Appendix D : Transportation Infrastructure TABLE OF CONTENTS D.1 Infrastructure of the Rice Market .......................................................... D - 1 D.1.1 Infrastructure of the Rice Market .............................................. D - 1 D.1.2 Means of Transportation ............................................................ D - 2 D.1.3 Transportation Law and Checkpoints ........................................ D - 3 D.2 Present Conditions of Infrastructure ..................................................... D - 4 D.2.1 Road Conditions ........................................................................ D - 4 D.2.2 Railway Conditions ................................................................... D - 7 D.2.3 Waterways and Ports.................................................................. D - 8 D.3 Problems of Transportation and Traffic ................................................ D - 9 D.3.1 Road .................................................................................... D - 9 D.3.2 Railway .................................................................................... D - 10 D.3.3 Waterways and Ports.................................................................. D - 10 D.4 Direction of Development of Transportation Network .......................... D - 11 D.4.1 Road .................................................................................... D - 11 D.4.2 Railway .................................................................................... D - 11 D.4.3 Waterways and Ports.................................................................. D - 12 Tables and Figures .................................................................................... D - 14
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Appendix D : Transportation Infrastructure
TABLE OF CONTENTS
D.1 Infrastructure of the Rice Market.......................................................... D - 1D.1.1 Infrastructure of the Rice Market .............................................. D - 1D.1.2 Means of Transportation ............................................................ D - 2D.1.3 Transportation Law and Checkpoints ........................................ D - 3
D.2 Present Conditions of Infrastructure ..................................................... D - 4D.2.1 Road Conditions ........................................................................ D - 4D.2.2 Railway Conditions ................................................................... D - 7D.2.3 Waterways and Ports.................................................................. D - 8
D.3 Problems of Transportation and Traffic ................................................ D - 9D.3.1 Road .................................................................................... D - 9D.3.2 Railway .................................................................................... D - 10D.3.3 Waterways and Ports.................................................................. D - 10
D.4 Direction of Development of Transportation Network.......................... D - 11D.4.1 Road .................................................................................... D - 11D.4.2 Railway .................................................................................... D - 11D.4.3 Waterways and Ports.................................................................. D - 12
Tables and Figures .................................................................................... D - 14
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Appendix D : Transportation Infrastructure D.1 Infrastructure of the Rice Market
D.1.1 Infrastructure of the Rice Market
The physical facilities and social systems required for distribution of goods are called marketinfrastructure. The former are named hard-infrastructures and the later soft-infrastructures. With rice,it takes time and money to transport and store it, and to distribute it from the farmer to consumer; andits quality and quantity also changes during this process; from paddy to white rice. Infrastructurerelevant to the rice market can be listed as follows:
1) Hard-infrastructure: Facilities for transportation, storage, rice mill, market,information facility
a) Transportation facility: Truck, Road, Railway and Vessel.b) Storage facility: Government / GTC & Rice miller warehouse,
Wholesaler warehouse and Farmer house.c) Rice mill facility: Rice mill, Power supply facilityd) Market facilities: Public market, Wholesaler shop and Retail shope) Information facility:
2) Soft-infrastructures: Regulations and Laws on Transport, Organizationsystem, Check system, Network of Transport
Rice distribution flow would be stemmed or halted if transportation and storage facilities were poor;or if restrictions such as severe check system or taxation systems are imposed. Disrupted distributionflows could cause higher prices and lower quality of rice.The rice distribution flow in Cambodia is shown in Figure-1 below.
Figure-1 Rice distribution flow chart
Middleman(Collector)
Farmer Rice Miller Seller(Market)
Consumer
Middleman(Checkpoint)
Export toVietnam & Thailand
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This flow is activated by the private sector, which transports rice by truck. Poor road conditions andcheckpoints, at which legal/illegal money is collected, hinder the flow of rice distribution.Warehouses and rice mill facilities owned by government are not significant at present.
D.1.2 Means of Transportation
Before 1993, shipping vessels and railways played a more important role than trucks in transportinggoods. However, since then inland transportation by trucks has become the major mode of transportation.The volume of 3.2 million tons by inland transportation in 1999 was 85 times that of 1993 and is 66 percentof all transportation as shown in Table-1 below. Inland transportation volume by road is increasing withthe help of up-graded road conditions. Transportation by vessels is increasing (except 1999), through portrehabilitation for imports and exports. Volume at Sihanoukville port is exceeding that of Phnom Penh port.Transportation volume by railway is also gaining gradually, but its share is relatively smaller than that oftruck or vessel. Old rail works, poor train maintenance and inefficient loading/unloading facilities restrictthe expansion of railway transportation.
Notes: Transportation volume of inland river ports is not included.Source: (1) Report on Annual Transportation 1999, Ministry of Public Works and Transport
(2) Phnom Penh Port Yearly Operation Statement, Ministry of Public Works and Transport
Rice volume by railway and vessels are shown in Table-2 below. In the case of railway, transportationvolume on the North line, which runs from Phnom Penh to Bat Dambang, was more than that on theSouth line except in 1998. South line from Phnom Penh to Sihanoukville became prosperous afterrehabilitation of National Road RN-4. This has increasingly been used for transportation of importedand exported goods, when roads trucks become an important means of transportation fromSihanoukville to Phnom Penh
Before 1995, both the import and export of rice was conducted from Phnom Penh port andSihanoukville port. Statistical data in Table –2 show that rice had been exported up to 1996. Recently,rice importation is increasing; this data also include rice supplied by WFP.
However, rice is legally and illegally exported by traders at the eastern border to Vietnam and at the
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western border to Thailand. More paddy rice is exported than imported to other countries at bothborders. Although the total volume exported is comparatively small, it is not favorable to the supplyand demand required by this country.
Table-2 Transportation by Railway: and the Volume of Rice Imports and Exports (Unit: tons)
Source: (1) Historical Background of the Royal Cambodian Railway, Feb. 2000; International Relation Office(2) Phnom Penh Port Yearly Operation Statement, Ministry of Public Works and Transport
D.1.3 Transportation Law and Checkpoints
(1) Decree/declaration on Transport
A Law on Transport is under preparation for submission to Parliament at the end of this year.Currently transport is regulated according to the following decrees:
Ministry of Public Works and Transport- Sub decree on Maximum Limitation of Vehicle Weight on National Routes- Declaration on Maximum Limitation of Vehicle Weight on National Routes
Ministry of the Interior- Declaration on Money Fine of Over-loaded Truck Weight on Route
Many checkpoints are established at borders by the Army, Army Police, Police, Customs, Commerce,Provincial Offices to monitor movement of goods and human beings. Payment is requested byofficers at each checkpoint or joint checkpoints.
(2) Check Points
Sub-Decree Concerned with Demobilization and Creation of Posts Inspection along Border CheckPoint established various kinds of checkpoints. The Decree states: “The creation of post inspection tocontrol entry and exit along border check points by roads such as roads, ships, railways and airlines inthe Kingdom of Cambodia are under administration at the central level”.The Agencies responsible are: National Police Armies, CAMCONTROL Agent, Customs and ExciseAgents, Sanitary Vegetation Agents, Armies and Police Agents and Medical Inspection Agents.
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Table-3 Type and Number of Check Points
Type Nature of Transport TotalNumbers Study Area
National road 5 3Waterway 4 3Railway 5 2
1.Check point
By sea 5 02.International border gates Port, river, road 7 53.Entry and exit border Gate Road 5 24. Border gate area Waterway, sea, transport 44 20
Source: Check Points by Sub-decree Concerned on Demobilization and Creation of Post Inspection a long border Check
Point
D.2 Present Conditions of Infrastructure
D.2.1 Road Conditions
(1) Road Class and Length
The roads in Cambodia are classified as: National roads, Other National roads, Provincial roads andRural roads including farm roads. National road works are the responsibility of the Ministry ofPublic Works and Transport (whose organization chart is shown in Appendix Figure-1). Some ofthese are designated as Asian highways: National roads RN-1 and RN-2 run to Vietnam, RN-5 toThailand and RN-7 to Laos. (See Appendix Figure-2 Road Network). The total length of theNational roads is 4,165 km and its density is 22.9 m/sq.km; and the total length of roads includingprovincial roads is 12,220 km and its density is 67.3 m/sq.km. The average density of Nationalroads including Provincial roads in the Study Area is 632.8 m/sq.km and maximum density is 126.3m/sq.km in Takaev except Phnom Penh and minimum 28.4 m/sq.km in Bat Dambang
Table-4 Number and Length of each Road (Country Area=181,035 sq.km)
Road Class O.M Agency Nos. Length(km) Density Asian
HighwayNational road 7 1,988 A-1, 11,13Other National R.
Ministry ofPublic Works 37 2,177
22.9 m/sq.km
Provincial Road Province 124 3,555 19.6 m/sq.kmRural road Province 4,500 24.8 m/sq.kmTotal: 168 12,220 67.3 m/sq.km
Source: Ministry of Public Works and Transport--- Cambodian Road Network
Source: Ministry of Public Works and Transport--- Cambodian Road Network
Provincial capitals in the Study Area are connected with National roads from RN-1 to RN-7 andlocations are convenient for transportation of goods. Most of the National roads are paved withasphalt-concrete or laterite; however they are damaged or broken in numerous sections of the road,with big and small potholes. Most of the roads were reconstructed in 1994 as shown in Table-5. But atpresent, the average driving speed of cars is only 20 to 50 km/hour, excluding RN-4 and someportions of RN-6 & RN-7. Most of the Other National roads and Provincial roads paved with lateriteare often not drivable after heavy rains.
RN-6 RN-5 Skun 30km ADB 1995Skun Tang Kouk 30km ADB 1994Phnom Penh 44km Japan 1995Skun 28km Japan 1999
RN-7 Skun Kampong Cham 45km Japan 1999Mekong River Bridge Constructing
RN-11 RN-1 RN-7 90km ADB 1995Source: Ministry of Foreign Affairs in Japan
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(2) Volume of Transportation on each National Road
A traffic counting survey on the National roads was carried out by ADB in 1994. Results of thatsurvey on volume of transportation is shown as Table-6 below. RN-4, which runs from Phnom Penhto Sihanoukville, has the highest share and RN-5 the next. Major goods transported were,construction materials such as cement, steel bars, (26%); agro-products (25%); petrol (16%) andtimber (10%).
Table-7 Transportation Volumes on National Roads Unit: 1,000 ton
National Route Length (km) Provinces VolumeRN-1 166.85 Prey Veaeng, Svay Rieng, Bavel 119.0RN-2 120.70 Kandal,Takaov 89.6RN-3 201.74 Kamport, 101.3RN-4 214.18 Sihanoukville, K.Spueu, Koh Kong 828.8RN-5 407.45 K.Chhnang, Pursat, Bat Dambang,
Note: Bold characters are Study Areas.Source: Ministry of Public Works and Transport
(3) Number of Vehicles Registered
The number of vehicles registered with the Ministry of Public Works and Transport was 297,700 in1999. This number consisted of 223,200 passenger cars and 74,500 other vehicles such as buses,trucks and light vehicles for the transportation of passengers and goods. Phnom Penh has the mostnumber of vehicles registered, with 60,700 vehicles, which is 81.5% of the total. Kandal andKampong Cham are second and third respectively. Persons per vehicle is 154 persons for the wholecountry, 16 persons in Phnom Penh, 446 persons in Kandal and 1,438 persons in Prey Veng.
Many motorcycles equipped with carriers are not included. Motorcycle registration is conducted ineach Province and is rather slow.
Table-8 Number of Vehicles Registered Unit: Numbers
Type of Car -- 1993 1994 1995 1996 1997 1998 1999 Total
Source: Report on Annual Transportation 1999, Ministry of Public Works and Transport
D.2.2 Railway Conditions
(1) Royal Railway
The Royal Railway of Cambodia belongs to the Ministry of Public Works and Transport.The railway in Cambodia with a total length of 648 km consists of the Northern line and the Southernline, both originating in Phnom Penh. The Northern line has a longer history and runs to the Thaiborder. The Southern line leads to Sihanoukville and the international seaport. Both of them aresingle-tracked-railroads and operated by diesel locomotives. Railroad structures such asembankments and bridges have been damaged by civil war. They are aged and in poor condition dueto lack of maintenance. At present, the state and quality of railway transportation is unsatisfactory dueto lack of train and track maintenance and limited speed. Restoration programs are planned and areseeking supporting budgets. If the current railroad could be connected to the Thai railway, thisrailroad would contribute to the economy of many Asian countries.
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Table-11 Name of Railway Line and Length
Line Established Origin to destination Length (km)
Northern Line 1929 Phnom Penh to Sisophon 385kmSouthern Line 1960 Phnom Penh to Sihanoukville 263km
Source: Royal Railway of Cambodia
Revenues and the number of employees of Royal Railway of Cambodia are as follows:a) Most of the revenue is earned through freight:
1997: Freight; 1,929,350,000 R Passenger; 1,017,384,000 R1998: Freight; 3,795,172,000 R Passenger; 801,775,000 R
b) Major goods: Construction materials, miscellaneous goods, fuel and ricec) Transportation fee: Passenger: 1 category; Freight: 3 categoriesd) Number of employees: 1,708 person in 1999; 14 percent of expenditure is onsumed.e) Present speed of trains: limited to 25 – 30 km/h.
(2) Transportation volume
From 1993 to 1999, the Northern line transported more goods and passengers than the Southern line,as shown in Table-11. Transportation volume of goods is gradually increasing from 1995, while thenumber of passengers is decreasing in the Southern line.
Table-12 Transport Totals Unit: 1,000 tons; 1,000 persons
The Mekong and Bassak rivers as well as the Tonle Sap Lake are located at the center of Cambodia,and theirs tributaries have been used for inland transportation for many years. Downstream of theMekong and Bassak Rivers is the border to Vietnam, where boats at large and small river ports/piers
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have transported many goods. Vietnamese boats are found at some ports/piers near the border.Vietnamese small boats with a capacity of 10 to 30 tons transport rice from small river ports toVietnam. Checkpoints for boat transportation are established same as for land transportation.
Both Phnom Penh and Sihanoukville ports, which are major international seaports, are active for theimport and export of goods. Renovation works of Phnom Penh port was conducted with the assistanceof the Japanese government, and Sihanoukville port renovations are underway.
Table-13 Outline of Major Seaports
Kind Name of port Location Sea/River Remarks
Inland/Interntl. Phnom Penh Phnom Penh Mekong RiverInternational Sihanoukville Sihanoukville Gulf of SiamInland/Interntl. Kaoh Kong Kao Kong Gulf of Siam
Ministry of publicWorks & Transport
Source: Ministry of Public Works and Transport
(2) Number of Inland Vessels Registered
The number of big vessels registered for inland transportation is as follows. Number of annualregistrations for other boats has been decreasing recently.
Table-14 Numbers of Inland Vessels RegisteredType of Car 1993 1994 1995 1996 1997 1998 1999-- Total
Inland transportation of goods faces many limitations due to the poor condition of roads and bridges.The following are the main problems:
- Although main National roads are concrete paved, there are many portions heavily damaged andwith potholes. This slows the speed of vehicles and makes road transport ineffective during therains. It cuts down the number of vehicles using road transport,
- Road shoulders should be damaged easy during flood rain due to the canals/borrow pits collapseconstructed at both sides and they are dangerous for vehicles to move. Therefore, they cause:
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- More losses in quantity and quality of rice through damaged roads,- Higher traffic accidents, damages and maintenance costs,- Ignorance of traffic rules, signals, illegal turning and parking cause traffic jams and blockages,- Generally, cargo trucks are over loaded,- Non-licensed vehicles are using roads,- Therefore, they cause heavier road damage and result in higher transportation fees.
There are many illegal checkpoints at the gates of main cities, especially Phnom Penh, which causealso higher fees.
Rice transportation cost on the RN-5 in the Western area is estimated at 2,000 Riels/bag/30 km in thedry season and 3,000 Riels in the rainy season. This cost difference is equivalent to about 10 percentof the paddy-selling price by traders. The price of gasoline is 0.58 US$ per liter and diesel oil 0.38US$/liter in Phnom Penh.
Provincial roads are usually unpaved. Roads are damaged easily by the flood rains. Wheel tracesprevent vehicles from moving, when the vehicle has lower clearance to the ground. Provincial roaddensity is only 19.6 m/sq.km in average, and restricts resident to act effectively as well as to obtain thenecessary information.
Village / farm road are very poor in quantity and quality. Farm roads are not found in the paddy fields,even in irrigated areas. Paddy transportation is conducted manually or by bullock carts from field tofield. There are many restrictive factors, such as lack of labor, long distances for transporting, andinadequate access to paddy fields.Recently, there have been requests for the construction and rehabilitation of farm roads, due to theincrease of farm machines, such as small tractors and harvesters. Proper farm roads contribute tobetter transportation of paddy and assist farmers to increase rice production and better their standardof living.
D.3.2 Railway
Railway problems are longer transportation time and un-punctual time schedules. This is caused bypoor maintenance of old railway facilities, railway lines, bridges, wagons, locomotives, etc., whichlower train speeds. Trains are operated only twice a day for both lines and the number of wagons andcoaches are few. Moreover, as private companies own 70% of coaches, fees are higher.
D.3.3 Waterways and Ports
Regulations and monitoring for the waterways and ports used by many small vessels and ships overthe years, have not been conducted regularly. Illegal vessels and ships pass through keeping away
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from the checkpoints. Although the Cambodian government sets regulations for licensing andregistering, illegal vessels and ships belonging to domestic as well as foreign owners sail aroundconducting paddy trade at the border of Vietnam. Moreover, poor operating technology of vessels andships equipped with the marine engine is one of the overcoming problems.
D.4 Direction of Development of the Transportation Network
D.4.1 Road
Rehabilitation works are planned or being implemented with the assistance of ADB, World Bank andthe Japanese government. ADB will take charge of National Road RN-5, 6 and 7 which are calledAsian high way A-1, 11 and A-13 with high quality standard having a 12.5-meter road width.
Rehabilitation Programs are shown in Table-15 below:
Table-15 Rehabilitation ProgramsRoute From To Present Length Implementation Fund
P. Penh Mekong River 56km Planning ADBMekong River Ferry Planning SeekingRN-1Mekong River Vietnam Border Constructing 106km Started ADB
RN-2 Takaev Vietnam Border Constructing 53km Constructing LocalRN-3 Kampot RN-4 21.5km This year W. Bank
P. Penh Pousat 229km Planning ADBRN-5
Pousat Sisophon 105km This year ADBSkun Kapong Thom 48km This year ADBKapong Thom Province border 70km This year ADBProvince border Roluos This year W. BankRoluos Siam Reap 17.5km This year JapanSiam Reap Air port This year W. Bank
Krache Vien Kham Planning SeekingRN-11 RN-1 RN-7 70km Planning Seeking
Source: Planning and Statistics; Ministry of Public Works and Transport
D.4.2 Railway
As the Royal Railway of Cambodia acknowledges the present situations of railroads, there are plans
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of rehabilitation of the Southern line, Northern line, rolling stock, track maintenance & equipment,signaling & communication and building stations. Considering the effectiveness of railwaytransportation for large volume handling at low cost, railway transportation would be more importantin the future as economic activities become more aggressive. Programs and projects planned by theRoyal Railway of Cambodia are shown as below:
Table-16 Programs for Rehabilitation of Cambodian RailwayNo Description Contents Est. Cost
1 Southern Line Track rehabilitation,Bridges and culvert boxes US$ 16.4 million
2 Northern Line Track rehabilitation,Bridges and culvert boxes US$ 12.6 million
3 Rolling Stock Procurement of wagons and coaches US$ 20.2 million
4 Track maintenance and Equipment US$ 4.0 million
5 Signaling & Communication, others US$ 4.0 million
Total US$ 57.2 million
Source: Royal Railway of Cambodia
Table-17 Projects for Cambodian Railway
No Description Contents Est. Cost
1 Rehabilitation of Northern LineTo repair and restore the formation,To operate safely at more than35km/h
US$ 32.4 million
2 Restoration of Rail Link to ThailandTo reinstate the formation track,To operate between Thailand &Cambodia
US$ 12.4 million
3 Provision of Track Maintenance Equipment To ensure the formation, structure. US$ 4.9 million
4 Reinstatement of CFC De-MiningUnit To start de-mining operations Not estimated
5 Rolling Stock Provision &Maintenance I To restore the rolling stock fleet US$ 4.1 million
6 Rolling Stock Provision & Maintenance II To restore the rolling stock fleet Not estimated
7 Signaling Interlocking and Block Working
To enable the railway to increasespeeds US$ 15.0 million
Source: Royal Railway of Cambodia
D.4.3 Waterways and Ports
Rehabilitation of the Phnom Penh and Sihanoukville international seaports, where transportationvolumes would increase in the near future, are on going, funded by the Japanese Government. Otherrehabilitation plans for inland waterways are not planned. As the volume of vessels and ships in
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inland waterways are comparatively small, it is considered that the rehabilitation of waterways andports is not urgent. However, it is proposed the strengthening of controls and operation of existingports, the setting-up of inland waterway regulations, strengthening of vessel & ship registrations, andthe improvement of operations technology such as software strengthening scheme.
Appendix D : Transportation Infrastructure
Figures and Tables
Table D.1 Vehicles Registered Pertain Vehicles & Volume of Goods and Passengers TransportedTable D.2 Number of Vehicle Registered by Type, by YearTable D.3 Number of Vehicles by Province and CityTable D.4 Origin-Destination Matrix for Goods (all commodities) (1/2)Table D.5 Origin-Destination Matrix for Goods (all commodities) (2/2)Table D.6 Results of TRS Road Traffic ForecastsTable D.7 Traffic Forecasts per Road Section (1/4, 2/4, 3/4, 4/4)Table D.8 Transport Results in Railway (1/2)Table D.9 Transport Results in Railway (2/2)Table D.10 Railway ConditionsTable D.11 Number and Conditions of Locomotives & WagonsTable D.12 Railway FareTable D.13 Program & Project for Royal Railway of CambodiaTable D.14 Statistics of Ship Cargo (1/3, 2/3, 3/3)Table D.15 Circulation of Vessel RegistrationTable D.16 Statistics of Registered Vessels at Department of Inland Waterway Transport
Fig. D.1 Organization Chart of Ministry of Public Works and TransportFig. D.2 Road NetworkFig. D.3 Organization Chart of Royal Railway of CambodiaFig. D.4 Road Rehabilitation Program
Table D.1 Vehicles Registered - Pertain Vehicles & Volume of Goods and Passengers Transported
Year Total on the Vehicles registered Total on the Operating Vehicles authorized
Trucks Buses Light Passenger Vehicles P.Transported In Passenger km T. Transported In Tonne-km
Vehicles Buses Mini buses Trucks Pick-up (000) P (000) km (000) ton (000) ton-km
Source: Ministry of Public Works and Transport, General Direction of TransportReport on Annual Transportation 1999 Proposal for 2,000 on Transportation Field
Volume of passengers Volume of goods
Good Vehicles
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Table D.2 Number of Vehicle Registered : by Type, by Year
No.No.No.No. Type of VehicleType of VehicleType of VehicleType of Vehicle UnitUnitUnitUnit 1990199019901990 1991199119911991 1992199219921992 1993199319931993 1994199419941994 1995199519951995 1996199619961996 1997199719971997 1998199819981998 1999199919991999 TotalTotalTotalTotal
1 Passenger Car unit 43,733 27,432 36,443 12,544 12,818 19,080 18,422 10,794 21,756 20,147 223,169223,169223,169223,169
2 Turist Bus unit 2,310 3,994 4,149 4,582 4,537 4,672 4,613 5,560 3,269 4,580 42,26642,26642,26642,2663 Taxi unit 85 19 42 102 182 468 422 513 349 1,008 3,1903,1903,1903,1904 Pickup Car unit 104 0 42 102 146 75 75 65 51 56 7167167167165 NGO Car unit 559 394 307 218 220 220 668 436 393 323 3,7383,7383,7383,7386 Government Car unit 2,100 495 242 220 216 223 807 642 244 262 5,4515,4515,4515,4517 Construction Car unit 0 0 3 14 16 27 37 199 21 36 353353353353
8 Light Truck unit 372 506 555 678 591 836 1,034 1,023 790 2,889 9,2749,2749,2749,2749 Heavy Truck unit 187 987 933 663 908 1,131 1,211 1,569 799 857 9,2459,2459,2459,245
10 Truck with Trailer unit 0 0 0 0 0 0 119 79 35 32 265265265265
Notes: Study Area(1) Including most of the Traffic to/from Poipet, through a cocingmistske. See also note 5 below.(2) Most of this traffic is probably to or from the port(3) Most of this trafic is probsbly to or from the port in Sre Ambel(4) Most or all of the goods to/from Bavet probaqbly has destination or origin in Vietnam(5) Most of the goods to/from Poipet and Banteay Mean Chey Province probably has deistination or origin in Thailand.(6) C.f.note(5) above. Most goods to/from Thailand is Transshipped in Poipet.
Data source: Cambodian Transport Rehabilitation StudyDrat Final Report Appendix Volume A: The Existing Situation 1994 November
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TableD.5 Origin-Destination Matrix for Goods (all commodities) (2/2)
From Zone '000 tonper year to zone
No. Porvince N.Road P.P to RN-1 RN-2 RN-3 RN-4 RN-5 RN-6 RN-7 Total RemarksNo. No. P.P
Grand Total 115,900 64,263 113,389 129,684 60,800 49,388 72,987 164,098 294,451 269,540
Data source: Historical Background of the Royal Cambodian Railway, February 2000International Relation Office
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Table D.10 Railway Conditions
Northern Line (Old line)Northern Line (Old line)Northern Line (Old line)Northern Line (Old line) Southern Line (New line)Southern Line (New line)Southern Line (New line)Southern Line (New line)Constructed 1929-1942 1960-1969From Phnom Penh Phnom PenhTo Poipet SihanoukvilleDistance 385km 236kmBorder gap to Thailand 15km, established in 1961From P.P. To Bangkok 655kmCapacity 30kg/m 43kg/mAccommodate axle lads 15 tonnes 20 tonnesBridges 167 94 steel 96 places; 2,272m 7 places; 461m concrete 82 places; 1,354m 87 places; 2,672m culvert boxes and pipes 242 474Minimum curvature radius 300m 650mruding gradient 5% 7%Max. spped 70km/h 90kmTrafic condition1st 1929-1931 1960-1966
Problems very poor many spike fasteners are missing.necessary temporary repairs worse formation problems46 bridges are damaged, speed 5-10km/h embankment is very poor, speed 35-40km/hpassing roops are very short, not exceeding 250m earth absorbed moisture leads to problems.ruding grad many parts are restricted to 20km/h
Locomotive 14 diesel locomotieves, 8 steam engines (mid 1993), 7 shunting locomotivespoor conditions due to maintenance and mine damages.lack of fund to obtain spare partsno general overhalu from 1980 till 1994
Railcars and Passenger Coaches 2 railcars of Germany origin (since 1979)11 passenger trainers22 passenger coarchesall old and need to repair
Freight Wagon Box wagons 91, 10 ton capac.15 new steek box wagon from India in 1994Five-wheel wagons for salt transportGondola Wagons (26 gondola), capacity 20tLow sided wagonns for ballst transport
Source: Royal Railway of Cambodia Historical Background of the Royal Cambodian Railway Prepared by International Relation Office, February, 2000
141938
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Table D.11 Number and Conditions of Locomotives & Wagons
Category I II III I II III0 - 100km 85 79 74 71 66 61101 - 200km 78 72 68 66 59 56over 200km 74 69 65 61 56 53
Year 19941 Passenger Passenger PP - BTB: PP - Sihanoukville:
BTB - Sisophon:2 Commodity (R/ton)
Category I II III I II III0 - 100km 67 62 58 67 62 58101 - 200km 62 56 53 62 56 53over 200km 58 69 50 58 53 50Category I: Fuel, petrol, beer, radio, TV, refrigirator, acid, medicine, egg, grall, plate, etc.Category II: Machinery, iron, steel, cement, rubber, sand, salt, fertilizer, etc.Category III. Rice, paddy, agricultural products, bagaged product, seedling, seed, etc.
Remarks: not mentioned comocidy shall be applied the Category II.
2222 Freight Time Schedule & DistanceFreight Time Schedule & DistanceFreight Time Schedule & DistanceFreight Time Schedule & DistanceNorthern line Southern line
3333 Actual fare & base fareActual fare & base fareActual fare & base fareActual fare & base fareExample: Rice 1.0 ton transport; P.P. to BTB(1) Fee by sub decree(km) (R/km/ton) (2) Freight owner transport fee (R/ton) (3) Difference: (2) - (1) = 21,670
0-100km 100 74 7,400 1 P.P. to BTB 40,680101-200km 100 68 6,800 2 P.P. to Moung Rossei 30,510201-274 74 65 4,810total 274 19,010 * Remarks: 70-80% of wagons is owned by private companies.
Data source: Royal Railway of Cambodia
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Table D.13 Program & Project for Royal Railway of Cambodia
Program for Rehabilitation of Cambodian RailwayProgram for Rehabilitation of Cambodian RailwayProgram for Rehabilitation of Cambodian RailwayProgram for Rehabilitation of Cambodian RailwayNo.No.No.No. DescriptionDescriptionDescriptionDescription Est. costEst. costEst. costEst. cost
B. Bridges and culvert boxes 0 0.495 0.495 0.495 1.980sub-total 4 4.075 3.075 1.375 12.600
3 Rolling Stock1 Wagons of all types 0 0.140 - - 0.2802 to supply new wagons and coarches 6 3.430 2.450 - 12.2503 to supply four new locomotives 3 3.000 - - 6.0004 to buy force lift and flat truck 2 - - - 1.700
sub-total 11 6.570 2.450 0.000 20.2304 Track maintenance and Equipment 1 1.000 1.000 1.000 4.0005 Signaling & Communications, Building Station 1 1.000 1.000 1.000 4.000
Total 24 18.600 10.630 4.140 57.250
ProjectsProjectsProjectsProjectsNo.No.No.No. Est. costEst. costEst. costEst. cost
(m. US$)(m. US$)(m. US$)(m. US$)1 Rehabilitation of the Northern Railway Line -to repair and restore the formation 32.4
-to operate safaly at more than 35km/hTime span: after southern lineFinancing: no action yet
2 Restoration of Rail Link to Thailand -to reinstate the formation track 12.4-to operate between Thailand & CambodiaTime span: after southern lineFinancing: no action yet
3 Provision of Track Mainenance Equipment -to ensure the formation, structures 4.9Time span: if recurrent budgets exist.Financing: none as yet
4 Rainstatement of CFC De-Mining Unit -to start demeaning operations not estimatedTime span: First priorityFinanceing: none as yet
5 Rolling Stock Provision and Maintenance I -to restore the rolling stock fleet 4.1Time span: Urgent (detailed UNDP/OPS studies in Apr. '94)Financing: WB 1.85 m(half of 3.7mUS$) already budgeted ADB's SRAP loan if not for telecommunication
6 Rolling Stock Provision and Maintenance II -to provide rolling stock not estimatedTime span: under continous reviewFinancing: none as yet
7 Signaling Interlocking ad Block Working -to enable the railway to increase speeds 15Time span: depending on traffic (Southern line) depending on link with Thailand (Northern line)Financing: no action yet
Data source: Royal Railway of Cambodia
Main projectsMain projectsMain projectsMain projects
Data source: (1) Phnom Penh Port Yearly Operation Statement; Ministry of Public Works and Transportation(2) The Statistic of Cargo; Port Authority of Sihanoukville
D - 30
Table D.14 Statistics of Ship Cargo (2/3) Phnom Penh PortPhnom Penh PortPhnom Penh PortPhnom Penh PortUnit: ton
2 Boat's Card: over 500kg should be obtained the boat's card from Ministry of Public Works and Transport
3 Transport General Secretariat (Inlandwater Way Transport Department)1 All boat: over 40ton or over 90 HP of machine,2 All kinds of fuel loading boat,3 Passenger boats: over 50 seats,4 All kinds of tourist boats,5 Ferry boats,6 All kinds of boat by inlandwater way stransport from provincial to provincial,7 Trailer bosts over 90 HP of machine,8 All kinds of fishing boats,9 All kinds of foreign boats,
10 Power poats and non-power boats.
4 Provincial Department of Public Works and Transport1 All kinds of boats: less than 40 ton or 90 HP2 Passenger boats: less than 50 seats
5 Boat Serries No.1 Series No. 1: Dry boat2 Series No. 2: Passenger boat3 Series No. 3: Tanker4 Series No. 4: Tug boat5 Series No. 5: Barged pontoon, NOM MORTORISE6 Series No. 6: Ferry boat, dredger, crane boat,
staked boat, gravel and sand boat7 Series No. 7: Service boat8 Series No. 8: Fishing boat9 Series No. 9: Foreign boat
10 Series No. 10: Tourist boat and power boat11 Series No. 11: Emergency boat:
Source: Department of Inland Waterway Transportation, Ministry of Public Works and Transportation
D - 33
Table D.16 Statistics of Registered Vessels at Department of Inland Waterway Transport
Note: 1. Foreign boat (P.P9) is a small fishing boat in the river.2. Express boat (P.P5) is a passenger boat from Malaise 18 form V.N 2.3. Destination express boat: P.PS.Reap 12 P.P K.T = 84. Tourism: a small boat river Phnom Penh City = 2
Data source: Department of Inland Waterway Transportation, Ministry of Public Works and Transport
D - 34
Senior MinisterSecretary of State
Under Secretary of State
Advisors
Peblic WorksDivision
General DirectorateAdministrative Services
General Directorateof Transport
General Directorateof Construction
GeneralInspection
22 PublicEnterprises
Finance AuditControl
Multiple & ProvincialPublic Works Dep.
Department ofAdministration
Department of LandTransport
Deprtment ofRoads
Dept. of Personnel &Human Resources
Department of WaterTransport
Heavy EquipmentCenter
Dept. of Accounting& Finance
Department ofMerchant Marine
Public WorksResearch Center
Department ofPlanning
Department of BuildingConstruction
Dept. of Inland &Water Ways
Dept. of AirportConstruction
Fig. D.1 Organization Chart of Ministry of Public Works and Transport
1. Royal Railway of Cambodia2. Sihanoukville Port3. Phnom Penh Port4. Dept. of Cambodian Shipping Agency & Brokers5. Company of Land Transport6. Company of Passenger7. Department of Materials8. Enterprise of Construction of Phnom Penh9. Enterprise of Construction of Equipment10. Enterprise of Building Design11. Enterprise of Construction of Kampong Cham12. Enterprise of Materials Transport13. Enterprise of Laterite & Send Construction14. Bridge Construction Company15. Factory of Colored Brick16. Drving School17. Factory of Saawmill18. Factory of Brick19. Factory of Cement-fibro20. Factory of Vehicle Repair 7 January21. Cambodian River Transport22. Laboratory of Public Works and Building
D - 35
Ministry of PublicWorks & Transport
DirectorCFRC
General Inspection
Deputy DirectorAdmin & Finance
Deputy Directorof Exploitation
AdministrationOffice
Traffic CommercialSub-division
Network for theSouthern
Network for theNorthwest
ProductionWorkshop
PrincipleWorkshop
Phnom PenhRegion
PersonnelOffice
TrafficMovement
TakeoDistrict
Phnom PenhDistrict
Worksho ElectroMechanical
Diesel LocomotiveMovement
PursatRegion
Planning andStatistics Office
SectionTelecommunication
KampotDistrict
PursatDistrict
Workshop forLocomotive Repairs
Diesel LocomotiveMaintenance
BattanbangRegion
Accounting andFinance Office
SihanoukvilleDistrict
BattambangDistrict
Steam LocomotiveMaintenance
KampotRegion
WarehouseOffice
Mongkol BoreiDistrict
WorkshopAnnex
SihanoukvilleRegion
InternationalRelation Office
Infirmary
Mechanical Engine District
Fig. D.3 Organizarion Chart of Royal Railway of Cambodia