004 4-2 TEAM/Strategy 1/DR
4.3 CROSS BORDER TOLL COLLECTION SYSTEM BETWEEN
THE UNITED STATES OF AMERICA AND MEXICO
Since 2011, Mexico announced that vehicles traveling from the border of
the United States of America to Mexico must request for a Temporary Import Permit
(TIP). This includes registering the vehicle and the driver’s passport to ensure that
the driver does not import cars to sell in Mexico. In addition, drivers must leave Mexico
within the given duration. When drivers receive a TIP, officials will provide them with
a car sticker and official documents. However, drivers do not have to request for a TIP if
they do not intend to drive beyond the Free Zone, Border Zone, or 16 miles beyond
the border of both countries, the Baja California Peninsula, and other specified areas.
If drivers travel into other areas without a TIP, the customs officers in Mexico have
the right to confiscate the vehicle. Although there are no road charges, drivers need to
place a deposit with the department that provided the permit. This is done to make sure
that the car will be out of the country within the given time. To drive a vehicle from
the United States of America to Mexico, car registration document, the traveller’s
unexpired credit card, and the TIP is needed. In addition, drivers must buy insurance from
a company in Mexico because the law in Mexico does not recognize insurances from
foreign businesses. This insurance can be bought from agencies nearby border
of the United States of America and Mexico. However, there are no Cross Border
Toll Collection system when traveling from the border of Mexico to the United States
of America. Vehicles that travel from Mexico to the United States of America must pass
a strict check by the customs and immigration departments before entering.
4.4 CROSS BORDER TOLL COLLECTION SYSTEM BETWEEN
THE UNITED STATES OF AMERICA AND CANADA
The government of each state in the United States of America and the central
government in Canada establishes a policy for collecting a fee for crossing the border
between the two countries. There are different policies depending on the state or district.
A fee is only collected in some states and border crossing checkpoints; for example, there
are no fees for crossing the border from the state of Washington in the United States of
America to the province of British Columbia in Canada. For border crossing checkpoints
that have a Cross Border Toll Collection fee, the government of each state in the United
States of America and the central government in Canada would set up a committee or
management team to manage and set a policy for the Cross Border Toll Collection fee
for the bridge or tunnel that is used to travel across the border.
4.5 CROSS BORDER TOLL COLLECTION SYSTEM BETWEEN
COUNTRIES WITHIN THE EUROPEAN UNION
The European Union (EU) is another group of countries that have a Road Charge
system. Each country in the EU has the liberty of developing an appropriate policy for
their Cross Border Toll Collection system. However, these countries must get consent
from the European Commission, to ensure that agreements between the countries in
the EU is not violated or used as a way to prevent travel between countries in the EU.
There are 3 types of Road Charges used in Europe: 1) Road toll, which is a general fee paid
at checkpoints when using the expressway. Here, the charge depends on travel distance,
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE004 4-3 TEAM/Strategy 1/DR
which is charged differently in different countries. 2) Vignette, which is road tax that
drivers have to buy in a form of sticker to be able to legally drive on public roads
in certain countries. 3) Cross Border Toll Collection fee for vehicles that pass through
certain checkpoints where fees are collected electronically. Generally, the toll that is
collected depends on the distance of travel within a country. Some countries in the EU
use a mixture of method of collecting toll.
Table 4-1: Summary of Cross Border Toll Collection Systems
Analysis Malaysia Singapore The United
States – Mexico
The United States
– Canada European Union
Roles
between
policy maker
and operator
Government
establishes the
policy and
operate the
collecting
process. Private
company only
involved as
technical
consultant
Government
establishes the
policy and
operate the
collecting
process.
Government
establishes the
policy and
operate the
collecting
process.
Different
depending on the
agreement made
in each state.
The central
government of
each country
comes up with a
policy that does
not oppose
central policies
of the European
Union.
Operator Government
operate the
collecting
process
Government
operate the
collecting
process
Government
operate the
collecting
process
Difference
depending on the
state. In some
states, the private
sector are
involved.
Difference
between
countries.
Generally, this is
done by the
government or
state enterprises.
Involvement
of Private
Sector
Private
company
(DNex) as
system
consultant and
system
maintenance
thru 5-year
concession
contract.
No
involvement
from Private
sector
No involvement
from Private
sector
Private sector is
involved in
collecting process
through a
concession in
Detroit city
The private
sector is no
involved.
In some
countries, state
own enterprise is
involved
Separation of
VEP and RC
Clear separation
between VEP
and RC
Clear
separation
between VEP
and RC
RC is not
collected, but
there is a fee for
temporary
permit in
Mexico.
VEP is not
collected, but
there are road
charges in several
states/check
points
VEP is not
collected, but
there are
different types of
road charge in
each country.
Collection by
type of
vehicle
Difference
among type of
vehicle
Difference
among type of
vehicle
All types of
vehicle are
charged at the
same amount
Difference among
type of vehicle
Difference
among type of
vehicle and
duration
Country
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE004 4-4 TEAM/Strategy 1/DR
Analysis Malaysia Singapore The United
States – Mexico
The United States
– Canada European Union
Technology
used in
collecting the
fees
RFID
Technology
RFID
Technology
Inspected by the
officer and
RFID when
SENTRI Card is
registered
RFID Technology Inspected by the
officer and
ANPR
(Automatic
Number Plate
Recognition)
Table 4-2: Analysis of Characteristics and Key Observations in each Case Study
Country Characteristic Key Observation
Malaysia Government establishes the policy and
operate the collecting process. Private
company only involved as technical
consultant thru thru 5-year concession
contract
After announced the RC collection by
towards the end of 2016, there was a
significant decrease in the number of cars
traveling from Singapore in the first two
months. However, the situation became
normal in the month afterward
Singapore Government manages everything. Started
collecting VEP since 1973 and RCC
recently, in 2017.
Singapore collected 6.4 Singapore Dollars
for RCC, which is equivalent to 20
Malaysia Ringgit that Malaysia collects.
The United
States –
Mexico
No cross border toll collected in both
countries, except in the event that the driver
drives pass the specified border zone.
No border crossing fee at both US borders
between Canada and Mexico
The United
States –
Canada
Each checkpoint has the liberty to manage
their own Cross Border Toll Collection
system, depending on the agreement made
between states in both the United States
and Canada.
Generally, central department between the
two countries will set-up to be responsible
for Cross Border Toll Collection, which
only collected in border crossing with
bridge or a tunnel.
European
Union
The system, amount and technology used
to collect cross border toll differs between
countries. However, all policies must
follow the agreement made with the
European Union.
Only some countries can use e-vignette.
For example, Hungary and Portuguese
already applied lectronic system.
However, most countries still use manual
system.
Country
CChhaapptteerr 55
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PPV/TR_G/RE6001/P04400/RE005 5-1 TEAM/Strategy 1/DR
CHAPTER 5
IMPACT ANALYSIS OF TOLL COLLECTION
5.1 ANALYSIS ON THE IMPACT OF HAVING A TOLL COLLECTION
FOR CROSS-BORDER TRANSPORTATION
Implementing of Cross-border transportation fees may impact stakeholders.
The consultants have evaluated potential impacts that may arise from implementing
such measures. This includes impacts on the economy, society, and other related factors.
The consultants investigated stakeholders’ views, from primary sources, in both
the private and public sectors from both the central and regional areas. In addition,
risk factors and suggestions are discussed in this chapter.
The consultants have applied two research methods as follows:
1) In-depth Interview: This method was used to collect data in the central
regions. In theory, this method of data collection is time consuming, but is allows
consultants to get detailed and in-depth information. Usually when conducting
an in-depth interview, there is a low sample group of around 7-12 people, in which
a one-on-one interview between the interviewer and a researcher or analyst. Open-ended
questions are used so that the sample group can freely, flexibly, and openly answers
questions with no constrictions.
2) Focus Group Discussion: This was organized to collect data from
regional areas by inviting to the discussion. Participation for this is voluntary focus group
discussion involves talking in a group, between the consultant and sample group of
no more than 20 people. The discussion guide is used as reference for a discussion of
topics related to the aim of the study. This allows the sample group to express their
opinion, make suggestions, communicate concern and/ convey potential risks that may
occur in the future.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE005 5-2 TEAM/Strategy 1/DR
5.2 Summary of In-depth Interview (Central Region)
Topic Government Sector Transport and Logistic Company Travel Agency Company Toll Collection Department
Suitability
in Collecting
Toll Fee
Agree that a fee should be
collected by considering equality.
This should be divided into two
parts: (1) cost for using the Cross-
border transportation and (2) for
requesting for permission to pass.
This will be used in managing the
entry and departure of cars,
reducing accidents and for road
maintenance, reducing pollution,
or developing new routes.
Agree that there should be an
effective a toll collection system that
is convenient and fast.
Agree that there should be a toll
collection.
Agree that a fee should be collected.
Following the principle that users are
collectively responsible for the
infrastructure, if the objective of
collecting a fee can be conveyed,
payers will be willing to pay.
Suitable Toll Fee The government sector did not
suggest any thoughts on the
finances, but suggested that the
type of car, the objective of
traveling, goods, and the weight
of that type of car are factors that
should be taken into account.
When comparing the fee, it
should not be lower than the rate
in Malaysia, so that Thailand is
not at a disadvantage.
The collection fee rate should be
suitable with the economic status of
different Cross-border transportation
point and regions within the country.
On the issue of dividing the types of
cars, they suggest that the collection
fee should be set at one standard rate,
which should be at the rate of break-
even.
Each border control point should
not have the same toll rate as the
Cross-border transportation to
Malaysia because different
economic factors should be taken
into consideration for crossing
each Cross-border transportation
point.
The fee that is collected should be
considered from calculating the cost of
crossing the border, people’s ability to
pay and whether the Office of
Transport and Traffic Policy and
Planning can accept a change in the
ways in which people travel.
Impacts towards
Institutions
- This is a method of
strengthening protection of the
border to become more effective,
by a have a clear system of the
cars that enter and depart and can
be used in preventing accidents.
- Government departments will
not be affected because they
follow government policy.
- Not affected because entrepreneurs
will make consumers pay for the cost.
- If the collection fee is too high, they
might consider not providing this
service
- Will not be greatly affected.
Might be affected in the
beginning, if they did not know
about the policy beforehand.
- Tourists will have to pay the
cost
- Might decrease the amount of
personal cars brought in. People
might start using tour services
instead.
- Does not impact the toll collection
department because the money that is
collected will become part of the
government’s central budget, which is
managed according to the policy and
the existing budget criteria. However,
there can be an indirect impact in a
decrease in road usage, which may
result in a decrease number of labour
that can be managed.
Economical
Impact
- May affect the tourism and
transportation, depending on
- Most people view that the economy
will not be impacted.
- Tourism may decrease in the
beginning and tourists may
- May impact the tourism and
transport industries, depending on
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE005 5-3 TEAM/Strategy 1/DR
Topic Government Sector Transport and Logistic Company Travel Agency Company Toll Collection Department
the toll rate and the economic
status in each region.
- Transportation will not be
affected because, when
comparing the collection fee rate
and the amount of transport, it is
acceptable.
- Some think that there might be an
impact. The amount of decreasing
the amount of transportation
will because the cost is high.
consider using other method of
travel; for example, by flying.
- There will be no impact.
This will help the tourism
industry by increasing group
tours rather than tourists traveling
on their own.
the toll rate and the economic status
in each region.
- Transport will not be impacted
because, when comparing the rate of
collection fee and the amount of
transportation, it is acceptable.
Environmental
Impact
- There should be a fee for
personal cars and there should
also be an additional car
inspection to measure black
smoke from the engine, speed,
and sound, for example.
- Setting a toll collection system may
cause traffic in areas in front of the
border, which can cause noise and air
pollution.
- The environmental impact
should not differ from now. Tour
companies regularly have car
inspections for their cars and
already control the emission of
pollution. There may be traffic
problems in the beginning when
people are not accustomed with
the new system yet.
- There may be problems of pollution
that is created from traffic in front of
the crossing point.
Impact on
International
Relations
- Not impacted, if both sides set a
collecting a fee and it is based on
equality.
- May affect countries with
smaller economies, but an
agreement can be negotiated.
- Should not affect international
relations because the other side can
also counteract by collecting a fee.
- In addition, this can benefit
international relations by using the
money to improve and repair roads in
both countries. This allows for more
convenient transportation.
- The impact depends on the
agreement made for each border
control.
- Can impact citizens of both
countries that often travel
in and out. This may cause
dissatisfaction.
- Having toll collection depends only
on the agreement made between
countries. In the case where everyone
cooperates, there should not be any
problem between the countries.
The case of
establishing
a management
fund for this
income
- It is a good way of
management, but it may be hard
to implement because there is no
clear framework on who is
responsible for the funding.
- It is not likely possible because
the cost of fixing and repairing
the infrastructure must mostly
come from a government budget.
Therefore, the toll collection fee
system should operate normally.
- Agree because the money should
be used in the departments directly
related.
- Agree because it will help
decrease government budget.
- No comments made on the point.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE005 5-4 TEAM/Strategy 1/DR
5.3 SUMMARY OF FOCUS GROUP DISCUSSION
The consultants conducted focus group discussions to introduce and present
the background of the project and to ask focus group’s opinion in 4 Cross-border area
in 4 regions. This includes:
1) Aranyaprathet border, Sa Kaeo Province This is a trade crossing point
between the border of Thailand and Cambodia. At this border, there is traffic congestion
due to the of developing infrastructure in Sa Kaeo. Roads are being built to support
the ASEAN community. In addition, this Cross-border point allows a lot of trucks to pass
through Thailand to Cambodia and Vietnam.
2) Mae Sai border, Chiang Rai Province This Cross-border transportation
connects to Myanmar and Laos. A lot of tourist, especially Chinese tourist that come in
through the 4th Thai-Lao Friendship Bridge (Chiang Khong) during peak season, travel
through this Cross-border to Thailand. However, the rules set by the customs department
in 2016 make it harder to travel; therefore, the amount of tourists that drive into
the country has decreased and only local transportations are regularly used to travel in and
out of the country.
3) Nong Khai border, Nong Khai Province This is a Cross-border point
that connects to Laos PDR. Lao citizen often travel pass this Cross-border point to buy
and spend a lot of money in Thailand during holiday seasons or on the weekends.
Subsequently, this Cross-border point has heavy traffic. Lao people that travel through
this Cross-border to spend impacts the economy and trade in province of Nong Khai
more than in any other province.
4) Sadao border, Songkla Province This border connects to Malaysia,
which is a country that already has toll collection for cars coming in from foreign
countries. Currently, there is not a lot of personal cars come into Thailand from Malaysia
because of the issue of security and alternative of flying, which has become cheaper.
Consequently, there has been a remarkable decrease in the amount of tourist that from
travel Malaysia to Thailand in the past three years. In the past, tourists would pass
through the Sadao Cross-border to Phuket for the Vegetarian Festival and other festivals.
However, in the present, there is a collection fee. There is a charge for 350 baht per car.
Thai cars that travel to Malaysia are usually vehicles that transports goods around
the border.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE005 5-5 TEAM/Strategy 1/DR
Table 5.3-1: A Summary of the Analysis of Impact in regional area From Focus Group Discussion
Topic Government Sector Transport and Logistics
Company Travel Agency Company Foreign Entrepreneur
Impact
on the Law
and Policy
- Consider the principle of equality set by
the World Trade Organization (WTO)
- Make an agreement between each
country before a setting a policy, so that
all sides have an understanding and
no problems emerge after.
- All policies that are made has to
facilitate in reducing cost the for
entrepreneur and not create extra burden.
Impact
on Economy
- The affects may only occur in the short-
run. If adaptations can be made,
everything will return back to normal.
- When setting a toll collection fee, it is
important consider the amount of cars
that enter, the types of cars, and
the purpose of traveling.
- A toll collection will be at a similar rate.
- Do not agree with having toll
collection for crossing
the border because the border
is shared. Businesses will lose
customers.
- This will impact the
transportation of goods across
the border because this
becomes an extra cost in
addition to the other costs that
already exists. Consequently,
this may decrease the amount
of goods that are transported
through the border; thus,
affecting the economy in both
the short and long run.
- May have a small impact
on tourism in the short-run.
However, collecting fee that
is too high will affect tourism
in the long run.
- This policy will lead to a
change in traveling method--
from traveling by personal
cars to traveling by planes
instead.
- There will be many methods
of collecting the fee; for
example, making monthly,
weekly, or yearly payments.
- Having a Cross-border fee
affects the cost transportation
and traveling for foreigners.
This will impact the decision
in using services, which will
affect entrepreneurs.
- The government must have a
protocol for helping or
healing if there is a negative
impact on the economy
in the areas around the Cross-
border point in the long run.
Impact
on Society
and Culture
- In the past 3 years, the amount of tourist
has decreased as there has been an
increase in the Value Added Tax (VAT).
- Tourists that are not familiar with the
Thai Law show behaviors that indicate
that they do not respect the Thai law.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE005 5-6 TEAM/Strategy 1/DR
Topic Government Sector Transport and Logistics
Company Travel Agency Company Foreign Entrepreneur
Impact on the
Environment
- Cars that travel into the country must
comply to the Thai Vehicle Act on the
laws that are stated and the condition of
the vehicle.
- Environmental problems comes from
tourists that travel into Thailand causing
an increase in trash. During hours of
traffic congestion, things that fall off
the truck onto the road causing accidents.
- The budget that is received from
collecting a fee must be allocated to
the central government, related
departments, departments that are
directly impacted, and as benefits to
encourage workers.
- The problem of corruption
may be emerge from setting
a collection fee.
- Should force an inspection
on personal cars that enter
Thailand.
- Must have a checkpoint for
noise and air pollution.
- It is necessary to have
a budget or department that
looks after the problem of
trash from tourists and
foreigners when there is
not enough trashcans and
when there is problems with
trash management.
- Set-up a One Stop Service to
reduce traffic congestion
areas in front of Cross-border
- All vehicles entering
Thailand needs to be
inspected to prevent accidents
from occurring.
- A GPS system must be
installed in all cars to control
traveling, speed, and
terrorism.
- There must a checkpoint to
measure emission of smoke
and noise pollution 2-3
kilometers before reaching
the Cross-border
transportation.
- Establish a private
department for toll collection
and to oversee the process.
- Comply to the conditions
on the Vehicle Act by setting
a limit for speed, smoke
emission, and noise to reduce
the impact on communities
near the Cross-border
transportation point on
the both sides.
Impact
on Stability
- Be strict and stern about the reinforcing
the law with foreign tourists.
- Use modern technology in the system to
control and verify vehicles that enter and
depart the Cross-border
Impact on
International
Relations
- There will be a retaliation on the toll
collection system between the countries.
- The toll collection fee rate for each
bordering crossing point should be
similar to the country it is at the border
of. In addition, economic status of each
region, the amount of cars, and the type
of cars that enter Thailand should be
taken into consideration.
- There should not be a fee for Thai people
that are traveling in and out of Thailand
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE005 5-7 TEAM/Strategy 1/DR
Topic Government Sector Transport and Logistics
Company Travel Agency Company Foreign Entrepreneur
because they already pay for vehicle tax.
- May impact neighboring countries to
spend in other countries instead.
Impact
on Tourism
- Car must be overseen by using CCTV
and GPS for traveling so that it is easier
to attend to tourists when there is an
accident.
- Must advertise to make tourists aware of
the toll collection fee policy or new
conditions that are related to it.
- Does not affect tourism
because entrepreneurs will
includes these fees into
the tour package.
- Tourists are usually willing to
pay for expenses.
- Must have a service point
near the Cross-border
transportation point for
documents or have a sign that
indicates the different
processes for tourists.
- The toll collection fee must
be collected separately at
different points.
The fee should not all be at
the same rate.
Impact
on Transport
and Logistics
- The entrepreneurs will not be impacted
because they will make the consumers
pay for the cost.
- The toll collection fee must be
different between types of
cars, distance of travel, and
type of vehicle used for
different businesses.
- A toll fee can be daily, month,
or weekly.
- The Thai government must
have a procedure for
requesting for documents that
is fast or uses minimum
amount of documents.
Impact
on citizen
living around
the border
- There must an inspection of items that is
transported into the country because
there might be problem for citizens
living around the border or
the community nearby if anything falls.
- There must be a waste management
system, a management team and
budgeting
- Establishing a One Stop
Service will create jobs for
people in the community
- There has to be a related
department or budget to help
with problems of amount of
waste and environmental
pollution, including air
pollution, noise disturbance,
crime that will happen.
- On the subject of accidents,
speed must be controlled,
police and soldiers are
needed for management, and
driving laws needs to be
strictly reinforced because
the steering wheels are
installed differently
in different countries.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE005 5-10 TEAM/Strategy 1/DR
5.4 RESULTS AND RECOMMENDATIONS
The result of the analysis from the in-depth interview and focus group discussion
with the government sector, private sector, and citizen suggest that the majority agree
with having a toll collection system. From the analysis a Toll Collecting System will be
used increase budget for maintenance, for verifying, and for supervising the safety of
traveling around the border to make it more efficient and systematic. Here, the consulting
team has made suggestions for managing the toll collection system.
1) Setting a toll fee for each Cross-border point should depend on the cost of
living in each regions and the cost of living in the neighboring countries. In addition,
the fee should be set at a suitable rate that should not be too high that it is a burden for
entrepreneurs, especially those in the transportation business who will most likely to be
most affected by the toll fee. In comparison, the travel companies may only be affected
in the beginning, in the short-run. Furthermore, the frequency of collecting a toll fee
should be determined, such as, daily, monthly, or yearly. This is suggested so that
businesses that travel in and out the frequently are not impacted. Moreover, there should
be areas near the border where a toll collection fee should be lifted.
2) An operation center to manage Customs, Immigration, and Quarantine (CIQ) and
toll collection fee all at the same time should be set up. This operation center should reduce
redundant payment of fees so that everything can be paid in one time.
3) Thai government should negotiate and come to an agreement with
the neighboring countries on the toll collection system. In addition, officers at different
Cross-border points should have a clear understanding of the rules and regulation.
Officers in foreign countries also should have an understanding of the law in Thailand
so that foreigners that enter Thailand can adapt to the law.
4) Cars that enter Thailand should be inspected to make sure that it meets
the standard for safety and for emission of pollution.
5) Technology should be adapted to be able to store data that can be
connected with data in different governmental departments. With this technology,
criminal checks can be conducted and crime can be prevented in from coming into
the country.
6) There should be an evaluation of the amount of vehicles that travel in and
out of each Cross-border point to adapt the toll collection system and the electronic
system used for storing this data. This evaluation should be done because there is
a high cost with setting these systems.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE005 5-11 TEAM/Strategy 1/DR
5.5 AN ANALYSIS OF RISK AND RISK MITIGATION
Type of risk Risk Issues Methods of Reducing Impact
Laws and International
Relation
Other countries with counteract
the toll collection fee, especially
in neighboring countries with smaller
economy.
The government may negotiate with
the government or local officials
in neighboring countries to come to
an agreement that is reasonable for
both sides.
Set a different toll fee rate for
different Cross-border transportation
points depending on the economic
status in each region.
Violating the code of conduct
established by the WTO.
May use the same method as
Malaysia and only collect a fee from
cars that are not registered
in Thailand.
Laws and internal
regulations
The problem of having a clear
understanding whether
the government or private sector
will be in charge of collecting the fee.
The policy needs to be clear.
Government departments have to
negotiate and come to an agreement
on any changes on the rules and
regulations, in which the private
sector will execute.
Whether the money that is collected
should go to the central budget or
budget for maintaining local roads.
Clearly state how the collection fee
is managed and used (between
the central government and regional
areas)
Process of collecting
a fee
May make the procedure of entering
the country harder.
Might be able to establish
a service center or a separate
department for collecting toll fee.
The problem of the readiness of
the verification system to check
ownership of car that passes through
the border.
May adapt and use the same
technology and data storage system
as Malaysia, which allows the private
sector to manage.
The car inspection system may not be
up to standard; thus, resulting
in further complications.
Use the registration system and RFID
tracking system or read
the information on the car
license plate.
Economic The process and documents needed
in traveling into Thailand becomes
more complicated; affecting tourists
and possibly reducing the amount of
people that come from neighbouring
countries to spend.
Consider having a different toll fee
rate for each region, making sure that
the collection fee is the same between
the two bordering countries, or
agreeing to only collect from
personal cars, to increase the use of
buses and tours.
Make the procedure clear. Put
customs, immigration and quarantine
checkpoints and toll collection at
the same service center. The use of
tracking technology may help reduce
the process of identifying the car
owner, which should reduce the time
in checking for those who frequently
travels between the border.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE005 5-12 TEAM/Strategy 1/DR
Type of risk Risk Issues Methods of Reducing Impact
The higher cost of traveling and
maintaining a business may result
in cancellation of certain
transportation services.
Certain transportation services may
be cancelled due to higher cost of
traveling and maintaining a business
A different fee should be applied for
personal cars and cars for commercial
use, which frequently travels through
the border.
Entrepreneurs may lose customers
that switch to traveling by airplanes
instead of tour buses.
Have payment options
(E.g. monthly, yearly) to reduce
the cost for entrepreneurs. Travelling
companies may arrange tour
packages with airlines.
Having is a toll collection system for
local cars can impact tourism and
businesses around the border.
Have a free zone where cars don’t
have to pay a toll collection fee if
they do not go beyond that area.
CChhaapptteerr 66
FFEEEE CCAALLCCUULLAATTIIOONN AANNDD
TTOOLLLL CCOOMMPPOOSSIITTIIOONN
PPV/TR_G/RT6022/P4440/RT170 6-1 TEAM/Strategy 1/DR
CHAPTER 6
FEE CALCULATION AND TOLL COMPOSITION
The objective of Toll collection management is to propose management options
and suggestions to operate the system as well as the technology to be applied for
this project. Revenue management, roles of the regulator, vehicle detection and tracking
systems will be discussed in this chapter. Chapter 6 comprises of nine (9) sections, i.e. toll
pricing model; technology to be used; manpower and costs; analysis of VEP and RC; VEP
and RC pricing; financial results and financial analysis.
6.1 TOLL PRICING MODEL
To calculate VEP and the RC, it is necessary to understand the definition of
costs incurred from both activities. The purpose of VEP is to check the vehicles coming to
Thailand. Therefore, the expenses incurred due to the installation of the vehicle detecting system
will be a VEP expense, these include depreciation on investment and operating expenses.
While RC refers to the cost of using the vehicle after the vehicle has entered
Thailand. As a results in damage to the road and create other effects include chance of
accident and the pollution of the vehicle. Therefore, it must be installation with a vehicle
tracking system to know the distance to the Kingdom of Thailand and the impact.
Meaning and difference the Vehicle Entry Permissions (VEP) and Road Charge
(RC) are shown in Figure 6.1-1.
Figure 6.1-1: Meaning of VEP and RC
TrackingWhereWhen
Road Charge: RC
Road Maintenance
Accident
Environment
Vehicle Entry Permission: VEPDetectingWho
WhereWhen
Vehicle Entry Permit (VEP) is
The fee for applying for a license
to use a vehicle registered in a
foreign country is temporarily
Road Charge (RC) is Charges for
road charges are collected directly
from motorists. It may be calculated
from the vehicle distance or the
vehicle time on the road to collect fees collected for road maintenance.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-2 TEAM/Strategy 1/DR
The calculation of tolls will be driven from a financial model construction.
Data gathered from previous chapters will be modeled and analyzed. This is to calculate
the costs of VEP and RC as well as pricing formula. Required data includes:
1) Traffic volume forecast;
2) Operating expenses in relation to traffic volume such as road maintenance
costs, accident, and environmental treatment;
3) Capital expenditure in technology and manpower required;
4) Capital expenditure in building an equipment;
5) Operation and maintenance (O&M) costs
Analysis process and financial model structure as presented in Figure 6.1-2
Figure 6.1-2 : Financial Model Structure for Cost Analysis and Toll Pricing
From the figure 6 . 1 - 2 in determining the RC and VEP fees, the calculation is
based on the analysis and forecasting of the arrival traffic volume entering to Thailand
in the future at a total of 28 border checkpoints. There will be only two border checkpoints
is port for trucks crossing include Ban Kokpai Border and Ban Pak Saeng border
In predictions of the cost of installing the toll collection system, the consultants
will only consider 26 border checkpoints where passenger cars can cross the border. It has
a 20-year forecasting period to create a financial model.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-3 TEAM/Strategy 1/DR
6.2 TECHNOLOGY USED FOR MANAGEMENT OF TOLL COLLECTION,
MAN-POWER AND COST ANALYSIS
6.2.1 Suitable technology for toll collection management
1. Payment Method can be broken down into 3 main methods, which are;
(1) Manual Toll Collection ( MTC) is when the toll is collected manually
by a toll collecting officer stationed at each toll booth, where it will
require the driver to hand the Toll, which may be in a form of cash or
purchased coupons, to the officer, then receive change (if any) and
receipt voucher (if required) from the same officer.
(2) Semi-Auto Toll Collection is designed to have the toll collected through
an automatically toll collecting equipment instead of an officer, where
the driver still pays the toll, except the payment will be made through a
transaction on an automatic system, such as, an automatic prepaid card
system or an automatic coins machine.
(3) Electronic Toll Collection, ETC does not require the driver to roll down
the vehicle’s window when paying toll or receiving change or card, nor
does it require a toll officer to station at the toll booth (except for
emergency cases). This method requires communications between the
fitted vehicle equipment (RFID tag) and the equipment that is installed
at each toll booth. The toll will be automatically deducted from the
equipment right on the spot.
2. The Technology of Toll Collection
This section is a discussion of the technology used to collect tolls in Thailand
and many countries. It consists of 3 main technologies as follows:
(1) DSRC (Dedicated Short-range Communications)
Dedicated Short-range Communications (DSRC) technology is a technology
that relies on two-way radio communication between roadside equipment (RSE) and
on-board unit (OBU). OBU must be registered with the operator of the toll collection
system. OBU technology can be used to store vehicle specific information, such as vehicle
registration data, vehicle type, and so on. Used for calculation of toll collection, the cost of
the OBU box is 300-1,000 Baht, which is considered a high-cost device compared to RFID.
(2) RFID (Radio Frequency Identification)
RFID (Radio Frequency Identification) technology used radio frequency
to locate equipment automatically. In terms of use, the DSRC and RFID technology is
similar, that is, work with microwave. The RFID-based toll collection system consists of
(1) TAGs or RFID circuits installed in vehicles. It functions as an OBU in the DSRC
system. The TAG is both Active (with built-in battery, high cost equivalent to OBU
in DSRC system) and Passive type (sticker without battery, cost 30-50 Baht per sheet).
(2) Antenna for writing and reading data; and (3) Central Computer System. RFID
technology uses camera with ANPR technology installed on the Gantry or at the crossing
checkpoint to identify the offense and also check license plate and vehicle exterior.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-4 TEAM/Strategy 1/DR
(3) GNSS (Global Navigation Satellite System)
GNSS (Global Navigation Satellite System) technology is a technology
that relies on radio frequency to locate vehicle position through at least three satellites,
requiring On-Board Unit (OBU) to transmit signal. With GNSS technology, radio frequency is
transmitted through On-Board Unit (OBU) installed on the vehicle. OBU equipment must
be registered with toll operator prior to access the system. When the vehicle passes through
the express route at the crossing checkpoint, the system will track and calculate the distance
traveled on all the routes sent to the central control center. To charge a fee from the carrier,
the OBU device can send and receive important data of the vehicles, such as, vehicle
registration, vehicle speed, vehicle location, etc. The cost of OBU box in GNSS is about
3,00-5,000 baht.
By reviewing the technology used to collect the toll, this can summarize
the features of the technology in various ways. Table 6.2.1-1.
Table 6.2.1-1: Comparison Chart of Technology for Toll Collection
Technology Shared
device
In-vehicle
equipment
Cost of
In-vehicle
equipment
Reading
data Usage
Suitability
with space
1) DSRC
(Dedicated
Short-range
Communications)
Antenna
reader
+ ANPR
+ Server
OBU Medium
(300-1,000
Baht)
Vehicle
Identification
And money
in the system
Expressway /
Motorway /
System
keeping track
of costs
The
infrastructure
of Thai
vehicle
tracking
technology
does not
cover all
areas. At this
time, RFID
technology is
more
suitable
because
it has a
lower cost
compared to
DSRC and
GNSS.
2) RFID
(Radio
Frequency
Identification)
Antenna
reader
+ ANPR
+ Server
RFID
sticker
Low
(30-50
Baht)
Vehicle
Identification
Office
building /
Area with all
rights
reserved
3) GNSS
(Global
Navigation
Satellite System)
Satellite
system
+ ANPR
+ Server
OBU High
(3,000-
5,000
Baht)
Vehicle
Identification
And money
in the system
and travel
route
Shipping /
Track service/ System
keeping track
of costs
3. Tracking and supervision technology for cross-border transport
Vehicle tracking technology is used to verify location of cross-border
transport which can monitor the speed, work hours, and transportation routes, etc. The
technology, used to track, investigate, control and supervise the vehicle, consists of
followings:
1) Global Positioning System (GPS), GPS Tracking System
A system can display the location of a vehicle. It includes in-vehicle GPS
unit to transmit location data by satellite to detect coordinates. The GPS device then
transmits the location information over the cellular network in the form of a GPRS (General
Packet Radio Service) signal to send a signal to the Control Center with a server and a
database. Then it will rely on the server to collect data, execute data, and transfer data to
various relevant agencies through application software developed to suit the user. The cost
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-5 TEAM/Strategy 1/DR
of the in-vehicle GPS device (2017) is quite different according to device property.
The cost is around 1,000 - 5,000 Baht.
2) Global Positioning System (GPS), GPS Tracking System
A system can display the location of a vehicle. It includes in-vehicle GPS
unit to transmit location data by satellite to detect coordinates. The GPS device then
transmits the location information over the cellular network in the form of a GPRS (General
Packet Radio Service) signal to send a signal to the Control Center with a server and
a database. Then it will rely on the server to collect data, execute data, and transfer data to
various relevant agencies through application software developed to suit the user. The cost
of the in-vehicle GPS device (2017) is quite different according to device property.
The cost is around 1,000 - 5,000 Baht.
3) Intelligent Video Tracking and Surveillance System (CCTV)
The Intelligent Video Tracking and Surveillance system must be installed
in a networked environment (Network CCTV) along the way or along the travel route to
track vehicle all time in the zone. In addition, each closed circuit camera must be equipped
with additional software to enable image processing capability and detect vehicles
in the scope of a closed circuit camera (Detection Zone), together with the ability to link
vehicle tracking to the next camera (Hand Off).
6.2.2 Preliminary investment budget of toll collection system
In the process of collecting toll through the cross-border transportation of
vehicles into Thailand at the 28 permanent cross-border checkpoints, the costs are
infrastructure construction and installation of the toll collection system including operation
and maintenance (O&M) cost. In addition to infrastructure and technology to be installed
at the 28 permanent cross-border checkpoint, to monitor, control, and collect toll,
the Control Center is also available for controlling the border crossing checkpoints and also
the Database Center where relevant agencies have access to information. There are also
vehicle control equipment to link such systems. The composition and linkage of the work
process of the toll collection system through cross-border transport illustrated Figure 6.2.2-1.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P4440/RE006 6-6 TEAM/Strategy 1/DR
Figure 6.2.2-1: Components and Linkages of the Toll Collection System
for Cross-Border Transport
In this study. The consultants have estimated the cost of investment and management
cost of the fee collection system through cross-border transport. It is considered as two
periods of time in accordance with its objectives and operational readiness as follows:
Phase 1: The purpose is to collect tolls and investigate inbound-
outbound vehicle information
In the first phase, RFID (Radio Frequency Identification) technology is used in
conjunction with ANPR (Digital Signage Detection System) under infrastructure and
budget constraint. Many countries also use these systems because of quite efficient
performance and low cost. RFID systems, like Malaysia, is used to charge Road Charge
fees to Singapore. In-vehicle equipment uses a built-in RFID reader to check the vehicle
information. And Smart Card or Contecless Smart Card is used to pay tolls. These devices
are low cost, easy to use and widely used. The cost of investment in phase 1 can be
summarized as follows:
Infrastructure investment and system installation costs at the 26 border checkpoint
approximately 225 million Baht
Infrastructure investment and system installation cost of database center
of Bangkok (1 location) approximately 300 million Baht
Reserved investment cost for in-vehicle equipment approximately 98 million Baht
Operation and maintenance costs of the system at the 26 border checkpoint
approximately 21.7 million Baht per year
Operation and maintenance costs of the system at the database center of Bangkok
(1 location) about 30 million Baht per year.
Database Center 1 place in Bangkok
Vehicles entering the
border checkpoint.
Control
RoomAntenna
Transmission via satellite
on the CLOUD system
Composition and linkage toll
collection system for
cross-border transportation
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-7 TEAM/Strategy 1/DR
Phase 2: The purpose is to collect tolls and check vehicle information
as well as to control, track and supervise vehicles entering and leaving
the country. * (Consider only incremental cost from Phase 1)
In this phase, there are additional objectives from the initial stage: controling,
monitoring and supervising transportation of cross-border vehicles, which can be
implemented when infrastructure and budgets of the country are ready. The GPS
technology will be integrated with RFID ANPR and Smart Card or Contecless Smard Card
in the first phase. GPS helps to tracking, monitoring and supervising across the border. The
cost of investment in Phase 2 can be summarized as follows:
Infrastructure investment and system installation costs at the 26 border
checkpoints (already in Phase 1)
Infrastructure investment and system installation costs of database center
of Bangkok (1 location) (due to the incremental cost of GPS) increased by
about 200 million Baht.
Reserved investment cost of in-vehicle equipment, about 3,368 million Baht
(change equipment to update technology every 5 years).
Operation and maintenance costs of the system at the 26 border checkpoints,
approximately 21.7 million Baht per year (no additional cost from the GPS
system at the border crossing checkpoints)
Operation and maintenance costs of the system at the database center of
Bangkok about 50 million Baht per year (increased from the first phase
about 20 million Baht per year because of the cost of additional GPS system)
6.3 ANALYSIS OF VEP AND RC
To conduct cost analysis of VEP and RC, the Consultants applies financial model
structure as set out in Figure 6.1-2. Total cost is calculated from traffic volume forecast of
four-wheel foreign vehicle coming to Thailand only. This is because foreign trucks are
prohibited according to our current legal constraint to operate logistics services in
Thailand.1
6.3.1 Traffic Forecast
Based on the analysis of current traffic volumes of foreign vehicles and future
forecast in the next twenty years, (from B.E. 2560), the Consultants use data from both
primary and secondary sources, it has been forecasted that four-wheel vehicles from aboard
will come to Thailand from 2.2 million vehicles to 5.6 million vehicles. The average growth
rate is around 7.1% in the first period and will reduce to 3.5% by the end of forecasting
period as shown in Figure 6.3.1-1.
1 Section 26 of Land Transport Act, B.E. 2522 (1979). No person shall use a vehicle registered in a foreign country for
transport operation except in the international transport and having been permitted by the Central Registrar. However,
such prohibition must not conflict with conventions or agreements that Thailand has made with foreign countries.
Therefore, the import of vehicles registered in a foreign country to be used in Thailand is carried through under
the conventions or agreements that Thailand makes with foreign countries.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-8 TEAM/Strategy 1/DR
Figure 6.3.1-1: Forecast on Number of Foreign Four-Wheel Vehicles trips
to Thailand B.E. 2560-2580
6.3.2 Operating Expenses
Key operating expenses comprises operation and maintenance as well as
depreciation. Details of operating expenses are summarized in Table 6.3.2-1
Table 6.3.2-1: Summary of Operating Expenses
OPERATION COST 2017 2018 2019 2020 2021 2022
1) Operation and
Maintenance Cost (O&M)
Control Center 30,000,000 31,500,000 33,075,000 34,728,750 36,465,188
Border and Toll Booth 21,700,000 22,785,000 23,924,250 25,120,463 26,376,486
Total 0 51,700,000 54,285,000 56,999,250 59,849,213 62,841,673
2) Depreciation Cost 43,290,000 43,290,000 43,290,000 43,290,000 43,290,000
Total Operation Cost 0 94,990,000 97,575,000 100,289,250 103,139,213 106,131,673
Source: The Consultants
From Table 6.3.2-1, Operating expenses before allocation. (Before being divided
into 2 parts: VEP 50% and RC 50%), amounting to about 95 million baht in 2018 and will
increase to 161.94 million baht in the 20th year of forecasting (2080). So, if we divide by
the estimated number of cars in the year 2018 of 2.3 million cars, the average operating
cost per trip will be 41.3 baht per trip. (in case of allocation costs will be charged at 42 baht
per trip).
From the financial simulator, Figure 6.1-2, the operating cost is divided into 2
parts to calculate VEP and RC Cost, since the installation of VEP and RC collection system
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-9 TEAM/Strategy 1/DR
it must be invested in the database center (control center) and toll booth. The consultants
then divide the costs into two equal parts (50%) to calculate the RC and VEP costs
separately for clarity, although in practice it may be possible to charge a total fee. As has
already been done in other countries.
6.3.3 RFID Tag Cost and Smart Card (Contectless Smart Card) Cost
Estimates of the need for RFID tag and Smart Card are provided in Chapter 6 ,
Section 6 . 2 , of the final report can show the estimated demand for fittings vehicles
equipment and expenses relevant in the first 5 years of operation in Table 6.3.3-1.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P4440/RE006 6-10 TEAM/Strategy 1/DR
Table 6.3.3-1: Estimates Vehicle Fitting Equipment Requirements and Related Expenses
Source: The Consultants
Vehicle Fitting Cost 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037
Total Trip 2,334,077 2,488,822 2,643,567 2,798,312 2,953,068 3,119,078 3,285,088 3,451,098 3,617,108 3,783,127 3,961,340 4,139,553 4,317,766 4,495,979 4,674,185 4,865,621 5,057,057 5,248,493 5,439,929 5,631,353
Average Trip per Car (trip/year) 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4
Number of Car (veh/year) 583,519 622,206 660,892 699,578 738,267 779,770 821,272 862,775 904,277 945,782 990,335 1,034,888 1,079,442 1,123,995 1,168,546 1,216,405 1,264,264 1,312,123 1,359,982 1,407,838
Spare Rate 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Number of Vehicle Fittings Required (unit) 1,167,038 1,244,412 1,321,784 1,399,156 1,476,534 1,559,540 1,642,544 1,725,550 1,808,554 1,891,564 1,980,670 2,069,776 2,158,884 2,247,990 2,337,092 2,432,810 2,528,528 2,624,246 2,719,964 2,815,676
Number of New Vehicle Fitting (unit) 1,167,038 77,374 77,372 77,372 77,378 83,006 83,004 83,006 83,004 83,010 89,106 89,106 89,108 89,106 89,102 95,718 95,718 95,718 95,718 95,712
2023 116,703 1,167,038 1,167,038
2024 77,374 77,374 77,374
2025 77,372 77,372 77,372
2026 77,372 77,372 77,372
2027 77,378 77,378 77,378
2028 83,006 83,006
2029 83,004 83,004
2030 83,006 83,006
2031 83,004 83,004
2032 83,010 83,010
2033 89,106
2034 89,106
2035 89,108
2036 89,106
2037 89,102
Total Vehicle Fittings for Sale (unit) 1,167,038 77,374 77,372 77,372 77,378 1,250,044 160,378 160,378 160,378 160,388 1,339,150 249,484 249,486 249,482 249,490 1,434,868 345,202 345,204 345,200 345,202
Number of vehicle fittings required
RFID Tag (unit) 1,167,038 77,374 77,372 77,372 77,378 1,250,044 160,378 160,378 160,378 160,388 1,339,150 249,484 249,486 249,482 249,490 1,434,868 345,202 345,204 345,200 345,202
Smart Cart (unit) 1,167,038 77,374 77,372 77,372 77,378 1,250,044 160,378 160,378 160,378 160,388 1,339,150 249,484 249,486 249,482 249,490 1,434,868 345,202 345,204 345,200 345,202
RFID Tag and Smart Cart Cost
RFID Tag (Baht/unit) 40 41 42 43 44 45 46 47 48 49 50 52 54 56 58 60 62 64 66 68
Smart Cart (Baht/unit) 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78 80 82 84 87 90
Average Cost per Unit 90 93 96 99 102 105 108 111 114 117 120 124 128 132 136 140 144 148 153 158
RFID Cost 46,681,520 3,172,334 3,249,624 3,326,996 3,404,632 562,511,980 7,377,388 7,537,766 7,698,048 7,859,012 66,957,500 12,973,168 13,472,244 13,970,992 14,470,420 86,092,080 21,402,524 22,093,056 22,783,200 23,473,736
Smart Cart Cost 58,351,900 4,023,448 4,178,088 4,332,832 4,487,924 75,002,640 9,943,436 10,264,192 10,584,948 10,906,384 93,740,500 17,962,848 18,461,964 18,960,632 19,460,220 114,789,440 28,306,564 28,997,136 30,032,400 31,068,180
ToTal Cost of RFID Tag and Smart Card 105,033,420 7,195,782 7,427,712 7,659,828 7,892,556 637,514,620 17,320,824 17,801,958 18,282,996 18,765,396 160,698,000 30,936,016 31,934,208 32,931,624 33,930,640 200,881,520 49,709,088 51,090,192 52,815,600 54,541,916
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P4440/RE006 6-11 TEAM/Strategy 1/DR
6.3.4 Cost of VEP
VEP cost is driven from investments in the detection system and operating costs
in relation to the traffic volumes through Thailand. Key cost drivers are in investment in
building and equipment both in headquarters and at the crossing points and operating
expenses. A 50% of operating system expenses are allocated to the VEP costs as per shared
resources (between detection system and tracking system) The VEP costs by crossing
points are presented Table 6.3.4-1 and 6.3.4-2
Table 6.3.4-1 : Cost of VEP by Crossing Points
Source: The Consultants
Note: Border Checkpoint don’t have traffic or "0 ” due to data collection because no traffic for 4 - wheel-drive
non-Thai nationals.
(Unit: baht)
year 1 5 10 15 20
Border crossing cost (VEP) 2018 2022 2027 2032 2037
50% of OPEX 50% 50% 50% 50% 50%
1 Sadao Border 6,446,386 7,123,599 8,215,067 10,063,356 10,689,548
2 Padang Basar Border 5,164,523 5,707,080 6,581,501 8,062,271 8,563,931
3 Ban Prakob Border 288,694 319,005 367,898 450,666 478,710
4 Sungai Go lok Border 1,067,935 1,180,140 1,360,945 1,667,155 1,770,890
5 Betong Border 1,114,620 1,231,729 1,420,441 1,740,030 1,848,305
6 Wang Prachan Border 462,750 511,351 589,710 722,373 767,333
7 Buketa Border 58,975 65,165 75,153 92,059 97,793
8 1st Sai River Bridge Border 1,140,341 1,374,402 1,677,653 2,111,992 2,266,958
9 2nd Sai River Bridge Border 0 0 0 0 0
10 Ban Rim Moei Border (Mae Sot) 2,764,499 3,331,937 4,067,095 5,120,060 5,495,743
11 Ban Phunamron Border 0 0 0 0 0
12 4th Thai-Laos Friendship Bridge Border (Chaing Khong) 332,990 368,511 426,355 524,440 559,703
13 Ban Huai Kon Border (Thung Chang) 125,088 138,420 160,155 197,025 210,256
14 Mae Nam Hueang Friendship Bridge Border (Thali) 1,368,177 1,514,050 1,751,752 2,154,736 2,299,613
15 Ban Kok Pai Border 0 0 0 0 0
16 1st Thai-Laos Friendship Bridge Border (Nong Khai) 11,487,112 12,711,795 14,707,434 18,090,855 19,307,137
17 Bueng Kan Border 7,917 8,761 10,136 12,470 13,307
18 3rd Thai-Laos Friendship Bridge Border (Nakhon Phanom) 592,246 655,393 758,283 932,727 995,434
19 2nd Thai-Laos Friendship Bridge Border (Mukdahan) 3,926,078 4,344,661 5,026,746 6,183,131 6,598,825
20 Ban Pak Saeng Border (Khemarat) 0 0 0 0 0
21 Chong Mek Border 3,316,158 3,669,734 4,245,842 5,222,588 5,573,726
22 Phu Doo Border 0 0 0 0 0
23 Chong Sangam Border 44,957 50,422 58,753 72,358 77,053
24 Chong Chom Border 4,607,912 5,166,836 6,021,117 7,416,173 7,896,282
25 Aranya Prathet Border 3,183,272 3,569,399 4,159,564 5,123,302 5,454,968
26 Ban Laem border (Chanthaburi) 93,681 105,054 122,456 150,832 160,582
27 Ban Pakkard Border (Chanthaburi) 40,988 45,980 53,569 65,966 70,268
28 Ban Had lek Border (Klong Yai) 820,700 920,262 1,072,391 1,320,889 1,406,389
Total VEP Cost (baht) 48,456,000 54,113,686 62,930,020 77,497,453 82,602,756
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-12 TEAM/Strategy 1/DR
Table 6.3.4-2 : Average VEP Cost per Trip by Crossing Points (Unit : Baht/Trip)
Source: The Consultants
Note: Border Checkpoint don’t have traffic or "0 ” due to data collection because no traffic for 4 - wheel-drive
non-Thai nationals.
6.4 ROAD CHARGE (RC) CALCULATION
In this study, it can only be considered as external cost or can be described as
the cost of damage caused by the use of road vehicles. By reviewing Leeds's University of
the United Kingdom about cost-effective transportation research under the Unification of
Accounts and Marginal Costs for Transport Efficiency (UNITE) program, there are three
types of external costs that are caused by the use of roads: Infrastructure Cost, Accident
Cost and Environmental Cost (Environmental Cost)
Average Cost of VEP per Trip 2018 2022 2027 2032 2037
1 Sadao Border 23 20 19 19 17
2 Padang Basar Border 23 21 19 19 17
3 Ban Prakob Border 23 21 19 19 17
4 Sungai Go lok Border 23 21 19 19 17
5 Betong Border 23 21 19 19 17
6 Wang Prachan Border 23 21 19 19 17
7 Buketa Border 23 21 19 19 17
8 1st Sai River Bridge Border 4 4 3 3 3
9 2nd Sai River Bridge Border 0 0 0 0 0
10 Ban Rim Moei Border (Mae Sot) 10 9 9 9 8
11 Ban Phunamron Border 0 0 0 0 0
12 4th Thai-Laos Friendship Bridge Border (Chaing Khong) 27 24 22 22 19
13 Ban Huai Kon Border (Thung Chang) 46 41 38 38 33
14 Mae Nam Hueang Friendship Bridge Border (Thali) 33 29 27 27 24
15 Ban Kok Pai Border 0 0 0 0 0
16 1st Thai-Laos Friendship Bridge Border (Nong Khai) 24 22 20 20 18
17 Bueng Kan Border 3 3 2 2 2
18 3rd Thai-Laos Friendship Bridge Border (Nakhon Phanom) 10 9 8 8 7
19 2nd Thai-Laos Friendship Bridge Border (Mukdahan) 23 20 19 19 17
20 Ban Pak Saeng Border (Khemarat) 0 0 0 0 0
21 Chong Mek Border 80 71 65 65 58
22 Phu Doo Border 0 0 0 0 0
23 Chong Sangam Border 30 27 25 25 22
24 Chong Chom Border 30 27 25 25 22
25 Aranya Prathet Border 17 16 14 14 13
26 Ban Laem border (Chanthaburi) 49 44 40 40 36
27 Ban Pakkard Border (Chanthaburi) 49 44 40 40 36
28 Ban Had lek Border (Klong Yai) 49 44 40 40 36
Total (Baht/Trip) 21 18 17 17 15
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-13 TEAM/Strategy 1/DR
This study divided vehicle types into 4-wheel vehicles, buses and 6-wheel or
more trucks. The cost of road maintenance for each type of vehicle can be summarized in
Table 6.4-1.
Table 6.4-1 : Road maintenance costs for each type of vehicle
Vehicle type
Infrastructure Cost
(Baht/Vehicle-
Kilometer)
Accident Cost
(Baht/Vehicle
-Kilometer)
Environmental Cost
(Baht/Vehicle-
Kilometer)
Total
Maintenance Cost
(Baht/Vehicle-
Kilometer)
1. 4-wheel
vehicle 0.850 0.510 0.138 1.498
2. Bus 1.470 0.510 0.348 2.328
3. 6-wheel
or more trucks 1.860 0.510 0.352 2.722
Source: Department of Highways and Office of Transport and Traffic Policy and Planning, additional analysis and
processing by consultants.
Note: Accident rates for all types of vehicles are the same. According to sources available, the accident rate classified by
vehicle severity is difficult and takes a long time to complete due to the variety of factors and methods applied.
6.4.1 Total Traveling Distance
The statistics surveyed on the inbound travel of four-wheel vehicles entering
Thailand from four countries can be summarized in Table 6.4.1-1. It is expected that the
traveling pattern will not change during the analysis period. However, the Consults
recommend that travelling pattern shall be regularly updated (at least every 2-3 years). This
is to make sure that the traveling pattern will reflect the real patter of commuters which will
directly affect costs of road used and fees to be charged in the future.
Table 6.4.1-1 : Average distance of four-wheel vehicle by countries
No. Country No.of crossing point Avg. traveling distance (km.)
1 4-whell vehicle from Malaysia 7 40
2 4-whell vehicle from Myanmar 4 13
3 4-whell vehicle from Laos 11 53
4 4-whell vehicle from Cambodia 6 64
Total average traveling distance (km.) 28 48 Source: The Consultants
Table 6.4.1-2 shows average distance of four-wheel vehicles coming to Thailand
Separate border points.
Infrastructure Cost
Accident CostEnvironmental
CostRoad Usage
Cost
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-14 TEAM/Strategy 1/DR
Table 6.4.1-2 : Expected Kilomater Travelling into Thailand from Projected Volume and
Average Traveling Distance (Unit : Kilomater)
Source: The Consultants Note: Border Checkpoint don’t have traffic or "0 ” due to data collection because no traffic for 4 - wheel-drive
non-Thai nationals.
6.4.2 RC Cost Estimation
The data in Table 6.4-1 can be summarized RC Cost, it is classified as cost include
Road Maintenance Cost, Accident Cost and Environmental Cost. And the kilometer data is
made at each border checkpoint in table 6.4.1-1 can be used to calculate the RC Cost.
The results are summarized in table 6.4.2-1.
Border Crossing Points Border 2018 2019 2020 2021 2022
1 1 Sadao Border TH-Malaysia 22,115,106 23,418,642 24,722,178 26,025,714 27,329,172
2 2 Padang Basar Border TH-Malaysia 17,717,520 18,761,840 19,806,160 20,850,480 21,894,800
3 3 Ban Prakob Border TH-Malaysia 990,400 1,048,800 1,107,200 1,165,600 1,223,840
4 4 Sungai Go lok Border TH-Malaysia 3,663,680 3,879,600 4,095,520 4,311,440 4,527,520
5 5 Betong Border TH-Malaysia 3,823,840 4,049,200 4,274,560 4,499,920 4,725,440
6 6 Wang Prachan Border TH-Malaysia 1,587,520 1,681,120 1,774,720 1,868,320 1,961,760
7 7 Buketa Border TH-Myanmar 202,320 214,240 226,160 238,080 250,000
8 1 1st Sai River Bridge Border TH-Myanmar 3,912,076 4,252,262 4,592,448 4,932,634 5,272,792
9 2 2nd Sai River Bridge Border TH-Myanmar 0 0 0 0 0
10 3 Ban Rim Moei Border (Mae Sot) TH-Myanmar 9,483,948 10,308,636 11,133,324 11,958,012 12,782,736
11 4 Ban Phunamron Border TH-Loas 0 0 0 0 0
12 1 4th Thai-Laos Friendship Bridge Border (Chaing Khong) TH-Loas 1,142,364 1,210,168 1,277,972 1,345,776 1,413,764
13 2 Ban Huai Kon Border (Thung Chang) TH-Loas 429,128 454,566 480,004 505,442 531,038
14 3 Mae Nam Hueang Friendship Bridge Border (Thali) TH-Loas 4,693,696 4,972,352 5,251,008 5,529,664 5,808,544
15 4 Ban Kok Pai Border TH-Loas 0 0 0 0 0
16 5 1st Thai-Laos Friendship Bridge Border (Nong Khai) TH-Loas 39,407,928 41,747,916 44,087,904 46,427,892 48,767,880
17 6 Bueng Kan Border TH-Loas 27,160 28,770 30,380 31,990 33,610
18 7 3rd Thai-Laos Friendship Bridge Border (Nakhon Phanom) TH-Loas 2,031,772 2,152,404 2,273,036 2,393,668 2,514,368
19 8 2nd Thai-Laos Friendship Bridge Border (Mukdahan) TH-Loas 13,468,884 14,268,618 15,068,352 15,868,086 1,667,976
20 9 Ban Pak Saeng Border (Khemarat) TH-Loas 0 0 0 0 0
21 10 Chong Mek Border TH-Loas 11,376,480 12,051,890 12,727,300 13,402,710 14,078,668
22 11 Phu Doo Border TH-Cambodia 0 0 0 0 0
23 1 Chong Sangam Border TH-Cambodia 154,232 164,008 173,784 183,560 193,440
24 2 Chong Chom Border TH-Cambodia 15,808,000 16,811,600 17,815,200 18,818,800 19,822,192
25 3 Aranya Prathet Border TH-Cambodia 10,920,600 11,613,900 12,307,200 13,000,500 13,693,740
26 4 Ban Laem border (Chanthaburi) TH-Cambodia 321,384 341,712 362,040 382,368 403,032
27 5 Ban Pakkard Border (Chanthaburi) TH-Cambodia 140,616 149,520 158,424 167,328 176,400
28 6 Ban Had lek Border (Klong Yai) TH-Cambodia 2,815,512 2,994,264 3,173,016 3,351,768 3,530,520
Total Distance traveled (km.) 166,234,166 176,576,028 186,917,890 197,259,752 207,603,232
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-15 TEAM/Strategy 1/DR
Table 6.4.2-1 : Cost of RC (including expenses related to accident and environmental
issues) (Unit : Baht)
Source: The Consultants
Note: Border Checkpoint don’t have traffic or "0 ” due to data collection because no traffic for 4 - wheel-drive
non-Thai nationals.
Form the above table together with the cost of management for vehicle detection
and tracking (in the future), the cost of VEP that is calculated from road usage and allocated
operating expenses (50%) and average cost per trip are presented in Table 6.4.2-2 and 6.4.2-3.
2018 2022 2027 2032 2037
Maintenance Cost
1 Road Maintenance 0.85 0.88 0.99 1.14 1.32 1.54
2 Acidential 0.51 0.53 0.59 0.69 0.79 0.92
3 Ebvironmental 0.14 0.14 0.16 0.19 0.21 0.25
Total maintenance costs per kilometer 1.5 1.54 1.74 2.01 2.33 2.71
Maintenance Cost
1 Sadao Border 34,122,282 47,459,637 69,293,722 98,333,723 136,701,860
2 Padang Basar Border 27,337,070 38,022,347 55,514,671 78,780,194 109,518,687
3 Ban Prakob Border 1,528,128 2,125,311 3,103,207 4,403,667 6,121,913
4 Sungai Go lok Border 5,652,838 7,862,458 11,479,513 16,290,543 22,646,791
5 Betong Border 5,899,956 8,206,164 11,981,360 17,002,643 23,636,807
6 Wang Prachan Border 2,449,448 3,406,778 4,974,182 7,058,638 9,812,938
7 Buketa Border 312,168 434,148 633,912 899,553 1,250,616
8 1st Sai River Bridge Border 6,036,099 9,156,691 14,150,931 20,637,260 28,990,694
9 2nd Sai River Bridge Border 0 0 0 0 0
10 Ban Rim Moei Border (Mae Sot) 14,633,163 22,198,404 34,305,765 50,030,490 70,281,576
11 Ban Phunamron Border 0 0 0 0 0
12 4th Thai-Laos Friendship Bridge Border (Chaing Khong) 1,762,599 2,455,132 3,596,284 5,124,551 7,157,685
13 Ban Huai Kon Border (Thung Chang) 662,119 922,197 1,350,901 1,925,223 2,688,834
14 Mae Nam Hueang Friendship Bridge Border (Thali) 7,242,091 10,087,074 14,775,953 21,054,928 29,408,297
15 Ban Kok Pai Border 0 0 0 0 0
16 1st Thai-Laos Friendship Bridge Border (Nong Khai) 60,804,068 84,689,938 124,056,553 176,774,153 246,906,740
17 Bueng Kan Border 41,906 58,367 85,500 121,850 170,179
18 3rd Thai-Laos Friendship Bridge Border (Nakhon Phanom) 3,134,902 4,366,433 6,396,088 9,114,107 12,729,970
19 2nd Thai-Laos Friendship Bridge Border (Mukdahan) 20,781,680 28,945,483 42,400,382 60,418,246 84,388,191
20 Ban Pak Saeng Border (Khemarat) 0 0 0 0 0
21 Chong Mek Border 17,553,226 24,448,910 35,813,485 51,032,331 71,278,849
22 Phu Doo Border 0 0 0 0 0
23 Chong Sangam Border 237,971 335,926 495,582 707,040 985,385
24 Chong Chom Border 24,390,796 34,423,071 50,787,854 72,466,871 100,980,541
25 Aranya Prathet Border 16,849,831 23,780,447 35,085,738 50,062,165 69,760,129
26 Ban Laem border (Chanthaburi) 495,876 699,902 1,032,910 1,473,845 2,053,581
27 Ban Pakkard Border (Chanthaburi) 216,962 306,335 451,856 644,587 898,612
28 Ban Had lek Border (Klong Yai) 4,344,166 6,131,075 9,045,570 12,907,023 17,985,423
Total 256,489,344 360,522,229 530,811,918 757,263,630 1,056,354,298
Road Maintenance Cost
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-16 TEAM/Strategy 1/DR
Table 6.4.2-2 : Cost of RC by Crossing Points (Unit : Baht)
Source: The Consultants
Note: Border Checkpoint don’t have traffic or "0 ” due to data collection because no traffic for 4 - wheel-drive
non-Thai nationals.
Maintenance Cost + 50% Operation 2018 2022 2027 2032 2037
1 Sadao Border 40,568,668 54,583,236 77,508,789 108,397,079 147,391,408
2 Padang Basar Border 32,501,593 43,729,427 62,096,172 86,842,465 118,082,618
3 Ban Prakob Border 1,816,822 2,444,317 3,471,105 4,854,333 6,600,622
4 Sungai Go lok Border 6,720,773 9,042,957 12,840,458 17,957,698 24,417,681
5 Betong Border 7,014,576 9,437,893 13,401,801 18,742,673 25,485,113
6 Wang Prachan Border 2,912,198 3,918,129 5,563,892 7,781,010 10,580,272
7 Buketa Border 371,142 499,313 709,065 991,613 1,348,409
8 1st Sai River Bridge Border 7,176,439 10,531,093 15,828,584 22,749,252 31,257,653
9 2nd Sai River Bridge Border 0 0 0 0 0
10 Ban Rim Moei Border (Mae Sot) 17,397,662 25,530,342 38,372,860 55,150,551 75,777,319
11 Ban Phunamron Border 0 0 0 0 0
12 4th Thai-Laos Friendship Bridge Border (Chaing Khong) 2,095,590 2,823,643 4,022,639 5,648,992 7,717,388
13 Ban Huai Kon Border (Thung Chang) 787,206 1,060,617 1,511,056 2,122,248 2,899,091
14 Mae Nam Hueang Friendship Bridge Border (Thali) 8,610,268 11,601,125 16,527,706 23,209,664 31,707,910
15 Ban Kok Pai Border 0 0 0 0 0
16 1st Thai-Laos Friendship Bridge Border (Nong Khai) 72,291,181 97,401,733 138,763,987 194,865,008 266,213,877
17 Bueng Kan Border 49,823 67,128 95,636 134,319 183,487
18 3rd Thai-Laos Friendship Bridge Border (Nakhon Phanom) 3,727,148 5,021,826 7,154,371 10,046,834 13,725,404
19 2nd Thai-Laos Friendship Bridge Border (Mukdahan) 24,707,758 33,290,144 47,427,129 66,601,377 90,987,017
20 Ban Pak Saeng Border (Khemarat) 0 0 0 0 0
21 Chong Mek Border 20,869,384 28,118,644 40,059,326 56,254,919 76,852,575
22 Phu Doo Border 0 0 0 0 0
23 Chong Sangam Border 282,928 386,348 554,336 779,398 1,062,438
24 Chong Chom Border 28,998,708 39,589,907 56,808,971 79,883,044 108,876,823
25 Aranya Prathet Border 20,033,103 27,349,846 39,245,302 55,185,467 75,215,097
26 Ban Laem border (Chanthaburi) 589,557 804,956 1,155,366 1,624,676 2,214,163
27 Ban Pakkard Border (Chanthaburi) 257,951 352,315 505,425 710,553 968,880
28 Ban Had lek Border (Klong Yai) 5,164,867 7,051,337 10,117,961 14,227,913 19,391,813
Total (baht) 304,945,344 414,635,914 593,741,937 834,761,084 1,138,957,055
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-17 TEAM/Strategy 1/DR
Table 6.4.2-3 : Average RC Cost per Kilometer by Crossing points (Unit : Baht/Trip)
Source: The Consultants
Note: Border Checkpoint don’t have traffic or "0 ” due to data collection because no traffic for 4 - wheel-drive
non-Thai nationals.
RC per Trip 2018 2022 2027 2032 2037
1 Sadao Border 143 156 176 201 228
2 Padang Basar Border 147 160 180 206 233
3 Ban Prakob Border 147 160 180 206 233
4 Sungai Go lok Border 147 160 180 206 233
5 Betong Border 147 160 180 206 233
6 Wang Prachan Border 147 160 180 206 233
7 Buketa Border 147 160 180 206 233
8 1st Sai River Bridge Border 26 28 32 36 41
9 2nd Sai River Bridge Border 0 0 0 0 0
10 Ban Rim Moei Border (Mae Sot) 66 72 81 93 105
11 Ban Phunamron Border 0 0 0 0 0
12 4th Thai-Laos Friendship Bridge Border (Chaing Khong) 169 184 207 237 268
13 Ban Huai Kon Border (Thung Chang) 290 316 356 406 461
14 Mae Nam Hueang Friendship Bridge Border (Thali) 205 224 252 288 327
15 Ban Kok Pai Border 0 0 0 0 0
16 1st Thai-Laos Friendship Bridge Border (Nong Khai) 154 168 189 216 245
17 Bueng Kan Border 18 20 23 26 29
18 3rd Thai-Laos Friendship Bridge Border (Nakhon Phanom) 62 68 77 87 99
19 2nd Thai-Laos Friendship Bridge Border (Mukdahan) 143 156 176 201 228
20 Ban Pak Saeng Border (Khemarat) 0 0 0 0 0
21 Chong Mek Border 503 547 617 705 799
22 Phu Doo Border 0 0 0 0 0
23 Chong Sangam Border 191 208 234 268 303
24 Chong Chom Border 191 208 234 268 303
25 Aranya Prathet Border 110 120 135 154 175
26 Ban Laem border (Chanthaburi) 308 336 378 432 490
27 Ban Pakkard Border (Chanthaburi) 308 336 378 432 490
28 Ban Had lek Border (Klong Yai) 308 336 378 432 490
Average cost of RC per trip 131 140 157 179 202
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-18 TEAM/Strategy 1/DR
6.5 TOTAL COSTS OF VEP AND RC
Table 6.5-1 : Total VEP and RC Costs by Crossing Points (Unit : Baht/Trip)
Source: The Consultants
Note: Border Checkpoint don’t have traffic or "0 ” due to data collection because no traffic for 4 - wheel-drive
non-Thai nationals.
In summary, the total cost of toll fee (VEP) and road charge (RC) is about 1 5 1 baht
per trip (VEP costs are 21 baht per trip and RC 130 baht per trip). The operating expenses
are allocated to calculate the cost of VEP and RC (The operating cost of VEP section is
50%, which is 21 baht and the operating cost of RC section is 50%, which is 21 baht.
If there is no 50% cost allocation, then the VEP costs will be 42 baht per trip). The details
mentioned in section 6.3.2.
Total cost per trip 2018 2022 2027 2032 2037
1 Sadao Border 166 176 194 219 244
2 Padang Basar Border 170 181 199 225 250
3 Ban Prakob Border 170 181 199 225 250
4 Sungai Go lok Border 170 181 199 225 250
5 Betong Border 170 181 199 225 250
6 Wang Prachan Border 170 181 199 225 250
7 Buketa Border 170 181 199 225 250
8 1st Sai River Bridge Border 30 32 35 39 44
9 2nd Sai River Bridge Border 0 0 0 0 0
10 Ban Rim Moei Border (Mae Sot) 77 81 90 101 113
11 Ban Phunamron Border 0 0 0 0 0
12 4th Thai-Laos Friendship Bridge Border (Chaing Khong) 196 208 229 259 288
13 Ban Huai Kon Border (Thung Chang) 336 357 394 444 494
14 Mae Nam Hueang Friendship Bridge Border (Thali) 238 253 279 315 350
15 Ban Kok Pai Border 0 0 0 0 0
16 1st Thai-Laos Friendship Bridge Border (Nong Khai) 179 190 209 236 263
17 Bueng Kan Border 21 23 25 28 31
18 3rd Thai-Laos Friendship Bridge Border (Nakhon Phanom) 72 77 85 96 106
19 2nd Thai-Laos Friendship Bridge Border (Mukdahan) 166 176 194 219 244
20 Ban Pak Saeng Border (Khemarat) 0 0 0 0 0
21 Chong Mek Border 583 619 682 770 857
22 Phu Doo Border 0 0 0 0 0
23 Chong Sangam Border 221 235 259 292 325
24 Chong Chom Border 221 235 259 292 325
25 Aranya Prathet Border 128 135 149 169 188
26 Ban Laem border (Chanthaburi) 357 379 418 472 526
27 Ban Pakkard Border (Chanthaburi) 357 379 418 472 526
28 Ban Had lek Border (Klong Yai) 357 379 418 472 526
Include operating expenses 151 159 174 195 217
Average total cost per trip classified by country 2018 2022 2027 2032 2037
Malaysia 169 180 199 224 249
Myanmar 27 28 31 35 39
Loas 163 173 191 215 239
Cambodia 274 291 320 362 403
Average Nationwide (baht/trip) 151 159 174 195 217
VEP and RC Cost 2018 2022 2027 2032 2037
VEP 21 18 17 17 15
RC 130 139 157 178 202
Total Cost (baht/trip) 151 157 174 195 217
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-19 TEAM/Strategy 1/DR
6.6 VEP AND RC PRICING
To price VEP and RC, there are generally four methods i.e.
1) Cost Plus Pricing;
2) Market Benchmarking Pricing;
3) Demand Driven Pricing; and
4) Strategic Objective Pricing.
The Consultants recommends the toll to be divided into 2 categories, one as
Registration Fee for entry permit application, serving the purpose of keeping record of
the vehicles entering Thailand through the borders, and the other as Crossing Fee, which is
set to be collected from each vehicle at each inbound. Both categories, however, will be
addressed as “cross-border toll” as the tracking capability at present is quite expensive.
In conclusion, toll is separated into 2 categories; 1) Registration fee for entry
permit application, collected at 100 THB with the exchange of RFID tag, cash
card, and a 5-year entry permission 2) Crossing fee, collected at the rate of
160 THB each time a vehicle crosses into Thailand through the border.
Table 6.6-1 : Expected Revenue from Cross-border Tool
Source: The Consultants
year 0 1 5 10 15 202018 2019 2023 2028 2033 2038
Profit & Loss Statement1 Border crossing + road usage fees
Number of trips 2,334,077 2,953,068 3,783,127 4,674,185 5,631,353Cost fo VEP & RC 151 159 174 195 217Marked up % 3.0% 3.0% 3.0% 3.0% 3.0%Border crossing + Road usage fees 160 160 172 194 214Revenue from Crossing Fee 372,376,607 471,129,891 651,939,125 904,876,777 1,206,299,097
2 Registration fee + cash card soldcash cards sold (in-stock included) 1,167,038 77,378 160,388 249,490 345,202average cost of cash cards 90 102 117 136 158Marked up % 4.0%Registration Fee (for 5 Years) 100 100 116 133 155Revenue from registration + cash card 116,703,800 7,737,800 18,544,863 33,265,333 53,434,393
Total reveunes 489,080,407 478,867,691 670,483,988 938,142,110 1,259,733,490
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-20 TEAM/Strategy 1/DR
6.7 EXPECTED FINANCIAL RESULTS AND RETURN ON INVESTMENT
6.7.1 Proforma Income Statement of the Operator
Table 6.7.1-1 : Projected Income Statement of the Operator
Source: The Consultants
Table 6.7.1-2 : Projected Cash Flows of the Project
Source: The Consultants
number of year 1 5 10 15 20
2018 2022 2027 2032 2037
Profit and Loss Statement
1 Bord Cross and Road Usage fees
Number of trip 2,334,077 2,953,068 3,783,127 4,674,185 5,631,353
Cost of VEP and RC (baht/trip) 151 159 174 195 217
Marked up % 3.00% 3.00% 3.00% 3.00% 3.00%
Bord cross and Road Usage fees (baht/trip) 160 160 172 194 214
Total Bord Cross and Road Usage fees (baht) 372,376,607 471,129,891 651,939,125 904,876,777 1,206,299,097
2 Registration fee and cash card sold
cash cards sold (in-stock included) 1,167,038 77,378 160,388 249,490 345,202
average cost of cash cards (baht) 90 102 117 136 158
Marked up % 4.0%
Registration Fee (for 5 year) 100 100 116 133 155
Revenue from Registration + Cash Card (baht) 116,703,800 7,737,800 18,544,863 33,265,333 53,434,393
Total Revenue (baht) 489,080,407 478,867,691 670,483,988 938,142,110 1,259,733,490
Deducted Expenses (baht)
vehicle fitting equipment
RFID tag 46,681,520 3,404,632 7,859,012 14,470,420 23,473,736
Cash Card 58,351,900 4,487,924 10,906,384 19,460,220 31,068,180
1 vehicle fitting equipment 105,033,420 7,892,556 18,765,396 33,930,640 54,541,916
2 Road maintenance 256,489,344 360,522,229 530,811,918 757,263,630 1,056,354,298
Operating expense
Operation & Maintenance (O&M) 52,506,000 63,821,371 81,454,039 98,102,679 108,313,284
Depreciation 44,406,000 44,406,000 44,406,000 56,892,228 56,892,228
3 Operating expense 96,912,000 108,227,371 125,860,039 154,994,907 165,205,513
Total expense (baht) 458,434,764 468,749,600 656,671,957 912,258,537 1,221,559,811
Operating Profit (baht) 30,645,643 10,118,091 13,812,031 25,883,573 38,173,679
Net margin % 8.2% 2.1% 2.1% 2.9% 3.2%
Project cash flow 2018 2019 2023 2028 2033 2038Investment
Building -162,000,000 0 0 0 0 0Tools and Equipment -363,060,000 0 0 -487,922,281 0 -655,726,745 Total investment -525,060,000 0 0 -487,922,281 0 -655,726,745
Operating Cash flow Net income 30,645,643 10,118,091 13,812,031 25,883,573 38,173,679Depreciation 44,406,000 44,406,000 44,406,000 56,892,228 56,892,228Operating Cash Flow 75,051,643 54,524,091 58,218,031 82,775,801 95,065,907
Net Project cash flow -525,060,000 75,051,643 54,524,091 -429,704,250 82,775,801 -560,660,838
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-21 TEAM/Strategy 1/DR
6.7.2 Financial Analysis
Financial analysis of the project is based on assumptions from topic 6.2 up to now,
we can summarize the key hypothesis as follows:
1) The total cost of investment is 525 million baht, include equipment and
control system cost at control center (about 300 million baht) and
border checkpoint (about 225 million). And investment in vehicle fitting
(approximately 98 million).
2) Traffic forecast for 4-wheel vehicles in the next 20 years will increase from
approximately 2.3 million trip per year in 2018 and grow by an average of
3-6% per year.
3) Estimation of the average distance traveled by 4-wheel vehicles to Thailand.
(About 48 km)
4) Estimates of man-power needs at the control center and border checkpoint
(286 jobs), which will be part of the operating expenditure.
5) Estimation of operating expenses (ie, depreciation and operating and maintenance
expenses) and allocation to the cost of the toll fee and road used 50%.
6) Estimated cost of toll fee and road used (150 baht per trip).
7) Determining the minimum rate of return to set the toll fee.
8) Toll fee Pricing (Registration fee 100 Baht within 5 years and pay 160 baht
per trip).
The Consultants apply three types of financial indicators i.e. Payback Period,
Financial Internal Rate of Return (FIRR), and Net Present Value to evaluate the investment
project. The result of financial analysis is summarized in Table 6.7.2-1.
Table 6.7.2-1 Result of Financial Analysis
Return on Investment
1 Payback Period (years : months) 6 11
2 Financial Internal Rate of Return (FIRR) 12.70%
Discount Rate 12.00%
3 Net Present Value (NPV) 22,141,031 Baht
Source: The Consultants
Payback period is six years eleven months with FIRR at 12.7% this is a good
investment. The Net Present Value is 22.1 millions baht. This project, therefore, is
a feasible project which can generate return higher than cost of fund. (using financial
criteria only) The private sector can partially or fully participate in this project as it can
generate high return on investment. However, it also depends on impacts on each
dimentions which will be presented in the next chapter.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-22 TEAM/Strategy 1/DR
6.7.3 Financial Result in the Case of Applying GPS Technology
The Consultants also coduct an analysis on implementing the vehicle tracking
capability in the first period. Additional investments and manpower are required. In terms
of investment in the system, it is expected that an andditonal THB200 millions will be
needed. The investment in GPS equipment at THB 3,000 per piece (now the cost of GPS
equipment is in between THB 1,000 – 5,000 per piece. Moreover, additional 8 staff
(2 shifts) at the headquarters will be required. Total required staff will be 294 posts.
Based on comments made by stakeholders in Chapter 6, the toll fee that will
force a commuter to pay for an extra of THB 3,000 for the GPS equipment may impact on
traffic volume as this will add up more fixed expenses for a commuter. Furthermore,
the stakeholders have provided comment that the exceptable toll shall not exceed 500 baht.
The Consultants, therefore, apply this rate for the equipement cost that a commuter will be
forced to pay. The residual cost will be absorbed by the operator and will be allocated to
the higher crossing fee per trip.
To achieve a 12% FIRR, the crossing fee shall be 251 baht per trip and will be
adjusted at 10% for every five years. The financial results are presented in Table 6.7.3-1
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-23 TEAM/Strategy 1/DR
Table 6.7.3-1: Fincial Results in the Case that GPS is Installed and Fees are Subsidised
Source: The Consultants
Table 6.7.3-2 : Project Cash Flows: GPS Installed and Fees to be Subsidised (Unit : Baht)
Source: The Consultants
number of year 1 5 10 15 20
2018 2022 2027 2032 2037
1 Bord Cross and Road Usage fees
Number of trip 2,334,077 2,953,068 3,783,127 4,674,185 5,631,353
Cost of VEP and RC (baht/trip) 151 159 174 195 217
Marked up % 3.00% 3.00% 3.00% 3.00% 3.00%
Bord cross and Road Usage fees (baht/trip) 160 160 172 194 214
Total Bord Cross and Road Usage fees (baht) 372,376,607 471,129,891 651,939,125 904,876,777 1,206,299,097
2 Registration fee and cash card sold
cash cards sold (in-stock included) 1,167,038 77,378 160,388 249,490 345,202
average cost of cash cards (baht) 90 102 117 136 158
Marked up % 4.0%
Registration Fee (for 5 year) 100 100 116 133 155
Revenue from Registration + Cash Card (baht) 116,703,800 7,737,800 18,544,863 33,265,333 53,434,393
Total Revenue (baht) 489,080,407 478,867,691 670,483,988 938,142,110 1,259,733,490
number of year 1 5 10 15 20
2018 2022 2027 2032 2037
Profit and Loss Statement
1 Bord Cross and Road Usage fees
Number of trip 2,334,077 2,953,068 3,783,127 4,674,185 5,631,353
Cost of VEP and RC (baht/trip) 168 174 187 200 221
Marked up % 32.0% 32.0% 32.0% 32.0% 32.0%
Bord cross and Road Usage fees (baht/trip) 251 251 266 283 312
Total Bord Cross and Road Usage fees (baht) 585,834,262 741,195,947 1,007,593,593 1,322,914,817 1,759,644,494
2 Registration fee and cash card sold
cash cards sold (in-stock included) 1,167,038 77,378 160,388 249,490 345,202
average cost of cash cards (baht) 3,090 3,090 3,090 3,090 3,090
Marked up % -518.0%
Registration Fee (for 5 year) 500 500 500 500 500
Revenue from Registration + Cash Card (baht) 583,519,001 38,689,000 80,194,000 124,745,000 172,601,000
Total Revenue (baht) 1,169,353,263 779,884,947 1,087,787,594 1,447,659,818 1,932,245,494
Deducted Expenses (baht)
vehicle fitting equipment
RFID tag 46,681,520 3,095,120 6,415,520 9,979,600 13,808,080
Cash Card 58,351,900 3,868,900 8,019,400 12,474,500 17,260,100
1 vehicle fitting equipment 3,606,147,420 239,098,020 495,598,920 770,924,100 1,066,674,180
2 Road maintenance 256,489,344 360,522,229 530,811,918 757,263,630 1,056,354,298
Operating expense
Operation & Maintenance (O&M) 72,320,000 87,905,412 112,192,057 135,123,333 149,187,078
Depreciation 64,220,000 64,220,000 64,220,000 41,700,000 41,700,000
3 Operating expense 136,540,000 152,125,412 176,412,057 176,823,333 190,887,078
Total expense (baht) 3,999,176,764 512,647,641 707,223,974 934,086,964 1,247,241,377
Operating Profit (baht) 2,829,823,501- 267,237,306 380,563,619 513,572,854 685,004,117
Net margin % -483.0% 36.1% 37.8% 38.8% 38.9%
Project cash flow 2560 2561 2565 2570 2575 2580Investment
Building -500,000,000 0 0 -239,500,000 0 -722,444,494 Tools and Equipment -223,200,000 0 0 -96,500,000 0 -291,145,131 Total investment -723,200,000 0 0 -336,000,000 0 -1,013,589,625
Operating Cash flow Net income -2,829,823,501 267,237,306 380,563,619 513,572,854 685,004,117Depreciation 64,220,000 64,220,000 64,220,000 41,700,000 41,700,000Operating Cash Flow -2,765,603,501 331,457,306 444,783,619 555,272,854 726,704,117
Net Project cash flow -723,200,000 -2,765,603,501 331,457,306 108,783,619 555,272,854 -286,885,507
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-24 TEAM/Strategy 1/DR
From the financial analysis for the case that vehicle tracking system is implemented
at current costs and is subsidized, the commuter will pay the registration fee at less than THB
500 (for five years), the crossing fee will be increased from THB 160 to THB 251 per trip.
This will enable the project to be feasible at 12% FIRR. However, the cash flows will be
insufficient. The CAPEX requirement will be high at THB 723 millions before
the operating date. Moreover, additional staff will be required to 294 positions (from 286
staff for RFID technology). Therefore, vehicle tracking capability enhancement at present,
where the cost is still relatively high, may not be feasible. This is because of high
investment compared with the RFID technology application in the first period.
6.8 OPTION IDENTIFICATION
The decision of Cross-Border Toll Collection (Toll refers to a fee for a foreign
vehicle that is intended to be temporarily used in the Kingdom of Thailand) should be under
a discreet, thorough and multi-dimensional consideration as it may impact Thailand’s
National Policy. A number of concerned issues, such as, International Relations with
neighbouring countries, Thailand Tourism Policy, Thailand Economic policy, etc, should
carefully be taken into account. Meticulous examination should be made across all
associated divisions under the government sector before finalizing the decision whether or
not to collect the cross-border toll. It is much necessary that there is an instruction from
the policy department to conduct a study in this regard because this would require
the cooperation not only from the operation level, but also from the higher level associated
divisions in the government sector in order for this mission to succeed.
The process of consideration for the alternatives is divided into 4 core procedures;
(1) Option identification;
(2) Selection criterion;
(3) Option analysis; and
(4) Recommendation on the optimum option.
4 Main options for consideration and analysis;
Option 1 Remaining current status (Status Quo);
Option 2 Authorizing of a legalized division to collect toll;
Option 3 Department of Land Transport to request for support from other
agency; or
Option 4 Establishment of integrated service center (One Stop Services).
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-25 TEAM/Strategy 1/DR
6.8.1 Option 1 : Remain Current Status (Status Quo)
This option is to proceed as how it is presently. The foreign registered vehicles
intendeded to enter and use in Thailand are classified into 2 categories;
1) Group of countries with vehicles entering without an Agreement with Thailand
are required to submit a petition for an entry permit to the Department of
Land Transport as according to the 1979 vehicle act, section 6/1 last
paragraph and as stipulated in the 2016 Notification by the Department of
Land Transport in regards to the imposed criteria, procedures and terms for
the petition, approval, approved time frame of vehicle usage, and a tag which
indicates a temporary usage of the imported foreign vehicle for tourism or
any other specific purpose in the Kingdom of Thailand.
2) Group of countries with vehicles entering under an International Convention
or Agreement signed with the Thai government, which are Malaysia,
Singapore and Laos.
6.8.2 Option 2 : Authorizing of a legalized division to collect toll
Due to Clause 2 of the 2002 Ministerial Regulations of the Land Transport
Division under the Ministry of Transport, stipulating that it is the duty of the Department
of Land Transport, under the Ministry of Transport, to manage the system and regulations
of land transporting by means of handling, supervising, inspecting the overall system to
operate as accordingly to the law, rules and regulations, and also to coordinate and establish
plans that will enable linkage to other transport systems, so to create an enhanced system
of transporting on land in flexibility, convenience, speed, coverage, and safety.
Option 2 Operating Model
Option 2 provides 2 sub-options 1) Department of Land Transport is the operator
2) The Department of Land Transport hires the private sector through a concession
agreement.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-26 TEAM/Strategy 1/DR
Key Issues for Consideration
Option 2, under the operation of Department of Land Transport, whether
it be operated by its sub-division or private sector, requires amending of certain sections of
the 1979 vehicle act to cover both groups of foreign vehicles, however, this step is
a procedure in the policy level that must be approved prior to the next step.
Moreover, the government shall come to a term of agreement with
the concessionaire in regards to the shared revenue generated under the concession
agreement in collecting tolls from foreign vehicles crossing into Thailand, to which it shall
be distributed to each party as agreed accordingly. Thus, this enables the private
concessionaire the ability to collect their shares of revenue directly at the point of toll
collection, and this may also include the chance to exploit in other related subject as means
to generate more benefits (depending on the terms of Agreement), such as, to lease out
the adjacent area for retail purpose. In contrary, the cost of maintenance for all assets under
the concession normally falls under the concessionaire’s responsibility (private sector),
hence, the concessionaire will need to acquire reasonable toll collecting system, such as,
choosing the right technology, procuring the construction fund for the infrastructure, or
outsourcing the manpower to operate.
6.8.3 Option 3 : Department of Land Transport authorizes another department
the rights to collect tolls
The study of the Cross-border toll collection should also be perceived in a dimension
of security objectives, which is another factor to be brought into account when finalizing
the decision whether or not the toll should be collected. Most of the time, it is agreed that vehicles
registered in other countries should be required to undergo a proper registration process before
entering Thailand so that the vehicles may be tracked and verified after when needed, such as in
cases where the imported vehicle was involved in an accident, terrorism, sabotage or stolen from
other countries. Therefore, by defining security as the main concerned issue, the controlling and
monitoring of vehicles registered in foreign countries may be conducted simultaneously with
the examination and authorization of entry permit for persons entering the Kingdom of Thailand.
Hence, considering the convenience of the operator, the division of "Immigration Office"
is another appropriate option in this matter.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-27 TEAM/Strategy 1/DR
Option 3 Operating Model
Key Issues for Consideration
This option requires amending of certain sections of the 1979 vehicle act to
cover both groups of foreign vehicles, however, this step is a procedure in the policy level
that must be approved prior to the next step. For the Department of Land Transport to
authorize the duty to the Immigration Office, matters such as knowledge in the subject and
working ability of the immigration officer should be taken under concern, therefore, proper
training courses or prior job trainings to the relevant immigration officers should be
arranged, together with providing support in other knowledgeable fields related. Moreover,
for this mission to succeed, the government should grant a budget and manpower
specifically to support the Immigration Office in this regard as it would be imposing extra
work to the division, otherwise, it may result with a negative impact for the Immigration
Office management system.
6.8.4 Option 4 : Establishment of integrated service center (One Stop Services)
The idea of establishing an integrated service center (One Stop Services) is based
on the concern in convenience of the service receiver when contacting the government
divisions, meaning that, in a case where additional check point is set up on the borders
between Thailand and its neighboring countries for the purpose of submitting requisitions
for vehicle entry application, the driver would be required to contact the offices of
Immigration, vehicle entry application, and Customs, in some cases, which will consume a
large amount of time for the driver to reach all offices should they be in 3 different
locations. Hence, if the 3 offices were integrated into one location, processes were to have
less procedures to follow, and redundant basic information forms were combined (means
no basic information will need to be repetitively filled out in separate forms), it would be
such great convenience for the people, especially the use of electronic system which
provides the capability to link information across all divisions. Setting up of “Integrated
Service Center” is therefore recommended for each province, detail to be shown as follows;
Department of Land Transport
Division responsible for collecting tolls
Ministry of Transport
Ministry of Finance
Customs
Coordinate and share information
Royal Thai Police
Immigration officeAppoint
authorization and provide required
budget
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-28 TEAM/Strategy 1/DR
Option 4 Operation model
Key Issues for Consideration
Option 4 requires the collaborations of various divisions at the border. Never
before in Thailand in which any person who was able to carry 3 main duties in immigration,
vehicle check, and evaluation of custom tax. It is perhaps impossible for one individual to
take up all 3 tasks, but operation wise, the tasks may be operated in a form of an integrated
service center where all are located under the same roof. However, the integrated center
will not have the ability as a person would to break down the task as per the type of work
or areas of expertise.
6.9 OPTION SELECTION CRITERIA AND ANALYSIS
6.9.1 Option Criteria
Options Analysis is performed upon the basis of the cost-benefit analysis
principles. Cost, herein refers to the direct cost of system installation in each option, and
the economic and other strategic impact. The principles for considering each of the options
that will be put into action is based on the convenience level of the road user and the ability
to perform.
1) Convenience and speed of travel
2) Tourism and economic impact
3) Freedom to travel and safety
4) Traveling cost compensation
5) Acquisition of Travel information
6) Difficulties in operations
Department of Land Transport
Integrated Service Center One Stop Service)
Ministry of Transport
Ministry of Finance
Customs
Royal Thai Police
Immigration office
County
Supervises
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P4440/RE006 6-29 TEAM/Strategy 1/DR
6.9.2 Options Analysis
Option 1 : Status Quo
Criteria Benefit/Advantages Cost/Constraints
Road
Use
r P
ers
pec
tive
1 Convenience and speed
of travel
Convenient and fast Foreign vehicles registered in the country which has
no agreement made with Thailand will be required to
submit in advance the request for entry permission,
pay a high amount of fee, and placed under route
restriction.
2 Tourism and economic
impact
Supports tourism industry, generates revenue
from tourism and business continuity, no
travel cost
No changes
3 Freedom of travel and
safety
Freedom of travel (according to the
international agreement)
There are travel route restrictions as per the
international agreement. Not all areas are attended
due to lack of information
Gover
nm
ent
Sec
tor
Per
spec
tiv
e
4 Travel expense
compensation
There is cost of road maintenance and continuous
incurred expense from the entering and exiting of
foreign vehicles.
5 Acquisition of Travel
information
Missing of completed information, which makes it
impossible to analyze and to effectively determine
the proper regulation for controlling the foreign
vehicles entering Thailand.
6 Difficulties in
operation
Operation is not complicated since there is no
action on legal issue, and no impact on
manpower nor budget.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-30 TEAM/Strategy 1/DR
Option 2 : Authorizing of a legalized division to collect toll
Criteria Benefit/Advantages Cost/Constraints
Road
Use
r P
ers
pec
tive
1 Convenience and
speed of travel
Burdens will be placed on the foreign vehicles
which entered Thailand due to the added procedure
that requires application of entry permission and
more imposed fee.
2 Tourism and economic
impact
Ability to obtain information which would
greatly benefit the tourism industry or other
business activities in a long run.
The increased in cost of travel may affect the
demand for the cross-border entry which would
then impact the tourism situation or border trade
status condition.
3 Freedom of travel and
safety
Increase in travel safety, due to the government’s
support in the system that enables the ability to
verify and track vehicles.
May impact the rights to privacy, a result from
tracking foreign vehicles which entered Thailand.
Gover
nm
ent
Sec
tor
Per
spec
tiv
e
4 Travel expense
compensation
Compensation for the cost of road usage Requires more investment on the system and
manpower.
5 Acquisition of Travel
information
Information applicable to be used for analysis
which will help in determining an efficient
policy.
Cost of acquiring of information
6 Difficulties in
operation
Simultaneously enhance the regulations or
previous Notifications with more detail
clarification all at one time.
Requires additional action in the legal process.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-31 TEAM/Strategy 1/DR
Option 3 : DLT to request for support from other agency;
Criteria Benefit/Advantages Cost/Constraints
Road
Use
r
Per
spec
tiv
e
1 Convenience and
speed of travel
Enhanced convenience in travel for the traveler
due to single point service (existing)
May increase travel obstacles due to the added
vehicles verification procedure.
2 Tourism and economic
impact
No impact upon process of travel May have impact on travel that could be from the toll
collected at the rate which creates an impact on the
traveler’s psychological level (increased travel cost).
3 Freedom of travel and
safety
Increase in travel safety, due to the
government’s support in the system that
enables the ability to verify and track vehicles.
May impact the rights to privacy, a result from
tracking foreign vehicles which entered Thailand.
Gover
nm
ent
Sec
tor
Persp
ecti
ve 4 Travel expense
compensation
A compensation for the cost of road usage and
a lower cost of operation.
Requires an investment on the infrastructure system
(more tools and equipment which must be procured)
5 Acquisition of Travel
information
Information applicable to be used for analysis
which will help in determining an enhanced
cost-effective policy.
Cost of acquiring of information
6 Difficulties in
operation
Less complicated than to establish a new
division to operate in this matter.
The success of this option depends on the perceived
edge and agreement of the division which was asked
to perform (immigration office). The duty delegation
of authority to another division under different
Ministry requires a negotiation process at the
ministerial level, which is difficult and requires a clear
detailed procedure (Budget spending procedure or
handling of the money received)
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE006 6-32 TEAM/Strategy 1/DR
Option 4 : Establishment of the Integrated Service Center (One Stop Services)
Criteria Benefit/Advantages Cost/Constraints
Road
Use
r P
ers
pec
tive 1 Convenience and speed of
travel
Integrated service center can integrate the
provision of multiple services of various
divisions into one service point, which would
be an enhancement in convenience and speed
for travelers.
If the integrated working system is unclear, it may
create confusion in the operation (especially at the
beginning stage of operation)
2 Tourism and economic
impact
Enhanced level of convenience for travelers Additional facilities may be required.
3 Freedom of travel and
safety
Increase in travel safety, due to the
government’s support in the system that
enables the ability to verify and track vehicles.
May impact the rights to privacy, a result from tracking
foreign vehicles which entered Thailand.
Gover
nm
ent
Sec
tor
Persp
ecti
ve 4 Travel expense
compensation
A compensation for the cost of road usage and
a lower cost of operation.
Requires an investment on the infrastructure system
(more tools and equipment which must be procured)
5 Acquisition of Travel
information
Information applicable to be used for analysis
which will help in determining an enhanced
cost-effective policy.
Cost of acquiring of information
6 Difficulties in operation Successful collaboration between divisions
would improve process efficiency.
Policy planning is a must have and staff training must
provide sufficient knowledge and skills to perform, thus
makes the establishment of the integrated service center
to be with a number of procedure to undergo, and
requires a review in legal issue and amend the legal
issues in accordance with and prior to the establishment,
thus, the establishment process does consume quite an
amount of time to complete.
CChhaapptteerr 77
RREECCOOMMMMEENNDDAATTIIOONN OONN CCRROOSSSS--BBOORRDDEERR
TTOOLLLL CCOOLLLLEECCTTIIOONN,, OOPPEERRAATTIINNGG MMOODDEELL,,
RREEVVEENNUUEE HHAANNDDLLIINNGG AANNDD SSYYSSTTEEMM
CCOONNTTRROOLLLLIINNGG AAPPPPRROOAACCHH
PPV/TR_G/RE6001/P4440/RE007 7-1 TEAM/Strategy 1/DR
CHAPTER 7
RECOMMENDATION ON CROSS-BORDER
TOLL COLLECTION, OPERATING MODEL,
REVENUE HANDLING AND SYSTEM
CONTROLLING APPROACH
7.1 RECOMMENDATION ON TOLL COLLECTION METHOD AND MODEL
7.1.1 Toll Rate and Time Frame
If considered only the result in economics over the 20-year forecast time frame,
it may be concluded that it is possible for Thailand to take action to declare the Collection
of Cross-border Toll, despite the expected reciprocated action of the other countries,
Thailand will still be on top in balance of service, the only down side would be the cost
arises due to the consequence of reciprocated action of other countries will be a burden to
the citizens travelling with cars.
Yet, when the consideration is looked upon from the indirect result from
the expatriate tourist expenditures which has a higher number than the cost of
maintenance, therefore, Tolls collected to compensate the cost of maintenance (Road
Charge; RC) may possible be excluded from the cross-border toll as means to reduce
the impact on foreign travelers, meaning consider collecting only the VEP, reducing
the tolls to collect from foreign vehicles to a rate lower than THB 160.
By adjusting the calculation of the consultant when the cost of road maintenance
is not taken into consideration. It is found that the toll cost alone will be at the rate is 42 baht per trip (as described in the calculation of toll costs (VEP) in Section 6.3.2 of Chapter 6 of this report. Cost of operating expenses before allocation based on the forecast of the traffic
volume of 4-wheel vehicles (foreign) to Thailand and the operating expenses before the 50%
allocation to the RC cost calculation would be 42 baht per trip).
It is therefore recommended that the toll for entry permit be collected at
the rate of 100 baht with the use of a 5-year RFID tag and Smard Card and toll for
crossing the border be collected at 42 baht per crossing (rate will be adjusted for
increase at every 5-year interval) The calculation is based under a condition that all
checkpoint throughout the country start operating simultaneously. It will be worth the
investment. The system is a one time investment in the system.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P4440/RE007 7-2 TEAM/Strategy 1/DR
7.1.2 The Operating Model
The optimum operating model, from the analysis of cost and benefit and
the financial analysis, it is recommended that the Option 2 be the suitable one for the toll
collection operation with the reason that it contains very clear steps for the legal process
and implementation, especially in the short-term period. It is also recommended that, as
an alternative to the option, the implementation should involve the private sector, so that
it will help reduce the cost of investment supported by the government. It is also
a possible option that The Department of Land Transport use authorize existing operating
division to help carry this mission. However, it will require amending of legal issue in
the law and Notifications, detail as shown in the Action Plan.
Figure 7.1.2-1: The toll collection scheme by the Department of Land Transport
employs some private operators
7.2 RECOMMENDATIONS ON REVENUE MANAGEMENT
The operation of collecting cross-border toll when foreign vehicle enters
Thailand generate a sum amount of revenue, and after exploring the methods of
the revenue management which are practiced among the government sector, it was found
that the revenue is managed differently.
The revenue and expenditure management of government division relating to
the collection of tolls can be divided into 5 methods;
1) Management according to the government general budget.
2) Management as specified by law.
3) Management as specified by law assigning the responsibility for the
delivery of revenue to one particular location.
4) Management through a Concession Agreement with Private Entrepreneurs
5) Management through funding.
Department of Land Transport
Division responsible for collection tolls
Ministry of Transport
Ministry of Finance
Customs
Coordinate and share information
Royal Thai Police
Immigration Office
Coordinate and share information
Private sector co-operation
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P4440/RE007 7-3 TEAM/Strategy 1/DR
From the analysis of all 5 options of revenue management, it is recommended
that Method 4: the revenue would most proper be managed in a form where there is
a joint private sector involved through a concession agreement under a limited
scope. The concession is limited to the most appropriate approach, hence,
the government will be bearing the lowest cost of investment and requiring lesser number
of manpower needed.
7.3 RECOMMENDATIONS
7.3.1 Policy Level
The Ministry of Transport is a governmental agency at the ministry level that is
with a direct relation to toll collection projects, thus, would be required to step in as
the core supporter on policy, such as, submitting of the petition of Toll collection project
budget from the government and parliament or support in provision of the manpower,
performance training, government sector procurement, all through in presenting to
the parliament the proposals on various matter or raising of problems or issues which
require government to support at policy level.
7.3.2 Regulatory Level
The Land Transport Department is a division under the Ministry of Transport.
The division is responsible under the Vehicle Act, 1 9 7 9 and the authority and duty to
consider whether or not the foreign registered vehicles will be allowed to enter Thailand.
Thus, it can be said that the Land Transport Department is the division with main duty
and responsibility in this regard, however, their role will depend on the type of management
used.
7.4 SUMMARY
In conclusion, the Consultants recommend that Option 2 (2) is an optimum one, the
Department of Land Transport employs a private company in place of the operator. There are
steps in amending the laws and various Notifications in the initial phase. The amending of the
1979 vehicle act (Section 6/1 , Section 41), there is no provision requiring public officials
and tolls are always available to cover all vehicles. And set fees (This study used to
represent that tolls) collected in Bangkok must be the revenue of Bangkok, in other
provinces, the income of the Provincial Administration Organization. The provisions of
these two sections are not in line with the format that the Advisory Board has analyzed
and proposed as a model. It is proposed to amend the Vehicle Act 1979 about toll charges.
From the vehicle is to be used in Thailand and the Director-General of the Department of
Land Transport shall issue a notification stating the criteria. The vehicle is to be used in
Thailand and the Director-General of the Department of Land Transport shall issue a
notification stating the criteria. The registration or permission of vehicles registered
overseas to be used in Thailand. Including tolls / fees paid to the land.
However, with the purpose of the announcement of the Department of Land
Transport, Methods and conditions To apply for permission to use the car. And the sign
of using the car.Imported into the Kingdom temporarily for use in tourism or any other
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P4440/RE007 7-4 TEAM/Strategy 1/DR
necessity. Only in case of 2 0 1 6 Therefore, it may apply the criteria or procedures for
obtaining permission under the Notification of the Department of Land Transport. BE
2 5 5 9 shall apply mutatis mutandis to vehicles registered overseas without a treaty with
Thailand and without Thailand.
Thereafter, Department of Land Transport is to grant a concession for the toll
collection in a form of a state-to-private relationship. The purpose is to involve the private
sector in the provision of public services under the terms of Concession Agreement in
Build-transfer-Operate (Build-Transfer-Operate) where the government will not have to
bear the cost of investment, but will have ownership to the assets, and the important thing
is, it will acquire an efficient traveler’s information as to how they travel in-out of
Thailand. The private sector is responsible for collecting revenue and deducting expenses,
then to hand in the concession amount in equal to the payroll of the 90 hired officials as
monthly payments throughout the concession period (20 years). In addition, additional
concessionary rates may be imposed where revenue can be collected higher than the
minimum income assessed in the investment program. This can be attributed to
the private sector's share of revenues as a percentage of future revenue. Annual revenue
collected from the concession. The details of draft concession contracts will need to be
implemented in the short term.
In order to not allow the collection of the cross-border toll to become
a burden for travelers when driving in-out of Thailand, it is recommended to use RFID
technology that is integrated with prepaid cards. Based on the calculation for short term fee,
the lowest rate for the application fee (comes with vehicle’s RFID tag) is THB 1 0 0
for a period of 5 years, plus a toll at THB 4 2 per trip, this rate from the financial
model calculation Considering the predictions of travel of foreign cars throughout
the concession period of 2 0 years. It is expected that the concessionaire will have a
return on investment of about 8.9 percent, which is the return of which the private
sector is likely to be interested in as detailed in the table 7.4-1.
From table 7.4-1 shows that if the toll collected by vehicle equipment cost (RFID tag
and Smart Card) at a cost plus 4 percent by fee collected is 100 baht per ticket (vehicle
equipment is valid for 5 years) and the toll fee per trip collected is the same as
the operating cost (there is not allocation the operating costs to Road Charge (RC)).
There is toll fee collection is 42 baht per trip. The project will generate annual revenue of
213.6 million baht in the first year. And increased to 364.6 million in the 20-year,
following the growth of foreign cars entering to Thailand according to the forecast.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P4440/RE007 7-5 TEAM/Strategy 1/DR
Table 7.4-1 : Predicts Financial Results and Return on Investment (In case of toll
collection (VEP) only at cost rate)
ปีที่ 0 1 5 10 15 20
2017 2018 2022 2027 2032 2037
Profit and Loss Statement
1 Border Cross and Road Usage revenue
Number of trip 2,334,077 2,953,068 3,783,127 4,674,185 5,631,353
VEP Cost (baht/trip) 42
% Mark Up 0.0%
Border Cross and Road Usage fee (baht/trip) 42 42 46 50 55
Total of Border Cross and Road Usage revenue (baht) 96,912,000 122,612,804 172,784,978 234,830,036 311,209,743
2 Registration and Smart Card revenue
Number of cards sold (Included spare) (unit) 1,167,038 77,378 160,388 249,490 345,202
Average cost per unit (baht/unit) 90 102 117 136 158
% Mark Up 4.0%
Registration fee (every year) (baht) 100 100 116 133 155
Total of Registration and Smart Card revenue (baht) 116,703,800 7,737,800 18,544,863 33,265,333 53,434,393
Total Revenue (baht) 213,615,800 130,350,604 191,329,841 268,095,369 364,644,136
Deducted Expenses (baht)
Vehicle fitting cost
RFID tag cost (baht) 46,681,520 3,404,632 7,859,012 14,470,420 23,473,736
Smart Card cost (baht) 58,351,900 4,487,924 10,906,384 19,460,220 31,068,180
1 Vehicle fitting cost 105,033,420 7,892,556 18,765,396 33,930,640 54,541,916
2 Operation cost
Operation and Maintenance cost (baht) 52,506,000 63,821,371 81,454,039 98,102,679 108,313,284
Depreciation cost (baht) 44,406,000 44,406,000 44,406,000 56,892,228 56,892,228
operating cost (baht) 96,912,000 108,227,371 125,860,039 154,994,907 165,205,513
Total Cost 201,945,420 116,119,927 144,625,435 188,925,547 219,747,429
Operating Profit (baht) 11,670,380 14,230,677 46,704,406 79,169,823 144,896,707
Net profit margin 12.00% 11.60% 27.00% 33.70% 46.60%
Cash Flow of the Project 2017 2018 2022 2027 2032 2037
Investment Cost (baht)
control center (baht) -300,000,000 0 0 -268,783,276 0 -361,222,247
border checkpoint and toll booth (baht) -225,060,000 0 0 -219,139,005 0 -294,504,498
Total of Investment Cost (baht) -525,060,000 0 0 -487,922,281 0 -655,726,745
Cash flow from operations
Net profit (baht) 11,670,380 14,230,677 46,704,406 79,169,823 144,896,707
depreciation cost plus (baht) 44,406,000 44,406,000 44,406,000 56,892,228 56,892,228
Cash flow from operations (baht) 56,076,380 58,636,677 91,110,406 136,062,051 201,788,935
Net cash flow from the project (baht) -525,060,000 56,076,380 58,636,677 -396,811,875 136,062,051 -453,937,810
Return on investment
1 Payback Period (years : months) 10 12
2 Financial Internal Rate of Return (FIRR) 8.90%
Discount Rate 12.00%
3 Net Present Value (NPV) -104,841,845 (baht)
CChhaapptteerr 88
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PPV/TR_G/RE6001/P4440/RE008 8-1 TEAM/Strategy 1/DR
CHAPTER 8
ACTION PLAN
Chapter 8 presents a three-phase action plan that is a short-term plan (three-
year action plan), a medium-term plan (seven-year action plan) and a long-term plan
(more than seven year action plan)
The short-term plan focuses on amending law and regulations. Agency
responsible for the toll will be set up. Operators can be configured as needed to install
a vehicle detection system. (Detecting)
The medium-term plan aims at maximizing operational efficiency. Especially
review of vehicle travel pattern. And new technology would be implemented to track
vehicles. (Tracking)
The long-term plan aims to extend the scope of toll collection to other types of
vehicles. Take advantage of vehicle’s route information for different purposes such as
security, trade and tourism. Moreover, such information would be served for
the transportation hub of the ASEAN Economic Community.
The action plan is divided into 3 phases. Each phase is related but in different
objective, as shown in Table 8-1.
Table 8-1: Key Objectives of Three-Phase Action Plan
Year
Short-term Medium-term Long-term
1 2 3 4 5 6 7 8 9 10
1 Regulation revision and implementation of
vehicle detection capability
2 Implementation of vehicle tracking capability
3 Leverage of transport data
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P4440/RE008 8-2 TEAM/Strategy 1/DR
Table 8-2: Key Activties to be undertaken in the three-phase action plan
1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12
1 Short-Term Plan (Implementation of Vehicle Dection)
1 Policy approval and regulation amendments
2 Manpower requesition
3 Additional regulation anouncement
4 Operator selection (through PPP)
5 System implementation and testing
6 Public relations for VEP
7 System evaluation and monitoring
2 Medium-Term Plan (Implementation of Vehicle Tracking)
1 Traffic volume and pattern review and update
2 The study of vihecle tracking implemtation
3 Road charge study
4 Regulation review and amendments
5 Public relations for RC
6 Tracking technology procurement
7 Deparment of Land Transport's Regualtion amendments to cover all types of vehicle
8 System evaluation and monitoring for all types f vehicle
3 Long-Term Plan (Site Relocation and Transport Data Utilization)
1 Study of Public Private Partnership
2 Site relocation selction
3 Construction and system relocation
4 System implementation and testing
5 Transport data sharing (with other relevant government agencies)
Key Activities Year 6 Year 7
Long-Term
Year 8 Year 9 Year 10Year 1 Year 2 Year 3 Year 4 Year 5
Short-Term Medium-Term
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P4440/RE008 8-3 TEAM/Strategy 1/DR
8.1 THE SHORT-TERM PLAN (YEAR 1-3)
The main objective of the short-term plan is to focus on laws and regulations to
enable control and charge the fees of vehicles that have entered the Kingdom of Thailand.
All vehicles will be supervised under the national standard. The Government does not
require to invest or recruit new officers to operate. A Build-Transfer-Opearate (BTO)
concession will be granted to a private sector. In the future, it can further enhance the
regulatory capacity by sharing information with other agencies in order to achieve
national strategy.
The operating procedures are as follows:
1) Law and regulations enactment or amendments, including
[1] the amendment to the Vehicle Act, B.E. 2522 (1979) and
[2] ministerial regulation related to the fees under the Vehicle Act B.E. 2546
(2 0 0 3 ) , The ministerial regulations related fees under the Vehicle Act
B.E. 2546 (2003) by virtue of Section 5 (17) of the vehicle Act B.E. 2522
as amended by the Vehicle Act. (No. 1 0 ) B.E. 2 5 4 2 , which is
the Ministerial Regulation prescribing fee but not over the car;
2) New staff request;
3) Enact or amend law and regulations;
4) Concessionaire granting to the private sector;
5) System installation and testing;
6) Public relations capaigns; and
7) System monitoring and evaluation.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P4440/RE008 8-4 TEAM/Strategy 1/DR
Table 8.1-1: Short-term plan
1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12
1 Policy approval and regulation amendments
1.1 Proposal submt to the Cabinet for approval 3
1.2 Act amendment 12
1.3 Decree amendment 4
2 Additional manpower requesition
2.1 New staff recruitment 8
3 Additional regulation anouncement
3.1 Department of Land Transport to issue new regulations 3
4 Operator selection (through PPP)
4.1 Concessionair invitation 3
4.2 Concessionair award 3
4.3 The Cabinet approval 2
5 System implementation and testing
5.1 Equipment sourcing 1
5.2 System implementation 6
5.3 System testing 2
6 Public relations for VEP
6.1 Policy inform campaigns 2
6.2 Billboard and notification installation at all gates 18
6.3 Internal PR campaigns for relevant agencies 2
7 System evaluation and monitoring
7.1 System evalulation 6
7.2 Process improvement 3
7.3 New process implementation to improve efficiency 3
Year 1 Year 2 Year 3ระยะเวลา
(เดือน)
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P4440/RE008 8-5 TEAM/Strategy 1/DR
8.2 MEDIUM TERM PLAN (YEAR 4-7)
The medium-term plan (4-7 years) will focus on controlling and monitoring of
foreign vehicles, especially four-wheeled vehicles. The law and regulations will be
amended, if necessary. Medium-term plan focused on the preparation of vehicle tracking
using GPS technology. According to this technology, it improves vehicle tracking
capabilities, travel patterns would be recorded and collected at the beginning of
the medium-term plan to calculate the cost of the maintenance route in Thailand.
At this time, the cost of GPS technology should decrease steadily until the cost of
one GPS device falls below 500 baht. As a result, it may be appropriate to use in the plan
because the charges levied on the vehicle in the Kingdom of Thailand will not affect
the driver's decision.
There are six steps in the medium-term plan. The operating procedures are as
follows:
1) Traffic volume and assessment.
2) Study of technology changes in vehicle tracking.
3) Study of Tolls fee.
4) Enact or amend the law/regulations related to the Department of Highways.
5) Amend Notification of the Department of Land Transport for the purpose of
inspecting certain vehicles.
6) Procurement and installation of technology for tracking vehicles.
7) Tests and inspections the tracking of vehicles system.
8) Publish information to the public.
8.3 LONG-TERM PLAN (YEAR 8-10)
Based on the Draft 20 Years National Strategic Plan (B.E. 2560-2579), Thailand
will focus on key strategies as follows:
1) National Security
2) Competitive Advantage
3) Human Resource Development
4) Soial Equality
5) Sustainable Development
6) Balance Adjustment and Public Administration System Development
Each of strategies will promote Thailand to be a developed country and enhance
competitive advantage of the nation in all areas e.g. manufacturing and service sectors as
well as industrial, agricultural, and services. Morover, the strategies will focus on
development of Thai economy by innovations to promote sustainable development.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P4440/RE008 8-6 TEAM/Strategy 1/DR
From the suggestion in this project, development of foreign vihecle detection and
tracking could fullfil the relevant stregy include (1) national security and (2) competitive
advantage of the nation.
Key activities in the Long-Term Plan include:
1) Study of Public Private Partnership;
2) Site relocation selction;
3) Construction and system relocation;
4) System implementation and testing; and
5) Transport data sharing (with other relevant government agencies)
8.4 LONG-TIME VIEW
Once the logistics sector has been liberealized, which means that all foreign
logistics providers can operate in ThailandIn the long run, the regulator (which has been
established or empowered since Phase II) will have full capabilities fro detection and
tracking all type of foreign vehicles travel in Thailand including motocycles. The fees
will be fully and fairly charged in accordance with costs related with transport activities.
CChhaapptteerr 99
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PPV/TR_G/RE6001/P04400/RE018 9-1 TEAM/Strategy 1/DR
CHAPTER 9
SHORT-TERM PRACTICE WITH
THE MALAYSIA CASE
Conclusion of a prepared approach in the case of Malaysia with toll collection
With Singapore There may be a toll fee for Thailand in the near future. The consultant has
prepared a Recommend Case Study of VEP and RC Systems in Malaysia Report. Which is
part of The Study of Toll Collection for the ASEAN Economic Community Transportation
Project. The main content of the report is as follows:
9.1 SOURCE OF OPERATION IN MALAYSIA
The Vehicle Entry Permit (VEP) in Malaysia. It has the concept of developing
and improving the security and safety of cross-border travel between Malaysia and
neighboring countries including the ability to control vehicles from abroad during the
import into Malaysia. The VEP system records the entry and exit of other nationality car
and the driver's personal history. The information will be sent to the database of
Road Transport Department's (JPJ), which will allow them to monitor the history and
control of the use of individual vehicles and riders in a more convenient, faster and more
efficient manner.
At the same time, Malaysia's Road Charge Due to efforts to reduce traffic
congestion at the border checkpoint. It is found that there are passenger cars that have a
one-day trip between Malaysia and Singapore many time in a day. These types of fees are
excluded for commercial vehicles. This is not to increase the burden for people traveling
by public transport that passes through this area on a regular basis.
On June 1, 2016, The Road Transport Department's (JPJ) has begun testing VEP
(Vehicle Entry Permit) systems and officially started the RC on 1 November 2016.
The Ministry has agreed to charge a fee of 20 Ringgit Malaysia for passenger vehicles
registered overseas to travel to Malaysia. As a result, all other nationally cars traveling
across the border between Singapore and Malaysia are: (1) Bangunan Sultan Iskandar (BSI)
border and (2) Sultan Abu Bakar Complex CIQ (Malaysia-Singapore Second Link) border
must pay RC and require a vehicle license to enter the country (VEP).
The Vehicle Entry Permit (VEP) and Road Charge (RC) storage are covered by
the Road Transport Act 1987. The Road Transport Department (JPJ) is the policy leader to
adjust the operation plan and the fee collector. There are also other government in
cooperation with the Ministry of Transport to supervise and enforce such measures in
the process of crossing the international border include The Malaysian National Police,
Customs And the Malaysian Highway Authority (LLM). The VEP system is linked to the
police office to prevent a car theft and investigate the offense of those who will drive the
vehicle across the international border.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE018 9-2 TEAM/Strategy 1/DR
Nevertheless, the Malaysian government has opened up the private sector to take
part in the process through the contracting process. And the private contractor selected to
serve as the main contractor for the joint project with the government is TCSens Sdn Bhd.
And it is a company that operates in the field of wireless products and RFID (Radio
Frequency Identification) it has been the installer of the technology infrastructure for VEP
& RC collection, as well as consulting and development system to maintenance under
the agreement, the Malaysian Ringgit is worth 104.3 million ringgit with government for
5 years. The Malaysian Government invests and supports all budgets for education and
installation projects and all this will be the asset of the Ministry of Transport.
Vehicle Entry Permission
For the Vehicle Entry Permission (VEP) There is a fee of 10 ringgit per license (each
license is valid for 5 years). The other nationally vehicles that require a vehicle license
to enter the country are as follows:
1) Passenger car (A vehicle owned by an individual, company or organization that
carries a personal business).
2) Used car for business (Vehicles owned by a company or used for business
purposes)
3) Automotive belonging to the Embassy, Consulate or government Department
Road Charge
The RC likely a tool to increase revenue for the Malaysian government. Curlently,
the fee is only applicable to registered other nationally cars traveling to Malaysia for
20 ringgit per trip. These fees will be except for commercial vehicles in order not to
affect people traveling by public transport.
9.2 RECOMMENDATIONS FOR THE IMPLEMENTATION OF VEP
AND RC COLLECTION POLICIES IN MALAYSIA
In the case of operation, if Malaysia has announce tolls collection with Thailand. Considering the speed of implementation (which is a short-term measure) to reduce the loss
of service from being charged tolls unilaterally. The consultant recommends the use of the
law enforcement agency as the main operator is The Department of Land Transport is the
authorized person under the Vehicle Act, 1979 which updated according to the Vehicle Act
(No. 10), 1999. The main points to consider follow:
A) Types of Vehicles to be Collection
If Malaysia charges to Thailand, It is expected that Thai personal vehicles
will be entry to Malaysia, The same goes for Singapore cars. Thailand should collection
fees only to passenger car groups to be the same criteria whearwith Thailand has a law
governing the transportation of commercial vehicles already. In summary, the process and
process of operation shown in Figure 9.2-1.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE018 9-3 TEAM/Strategy 1/DR
Figure 9.2-1 : Legal Steps to Implement If Malaysia announces VEP and RC
Collection to Thailand
B) Technology Issues to be Applied and Manpower
In Thailand, there is no automatic payment system. While Malaysia and
Singapore have used Touch n 'GO (Malaysia) or ez link (Singapore) for a while.
The use of technology in Thailand requires a lot of time and many investment cost such as,
In the case of Malaysia, there are many delays due to technological obstacle. So in short-
term plans the consultant recommends using a manual toll collector system. The system is
a toll collection system used by the toll collector. These may be stored in cash or coupons.
The driver will pay the fees by the type of car at the toll booth. That is to pay fees to
the toll staff within the toll booth, and pay in Thai baht or car except, and there is a system
to check the type of car at the same time. The operating capacity is 350 vehicles per hour
for the cash register. And can be upgraded to 600 cars per hour when using any coupon.
There will be one operator per booth per shift (2 shifts total per day) work in the inland. Details of the number of workers at each border checkpoint of the Thai-Malaysian border
are shown in Table 9.2-1.
The Department of Land Transport (“DLT”)
proposes to the Ministry of Transport (“MoT”)
for review and approval
The MoT proposes to the Cabinet to review and approve as follows:
[1] Collecting fee for temporary use of the foreign-registered vehicle in Thailand; and
[2] Approving a draft of the Ministerial Regulation on the fees as amended under section 5(17)
of the Vehicle Act B.E. 2522 as amended by the Vehicle Act (No.10) B.E. 2542 in order to
repeal clause 2 (13) of the Ministerial Regulation on the fees under the law on vehicle B.E. 2546
and amend the vehicle license fee, in accordance with the Convention on Road Traffic, Geneva
B.E. 2492 (A.D. 1949) to which Thailand has accessed as at 15 August B.E. 2505, from 1,000
Baht to an appropriate rate but not exceeding a rate as specified under the Vehicle Act.
The Cabinet
To approve a collection of the fee, in principle, for
temporary use of the foreign-registered vehicle in
Thailand by the DLT being responsible agency as
proposed by the MoT
The MoT represented by the Minister of Transport
To order the DLT as an internal government agency to
issue and announce any relevant notification
regarding temporary use of the foreign-registered
vehicle in Thailand
The DLT proposes to the Ministry of Finance
For approval of the working budget in
accordance with the resolution of the Cabinet
The DLT proposes to the Public
Sector Development Commission
For allocation of manpower to
proceed the work according to the
resolution of the Cabinet
The Director-General of the DLT
To issue the notification on criteria
and mark for use of vehicle
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE018 9-4 TEAM/Strategy 1/DR
Table 9.2-1 : The Number of Workers at Each Border Checkpoint of the Thai-Malaysian
Border
List of
Thai-Malaysia
border checkpoints
Number of Booth (Booth)
This case only considers
inbound
Number of staff
per shift
(8 hours per shift)
Total number of staff
at all times open to
checkpoint (2 shifts)
1) Sadao Border 2 2 4
2) Padang Basar Border 2 2 4
3) Ban Prakob Border 1 1 2
4) Sungai Go lok Border 1 1 2
5) Betong Border 1 1 2
6) Wang Prachan Border 1 1 2
7) Buketa Border 1 1 2
Source: The principle of calculating the number of booth from Table 6.2.2-1 in Chapter 6.
C) Fees Rate and Management Fees Collected
From financial analysis The consultants suggest that they be fees collection
at a rate comparable to the fees rate of Malaysia to cover the operating expenses and fees
that Thailand will have to pay to Malaysia. Thailand will have to lose the trade balance
from being fees collection with four-wheel-drive vehicles in Malaysia for about 8 4 0 ,000
trips per year, amounting to 151.2 million baht per year. It should be calculated as well as
VEP and RC in Malaysia is the registration fee is 100 baht and the toll fee is 160
baht per trip. When considering the total number of cars entering and leaving the 7
border checkpoint, there are 6 3 0 ,0 0 0 trips per year. The above toll charges will help
compensate for the deficit.
The amount of money management fees collected. According to the fiscal law,
When the law explicitly states that the revenue collected by the Government Sector must be
forwarded to any department, Government Department must strictly comply with the law.
Therefore, the fee collected in this case. Must comply with the procedures prescribed in Section
41 of the Vehicle Act, BE 2522. That is, the revenue collected must be sent to the local
government.
ISSUES TO CONSIDER
This approach is just a guideline for action to support Malaysia toll collection
only in the short term to support the announce fees collection of Malaysia In short term only
and the fastest action to reduce the deficit to the retention fee. However, in considering the
measures fees collection of Malaysia in consideration should be given to other impacts
beyond the issue of compensation for the economic deficit (which is the direct effect)
include determining measures for medium and long term implementation should be
consider the action plan outlined in Chapter 8 of the final report.
CChhaapptteerr 1100
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SSEEMMIINNAARR AANNDD PPUUBBLLIICC
PPAARRTTIICCIIPPAATTIIOONN
PPV/TR_G/RE6001/P04400/RE009 10-1 TEAM/Strategy 1/DR
CHAPTER 10
OVERALL PERFORMANCE ON SEMINAR
AND PUBLIC PARTICIPATION
In the study of the toll collection for ASEAN Economic Community transport
to be appropriate, enhance acceptance, unaffected to international relations, and not a barrier
to cross border, seminar and public participation are then necessary to focus on providing
information, ensure accurate understanding of the importance and necessity of the toll
collection as well as the expected benefits. These would be with the exchange of information,
point of view, and comment with a variety of target groups. It covers the major dimensions
of education and development, in the fields of Engineering, Financial Economics, Legal
Management including international relationship to make this study more rigidly.
10.1 RESULTS OF THE SEMINAR TO INTRODUCE THE PROJECT
AND LISTEN TO COMMENTS FROM RELEVANT AGENCIES
(1ST SEMINAR)
Seminar to introduce the project and listen to comments from relevant agencies
(1st Seminar) was held on Monday, 26 June 2016 at 08.00-12.00 hrs, Kamontip 1 Room,
The Sukosol Hotel, Sri Ayudhaya Road, Rajthevee, Bangkok. There were 120 participants.
The seminar was about the information to the public and the public sectors about
the importance, benefits and opportunities according to development of the project
including the process of project study. This is an opportunity for the concerned people
to participate in providing comments and suggestions to the consultants. There are also
exchange of opinions of the professionals from both the public and private sectors.
The comments and suggestions are considered for the study of toll collection for ASEAN
Economic Community transport.
Conclusions of opinions and suggestions received from the participants.
It is proposed to set the toll rates of trucks to international standards. It still,
however, benefits the Thai shipping companies that deliver goods to and
from the border checkpoints.
Do not charge a fee for a vehicle that has been shipped and returned.
If neighbor countries charge the fee same as that in Thailand. Consider
the benefits that Thailand will obtain from foreign cars and should limit
travel distance of foreign cars.
Several toll rates should be considered according to incoming distance.
For example, Lao PDR places different tolls in each area. Each district has
increased income.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE009 10-2 TEAM/Strategy 1/DR
Toll Collection will increase transportation costs for overseas operators.
This is beneficial to small domestic businesses.
Toll Collection is like a commercial wall. May be a hindrance to international
co-operation.
Agreed with the technology used to track the car into Thailand. Can be
tracked and controlled and also check the type of goods. This will help
prevent shipping or dangerous objects as well.
It is important to consider methodology process from various government
agencies. This is used to determine process to toll collection management
making most convenient for users.
The volume of foreign cars entering Thailand is small, thus the revenue from
toll collection may not reflect the maintenance and management cost.
Therefore, toll rate should assess the cost of safety, environment, and
the prevention of drug into the country.
It is advisable to study the international toll collection process. Why is it
unarchived?
Accoridng to WTO framework under equal implementation, if Thailand
collect toll from neighbor countries, other countries can also collect tolls
with cars from Thailand as well.
The fund should be set up to manage the revenue from toll collection.
10.2 RESULTS OF THE SEMINAR TO PRESENT THE RESULTS AND
LISTEN TO COMMENTS ON THE DRAFT REPORT (2ND SEMINAR)
Seminar for presenting the results of the study and listening to the draft report
(2nd Seminar) was held on Monday, 27 November 2016 at 08.30-12.00 hrs, at Kamontip 3,
The Sukosol Hotel, Sri Ayutthaya. There were 104 participants presenting the seminar.
This seminar presented the results of the draft report. This is a summary of the project
and open the forum to listen to comments from all sectors involved. After that, suggestions
and comments are considered to develop the final results and to effectively achieve
the objectives.
Conclusions of comments and suggestions.
Agreed with the toll collection. However, the toll rates should be considered
at many different rates. Sorted by car type because weight of each car type
is not equal.
Should consider impact of crossing cars and cost of entrepreneurs. If there
are tolls for vehicles coming into Thailand, so the cars from Thailand to the
neighbors may also have toll collection measure.
The advantages and disadvantages should be considered. And the purpose
of bringing the car through the country. What is the purpose? To transport
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE009 10-3 TEAM/Strategy 1/DR
goods, distribution goods or entry to tourism. If the fee is collected, will the
impact affect on the trade and travel?
The impact of cross-border trade should be taken into account. If there are
tolls that have not been collected before, it may cause closure of the
checkpoints. According to statistics, Thailand exports more products
to neighboring countries. If the border is closed, may it have more cons than
pros?
Agreed with the toll rate at the rate of 100 Baht, but it is recommended
to classify the vehicle as a sub-item and charge at proper rate. This can be
achieved by the use of technology with fast storage.
Suggestion on the integration of each agency. Available information of each
agency should be gathered and analyzed by academics. This will reduce
costs.
Operations should not be complicated. Suggestions for front office staff
to be operator. Moreover, finding out the method to integrate among
the Ministry of Transport, Ministry of Finance and the Customs Department
at policy level and in practice. By doing that, this should reduce the load
at checkpoints and meet the objectives of the project.
CChhaapptteerr 1111
IIMMPPOORRTTAANNTT IINNFFOORRMMAATTIIOONN
AANNDD SSUUMMMMAARRYY
PPV/TR_G/RE6001/P04400/RE019 11-1 TEAM/Strategy 1/DR
CHAPTER 11
IMPORTANT INFORMATION AND SUMMARY
The Study of Toll Collection for the ASEAN Economic Community Transportation.
It has been implemented as a guideline for the government to carry out toll collection with
registered vehicles abroad. This will increase every year, It also enhances the efficiency of
the supervision of other nationally vehicles entering the country for security and safety reasons.
Toll revenue is part of the compensation for maintenance costs and other related expenses.
In addition, the data of inland transportation of other nationally vehicles in Thailand each year
can also be used to determine the policy on the Transportation, Tourism, And Environmental
management appropriately.
In this study. Carry out surveys and forecasts of cross-border traffic, Analyze
technology to be used in vehicle tracking and tracking system from abroad, calculation
the Vehicle Entry Permitt (VEP) and Road Charge (RC), Recommendation for the fees rates,
Forms of management and collection of fees, Financial Analysis, Investment type Including
the implementation Include short-term planning (1-3 years), medium-term plans (4-7 years)
and long-term plans (years 8-10). The plan will cover 26 border checkpoint nationwide.
In the case of Malaysia, which has a policy to fees collect on four-wheel vehicles
entering Thailand from seven border checkpoints in the future (Malaysia is currently collecting
fees with vehicles from Singapore). This study prepared a Recommend Case Study of VEP
and RC Systems in Malaysia Report up to 1 more. To be a short-term measure to be able to
proceed as soon as possible to reduce the loss of fees collected from Malaysia.
The recommendation is summarized in Chapter 9 of this report.
11.1 A SUMMARY INFORMATION FROM THE STUDY
11.1.1 Traffic Forecast for 4-Wheel Vehicles
From the forecast model of traffic volume of 4 - wheel vehicles imported into
Thailand during the years 2017-2037. It has been forecasted that four-wheel vehicles from
aboard will come to Thailand from 2.2 million vehicles to 5.6 million vehicles. The average
growth rate is around 7.1% in the first period and will reduce to 3.5% by the end of
forecasting period. If the proportion of 4-wheel vehicles to Thailand divided into each
country across the border checkpoint the proportion is similar. The number of cars from
Laos to Thailand is the highest. Secondly is Malaysia, Myanmar and Cambodia, respectively.
Shown in table 11.1.1-1.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE019 11-2 TEAM/Strategy 1/DR
Table 11.1.1-1 : Predicts the Number of Four-Wheeled Vehicles Entering Thailand.
And the Annual Growth Rate of Traffic Volume from Each
Country in the First Phase of the Forecast
Source: The Consultants
11.1.2 The Average Distance Travel In and Out of Thailand
According to the survey data, 4-wheel vehicles are used to travel in Thailand
from all four countries at every border checkpoint which the average distance traveled to
Thailand is shown in table 11.1.2-1. It can be seen that the average distance in the case of
Myanmar although there are 4-wheel vehicle arrive in Thailand at 2 border checkpoints1
in large quantities to 13.4 million trips in 2018. However, the average distance traveled
between these two border checkpoint is estimated to be 7 km. and 18 km. (while the average
travel distance of cars from other countries is from 40 km. to 137 km.), The number of cars
made in Myanmar is the smallest in 4 countries.
Table 11.1.2-1 : Average distance traveled by 4-wheel-drive vehicle of 28 border checkpoint
No. Country No. of
Border Checkpoint
Average Distance
(Km.)
1 Thai - Malaysia 7 40
2 Thai - Myanmar 4 13
3 Thai - Laos 11 53
4 Thai - Cambodia 6 64
Average travel distance for foreign cars
entering Thailand from all countries 28 48
Source: The Consultants
11.1.3 Technology and Investment Cost
Initially, it can be implemented under infrastructure and budget constraints
which will take The RFID (Radio Frequency Identification) technology is used in
conjunction with ANPR (Camera Detection System). The vehicle fitting consider using a
RFID tag to check vehicle information and Smart Card (Contactless Smart Card) to use to
pay toll fees. The estimated cost of infrastructure investment and the installation of
1 There are 2 of 28 crossing checkpoints is a port checkpoint for trucks crossing the border, including the Ban Kokpai
Border and the Ban Pak Saeng Border. It does not calculate the average travel distance of 4-wheel vehicles.
Country
No. of Border
Checkpoint2017 2018 2019 2020 2021 2022
1 Foreign cars imported from Malaysia 7 596,012 633,343 670,674 708,005 745,336 782,666
2 Foreign cars imported from Myanmar 4 495,670 542,877 590,084 637,291 684,498 731,704
3 Foreign cars imported from Laos 11 755,185 802,855 850,525 898,195 945,865 993,547
4 Foreign cars imported from Cambodia 6 332,465 355,002 377,539 400,076 422,613 445,151
28 2,179,332 2,334,077 2,488,822 2,643,567 2,798,312 2,953,068
Growth rate of each country (%) 2017 2018 2019 2020 2021 2022
1 The growth rate of foreign cars into Thailand from Malaysia (%) 6.3% 5.9% 5.6% 5.3% 5.0%
2 The growth rate of foreign cars into Thailand from Myanmar (%) 9.5% 8.7% 8.0% 7.4% 6.9%
3 The growth rate of foreign cars into Thailand from Loas (%) 6.3% 5.9% 5.6% 5.3% 5.0%
4 The growth rate of foreign cars into Thailand from Cambodia (%) 6.8% 6.3% 6.0% 5.6% 5.3%
The growth rate of foreign cars into Thailand from all countries (%) 7.1% 6.6% 6.2% 5.9% 5.5%
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE019 11-3 TEAM/Strategy 1/DR
technology to collect fees. With the assumption that Only 4-wheel (foreign) at 26 border
checkpoints nationwide. as the following:
The Investment and installation the toll collection system at database center
approximately 300 million baht.
The Investment and installation the toll collection system at 26 border
checkpoints nationwide approximately 225 million baht.
The Spare cost of vehicle fitting (RFID Tag and Smart Card) approximately
98 million baht.
11.1.4 Operation and Maintenance Cost
Operation and maintenance Cost of the system. At the 26 border checkpoints,
approximately 21.7 million baht per year. While operating and maintenance the system at
the database center or the control center of Bangkok about 30 million per year. There is
also depreciation from tools and equipment of Both in the database center and all border
checkpoints another 43.3 million baht per year, that total operating cost are 95 million baht.
11.1.5 VEP and RC Cost
The VEP Cost before appropriation2 amounted to approximately 95 million baht
in the year 2018 When divided by the estimated traffic volume (in 2018) of 4-wheel
vehicles, 2.3 million trip, So that the average operating cost per trip before the appropriation
is 42 baht per trip.
For the RC Cost. It can be calculated from the variable road maintenance costs
of 4-wheel vehicle only, which is approximately 1.50 baht per kilometer (table 11.1.5-1).
Table 11.1.5-1: Road maintenance costs for each type of vehicle
Type of
vehicle
Infrastructure Cost
(Baht/veh-km.)
Accident Cost
(Baht/veh-km.)
Environmental Cost
(Baht/veh-km.)
Total
(Baht/veh-km.)
4 - Wheel 0.85 0.51 0.138 1.498
Source: Department of Highways and Office of Transportation and Traffic Policy and Planning, additional analysis and
processing by consultants.
11.1.6 Recommended Toll Rates
Considering indirect results from the spending of foreign tourists more
maintenance cost. The RC fee may not be included in the calculation of toll fees to reduce
the impact on foreign travelers may consider only charge for VEP fee. When the cost of
maintenance is not taken into consideration found the toll fee is only 42 baht per trip. And
if the license fee is collected via we still use the smart card at the rate of 1 0 0 baht which
the card is 5 years old and continues to invest in buildings, tools and equipment under the
old investment plan in the amount of 525 million baht. In the first phase found. Excluding
2 Appropriation of operating expenses is a division of operating expenses to calculate VEP and RC costs by 50%.
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE019 11-4 TEAM/Strategy 1/DR
the cost of maintenance, the way to calculate will continue to profit from operations with
the return on investment (FIRR) was 8.9%. Therefore, the consultant recommends that
the license fee is 100 Baht. It will be RFID tag and Smart Cards will be valid for
5 years and will be charged at the toll rate of 42 baht per trip (with a 5-year rate
adjustment). The fee should be able to start nationwide, it will be worth investing in the
system, It is a one time investment when installing the system.
11.1.7 Operation model
The consultant suggested using the model of operation by involving the private
sector in the implementation to reduce the investment burden of the government department
(option 2 (sub-option 2) as detailed in the final report) in figure 11.1.7-1.
Figure 11.1.7-1: Recommended to Operation model
In this regard, there will be a need for a total of 260 staff to be recruited. Part of
the government 90 employees and private 170 employees. The government employee will
consider approving the entry into Thailand of vehicles through the link check the data from
the database of government.
(Note: This is the man power worst case rating. All staff must be staffed.
11.1.8 Summary of Action Plans and Actions
The action plan is divided into 3 phases, with a focus on each of the different but
continuous and interconnected phases, as shown in table 11.2-1. the details are summarized
in Chapter 8.
Department of Land Transport
Division responsible for collection tolls
Ministry of Transport
Ministry of Finance
Customs
Coordinate and share information
Royal Thai Police
Immigration Office
Coordinate and share information
Private sector co-operation
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE019 11-5 TEAM/Strategy 1/DR
Table 11.2-1: Key points in the 3-phase action plan over the 10-year period
Year
Short-term Medium-term Long-term
1 2 3 4 5 6 7 8 9 10
1 Regulation revision and implementation of
vehicle detection capability
2 Implementation of vehicle tracking capability
3 Leverage of transport data
11.2 SUMMARY TABLE OF THE STUDY
Project details The Study Results
1 Time frame for traffic
forecasting.
20 years
2 Recommended technology in
monitoring and tracking
vehicles (in short term)
In short, use RFID tag and Smart Card.
In the medium term, GPS technology will be used to track
additional vehicles.
3 Investment Cost 1) Infrastructure investment budget and system installation total
525 million baht, divided into
- Infrastructure investment budget and system installation at
control center about 300 millio
- Infrastructure investment and system installation at the
nationwide border checkpoints 225 million baht.
2) Spare cost of equipment for vehicle fittings of 98 million baht
(RFID tag and Smart Card)
4 Investment Type Let the private sector co-operate in the form of a BTO concession.
Will be operated by the private sector in the form of a concession.
And access to government or other relevant government
information.
5 Fee collection The VEP collection only in short term, It is divided into two parts
is (1) Permit to bring vehicles into the country or registration fee
(Once collected for 5 years) and (2) tolls fee (Collected every time
you enter the country) by collecting 26 border checkpoints at the
same time.
6 Fee Rate License fee / registration fee of 100 Baht (with RFID and
prepaid cards). The toll rate is 42 Baht per trip.
In the case of Malaysia only The registration fee is 100 baht
and the tolls fee is 160 baht per trip.
7 Analysis of financial results 1) In the case of tolls fee collection only (VEP) 42 baht per trip,
and for the private sector to participate. The project will have
a payback period of 11 years and a financial return rate
(FIRR) of 8.9 percent.
2) In the case of tolls fee (VEP) and Road Charge (RC)
collection 160 baht per trip. The project will have
a payback period of 6 years 11 mount and a financial return
rate (FIRR) of 12.7 percent.
8 Action Plan Short-term plans (Year 1-3), updated relevant laws /
regulations, and the installation of vehicle inspection
capabilities. (By collecting VEP only)
Medium Term Plan (Years 4-7) Enhance Vehicle Tracking
Capabilities (Increased collecting at variable rates by distance
traveled: RC)
T h e S t u d y o f T o l l C o l l e c t i o n f o r E x e c u t i v e S u m m a r y R e p o r t
t h e A S E A N E c o n o m i c C o m m u n i t y T r a n s p o r t a t i o n
PPV/TR_G/RE6001/P04400/RE019 11-6 TEAM/Strategy 1/DR
Project details The Study Results
Long-Term Plan (Year 8-10) Expands the scope of inspection
and tracking of vehicles entering Thailand by road Integration
of travel information for the use of information in transport
policy, promotion of trade and tourism