Phuket Green

Transport Plan
Recommendations to improve walking,
cycling and public transport in Phuket

Draft Report, May 2019

1
 1. Introduction

1.1 Background 1.2 Work Objective and Scope

Institute for Transportation and Development Policy The objective of this report is to provide guidance and
(ITDP) is commissioned by the Asian Development Bank direction of improvements to achieve green transport and
(ADB) to bring about new ideas and approach to urban low-carbon mobility objective in Phuket. As one of the main
transport improvement in few cities as part of the tourist destinations in Thailand, eco-tourism should be the
Indonesia Malaysia Thailand Growth Triangle or IMT-GT. focus of the provincial government, which includes the choice
of more sustainable and eco-friendly transport for both
ITDP provides technical assistance under the contract to
tourist and local residents.
work in multiple cities starting from meetings with
stakeholders to field data collection. Following that logic, the objective of the work is to provide a
list of measures that can be applied to promote sustainable
The field work in Phuket started in April 2019. ITDP
transport modes such as walking, cycling as well as public
alongside Guido Bruggeman and Willem Bouwer, also
transport.
hired by ADB, as the team leader and parking specialist
respectively. The team collected data and directly This report focuses on three main topics as follows:
experienced the situation to have better understanding
1. Improving walking and access to public transport in
of the problems and to come up with potential
Phuket City (Chapter 2)
improvements.
2. Improving public transport services in Phuket (Chapter
The team also attended several meetings separately 3)
with Phuket Provincial Government, Phuket Municipal 3. Improving walking, cycling and public transport in
Government, Patong Mayor as well as land transport Patong City (Chapter 4)
and public transport association.

2
2. Phuket City

3
OUTLINE

2. Phuket City
2.1 Project Overview and Current Situation
2.2 NMT Scope and Objective
2.3 Focus of Improvement
2.4 Survey and Finding
2.5 Connectivity Improvement
2.5.1 Car-free zone
2.5.2 Sidewalk enhancement
2.5.3 Intersection and crossing facility improvement
2.5.4 Wayfindings inside and around heritage area
2.5.5 Circulation and arrangement around Central Market

2.6 Bike Share Initial Plan

2.7.1 Bike Share System
2.7.2 Proposed Bike Share Station Location

2.7 Public Space Activation

2.7.1 Current Situation in 72nd Anniversary Queen Sirikit Park
2.7.2 Project Cost Estimate

2.8 Project Cost Estimate 4

 2.1 Project Overview and Current Situation

2.1.1 Overview
Phuket Island is famous for Phuket City is one of the oldest cities in
its beach destinations for Thailand. It was an important port on
tourist, in areas such as the west of the Malay Peninsula where
Patong, Kamala or Karon Chinese immigrants first landed. The
beach. old buildings in Phuket town indicate its
former prosperity. Some of the old
Other than the beach, buildings still exist and are maintained
another tourist destination properly. This condition allows Phuket
area is the old town part of to have a heritage area in the heart of
Phuket City, a capital of its city.
Phuket province with 80,000
inhabitants and is located Not only the heritage area, Phuket City
south-east of Phuket Island. also features an exciting mix of old and
It covers the sub-districts modern building, simple and
Talat Yai and Talat Nuea of sophisticated, peaceful and pulsating
Mueang Phuket district, situation. In the morning, regular
covering a total of 12 square activities by local residents such as
km area. trips to office, fresh markets, and
schools are conducted. During the
afternoon, tourism activities start to
pick up on the old town area and later
Phuket City
Patong
Beach
in the evening, night markets, which are
Ko Sire
opened in different locations on
different days and are packed with both
locals and tourists. 5
Karon Beach Phuket Zoo
 2.1 Project Overview and Current Situation

Detail development area in Phuket City Master Plan Phuket City has a master plan to control the city development. The
master plan lays out a detail area plan for Phuket City. The areas are
divided into 5 zones:
• Zone 1: Conservation Zone
• Zone 2: Special Economic Zone
• Zone 3: Waterfront Development Zone
• Zone 4: New Sub-Center Zone
• Zone 5: Government Zone
Based on the master plan, each zone has a different concept of
improvement based on their need. For example, in the Conservation
Zone, the improvement will focus on walking facility improvement and
preservation of heritage buildings. A Special Economic Zone, planned in
the centre of the city, will create some shopping streets and
commercial buildings with good walking facility and public spaces to
make visitors feel comfortable.
To support the master plan and to accommodate a high volume of
tourists on the heritage area, a comprehensive plan of improvement
should be done in Conservation Zone and the around the surrounded
area so tourists can enjoy their walking experience. The improvement
should not only focus on walking facility inside the Conservation Zone
but it is also needed to improve the connecting facility in the
surrounded area.
The combination of walking, cycling, and public transit is a quick-win
solution which can bring more people and also environmentally
friendly for the city. Moreover, car-free zones, pedestrian-friendly
areas, and beautification can also conserve and protect the old
heritage city and transform it into a livable, accessible, attractive and
sustainable city.

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 2.1 Project Overview and Current Situation

2.1.2 Current Situation

Many point of interests

are centered on and
around heritage area or
also known as
Conservation Zone in the
Phuket City Masterplan.
Not only heritage
buildings and museums
but also shops, cafes/
restaurants, and hotels
are located on and near
the heritage area.
6

C 3 A 4
1

7 5
2 8 B
Note:
Detail pictures of each circled
number reference are shown
in the following page.

Point of Interest (POI) locations in the heritage area and surrounding 7

 2.1 Project Overview and Current
Conditions
Current situation (general)
A
● With commercial and heritage buildings centralized in the city, most
destination places in Phuket city are reachable within walking distance
from one place to to another. However, the walking environment is
unfriendly for pedestrians, such as narrow and fragmented sidewalks,
as well as obstacles that sometimes block pedestrians from walking
comfortably around Phuket City.

● In 2012, the government made an improvement for sidewalk along

Thalang Road. While some of the good principles of design are applied,
B but there are still many parts of the sidewalk with such a narrow space,
and unable to accommodate large number of pedestrians.

● The on-street parking arrangement in city centre, which allows parking

on one side only on alternate days, as it turns out, only leaves little
space for sidewalk. Parking demand is also very high, and parking
occupancy is very high during business hour, which is understandable,
since parking is practically free.

● In the central market area, many spaces that could have been used for
pedestrians are occupied by on-street parking for cars and
motorcycles, as well as for the buses. The market is also functioning as
C unofficial bus terminal, but without proper bus parking management,
can make the area chaotic and cause difficulties for pedestrians to
walk.

● No bicycle infrastructure is available in Phuket City which makes

cycling unpopular for tourists and local residents. With relatively flat
and compact, the old town is also perfect for cycling activities. Creating
more bicycle-friendly infrastructure would help Phuket growing 8
number of cyclists in the city.
 2.1 Project Overview and Current Conditions

3 Fragmented sidewalk
1 Narrow sidewalks
Sidewalk Conditions

● Many sidewalks are provided with

less than 2.5 meter width, which
includes utilities or any obstacle
objects. This condition makes
walking unpleasant and
sometimes unsafe. Tourists cannot
access easily to destinations such
as Thalang Road, Rommani Road
and Central Market due to the
poor quality of sidewalk.
The five-foot-ways are blocked by
4
● Sidewalks are built in fragmented Obstacles on sidewalks such as wall and motorcycle parking
and non-continuous. For example 2 utilities, goods, motorcycle
parking
sidewalk is always cut off when
there is a driveway.

● Pedestrians cannot walk under the

arcade of five-foot-way since the
building owner often block the
access by putting a wall, goods, or
there is motorcycle parked
illegally.

9
 2.1 Project Overview and Current Conditions

Double motorcycle parking in front

5 No crossing facility 7 of Central market
Crossing and Obstacles:

● Most crossing facilities are only

located at the intersections, with
approximately 300 meters
between crossings.

● Some fences are installed at

intersection, forbidding
pedestrians to cross at minimum
crossing distance at intersections.

● In the morning, streets around

Some buses parking on the street
Central Market are partially 8 and wait for passengers
clogged with on-street parking by
The pedestrian cannot cross
motorcycles, loading activities, 6 directly at the intersection
passenger drop off and bus
parking.

● There are 3 dedicated on-street

parking spots for buses to park
around Central Market. However,
these 3 spots are located
relatively far from the market.

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 2.2 NMT Scope and Objective

2.2.1 Focus Area

The scope for study focuses on the
core heritage and conservation zone
of Phuket City, where the highest
volume of pedestrians are
concentrated.

The selection of focus area includes

Dibuk Road
the conservation zone as specified in
the master plan, as well as some other
area beyond the conservation zone
such as central market and Bus
Bus
Terminal 1. The main goals of
Terminal 1
improvement within the study area
are as follows:

1. Connectivity improvement Central Market

between point of interests
2. Improving safety and quality of
pedestrian facility
3. Provision of cycling facility for
Phuket City

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 2.2 NMT Scope and Objective

2.2.2 NMT Objective

As there are many tourists visiting
Thalang and Rommani Road, The
connections from Central Market, Bus
Terminal 1, Dibuk Road and hotels
around Phuket old town need to be
improved. Within the area, many
historical sites, shops, and
cafes/restaurants can be reached
within short walking distance.

However, the amount of private cars

and motorcycle that are parked on-
street, and sometimes on sidewalk,
has made the situation quite
unpleasant for walking in this tourist
area.

To create better walking environment,

improving non-motorized transport
(NMT) connectivity should be
prioritized in Phuket City. Providing
bigger space for pedestrians,
especially in the area with high
pedestrians volume, is also needed to Figure X.X Connectivity improvement plan
create safe and convenience walking
environment in Phuket City.

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 2.2 NMT Scope and Objective
NMT Objectives

Issues Objectives Measures

Connectivity Improvement

● Lack of connectivity between tourist arrival ● To facilitate pedestrians with good ● Connectivity improvement
places (Central Market, Bus Terminal 1, and and safe walking facilities and better through walking facilities
Dibuk Road) to tourist destination (heritage connections to tourist destinations improvement along the
sites) connection corridor
● Make tourists easy to reach the
● High pedestrian volume in heritage area is not destination through better signage ● Provision of good signage for
followed by good sidewalk quality (narrow, and way-findings direction and information for
blocked by utilities, non-continuous) tourists (way-findings)

● Lack of pedestrian crossing, making pedestrians ● Create safe walking and crossing ● Provide safe crossing facilities
unsafe to cross the road environment for tourists around old town

● Poor arrangement of bus parking, motorcyle ● Better pedestrians and public ● Street redesign at Central Market
parking and pedestrians walkway, making it transport circulations around central
difficult for public transport passengers and market and heritage site.
pedestrians to walk.

Cycling Facility Improvement

● No cycling facility provided in Phuket City, ● Promote cycling as one of the ● Provide safe cycling facilities in
despite the city is relatively flat and ideal for transportation modes in Phuket City. the Phuket Old town
cycling. ● Provide bike share system in
greater area of heritage area

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 2.3 Focus of Improvement

2.3.1 Connectivity Improvement

The improvement will focus on re-allocating vehicle space to create a
better walking environment along connectivity corridors, especially on the
area with high pedestrian volume. Pedestrian safety should be the main
priority in improving the connections between different point of interests.
Walking improvement in Phuket City area can be done through the
Baku, Azerbaijan following activities:
Continuous and safe sidewalk
1. Car-free zone in the Conservation Zone
2. Provide continuous sidewalk and remove on-street parking to create
more space for pedestrian and cycling movement
3. Provision of good signage for direction and information for tourists
(way-findings)
4. Provision of safe crossings facility

Santiago, Chile

Safe cycling network even on intersection

2.3.2 Cycling Facility Improvement
While not many cyclists are seen in Phuket City, the heritage area of
Phuket City is ideal for cycling. Many historical sites, shops, and
cafes/restaurants are located close to each others. However, the current
road conditions are unsafe for cyclists, without any dedicated lane
provided. The bike share system, which currently does not exist, could be
a good alternative for tourist to explore Phuket City.
To improve cycling facilities, the following activities shall be introduced :
Penang, Malaysia

Bike share system 1. Safer cycling network and infrastructure

2. Bike-sharing implementation 14
 2.4 Survey and and Finding

Survey activity Objective Methodology Outcome

Traffic Peak-hour To identify high-priority streets for Walking and counting the number of Map of pedestrian volume on every
pedestrian pedestrian improvements. pedestrian passing by on every street street within the scope area.
volume within the scope area, during the peak
hours.

Pedestrian To identify the potential crossings to Marking the locations where pedestrian Map of pedestrian crossing locations
crossing be improved and/or added. crossing activities occur, on a map. within the scope area.
movement

Motorized To identify motorized traffic volumes Recording several videos of the traffic Map of motorized traffic volume on the
traffic count for potential reorganization of traffic condition at the selected intersections, selected streets.
lanes (number of lanes and directions). where the traffic reorganization is
preferable.

Infrastructur Sidewalk To identify the width of the sidewalks Documentation of the existing width of Map of the sidewalk width
e in the selected scoping area. the sidewalks in the scope area, on a improvements and recommendations,
map. including the cross section designs of
the corresponding streets.

Junction To identify the junction for potential Recording several videos of the traffic Information of the existing junction
location design improvements. condition at the selected intersections. design.

Active To identify the roads which have active Marking the active and no active frontage Maps of active frontage on every street
frontage frontage on GPS by walking stroll the focus area within the scope area.

Activities Central To improve public transport (bus) stop Flying a drone to record a video and take Street redesign which accommodate
Market location and improve the sidewalk for some photos in Central Market area bus bay and high quality sidewalk
pedestrian to access heritage site

Public Space To reactivate public space to get more Marking the public space location which Plan of activities on the public space
visitors need some improvements which need activation improvement.

15
 2.4.1 Findings: Sidewalk Width

Sidewalk Width and Quality

Survey Methodology:
Conducting documentation of
cross-section including the
width of sidewalks.

Findings: Many streets in the

heritage only have sidewalk
with width less than 1.5 meter.
Few streets such as Rommani
Road, Phisai Sapphakit Street,
and Pradit Street adopt shared
street principle where
pedestrians, cyclists, and
vehicles sharing the road space.
However, the shared concept
cannot work optimal when
pedestrian volume is high.

Shared Street on Rommani Road Sidewalk width: > 1.5 meter on Ratsada Road

16
 2.4.2 Findings: Frontage

Active Frontage
Survey Methodology: GPS
marking of different frontage
activity while walking.

Result: Outside the heritage

area, there are not many
streets that have a lot of
active frontage, which is due
to fences and walls from
buildings. On west part of
Thalang road, few buildings
which are not occupied as
residential have inactive
frontage, instead of being
used for commercials.

Active frontage, such as

attractive shop front with
glass window, or cafe with
open-air seating, add positive
vibe to walking environment,
which makes walking more
enjoyable.
No active frontage on Krabi Road Active frontage along Thalang Road

17
 2.4.3 Findings: Pedestrian Volume

Pedestrian Volume
Survey Methodology: Findings: During the day, pedestrians are concentrated at Rommani Road and Thalang Road
Moving-observation where heritage buildings, shops, and cafes are located. Many pedestrians also walk from and to
method. Through this Central Market to access bus that goes to the beach areas.
survey methodology, The highest pedestrian volume was observed after lunch time until around evening. On
pedestrian volume on Saturday and Sunday, Thalang Road has many visitors who visit Phuket Sunday Night Market.
some streets can be
covered in a short time. 18
 2.4.4 Findings: Crossing Locations

Pedestrian Crossing
Locations
Methodology: Marking the the
crossing facility on GPS

Findings: Inside the focus

area, most of pedestrian
level crossings are located at
intersections, with 2 raised
intersections were built.

The mid-block crossing, which

can help to reduce distances
between crossing locations,
are only available at 1
location within the focus area. Mobility-
impaired
person tries
to cross the
road without
any safe
crossing
facility

19
 2.4.5 Findings: Traffic Circulation

Traffic Circulation
Existing Traffic
Survey Methodology: Validating Circulation Map
the traffic circulation from Google one direction
maps by going around the roads in two directions
greater focus area.

Result: Most of the streets inside

the focus area are one-way street,
whereas streets outside the focus
area are mostly two-directional
streets with one lane for each
direction. On-street parking is
allowed on both sides of the road,
hence sometimes in busy streets
means creating congestion due to
parking maneuver.

On Thalang Road, parking is

allowed only on one side of the
road and it depends on the dates
of the day (odd or even).

20
 2.4.6 Findings: Traffic Volume

Traffic Volume Existing Traffic Volume Map

Survey Methodology: Recording

some videos on selected
intersections where traffic
one direction
reorganization is preferred.
two directions

Findings: Motorized traffic volume

on the core heritage area of Phuket
is not so high and most of them are
through traffic. The highest volume
is along Phuket Road and south part
of Yaowarat Road with 1,100 to 1,500
vehicles per hour. Both of the roads
can accommodate up to 1,800
vehicles per hour or 3,600 vehicles
per hour if the on-street parking is
reduced so they can have 2 lanes.

With relatively low volume of traffic,

especially on Thalang Road and
Phangha Road, it might be feasible
in the future to close this road for
traffic, and only open for
pedestrians and cyclists.

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 2.5 Connectivity Improvement

Goal of Improvement
The goal of the connectivity improvement is to create better walking
facility, provide more accessible walkway, as well as create safe
crossing facilities throughout the heritage area.

List of Improvement Projects

The following measures are proposed to improve the connectivity in
Phuket city heritage area: Car-free
street
1. Car-free zone

2. Sidewalk enhancement

3. Intersection and crossing facility improvement

Intersection re-
4. Wayfindings around heritage area design

5. Circulation and arrangement around Central Market

6. Public space activation

Bikeshare
Street re-
To further improve the coverage outside the study area, a bikeshare configuration
program is also proposed in Phuket City.

Bikeshare 22
 2.5.1 Car-free Zone

Plan and Rationale

Zone 1: Conservation Zone on Phuket Master Plan

Pedestrian volume in Phuket City

● There is already a plan to make Thalang Road as pedestrianized

street permanently, which is mentioned on Master Plan of
Phuket City.
Proposed design in Masterplan
● Thalang Road and Rommani Road have high pedestrian volume
and relatively low motorized traffic. Meanwhile, Phangnga Road,
Takuapa Road, and Phadit Road do not have many pedestrians
and motorized traffic.

● To support the plan on Phuket City Master Plan, having

pedestrian-only street would help to create a good quality of
Conservation Zone.
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 2.5.1 Car-free Zone

Pedestrians Movement

Thalang Road during daytime

Pedestrian movement tracking around Thalang Road

● Currently, Thalang Road is open only for pedestrians during Sunday Night
Market, held every Saturday and Sunday from 16:00 - 21:00.

● During daytime Thalang road and Soi Rommani have high pedestrian volume,
which makes it necessary to provide more space for pedestrians.
Sunday night market on Thalang Road
● With so many activities along Thalang Road, people practically cross the road
on many locations in Thalang Road and Rommani Road, as shown from the
pedestrian movement tracking map above. 24
 2.5.1 Car-free Zone

Proposed Zone and Traffic Diversion

Proposed Traffic
Circulation
one direction
two directions
Limelight Avenue Car-Free Street
Dibuk Road

Krabi Road

Central Market

The car-free zone is proposed

for the following streets:
1. Thalang Road
As for traffic diversion, the traffic diverted from
2. Rommani Road
Thalang Road would still be able to be
3. Phangnga Road
accommodated by surrounding roads, with capacity
4. Phadit Road
of 3,000 vehicles per hour.
5. Takuapa Road

Existing traffic volume 25

 2.5.1 Car-free Zone

Street Design for Car-free Street design for Thalang Road

Street
1 W

Type: Pedestrian/cyclist-only street

● Restricted access of motorized vehicle

for a limited period

● Vehicle access only for residents and

freight vehicle

● Add more activities such as

commercial stalls, benches, trees

Sample of street redesign location 1

W

26
 2.5 Connectivity Improvement

Street design on Phangnga Road and Rommani Road

E N
2 3

2 E 3 N

27
 2.5.1 Car-free Zone

EXISTING: Thalang Road

28
 2.5.1 Car-free Zone

PROPOSED: Thalang Road

29
 2.5.2 Sidewalk Enhancement

Principles in Sidewalk Enhancement

1. Obstruction-free
Walkways need to be clear from any obstructions. Electrical pole,
sign post, street lights, bench, hydrant, trees, pots, parking meter
are all important but they all have to be aligned on a specific space
to give pedestrians an exclusive space for walking.

2. Separation from motorized vehicle (bollards/buffer zone)

On an exclusive sidewalk next to high volume motor vehicle streets,
the safety of pedestrian is ensured by providing a clear separation
between pedestrian and motorized vehicles. This can be done by
lining up street furniture and utilities on the outer side of the
Best practice pictures from South Korea. sidewalk or using bollards to protect pedestrians from the vehicle.
Continuous sidewalk even on the driveway. The
sidewalk also has buffer and/or bollards.
Bollards are also great tools to prevent the encroachment of
sidewalk from cars and motorcycles parking.

3. Continuity over driveways and intersections

Giving priorities to the pedestrian can be done by raising walkways
over intersections and driveways. Pedestrians need a continuous
and leveled walkways more than cars and motorcycles need on the
traffic lane. By raising the walkways, motorized vehicles are also
forced to slow down their speed, which makes the pedestrian safer
to cross the road.

30
 2.5.2 Sidewalk Enhancement

Existing condition Street design template

● Street design template is needed as a
guideline to create complete street.
This template can be used not only in
the focus area but also for the whole
Phuket City area.

● For the study focus area, a set of

different proposal design for street
cross section is created.

● There are 4 design templates

developed, which are based on sidewalk
width and frontage activities.

● These templates are created for

Proposed street template
different street types, which are:
○ Template 1
Road width less than 15 meter with
active frontage
○ Template 2
Road width less than 15 meter with
no active frontage
○ Template 3
Road width more than 15 meter
with active frontage
○ Template 4
Road width more than 15 meter
with no active frontage
31
 2.5.2 Sidewalk Enhancement

Design Template 1 Sample: Yaowarat Road

Active Active
Frontage Frontage

Sidewalk Bike Drive Bike Sidewalk

Lane Lane Lane

Design features:

● Widen walkways area

● Add bike lane on both side

N
● On street parking restriction

● Establish 1 driving lane as existing

Yaowarat Road

32
 2.5.2 Sidewalk Enhancement

Design Template 2 Sample: Krabi Road

No Active No Active E
Frontage Frontage

Sidewalk On Street Drive 2 Directions Sidewalk

Parking Lane Bike Lane

Design features:

● Widen walkways area

● Add bike lane on one side for 2 directions

● Formalize on-street parking to be one side only E

● Establish 1 driving lane as existing

Krabi Road

33
 2.5.2 Sidewalk Enhancement

Design Template 3 Sample: Ratsada Road

E
3A

Active Active
Frontage Frontage

Sidewalk Bike On Street 2 Directions Bike Sidewalk

Lane Parking Drive Lane Lane

3B

Active Active
Frontage Frontage
E

Sidewalk On Street 1 Direction 2 Directions Sidewalk

Parking Drive Lane Bike Lane

Design features:

● Widen walkways area

● Add bike lane

● Formalize on-street parking to be one side only

● Establish driving lane as existing

Ratsada Road
34
 2.5.2 Sidewalk Enhancement

Design Template 4
No Active No Active
Frontage Frontage

Sidewalk Bike On Street 2 Direction On Street Bike Sidewalk

Lane Parking Drive Lane Parking Lane

Sample: Phangnga Road near Bus Terminal 1

W
Design features:

● Widen walkways area

● Add bike lane on both side

● Establish on-street parking as existing

● Establish 1 driving lane as existing

Phangnga Road

35
 2.5.2 Sidewalk Enhancement

Removal of On-Street Parking Spaces ● As a result of creating car-free zone, sidewalk

Existing widening and the provision of bike lane, there will
be many on-street parking spaces that need to be
removed.
Limelight Avenue ● The following streets Thalang Road (west),
Dibuk Road
Phangnga Road (west), Yaowarat Road, and Dibuk
Krabi Road Road, will have no on-street parking.

● Ratsada Road, Ranong Road, Krabi Road, Montri

Road, and Dibuk Road will still be able to
accommodate parking, but only on one side.
Central Market Whereas for the remaining streets, no changes to
the parking supply provided.

● Especially on Dibuk Road, the on-street parking

will operate as existing as for the minivans and
coaches parking.
Proposed
● From the parking supply survey inside the study
area, there will be 417 car spaces of on-street
Limelight Avenue parking that need to be removed.
Dibuk Road

Krabi Road ● With the proper parking management and fair

pricing, the demand for parking in the city centre
can be balanced to match the reduced supply. In
addition to that, there are also also few off-street
parking sites located around the heritage area,
Central Market
such as Central Market and near Limelight
Avenue.

● Parking study, which is produced by another ADB

consultant, discussed about the parking
management for Phuket City with more detail.
36
 2.5.3 Intersection and Crossing Facility
Improvement

Principles in intersection re-design:

1. Re-claim unused space for pedestrians
Many intersections in many countries are not efficiently designed,
with too many spaces are given to motorized vehicles. These spaces
can be re-claimed for pedestrians without reducing the capacity of
the intersection.

2. Shorten pedestrian crossing

By claiming unused space, pedestrian crossing distance can also be
shortened. This way, pedestrians can cross the street faster and
more direct.
Yellow painted areas are claimed from
3. Narrowing turning radii for traffic calming
inefficient intersection design
Turning movement in high speed is dangerous for both pedestrian
and drivers. Designing a narrower turning radii can slow down
turning speed and improve the awareness of drivers on crossing
pedestrian.

4. Providing pedestrian crossing phase

Every signalized intersection must ensure a dedicated signal phase
for pedestrian crossing.

37
 2.5.3 Intersection and Crossing Facility
Improvement

Raised Intersections
Raised intersections reinforce slow speeds and encourage motorists to
yield to pedestrians at the crosswalk. Raised intersections are needed to
make vehicles slowing down at intersections. This is as a way to prioritize
pedestrians and cyclists in the conservation zone.

Principles:

1. Raise the intersections to create a safe, slow-speed intersection.

Provide speed humps and other vertical elements to reduce speeds
and to signal the motorists that they must yield to pedestrians.
2. Add curb extensions to increase the pedestrian space, reduce the
crossing distance, and prevent parking at the intersection corners.
Use the extension of these spaces to also provide landscaping and
Best practice: Raised intersection in
Melaka, Malaysia street furniture
3. Where illegal parking on the sidewalks is a common problem,
consider using bollards or street furniture to prevent vehicles from
invading the pedestrian space.
4. Where vehicles are not turning, design corners with the smallest
constructible radius, approximately 0.6 m.
5. Prioritize cycle traffic on low-speed corridors by treating them as
cycle-priority streets with shared lane markings.
6. Consider removing one lane of parking to create a contraflow cycle
lane. Raised intersections increase safety for cyclists riding
contraflow and for performing turns across oncoming traffic.

38
 2.5.3 Intersection and Crossing Facility
Improvement
A. Existing
Raised Intersection Locations
Some intersections around the heritage
area need to be replaced with raised
intersections, to achieve the following
objectives:

● Reduce large corner radii and

discourage drivers to turn at high
speeds, which ultimately reduce
conflict with pedestrians
● Create better visibility vehicles
parked too close to the
intersection reduce mutual
B. Proposed visibility between motorists and
pedestrians.
● Sidewalks contain obstacles and
lack shade and street furniture.
● Pedestrian crossings have
minimum markings and do not
provide accessibility ramps for
universal access.
Thalang Road
Car Free Zone The maps beside show existing and
proposed crossing facility improvement
in Phuket heritage area.

39
 2.5.3 Intersection and Crossing Facility
Improvement
Intersection Between Thalang Road - Phuket Road Raised Intersection Improvement
Improvements:
EXISTING
● Reduce motorized turning radius

● Add continuous bike lane

● Placed at-grade crossing for pedestrians and cyclists

Thalang Road
● Install raised crossing to slow down vehicle speed

● Install bollards to prohibit cars/motorcycles parking on

the sidewalk

● Formalize on-street parking

● Establish a driving lane and traffic direction as existing

PROPOSED CURRENT SITUATION

40
 2.5.3 Intersection and Crossing Facility
Improvement
Intersection Between Dibuk Road - Yaowarat Road Raised Intersection Improvement

Improvements:
EXISTING
● Reduce motorized turning radius

● Add continuous bike lane

● Placed at-grade crossing for pedestrians and cyclists.

● Install raised crossing to slow down vehicle speed

● Install bollards to prohibit cars/motorcycles parking on

the sidewalk

● Formalize on-street parking

● Establish driving lanes and traffic direction as existing

PROPOSED CURRENT SITUATION

41
2.5.4 Wayfindings Inside and Around
Heritage Area

Objectives

Wayfinding systems can encourage walking and transit usage by providing

multimodal information and adopting the pedestrian perspective.
Wayfinding works with other visual cues to help people orient themselves
and provide confidence in navigating the geography of a city. Wayfinding
also can increase people’s comfort in choosing to walk when they
understand a destination proximity

Wayfinding can be located near key destinations with high pedestrian

volumes, such as transit stops, parks, public facilities, and markets. The
wayfinding should indicate walking and cycling time with 5 and 10 minutes
walking distances.

Principles

Wayfinding should be seen by people easily. The scale of wayfinding

should consider the human body, eye, and height, including adults,
children, and people using wheelchairs. Font type and size should be
simple and big enough to be read by people with low vision or who are
visually impaired.

Using a clear visual language, graphics standards, and maps can be

universally understood. Inclusive signage and wayfinding should inform
all type of users, from residents and workers to visitors and tourists

42
 2.5.4 Wayfindings Inside and Around
Heritage Area
Wayfinding Locations
The quality of wayfinding
systems should indicate
walking and cycling time
with 5- and 10-minute
walking distances.
Limelight Avenue
Dibuk Road

Car Free Zone Bus Terminal 1

Central Market

● Currently, some tourists are getting lost when they arrived in Phuket City because
there is no signage or tourist information in either the bus terminal, bus stops, or
inside the heritage area.

● Wayfinding can be placed in the bus terminal, bus stops, every intersection and
nearby public spaces. The proposed location of wayfinding shows on the map above.

● The wayfinding should inform all of the locations which can be accessed by walking
and cycling within 5 min to 10 min.

● Many heritage areas around the world put many signage to facilitate the tourists,
such as a UNESCO heritage site in Melaka, a heritage site in Victoria, etc.
43
 2.5.5 Public Transport Circulation
Improvement on Central Market
Current Situation in Central Market Area

A C

B D

Bus circulation

A B C D
Informal bus stop location Central Market building Double motorcycles Informal bus stop location
by Blue Bus routes: has cars and motorcycles parking on the street by Blue Bus routes:
1811 parking space on 2nd and every morning because of 1814
1813 3rd floor. fresh market activities. 8359 44
1812 1818
 2.5.5 Public Transport Circulation
Improvement on Central Market
Street Redesign for Central Market Area
1 E 2 E

1 2

Improvements:
2 1 ● The street is designed as Template 3.

● Especially on a bus stop irregularly in existing, in the proposed design

the bus stops are established. On the other hand, the on-street parking
45
is reduced.
 2.5.5 Public Transport Circulation
Improvement on Central Market

3 4

3 4

Improvements:

4 3 ● The street is designed as Template 3.

● Relocation of on-street parking.

● Especially on a bus stop irregularly in existing, in the proposed design the bus
stop is established. On the other hand, the on-street parking is reduced. 46
2.5.5 Public Transport Circulation
Improvement on Central Market
EXISTING

PROPOSED

47
 2.5.5 Public Transport Circulation
Improvement on Central Market
EXISTING

Central Market

PROPOSED

Central Market

48
 2.5.5 Public Transport Circulation
Improvement on Central Market
Street Redesign on Central Market Area

EXISTING: Central Market

49
 2.5.5 Public Transport Circulation
Improvement on Central Market

PROPOSED: Central
Market

50
 2.5.5 Public Transport Circulation
Improvement on Central Market

Shelter and Passenger Information

● Shelter is needed to provide a better environment as the protection
from sun and rain;

● Shelters can be built in multiple sizes to adjust to the local volumes. The
regular bus shelter is 1.5 m x 4 m

● Shelters should allow a straight unobstructed path of at least 1 m

Kyoto, Japan between the shelter and the curb and a minimum clear path of 2 m in
width.

● Provision of comfortable shelter and seating can significantly improve

the perception of wait time and rider satisfaction.

● Maps, routes, and other wayfinding should be prominent at bus stops,

especially high-volume, high-activity, or transfer stops.

● System information may include strip maps of single routes, fixed

schedules or frequencies, full system maps, and pertinent transfer maps
or schedules.

● Information can be shown on hanging signs or signage integrated into

the shelter. Temporary posted information should be protected from
weather behind placards.

● Providing route information that is clear, understandable, and accurate

makes it easier for passengers to understand their travel options.

● Alerting riders about nearby, transit-accessible destinations enables

them to make more informed decisions about their travel options.
Busan, South Korea
51
 2.6 Bike Share Initial Plan

2.6.1 Bike Share System

A bike-sharing system is a type of

ride-sharing service, in which bicycles
are made available for shared use on
a short term basis. The bike-sharing
scheme allows people to borrow a
bike for short trips, with bike available
to grab and be returned at different
stations and locations.

As part of the public transport system,

the bike-sharing system solves not
only the ‘last mile’ issue of longer
public transport trips, but it also
creates a new way of travel, especially
for shorter trips.

LinkBike
Penang, Malaysia

52
 2.6 Bike Share Initial Plan

2.6.2 Proposed Bike Share Station Location

● A good planning for
station location is the key
of the success bike share
system. The planning of
bike share shall be
determined based on the
density, position and
scale of bike parking
locations.

● The stations should be

located close to demand,
such as tourist attractions
restaurants, central
business districts and
residential areas.

● Because of spaces
limitation in the greater
conservation zone of
Phuket City, stations for
bike share system should
be combined with on-
street parking for
vehicles.

53
 2.6 Bike Share Initial Plan

2.6.3 Bike Share Station Arrangements

Form 1: Combine bike-sharing with Form 2: Combine bike-sharing with Form 3: Bike-sharing station based
sidewalk on-street parking space on field condition
Best practice: Penang, Malaysia Best practice: Penang, Malaysia Best practice: Shanghai, China

Proposed bike share station combined Proposed bike share station based on field
Proposed bike share station on sidewalk in with on-street parking on Ratsada Road, condition on 72nd Anniversary Queen
Phangnga Road, Phuket: Phuket: Sirikit Park, Phuket:

54
 2.7 Public Space Activation

2.7.1 Current Situation in 72nd Anniversary Queen Sirikit Park

Wat Mongkol
Nimit

B
A
Car Free Zone
Bus Terinal 1

Central Market

A B
● Along the river is a slum area. ● An unattractive park across the Limelight Avenue Mall with Hai Leng
● The river is potentially to be a greenway Ong Statue.
which can attract many visitors. ● In Phuket City Masterplan, in this park, government will do 55
Commemoration of the Queen's 72nd Birthday Anniversary Project
 2.7.1 Current Situation in 72nd Anniversary
Queen Sirikit Park

Commemoration of the Queen's 72nd Birthday Anniversary Current situation:

Project in Phuket City Masterplan

Park
B

River
A

● The river and the park are unattractive.

Park
A B ● Both of this location is potentially to be a tourist
destination or shortcut path for the pedestrian
because they are located near Thalang Road,
River Limelight, and Bus Terminal 1.

● During the preparation of Commemoration of the

Queen's 72nd Birthday Anniversary Project, the
government can activate the park through organizing
night market like Indy Night Market in Limelight
Avenue. 56
 2.7.2 Ideas for Activation

A. Night Market on 72nd

Anniversary Queen Sirikit B. Greenways plan along the canal
Park Improving the greenways
Melaka, Malaysia
INDY NIGHT MARKET can be done through
making a continuous
sidewalk and put the
greeneries along the river.

If possible, bike lane can

also be put beside the side
walk so the river can only
be accessed by pedestrians
and cyclists.

Improving access to the

G - NIGHT MARKET
greenways are also needed.
The street surrounding the
Seoul, South Korea river can implement street
beautifications, providing
signage and wayfinding on
the streets that lead to the
riverwalk.

To support the heritage site

and for the short term
project, the greenways can
Create a night market in 72nd Anniversary be built from Ratsada Road
Queen Sirikit Park. The activities not only intersection to Dibuk Road.
attract visitors but also can create a good
impact on the local economy. 57
 2.8 Project Cost Estimate for Phuket City

Improvement Units Unit Price Cost (USD) Total Cost

Street Design - Phuket City Heritage Area 10,364,710 USD

Sidewalk Improvement 21,475 m2 200 4,295,000

Bike Lane 11,167 m2 300 3,350,000

Pedestrian only street

13,494 m2 200 2,698,760
(car-free zone)

Greenways along the

1,101 m2 250 275,250
Canal

Bike Share System 10,619,110 USD

New Stations 49 stations 3,200 156,800

New Bikes 343 bikes 250 62,500

Intersections 2,025,000 USD

New Raised Crossing 15 intersections 135,000 2,025,000

TOTAL 12,644,110 USD

58
3. Phuket Public Transport

59
 Outline
3 Phuket Town Public Transport
3.1 Project Overview and Objectives
3.1.1 Project Overview
3.1.2 Scope and Objective
3.2 Current Condition
3.2.1 Local Public Transport
3.2.2 Airport Public Transport Access
3.2.3 Mode Share
3.2.4 Existing Ticketing System
3.2.5 Existing Bus Speed
3.2.6 Existing Boarding and Alighting
3.2.6 Existing Bus Coverage
3.3 Summary of Issues, Goals and Measures
3.4 Level of Service Improvement
3.4.1 New Public Transport Route Plan
3.4.2 Bus Frequency Adjustment
3.4.3 Fleet Requirement
3.4.4 Bus Stop Improvement
3.4.5 Bus Fleet Improvement
3.5 Summary of Improvement
3.6 Costing
3.6.1 Bus Stop Requirement
3.6.2 New Bus Fleet

60
 3.1 Project Overview and Objective

3.1.1 Project overview

High tourism activities have caused long term impacts
towards the city, such as poor traffic, high accident rates
and environmental damages. Based on the data, there
were approximately 180 deaths per year caused by road
accident alone in Phuket.
The public transport mode share in Phuket is relatively
low because of poor quality of service and lack of access
on the public transport. Thus, in order to accommodate
future growth and sustainable mobility in Phuket, the
provision of good quality public transport is needed.
Poor Bus Terminal facilities at Phuket Town, which became
less attractive for some locals and tourists

3.1.2 Scope and Objective

This chapter only covers the public transport improvement for Phuket Island, examines existing public transport
condition and provides guidances of possible improvements and policies that can be implemented to provide
accessible, reliable and safe public transport in Phuket.

The work for this study were conducted between March to April 2019 to collect data, field observation and meeting with
61
relevant stakeholders.
 3.2 Current Conditions

3.2.1 Local Public Transport

Public transport in Phuket is served by blue bus, pink bus and airport bus. The
blue bus, commonly known as Phothong, is individually owned and serves
various destinations from Phuket. The pink bus is a more organized service
under an association and caters the network for local residence in within town
of Phuket. The airport bus has three routes and in which serves in buses or
minivans.
Blue bus or Phothong The existing service and the condition of the infrastructure are still below the
standard. On average, bus frequency of all routes is extremely low, in which
only less than 3 buses per hour or more than 20 minutes headway. The situation
is worsen by the lack of clear official information system that is able to inform
passengers, especially tourists, about the bus route and schedule. Based on the
experience, there is no minimum standard of service in which the bus driver can
be of speed or very slow. It happens particularly on Phothong as they still retain
revenue directly from the passengers. The government has no service contract
with the Phothongs yet in order to properly regulate them.
Pink bus In terms of the condition of the fleet, both blue and pink buses are using
modified truck to carry the passengers. The fleet is using Euro 2 engine and
passengers are considerably exposed to the exhaust gas which is harmful for
long-term health. Accessing the fleet is also an issue due to high vertical gap
and makes the fleet not inclusive.
All the bus services require passengers to pay by cash, except for Phuket Smart
Bus (airport bus). The bus fare is given either to the driver or the conductor
with no proof of payment except for the pink bus. Bus services in Phuket need
massive improvements to be reliable and safe for both locals and tourists.
62
Airport bus
 3.2 Current Conditions
Sarasin
Blue Bus
● End to end route type in which Phuket town as the
central transit place.
● Has limited service time, low frequency, inconsistent
headway and long waiting time.
● No service available for some destinations,
Bang Rong consequently additional service is needed.
● Poor quality of fleet and infrastructure

Type Bus Route Code Origin Destination

Blue Bus 1811 Phuket Town Sarasin

Kamala
Blue Bus 1812 Phuket Town Kamala

Blue Bus 1813 Phuket Town Bang Rong Pier

Patong Phuket Blue Bus 1814 Phuket Town Patong

Town
Blue Bus 1815 Phuket Town Naiharn

Blue Bus 1818 Phuket Town Ao Makham

Karon
Chalong
Blue Bus 8359 Phuket Town Karon
Naiharn Ao Makham
Blue Bus 8360 Phuket Town Chalong Pier

63
3.2 Current Conditions

Pink Bus
● Limited service time, similar to the Blue Bus.
● Poor fleet condition and infrastructure, some stops
do not have any bus pole or sign
● Low bus frequency; even though it has fixed time
schedule yet the waiting time can be more than an
hour.
● Some fleets do not have a clear route code which will
confuse some passengers, especially tourists.

64
 3.2 Current Conditions

3.2.2 Airport Public Transport Access

According to Phuket International Airport Statistic, the number of tourists in
Phuket have reached to almost 9 millions in 2018 with 8% expected annual
growth.
The provision for good, reliable and affordable public transport system is
crucial as to the fact that most of the tourists are highly relying on public
transport to commute between the cities and tourist destinations.
However, based on the observation, the public transport accessibility from
High tourism activity in Phuket the airport is still difficult and limited. This situation has forced a lot of
passengers to use alternate transport modes such as local taxis and minivans
to reach the city.

Lack of wayfinding and public transport

service at the airport makes less Minivan pick-up passenger on Taxi and minibus stands are
appealing for the commuters the arrival hall located right in front of the
arrival hall
65
 3.2 Current Conditions
Airport Bus
● Lack of destinations from the airport compared to local taxi or minivan
● P1 / Phuket Smart Bus is the only bus system that serves west coast of
Airport the island
● All routes (P1, P2 and P3) have low frequency bus (1 bus/hour) and also
create long waiting time for the passengers
● The P1 fare is more expensive than the local bus, which is unattractive
for the locals
● Lack of information about ticket sale and top up point for the Smart Bus
● Most of the locals use P2 because it covers the commercial and
residential area which terminate at Phuket city center
● The P3 has low demand of passengers because it is still expensive
compared to the local taxis (it costs 200 THB compared to 70 THB for
Phuke
minivan taxis)
t
Town ● Poor bus stop infrastructures (small bus pole and infrequent)

Kata

Rawai

Bus P1 - Smart Bus

Type Bus Route Code Origin Destination

Airport Bus P1 Airport Rawai

Airport Bus P2 Airport Terminal 1

Minivan P3 Airport Kata 66

Bus P2 - Local Bus Bus P3 - Minivan
 3.2 Current Conditions

3.2.3 Mode Share

Based on the traffic survey conducted
during peak hour at few locations in
Phuket, the proportion of the private
vehicles is higher than public transport.

With 54.9% of the motorized trips are made

with motorcycles for both locals and
tourists, this shows that access to
motorcycle is very easy. For tourists, the
amount of motorcycle rent kiosks in tourist
destinations make it very easy for them to
rent motorcycles, even without the proof of
valid driving license.

Mode share of regular bus service is very

low, with only 1.7% of the total trips. This
condition shows there is an urgent need to
improve the quality of public transport
service in Phuket.
67
 3.2 Current Conditions

● The typical payment for the Blue ● However, Pink Bus is the only
3.2.4 Existing Ticketing System Bus is by cash, which collected service that issued a paper ticket for
by the bus conductor before the each passenger with a fixed tariff
journey. If there is no conductor, rate of 15 THB.
the passenger has to pay the
fare to the bus driver at their ● The PKSB is the only bus service
journey’s end. which requires a card to make a
payment, although the passenger can
● The tariff can be varied 30, 40 use cash instead. However, it costs
and 50 THB. However, most of 170 THB for a single journey from and
the bus did not displayed tariff to any destination.
information, which can be a
baffle for the tourist ● Although the information says that
the card can be purchased on the
● There is no proof of payments or bus, yet many tourists are still
paper tickets and sometimes the confused and questioning on the
bus driver calls for the tariff whereabouts of purchasing the car.
directly to the passenger, which This is due to the lack of clear
indicates inconsistencies on the communication with the bus driver
bus tariff. and the tourists are forced to buy the
single trip ticket. 68
3.2 Current Conditions

3.2.5 Existing Bus Speed

● For the local bus, particularly the Songthaew bus,
which has speed more than 40 km/h and can be very
dangerous for some passengers
● The figure below shows the example of bus fleet with
no reliable safety system, which can caused an issue
when the bus is speeding
● The speed limit policy should be applied to increase
the safety

Route 1818 Phuket - Ao Makham 69

3.2 Current Conditions

Both inbound and outbound

Pink Bus runs at average 20 -
30 km/h at the Phuket Town,
which is considerably safe.
However, speed limit should
be applied to increase the
safety
70
 3.2 Current Conditions

3.2.6 Existing Boarding and Alighting

● A: High commercial area and dense residential area,
many tourists and locals also makes a transit at
Terminal 2
Airport
B ● B: Bang Rong Pier, one of the transit place for tourist
to cross into another island, along the journey, most
A of the area are residential
● C: High demand for tourist and locals, most of the
tourist alight at the halfway to access beaches at the
north Kamala
● D: Transit place to access Chalong Pier, high demand
area for tourist to cross into another island
● E: Patong Beach, second biggest tourist destination in
C Phuket
Town Phuket

D 71
3.2 Current Conditions

3.2.7 Existing Bus Coverage

● There are only 15 bus routes currently in
operation in Phuket Island. Most routes connect
cities between the east and west part of the
island.

● Most routes run on arterial roads that go along

North-South corridor. This corridor is quite
active with passengers activity from commercial
and residential area around the corridor.

● Most bus routes terminate in Phuket Town,

either in Bus Terminal 1 or the central market.
The tourist destinations along the west coast are
only served by airport buses route P1 and P3.

72
 3.3 Summary of Issues, Goals and Measures

Issues Objective Measures

1. Some areas are still not served by Creates more direct public transport Providing new bus routes to minimize
public transport. In general, one route which means more destination transfer, especially from the west side of
destination only has one public accessed by the public transport and the island from the lack of public
transport route. This lack of option increases its attractiveness. transport access.
makes some passengers taking
additional transfer.
Moreover, Patong as the second tourist
attraction, has no reliable public
transport option available to
accommodate the tourist destinations.

2. All public transport in Phuket has low Enhances public transport service Making adjustment on bus fleet and
frequency in general whether is quality and create reliable public frequency in order to shorten waiting
scheduled or not. Consequently, long transport system. time and more frequent bus operations.
waiting time for the passenger that can
be more than 30 or 60 minutes

3. No proper bus stops infrastructure Increases the convenience of passengers Improving bus stops to provide better
along bus routes, no shelter and no clear and the safety for accessing public infrastructure and bus information.
visibility which are unattractive for users transport and waiting for the bus at the
of the public transport. bus stop.

4. Poor condition of bus fleet, lack of Provides convenience and safety for Making provision for new bus fleet with a
convenience and production of polluted passengers when using the bus and for cleaner engine standard.
gas emission from the aging bus fleet. having a cleaner public transport
system.
73
3.4 Level of Service Improvement

3.4.1 New Public Transport Routes Plan

On determining the new public transport route option,
the following considerations are taken into account:

● Street Right-of-Way, the road alignment should

be adequate to accommodate the bus movement
● Existing demand and attraction
● Impact on the area

Proposed new public transport routes:

1. Patong - Airport : to increase more destination
area from the airport and to support airport
public transport mobility
2. Patong - Promthep : to increase public transport
route at the west coast of the island
3. Patong - Chalong Pier : to create more direct and
support tourist mobility to another destinations
4. Terminal 2 - King Power : to increase Pink Bus
coverage mobility in Phuket Town

74
 3.4 Level of Service Improvement
Airport New Blue Bus Route (Patong - Airport)
● Route 1812 Phuket Town - Kamala
● P1 and P3 are the only public transport routes that
New route
serve from Patong to Airport.
● It has low frequency, indirect route and lack of access,
A section hence many people prefer to use taxi and minivan
Route P1
instead.
● The new additional route from Patong to Airport will
give access to the new tourist attractions on the west
Surin coast and an access for the locals from Kamala to
Patong.

Route 1812
Kamala

Route P3

Patong A Section - The road width on proposed new

route is adequate to accommodate bus
operation 75
 3.4 Level of Service Improvement

New Blue Bus Route (Patong -

Chalong Pier)
● Route 8359 Phuket Town - Karon Patong
Phuket
● Route 8360 Phuket Town - Chalong
Town
Pier
● Route 115 Phuket Town - Naiharn
● No direct access from Patong to
Chalong Pier, people needs to take Route 8360
a transit at Phuket Town and use New Route
route 8360
● Another routes to Chalong Pier are
Route 1815
The 8359 and 1815 route, however,
the passenger needs to walk
additional 600m to chalong Pier Phuket Big
● No direct access from Patong to Buddha
Karon except the P1 route
● The new route will gives access Karon
from Patong direct to Chalong Pier Chalong
trough additional access for tourist Pier
Route 8359
destination such as Karon Beach
and Phuket Big Buddha Route P1 76
 3.4 Level of Service Improvement

New Blue Bus Route (Patong -

Patong
Promthep Cape)
● P1 route serves from airport to Route P1
Rawai through Patong, Karon and
Kata beach.
● Direct access to Naiharn beach is New Route
only served by route 1815, which
can only be accessed from Phuket
town.
● The new route gives direct access Route
to Karon, Kata, Naiharn and end
Karon 1815
at Promthep Cape, which is one of
the tourist attraction in Phuket.

Kata

Naiharn

A Section - The road width on proposed new

A section Rawai
route is adequate to accommodate 77
thebus operation Promthep Cape
 3.4 Level of Service Improvement

New Pink Bus Route (Terminal 2 - King Power Phuket)

● The additional route for Pink Bus is suggested from
Terminal 2 to King Power, which covers more greater

Terminal 2 area, residential and commercial destination

● The yellow lines indicates existing of Pink Bus route in
the city center
● 2B is the only existing route that transfer from Terminal 2
into Terminal 1
● The new route gives additional direct access option,
which can eliminate the number of transfer

King Power
Phuket

78
 3.4 Level of Service Improvement

10 hour bus frequency per route

Time Period
7:30 - 8:30 - 9:30 - 10:30 - 11:30 - 12:30 - 13:30 - 14:30 - 15:30 - 16: 30 - 17:30 - 18:30 -
Bus Code
8:30 9:30 10:30 11:30 12:30 13:30 14:30 15:30 16:30 17:30 18:30 19:30
1811 4 1 4 3 1 4 2 3 4 2 n/a n/a
1812 4 4 3 3 2 1 3 2 1 1 n/a n/a
1813 1 1 1 1 0 0 0 1 0 0 n/a n/a
1814 2 3 3 2 3 2 2 4 1 1 n/a n/a
1815 2 4 3 2 3 1 1 3 2 3 n/a n/a
1818 0 0 1 0 0 1 1 0 1 0 n/a n/a
8359 1 2 2 3 3 4 1 1 3 4 n/a n/a
8360 1 1 1 1 0 1 1 0 0 1 n/a n/a
1 n/a n/a n/a n/a n/a n/a n/a n/a n/a 1 4 2
2A n/a n/a n/a n/a n/a n/a n/a n/a n/a 4 5 0
2B 5 7 4 n/a n/a n/a n/a n/a n/a n/a n/a n/a
3 2 2 1 n/a n/a n/a n/a n/a n/a n/a n/a n/a

The table shows the 12 hour frequency for the Public Transport
system in Phuket. The frequency of the Blue Bus are relatively low, The n/a indicates no data are available at
only several routes that has high frequency (4 bus/hour), those that time, because of the survey only has 2
are 1811, 1812, 1814, 1815 and 8359. Meanwhile other route, such as hour periods rather than 10 hour periods.
1813, has inconsistent frequency and headway, which can be an
issue for the users. 79
 3.4 Level of Service Improvement

10 hour bus occupancy per route

Time Period
7:30 - 8:30 - 9:30 - 10:30 - 11:30 - 12:30 - 13:30 - 14:30 - 15:30 - 16: 30 - 17:30 - 18:30 -
Bus Code
8:30 9:30 10:30 11:30 12:30 13:30 14:30 15:30 16:30 17:30 18:30 19:30
1811 19 4 24 13 9 23 16 7 12 13 n/a n/a
1812 7 37 41 20 10 7 15 13 15 24 n/a n/a
1813 0 0 0 12 0 0 0 4 0 0 n/a n/a
1814 19 26 40 30 30 31 28 42 11 18 n/a n/a
1815 1 27 11 13 11 10 9 15 11 8 n/a n/a
1818 0 0 2 0 0 2 2 0 3 0 n/a n/a
8359 7 10 7 13 14 42 10 15 15 51 n/a n/a
8360 2 5 0 7 0 6 6 0 0 4 n/a n/a
1 n/a n/a n/a n/a n/a n/a n/a n/a n/a 3 14 3
2A n/a n/a n/a n/a n/a n/a n/a n/a n/a 12 26 0
2B 29 25 19 n/a n/a n/a n/a n/a n/a n/a n/a n/a
3 4 1 3 n/a n/a n/a n/a n/a n/a n/a n/a n/a

For the occupancy, route 1814 (Phuket - Patong) has total 275
passenger in 10 hour, which also become the highest among all The n/a indicates no data are available at
routes. The route 1818 (Phuket - Ao Makham) become the lowest that time, because of the survey only has 2
demand in the system, however, from the district population map, hour periods rather than 10 hour periods.
indicates that Ao Makham has population in range (1,500 - 2,000),
this can suggest that there are still many private vehicle users. 80
 3.4 Level of Service Improvement

3.4.2 Bus Frequency Adjustment

● The following Figures show bus
headway from route 1811, which
is one of the bus route that has
the highest frequency. The
average bus headways are
varied between 15-20 minutes.

● However, some of the headways

can reach up to 40 and 52
minutes at maximum. This
indicates some buses are
waiting at the terminal to
collect the passengers which
create uncertain waiting time.

● In case of route 1814, the

average waiting time can reach
30 minutes on average.
81
 3.4 Level of Service Improvement

3.4.2 Bus Frequency Adjustment

● Route 1813 has a low demand
and bus frequency. The local
informed that the bus only
serves five or four times a day.
They even find it difficult to
know the exact time schedule
for the bus.

● Long waiting time forces

tourists and locals to use taxi or
private vehicle service to go
back to Phuket town.

● While route 1818 has the lowest

frequency compared to other
routes, the headway can be
more than one or two hours.

82
 3.4 Level of Service Improvement

Existing Max Proposed

3.4.2 Bus Frequency Adjustment Route
Origin Destination Frequency / Peak Hour
Code
hour Frequency

1811 Phuket Town Sarasin 4 6

● The higher bus frequency
1812 Phuket Town Kamala 4 6
means shorter waiting time for
the passenger 1813 Phuket Town Bang Rong 1 6
● The existing bus frequencies
1814 Phuket Town Patong 4 6
are too low and need to be
1815 Phuket Town Naiham 4 6
raised to improve the
convenience of the service 1818 Phuket Town Ao Makham 1 6
● The table shows existing bus
8359 Phuket Town Kaorn 4 6
frequency compared to new
8360 Phuket Town Chalong 1 6
proposed bus frequency for the
peak hour A Patong Airport New route 6
● The new proposed bus
B Patong Chalong New route 6
frequency is also applied to the
C Patong Promthep New route 6
three newly proposed bus
routes.

83
 3.4 Level of Service Improvement

Existing Max Proposed

3.4.2 Bus Frequency Adjustment Route
● Same Origin
like the Blue Bus, the adjustment ofHour
bus
Destination Frequency / Peak
Code
hour Frequency

1
frequency
Big C
alsoVocational
given for the Pink
4
Bus and6
● Beside the Blue Bus, the
adjustment of bus frequency is
2A Airport
Super Bus
Cheap Mummuang 5 6

also given to the Pink Bus and 2B Terminal 1 Terminal 2 7 6

Airport Bus.
3 Stone Bridge Koh Siray 2 6

4 Terminal 2 King Power New route 6

P1 Airport Rawai 1 6

P2 Airport Terminal 1 1 6

P3 Airport Kata 1 6

● At the peak hour, 10 minutes headway is recommended for all public

transport route
● At the off peak hour, 15 minutes headway is recommended for all public
transport route

84
3.4 Level of Service Improvement

85
 3.4 Level of Service Improvement

Based on calculation, total of 307 fleet is needed with several assumption are made:
● Proposed operation speed 25 km / h
3.4.3 Fleet Requirement ● 10 minutes layover time per trip
● 10% assumption for spare buses

Proposed Average Speed

Route Code Journey Time (hr) Proposed Peak Hour Frequency Fleet Requirement
(kph)

1811 2.00 6 25 25
1812 1.34 6 25 17
1813 1.26 6 25 16
1814 0.81 6 25 10
1815 1.02 6 25 13
1818 0.66 6 25 8
8359 1.17 6 25 14
8360 0.68 6 25 9
A 1.64 6 25 20
B 0.89 6 25 11
C 1.10 6 25 14
1 0.82 6 25 10
2A 0.76 6 25 10
2B 0.44 6 25 6
3 0.88 6 25 10
4 0.73 6 25 9
P1 2.43 6 25 30
P2 1.63 6 25 20
P3 2.21 6 25 27
Total Fleet with 10% spare 307 86
 3.4 Level of Service Improvement

3.4.4 Bus Stop Improvement

Existing Bus Stop Condition

● Typical bus stops in Phuket lack

of comfort, convenience and
accessibility. It only uses a
simple small signage without
any shelters, seats and No bus stop available at rural area
lightings.
The figure above shows no bus stops are
available in the area and force the
● At some places, many bus stops
passengers to get off at the side of the
are not visible during the night road which is unsafe and inconvenient.
or blocked with street utilities
Pink Bus Stop at Phuket Town
such as signs, electricity cables
and trees
● The provisions of proper bus stops are necessary, especially in high

● There are no fixed bus stop can boarding and alighting area.

be seen around suburban or ● The bus stop location also needs to be assessed carefully which means

rural areas. Fixed bus stops are less conflict for the road users and the traffic.

only available in the city. 87

 3.4 Level of Service Improvement

3.4.4 Bus Stop Improvement

● In general, the passenger can Hail and Ride the
bus from any places, as long there is a possible
place for bus to docking and not blocking the
traffic on the street

● Meanwhile in the city, hail and ride buses can

not be done at random. There are designated
spaces privileged for any public transport to
board and alight the passengers (on the yellow
marking space or along the white yellow curb
marking).

● Most of the tourists and locals prefer to wait

the bus at the assigned stops. However, they
still choose to get off on any safe section along
the road. Typical Bus stop at Phuket

88
 3.4 Level of Service Improvement

3.4.4 Bus Stop Improvement

Bus stop recommendation

Bus Stop Location

● Based on TCRP there are three
recommended bus stop
location (near-side, far-side
and far-side stop after turn)
● The location should be adjusted
based on the most safety and
possible reasoning depend on
city streets configuration

Bus Stop Distance

Source: TCRP Report 19 Guidelines for the Location and Design of Bus Stops
● In a dense land use area, the
bus stop distance should be at > 300 m < 800m > 300 m < 800m

range between 300m - 800m for

the optimum distance
Bus Bus Bus
stop 1 stop 2 stop 3
● Meanwhile for the low dense
89
area can be placed at max
3.4 Level of Service Improvement

3.4.4 Bus Stop Improvement

The figures show the proposed bus stops location along
the public transport routes. The bus stops were designed
with 500 meter distance.

90
 3.4 Level of Service Improvement

3.4.4 Bus Stop Improvement

Bus stop recommendation

London London London

Bus Stop Sign Shelters Passenger Information System

● The bus stop sign should be ● Bus shelters will provide ● The information of route and
clear from any obstacles and convenience for the time table should be provided
visible during day and night passengers who are waiting at the bus stop
● All bus stop sign should be for the bus ● The information can be a
equipped with designated ● It should be designed schedule holder or a display
code to ease the user find the weatherproof and clear for panel type as long as it is
right place and bus route visibility and security. weatherproof and permanent.

91
 3.4 Level of Service Improvement

3.4.4 Bus Stop Improvement

Bus stop recommendation

Kuala Lumpur Amsterdam Amsterdam

Benches Lighting Trash bin

● Benches should be installed ● Lighting is an important ● The presence of trash bin will
either under the shelter or element to increase safety help the people to prevent
places with shades. and security especially during littering
● The placement of the benches the night ● The trash bin should be
should be far away from the ● Lights should enhance the bus weatherproof and placed in a
roadside and at the back side driver’s vision and eliminate proper place to minimize poor
of the sidewalk so not to dark area around the bus stop. scent issue
disrupt pedestrian flow.
92
 3.4 Level of Service Improvement

3.4.5 Bus Fleet Improvement However, it has poor quality in general. It has no air

The fleet condition of buses in Phuket are quite the conditioning system, uncomfortable seats which

same. The local bus or usually known as Photong is a usually made from hard materials, traditional

modified diesel truck with an added side facing seat windows cover (only used when it rains) and not

that can be filled up until 20 to 25 passengers at the inclusive, which lack of safety access particularly for

peak hour. In addition, some of the buses are still use vulnerable group of passengers.

10-seater capacity which is commonly used for low

demand destination.

Blue Bus fleet condition Non-universal access 93

 3.4 Level of Service Improvement

3.4.5 Bus Fleet Improvement Moreover, the bus only serves the west coast of the

The smart bus or PKSB (Phuket Smart Bus) is the only island, starts from airport to the beaches that usually

bus system that has proper quality conditions. The become tourist destinations. The tariff is also two or

bus has modern facilities (air-con and wi-fi), e- three times more expensive compared to the local

ticketing system and live information system that can bus and there is no direct connection to Phuket town.

be accessed from mobile apps. Although the bus Consequently, the passengers have to make a

equipped with a GPS, the live information system transfer with a local bus, which makes additional

from the website or app is still not reliable and external cost.

accurate. The user still have to wait at the bus stops

and hail to make the bus stop

Smart Bus at the Airport Smart Bus fleet condition

94
 3.4 Level of Service Improvement

3.4.5 Bus Fleet Improvement Public Transports in Phuket are Moreover, the vision of having
Existing condition dominated by old diesel trucks that cleaner bus fleet has already become
still produce high level of black soot. a major focus in Thailand, such as
Bangkok. The city Mass Transit
Majority vehicles owners tend to Authority has planned to eliminate
keep from renewing their fleet from all non-aircon buses off the road by
the old fleet chassis to the new ones 2022 and replace them with Natural
because of the fact of rebuilding old gas and hybrid diesel vehicles.
bus is cheaper than investing in
buying new buses. To achieve cleaner air quality and
Old Fleet Photong Bus greener sustainable transport
Emission Local GHG The age limit policy of replacing the system, the implementation of soot
types Pollutant Pollutants
s old fleet with more modern and fuel free technologies in new bus fleet is

Carbon
efficient fleet can be away of recommended
x
Monoxide (CO)
improving bus performance and
Carbon x x efficiency and prevent the vehicle For long term, the soot free buses
Dioxide (CO2)
owners to renew their buses provide a lot of health benefit
Nitrogen x x
Oxides (NOx) impacts for city residents as similar
The table shows the tailpipe transportation emissions

Particle
from Heavy-Duty vehicles, some of the gases such as to eliminate the black carbon
x
Matter (PM) CO2 and NOx are accounts to global greenhouse gases.
Gases impact on GHG emissions and reduce the GHG
Source: Exhaust Emissions of Transit Buses, Embarq 95
2012 emission.
 3.4 Level of Service Improvement

3.4.5 Bus Fleet Improvement

Fleet modernization

The provision for gas and electric

buses are far better compared with
diesel engine on the local air pollution
matter. However, the gas and
electricity infrastructure supply can
be quite challenging for Phuket.
Local air pollution comparison based on the Euro standard

Therefore, the option by replacing

current fleet with engines that meets
the EURO VI emission standard can be
a starting point to achieve low
emission buses in the future

Source:
Andrew C, 2017, CASANZ TSIG and TEKH-EG
Workshop
Jimmy O, 2018, Union of Concerned Scientists 96
Global emission comparison based on the bus type technology
 3.4 Level of Service Improvement

3.4.5 Bus Fleet Improvement Based on calculation, total of 65.60, 173.18 and 3.67 tons (CO, NOx and PM respectively)
Fleet modernization and 1,793 tons of CO2 emissions will be reduced if the current engine type which were
assumed as EURO II diesel engine to be upgraded into 9 meter bus with EURO VI diesel

Bus Fleet Current Fleet Estimate annual NOx PM

Proposed Fleet Type CO reduction CO2 reduction
Route Estimate Type VKT (km/year) reduction reduction
1811 25 EURO II Diesel 9-m EURO 6 Diesel 1,646,150 7.41 19.56 0.41 202
1812 17 EURO II Diesel 9-m EURO 6 Diesel 1,061,055 4.77 12.61 0.27 131
1813 16 EURO II Diesel 9-m EURO 6 Diesel 932,064 4.19 11.07 0.23 115
1814 10 EURO II Diesel 9-m EURO 6 Diesel 554,800 2.50 6.59 0.14 68
1815 13 EURO II Diesel 9-m EURO 6 Diesel 781,976 3.52 9.29 0.20 96
1818 8 EURO II Diesel 9-m EURO 6 Diesel 466,032 2.10 5.54 0.12 57
8359 14 EURO II Diesel 9-m EURO 6 Diesel 863,846 3.89 10.26 0.22 106
8360 9 EURO II Diesel 9-m EURO 6 Diesel 516,731 2.33 6.14 0.13 64
A 20 EURO II Diesel 9-m EURO 6 Diesel 1,051,200 4.73 12.49 0.26 129
B 11 EURO II Diesel 9-m EURO 6 Diesel 486,217 2.19 5.78 0.12 60
C 14 EURO II Diesel 9-m EURO 6 Diesel 689,850 3.10 8.20 0.17 85
1 10 EURO II Diesel 9-m EURO 6 Diesel 565,750 2.55 6.72 0.14 70
2A 10 EURO II Diesel 9-m EURO 6 Diesel 566,115 2.55 6.73 0.14 70
2B 6 EURO II Diesel 9-m EURO 6 Diesel 330,143 1.49 3.92 0.08 41
3 10 EURO II Diesel 9-m EURO 6 Diesel 551,698 2.48 6.55 0.14 68
4 9 EURO II Diesel 9-m EURO 6 Diesel 387,302 1.74 4.60 0.10 48
P1 20 EURO II Diesel 9-m EURO 6 Diesel 1,222,020 5.50 14.52 0.31 150
P2 14 EURO II Diesel 9-m EURO 6 Diesel 914,690 4.12 10.87 0.23 113
P3 18 EURO II Diesel 9-m EURO 6 Diesel 989,639 4.45 11.76 0.25 122
Total emissions reduction (ton/year) 65.60 173.18 3.67 1,793

97
 3.4 Level of Service Improvement

3.4.5 Bus Fleet Improvement

Fleet Recommendation

To increase the passenger comfort,

upgrading bus fleet to the modern
type is recommended

● Replacement to 7.7 m or 9 m 7.7 m Electric Bus from Mudan Auto, China Face-to-face seat configuration
bus is suitable for typical road
alignment in Phuket (2.4 m to
2.5 m width)
● It carries more passenger
capacity (40 - 48 passenger)
● The front facing seat
configuration is suggested
because dense and face-to-face
seats is not compelling
● Quieter engine also can reduce Example of Front Facing Bus Seat Configuration
noise pollution, which is more
convenience for the journey 98
 3.5 Summary of Improvement

Improvement Proposed Plan Notes

1. New public transport plan ● Patong - Airport Route improvement to cover new
● Patong - Chalong Pier destination area, more direct route, and
● Patong - Promthep Cape less transfers
● Terminal 2 - King Power

2. Bus frequency ● All public transport route Bus frequency is adjusted to decrease
frequency were increased waiting time, more consistent headway
and reliable schedule time

3. Bus fleet requirement ● New public transport fleet The bus fleet is also adjusted to have
requirement to accommodate more reliable service system with the
proposed bus frequency new proposed bus frequency

4. Bus stop improvement ● Improved bus shelter with Bus stop improvement to enhance
proposed location and distance passenger convenient and safety while
boarding and alighting the public
transport

5. Bus fleet improvement ● New proposed modern bus, with 9 Bus fleet improvement to enhance
meter dimension passenger convenient and safety while
● New proposed diesel engine commuting and also to achieve cleaner
standard bus emission

99
 3.5 Costing

Based on the calculation, the total cost $464,831 is needed for upgrading the bus
stop infrastructure, with some estimation:
3.5.1 Bus Stop Requirement
● The unit price for Bus Shelter is $1,119.68/unit (with dimension (3m x 1.5m)
Cost Estimation
● The unit price for Bus Pole is $76.84/unit (for outbound direction)

Bus Stops Total cost for Total cost for Total cost ($)
Requirement bus shelter ($) bus pole ($)

770 435,555 29,276 464,831

Based on the analysis there were total of 770 bus stops are needed to
accomodate all the bus routes with 500 meter distance between the bus stop.
The shelter type bus stop will used for the inbound direction as many 389 bus
shelters. Meanwhile for the outbound direction will used ordinary bus pole as
many 381 bus poles, with the assumption, there will be no passenger waiting at
the bus stop after they alight from the bus.

Moreover, the pink bus will be used bus shelter type for both direction
(inbound and outbound) because is located at the city center or high-density
area, which mean always needs a proper bus stop along side the corridor.

100
 3.6 Costing

Based on the calculation, the total cost $7,675,000 is needed for upgrading the
bus fleet into 9 meter modern diesel engine bus
3.6.2 New Bus Fleet
● The unit price for the 9m bus could be range between $20,000 - $30,000
Cost Estimation
depending on the private sector who provide the procurement

Route Code Proposed Bus Fleet Bus Fleet Requirement Price per Unit (USD) Estimated Price (USD)

1811 9 meter std bus 25 25,000 625,000

1812 9 meter std bus 17 25,000 425,000
1813 9 meter std bus 16 25,000 400,000
1814 9 meter std bus 10 25,000 250,000
1815 9 meter std bus 13 25,000 325,000
1818 9 meter std bus 8 25,000 200,000
8359 9 meter std bus 14 25,000 350,000
8360 9 meter std bus 9 25,000 225,000
A 9 meter std bus 20 25,000 500,000
B 9 meter std bus 11 25,000 275,000
C 9 meter std bus 14 25,000 350,000
1 9 meter std bus 10 25,000 250,000
2A 9 meter std bus 10 25,000 250,000
2B 9 meter std bus 6 25,000 150,000
3 9 meter std bus 10 25,000 250,000
4 9 meter std bus 9 25,000 225,000
P1 9 meter std bus 30 25,000 750,000
P2 9 meter std bus 20 25,000 500,000
P3 9 meter std bus 27 25,000 675,000
Spare 9 meter std bus 28 25,000 700,000
Estimate Cost for New Bus Fleet 7,675,000 101
4. Patong

102
 Outline

4.1 Overview
4.2 Context
4.2.1 Patong as MICE and Green City
4.2.2 Goal of the Report
4.3 Project Scope Area
4.4 Non-Motorized Transport
4.4.1 NMT Overview and Current Situation
4.4.2 Current NMT Issues
4.4.3 Survey and Data Collection
4.4.4 NMT Objectives
4.4.5 Focus of Improvement
4.4.6 Road and Connectivity Improvement
4.4.7 Crossing Facilities Improvement
4.4.8 Creating Shorter Pedestrian Access
4.4.9 On-street Parking Management
4.4.10 Junction Design Improvement
4.4.11 Bike-sharing and Bike Network Plan
4.5 Local Public Transport for Patong
4.5.1 Public Transport Overview
4.5.2 Current Public Transport Conditions
4.5.3 Public Transport Issues
4.5.4 Focus of Improvement
4.5.5 Public Transport Implementation Process
4.5.6 New Public Transport Route Plan
4.5.7 Operation Plan
4.6 Project Cost Estimates for Patong 103
4.1 Overview

Patong is the most popular beach resort in Phuket, located in

the west coast of Phuket. It is known to be the busiest 2.5 km
of coastline with hundreds of attractions. The nightlife is
centered around Bangla Road, which becomes a pedestrian-
only street from 6 pm to 4 am every day.

As a tourist destination, the economy in Patong is driven by

tourist industries such as hotels, restaurants, shops and
other services. Therefore to increase the visitors, the
government plans to improve the facilities provided for
tourists.

However, the city government understands that good and

livable environment as one of the assets of Patong.
Therefore, in order to preserve the environment, those
improvements should be made toward sustainable
developments.

Getting support from the national government, Patong aims

to be not only the greenest tourist destination which will be
implemented toward environment friendly development but
also as a MICE (Meetings, Incentives, Conventions, and
Exhibitions) city. The government believes that in becoming a
MICE city, it will increase visitors and economic performance,
because contrary to meeting and event that have no special
season, tourists are constant throughout the year. Having
this will increase the economy of Patong. 104
 4.2 Context

4.2.1 Patong as MICE and Green City

Thailand National Government and the City of Patong On the transportation sector, the government focuses to
Government have defined a ten-year development plan improve the current conditions of mobility which is highly
for Patong. Other than becoming a MICE special district, dependent on private vehicle usage such as motorcycles
Patong Government also has a vision to make Patong as and minivans. The government has identified that public
an innovative, green, and walkable city in ten years time, transport services and pedestrian facilities are still
with a positive impact towards the environment. limited in Patong.. Therefore the improvement aims to
improve facilities for walking, cycling and public transport
which are more sustainable mode of transport for Patong.
From Patong Charter MICE and Greenest City workshop
held on April 5th 2019 by Patong city government, in
order to achieve these goals, the government has defined
these following focus developments:
1. Patong as a MICE City
2. Development of green infrastructure
3. Development of green economy
4. Provision of public parks and green spaces
5. Provision of green transportation
6. Development of housing and real estates
7. Patong urban revitalisation

Opening speech from the Mayor for Patong MICE and

Green City Workshop
105
 4.2 Context

To shift the mobility into more sustainable mobility, from With those proposed improvements, the government
the workshop, the transportation division developed aims to create Patong as a nice walking and cycling area
plans for improvement as follows: for tourists, and reduce the private vehicle usage by
providing new service of public transport system in
● Focus of improvements will be done at Thawewong
Patong.
Road and Ratuthit Songroipi Road
● Give priority for pedestrians by improving walkways 4.2.2 Goal of the Report
quality and facilities
● Provide bicycle lanes This report will provide guidance and detailed plans to
● Provide good quality public transport with frequent improve walking and cycling facilities in creating Patong
service as walkable city. The walkways in Patong would be
● Build collaboration and cooperation with local taxis universally accessible and connected.

To reduce high dependency on private vehicles such as

motorcycle and taxi, guidance on series of measures to
provide good and reliable public transport and managing
parking will be analysed in this report. Therefore the
mobility in Patong will be mainly walking, cycling and
using public transport.

This report could support the ten-year plan from the

government as it shares the same goals and objectives.

Group discussion to improve public transport during

the workshop 106
4.3 Project Scope Area

The focus area of this study is located at the two closest

main roads to the beachfront area, Thawewong Road and
Ratuthit Songroipi Road, and the small road connections
between those roads. The third closest main road to the
beach, Phangmueang Soi Kar Road, is allocated for through-
traffic, where vehicles that pass Patong without going to the
city center should take this road.

Thawewong Road, Ratuthit Songroipi Road, and the

surrounding areas are the main roads in Patong which pass
through many tourist destinations, such as hotels,
restaurants, and shopping centers. These roads have high
pedestrian and traffic volume. Phangmueang Soi Kar Road
has wider road space and less tourist activities, and connects
the city center with other places outside Patong.

Given the touristic importance of Patong, it is necessary to

have a more walking-friendly city as Patong is best explored
by walking. It is also important to make destinations in
Patong more accessible by improving connectivity and public
transport service. Therefore, walking-friendly streets and
reliable public transport service should be implemented in
transforming Patong to become more attractive, accessible,
and walkable city.

107
 4.4 Non-Motorized Transport (NMT)

4.4.1 NMT Overview and Current Situation

With relatively short walking distance from the beachfront,

most visitors explore Patong by walking. However,
motorcycles and cars still occupy most of the road spaces,
making it unpleasant for people to walk.

Non-motorized transport facilities for pedestrians and

cyclists in Patong should be improved to create better
walking environment, especially for tourists. Pedestrians
and cyclists should get more priority, which means
Most of the road space occupied by motor vehicles,
providing bigger space on the road, so it will be safer and leaving no space for pedestrian
more comfortable for them to explore Patong.

Despite those three main roads in Patong, the priority of

improvements should be implemented throughout all of
the roads including secondary roads, small alleys and
pedestrian only roads to create good road network which
gives priority to pedestrians and cyclists. Therefore,
adequate walkways and cycling facilities should also be
provided in all roads across the city.

Best practice at Bangla walking street while closed for 108

traffic
 4.4.2 Current NMT Issues

Sidewalk Facilities
With many people visiting Patong as
tourist destination, Patong is
expected to be walkable. However,
Patong is still lacking of good
pedestrian facility, such as sidewalk
and crossing, making walking
unpleasant and often dangerous on
some roads.
No sidewalk at main road Sidewalk occupied by street vendors

Narrow sidewalk Noncontinuous walkways Sidewalk occupied by utilities 109

 4.4.2 Current NMT Issues

Sidewalk Width Size of the Sidewalks

Sidewalks in Patong should be wide enough to accommodate
high pedestrian volume, especially on few streets near the
beach. From the sidewalk mapping conducted by ITDP, many
sidewalks are found to be below 2 meters-wide or no sidewalk
at all.

Sidewalks on small streets to access main roads are also

narrow and not continuous. Outside the beach area, towards
the Patong Hill, most streets do not even have sidewalks.

One particular street in Patong beach, Bangla Road, is closed

during the evening from 6PM to 4AM, making it a pedestrian-
only street.

Bangla walking street while closed for traffic

110
 4.4.2 Current NMT Issues

Sidewalk Width
Streets with different sidewalk width
1 2

3
Street with sidewalk width > 2 m Street with sidewalk width 1 - 2 m
1 4

3 4

Street with sidewalk width < 1 m Street with no sidewalk

111
 4.4.2 Current NMT Issues

S Equal space allocation between different users

The street configuration in Patong not only gives the least
priority for pedestrians, but also for non-motorized transport
14% 76% 10%
and transit system in general.

In average, 76% of the road spaces in Patong are dedicated

for motorized transport and only 24% of space is allocated
for pedestrians for sidewalks, despite the high pedestrian
volume in the area. The space allocated for motorized traffic
Existing street configuration at Ratuthit Songroipi Road
also includes the space for on- street parking.

84% 16%

Existing street configuration at Thawewong Road

On-street parking and drive lane occupy the majority of the

road space 112
4.4.2 Current NMT Issues

Crossing Facilities
Existing crossing facilities in Patong are mostly located at
intersections. However, from crossing locations survey, many
people cross the road without any crossing facilities such as
zebra cross or pelican crossing, along the streets with busy
shopping and leisure activities such as on Thawewong Road
and Ratuhit Songroipi Road.

Provision of safe crossing facility can be done through putting

pelican crossings and raised crossings every 200 meters along
those roads, especially near the location where people cross.

Some locations with high volume of pedestrians crossing

still have no crossing facilities
113
4.4.2 Current NMT Issues

Space taken for on-street parking

With the high volume of private vehicle use, on-street parking is practically
available at most roads in Patong, with the exception of small sections of
Prachanukhro Road (west part), Thawewong Road (middle part), dan
Sawatdirak Road, Hatpatong Road, and street beside Jungceylon Shopping
Center. The popularity of motorcycle and car rent and taxi among tourists
also contribute to the high number of vehicles that occupy road spaces.

On-street parking in Patong are often found blocking pedestrian movement

and causes congestion where it occupies too much of road spaces.

On-street parking blocks pedestrian Space for taxi parking (left)

movement

114
4.4.2 Current NMT Issues

Shorter pedestrian connections

To reach the beach and city center, besides using main and secondary roads,
pedestrians can also walk through small pathways as shortcuts to reduce
the walking distance. Unfortunately, some of them are located within private
properties which are not accessible for public. There are also almost no
wayfindings available for pedestrians, therefore it is not easy to find the
paths unless for locals.

If these small streets and alleys are opened for pedestrians at all times, it
could reduce the walking distance for pedestrians to reach different places
in Patong.

Shared street with less priority for pedestrians 115

 4.4.2 Current NMT Issues

Shorter pedestrian connections

1 2

4 Pedestrian access amongst the Pedestrian path blocked by wall

1 shops
2
3 4

Stairs accessible only for Access only for hotel guests and
pedestrians restricted for public
116
 4.4.2 Current NMT Issues

Lack of Cycling Activities and Facilities

In order to improve the environment in Patong and promote
more sustainable mobility, the government should give more
support and facilities for bicycles. It is well known that cycling
can improve the environment and reduce emissions of CO2 as
well as hazardous gasses like particles and NOx.
However, compared to motorcycle, bicycle is not popular in
Paatong. Bicycle facilities such as bicycle lane, bicycle parking
places or priority for cyclist at junctions are not available.
These conditions create lack of safety and convenience for
cyclists. Despite the lack of infrastructure facilities for bicycle, Compare with motorcycle riders, cyclist is barely seen in
motorcycle renting places are easier to find compared to Patong
bicycle, which makes motorcycle more accessible for tourists.
Moreover, according to the geographic condition in Patong,
although the east side of the city is more hilly, but the city
center area closer to the beachfront could be a nice area for
cycling. The size of the area in the city center can also be
easily reached by bicycle.
For smaller roads, instead of giving access priority and parking
places for motorcycles, these could be bicycle priority access
connected those main roads which will create a good shorter
cycling network in Patong.

Priority road for motorcycles 117

 4.4.3 NMT Survey and Data Collection

The following table summarizes traffic, infrastructure, and parking surveys which were conducted in Patong.

Survey Activity Objective Methodology Outcome

Traffic Peak-hour To identify high-priority streets for Walking and counting the number of Map of pedestrian volume on every street
pedestrian pedestrian improvements. pedestrian passing by on every street within within the scope area.
volume the scope area, during the peak hours.

Pedestrian To identify the potential crossings to be Marking the locations where pedestrian Map of pedestrian crossing locations within
crossing improved and/or added. crossing activities occur, on a map. the scope area.
location

Motorized To identify motorized traffic volumes for Recording several videos of the traffic Map of motorized traffic volume on the
traffic count potential reorganization of traffic lanes condition at the selected intersections, where selected streets.
(number of lanes and directions). the traffic reorganization is preferable.

Infrastructure Sidewalk To identify the width of the sidewalks in the Documentation of the existing width of the Map of the sidewalk width improvements
selected scoping area. sidewalks in the scope area, on a map. and recommendations, including the cross
section designs of the corresponding streets.

Junction design To identify the junction for potential design Recording several videos of the traffic Information of the existing junction design.
improvements. condition at the selected intersections.

Pedestrian To identify the possible shortways to build Walking across the streets within the scope Map of the information of the connected and
pathways and/or to recommend for the pedestrians. area to identify its connection to the other dead-end streets.
streets.

Parking On-street To identify the on-street parking location Observing the parking locations along the Map of on-street locations for car and/or
parking and capacity. streets and estimating its capacity. motorcycle.
locations

Taxi stand To identify the taxi parking location and Observing the parking locations along the Map of on-street locations for car and/or
locations capacity. streets and estimating its capacity. motorcycle.

118
 4.4.4 NMT Objectives

Issues Objectives Measures

Walking Improvement

Low quality of sidewalk facilities in several tourist To create better and safer walking Provide safe and continuous walkways by
areas (e.g. Bangla Road) despite the high pedestrian environment in Patong area by giving reallocating the space of the streets.
volume walking across these areas. higher priority for the pedestrians in terms
of space and continuity of the walkways.

Insufficient crossing facilities in high pedestrian To provide safe crossing facilities for Provision of safe crossing facilities at junctions and
crossing locations (e.g. Ratuthit Songroipi Road), which pedestrians. other crossing locations.
creates unsafe conditions for them to cross the streets.

On-street parking dominates the space of the streets To provide more comfortable walking Management of on-street parking locations and
within the scope area and in some streets with a environment for the pedestrians. street reconfiguration.
nonexistence/low quality of sidewalks, it blocks the
pedestrian movement.

There are several potential short paths for the To create a more connected pedestrian Extension of the closed-end paths to the nearby
pedestrians, however, no information are provided and network paths and provide sufficient streets and provision of wayfindings and signages.
in some locations the paths end in cul-de-sacs, also information for pedestrians to walk around
occupied by motorcycle parking. Patong.

Less priority for pedestrian at the junctions. To provide junction facilities that prioritize Redesigning the important junctions.
pedestrians first, in particular when heavy
pedestrian volumes occur.

Cycling Facility Proposal

Nonexistence of cycling facilities in Patong. To promote cycling as one of transportation ● Provision of safe cycling facilities in Patong,
modes in Patong. especially at roads with high volume of traffic.
● Establishment of bike-sharing system in
Patong.
119
 4.4.5 Focus of Improvement

Street Improvement Measures

In general, the proposed improvement of walking facilities in Patong

are clustered into these six categories as follows:

6 1. Complete street with universal access at main roads

2. Provide consistent number of lanes at through-traffic road
5 with safe and continuous walking facilities for pedestrian. To
reclaim some road segments for pedestrian, on-street parking
5 management is needed
3. Implementation of pedestrian priority road
5 4. Provision of walking facilities at roads outside city center
6 4
5. Provision of convenient and continuous sidewalk, and on-
1 4
1 street parking management
2 6. Provision of continuous sidewalk and on-street parking. These
3
3 roads are less attractive with less number of pedestrian on the
roads. Therefore, on-street parking could be located along the
6 4 roads
5 3
To support walking facilities improvements mentioned, these
5 6
following improvements are also proposed:

6 6 ● Crossing facilities improvement

● Pedestrian access improvement
4 4 ● Provision of bike-sharing and bike lane network
● Junction improvement
120
 4.4.5 Focus of Improvement
Phrabarami
Road
Focus of Improvement at High Pedestrian Volume
Locations
Bangla
Road
Detailed designs of this study will be focused at high pedestrian
volume locations. From pedestrian volume mapping resulted from
the survey, pedestrian volumes were counted as high as 9,116
pedestrians per hour. These high pedestrian volume locations are
centered around Bangla Road, beachfront area, and the road in front
of Jungceylon Shopping Mall.

At the north side of Patong up to Phrabarami Road, there are some

empty places found at that area. The areas highlighted in red are
empty areas, while the areas highlighted in purple are where the
buildings have side back which makes it less attractive because there
are no connection between private properties and public spaces. The
south side is more attractive. Shops, night markets, bars, and hotels
are mostly located at the south side.

121
Night food market located at the south side of Patong
 4.4.5 Focus of Improvement

Pedestrian-only Streets

To improve pedestrian connectivity to the city center and beachfront area, few roads such as Bangla Road,
Sansabai Road and Kep Sab Alley are proposed to be pedestrian-only road at all times. Traffic redirection is
122
proposed at Chaloemhrakiat Road, to become one-way street heading west.
4.4.6 Road and Connectivity Improvement

Thawewong Road

As the nearest road to the beach, Thawewong Road is the

busiest street in Patong. The proposed road improvement plan
for Thawewong Road is to create walking-friendly street with
universal access.

Walking-friendly street and pedestrian priority:

● Good, safe, accessible walkways
● Sufficient clear path
● Lighting to ensure safety
● Adequate crossing facilities to facilitate busy pedestrian
traffic
● Good information system through wayfindings and other
relevant signages
● On-street parking removal and place utilities
underground

Universal access:
● Guidance for people with visual impairments
● Ramps on crossings

Provision of alternative transportation modes:

● Dedicated cycle lanes
● Public transport facilities 123
 4.4.6 Road and Connectivity Improvement

Proposed plan for improvement at Thawewong Road

Thawewong Road - Existing N
● Widening the space towards the west direction to allow better 20.6 m
reconfiguration of the space.
● Sidewalks widening. 87% 13%

● Provision of bike lanes.

● Provision of public transport facilities. Bus stop and bus bay are required to
create safer and more convenient boarding-alighting activities for potential
high passenger volume coming to this street. Thawewong Road - Design at the Bus Stop N
20.6 m
● Boarding island to avoid conflict between cyclists and passenger activities.
Additional facility to cross the cycle lane while accessing the boarding island
36% 32% 32%

is required (i.e. crossing and ramp).

● Reduction of drive lane width to increase safety.
● Removal of the on-street parking. The vehicles can park in the northern part
of this road and in the off-street parking area.
● Placing the wayfindings and signage.
Thawewong Road - Existing N
● Provision of sufficient lighting, especially on the left side (facing the North 16 m
direction).
84% 16%

Thawewong Road - Design without Bus Stop N

16 m

19% 38% 44%

Current situation at Thawewong Road 124

 4.4.6 Road and Connectivity Improvement

Proposed plan for improvement at Thawewong Road (Top view)

Bus
shelter
Drive
lane

Bus bay Bike

lanes
Sidewalk

Tactile
Crossing paving
with
ramp
Building

Buffer+ bollards to protect bike 125

lanes
4.4.6 Road and Connectivity Improvement

Ratuthit Songroipi Road

Ratuthit Songroipi Road runs parallel to Thawewong Road. It

is also a one-way street that can only be driven from north to
south, which creates a looping driving pattern between both
roads. There are many activities along the road as much as
Thawewong Road, therefore the proposed road improvement
plan for Ratuthit Songroipi Road is also to create walking-
friendly street with universal access.

The same features as Thawewong Road are also applied on

this road improvement plan. However, since the motorized
traffic there is twice heavier than in Thawewong Road, on-
street parking is still provided on only some segments of this
street, but is proposed to be reduced to one side only.

Design illustration for complete street

(Source: NACTO) 126
 4.4.6 Road and Connectivity Improvement

Proposed plan for improvement at Ratuthit Songroipi Road

● Similar measures as Thawewong Road, with an exception in the parking
recommendation.
● Reduction of the on-street parking to the left side-only (facing the South
direction). In addition to this, the vehicle can park in the northern side and in the
off-street parking area.
● Dedicated parking areas are provided to prevent obstructions of the clear path
for the pedestrians. Furthermore, the parking does not need to be continuous. It
can be interspaced by the other facilities, for instance, the boarding island and
bus bay area.

Ratuthit Songroipi Road - Existing S Ratuthit Songroipi Road - Existing S

19.4 m 17.1 m

13% 76% 10% 24% 64% 12%

Ratuthit Songroipi Road - Design at the Bus Stop S Ratuthit Songroipi Road - Design without Bus Stop S
19.4 m 17.1 m

49% 31% 20% 26% 47% 26%

127
 4.4.6 Road and Connectivity Improvement

Proposed plan for improvement at

Ratuthit Songroipi Road (Top view)
Boarding Drive
island lane

Bike lane
Building

Bus
shelter Bike
lane
Bus bay

Sidewalk
Crossing
with Tactile
ramp paving

Buffer

Parking Buffer + bollards to protect bike

lanes 128
4.4.6 Road and Connectivity Improvement

Phangmueang Soi Kar Road

Phangmueang Soi Kar Road is a two-way street that also runs

parallel to both Thawewong Road and Rathutit Songroipi
Road. As the traffic passing through this road is mainly going
to other areas of Phuket which implicates higher vehicle
speed. The proposed road improvement for Phangmueang Soi
Kar Road is to create safe walking and crossing facilities for
pedestrians.

Being the road that connects Patong to the other areas of

Phuket, another improvement plan for Phangmueang Soi Kar
Road is to have consistency of number of lanes by on-street
parking management.

Provide pedestrian refuge island at zebra 129

crossings (Source: fareastbrt.com)
 4.4.6 Road and Connectivity Improvement

Proposed plan for improvement at Phangmueang Phangmueang Soi Kar Road - Existing N
19.8 m
Soi Kar Road
Design for cross section between bus stops: 9% 86% 6%

● Provision of pedestrian crossing improvement

● Reduction of the on-street parking to the left side
only (facing the North direction), to allow space
reconfiguration and consistency of the number of Phangmueang Soi Kar Road - Design without Bus Stop N
19.8 m
lanes
● Widening the sidewalk, with utilities underground
● Provision of wayfinding and signage 12% 76% 12%

Current situation at Phangmueang Soi Kar Road

130
 4.4.6 Road and Connectivity Improvement

Design for cross section at the bus stop: Phangmueang Soi Kar Road - Existing N
19 m
● Road curve to add bus stop and bus
bay on the both sides of the street.
● Other features are similar to the
16% 74% 11%

design for section between the bus

stops.

Phangmueang Soi Kar Road - Design at the Bus Stop for North Direction N
19 m

26% 65% 9%

Phangmueang Soi Kar Road - Design at the Station for South Direction
N
19 m

9% 65% 26%

131
4.4.6 Road and Connectivity Improvement

Pisitkoraneee - Nanai Road

Pisitkoraneee Road and Nanai Road are two-way streets located
near mountains of Patong Beach. Many accommodations are
available along the road, but the lack of walking facilities makes
people hesitant to walk and rent motorcycle instead.

Although it is not located in city center, some hotels, shops and

restaurants are located in this area. Therefore, good sidewalks
are necessary to connect places and make it more accessible by
walking. The proposed road improvement plan for Pisitkoraneee
Road and Nanai Road is to provide good and continuous
sidewalk.

132
Provide continuous sidewalks for pedestrians
 4.4.6 Road and Connectivity Improvement

Proposed plan for improvement at Pisitkoraneee - Nanai Road

● Reconfiguration of space, especially the width of the driving lanes.
● Provision of sidewalks to accommodate the pedestrians with safe walking environment. At minimum, a clear
path of 1.8 meter width on sidewalks is required.
● Provision of other street elements such as lighting, wayfindings, anti-slip sidewalks paving material, to ensure
convenience of the pedestrians.

Pisitkoraneee-Nanai Road - Existing N

9.5 m

100%

Pisitkoraneee-Nanai Road - Design N

9.5 m

19% 62% 19%

133
4.4.6 Road and Connectivity Improvement

Bangla - Sansabai Road

Bangla Road is famous for its pedestrian only street that

starts from 6 pm to 4 am every day. It connects the two
closest main roads to the beach and is always busy at night.
The proposed road improvement plan for Bangla Road is to
close the road for traffic at all time, so the space can be only
used by pedestrians and cyclists.

Located just across Bangla Road, Sansabai Road is also

proposed to be closed for traffic at all time. It connects
Ratuthit Songroipi Road and Phangmueang Soi Kar Road, so
pedestrians can reach the coastline more easily with a
pleasant walking experience.

Key design improvements:

● Transforming the pedestrian only streets into

attractive area with active frontage.
● Using visually interesting pavement such as pre-case
two-toned concrete pavers.
● Leveling the street to achieve busy pedestrian area.
Consider to remove the curbs.
● Other street furnitures (e.g. benches) to support
pedestrian activities.

134
 4.4.6 Road and Connectivity Improvement

Pedestrian Priority Road

1. Bangla Road E
Bangla Road - Existing E
2. Sansabai Road Bangla Road - Design
12.2 m
12.2 m
3. Kepsub Alley Road
15% 71% 14%
100%

Proposed plan for improvement

● Redesign the area to be more attractive.

● Limited traffic zones. Only pedestrians and cyclists are allowed to access these
streets.
● Changing the pavement into precast two-toned concrete pavers.
● Removal of the obstacles from the streets. When necessary, remove the curb to
level the street entirely. The space then can be filled by other pedestrian-
attracting elements to create the overall pleasant walking experience.
● Provision of other supporting elements and furnitures to facilitate pleasant
walking environment.

135
Current situation at Bangla Road during the day
 4.4.6 Road and Connectivity Improvement
One-way Street Design

Ruamchai Road is one of the streets that connect Ratuthit Songroipi Road and Thawewong Road. Currently, there
are only a few interesting activities exist on this street.

Proposed plan for improvement at Ruamchai Road:

● Widening sidewalks on the left side (facing the West direction). This road can serve as a short path from people
from Ratuthit Songroipi Road to Thawewong Road or vice versa, thus, providing better sidewalks is essential.
● Reducing the driving lane space into 3 meters wide.
● Locating on-street parking on the right side (facing the West direction) since this area is less interesting, to
accommodate people parking from the Ratuthit Songroipi Road.
● Provision of other street elements such as lighting, wayfindings, anti-slip sidewalks paving material, to ensure
convenience of the pedestrians.
Ruamchai Road - Existing W
10 m

10% 90%

Ruamchai Road - Design W Current situation at Ruamchai Road

10 m

45% 55%

136
 4.4.6 Road and Connectivity Improvement
One-way Street Design

Sawatdirak Road and Hatpatong Road connect Ratuthit Songroipi Road

and Thawewong Road. These streets are located close to Bangla Road, one of
the tourist attractions.

Proposed plan for improvement at Sawatdirak and Hatpatong

Road:
● Widening the space for sidewalks while limiting the driving lane to 3
meters wide.
● Concerning their locations, on-street parking can be provided on these
streets to accommodate people from Thawewong Road and Ratuthit Road.

Sawatdirak Road - Existing W Hatpatong Road - Existing E

14 m 13.1 m

18% 59% 24% 24% 61% 15%

W E
Sawatdirak Road - Design Hatpatong Road - Design
14 m 13.1 m
21% 56% 24% 29% 42% 29%

137
 4.4.6 Road and Connectivity Improvement
One-way Street Design

Kep Sab Alley is an alley, which currently functions as a shared street.

Key important aspects to improve the existing shared-street:

● Street is prioritized for pedestrian and only for private vehicles

resident access and emergency vehicles.
● No physical distinctions between different road users.
● Low speed area (maximum 10 km/h).
● Provision of signage to inform the motorists of the low speed limit.
● No parking allowed.
● Make it attractive for pedestrians as shared street itself could
improve vibrancy of the area. Current situation at Kep Sab Alley Road
● Wayfinding placement as it is potential to serve as a short path for
pedestrians from Ratuthit Songroipi Road to Thawewong Road or vice
versa.
● Provision of other supporting elements and furnitures to facilitate
pleasant walking environment such as lighting, wayfindings, and
benches.

138
 4.4.6 Road and Connectivity Improvement
Two-directional street design
Rat Uthit 200 Road - Existing W
Rat Uthit 200 Road connects Ratuthit Songroipi 17.2 m

Road and Phangmueang Soi Kar Road. Low pedestrian 15% 71% 15%

volume related to the other streets is found in this

segment and there are not many interesting activities
in this area.

Proposed plan for improvement at Rat Uthit

Rat Uthit 200 Road - Design W
200 Road: 17.2 m

● Utilization of this street to become on-street 18% 64% 18%

parking area for people from Ratuthit Songroipi

Road and Phangmueang Soi Kar Road.
● Reconfiguration of the space to maximize it for
sidewalks and limiting the driving lane into 3
meters width to avoid unexpected speeding.
● Provision of other street elements such as
lighting, wayfindings, anti-slip sidewalks paving
material, to ensure convenience of the
pedestrians.

Current situation at Rat Uthit 200 Road

139
 4.4.6 Road and Connectivity Improvement
Two-directional street design

Jungceylon Road provides an access to the Jungceylon Road - Existing S

19.4 m
Jungceylon Shopping Center. The pedestrian traffic
in this area is not as high as the other segments.
5% 84% 11%

Proposed plan for improvement at Jungceylon

Road:
Design between stations:

● On-street parking
remains at this road. Jungceylon Road - Design without Bus Stop S
● Widening sidewalks 19.4 m

by reconfiguring the
parking space and 9% 79% 12%

the driving lanes.

● Speed limit for the
motorized vehicle
up to 30 km/h.

140
 4.4.6 Road and Connectivity Improvement
Two-directional street design

Design at the station: Jungceylon Road - Design at the Bus Stop for South Direction S
19.4 m

● Provision of bus stop facilities and bus bay.

● In-line stop considering the limited space and 24% 64% 12%

low speed traffic.

● Interspace the on-street parking with the bus
waiting area.

Jungceylon Road - Design at the Bus Stop for North Direction S

19.4 m

9% 54% 37%

Current situation at Jungceylon Road

141
 4.4.6 Road and Connectivity Improvement
Two-directional street design

Chaloemhrakiat Road is a two-way street, which

connects Thawewong Road and Ratuthit Songroipi
Road at the Northern part. It is a narrow street with
a width varies between 5-8 meters.

Proposed plan for improvement at

Chaloemhrakiat Road:
● Traffic redirection, transform the street into a
one-way street. This street has only few
interesting activities and does not have enough
space for both two-way motorized traffic and
Current situation at Chaloemhrakiat Road
pedestrians.
● Direction from East to West. It serves the contra
flow of its parallel road (i.e. Hatpatong Road). Before After

● Allocation of space for on-street parking for

people coming from Ratuthit Songroipi Road.
● Provision of sidewalks along the street.
● Provision of other street elements such as
lighting, wayfindings, anti-slip sidewalks paving
material, to ensure convenience of the
pedestrians.

Traffic redirection at Chaloemhrakiat Road

142
 4.4.6 Road and Connectivity Improvement
Two-directional street design
Proposed plan for improvement at Chaloemhrakiat Road

Chaloemhrakiat Road - Existing East Part W Chaloemhrakiat Road - Design East Part W
7m 7m

79% 21% 29% 71%

Chaloemhrakiat Road - Existing Middle Part W Chaloemhrakiat Road - Design Middle Part W
5m 5m

100% 40% 60%

Chaloemhrakiat Road - Existing West Part W Chaloemhrakiat Road - Design West Part W
8m 8m

25% 75% 34% 66%

143
 4.4.6 Road and Connectivity Improvement
Two-directional street design

Prachanukhro Road connects the south end of the main roads in

Patong.

Proposed plan for improvement at Prachanukhro Road:

● Reconfigure the space to allow sidewalks widening.
● Provision of public transport facility in this area, with a bus bay to
allow other vehicle to pass.
● Provision of other street elements such as lighting, wayfindings, anti-
slip sidewalks paving material, to ensure convenience of the
pedestrians.

Prachanukhro Road - Existing N Prachanukhro Road - Design without Bus Stop N

13.7 m 13.7 m

12% 57% 31% 26% 44% 31%

Prachanukhro Road - Design at the Bus Stop for North Direction N Prachanukhro Road - Design at the Bus Stop for South Direction N
13.7 m 13.7 m
40% 44% 16% 16% 44% 40%

144
 4.4.6 Road and Connectivity Improvement
Two-directional street design

Phrabarami Road is the road that connects the two main roads at the North
end. In the current situation, sidewalks do not exist in the most part of the
road.

Proposed plan for improvement at Phrabarami Road:

● Reconfigure the space and provide sidewalks for pedestrian.
● On-street parking remains available with 2.2 m width.
● Provision of bus stop and bus bay to accommodate the passengers
served by the transit system

Phrabarami Road - Existing E Phrabarami Road - Design without Bus Stop E

15 m 15 m
100% 15% 69% 15%

Phrabarami Road - Design at the Bus Stop for East Direction E Phrabarami Road - Design at the Bus Stop for West Direction E
15 m 15 m
33% 55% 12% 12% 55% 33%

145
 4.4.6 Road and Connectivity Improvement
Two-directional street design

Sainamyen Road connects Phangmueang Road and Ratuthit Proposed plan for improvement at
Songroipi Road. Currently, it has a limited space for sidewalks as Sainamyen Road:
well as driving lanes due to provision of the on-street parking.
● Reconfigure the space to allow sidewalks
widening.
Sainamyen Road - Existing W
11.5 m
● On-street parking remains available but
only on the left side (facing the West
direction).
13% 74% 13% ● Provision of other street elements such
as lighting, wayfindings, anti-slip
sidewalks paving material, to ensure
convenience of the pedestrians.

Sainamyen Road - Design W

11.5 m

17% 67% 17%

146
4.4.7 Crossing Facilities Improvement

Additional Pedestrian crossing locations

The existing crossing facilities have not accommodated the
pedestrian crossing activities well. Therefore, several new
crossing locations are proposed as shown in the picture on
the left.

It is recommended to place the pedestrian crossing facilities

at the following locations:

● Intersections
● Near bus stop
● High pedestrian crossing area (mid block crossing)

Illustration of pedestrian crossing design at intersection 147

(Source: NACTO)
 4.4.7 Crossing Facilities Improvement

Mid-block crossing design

In particular for roads with heavier traffic volume such as ,Phangmueang Soi Kar Road, it is recommended to place
refuge island at the pedestrian crossing to protect the pedestrian and shorten the crossing distance.

Existing condition at Phangmueang Soi Kar Road Pedestrian crossing design with refuge island at
intersection (Source: NACTO)

148
 4.4.8 Creating Shorter Pedestrian Access

Pedestrian access and

wayfindings

To improve pedestrian access to the Existing Proposed

city center and beachfront area, it is Network Network
proposed to open pedestrian paths on
private properties that can reduce
walking distance in between roads.

Wayfindings also need to be provided

on those paths, therefore tourists will
be well-informed about shortcuts to
reach the destinations and give
priority for pedestrians as well.

By providing these connections,

pedestrians are not only able to walk
shorter but also with less vehicles
passing on those streets which can
ensure more safety and comfortable
walking experience for pedestrians.

149
 4.4.9 On-street Parking Management

Reclaiming parking space for pedestrians

While prioritizing the space for the pedestrian, the

proposed street reconfiguration in the previous
chapter suggest to modify the on-street parking,
which can be summarized by this figure.

With this proposal, 758 parking spots are removed

to provide more space for the non-motorized
vehicle.
At the same time, 53 parking spots are added at the
locations where the traffic volume and pedestrians
activities are low.

Proposed new on-

Street parking
arrangement

150
4.4.10 Junction Design Improvement

Junction 1

Proposed plan for improvement:

● Adding curb extensions to reduce

motorized turning radius
● At-grade crossing for the pedestrians and
cyclists
● Protection of bike crossings when there is
potential conflict with the turning vehicles
and provision of queue box for turn-right
bikes
● Buffers for protecting the bike lanes
● Ramps and tactile pavings on pedestrian
crossings for universal access
● Pedestrian refuge island in line with
parking lane

151
 4.4.10 Junction Design Improvement

Junction 1 - Existing 152

 4.4.10 Junction Design Improvement

Junction 1 - Design 153

4.4.10 Junction Design Improvement

Junction 2

Proposed plan for improvement:

● Buffers for protecting the bike lanes

● Bollards to prevent vehicles entering
the pedestrian-only streets
● Adding curb extensions to reduce
motorized turning radius.
● At-grade crossing for the pedestrians
and cyclists
● Ramps and tactile pavings on
pedestrian crossings for universal
access
● Pedestrian refuge island in line with
parking lane

154
 4.4.10 Junction Design Improvement

155
Junction 2 - Existing
 4.4.10 Junction Design Improvement

156
Junction 2 - Design
4.4.10 Junction Design Improvement

Junction 3

Proposed plan for improvement:

● Adding curb extension to reduce

motorized turning radius
● Buffers for protecting the bike lanes
● At-grade crossing for the pedestrians
and cyclists
● Ramps and tactile pavings on pedestrian
crossings for universal access
● Bike box before the intersection to
prevent conflict with turning-left
vehicles
● Queue box for turning-right bikes
● Mixing zone to ease turning-left bikes
and vehicles

157
 4.4.10 Junction Design Improvement

158
Junction 3 - Existing
 4.4.10 Junction Design Improvement

159
Junction 3 - Design
4.4.10 Junction Design Improvement

Junction 4

Proposed plan for improvement:

● Bollards to prevent vehicles entering

the pedestrian-only streets
● Adding curb extension to reduce
motorized turning radius
● At-grade crossing for the pedestrians
and cyclists
● Ramps and tactile pavings on
pedestrian crossings for universal
access
● Bike box before the intersection to
prioritize the bike to enter the
dedicated bike lanes and prevent
conflict with the turning vehicles

160
 4.4.10 Junction Design Improvement

161
Junction 4 - Existing
 4.4.10 Junction Design Improvement

162
Junction 4 - Design
4.4.10 Junction Design Improvement

Junction 5

Proposed plan for improvement:

● Bollards to prevent vehicles entering the

pedestrian-only streets
● Adding curb extension to reduce
motorized turning radius
● At-grade crossing for the pedestrians
and cyclists.
● Ramps and tactile pavings on pedestrian
crossings for universal access
● Bike box before the intersection to ease
the bikes entering the sharrow area

163
 4.4.10 Junction Design Improvement

164
Junction 5 - Existing
 4.4.10 Junction Design Improvement

165
Junction 5 - Design
4.4.10 Junction Design Improvement

Junction 6

Proposed plan for improvement:

● Adding curb extension to reduce

motorized turning radius
● At-grade crossing for the pedestrians
and cyclists
● Ramps and tactile pavings on pedestrian
crossings for universal access
● Protection of bike crossings when there
is potential conflict with the turning
vehicle
● Bike box to prevent conflict with the
turning vehicles

166
 4.4.10 Junction Design Improvement

167
Junction 6 - Existing
 4.4.10 Junction Design Improvement

168
Junction 6 - Design
4.4.11 Bike-sharing and Bike Network Plan

Bike-sharing
In order to promote cycling as one of the transportation
modes in Patong, bike-sharing system is proposed to be
implemented on all areas of the city. Bike-share allows
people to borrow bikes from the nearest bike-share stations
available for short trips around the city. It is also a part of
public transport as the system is connected to the public
transport network.

Bike-share stations should be located at bus stops, high

density areas such as residential areas, and high demand
areas such as shopping centers, hotels, restaurants, and other
tourist attractions. Distances between stations should not
exceed the walking distance so that people will be more
encouraged to cycle.
Number of Estimated Number
Bike-share of Bicycles at Total
Stations Stations

54 (main roads) 20
1,365
19 (other roads) 15

169
4.4.11 Bike-sharing and Bike Network Plan

Bike Network Plan at City Center

To ensure safety and comfortable cycling environment,
dedicated bike lanes are proposed to be implemented at
Thawewong Road and Ratuthit Songroipi Road.

However, other roads can be used as cycle roads to form a

cycle network in Patong. At this network, priority should be
given to cyclists than to private vehicles. Signage and other
cycle facilities, especially at junctions, are to be provided
along the network.

A cyclist in Patong

Example of bicycle route at shared street 170

 4.5 Local Public Transport for Patong

4.5.1 Public Transport Overview

Most visitors in Patong are tourists, both domestic and foreign,

where most of them come with minivans, private cars, and only a
few with buses. Motorcycle rent is also popular since there are
limited numbers of public transport available within the city.

Public transport network are very limited in Patong. There are

only buses that go to airport and Phuket Town, with no local
routes available. Other than private vehicles, tourists move
around using hotel shuttle bus and taxis, which also offer tours
to surrounding beaches and attraction places.
Hotel shuttle service in Patong

Bus from Phuket Town to Patong Patong taxis in a form of minibus with 4 seater
capacity 172
4.5.2 Current Public Transport Conditions

Low share of Public Transport

The great amount of private vehicles make travel inefficient

as travel speed is very low during peak hours in Patong. For
example, average motorcycle speed was observed below 20
km/hour, this is due to high pedestrians activity, as well as
on-street parking which reduces the road capacity.

Cars and motorcycles contribute 70% of transportation mode

share in Patong, while minivans and buses have a mode share
of 30%.

173
4.5.2 Current Public Transport Conditions

Bus Routes and Services

Public transport system in Phuket currently has 15 bus

routes, where three of them stop at Patong. Although the
bus fares is very cheap compared to motorcycle and car
rent, taking the bus in Patong is quite challenging
especially for tourists since there are no information
about routes and schedule provided at public areas.

174
 4.5.2 Current Public Transport Conditions

Different Modes of Public Transport in Patong

Taxi services

Public transport bus connected to other Private bus and minivan service provided by
areas in Phuket hotels and transportation company

175
4.5.2 Current Public Transport Conditions

Taxi Service and Motorcycle Rent

With low frequency and unreliable public transport service,

taxi and motorcycle become the most popular transport
services to get around Patong and other tourist attractions
nearby.

Getting a taxi in Patong is also easy since there are a lot of

taxi pick-up points along the main roads with a capacity up to
12 taxis. Therefore, taxi becomes the main choice for group
trips. As for motorcycle, it is considered to be the best choice
for solo and couple travelers because the rent price is
relatively cheap, about THB 300 - 500 (USD 9.5 - 15.8) per day.

176
 4.5.3 Public Transport Issues

Service The existing bus routes in Phuket focus on serving passengers from Phuket Town and Phuket
Coverage International Airport to tourist destinations, including the three bus routes that stop at Patong. There
are no local routes in Patong to accommodate short distance trips. Currently, only two out of four 177
main roads in Patong that are served by public transport.
 4.5.3 Public Transport Issues

Information and operational issues

Although the bus fare is very cheap for such long routes, the low bus
frequency makes it unreliable for getting around Patong and tourist
attractions nearby.

For instance, route P1 and P3 from airport are scheduled to depart

every 60 to 75 minutes. From the survey, route 1814 was identified
with the most frequent service, due to high demand. However, without
any fixed timetable or headway, the drivers sometimes only depart
when there are enough passengers to carry.

Lack of information about route, fare as well as schedule on bus stops

and public areas also make it difficult to attract people using public
transport around Patong, despite the potential demand available
from tourist.

Route
Route Fleet Fare Frequency
Length

1814
THB 10 - 50 10 - 30
Phuket Central 15.2 km Songtheaw
(USD 0.3 - 1.6) minutes
Market - Patong

P1 THB 50 - 170
55.8 km Bus 60 minutes
Airport - Rawai (USD 1.6 - 5.4)

P3 THB 200 60 - 75
50.2 km Van
Airport - Kata (USD 6.3) minutes 178
 4.5.3 Public Transport Issues

Parking for Minibus Taxis

While waiting for passengers, taxis are allowed to park at

taxi pick-up points that can be easily found on main roads in
Patong. The parking space on each taxi stands can
accommodate up to 12 taxis.

Although this makes getting a taxi easier, the on-street

parking system for taxi occupies road space and causes
congestion at peak hours.

Despite many taxi stands available, a lot of taxis are still

found parking on no-dedicated taxi stand as to make them
more visible to visitors near shopping malls or restaurants.

179
 4.5.4 Focus of Improvement

Public Transport Improvement Therefore, since this service has currently existed to
serve mobility for tourist in Patong, an improvement
As an efficient and reliable transportation mode, public of quality of service should be made. The
transport has to be provided for tourists and people in government should regulate taxi operation system
Patong, which will also reduce private vehicles usage. due to these following reasons:

This goal can be achieved by regulating the taxi ● Regulate the existing taxi industry in Patong
industry to become operator of public transport in will also solve the problem of inefficient
Patong. service. Based on the survey done on April 3th
2019 at peak hour located in front of
Jungceylon, taxi frequency reached 150 taxis
The Importance of Regulating Current per hour while the occupancy is very low,
approximately 0.84 passenger per taxi.
Taxi Industry in Patong
Therefore, on-street parking on Patong is
mostly occupied by taxis waiting for
In Patong, along the walkways, it is very common to find
passengers.
taxi drivers offering their services to bring tourists
● The great amount of taxis will serve current
around destinations in Patong. Although it is easy to
routes which have been assigned to them and
find, there are no standard pricing and operation
also covers the areas where public transports
system for these taxis. These informal service
are not available but with a better operational
operations are a breeding potential for problems such
system.
as scamming, speeding and safety issues especially for
● Minimizing the resisting and rejection from
tourists.
existing taxi operators due to the introduction
of new public transport system provided by the
government.
180
 4.5.5. Public Transport Implementation Process

Public Transport
Implementation Process Taxi Transitional Process

❏ Business Plan ❏ Formulate the Business Plan

❏ Infrastructure and Fleet ❏ Building Communication
❏ Regulation and and Consensus with Taxi
Institutional Set-up Operators
❏ Business Model, Financial ❏ Capacity Building
and Operational ❏ Negotiation Process
❏ Taxi Industry Transition ❏ Implementation
Scheme

181
 4.5.5. Public Transport Implementation Process

B. Infrastructure and
A. Formulate the Fleet C. Business, Financial
Business Plan and Operational Model
❏ Bus stops
❏ Demand analysis ❏ Public transport ❏ Cooperation model
❏ Route coverage fleet ❏ Tariff scheme and
❏ Operational planning ❏ Technology subsidy
❏ Tariff (including payment ❏ Financial model
system)

D. Regulatory Framework and E. Transition Model of Taxi Industry

Institutional Design
❏ Contract framework for new system
❏ Design implementation strategies
❏ Formulation of policies and
which include operator on the
regulations for the operation of
discussion
public transport
❏ Collaboration consensus with taxi
❏ Institution formation and capacity
operators
building to manage public transport
❏ Social impact mitigation

182
 4.5.5 Public Transport Implementation Process
Basic Principles of Public Transport
Implementation

Build Institution
Build government agency or institution to manage the new public
to Manage Public
transportation system in general.
Transport System

Set Public The government set the tariff. The integrated payment structure for all public
Transport Tariff transport systems will be able to provide convenience transfers for users and
and Integration increase efficiency.

Optimizing public transport network coverage by providing public transport

Provide Efficient
service routes that are easier to access, simple, and connected. It will create
Network Coverage efficient travel, saves time, and ensure more affordable costs.

Public transport fleetdolor

Lorem ipsum (taxi)sit
operation should meet
amet, consectetur the minimum operational
adipiscing
Provide Good
standards setDuis
elit. by sit
theamet
government. Punctuality
odio vel purus in operation,
bibendum luctus. good fleet
Quality Public
conditions, and training for drivers are needed in order to provide reliable
Transport public transport system.

Create
Create public transport industry that meets the minimum service standard
Professional
operation. The industry should give insurances, continuity of work, and ensure
Public Transport profits for its stakeholders (operators and drivers).
Industry
183
 4.5.5 Public Transport Implementation Process
Contract System Between Operators & Government

The goal of Patong City Government is Regulator Patong City Government

(Transport Agency)
providing good public transport
services. Therefore, the government is
Operating
setting the public transport tariff (and
Managemen
also providing the subsidies) and t
creating the management operational Government Institution
(Public Transport Operating
institution to ensure that the service is
Management Body)
convenient, accessible and affordable
for all under the Transport Agency as Operational Payment
Cooperation service km
the regulator.
Ticket
Public Transport Operators
revenue
To provide the services, there are (Taxi Operators)
contracts for operating the public
transport (per km) between the Service
government institution and taxi
Provider

operators. Tickets and revenue are

managed directly by the institution Passengers
while operators only operate the
public transport fleets (taxis).

184
 4.5.6 New Public Transport Route Plan

Bus Shelter Bus Stop

Four new public transport routes are proposed to accommodate short distance trips within Patong. These proposed
routes should provide more transit coverage and facilitate people from all around Patong to reach the city center.
Bus stops are to be located at high demand areas and have 300 to 500 meters in distances between stations.
185
 4.5.6 New Public Transport Route Plan

Patong Beach - This route goes to Paradise

Paradise Beach Beach, a tourist destination near
Patong. There are several
attractions and accommodations
along the road as well.

This route goes along Thawewong Road and Ratuthit Songroipi Road, the two closest main roads
Patong Beach -
to the beachfront area. With many attractions and accommodations around these roads, this route
Jungceylon should facilitate trips between destinations beyond walking distance, therefore motorized vehicle
186
trips will be reduced.
 4.5.6 New Public Transport Route Plan

Patong Beach - This route connects other main Jungceylon - This route provides access from the
Phangmueang road in Patong, Phangmueang Nanai Road area outside the city to the city
Road Road, to the beachfront area. center. 187
 4.5.7 Operation Plan

Operation Plan Fleet Design and Modernization

To ensure reliable public transport The service will operate existing local
service and comfortable journey, the taxis. However, as the demand increases
operation plan of local public over time, fleets with bigger capacity
transport in Patong is proposed to should be operated in the future.
have peak hour frequency of every 4
The current taxis being used as public
minutes due to the high demand and
transport mode in the future should be
limited passenger capacity for taxi.
improved with better standard and
Higher frequency will create a result in
better quality bus. This could be
a shorter waiting time for passengers.
achieved by shifting to the electric bus.

One-way Proposed
Fleet Requirement Route
Journey
Proposed
Peak Hour
Average
Fleet
Requirement
Fleet
Requirement
Time Speed
Calculation (hour)
Frequency
(kph)
(Local Taxi) (Bus)

Based on calculation, a Patong Beach - Jungceylon 0.32 15 25 10 4

total of 54 taxis and 22
buses are needed with Patong Beach - Phangmueang 0.39 15 25 12 5
Road
several assumptions as
follows: Jungceylon - Nanai Road 0.48 15 25 15 6

● Proposed average Patong Beach - Paradise Beach 0.39 15 25 12 5

speed: 25 km/hour
● 10 minutes layover time Total fleets required with 10% spare 54 22
per trip
188
● 10% spare fleet
 4.6 Project Cost Estimates for Patong

Price per unit

Improvement Unit Cost (USD) Total Cost (USD)
(USD)

Street Design 26,050,210

Sidewalk improvement 91,852 m2 200 18,370,400

New pedestrian zebra crossing 36 crossings 360 12,960

Bike lane 16,867 m2 300 5,060,100

Pedestrianization area 12,133 m2 200 2,426,600

On-street parking removal 758 parking spaces 50 37,900

New on-street parking 53 parking spaces 50 2,650

Bike Sharing System 574,850

New stations 73 stations 3,200 233,600

New bikes 1,365 bikes 250 341,250

Public Transport System 315,000

Bus stop with bus bay 15 transit shelters 10,000 150,000

Bus pole 33 bus stops 5,000 165,000

TOTAL 26,800,560

189