Kaeng Khoi Junction – Bua Yai Junction railway line

Kaeng Khoi Junction – Bua Yai Junction
Kaeng Khoi reception building
Route length:	251 km
Gauge :	1000 mm ( meter gauge )
Legend Northeast Railway 125.11 Kaeng Khoi Junction 128.80 Ban Chong Tai 130.49 Mae Nam Pa Sak 115 m 134.37 Khao Khok 141.85 Khao Hin Dat since 1959 147.90 Hin Son 152.30 Khao Sung 153.50 "Sunflower field" photo stop for special trains 159.65 Kaeng Suea Ten 162.38 Khuean Pa Sak Chonlasite since 1999 164.04 Khuean Pa Sak chonlasite reservoir 164.15 Ban Nong Bua 1967-1999 165.95 Ban Nong Bua since 2008 167.18 Khuean Pa Sak chonlasite reservoir 555 m 169.89 Manao Wan 1956-1999 170.61 Khuean Pa Sak chonlasite reservoir 1340 m 172.00 SRT viewpoint photo stop for special trains 172.10 Khuean Pa Sak chonlasite reservoir 1385 m 176.55 Khok Salung 177.96 Khuean Pa Sak chonlasite reservoir 1415 m 183.00 Khok Makham Pom closed in 1999 185.80 Surah Narai 192.00 Thung Takeo until 1962: Khao Phya Nok 193.33 Assumption Convent School since 1999 198.95 Khao Yaikata 207.38 Talat Lam Narai 208.80 Lam Narai ( Chai Badan district ) 216.62 Mae Nam Pa Sak 180 m 220.35 Ban Ko Rang 226.45 Phaen Din Thong 236.65 Ban Chong Ko 238.16 Mae Nam Lam Sonthi 240.87 Khok Khli 248.80 Khong Pang Hoei tunnel 249.03 231 m 250.64 Chong Samran 259.59 Route 205 104 m 263.14 Ban Wa Tabaek ( Amphoe Thep Sathit ) 273.15 Huai Yai Chio 279.97 Ban Pak Chap 290.53 Bamnet Narong 293.25 Ban Kloi since 1985 297.30 Wang Ka-am 302.10 Non Khro 310.19 Chatturat ( Amphoe Chatturat ) 322.85 Nong Chim ( Amphoe Noen Sa-nga ) 330.19 Ban Ta Noen 334.05 Ban Nong Kham 341.18 Ban Lueam ( Amphoe Ban Lueam ) 346.16 Ban Khok Krabueang 351.83 Ban Nong Prue Pong 355.19 Nong Phulang 358.20 Ban Kraphi 360.17 Ban Kao Ngio 362.14 Ban Sa Khrok 366.50 Ban So Krang Nakhon Ratchasima – Nong Khai railway line 375.90 Bua Yai Junction ( Amphoe Bua Yai )

The Kaeng Khoi Junction – Bua Yai Junction railway line is a bypass of the Thai railway junction Nakhon Ratchasima . Your mileage counts from Bangkok Hua Lamphong .

Beginnings

Railway bridge Kaeng Khoi Junction – Bua Yai Junction railway line crosses Thailand Route 205 in Amphoe Thep Sathit , Chaiyaphum Province

As early as 1895, the private sector applied for a concession that was to create the right to build a railway line from Saraburi to Chiang Khan on the Mekong through the valley of the Pa Sak River via Phetchabun and Loei . Numerous similar privately initiated projects had failed in many places in Thailand due to the difficulty of raising sufficient capital. The request for a license was therefore rejected. and the Thai state decided in 1898 to have the main connections in the country generally built as a state railway .

At the beginning of the 1940s, the authoritarian ruling Thai Prime Minister, Field Marshal Plaek Phibunsongkhram, had the idea of ​​moving the capital inland and building a second “ Buddhist city” there at the same time . The first measure for this was to build a railway connection to the Lom Sak district, which was chosen as the location for the new capital . The Thai State Railways received the planning and construction contract for this in 1941/1942. Because the Second World War - Thailand was on the side of Japan and was attacked by the Allies - but the resources had to be distributed differently, the project did not get very far: At the end of the war, about 30 km of substructure had been built and 5 km of track laid. After the war, the focus was initially on the reconstruction of the largely destroyed railway systems, not the construction of new lines.

construction

Bua Yai reception building

The Nordostbahn has due to their strong slope (24 ‰) in the ramp for Khorat Plateau and tight curves (the portion having a radius of a relatively small capacity of only 200 m). This was achieved with increasing traffic. A bypass of the Nakhon Ratchasima railway junction located there was a possible solution to the problem.

A corresponding line was planned, including the preparatory work from the 1940s. The new route managed with gradients of up to 14 ‰ and curve radii of 400 m. Construction began in 1950. The majority of the construction work was carried out by the Thai State Railways on its own. Only the topographically challenging crossing of the edge mountains of the Khorat plateau was awarded. The Japanese Hazama Ltd. was commissioned . The work was supervised by the German engineering office Kurt Beckel GmbH . The route was opened in sections between 1956 and 1967.

modification

Khuean Pa Sak Chonlasit Railway Station

The Pa Sak was a problem for local agriculture: in the rainy season it caused floods , in the dry season it fell dry. In order to be able to regulate the water level, investigations were made from 1965 to create a retention basin . This resulted in the project of the Pa-Sak-Chonlasit dam and reservoir . Almost 30 years later, in 1994, the political decision was made to build the facility. Sections of the Kaeng Khoi Junction – Bua Yai Junction railway line and three train stations over a length of almost 25 kilometers fell into the area that flooded the new lake .

Construction of the new section began on April 25, 1997. The new section was built to the west of the existing section, partly on embankments in the bank area, connected by five large bridges with lengths between 555 m and 1415 m. On June 19, 1998, the new section of the line went into operation. Of the discontinued stations, only Ban Nong Bua was rebuilt in 2008.

particularities

The reservoir developed into a popular excursion destination and recreation area. The Thai State Railways (SRT) occasionally runs special trains here that make photo stops at two viewpoints .

literature

• BR Whyte: The Railway Atlas of Thailand, Laos and Cambodia . White Lotus Co Ltd, Bangkok 2010, ISBN 978-974-480-157-9

Individual evidence

1. ↑ Information from Whyte: The Railway Atlas , pp. 65ff, maps 5, 7.
2. ↑ ^{a b c d e f} Whyte: The Railway Atlas , p. 64.
3. ^ Whyte: The Railway Atlas of Thailand , p. 45.
4. ^ Whyte: The Railway Atlas of Thailand , p. 40.
5. ^ ^{A b} Whyte: The Railway Atlas , p. 65.