Bangkok’s traffic congestion: How can public transport help?

Imagine a city where the morning commute feels like a thrilling but frustrating video game. You’re dodging cars, weaving through gridlock, and still losing every level. Welcome to Bangkok—where traffic congestion is both infamous and inescapable. But here’s the twist: this city is rewriting its future. From futuristic mass transit systems to riverboats that skim past gridlock, Bangkok is innovating at breakneck speed. What’s driving this transformation, and will it be enough to turn the tide? Let’s dive into the city’s bold solutions and the hurdles still ahead.

The Background of Bangkok’s Traffic Chaos

Bangkok, the bustling capital of Thailand, is home to over 10.7 million people in its metropolitan area and welcomes an additional 22 million tourists annually. Despite its vibrant culture, dynamic economy, and rich history, Bangkok's traffic has been a recurring nightmare for residents and visitors alike.

But how did this megacity become synonymous with congestion? The answer lies in its urban development trajectory during the 20th century. As Bangkok grew, the city favored car-centric infrastructure, sidelining public transportation. Today, the city has 9.5 million registered vehicles, a figure that far exceeds the capacity of its limited road network.

To tackle the chaos, Bangkok has invested in an ambitious mass transit overhaul. Central to this effort are the BTS skytrain and mrt subway, which have become the backbone of the city’s public transportation system.

To put things in perspective, Bangkok’s road network accounts for just 8% of its total land area—an alarmingly low figure compared to New York City’s 36%. During peak hours, average driving speeds plummet to 16 km/h (10 mph), and the rainy season turns streets into waterlogged bottlenecks.

Bangkok’s residents lose an average of 64 hours annually to traffic jams, with ripple effects on productivity, air quality, and mental health. The congestion is not just inconvenient—it’s costly. The Thai government estimates that traffic woes cost the economy approximately 100 billion baht ($3 billion) annually.

The Mass Transit Revolution

The BTS Skytrain, launched in 1999, offers an elevated rail network that bypasses the snarled streets below. It covers 60 kilometers with 60 stations, seamlessly connecting commercial, residential, and tourist districts. Trains arrive every 3-5 minutes, making it a reliable and efficient option. In 2023, the BTS served over 1 million daily passengers, demonstrating its transformative impact.

Complementing the Skytrain is the MRT Subway, which began operations in 2004. Spanning 48 kilometers across two lines, the MRT handles 500,000 daily riders. Recent expansions, such as the Blue Line Loop, have enhanced connectivity, bringing more neighborhoods into the public transit fold. Together, the BTS and MRT are credited with reducing car dependency and cutting commute times.

Future plans aim to expand the combined networks to 250 kilometers by 2030, making Bangkok’s transit system a model for other growing megacities.

The Rise of Riverboats

Bangkok’s waterways—once the city’s primary transport arteries—are experiencing a modern revival. The Chao Phraya River and its network of klongs (canals) now host an array of boat services designed to combat road congestion.

The Chao Phraya Express Boat serves 40000 passengers daily, connecting riverside districts for as little as 10 baht ($0.30) per ride. Meanwhile, the Saen Saep Express Boat, which navigates the city’s canals, provides a lifeline for commuters avoiding clogged roads.

Beyond easing traffic, riverboats offer an eco-friendly alternative, reducing carbon emissions and reinvigorating Bangkok’s identity as the "Venice of the East." The government has plans to further modernize the fleet, with electric boats already in trial phases.

Smart Traffic Solutions

#bangkok is also turning to technology to address its traffic crisis. The city has implemented smart traffic systems that use real-time data to optimize the flow of vehicles.

One standout initiative is the Smart Traffic Monitoring System, which uses AI-powered sensors and 200 cameras across major intersections. These cameras adjust traffic signals dynamically, reducing wait times during rush hours. Initial trials recorded a 30% improvement in travel times.

Additionally, the city has introduced a Park & Ride system, encouraging commuters to leave their cars at facilities near BTS and MRT stations. With capacity for 10,000 vehicles daily, this system has eased the burden on inner-city roads.

More about urban transport and urban planning in Thailand:

Top 10 Metro and Light Rail Systems in Southeast Asia Ranked

How Public Markets Shaped CitiesURBAN PATTERNS FOR A GREEN ECONOMY: LEVERAGING DENSITY

Towards a Sustainable Urban Form in Chiang Mai

Energy Access in Urban Slums: A Case of Khon Kaen, Thailand

Research on Internal Migration in Thailand: The State of Knowledge

Bangkok’s city development plan to include six provinces in 2011

Top 10 Metro and Light Rail Systems in Southeast Asia Ranked

 Southeast Asia is home to some of the world’s fastest-growing cities, each grappling with the challenges of urbanization, congestion, and sustainability. Metro systems have emerged as transformative solutions, reducing traffic, cutting emissions, and making cities more livable. But not all systems are created equal. Today, we’ll rank the top 10 metro systems in Southeast Asia, considering factors like efficiency, technology, coverage, sustainability, and user experience. Each system is scored out of 100, with 100 representing world-class excellence.

1. Singapore MRT (Score: 100)

Singapore’s Mass Rapid Transit (MRT) leads the pack with its unparalleled efficiency, seamless integration, and forward-thinking design. Since its launch in 1987, the MRT has grown to over 200 kilometers of track and more than 130 stations, covering the entire island.

With an average daily ridership of 3.5 million, the MRT is known for punctuality, boasting a reliability rate of 99.8%—one of the highest globally. Its EZ-Link card system simplifies payments across trains, buses, and taxis, reflecting Singapore's emphasis on connectivity.

The MRT’s eco-friendly initiatives, like regenerative braking systems and naturally ventilated stations, save millions of kilowatt-hours annually. The recently added Thomson-East Coast Line reduced commuter times by as much as 50%, underscoring its impact on daily life. Images of ultra-modern stations and green corridors surrounding the tracks showcase the MRT as a model for urban mobility.

 

2. Bangkok BTS and MRT (Score: 94)

Bangkok’s Skytrain (BTS) and underground MRT form a dynamic duo that revolutionized commuting in Thailand’s capital. The BTS started in 1999 with two lines, now spanning over 70 kilometers, while the MRT began in 2004 and covers an additional 54 kilometers.

Together, they carry 1.3 million passengers daily, significantly alleviating Bangkok’s notorious traffic. The elevated BTS tracks offer breathtaking views of the cityscape, while MRT stations feature contemporary Thai art.

The efficiency of these systems is reflected in their 97% on-time performance and seamless connections to river ferries and airports. Future expansions, like the MRT Orange Line, promise to bring coverage to underserved areas. Bangkok's network balances innovation with cultural identity, making it both functional and iconic.

 

3. Kuala Lumpur LRT & MRT (Score: 89)

Kuala Lumpur boasts a sophisticated rail system that integrates Light Rail Transit (LRT), Monorail, and MRT lines. Collectively spanning over 170 kilometers, these systems handle 2 million passengers daily across the Klang Valley.

The Kelana Jaya Line stands out as Southeast Asia’s first driverless metro, while the MRT Sungai Buloh-Kajang Line set a benchmark for sustainable construction. Stations like Bukit Bintang showcase a mix of modernity and local culture, creating an inviting environment for commuters.

The system’s cashless ticketing, real-time arrival data, and future-proof expansions, including the MRT Putrajaya Line, elevate Kuala Lumpur’s transit ecosystem. The network’s emphasis on energy efficiency and integration has positioned it as a leader in urban connectivity.

 

4. Jakarta MRT (Score: 84)

Indonesia’s bustling capital took a major leap forward with the Jakarta MRT, launched in 2019. Initially covering 16 kilometers and serving 200,000 passengers daily, the MRT plans to expand to over 230 kilometers by 2030.

The MRT has reduced travel times between key areas by up to 50%, providing a reliable alternative to Jakarta’s infamous traffic. Energy-efficient trains and green urban spaces around stations reflect its commitment to sustainability.

While still in its early stages, the Jakarta MRT has demonstrated the transformative potential of urban rail. The government’s ambitious vision, combined with positive user feedback, suggests a bright future for the system.

 

5. Manila Metro (Score: 78)

The Manila MRT, one of Southeast Asia’s oldest, has served the Philippines’ capital since 1984. Despite carrying over 1.3 million passengers daily, the system has faced challenges like aging infrastructure and overcrowding.

Planned upgrades include air-conditioned trains, improved ticketing systems, and extensions to suburban areas. The MRT3 line, running along the bustling EDSA highway, remains a vital artery for Manila’s commuters.

While the system’s reliability has room for improvement, ongoing modernization efforts aim to restore the network’s former glory. Manila’s metro is a testament to resilience and the importance of investing in public transit.

 

6. Hanoi Metro (Score: 72)

Hanoi’s first metro line, the Cat Linh-Ha Dong Line, opened in 2021, marking a new chapter for Vietnam’s capital. Covering 13 kilometers and serving 12,000 passengers daily, it represents a modest start with ambitious plans for growth.

By 2030, Hanoi aims to build a network of 318 kilometers, reducing congestion and emissions. The line’s sleek trains and vibrant station interiors symbolize the city’s modernization.

While currently limited in scope, Hanoi Metro showcases the potential of public transit to reshape urban mobility in emerging economies.

 

7. Ho Chi Minh City Metro (Score: 70)

Expected to launch in 2024, Ho Chi Minh City’s first metro line promises to revolutionize commuting in Vietnam’s largest city. The 19.7-kilometer Line 1 will connect downtown with suburban districts, aiming to serve 220,000 passengers daily in its initial phase.

Future expansions include six lines covering 200 kilometers, addressing the city’s growing transportation needs. Early visuals of stations and trains hint at a blend of modernity and functionality.

As the system comes online, it has the potential to become a cornerstone of urban development in Ho Chi Minh City.

 

8. Singapore LRT (Score: 68)

Singapore’s Light Rail Transit (LRT) system complements the MRT by providing first-mile, last-mile connectivity in suburban areas. Automated and efficient, the LRT handles over 600,000 daily passengers across three lines.

While smaller in scale than the MRT, the LRT plays a critical role in linking residential areas to the main transit network. Its compact design and real-time monitoring ensure reliability and ease of use.

The LRT is a testament to Singapore’s holistic approach to urban mobility, ensuring no commuter is left behind.

 

9. Bangkok Airport Rail Link (Score: 65)

Connecting Suvarnabhumi Airport to central Bangkok, the Airport Rail Link serves 70,000 passengers daily, offering speeds of up to 160 km/h. While not a full metro system, it enhances the city’s transit landscape.

The link’s efficiency and affordability make it a popular choice for travelers. As expansions tie it more closely to the BTS and MRT networks, its importance will only grow.

 

10. Phnom Penh Metro Vision (Score: 60)

While Phnom Penh is still in the planning stages of building its first metro, the proposed $1.8 billion project has generated significant excitement. Expected to serve 50,000 passengers daily, the system aims to reduce congestion and pollution in Cambodia’s capital.

Though yet to break ground, the project represents the aspirations of a city on the cusp of transformation. Early renderings suggest a sleek, efficient design that could set a new standard for transit in emerging markets.

 

Conclusion: Southeast Asia’s Transit Future

Southeast Asia’s metro systems are as diverse as the region itself. From Singapore’s world-class MRT to the emerging networks in Vietnam and Cambodia, these systems showcase the power of transit to shape cities. As urban populations grow, investing in efficient, sustainable metro networks will be essential for the region’s future. Each system on this list has contributed to this vision, proving that public transit is not just about moving people—it’s about connecting lives and building better cities.

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Relations of Public Transport Use and Car Ownership with Neighbourhood and City-Level Travel Purposes in Kerman, Iran

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Urban Sprawl, Socioeconomic Features, and Travel Patterns in Middle East Countries: A Case Study in Iran

Correlations of Urban Sprawl with Transport Patterns and Socioeconomics of University Students in Cracow, Poland

How Public Markets Shaped Cities

Public markets have been an integral part of urban life for thousands of years, acting as the beating heart of cities around the world. From the bustling agora of ancient Greece to the vibrant Pike Place Market in Seattle, public markets have shaped how cities function and interact. Let’s dive into the story of public markets, how they evolved, and the impact they still have on our lives today.

The Origins of Public Markets: The Agora of Ancient Greece

The concept of a public market dates back to ancient civilizations, and few places exemplify this better than the Agora of Athens. Established around the 6th century BCE, the Agora was much more than a marketplace; it was the epicenter of social, economic, and political life in Athens. This large, open space was filled with stalls offering food, goods, and crafts, attracting people from all walks of life. Covering approximately 30,000 square meters, the Agora was strategically located at the city center, making it easily accessible.

In ancient Greece, the agora wasn’t merely a place to buy and sell; it was also a space for political discussion, civic engagement, and public debate. Citizens gathered here to hear speeches, engage in philosophy, and participate in democratic processes. In many ways, the agora was the birthplace of Western democracy, hosting discussions that would shape Greek society. The agora embodied the idea that a public market could be more than an economic hub—it could be the social and political heart of a community.

Medieval Markets: The Rise of Weekly Trade

As cities in Europe grew during the medieval period, public markets became central to urban development. Medieval markets generally operated on a weekly basis and were strategically located along trade routes, allowing cities to flourish as trading centers. For example, Bruges in Belgium was famous for its central market square, the Grote Markt, which became a major trading hub for merchants from across Europe. The success of markets like these helped medieval cities thrive, stimulating both population growth and economic expansion.

The Transformation of Public Markets During the Industrial Revolution

The Industrial Revolution brought rapid urbanization, changing the nature of public markets. By the 19th century, many cities had permanent indoor markets, adapting to the growing urban population. Les Halles in Paris, constructed in 1850, was one of the largest and most famous examples of this. Known as the “Belly of Paris,” Les Halles covered 20,000 square meters and supplied the city with fresh produce, meats, and fish. The market became a microcosm of Parisian life, serving everyone from street vendors to upper-class Parisians, providing not only goods but a vibrant social scene.

The Decline and Revival of Public Markets: Pike Place Market, Seattle

In the 20th century, public markets faced challenges as supermarkets, chain stores, and shopping malls took over urban retail. However, in the 1970s, cities across the world recognized the importance of preserving public markets, leading to a revival. One of the most famous examples of this is Seattle’s Pike Place Market. Opened in 1907, Pike Place Market was initially a space for farmers to sell directly to consumers, bypassing middlemen.

By the 1960s, however, Pike Place was threatened by development pressures. But thanks to public advocacy, it was preserved and revitalized. Today, Pike Place Market is one of Seattle’s top tourist attractions, drawing more than 10 million visitors annually. It’s home to hundreds of vendors, artisans, and food stalls, contributing over $250 million to Seattle’s economy each year. This revival highlights how public markets can serve as both commercial hubs and tourist destinations, revitalizing neighborhoods and enhancing community identity.

Modern Public Markets: A Global Phenomenon

Today, cities worldwide are embracing public markets for their economic and social value. La Boqueria in Barcelona, established in the 13th century, is one of Europe’s most vibrant public markets. With over 200 vendors, it attracts both locals and tourists, offering fresh produce, seafood, and tapas. La Boqueria not only supports local agriculture but also fosters a unique atmosphere that reinforces Barcelona’s identity as a cultural capital.

In Mexico City, the Mercado de la Merced is one of the largest markets in the Americas, covering over 72,000 square meters and offering thousands of different products. It serves as a crucial source of affordable food for the city’s 9 million residents and sustains thousands of jobs, showing how public markets continue to play an essential role in food security.

In Bangkok, Thailand, the Chatuchak Market spans over 35 acres and hosts more than 15,000 stalls every weekend. Attracting an estimated 200,000 visitors per day, it has become an international attraction, drawing shoppers looking for everything from local crafts to exotic foods. Chatuchak’s economic impact is immense, supporting local vendors and reinforcing Bangkok’s status as a global shopping destination.

The Role of Public Markets in Modern Urban Planning

In recent years, urban planners have recognized the importance of public markets for sustainable urban development. Public markets encourage walkability, reduce reliance on cars, and support local economies by providing spaces for small businesses. They also offer fresh food, which can improve public health, particularly in urban “food deserts,” areas lacking access to affordable, nutritious food. Cities such as Toronto and San Francisco have integrated public markets into their urban planning as a means of fostering sustainable food systems.

For example, The Ferry Building Marketplace in San Francisco, originally constructed in 1898, was transformed in 2003 into a public market emphasizing local, sustainable produce. Today, it supports over 80 local farmers and artisans, drawing millions of visitors annually. The marketplace has not only become a vital part of San Francisco’s food culture but also a model for using public markets to strengthen local food systems and reduce the city’s carbon footprint.

Conclusion: The Enduring Power of Public Markets

Public markets have endured for thousands of years because they provide more than just goods; they are social and cultural gathering spaces, economic engines, and symbols of civic pride. From the ancient agora of Athens to the bustling stalls of Pike Place Market, public markets continue to adapt to the needs of modern cities while preserving a timeless tradition of community and commerce. Today, as cities prioritize sustainability, walkability, and local economies, public markets are more important than ever.

By reconnecting us with local products, people, and cultures, public markets remind us that cities aren’t just places to live and work—they’re communities built around shared experiences and connections.

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Why Some Cities Feel Like a Maze

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The Association between Regular Use of Ridesourcing and Walking Mode Choice in Cairo and Tehran

Urban travel characteristics in relation with jobs-housing balance and accessibility: results of a survey in Lahore, Pakistan

Walking, Cycling, and Obesity Rates in Europe, North America, and Australia

URBAN PATTERNS FOR A GREEN ECONOMY: LEVERAGING DENSITY

by UN HABITAT

The city is one of the highest pinnacles of human creation. Concentrating so many people in dense, interactive, shared spaces has historically provided distinct advantages, that is, agglomeration advantages. Through agglomeration, cities have the power to innovate, generate wealth, enhance quality of life and accommodate more people within a smaller footprint at lower percapita resource use and emissions than any other settlement pattern.

Or so they could. Increasingly, cities are forfeiting many of the benefits that agglomeration has to offer. Two metastudies of urban land expansion have shown that over the last two decades most cities in the world have become less dense rather than more,1,2 and are wasting their potential in ways that generate sprawl, congestion and segregation. These patterns are making cities less pleasant and equitable places in which to live. They are also threatening the earth’s carrying capacity. And they are most acute in fast-growing cities, particularly those with the lowest institutional capacities, weakest environmental protections and longest infrastructure backlogs.
Increasingly, city managers wish to learn by example. Rather than more theory and principles, they want to know what has worked, what has not, and which lessons are transferrable to their own contexts. There is much information available, but little time. UN-Habitat has developed these “quick guides” for urban practitioners who need condensed resources at their fingertips. The aim is to suggest patterns that can help cities and city-regions regain these inherent advantages in a time of increased uncertainty and unprecedented demographic expansion.
More than half the global population now lives in towns and cities. By the year 2050, UN-Habitat research projects that that figure will rise to two-thirds. This rapid, large-scale concentration of humanity in the world’s cities represents new challenges for ingenuity, and numerous opportunities to improve the way in which human habitats are shaped. Most of this population growth will be in the cities of developing countries, which are expected to grow by an additional 1.3 billion people by 2030, compared to 100 million in the cities of the developed world over the same period. While urban population growth rates are stabilizing in regions which are already predominantly urban (such as Europe, North, South and Central America and Oceania), regions with a higher proportion of rural population (such as Asia and Africa) are likely to see exponential rates of urban population growth in the coming years. Most urbanization is likely to occur in cities relatively unprepared to accommodate these numbers, with potential negative repercussions for quality of life, economic development and the natural environment.

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Correlating Densities of Centrality and Activities in Cities: the Cases of Bologna (IT) and Barcelona (ES)

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Urban shrinkage in Leipzig and Halle, the Leipzig-Halle urban region, Germany

Asian cities at highest risk to climate change, study says

By Betwa Sharma

Two Indian cities – Kolkata and Mumbai – are among the top ten facing the highest risk from climate change, according to a study released last week by Maplecroft, a British consultancy firm specializing in risk assessment.

The most vulnerable is Bangladesh’s capital Dhaka followed by Manila in the Philippines and Bangkok in Thailand. Kolkata is ranked seventh and Mumbai is eighth. India’s capital city Delhi ranks 20 among the 50 on the vulnerability index.

New York City, which bore the brunt of Hurricane Sandy, is listed at 41.

The report warns that countries experiencing economic growth of above 5% should not ignore how climate change can impact people and businesses.

“As global corporations expand into the emerging growth markets, their operations and supply chains will become exposed to a complex set of climate risks that have the potential to disrupt business continuity,” said Helen Hodge, Maplecroft’s Head of Maps and Indices.

New York City, however, is categorized only as “medium risk” because of its quick response to Hurricane Sandy.

“The country’s strong economy and infrastructure, coupled with the extensive preparations before the storm’s landfall, enabled a relatively rapid return to operations for many businesses and services, with some of New York’s major airports and the New York Stock Exchange reopening only two days after the storm,” the study said.

While Hurricane Sandy hit New York, an almost equally ferocious Cyclone Nilam hit the southeastern coast of India in October. Sandy has caused damages and economic losses of $50 billion to U.S. northeast region.

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Towards a Sustainable Urban Form in Chiang Mai

By Brenda Scheer

This chapter reports on the traditional and new urban forms of Chiang Mai, Thailand. The research was conducted over a six-week period in July and August of 1998. The purpose of the study is to compare the traditional urban settlement form of the city with the newer patterns that are now being built in response to its rapid growth. In particular, we are interested in their comparative sustainability.
Fast growing cities are particularly vulnerable to non-sustainable building practices: overtaxing of the infrastructure; construction of new buildings that require excessive resources to build and maintain; building in distant areas that are difficult to access and may destroy farmland or habitat; and destruction of traditional cultural settings (e.g. neighborhood coffee shops) that support a particular quality of life. Thus, a sustainable urban form is one that can adapt well to the requirements of growth and change without destroying natural resources and traditional culture in the process.
That different urban forms can have very different degrees of sustainability is well-established (Frey 1999, Jenks et.al. 1996). It is also established that there is not a single model of sustainable urban form that is applicable in all situations (Guy and Marvin, 2000). In fact, there is some controversy regarding even the simplest assumptions about sustainable form, however, there are some widely accepted principles of sustainable urban form that might serve as criteria for evaluating particular urban form alternatives:
1) Create and preserve higher density, compact forms. Up to a point, greater density and compactness allows more efficient provision of urban services, increases the potential for walking and public transportation, and creates community cohesiveness and sense of place. (Frey 1999, Newton 2000, Buxton 2000)
2) Preserve the urban region’s agricultural land, water systems, recreational areas, and fragile ecologies. This suggests an overall limit of urban development or clustered development that avoids sensitive land (Newton 2000).
3) Provide a mix of land uses. Segregated land uses require more frequent and longer trips, isolate people without vehicles, create inefficient “day” and “night” districts, and inhibit the formation of complex neighborhoods that promote integration, social cohesiveness and attachment to place (Masnavi, 2000)
4) Preserve the existing built form. The preservation of infrastructure and of buildings is more efficient than wholesale urban renewal and restructuring. It also preserves the sense of place and cultural continuity that is important for quality of life. (Falk 1993, Heath 2000)

5) Provide open spaces. Parks and green spaces promote clean air, exercise and recreation, animal habitat, and urban cohesiveness; they help moderate local climate, and encourage the preservation of natural areas such as rivers and forests. (Alberti, 2000)
6) Encourage moderate parcel sizes. Moderate parcel sizes impel small-scale changes that are less expensive, easier to implement, and require less disruption to the physical environment and social fabric than large scale change; (Frey 1999, Cuff 2000). There is more inherent flexibility and adaptability of parcels that are a moderate scale. (Scheer and Ferdelman, 2001)
7) Limit buildings to a moderate size. Although significant environmental technology (e.g. solar panels) and specialized design can mitigate these effects, relatively large buildings are usually less energy efficient, create urban temperature sinks, require more sophisticated technology to operate, and are built from of materials that require high energy in manufacturing and transport. (McCarthy and Battle, 2001)
8) Provide a mix of building types, sizes and ages. A mix increases land-use adaptability, moderates social and economic stratification, and provides for economic flexibility. (Jacobs, 1961).

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Energy Access in Urban Slums: A Case of Khon Kaen, Thailand

Energy Access in Urban Slums: A Case of Khon Kaen, Thailand

Asian Institute of Technology PO Box 4, Klong Luang, Pathumthani 12120, Thailand

The study provides a general background of energy accessibility in poor urban areas of Thailand particularly slum areas of municipalities. According to the Thailand Municipality Act, (1953), a minimum population density of 3000 per square kilometer is considered municipality areas and until the date of 2006, there are 1,161 settlement areas are recognized as municipality in Thailand. The initial assessment study was focused mainly in Bangkok but this study focuses on Khon Kaen and some part of Bangkok as suggested in initial assessment report. Khon Kaen is a city located towards the North of Thailand. In Bangkok and its suburbs electricity is distributed by a single utility, the Metropolitan Electricity Authority (MEA) and in the rest of the country, electricity is distributed by the Provincial Electricity Authority (PEA).

...

Bangkok is the capital city of Thailand where 32 percent of urban populations of Thailand are populated (UNDP, 2005). As of March 2005, Bangkok Metropolis has 5,641,915 populations living in 50 districts on an area covering more than 1,500 km2 2. The Bangkok Metropolitan Region (BMR), often referred to as Greater Bangkok, comprises of Bangkok and the five adjacent provinces of Nonthaburi, Pathum Thani, Samut Prakan, Samut Sakhon and Nakhon Pathom. The total population of Bangkok Metropolitan Region (BMR) is 9.4 millions in the year 2000 and annual growth rate is 1.62 % during 1990-2000 (Pornchokchai, 2003).
Bangkok Municipality Area (BMA) has 35 times larger population than the second largest city in the country, Chang Mai. Bangkok urban areas account for 85% of economic output with 15.2% poverty incidence rate (World Bank, 2002). Urban areas of the Thailand have been the center of attraction for local labor migration because of comparatively better facilities such as transportation, public health and other infrastructure. People from the rural areas migrate to urban areas in search of better employment opportunities and higher income and start to live surrounding highways, rivers, and rail lines, and/or proximate to industrial employment areas (World Bank, 2002). A study shows that 81% of the dwellers in Bangkok region are migrated from other regions or slums and 78% are permanently settled in the region anticipating the higher prospect of employment and better chance of rented housing availability (Guerra, 2004).

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more about urban Thailand:

URBAN TRANSPORT AND LOCAL GOVERNANCE IN ASIAN DEVELOPING COUNTRIES

Research on Internal Migration in Thailand: The State of Knowledge

Urban Ecology in Bangkok, Thailand: Community Participation, Urban Agriculture and Forestry

Urbanization and Urbanism in Thailand

Despite planning MRT, BRT and SRT lines, Bangkok still suffers from traffic congestion

Great distance between Bangkok and Thailand's second largest city, Nonthaburi

URBAN TRANSPORT AND LOCAL GOVERNANCE IN ASIAN DEVELOPING COUNTRIES

by Akira MORITA, Kazuhiko TAKEUCHI, Kenji DOI, Ricardo G. SIGUA, Kiyoshi HONDA, Fumihiko SETA, and Akinobu MURAKAMI

The rapid urbanization in Asia since the 1970s has caused many serious urban environmental problems, among which the degradation of the transport-related environment is most prominent. Overall assessment of the physical, socio-economic, and institutional factors affecting urban transport is a key to transport improvement in Asian metropolises. The purpose of this study is to understand the current situation of these factors in some selected metropolises, namely Bangkok and Metro Manila.
This paper comprises a) GIS-based land use analysis on the relationship between urbanization and transport infrastructure development, b) GPS-based travel behavior survey, and c) interview survey on residents' satisfaction with transport infrastructures and services. It was shown that the current land use patterns largely differ depending on the existence of agricultural infrastructure development in the pre-urbanized stage. It was also confirmed by a GPS-based travel survey that travel behavior patterns in scattered development areas are significantly different from those in orderly development areas. The former areas lack not only road space but also a structured hierarchy of networks, resulting in inefficient travel behaviors with low speed and detours. The GPS survey gave clearer pictures to grasp the relationship between travel patterns of residents and their demand for the improvement of local transport services. It was indicated that local governments who are responsible for these demands often fail to meet them due to financial and institutional limitations of the current system.

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Transportation in Philipines, by IRRI Images

Transportation in Philipines, by IRRI Images

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Research on Internal Migration in Thailand: The State of Knowledge

Urban Ecology in Bangkok, Thailand: Community Participation, Urban Agriculture and Forestry

THEORIES AND MODELS OF THE PERI-URBAN INTERFACE: A CHANGING CONCEPTUAL LANDSCAPE

The Production of Urban Space in Vietnam’s Metropolis in the course of Transition: Internationalization, Polarization and Newly Emerging Lifestyles in Vietnamese Society

ECONOMIC DEVELOPMENT, URBANIZATION AND ENVIRONMENTAL CHANGES IN HO CHI MINH CITY, VIETNAM: RELATIONS AND POLICIES

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Research on Internal Migration in Thailand: The State of Knowledge

by Aphichat Chamratrithirong

An interest in, and a concern about, internal migration was first evident in the academic community and among policy makers over thirty years ago. This concern was shown in several in-depth studies on “internal migration” dating back to at least early 1970s. It is important to note that initial attention of both national and international demographers and social scientists centered on the “negative” impact of migration. Attention to shifts in population distribution began in the 1960s when worldwide alarms about the population explosion that had begun in the 1950s were spread among the national and the international agencies. The rapid growth of population especially in the rural areas was seen as a factor in the fast changing population distribution that resulted in a large movement of people from rural places to urban areas that place over a short period of time. Although this was not confined to Thailand, it did spark a body of research on internal migration in Thailand by national and international scholars that is perhaps unparalleled in the developing world.
Seeing the threat of massive movement of people from the over-populated and poor rural areas to the better-off urban areas, researchers responded with a series of studies that focused on understanding population movements. Level, trends and demographic and socioeconomic patterns of demographic movement were described and analyzed. Comprehensive analysis of the censuses of 1947, 1960 and 1970 were first carried out and led by the National Statistical Office, East-West Center and Sidney Goldstein1. They were compared to increasing evidence of poor migrants especially from the Northeast of Thailand, in the city that came from small focused studies2. Although earlier studies of migration included both rural and urban places as both origin and destination of moves, the migration stream that received the most attention, and became of greatest interest, was movement to the primate city of Bangkok. Determinants and consequences of migration, especially to major urban areas and to Greater Bangkok become the focus of inquiry in the 1970s.

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Highway to Bangkok, photo by Storm Crypt

Sathorn Road, Bangkok, Thailand, photo by Timo Kozlowski

more aout Thailand:

Urbanization and Urbanism in Thailand

Urban Ecology in Bangkok, Thailand: Community Participation, Urban Agriculture and Forestry

A DATA MINING APPROACH TO THAILAND URBANIZATION INDEX DEVELOPMENT

Urban Ecology in Bangkok, Thailand: Community Participation, Urban Agriculture and Forestry

by Evan D. G. Fraser

This paper describes a community-based urban environmental management project in Bangkok, Thailand. In this project, representatives from two nongovernmental organizations (NGOs) worked with two poor communities in Bangkok to establish citizen working groups to address local environmental problems. Once these working groups had identified problems, they established and enacted plans to address them. During this process, NGO staff also worked with local governments, building bridges between community groups and elected officials. In addition to improving the local environment, this project developed a framework that other communities could follow to establish their own urban green programmes. This framework was adopted and replicated in fifty communities by the Bangkok Metropolitan Administration. Using this process we demonstrate that both environmental goals and social development goals can be met at the same time.

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photo by Mil

more about Bangkok:

Great distance between Bangkok and Thailand's second largest city, Nonthaburi

Bangkok’s city development plan to include six provinces in 2011

Despite planning MRT, BRT and SRT lines, Bangkok still suffers from traffic congestion

A DATA MINING APPROACH TO THAILAND URBANIZATION INDEX DEVELOPMENT

by Vichit Lorchirachoonkul, Jirawan Jitthavech and Duangpen Teerawanviwatp

The city index is typically developed from the researcher’s perspective and experience but in this paper the city index is developed from the data collected from local administrations in Thailand by data mining techniques. Evaluations show that the Logistic Regression and Decision Tree models can classify the local administration into city/town municipality, district municipality and district administration with the accuracy of more than 97.9 percent. The process of urbanization can be also observed from the study of classification.

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more about urban Thailand:

THEORIES AND MODELS OF THE PERI-URBAN INTERFACE: A CHANGING CONCEPTUAL LANDSCAPE

Bangkok’s city development plan to include six provinces in 2011

Planning a Deep Island: introducing Space Syntax to an urban planning process for Phuket, Thailand

Urbanization and Urbanism in Thailand

Despite planning MRT, BRT and SRT lines, Bangkok still suffers from traffic congestion

THEORIES AND MODELS OF THE PERI-URBAN INTERFACE: A CHANGING CONCEPTUAL LANDSCAPE

by Germán Adell

This paper seeks to find out if these different models of regional development share assumptions, viewpoints or values. Which are the policy implications for each of them? Are they only descriptive models or they can be translated into policy recommendations? In fact while all models seem to share at least one broad assumption concerning the evenness and equilibrium of development through the territory, this assumption needs to be challenged in light of new paradigms such as increased mobility, space-time compression and the multi-spatial context of the everyday household life.
This literature review consists basically in a thorough desk-based research of available material linked to the subject. The more recent literature is examined, basically from the 1990s onwards, unless otherwise demanded by cross linked references and the development of the theoretical discussion. All major scientific journals concerning both urban and rural sectors have been systematically reviewed. The under-representation of a specific topic in the material was interpreted - apart from involuntary errors or omissions - as a lack of interest coming from an editorial bias. In this sense, the relative under-representation of urban related topics in the “rural” literature was noted, while the opposite is not the case.
In section 2 the peri-urban discussion is introduced, historically situating the various concepts that have been coined to deal with the fringes where “city and countryside meet” and reviewing the traditional assumptions concerning the peri-urban concept.
Section 3 examines different regional development paradigms where the rural - urban relationship has been central. They constitute the theoretical background against which new conceptual developments, presented in section 4, are differentiated.
Sections 5 reviews some relevant and recent case studies dealing with the changing nature of the rural - urban interaction. Section 5 concludes by presenting the most extreme theoretical positions that mark nowadays the conceptual landscape, using them as epistemological landmarks to reveal the diversity of a still changing field.

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mroe about regional devlopment:

A missed opportunity, and the shortcomings of regional planning

Indicators for Urban and Regional Planning

Integration of landscape fragmentation analysis into regional planning: A statewide multi-scale case study from California, USA

Great distance between Bangkok and Thailand's second largest city, Nonthaburi

Bangkok’s city development plan to include six provinces in 2011

via Thailand Business News

The six provinces – Nonthaburi, Samut Prakan, Pathum Thani, Nakhon Pathom, Samut Sakhon and Chachoengsao – will come under the umbrella plan that will see their future urban development intrinsically linked with that of the capital, said the BMA´s Department of City Planning.

During the hearings, residents brought up a number of urgent concerns, he said. In Nonthaburi they wanted the BMA to speed up a Bus Rapid Transit (BRT) line running along Chaeng Watthana Road, while in Samut Prakan residents said better transport was needed between the province and the capital.

Many Real estate developers in Thailand have developed and implemented market research technologies and monitor the market closely.

The 2008 Thai real estate market is fairly robust. However, any thorough analysis requires detailed supply and demand studies of each specific area. A thorough analysis will indicate the market risks associated with each location. The Impact of 2008 Global Financial Crisis on Thai Real Estate is invevitable. The 2008 US global financial crisis is impacting global financial and real-sector economies devastatingly. 

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Nonthaburi, Bangkok, Thailand, photo by aocrane

Nonthaburi, Bangkok, Thailand, photo by aocrane

previous posts about Bangkok:

Urbane-ing The City: Examining and Refining The Assumptions Behind Urban Informatics

Great distance between Bangkok and Thailand's second largest city, Nonthaburi

Urbanization and Urbanism in Thailand