KINGDOM OF CAMBODIA
Nation Religion King

3Royal Government

Comprehensive Master Plan on Cambodia
Intermodal Transport and Logistics System2023-2033(Unofficial & Transitional Translation)

August 2023

PREFACE
The "Win-Win" policy has brought peace, territorial integrity, national unity, and politicalstability. Peacekeeping efforts have created the necessary and sufficient environment for the Royal
Government to build a strong economic basis and socio-economic development. Since theintroduction of Triangular and Rectangular Strategies in the past four phases, the level ofdevelopment has remarkably noticeable, which has transformed Cambodia from least developed
country to lower-middle-income country. This achievement is based on a strong and dynamic
foundation, overcoming a series of regional and global crises, including the spread of COVID-19,
the Russia-Ukraine war, and the current food crisis. Therefore, we need to protect the "peace"that we have achieved with the utmost difficulty to restore Cambodia's economic growth to thepath of long-term economic growth as before the Covid-19 crisis.
For the development of the infrastructure sector, I occasionally used the slogan "Where
there is a road, there is hope". In this sense, roads, railways, waterways, and air transports havedirectly and indirectly contributed to the development process and the important socio-economic
achievements for Cambodia and have raised Cambodia's hope in the 21st century. As the
Cambodian economy is growing and advancing, the Royal Government sees the needs to improveand strengthen transport sector to meet current demands as driven forces to push the evolution of
the socio-economic situation in the future. So far, investment in infrastructure has been based on
the feasibility and appropriateness of economic size, especially referring to population growth,
employment conditions, urbanization, trade, and diversification in industry, agriculture, andtourism. At the same time, the Royal Government continues working to address the imbalance of
maintenance and repair, and new investment in infrastructure to ensure and increase transportcapacity as more investments in infrastructure leads to increase in costs for managing andmaintaining those infrastructures. On the other hand, in the stage of current digital development,
the transportation system requires timeliness, lower cost, reliability, and door-to-door delivery.
With this consideration, the Royal Government has initiated the Comprehensive Master
Plan on Cambodia Intermodal Transport and Logistics System 2023-2033, setting out the vision"Continue to improve and develop the transport and logistics system, focusing on promoting
the construction of physical and non-physical infrastructures towards the development ofintermodal transport systems with high connectivity and intertwining within the country andthe regions that will continue to contribute, promote and sustain national economic growth,
as well as meeting the needs of sustainable and inclusive socio-economy”.
It is to be noted that the establishment of a strategic framework for building transport
infrastructure in the form of “3-3-4-2” also known as “the three major transport corridors, threesecondary transport corridors, four transport hubs and two external transport nodes”, andconstruct the logistics nodes system structure of “2-2-N " or “2 logistics complexes, 2 logistics
parks and N centres in all places”, are proper strategic and comprehensive frameworks to mutuallycomplement that can narrow the gap of the imbalances in the transport sector to serve Cambodia's
long-term goal of socio-economic development.

iThe master plan will serve as a roadmap and a solid foundation for the preparation andintroduction of policies and specific action plans to promote the development of transport
infrastructure as a whole and by sector. In addition, the master plan will improve the efficiency ofinvestment and budget allocation by determining project priorities, responding to specific needs,
setting quality standards, and mobilizing resources, as well as utilizing the potential of all
infrastructures. At the same time, this master plan will serve as a tool to promote dialogue andcooperation between the Royal Government and development partners in mobilizing resources andsupports to promote the development of physical transport infrastructures.
Taking this opportunity, on behalf of the Royal Government of Cambodia, I would like toexpress my deep gratitude to the Government of the People's Republic of China for the grant aid
to support a detailed and in-depth study on the intermodal transport system in Cambodia, and also
thank to development partners, including the World Bank, Asian Development Bank, the European
Union, the Japan International Cooperation Agency and the Korea International Cooperation
Agency that have always supported the development of the transport system in Cambodia,
particularly through research studies and policy development. I highly praise and appreciate theefforts of His Excellency Dr. AUN Pornmoniroth, Deputy Prime Minister, Minister of Economy
and Finance, Chairman of the Supreme National Economic Council and Chairman of the National
Logistics Council, as well as His Excellency SUN Chanthol, Senior Minister, Minister of Public
Works and Transport and Chairman of National Logistics Steering Committee, who led the interministerial working groups on the preparation of this master plan in high quality and efficiency
through close and interactive consultations with relevant stakeholders from the public sector,
private sector, and development partners.
Finally, I would like to remind that the official implementation of this master plan is the
beginning of great work in the development of the Intermodal Transport and Logistics system in
Cambodia, meaning that many other tasks must continue to be done in a spirit of high responsibility
and the active participation of all relevant ministries and institutions. In this sense, I would like todelegate the National Logistics Council to lead and monitor the implementation of this master plan
while the National Logistics Steering Committee provides supports via facilitation role andpromote the implementation of this Master Plan. At the same time, I would like to encourage all
relevant ministries and institutions with full cooperation from stakeholders to implement this
Master Plan with proactive and interactive spirit of high responsibility, and to adhere to myanalogical approach related to good governance namely, “self-reflection, showering, scrubbing,treatment and surgery” to strengthen competitive capacity and to promote the diversification of
the national economy base, in order to response to the expectations as well as the needs of theCambodian people towards achieving the milestone 2030 and Cambodia's vision 2050.
Phnom Penh, August 2, 2023
Prime Minister(Signed)
Samdech Akka Moha Sena Padei Techo HUN Sen
ii

EXECUTIVE SUMMARY
Since the early 1990s, transport infrastructure has been given high priority and focused on
rehabilitation, construction, and maintenance based on available resources and socio-economic
needs, which can be divided into three distinct phases namely rehabilitation and country
integration, regional connectivity and sustain internal integration and infrastructure strengthening
for long-term growth.
In the efforts to develop transport infrastructure in the above stages, Cambodia hasachieved remarkable progress. In fact, by the beginning of 2022, Cambodia has built a total of
66,723 km of road, of which national roads are 7,432 km, equivalent to 11%, while rural roads are
47,920 km long, equivalent to 72% of the total roads network. At the same time, Cambodia hasjust completed the construction of the first expressway connecting Phnom Penh and Sihanoukville.
Currently, Cambodia has two railway lines, the southern line and the northern line, with a total
length of 652 km in the type of single line and a short width (one meter). For inland waterway
transport, the total length of waterways is 1,750 km, of which the Mekong River covers about 30%,
the Tonle Sap River and Tonle Sap Lake about 15%, the Bassac River 5%, and other waterways
about 50%. In addition, for Maritime Transport, Cambodia's coastline has a total length of about
443 km, with several major ports operating, including Sihanoukville Autonomous Port, Koh Kong
Port, Sre Ambel Port, Oknha Mong Port, Kampot Port in Kampot Province and Kep tourism port
and so on. For Air transport in Cambodia, there are three airports in operation, including Phnom
Penh, Siem Reap, and Sihanoukville International Airports, while the other five airports are notyet operational.
However, the development of the transport and logistics system in Cambodia has not yet
fully responded to meet the demand as well as the driven force for socio-economic development,
especially in the transition stage to become a middle-income and high-income country. In thisregard, the Comprehensive Master Plan on Cambodia Intermodal Transport and Logistics system2023-2033 sets out the vision "Continue to improve and develop the transport and logistics
system, focusing on promoting the construction of physical and non-physical infrastructures
towards the development of intermodal transport systems with high connectivity andintertwining within the country and the regions that will continue to contribute, promoteand sustain national economic growth, as well as meeting the needs of sustainable andinclusive socio-economy”
The vision of the Master Plan leads to the achievement of four major objectives including(1) expanding and improving the scope and capacity of transport infrastructure system, (2)improving the efficiency and effectiveness of service and transport infrastructure, (3) enhancing
and improving transport infrastructure aiming at supporting national development policies, and (4)Strengthening efficiency of service and logistics costs. The Master Plan sets out the strategic
framework for constructing a comprehensive transport infrastructure in the form of “3-3-4-2’’
iii

referring to “three major transport corridors, three secondary transport corridors, fourtransport hubs and two external transport nodes". In the arrangement of Logistic node system,
the master plan has set out the strategy of “2-2-N” referring to “two logistics complexes, twologistics parks and N centres in all places” based on the actual demand for logistics. The strategic
framework for long-term transportation infrastructure and logistics system development is defined
as follows:

The Master Plan sets out 174 priority projects, including 94 road projects, 8 railway
projects, 23 inland waterway transport projects, 20 maritime transport projects, 10 airway transport
projects, 15 logistics system projects, and 4 additional projects. Those projects include linking one
mode of transport to another mode of transport and logistics centres as well as divided into 90
short and medium-term projects, and 91 long-term projects. Financing estimation is 36,679 million
USD in total, including the short- term and medium-term needs from 2023-2027 are 19,926 million
USD, equivalent to 3,985 million USD in annual average which shall be mobilized in a financial
framework from a source of (1) Financial support mechanisms for public investment projects
financed by the national budget, (2) Financial support mechanisms for public investment projects
financed by foreign countries, and (3) Financial support mechanisms for public investment projects
through a public-private partnership mechanism. Determining the amount of funding from eachsource will be determined in stages of implementation by the actual action plan.
Criteria for defining project priorities and the cycle of project implementation will be
determined based on a list of basic projects along with setting out a complete and comprehensive
action plan of priority projects for the implementation phases. These definitions are based on (a)the principle of rationality (b), the principle of economic and financial performance (c), and theprinciple of optimal choice (d) principles of sustainability of the Budget (e) principles of
implementation (f) principles of green development and (g) principles of readiness for project
implementation. At the same time, the project implementation process by the common proceduresiv

and cycles of public investment projects include (1) project identification and preparation of
preliminary project proposals, (2) feasibility study and assessment of project proposals, (3) review
and evaluation of project proposals, (4) selection of project proposals and budgeting, (5) project
management and implementation, (6) project revision, (7) the use of infrastructure under the
project, and (8) evaluation of project completion.
Facilitating the implementation and monitoring and evaluation are under a simple
institutional mechanism, yet it is effective through utilization of strengthened and improved
existing mechanisms which include the followings: (1) National Logistics Council, (2) National
Logistics Steering Committee, (3) Transport and Logistics Advisory Board, and (4) Secretariat.
The monitoring and evaluation mechanism will be based on the implementation phase of the theoryof change, starting with identifying inputs based on actions, then turning them into final outcomesor impacts, and this process takes the form of result chains according to the level of each indicator.
The monitoring and evaluation mechanism is to be conducted on the basis of semester, annual andbiennial review in addition to the mid-term review assessment (during 2028) and preparation ofprogress and achievement reports.
Because of the complexity and time-consuming, the implementation of this master plan
shall have major risks management such as (1) the mobilization of financing to support investment
may be achieved as expected due to the changes in financial conditions, (2) estimation cost may
be lower than the actual investment cost, (3) natural disasters and climate change may hinder theconstruction of infrastructure, (4) prioritizing maintenance will limit the results of investment ininfrastructure, (5) the financial, health, and economic crisis has caused the changes in the economic
and financial conditions, and (6) inefficient institutional coordination, which has led the risks forthe implementation of the overall plan. The responses to those risks are being considered together,but risk reduction and mitigation will be considered within a monitoring and evaluation, decision
making and instruction framework of the National Logistics Council.

v

Contents
PREFACE ....................................................................................................................................... i
EXECUTIVE SUMMARY ......................................................................................................... iii
1. INTRODUCTION..................................................................................................................... 1
2. DEVELOPMENT OF THE TRANSPORT SECTOR AND DEMANDS IN CAMBODIA ........ 4
2.1 Factors identifying demands of Transport and logistics infrastructures in Cambodia 4
2.1.1. Demographic Change and Urbanization growth ...................................................... 4
2.1.2. International Trade and Regional Integration ......................................................... 7
2.1.3. Economic activity ....................................................................................................... 10
2.2. STATUS OF TRANSPORTATION AND LOGISTICS SYSTEM IN CAMBODIA 22
2.2.1. Road Network ............................................................................................................ 22
2.2.2. Railway Network ....................................................................................................... 24
2.2.3. Waterway Transport ................................................................................................. 25
2.2.4. Maritime Transport .................................................................................................. 27
2.2.5. Air Transport ............................................................................................................. 29
2.2.6. Logistics System ......................................................................................................... 31
2.2.7. Common Challenges .................................................................................................. 32
2.3. TRAFFIC FORECAST FOR 2030 AT THE ECONOMIC POLES AND MAIN
CORRIDORS .......................................................................................................................... 33
2.3.1. Road ............................................................................................................................ 34
2.3.2. Railway ....................................................................................................................... 35
2.3.3. Waterway ................................................................................................................... 36
2.3.4. Maritime ..................................................................................................................... 37
2.3.5. Civil Aviation ............................................................................................................. 38
2.3.6. Total Traffic Volume By 2030 at Economic Poles and Main Corridors .............. 39
3. STRATERGIC FRAMEWORK OF DEVELOPING THE INTERMODAL
TRANSPORT INFRASTRUCTURE........................................................................................ 41
3.1. Vision ................................................................................................................................. 41
3.2. Objective ........................................................................................................................... 42
3.3. Strategic Framework ....................................................................................................... 42
3.3.1. Strategy 3-3-4-2 .......................................................................................................... 42
3.3.2. 2-2-N Logistics System .............................................................................................. 48
3.3.3. Long-term Transport, Traffic and Logistics System ............................................. 51vi

3.4. TRANSPORT AND LOGISTICS INFRASTRUCTURE DEVELOPMENT
PROJECTS .............................................................................................................................. 57
3.4.1. Transport Infrastructure Development Projects .................................................... 59
3.4.2. Logistics Infrastructure Development Projects ...................................................... 67
4. THE MASTER PLAN IMPLEMENTATION ..................................................................... 75
4.1. Criteria for Project Priorities and Project Implementation Cycle .............................. 75
4.2. Financing Framework...................................................................................................... 77
4.3. Implementation Facilitation, Monitoring and Evaluation Mechanisms ..................... 80
4.3.1. Institutional Mechanisms .......................................................................................... 80
4.3.2. Implementation Monitoring and Evaluation .......................................................... 82
5. RISK MANAGEMENT.......................................................................................................... 84
5.1. The National Budget Financing and Public-Private Partnership Mechanism ........... 84
5.2. Cost Estimation Versus Actual Cost .............................................................................. 85
5.3. Trends of Increasing Climate Changes and Natural Disasters Resilience .................. 85
5.4. Maintenance and Repair Needs ...................................................................................... 85
5.5. Regional and Global Crises ............................................................................................. 86
5.6. Inter-institutional Coordination and Human Resources .............................................. 86
6. CONCLUSION ....................................................................................................................... 87
APPENDIX .................................................................................................................................. 89
APPENDIX 1. BASE YEAR 2017 VOLUME ESTIMATION ............................................... 89
1.1. Roads ................................................................................................................................. 90
1.2. Railways ............................................................................................................................ 92
1.3. Waterways......................................................................................................................... 93
1.4. Maritime transport .......................................................................................................... 94
1.5. Air Transport.................................................................................................................... 94
APPENDIX 2. THE SUMMARY REPORT ON THE MASTER PLAN ON CAMBODIA
INTERMODAL TRANSPORT AND LOGISITCS SYSTEM ............................................... 96
2.1. Road Transport Plan ....................................................................................................... 96
2.2. Railway Transport Plan................................................................................................... 97
2.3. Waterway transport plan ................................................................................................ 97
2.4. Maritime transport plan .................................................................................................. 97
2.5. Civil Aviation Development Plan .................................................................................... 97
2.6. Logistics Development Plan ............................................................................................ 98vii

APPENDIX 3. GLOSSARY ....................................................................................................... 99
APPENDIX 4. List of Intermodal Transport Projects .......................................................... 104
A. List of Expressway Project .............................................................................................. 105
B. List of National Road (NR), Provincial Road (PR), and other Main Road Projects . 107
C. List of Railway Project..................................................................................................... 116
D. List of Waterway Project ................................................................................................. 120
E. List of Maritime Transport Project ................................................................................ 126
F. List of Air Transport Project ........................................................................................... 131
G. List of Logistics Project ................................................................................................... 134
H. Additional projects ........................................................................................................... 137

viii

1. INTRODUCTION
Cambodia has a long history of building transport infrastructure, especially the majorancient road networks, connecting Angkor to four key areas1 which are significant for international
trade, religion, and country governance during the Angkorian era. In separation, the constructionof transport infrastructure in sophisticated era began to emerge during the French colonial period,
including the construction of ports and main road networks connecting Phnom Penh and Saigon(Prey Nokor). At the same time, in the 1920s, a railway was built connecting Phnom Penh toThailand via Battambang province. Then there was the construction of the port of Phnom Penh,connecting to the railway station to facilitate the transportation of goods. Since then, infrastructure
in Cambodia and especially in Phnom Penh has been continuously developed to meet the socioeconomic needs.
After gaining independence from the French colony till 1970, Cambodia continued to makegreat efforts to build more transport infrastructures, including road networks connecting Phnom
Penh to Sihanoukville, a new railway connecting Phnom Penh to Sihanoukville, SihanoukvillePort, and Phnom Penh International Airport. Unfortunately, civil war during the 1970s and 1980s
severely damaged those infrastructures, leaving about two-thirds of the roads damaged, most of
the bridges in rural areas were also damaged while railways were running erratically, and ports
lacked resources for regular operations. Although the civil war continued since the early 1990s,
the development of the transport system began to gain momentum through the rehabilitation,
construction, and maintenance efforts and stages of socio-economic development under the wise
leadership of SAMDECH AKKA MOHA SENA PADEI TECHO HUN SEN. Overall, thedevelopment of Cambodia's transport infrastructure can be divided into three main phases asfollow:-

1

National Rehabilitation and Integration Phase (1989-1998): This phase focuses on
rehabilitation under the slogan "Where there is a road, there is hope". The constructionof transport infrastructure focuses on the goal of connecting the regions within the country,
namely to facilitate and serve social goals and the restoration of post-war economic
recovery (mainly in agriculture). The road network rehabilitation needs to be done as soon
as possible for goods and human movement, along with a target to promote the economic
activities in rural areas to reactivate, as well as reoperate ports which are international trade
gateways. At this phase, the Royal Government intends to address the challenges based onpriority and purchase sufficient equipment and facilities to reoperate transport services

The four key areas: Bakan, Stokkokthom, Phimai, and Wat Phou

Comprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

P a g e |1through the availability of existing resources. However, the shortage of skilled workers
and investment capital continues to be the biggest obstacles in the process of transport
infrastructure rehabilitation at that time. At the same time, during 1996 and 1998, an
emergency plan for major road network rehabilitation was temporarily suspended. This
provides an important lesson learnt for Cambodia to look at a permanent and long-term
strategic plan, focusing on all major road repair plans, as well as cover on a number ofchallenges, including limitation of resources and capacity of institution and the shortage ofa detailed plan which are factors causing a large number of transport infrastructure projects
to take longer than expected.
-

Regional Connectivity and Internal Integration Phase (1999-2010): In this phase, theconstruction of transport infrastructure is carried out under the slogan "Where there is aroad, there is development.” focusing on the goal of connecting with neighbouring
countries, ASEAN and the world coincided with the expansion of internal integration to
deepen economic growth, especially after Cambodia achieved full peace. Economic
activity has gradually shifted from agriculture to services and manufacturing industries. At
this time, the construction of transport infrastructure gained momentum, but it was urgent
and ubiquitous in response to the needs of development and rapid socio-economic growth.
This means that the development is not concentrated and has no comprehensive plans,leading to inefficient resource allocation and high responsiveness to the demand bothquantity and quality. In response, the Royal Government has developed a strategic plan tobuild a more strategic and centralized road network in the country. In addition, the Royal
Government has set clear investment policies in response to the needs for development toensure trust from investors.

-

Strengthening the infrastructure to support long-term growth Phase (2011present): under the slogan of "Where there is a road, there is a future." or "Where
there is an intermodal transport, there is higher future potential.". In an increasinglycompetitive environment, combined with changing contexts with a high amount of
uncertainty, Cambodia's transport infrastructure is looking at a new turning point, focusing
on intertwining of means of transport or constructing efficient intermodal transport as well
as focusing on quality and resilience of construction infrastructures in line with the
improved feasibility of mobilizing resource levels. On the other hand, this can also markas the phase of improving the efficiency of transport infrastructure, which will help
increase the competitiveness of Cambodia's transport and logistics system to support
economic growth and long-term outlook.

Along with this consideration, the preparation of the Comprehensive Master Plan on
Cambodia Intermodal Transport and Logistics System 2023-2033 reflects the real needs of thedevelopment of the transport and logistics sector, as well as responds to the phases of infrastructuredevelopment to contribute to long-term growth based on the directions of the main policies,
including the Rectangular Strategy Phase 4 and the Industrial Development Policy 2015-2025.
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Overall, it aims to orient the development of transport and logistics system to improve Cambodia'sconnectivity both domestically and externally, leading to reduce transport and logistics costs,
promote Cambodia's regional and global integration, as well as enhancing Cambodia's
competitiveness and economic diversification.
In addition, the Master Plan will serve as a blueprint and a concrete basis for thedevelopment of specific policies, policy measures and action plans to promote the development oftransport infrastructures and other sectors. On the other hand, it will promote efficient investment
and budget allocation by prioritizing projects, meeting specific needs, and mobilizing resources
for investment, as well as utilizing the full potential of those infrastructures. Moreover, it will play
an important role as a tool to promote dialogues and cooperation between the Royal Governmentand development partners in mobilizing resources and support to promote the development ofphysical transport infrastructures. It is a living document, which means simultaneous
implementation, and the Royal Government will continue to closely monitor the actual
development and local, regional and global related trends, which can have direct and indirect
impacts on the relevance and feasibility of this master plan. Therefore, if necessary, the Royal
Government will update or extend the time frame for the implementation of this master plan,
especially based on the results of the mid-term review that will be prepared in the future.
This Comprehensive Master Plan is divided into six sections, including Section
1: Introduction briefs on the background of the development of transport infrastructures in
Cambodia and the concept of the master plan preparation, Section 2: Development of thetransport sector in Cambodia describes the related factors of the development of the transportand logistics sector, the current situations and challenges, as well as the needs of transport
infrastructure in the medium and long term. Section 3: Strategic Framework of theConstruction of Intermodal Transport Infrastructure describes the vision, objectives, strategic
framework, and infrastructure development projects. Section 4: The implementation of themaster plan describes the criteria of prioritized projects and cycle of project implementation,
financing framework, mechanism of coordination, and monitoring and evaluation mechanism, andSection 5: Risk Management describes the key risks and Section 6: Conclusion. In addition, thismaster plan has additional parts including (1) Estimated traffic volume for the base year 2017, (2)Summary of studies by transport sector, (3) Glossary explaining key terms and (4) List ofintermodal transport projects.
In addition, to make this document more concise and comprehensive, the scope of themaster plan focuses primarily and in detail on the aspects of physical infrastructures, while briefly
covering non-physical infrastructure aspects. In separation, in term of statistical data, it usespractical and appropriate feasibility. In fact, there is a use of statistical data in 2019 in the reason
that the economy was not affected by Covid-19, but some sections of the study use pre and post
2019 data such as the data and achievements related to transport infrastructure and logistics.

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2. DEVELOPMENT OF THE TRANSPORT SECTOR AND DEMANDS IN CAMBODIA
2.1 Factors identifying demands of Transport and logistics infrastructures in Cambodia
The transport and logistics sector in Cambodia has been interconnected with socioeconomic factors including demographic change and urbanization growth, the development ofinternational trade and regional integration, regional connectivity, and the development of
Cambodia's industrialization, and internal economic activities. This means that the developmentof the transport and logistics sector, especially the construction of physical infrastructure, has been
responding to the demands of simultaneous socio-economy, while socio-economic changes havealso provided support for the development of transport infrastructure (bilateral or reciprocal
communication).
2.1.1. Demographic Change and Urbanization growth
According to the 2019 census, Cambodia has a total population of 15.6 million, an increaseof more than 2 million between 2008-2019 or equivalent to an increasing of 16.1%. In which theyouth (15 to 35 years old) is about 5.69 million, while 2.88 million are women, equivalent to36.59% of the total population and 55.97% of working-age people (15 to 64 years old). At thesame time, about two-fifths of the population, or 39.4%, live in cities and towns, of which Phnom
Penh is the largest city with a population of 2.28 million, equivalent to 14.7% of the total
population. Thus, the demographic factor has driven the growth of daily traffic and transportation
for the supply of consumer goods and services.
At the same time, in recent decades, urbanization in Cambodia has grown significantly inline with the trend of economic and social development, demographics, and foreign direct
investment. The growth of the industrial sector mostly covers in Phnom Penh, major cities, andinternational border gates, including Sihanoukville, Siem Reap, Poipet, and Bavet, which allow
the movement and migration of people from rural areas to cities and towns in search of
employment opportunities, business, and education. Phnom Penh and other major cities are larger,
more attractive, and become active and potential business centres for business and investment
activities. As a result, this trend has led to significant growth in the construction and urbanization
sectors, such as housing estates, commercial buildings, shops, supermarkets, resorts, hotels,
restaurants, and high-rise buildings in recent years, which respond to the rapid economic growth
and reflect the improvement of living standards and people’s income. With the rapid growth ofurbanization, physical infrastructures, including transport infrastructures such as roads, bridges,
subways, wastewater treatment plants, and sewage systems shall be accelerated to keep up withthe speed of development.

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Map 2.1.1.A. Areas with night lighting in 2012 and 2020

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Map 2.1.1.B. Representing the changing of light dencity and the area with electricity at night in theKingdom of Cambodia between 2012 and 2020 (data from satellite images)

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Map 2.1.1.C. Representing the revolution of the settlements and administrative boundary of Phnom
Penh from 2001 to 2019

2.1.2. International Trade and Regional Integration
The size of international trade including imports, and exports is growing every year. In fact,
Cambodia's exports in 2019 compared to the year 2016 have increased by 48.57% from the amountof 9,926 million US dollars to 14,748 million US dollars. In separation, Cambodia's imports also
increased by about 64.74% from 12,243 million US dollars to 20,171 million US dollars in thesame period. In general, the import and export of goods have to go through four main gates,
including Sihanoukville Autonomous Port, Phnom Penh Autonomous Port (K’am Samnar), Poipet,
and Bavet international border gate. There are many types of imported and diversified goods suchas mineral products (salt, stone, cement, coal, oil, etc.), and container cargo frequently imported
through Sihanoukville Autonomous Port. At the same time, few goods are imported to Phnom
Penh International Airport. National Road No. 1, No. 5, and No. 6 are the southern economic
corridor of the Greater Mekong Subregion that is an important transportation network for
Cambodia. In addition, the Bavet and Poipet international border gate has played an essential rolein the transportation sector, especially goods. Most of the goods imported through these twointernational border gates are divided into two categories: the first category is spare parts materials(raw materials or semi-finished goods) imported from core companies in Thailand, and Vietnam
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or exported products to those countries in final goods or semi-final goods under “Thailand + 1
strategy” and “Vietnam + 1 strategy”, and the second category is goods transported throughThailand, Vietnam to the final destination, especially leaving from Phnom Penh. The corridor
passing from Phnom Penh to Sihanoukville is an important economic corridor connecting Phnom
Penh to the Sihanoukville Autonomous Port, and it is also the major economic corridor forexporting to the international market.
Cambodia is seen as a potential location for connectivity in the Greater Mekong Subregion(GMS) helping promote free trade in Cambodia, Laos, Myanmar, and Vietnam (CLMV) and help
these countries be ready for integration in ASEAN Economic Community. In fact, it has beenusing beneficial factors of geographical economy to gain beneficiaries from the linkage between
China and the GMS as well as China and ASEAN. Major cities in Cambodia including Phnom
Penh, Siem Reap, Battambang, Bavet, Poipet, and Sihanoukville are the focal points of southerncoastal corridor of the Greater Mekong Subregion (GMS). Meanwhile, with the Belt and Road
initiatives (BRI) and ASEAN Economic Community (AEC) which have been promoting andaccelerating the regional integration, Cambodia has the potential to become one of the economic
centres in ASEAN region while Phnom Penh and Sihanoukville are seen as the potential cities forbusiness centres and deep-sea ports in the middle of “the Belt and Road Initiatives”.
As of 2021, Cambodia is affiliated with the Free Trade Agreement under the framework of
ASEAN and ASEAN Plus 7 that have been signed and entered into force, including the ASEAN
Free Trade Agreement, ASEAN and Japan, ASEAN and China, ASEAN and Korea, ASEAN with
Australia and New Zealand, ASEAN and India, and ASEAN and Hong Kong. In addition,
Cambodia participated in the negotiation and signing of the Regional Comprehensive Economic
Partnership Agreement (RCEP) and Cambodia-China Free Trade Agreement, both of which
entered into force on January 1, 2022. At the same time, Cambodia also signed with Korea, theFree Trade Agreement between Cambodia and Korea on October 26, 2021, and entered into force
on December 1, 2022. At the same time, Cambodia also signed a trade partnership agreement with
the United Arab Emirates on June 8, 2023.

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Map 2.1.2. Map of Mekong Subregion Economic Corridor

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The Regional Comprehensive Economic Partnership Agreement, the Cambodia-China
Free Trade Agreement, and the Cambodia-Korea Free Trade Agreement are some of the top
international trade policies in Cambodia for strengthening and expanding Cambodia's export
markets, and other existing free trade agreements that Cambodia already has under the frameworkof ASEAN and ASEAN Plus. It means that these free trade agreements will potentially refer to thegrowth of Cambodia's international trade, mainly to boost exports, which requires the development
efficiency of a transport and logistics system.
2.1.3. Economic activity
The development of the transport and logistics sector is closely related to the overall
economic activity and the priority sectors, namely the demand for transportation by production
and distribution location, manpower and raw materials. This shows a two-way (reciprocal)
relationship that pushes the mutual and intertwining growth.
A. Agriculture
The agricultural sector in Cambodia maintained significant growth from 2015 to 2019,achieving an average growth rate of 0.76% per year and contributing about 20.8% (at current
prices) of Gross Domestic Products (GDP) in 2019. The total value added (at current prices) of the
agricultural sector increased steadily from 4.8 billion US dollars in 2015 to about 5.6 billion US
dollars in 2019. In 2019, the total export of agricultural products reached 6.9 million tons,
equivalent to more than 1.95 billion US dollars, including 620,106 tons of rice, 1,626,165 tons ofdried cassava slices, 1,608 450 tons of fresh cassava, 202 318 tons of cashew nuts and 119,993
tons of corn.
The above progress shows that the agricultural sector has created a large demand fortransportation, including the distribution of agricultural inputs, the distribution of domestic
agricultural products, and the export of agricultural products to international markets. Currently,
the demand for transportation for the agricultural sector in Cambodia focuses on major crop
subsector, including rice, cassava, red corn, sugarcane, rubber, and other mixed crops.
For rice, the total cultivated area reached 3.32 million hectares and the total yield was 10.88
million tons in 2019. This achieved rice production has enabled Cambodia to export 620,106 tonsof rice and 2,155,102 tons of paddy in 2019. In general, rice production mostly surrounded the
Mekong River’s delta especially located in Prey Veng, Takeo, Kandal, Battambang, and Banteay
Meanchey provinces. (Map 2.3.A.1)

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Map. 2.1 .3. A. 1. National road network and total rice yield by commune / district 2020

For corn, in separation, the cultivated area reached 200,036 hectares and received a total
yield of 895 436 tons in 2019. This has boosted corn exports to 119,993 tons in 2019. Most corn
is grown in Battambang, Pailin, Preah Vihear, Pursat, Kampong Speu, Kampong Cham, Tbong
Khmum, and Kandal. (Map 2.1.3.A.2)
For sugarcane production, the total cultivated area reached 17,016 hectares and received a
total yield of 618,313 tons in 2019. Based on the yield in 2019, Cambodia has been able to export
281,404 tons of refined sugar products. Most of sugarcane production are in Kampong Chhnang,
Svay Rieng, and Kampong Speu provinces, and a large refined sugar factory in the Oral district in
Kampong Speu province. (Map 2.1.3.A.3)

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Map 2.1.3 A.2 National Road Network and Total Corn Yield by Commune / District by 2020

Map 2.1.3.A.3 National Road Network and Total Sugarcane Yield by Commune / District 2020

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For cassava, the total cultivated area reached 656,868 hectares, and the total yield was
13.51 million tons in 2019. The export of cassava products was remarkable, including 1,608,450
tons of fresh cassava, 1,626,165 tons of dried cassava slices, and 56,874 tons of cassava flour in
2019. In general, Cassava is widely grown in the northwestern provinces bordering with Thailand,
including Battambang, Pailin, Banteay Meanchey, Siem Reap, and Oddar Meanchey, and mostly
exported through Thailand. The northeastern and eastern region including Kratie, Kampong Thom,
Tbong Khmum, Kampong Cham, Ratanakiri, and Preah Vihear also has cassava plantations which
will become main export products, especially to China. (Map 2.1.3. A.4)
By 2022, the increasing area of cashew cultivation is 405,991 hectares, and the harvested
area is 275,679 hectares, with an average yield of 1.74 tons per hectare and a total yield of 472,636
tons per year. Ten provinces with the largest area of cashew cultivation are Kampong Thom,
Ratanakkiri, Kratie, Kampong Cham, Preah Vihear, Steung Treng, Oddar Meanchey, Tbong
Khmum, Mondulkiri and Siem Reap. In 2021, Cambodia exported 937,974.26 tons of cashew nuts
(an increase of 328.34% compared to 2020). Although Cambodia produces a lot of cashew nuts,
Cambodia now produces only about 5% of cashew nuts, and most of the fresh cashew nuts areexported to neighbouring countries resulting to the loss of its value added. (Map 2.1.3.A.5)
For rubber, the total cultivated area reached 405,671 hectares and received the total of
287,628 tons of rubber products, which boosted rubber exports to 282,071 tons in 2019. Most
rubber is grown in Kampong Cham, Kratie, Kampong Thom, and Ratanakiri provinces, but also
in other provinces such as Kampot, Sihanoukville, Mondulkiri, Siem Reap, Pailin and Preah
Vihear. Most rubber products are sold in the form of latex and coagulum that was sold from farmers
to collectors and then resold to local factories or Vietnam (unofficially) through the bordering
provinces along the Vietnam border. The local processing factory produces Technical Specified
Rubber (TSR) and Ribbed Smoked Sheet (RSS), using latex and coagulum locally bought andrubber taken from its rubber plantations to export to China, Vietnam, Malaysia, and Singapore,but due to the processing factory location is far from the Sihanoukville Autonomous Port, most of
the rubber exports depend on Vietnam and Thailand border gates. (Map 2.1.3.A.6)

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Map 2.1.3.A.4. National Road Network and Total Cassava Yield by Commune / District 2020

Map 2.1.3.A.5. National Road Network and total cashew by province 2022

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Map 2.1.3.A.6. National road network and total rubber by commune/district in 2020

B. Industry
The Cambodian industry continues to rely mainly on the garment sector, accounting for
75% of Cambodia's total exports. In 2019, total garment exports had a growth rate of 13%,equivalent to 10.84 billion US dollars. Meanwhile, footwear products are still small compared togarments, but the share of footwear products has increased steadily by an average of nearly 30%
between 2009 and 2019. In separation, exports of travel products (or bag products) such as
suitcases, backpacks, handbags, and wallets to the US market under the General Preferential
System (GPS) that Cambodia received in 2016, and it also helped support the industry. Notably,most garment, footwear, and travel products factories in Cambodia are currently located in Phnom
Penh, Svay Rieng, Sihanoukville, Kandal, and Kampong Speu province.

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Map 2.1.3.B.1. Location of Garment and Textile Factory in Cambodia

However, the Royal Government has been focusing on promoting investment in the
manufacturing sector, especially on the ability to enter new markets with high value-added
products, innovative and highly competitive products, including non-garment products,
machinery, electrical, electronic equipment, and transportation and processed natural
products. More than 70% of factories are concentrated in major cities such as Phnom Penh,
Sihanoukville, Kandal, Pursat, Kampong Speu, Takeo, Bavet, and Poipet since they havelabour force, electricity, and clean water supply. In general, the situation of the industrial
sector has increased the demand for transportation concentrated in the main economic
corridors, including the import of raw materials for production and exporting the final
goods to international markets.

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Map 2.1.3.B.2 Number of factories throughout Cambodia in 2021

Map 2.1.3.B.3. Number of electronics, electrical equipment and machinery factory 2021

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C. Tourism
Potential tourist destinations in Cambodia are Angkor Wat temple in Siem Reap, Northeast
Ecotourism, and Coastal Areas in Sihanoukville and Kampot Province. Commonly, tourist area in
Cambodia is divided into four destinations, including Phnom Penh City, Siem Reap Province, thecoastal sea, and the Northeast. In 2019, Cambodia received 6.6 million international tourists intotal, of which Chinese, Vietnamese, and Thai tourists were the top three, accounting for 36%,
14%, and 7% of international tourists. In general, transportation in the tourism sector, especiallyforeign tourists, is mostly by air and concentrated in Phnom Penh, Siem Reap, and Sihanoukville.
In 2019, the number of tourists traveling by air was about 4.4 million, or about 66.6% of the totalinternational tourists, and another 2.2 million, or about 33.4%, travelled by land and waterway.
Subsequently, the Royal Government has set out policies and strategies for the development of the
tourism sector, focusing on promoting tourism services and the diversification of tourism
destinations. In this regard, the transport sector will contribute to the achievement of tourism
development strategies through the efficiency of transportation network connectivity, as well as
the development of distribution centres to supply food, beverages, souvenirs, and the demand for
consumer goods.
Map 2.1.3.C. Location of tourism sites and number of tourism service locations in Cambodia

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D. Mineral Resources

Cambodia has the potential for the development of mineral resources, especially in thenortheast, including Preah Vihear, Steung Treng, Ratanakiri, and Kratie provinces, which are richin bauxite, gold, coal, and antimony (rare metals). The coastal areas are Koh Kong and Kampot
provinces which are rich in silica minerals and limestone. In addition, Battambang province,
located in the Tonle Sap Lake area, also has the potential to extract new limestone. Currently, themost active operations in the business sector include sand and cement production, which are used
locally in the form of construction materials. Sand and soil are transported from Kampong
Chhnang province, mostly to Phnom Penh and other areas such as Sihanoukville by trucks. Cement
factories are located in Kampot and Battambang provinces, and they use limestone from areas near
the factory. Cement produced in Kampot is transported by train and trucks, while cement producedin Battambang is transported by trucks. In general, Cambodia's mineral resources are highly
concentrated in specific areas. As the demand of transportation is different based on geography
and potential of resources. As a result, the lack of effective and rich transport connectivity is theconstraint to the potential of the mining businesses.
Map 2.1.3.D. Mineral resources of Cambodia

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E. Small, medium enterprises and handicrafts

Most small, and medium enterprises and handicrafts are concentrated in major cities,
especially Phnom Penh, Kandal, Battambang, Sihanoukville, and in the towns along the main
national roads, including National Roads 2, 3, 5, and 6, and so on. More than half of thoseenterprises are in the food and beverage industry. At the same time, almost one-third are nonmetallic mining enterprises, such as construction materials, stone, concrete, drainage, marble, glass,brick and roof tile, etc. Most small and medium enterprises serve domestic consumption, wheretransportation needs are ubiquitous, transportation of raw materials, semi-finished products, anddistribution of consumables. For food enterprises, there is also a need for transport services thatmaintain temperature or Cold chain delivery to ensure the quality of both inputs finished products,
and last-mile delivery.
Map 2.1.3.E.1. Number of small and medium enterprises throughout Cambodia in 2021

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Map 2.1.3.E.2. Number of handicrafts throughout Cambodia in 2021

F. Special Economic Zone (SEZ)

Recently, Cambodia has 42 SEZs, of which 24 are operating and concentrated in
Phnom Penh and other bordering provinces and international gates, including Banteay
Meanchey, Koh Kong, Svay Rieng, and Sihanoukville. Special economic zones contributeabout 168,151 jobs and account for about 1% of total employment and 3.7% of total
secondary industrial employment in Cambodia. At the same time, the SEZs have played an
important role in attracting foreign investment and especially new high -value-addedindustries. With special features, most of them are at the direct gates, especially for borderareas, while areas in Phnom Penh require the use of transport corridors to export ing gates
including international ports and crossing borders which use roads and railways.

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Map 2.1.3. F. Location of Special Economic Zones of Cambodia

2.2. STATUS OF TRANSPORTATION AND LOGISTICS SYSTEM IN CAMBODIA
2.2.1. Road Network
As of the beginning of 2022, the total road length in Cambodia is about 66,723
kilometres including the length of national roads (one and two-digit) is 7,432 kilometres,
equivalent to 11% of the total road networks. National road one-digit has nine lines as the main
national roads connecting cities and towns in different directions and has Phnom Penh as thecentre. National road two-digit has 71 lines connecting National Road one-digit to allprovinces in Cambodia. There are 667 provincial roads (three and four-digit) that connect cities
and provinces with a length of 11,371 km, equivalent to 17% of the total road length inCambodia. Besides, the total length of rural roads in communes and villages is about 47,920
kilometres long, equivalent to 72% of all road networks in the country. Cambodia currently
has an expressway, which is just officially launched, connecting Phnom Penh to Sihanoukville.
Road density throughout Cambodia is about 0.37 km/square kilometres, which is lower
than neighbouring countries in the region such as Vietnam, Thailand, the Philippines, etc. Morethan 90% of the National Road one-digit consists of two lanes (2-lane), and the National Road
one-digit consists of four-lane roads (4-lane) is less than 10%. Most National Road andProvincial Road networks have 2% concrete pavement, 11% of AC pavement, 43% of DBST,
and 45% of gravel pavement.

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Map 2.2.1. National Road Network in the Kingdom of Cambodia

The road infrastructure of Cambodia continues to face several challenges. In fact, the small
size and low density of road network in Cambodia are some of the main reasons that travels andtransportation continue to be perplexing and congested. Meanwhile, the road networks revealed
the imbalance as they are more gathered at the south, but less amount at the mountainous, northernand eastern area of the country. On the other hand, they are vulnerable to damage when there isdisaster (flood). In addition, some areas are blocked by mountains and streams, leading to many
inconvenient accesses to the road network. Along with lacking of a road network, and lessdevelopment of road network, including lack of concentrated traffic on some national roads, suchas National Roads 1, 4, and 5, causing severe traffic congestion. Besides, the transport connectivity
between roads and other modes of transport is insufficient such as a road connecting to airports,
railway stations, and ports, etc., In separation, the overall technical standard of roads is limited dueto the lack of quality, equipment, management, and just-in-time and effective maintenance.
However, the trend of road construction nowadays highly focuses on quality and safety
and aesthetics. The government tries to upgrade the main National Roads from 2 lanes to 4 lanes
and improve pavement from DBST to AC while installing drainage systems, and traffic signs alongwith the efficiency of roadside management.

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2.2.2. Railway Network
There are two existing railway networks in Cambodia, including the Southern Line and theNorthern Line, with a total length of 652 km in type of single line and a short width (one meter).
The northern railway connecting Phnom Penh to Poipet (Cambodia-Thailand border), 386kilometer, was built from 1929 to 1942, and the Southern railway line from Phnom Penh to
Sihanoukville Port, 266 km, was built between 1960 and 1969.
Between 2008 and 2015, the Royal Government of Cambodia rehabilitated both railways
at a total cost of 140 million USD. Since 2015, the Royal Government provided 20 million
USD/year to rehabilitate the railway. The southern line was rehabilitated and completed in 2013.
The northern railway line was connected in April 2018, including the construction of a new section
linking Serey Sophorn and Poipet with a length of 48 km. However, the Northern Line has not yet
officially launched its operation. The Northern Railway has been connected with Thai Railway at
the Poipet border gate, but cross-border transportation by railway has not yet been begun due tothe Cambodia-Thailand cross-border transport agreement is being under negotiation.
Map 2.2.2. Railway network in the Kingdom of Cambodia

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Figure 2.2.2. Volume of goods transported by railway (2007-2017)

Currently, the number of operating passenger trains and Cargo trains along the southernroute is a small amount, of which the operation time is 5 hours/trip with an average speed of 55
km /hour, and four-car trains are operated for daily transit and had about 39,100 passengers in
2017. In separation, the operating time of cargo transport is 6 hours with a speed of 45km/hourthat transports major cargo, including oil, cement, coal, and containers; plus, the cargo with
759,700 tons was transported in 2017. As the northern line is expected to take about 10 hours/trip
with an average speed of 30 km / hour and the operating time of cargo transport is 10 hours witha speed of 30 km/hour, but the Northern line has not yet officially launched.
The density of the railway network in Cambodia is 35.9 km / 10,000 km2, equivalent to0.41 km/10,000 population. Compared to neighbouring countries such as Vietnam, Thailand, Laos,
Myanmar, and Malaysia, the density of the railway network in Cambodia is only higher than in
Laos. Overall, the development of Cambodia's railway infrastructure is still limited due to low
technical standards and lack of competitiveness (both cost and time).
2.2.3. Waterway Transport
Cambodia has canals, streams, and rivers that are important sources of waterway transport.
Currently, the navigable waterways are 1,750 km long, of which the Mekong River accounts for
30%, the Tonle Sap and Tonle Sap lakes about 15%, the Tonle Bassac 5%, and other waterways
about 50%. However, in the dry season, the total length of the navigable route is only 580 km,
which shows significant variability. Cambodia has 19 major river ports including (1) UM2, (2)Kratie Port, (3) Steung Treng Port, (4) Siem Reap Port, (5) Battambang Port, (6) Pursat Port, (7)Kampong Chhnang Port, (8) TS3, (9) TS1, (10), TS11, (11) New container LM17, (12) Prek
Anchanh Port, (UM1) at Kandal Province, (13) Koh Roka Port (LM26) in Prey Veng Province,(14) Prek Kdam Port, (15) Boeung Ket Port,(16) O’smach Port, (17) Kampong Leng Port, (18)Comprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

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Mekong Port, and (19) Sovannaphumi Port as well as tourist ports and petroleum terminal port ofsome private companies.
Meanwhile, the capacity of cargo transportation crossing the container terminal has
been highly challenging as the economic development has been fast accelerated. Since thechange of water level by season, some routes cannot allow ships to navigate smoothly, and alarge part of routes cannot allow 1,000-ton vessels to navigate for the whole year. In fact, someof the routes of the Tonle Sap Lake area and the locations connected to the Tonle Sap (junction
between Kratie and Steung Treng provinces) as well as the route of the Mekong River toVietnam are not deep enough and make it difficult for heavy vessels to cross. In addition,navigation conditions along the Cambodia-Laos border are unfavourable due to very different
water levels, which hindered the development of water transport between the two countries.
Facing natural factors as well as high shipping costs and fewer shipping activities, Cambodia's
inland waterway transport requires more and more efficient investment.
Map 2.2.3.A. River Ports and Navigation Routes of the Kingdom of Cambodia (Shallow water level)Comprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

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Map 2.2.3 B. Map of Navigation Routes and Ports of the Kingdom of Cambodia (Deep, Medium
Water Level)

2.2.4. Maritime Transport
Cambodia's coastline has a total length of 443 km with favourable conditions (deepwater level) for deep sea and large-size port construction. Currently, the seaports in Cambodia
include Sihanoukville Autonomous Port in Sihanoukville, Koh Kong Port, Sre Ambel Port,
Oknha Mong Port in Koh Kong Province, Kampot Port in Kampot Province, and Kep Tourist
Port in Kep Province.

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Map 2.2.4 Location of the Seaports of the Kingdom of Cambodia

Sihanoukville Autonomous Port, built in 1956, is a deep-sea port and is the maininternational trade gateway in Cambodia. This port covers a total area of 125 hectares with alength of 1,860 meters and is capable of international container shipping. There are 12
terminals in the port for container handling, retail goods, and cruise ships. At the same time,rail and handling stations are connected to the perimeter of the port to facilitate thetransportation of goods, especially heavy goods. In 2019, Sihanoukville Autonomous Port
received about 6.55 million tons of cargo, including 639,211 TEUs and 51,479 passengers.
Currently, Sihanoukville Autonomous Port has signed an agreement with 13 international
container companies that dock to transfer goods 15 trips/week. Along the coast, there are 5
other petroleum ports with a total length of 950 meters and a yearly transport volume of 1.5
million tons and 2 power plant ports (coal terminals for coal-fired power plants) with a lengthof 950 meters and yearly transport volume of 2 million tons.
Koh Kong Port, 50 meters long with a capacity of 300 tons, is a type of fishing portwith poor condition. Union Development, multi-purpose port, in Koh Kong Province has acapacity of 10,000 tons with a length of 208 meters, and it is under the construction to provide
transportation services to the industrial area in the centre of the port or the industrial park
behind the port. At the same time, the multi-functional port with a capacity of 2,000 tons in
the Kampot International Port serves the industrial park as well as the transportation of coalComprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

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and construction materials. Crystal Rice Port has eight cargo terminals that can accommodate
3,000 tons with a length of 250 meters and receive about one million tons of goods annually.
Kampot International Port, Papa Petroleum Port, and Kampot International Tourism Port basedin Kampot province are all under the construction. Kep Tourism Port has provided
transportation and tourism services to the island opposite the beach. In general, most of
Cambodia's maritime transport is concentrated in the Sihanoukville Autonomous Port, whichis the main deep-sea container port for major international trade in Cambodia and canaccommodate container vessels of up to 20,000 tons currently. This port will be able toaccommodate ships up to 50,000 tons after dredging. However, the capacity of Cambodia's
international ports is still limited compared to regional seaports those of Thailand and Vietnam.
2.2.5. Air Transport
There are currently 8 registered airports in Cambodia, 3 of which are fully operational,
including Phnom Penh, Siem Reap, and Sihanoukville International Airports, which areinternational airports operated by SCA (the Société Concessionaire de l'Aéroport) with
exclusive rights until 2040. In separation, five domestic airports are not operated, including
Battambang, Steung Treng, Koh Kong, and Mondulkiri airports. Meanwhile, Kampong
Chhnang airport is being used and jointly managed by the State Secretariat of Civil Aviationand the Ministry of National Defence.
Map 2.2.5 Location of Domestic and International Airports

Currently, these airports operate primarily for C and D aircraft category. Due to theneed for long-haul flights and high-traffic routes, some runways operate E aircraft category,Comprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

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such as the A333 and B777 are excessively using technical standards that do not comply with
airport safety and operational guarantees. Siem Reap International Airport and SihanoukvilleInternational Airport are currently 4C with a runway of 2,550 meters and 2,500 meters, butallowing limited long-distance international flights.
In 2017, Phnom Penh International Airport received 4.24 million passengers and 41,000
flights, an increase of 25% and 23% compared to the previous year. Siem Reap International
Airport handled 4.21 million passengers and 44,000 flights with an increase of 21% and 16%
compared to last year. Sihanoukville International Airport received 340,000 passengers and
5,600 flights. Most international flights from Cambodia focus on flights in Southeast Asia andNortheast Asia, with the longest flights to Tokyo in the east and to Dubai in the west. The
destination country with the most direct flights is China, with flights to 31 cities. Currently,
Cambodia does not have direct flights to Europe, the United States, Africa and South Asia.
Cambodia’s Air transport is operated by 8 airlines providing domestic and international
aviation services. These include Cambodia Bayon Airlines, Cambodia Angkor Air, Bassaka
Air, JC (Cambodia) International Airlines, Lanmei Airlines, and Cambodia Airways. The six
companies that are providing domestic aviation services include Cambodia Bayon Airlines,
Cambodia Angkor Air, Bassaka Air, JC (Cambodia) International Airlines, Lanmei Airlines,
and Cambodia Airways. Notably, China has the largest number of airlines operating flights to
Cambodia, consisting of up to 12.
Recently, OCIC received approval from the Royal Government to invest in theconstruction of the new Phnom Penh Airport as a public-private partnership (OCIC 90% andthe government 10%) in the form of “Design, Build, Finance, Own, and Operate (DBFOO)".
This development project is divided into three phases, the first phase from 2019 to 2030, thesecond phase from 2030 to 2050, and the third phase from 2050 onwards. In the first phase,the new Phnom Penh Airport Development Master Plan will expand to 13 millio npassengers/year with throughput cargos 175,000 and the capacity to receive airplane E
category (Code E: A340-300, A350-900 and B777-200 / 300ER, B747-300 / 400) and has 22
spots. After completing the first phase, the company plans to build the 2nd runway and otherinfrastructures for taxiway. This plan aims to expand the reception capacity to 30 million
passengers/year by 2050 with a capacity of throughput cargos of about 527,000 tons. At thesame time, the implementation of the master plan for the development of Siem Reap Angkor
International Airport has two phases, including from 2020 to 2023 with an aim to increase thecapacity of 7 million passengers/year with throughput cargos 10,000 tons/year while the next
phase after 2023 aims to enlarge the capacity of 20 million passengers/year with throughput
cargos 60,000 tons/year.
Overall, the development of the aviation industry in Cambodia is still limited comparedto other ASEAN countries, mainly due to the lack of physical infrastructure. In reality, there
are now only three airports in Cambodia that can receive international flights with a small
number of flights and throughput cargos, and the airline network is incomplete, causing thebarrier to connecting flights with countries and regions. At the same time, Cambodia does not
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have sufficient transit modes and facilities for aviation as well as a lack of sufficient support
international transit and economic and trade cooperation in the field of air transport.
2.2.6. Logistics System
Most logistics service providers in Cambodia are trucking companies and can be divided
into three levels depending on the size and types of service. Level 1 is a large international freightcompany with a total of between 800 and 1,000 heavy vehicles nationwide, of which each company
has more than 10 trucks; and Level 2 is a small and medium registered company and mostly
provides logistics services for agriculture and the construction industry, with a total of about 1,100
to 1,400 trucks nationwide, and the Level 3 is an unregistered small transport company and mostly
provides services for commercial local production and trucking with a total of 2,300 to 3,000 trucks
nationwide. The presence of some international companies such as APL Logistics, DSV, Panalpina,
Yusen Logistics, Evergreen Marine Corporation (EMC), Sinotrans Limited, and China COSCO
SHIPPING Corporation Limited, etc. have contributed to the promotion of logistics services in
Cambodia in both level and size and to promote a system for Cambodia.
The logistics centres in Cambodia are mostly dry ports or small distribution warehouses
and are not concentrated and have limited-service capacity. At the same time, the equipment oflogistics complexes is insufficient, especially the lack of centralized logistics centers and theappropriate level of efficiency, which affects the storage, distribution, traffic, and management of
distribution processes effectively, as well as creates unfavourable conditions for collecting,
distributing and facilitating the transportation of goods on a large scale, resulting in higher logistics
costs.
Cambodia has 5 main international borders gates with neighbouring countries, including
three Cambodia-Vietnam border gates, one Cambodia -Thailand border gate, and one CambodiaLaos border gate. Most of these border gates are connected to Phnom Penh and other towns byroad networks (currently 16 lines) and National Road with one and two digits with two lanes (onedirection per lane) which does not meet the need for efficient transportation. At the same time,
Cambodia does not yet have a complete railway connection with neighbouring countries. Among
those, the railway connection between Cambodia and Thailand is better than others, but due to theinternational transit agreement, this line has not yet been activated. The Cambodia-Vietnam
railway is an urgent project of the railway network development plan, but the connection between
the two countries and the source of funding has not been determined. Besides, Cambodia does not
yet have an agreement on a railway connection between Cambodia and Laos PDR.
According to a 2022 study by the World Bank, the estimated total logistics cost in
Cambodia has reached about $ 6.7 billion, equivalent to about 26.43% of gross domestic product(GDP), including transportation costs, warehousing costs, inventory costs, and administrative costs,of which the highest cost is inventory costs accounted for 13.07% of GDP (equivalent to 49.47%
of total logistics costs), followed by transportation and warehousing cost 10.95% of GDP (41.44%of total logistics) and administrative costs account for 2.40% of GDP (9.09% of total logistics
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Vietnam and Thailand, and the total logistics costs are also higher in the two neighbouring
countries. The main reason for this high price is due to unfavourable traffic conditions, the use ofold trucks, limited construction technology, and warehouse management, lack of information
systems for effective resource integration, time consumption and high cost of cargo clearance, etc.
2.2.7. Common Challenges
In addition to the specific challenges noted above, the development of transport andlogistics in Cambodia continues to face several other systemic challenges, as follows:
Lack of common policies or interconnected plans: The policy or plan for the developmentof the transport and logistics sector in Cambodia in the past was prepared according to therespective transport sector and different timeframes. In fact, the road development plan was
prepared in 2006 and revised in 2009 with the support of the Japan International Cooperation
Agency (JICA) and finally updated in 2017 with the support of the People's Republic of China(PRC). Meanwhile, the Law on Road , promulgated in May 2014, covers policies, strategies, anddevelopment plans for the construction, repair, and maintenance of road infrastructure, preparationof road master plan, land use for road development, road maintenance, arrangement of parking lots
and other stations along the road, resources, budget, official use, protection of road infrastructure,loading weight of the vehicles and setting rules and technical regulations, as well as penalties orviolating the law and so on. At the same time, the Korea International Cooperation Agency(KOICA) supported the Royal Government in developing a master plan for railway developmentin 2014. The city transport plan was developed by JICA in 2014, while the city's new bus system
is in the testing phase. While logistics sector with five development strategies was organized in2018 under the support of JICA and the World Bank with 25 priority programs. However, thepolicy and strategic framework are not comprehensive and fully integrated, especially while thelegal standards and regulations for the management of transport infrastructure are still lacking.
This leads to the development of physical transport infrastructure facing several challenges thatmake it difficult to achieve the level of potential investment.
Limitations of financing resources for public investment: Public investment as a whole
focus on the development of physical infrastructure, especially transport infrastructure. However,in the new context, the Royal Government needs to have more responsibilities on other priorities,
especially the social and environmental needs, which require greater and longer-term financing. In
this sense, budget allocation and financing division need to be more balanced to meet key national
policy goals. In fact, the Royal Government needs to focus on social assistance as a consequenceof COVID-19 through the implementation of the program to restore and promote Cambodia's
economic growth during the COVID-19 situation to the new normal path for 2021-2023, as well2

Cambodia Economic Update June 2022- Special Focus: Post-Pandemic Supply Chain Disruption – Strategies to
Reduce Logistics Costs.
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as priorities in other areas, especially the digital sector through the implementation of economic
policy framework and the Digital Society of Cambodia 2021-2035 and so on.
Limitations of effective implementation of the projects: Overall, the effectiveness of theimplementation of the transport infrastructure project is still limited. This challenge arises frommany factors including weakness of concrete action plan preparation, project readiness, delays of
construction and cooperation among relevant parties, limited technical skills and human resources
as well as the lack of monitoring and evaluation of project implementation. This has caused theimplementation of construction, repair and maintenance of transport infrastructure in Cambodia to
be unable to achieve high efficiency, especially for quality.
Limitation of resilience to climate change and natural disasters: The consideration ofresilience to climate change and natural disasters for transport infrastructure has become a trendthat has received significant attention from all relevant parties, especially the development partners.
This means that future transport infrastructure construction needs to integrate the climate change
adaption and natural disasters resilience. So far, without considering all the factors, theconstruction of transport infrastructure in some geographical locations in Cambodia suffereddamage faster and on a larger scale than expected, which caused the cost of maintenance and repair
to be larger and became an additional burden on the national budget from year to year. However,
the inclusion of resilience to climate change and natural disasters will inevitably increase
investment costs for transport infrastructure.
Lack of human resources and competition: Human resources, especially skills andtechniques for transport infrastructure, transport, and logistics continue to be the challenges forboth public and private institutions. This causes Cambodia to continue relying heavily on
outsourcing skills, while the Cambodian education system is not yet able to supply the skills
needed. At the same time, the competition among transport and logistics providers is not yet
widespread due to the lack of legal frameworks which make logistics fees less competitive
compared to other countries in the region.
2.3. TRAFFIC FORECAST FOR 2030 AT THE ECONOMIC POLES AND MAIN
CORRIDORSThe transport volume and demands for logistics services always depends on
macroeconomic conditions, demographics, and changes in the industrial structure of the country.
As a basis for determining the direction of transport systems across the country, as well as the
preparation of intermodal transport and logistics Master Plan, it is essential to conduct scientificstudies using predictive methods and modelling of traffic volume analysis based on the data that
ensures the accuracy of the conclusions in the realistic implementation plan.
In general, as economic growth and population continue to increase, population
movements and volume of goods are expected to increase in parallel. In such a situation,
the transport and logistics sector must continue to develop and expand its capabilities toComprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

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respond better and faster to current and future needs. For this reason, to forecast traffic
volume, the main parameters, including GDP, population, and vehicle ownership growthrate are considered as key inputs for analysis and forecasting.
2.3.1. Road
Traffic volume by 2030 will be concentrated in Phnom Penh and will be in the shapeof a radius, showing the flow of traffic towards the northwestern provinces (along National
Road 5 and National Road No. 6), Southwest Area (National Road No. 2, No. 3 and No. 4),
Eastern Area (National Road No. 1, No. 6 and No. 8) and Northern Area (National Road
No. 6 and No. 7).
Map 2.3.1.A Current Traffic Volume Forecast for 2030 (PCU/Day)

Table 2.3.1.A Results of 2030 traffic volume forecast based on current road network
National Road 1 digit

Current traffic network forecast annually (PCU / day)

NR 1

16,000 to 27,000

NR 2

25,000 to 26,000

NR 3

17,000 to 28,000

NR 4

20,000 to 40,000

NR 5

27,000 to 36,000

NR 6

12,000 to 25,000

NR 78,000 to 20,000

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NR 8

12,000 to 25,000

NR 9

1,000 to 2,000

Based on the result of traffic forecast for 2030, the increase of traffic volume creates a
massive burden on the national road network. It reflects the demand of expansion of thenational roads in term of both capacity and quality to facilitate smooth transportation within
the country, as well as the need of constructing ring roads to avoid congestion in Phnom Penhand to facilitate the connectivity of national roads without crossing Phnom Penh. The projectof expressway construction is expected a better solution in promoting the efficiency of smoothand fast transportation.
2.3.2. Railway
The volume of passengers traveling by railway is estimated at 1.5 million / year, andthe volume of cargo is 8 million tons/year. The projection includes new Phnom Penh and Bavet
railway lines, being scheduled for development by 2030.
Map 2.3.2.A. Estimation of the volume of passengers on the railway network by 2030 (thousand/ year)

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Map 2.3.2.B. Estimation of the volume of cargo transported by rail network by 2030
(thousand tons /year)

2.3.3. Waterway
By 2030, passenger volume will be 550,000 persons/year, and cargo will reach about 10
million tons/year (of which 81% is international trade) through waterway transport, while Phnom
Penh Autonomous Port is still a major port with 8 million tons of cargo/ year.
Table 2.3.3.A. Results of the estimated number of passengers by river ports in 2030 (10thousand)Port

TouristPassenger

Total

Phnom Penh Autonomous Port

12.5

2.5

15.0

Tonle Bet Port

3.0

0.7

3.7

Kratie Port

-

0.2

0.2

Steung Treng Port

-

0.3

0.3

Siem Reap Port

11.0

1.0

12.0

Kampong Chhnang Port

11.5

3.3

14.8

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Kandal Port

-

0.2

0.2

Battambang Port

-

0.2

0.2

Pursat Port

7.0

1.6

8.6

Table 2.3.3.B. Results of the estimated volume of goods by river port in 2030 (10,000 tons)
Port

Container

Bulk Cargo

Oils

Total

Phnom Penh Autonomous Port

846

135

80

800

Tonle Bet Port

-

25

-

25

Kratie Port

-

8

-

8

Steung Treng Port

-

6

-

6

Siem Reap Port

-

10

-

10

Kampong Chhnag Port

27

31

-

58

Kandal Port

45

34

-

79

Battambang Port

-

7

-

7

Pursat Port

-

7

-

7

2.3.4. Maritime
The total number of passengers passing through seaports projected in 2030 isapproximately 1.2 million (Sihanoukville Autonomous Port with 120,000 passengers, Union
Development Port with 80,000 passengers, and Kampot Tourism Port with 1 million passengers).
In separation, the total cargo transported through seaports in Sihanoukville, Koh Kong, andKampot is 41 million tons. Sihanoukville includes Sihanoukville Autonomous Port, CIIDG Coal
Power Company, Cambodia Energy Limited, Tumnob Rolok Port and Steung Hav Port.
Meanwhile, Koh Kong Province includes Koh Kong Smart Port and Union Development Port, andKampot Province, including Kampot International Port and Papa Petroleum Port.

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Figure 2.3.4. Estimation of the volume of cargo passing through seaports in each province(10 thousand tons)លទ្ធផលព្យាករណ៍ទ្ំនញា ខេតានមិ ឆ្លងកាត់កំព្យង់ផផកនុងបណ្តី ួយៗ (១០ពាន់ខោន)១៨០០ប្េតតររុះស្ីហនុ

១៦០០ប្េតតប្

ុះកុងប្េតតកំរត

១៤០០
១២០០
១០០០
៨០០
៦០០
៤០០
២០០
០

កុងតឺន័រ

ធ្យូងថ្ម

ប្រេង និងឧស្ម័នធ្ម្ម

ទំនិញជាចំនុុះប្សេងៗ

ជាតិ(Bulk Cargo)

2.3.5. Civil Aviation
The number of passengers passing through the airport in Cambodia will be around 26.5
to 30.5 million passengers/year, of which 2.9 million are domestic travellers. The forecast
includes new airports under construction and construction plans. The cargo and packages by
air will increase between 350,000 and 400,000 tons, which is about 180,000 tons of domesticcargo flow.

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Map 2.3.5. Estimation of air passengers at other airports by 2030 (thousand passengers/year)

Table 2.3.5. Result of estimation of throughput cargos at the airport by 2030
AirportAmount of cargos (10,000 tons)

Techo International Airport

28 to 31

Siem Reap Angkor International Airport

3 to 4Sihanoukville International Airport

3 to 4

Koh Kong International Airport-

Darasakor International Airport

1

Poi Pet International Airport (New)-

Mondolkiri International Airport (New)-

2.3.6. Total Traffic Volume By 2030 at Economic Poles and Main Corridors
The volume of traffic (passenger and cargo) by 2030 is forecasted by main corridors,
including Phnom Penh-Sihanoukville, Phnom Penh-Poipet, Phnom Penh-Bavet, Koh Kong andKep, Phnom Penh and Steung Treng, Poipet and O’ Yadav. This result leads to determine thetransport network strategy (3 major transport corridors and 3 sub-transport corridors) which isa part of the comprehensive transport and logistics infrastructure in Cambodia (Hubs andSpokes).
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Figure: 2.3.6.A. Forecasting Traffic Volume by Key Transport Corridors

At the same time, the volume of traffic is forecasted for 2030 by the key transport nodes,
including Phnom Penh, Sihanoukville, Siem Reap, Battambang, Bavet, and Poipet. Traffic
volume of transport is forecasted based on the number of traffic flowing in and out at the areaof the transport hub that covers all types of transportation, including roads, railways,
waterways, maritime, and air transport. Determining the location of the six transport nodes isdefined as a cluster format (4 major transport hubs connecting to 2 external transport nodes)
as part of the comprehensive transport infrastructure and logistics system of Cambodia ( Hubsand Spokes).

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Figure 2.3.6.B. Forecasting Traffic Volume by main nodes

3. STRATERGIC FRAMEWORK OF DEVELOPING THE INTERMODAL
TRANSPORT INFRASTRUCTURE
3.1. Vision
Based on the assessment and the situations related to the requirements of transport
infrastructure and logistics in Cambodia as well as the above 2030 traffic volume forecast, thevision of this master plan is “Continue to improve and develop the transport and logistics
system, focusing on promoting the construction of physical and non-physical infrastructures
towards the development of intermodal transport systems with high connectivity andintertwining within the country and the regions that will continue to contribute, promoteand sustain national economic growth, as well as meeting the needs of sustainable andinclusive socio-economy”
The overall efficiency of transportation is reflected by:• Reducing time and cost of transportation and logistics services in business activities of both
domestic and international businesses.
• Support the cluster or agglomeration and additional investment in potential sectors.
• Optimization of travel and communication that brings flexibility to the labour market andthe search for new jobs and business activities that respond to changes in socio-economic
activities, including the effects of globalization, the opportunities of new technologies, andthe increase of the female workforce etc.

Comprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

Page | 41••Promoting competition by opening up opportunities, approaching new markets andexpanding markets, which allows businesses to expand wider and more competitive
operations.
Increasing customer convenience as the market or supply gets closer and more competitivein terms of cost and quality.

In the above vision, the transport and logistics sector need to respond to the social situationand the need for current and future economic growth, which has sufficient capacity to meet thegrowing demand for passenger and freight transport and provides effective support for industry,
trade, tourism, and agriculture, as well as the need for development in response to population
growth, employment, and urbanization.

3.2. Objective
Regarding the above vision, this master plan identifies key objectives as follows:
•

•

•

•

Expand and improve the scope and capacity of transport infrastructure: Expand andimprove all types of physical transport infrastructure by capital, cities, provinces, towns,
rural areas, and border gates aiming to promote better interconnection.
Improve the efficiency and effectiveness of transport services and infrastructure:
Improve the efficiency and effectiveness of the use of transport infrastructure, including
roads, railways, waterways, and air transport, focusing on reducing travel time andtransportation costs.
Improve service efficiency and logistics costs: Improve logistics systems and logistics
structures by pursuing in-depth reform measures to promote transparency andcompetitiveness and human resources.
Promote and improve transport infrastructure to support national development
policies: Support and contribute to the Belt and Road Initiative, the Asian Highway
Network, Mekong Sub-regional Economic Corridors and ASEAN Connectivity as wellas the framework of the Mekong Basin Cooperation.

3.3. Strategic Framework
To achieve the above vision and objectives, the Master Plan sets out the strategies forthe comprehensive transportation system “3-3-4-2” and logistics system “2-2-N” consideringand covering the economic, social, and industrial development plan and a combination of
economic corridor factors and industrial conditions, population and geographical distribution,
as well as the destination of transporting passengers and goods.
3.3.1. Strategy 3-3-4-2
The comprehensive transport network format “3-3-4-2” refers to three major transport
corridors, three secondary transport corridors, four major transport hubs, and two externaltransport nodes.
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Map 3.3.1 A. Structure of Transport Master Plan

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Map 3.3.1.B. Cambodia’s Transport network pattern (3-3-4-2)

3.3.1.1. Three Major Transport CorridorsA) Southwest Transport Corridor (Phnom Penh and Sihanoukville): The Southwest
Transport Corridor connects the Phnom Penh Autonomous Port and Sihanoukville Autonomous
Port, linking waterways and seaports in Cambodia and is the busiest transport corridor for importand export. This corridor covers part of the 4th Economic Corridor of Sihanoukville and Phnom
Penh and Steung Treng and Pakse and Sovannakhet Province (SEC4) of the transport strategy in
the Greater Mekong Sub-region and is covered by the transport network: road, railway, waterway,
maritime and air.
The first major corridor forming the Southwest Transport Corridor (Phnom Penh andSihanoukville) connects major cities such as Phnom Penh, Kampong Speu, Kampot, Takeo, Kep,and Sihanoukville. The major transport infrastructure includes National Roads 4, 3, and 41, Phnom
Penh - Sihanoukville Expressway, Southern Railway (Phnom Penh and Sihanoukville), Phnom
Penh Autonomous Port, Sihanoukville Autonomous Port, Techo International Airport (new) andSihanoukville International Airport.
B) Northwest Transport Corridor (Phnom Penh and Poipet): Northwest Transport
Corridor (covered by road, railway, waterway, and air) connects Phnom Penh to Siem Reap,
Battambang, Serey Sophorn and Poipet. This corridor covers a part of the first economic corridor:
Dawei-Bangkok-Phnom Penh-Ho Chi Minh-Vung Tau (SEC1) of the Greater Mekong Sub-region.
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This is also the main transport corridor from Cambodia to Thailand and is an important part forconnecting ASEAN transport infrastructure as well.
The Second major corridor forming a comprehensive transport corridor of the northwest(Phnom Penh and Poipet) connects the main cities such as Phnom Penh, Kampong Chhnang,Pursat, Battambang, Kampong Cham, Kampong Thom, Siem Reap, Serey Sophorn, Poipet, etc.
Major transport infrastructure projects include National Roads 5 and 6, Phnom Penh - Siem Reap
- Poipet Expressway, Northern Railway (Phnom Penh and Poipet), navigation channel and port
terminal at Siem Reap and Phnom Penh Autonomous Port, Phnom Penh Autonomous Port,
Kampong Chhnang Port Terminal, Siem Reap Port Terminal, Battambang Port Terminal, Pursat
Port Terminal, Techo International Airport (new), Siem Reap Angkor International Airport (new)and Poipet Airport (new).
C) Southeast Transport Corridor (Phnom Penh and Bavet): The Southeast Transport
Corridor (covered by roads, railways, waterways, and air) connects Phnom Penh to Svay Rieng,
Bavet, and it is an important transport corridor for Cambodia connecting to Vietnam. This corridor
also covers part of the first economic corridor, which is Dawei-Bangkok-Phnom Penh-Ho Chi
Minh City- Vung Tau (SEC1), of transport strategies within the Greater Mekong Subregion. Thisis the main transport corridor from Cambodia to Vietnam and is also an important part forconnecting ASEAN transport infrastructure.
Third Main Corridor forming Southeast Transport Corridor (Phnom Penh and Bavet)
connects major cities, including Phnom Penh, Kandal, Prey Veng, Svay Rieng, Bavet, etc. The
transportation routes are National Road No. 1 and No. 2, Phnom Penh-Bavet Expressway, Phnom
Penh-Vietnam border Railway, Inland Waterway of Phnom Penh Autonomous Port and Cambodia
border, Bassac Waterway, Phnom Penh Autonomous Port and Provincial Port, and Techo
International Airport (New).
3.3.1.2. Three Secondary Transport Corridors
A) Coastal secondary transport corridor (Koh Kong and Kep): coastal transport
corridor (road, sea, and air) connects Sihanoukville Autonomous Port, Southern Koh Kong Coastal
Economic Corridor, and the main economic coastal areas. This corridor covers some importantparts of the third economic corridor -Bangkok-Trat-Kampot-Hatien-Namkan (SEC3) of transport
strategies in the Greater Mekong Sub-region.
The first secondary transport corridor connects Koh Kong, Sihanoukville, Kampot, Kep,and other cities. The transport routes are National Road 55, 48, 33, and 10 (connecting
Battambang-Koh Kong) and Koh Kong - Sihanoukville Autonomous Port – Kampot – Vietnam

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border Expressway. The connection of the maritime routes consists of Kampot Port, Koh Kong
Port, and Kep Port. The airways are Sihanoukville International Airport, Darasakor Airport, and
Koh Kong Airport (New).
B) Northeast secondary transport corridor (Phnom Penh and Steung Treng): The
Northeast Corridor (consisting of roads, waterway, and air) connects the main economic zones of
the Northeast of Cambodia with the main transport corridor between Cambodia and Laos. This
corridor covers the main part of the 4th economic corridor, Sihanoukville-Phnom Penh-Steung
Treng-Pakse-Savannaketh (SEC4) of the Transport Strategy in the Greater Mekong Subregion.
The second secondary transport corridor connects Phnom Penh-Kampong Cham-KratieSteung Treng and other cities. The transport routes are National Road No. 7, No. 8, and the Steung
Treng-Phnom Penh Expressways. The connection of the waterway consists of Steung Treng
Waterway and Phnom Penh Autonomous Port, Tonle Bet Port Terminal, Kratie Port Terminal, andSteung Treng Port Terminal. The airway routes will be operated through Techo International
Airport (new).
C) Northern secondary transport corridor (Poipet and O' Yadao): The Northern
Transport Corridor (road and air) connects the main economic zones in the northern part ofCambodia and refers to the other transport corridors connecting Cambodia with Vietnam andThailand. This corridor covers an important part of the second economic corridor- Bangkok-Siem
Reap-Steung Treng-Pleiku-Quy Nhon (SEC2) of the transport strategy in the Greater Mekong
Subregion.
The third transport corridor connects Poipet-Serey Sophorn-Siem Reap-Steung Treng-O'
Yadao and other cities by National Roads 9, 10, 64, 78 and Poipet-Siem Reap-Phnom Penh
Expressways. The airways include Poipet Airport (New) and Siem Reap Angkor International
Airport (new).
3.3.1.3. Four Transport Hubs
A) Phnom Penh Pole: Phnom Penh is the centre of politics, economy, culture,transportation, trade, religion, and tourist attractions. Phnom Penh is the intersection of the First
Economic Corridor (SEC1) and the Fourth Economic Corridor (SEC4) of the Greater Mekong
Sub-region, which is a main comprehensive transportation route for Cambodia, and it is also an
important link for ASEAN. Phnom Penh is also the intersection of four modes of transport,
including roads, railways, air and waterways.
Phnom Penh Pole Connections include Phnom Penh-Sihanoukville Expressway, Phnom
Penh - Bavet Expressway, Phnom Penh - Poipet Expressway, ten national road lines, such as
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National Roads No. 1 to 6, 20, 20A, 21B and No. 42. Two provincial roads such as provincial
roads 114 and 130, and the first, second and third ring roads of Phnom Penh. Railways include theSouthern Railway (Phnom Penh and Sihanoukville), the Northern Railway (Phnom Penh andPoipet), and the Phnom Penh – Bavet railway to Vietnam border. Waterway routes include thePhnom Penh Autonomous Port, while the air has the (new) Techo International Airport. The
Logistics Complex in Phnom Penh will become the core of the supply chain for both production
and consumption.
B) Sihanoukville Pole: Sihanoukville is a seaside city built next to the port and is the mostimportant all-round transport hub of Cambodia and an important link for ASEAN. The city is anintersection of transportation, including roads, railways, air, and maritime transport. Sihanoukville
Autonomous Port is the main deep-sea port in Cambodia and also a gateway for international trade.
This port is also an important location for economic and social development and intermodaltransport.
The connectivity of the Sihanoukville pole for economy, trade, and tourism includes
National Roads 3, 4, 45, Expressway Phnom Penh - Sihanoukville Autonomous Port, Expressway
Koh Kong - Sihanoukville Autonomous Port - Kampot, roads connecting to Sihanoukville
Autonomous Port and the roads connecting Steung Hav port as well as the Phnom Penh andSihanoukville southern railway. Sihanoukville Autonomous Port and Steung Hav Port are the mostimportant export ports by maritime transport, while the air transport has SihanoukvilleInternational Airport and Sihanoukville Logistics Complex serve an important role in export andimport.
C) Siem Reap Pole: Siem Reap, a tourist destination in Southeast Asia and a major city inthe north of the country, is a junction of three modes of transportation consisting roads (fivenational roads: National Road No. 6, No. 64, No. 66, No. 67 and No. 68, and two provincial roads:
Provincial Road No. 201 and No. 202), air (Siem Reap Angkor International Airport), andwaterway (Siem Reap port terminal). The Siem Reap Angkor International Airport (new) project
and the Siem Reap Business and Logistics Centre will play a key role in supporting tourism andeconomic activities.
D) Battambang Pole: Battambang Province is a large rice barn that is a main source ofrice production for export. Battambang is the second largest city and the main link of the Northwest
Transport Corridor and is a transport connection point from Cambodia to Thailand. Transportation
projects being promoted include Siem Reap and Battambang Road, National Road No.10(Battambang-Koh Kong), Battambang port terminal, and Battambang Grain Logistics Centre.

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3.3.1.4. Two External Transport Nodes
A) Svay Rieng and Bavet Pole: the border gate connecting Svay Rieng-Bavet transport isthe main gateway at the border between Cambodia and Vietnam, and the main economic transport
node raised in the national development plan. It is the centre of international trade, special
economic zones, and free trade zones. In this regard, major road projects include the Phnom PenhSvay Rieng - Bavet Expressway, the reconstruction section of National Road No. 1, Neak Leungand Bavet, and road construction project at Phnom Penh and Bavet Vietnam border gate and the
Bavet Logistics Park Project.
B) Serey Sophorn and Poipet Pole: the border gate connecting Serey Sophorn and Poipet
is an essential border gate between Cambodia and Thailand, and also a major economic transport
node raised in the National Development Plan. It is an international trade centre, special economic
zones, free trade zones, and towns. Transportation projects include the rehabilitation and expansionof National Road 5 (Serey Sophorn and Poipet), the northern Phnom Penh-Poipet railway andPoipet Airport (New), as well as Poipet Logistics Park also needs preparing.
3.3.2. 2-2-N Logistics System
The success of sustainable development, efficiency, and innovation for the economy
and industry sector in Cambodia requires consideration of key aspects, including the integrationof the logistics industry and industrial economy to improve regional transport network connectivity
and the strengthening of smart logistics system (SMART), strengthening the logistics management
structure, improving the capacity to support and distribute logistics, and especially the constructionof logistics system model according to the "3 Axis, 3 Belts, and Multiple logistics center"approach, based on a comprehensive transportation system.

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Map 3.3.2.A. Main layout of logistics"3 Axis and 3 Belts " refers to the development of logistics system based on theapproach of "three major transport corridors and three secondary transport corridors". Axis Phnom Penh-Sihanoukville, Phnom Penh-Poipet, and Phnom Penh-Bavet, is a major transport
corridor and plays a crucial role in the concentrated logistics service industry forming 3 Axis. Belt
in Koh Kong and Kep, Phnom Penh and Steung Treng, and Poipet and O’Yadao are the secondarytransport corridors forming the Belt 3 and additional connections to the cluster of logistics industry.
"Multiple logistics center" refers to a geographical location concentrated by logistics
infrastructure and all kinds of logistics companies based on economic factors and the demand ofindustry for logistics services including warehouses, distribution services, transfer of goods
operation of services, and port services. With the demand of the logistics industry and future
development trends, it is necessary to push, to promote its logistics system and build transport
nodes in the pattern of "2 core cities, 2 major poles and N logistics centers" or "2 logistics
complexes, 2 logistics parks and N logistics centers” or 2-2-N.

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Map 3.3.2 B. Layout of logistics system infrastructure (2 - 2 - N)

2 Core Cities / Logistics Complexes refer to Phnom Penh and Sihanoukville which areinternational freight gateways and geographical location concentrated by industry, population,
dynamic economic activities, highest economic growth, and demand of logistics services.
2 Major Poles / Logistics Parks refer to Poipet and Bavet, which are international bordergates, Cambodia-Thailand and Cambodia-Vietnam border, and also locations with high economic
growth. These two cities have been playing an important role in collecting the services, including
dry port, customs bonded warehouses, inventory, warehouse for distribution, and packaging etc.
Main Logistics Centers (N) refer to locations in Siem Reap, Kampot, Kampong Cham,
Battambang, Banteay Meanchey, Pursat, and Kampong Thom province. Siem Reap province israpidly developing in the tourism sector having a large population and high demands for logistics
services to support business activities such as food and other daily commodities. Kampot province
has a port as well as rapid growth in industrial development and high demand for logistics services
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for products such as limestone and cement. Kampong Cham province has potential in the
agricultural sector and a high demand for logistics services for rubber and rice products.
Battambang, Banteay Meanchey, Pursat, and Kampong Thom provinces have potential for
agriculture, such as paddy rice and rice exports, and high demand for logistics services for otheragricultural products.
As Cambodia's economy has been growing rapidly with opportunities to connect with
ASEAN and the Belt and Road Initiative (BRI), the industrial sector will be consecutively
developed to become a region that has industrial diversification and high value-added, especiallyin new various areas where there is no industrial development, which is a reason to set up more
and more logistics centers.
3.3.3. Long-term Transport, Traffic and Logistics System
The strengthening of the scope and capacity of the intermodal transport system is made byconnecting key economic potential areas and regions through the interconnected networks into
intermodal that complement each other to ensure the efficiency, effectiveness, and sustainabilityof transport. The road network is the main strategy that needs to continue to develop for achieving
this connectivity through road network development, including expressways, national roads,
provincial roads, ring roads and city or town center bypasses. The development of the expressway
has the form of “1 Ring Road, roads with 7-radial pattern, roads with 1 horizontal line, and roads
with 1 vertical line” and national roads with the pattern of “9 radius roads, 6 horizontal lines, 6vertical lines” by 2050

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Map: 3.3.3 Freight network and location of Production in Cambodia

3.3.3.1. Expressway
Seventeen expressway projects of which twelve expressways will be newly built witha total length of 2,720 km by 2030. Five more lines with a total length of 1,218 km are planned
after 2050. Cambodia’s Expressway network will be in the pattern of "1 ring road, roads with
7-radial pattern, 1 horizontal line, 1 vertical line". By 2033, the first phase of the expressway
network with a total length of about 800 km will be constructed in the pattern of “1 ring roadand 3 radial-pattern roads” (the 3rd ring road and 3 expressways Phnom Penh Sihanoukville, Phnom Penh - Bavet, and Phnom Penh - Poipet).

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Map 3.3.3.1. Patterns of future Expressway Development Plan in CambodiaA)- 7 radial-pattern roads from Phnom Penh include: Radial-pattern Road No. 1:
Expressway No.1 (EX1) Phnom Penh - Kandal - PreyVeng - Svay Rieng - Bavet, Radial-pattern
Road No. 2, Expressway (EX2) Phnom Penh - Kandal (Cambodia - Vietnam border) along the
Mekong River. Radial-pattern Road No.3: Expressway No.3 (EX3) Phnom Penh-Kandal - Takeo- Kampot - Sihanoukville. Radial-pattern Road No.4: Expressway No.4 (EX4) Phnom Penh Kandal - Kampong Speu - Sihanoukville. Radial-pattern Road No.5: Expressway No.5 (EX5)
Phnom Penh - Kandal - Kampong Chhnang - Pursat - Battambang - Banteay Meanchey - Poipet
border gate. Radial-pattern Road No.6: Expressway No.6 (EX6) Phnom Penh - Kandal - Kampong
Cham - Kampong Chhnang - Kampong Thom - Siem Reap. Radial-pattern Road No.7: Highway
No.7 (EX7) Phnom Penh - Kandal - Kampong Cham - Kratie - Steung Treng - Trapeang Krielborder gate.
B)- 1 East - West Horizontal Road: Expressway No. 9 (EX9) Poipet - Banteay Meanchey- Siem Reap - Preah Vihear - Steung Treng - Ratanakiri - O’Yadao border gate.
C)- 1 South - North Vertical Road: This road has three sections which are expressway
No.9 (EX9A), Siem Reap – Battambang – Pursat - Koh Kong, Expressway No.48 (EX48), KohKong - Sihanoukville, and Expressway No.33 (EX33) Preah Sihanouk - Kampot - Kep.

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Page | 53D)- 1 Ring Road: Phnom Penh ring road No. 3 (EXU1).
E)- Future Expressway Network planned for future development: Expressway N.8(EX8) Phnom Penh - Kampong Cham - Kratie - Mondulkiri - Ratanakkiri, Expressway N.62
(EX62) Kampong Thom - Preah Vihear - Cambodia - Thailand Border, Expressway N.66 (EX66),
Siem Reap - Oddar Meanchey - Cambodia - Thailand border, Expressway No. (EX44), Phnom
Penh - Kampong Speu-, Koh Kong port, and Expressway N.76 (EX76) Kampong Thom - Kratie Mondulkiri - Cambodia - Vietnam border.
3.3.3.2. National and Provincial roads
By 2050, the national and provincial road network will be constructed in the pattern of 9
radial-pattern roads, 6-line horizontal road, and 6-line vertical road, with a total length of 25,412
km, while national and provincial roads will be 21,000 kilometers long by 2033.
Map 3.3.3.2. Form of Cambodia’s National Road Development Plan in 2050

A) 9 radial-pattern road: Radial-Pattern Road No.1: Phnom Penh - Kandal - Prey
Veng - Svay Rieng - Bavet border gate. Radial-Pattern Road No.2: Phnom Penh - Takeo. RadialPattern Road No.3: Phnom Penh - Kandal - Takeo - Kampot - Sihanoukville. Radial-Pattern
Road No.4: Phnom Penh - Kandal - Kampong Speu - Sihanoukville. Radial-Pattern Road No.5:
Phnom Penh - Kampong Chhnang - Kampong Speu - Koh Kong. Radial-Pattern Road No. 6:
Phnom Penh - Kandal - Kampong Chhnang - Pursat - Battambang - Banteay Meanchey - Poipet
border gate. Radial-Pattern Road No. 7: Phnom Penh - Kandal - Kampong Cham - Kampong
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Thom - Siem Reap - Banteay Meanchey. Radial-Pattern Road No.8: Phnom Penh - Kandal Kampong Cham - Tboung Khmum - Kratie - Steung Treng - Trapeang Kreal border gate. RadialPattern Road No. 9: Phnom Penh - Kandal - Prey Veng - Kampong Cham - Tboung Khum Kratie - Mondulkiri - Rattanakiri.
B) 6-line Horizontal Roads: Horizontal Road No. 1: Banteay Meanchey - Oddar
Meanchey - Preah Vihear - Steung Treng - Ratanakkiri. Horizontal Road No.2: Banteay
Meanchey - Oddar Meanchey - Preah Vihear - Steung Treng. Horizontal Road No.3:
Battambang - Siem Reap - Preah Vihear - Steung Treng - Ratanakiri – O’Yadao border gate.
Horizontal Road No.4: Kampong Thom - Kratie - Mondulkiri. Horizontal Road No.5:
Kampong Thom - Kratie - Mondulkiri. Horizontal Road No.6: Kampong Speu - Takeo - Prey Veng.
C) 6-line Vertical Roads: Vertical Road No. 1: Banteay Meanchey - Battambang Pailin-Pursat - Koh Kong - Darasakor airport. Vertical Road No.2: Oddar Meanchey - Siem
Reap - Battambang - Pursat - Koh Kong. Vertical Road No.3: Pursat - Kampong Speu - Kampot.
Vertical Road No.4: Preah Vihear - Kampong Thom - Kampong Chhnang - Kampong Speu.
Vertical Road No.5: Preah Vihear - Steung Treng - Kampong Thom - Prey Veng - Kandal Takeo. Vertical Road No.6: Rattanakiri - Mondulkiri.
3.3.3.3. Ring Roads and Bypasses
Some ring roads and bypasses need to be planned and built for Phnom Penh and someprovincial town centers to connect to different functional areas or cities and to meet the demand
for long-distance transport, which distinguishes between fast and slow transport and long andshort-distance transport to avoid transit and improve transport safety. All transit routes also
play an important role in city and urban development.
A) Phnom Penh Ring Road: three ring roads have been planned for Phnom Penh witha total length of 161 km (as shown in map 3.3.3.3 below). The first ring road, with a length of
18 km, is the main road in Phnom Penh, which was completed and officially opened to use.
The second ring road has a total length of 50 km, in which the road section on the west bankof the Mekong River was built and open to use. The third ring road has a total length of 93 km,
in which 18 kilometers of road was completed, and the remaining section will be built in twophases. Currently, the first phase of 52 km is under construction.

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Map 3.3.3.3 Locations of Phnom Penh Ring Roads

B) Ring roads and other bypasses: Bypasses are planned in the area of Ph’av, Skun,
Kampong Thmor, Kampong Thom, Stoung, Siem Reap, Battambang, Pursat, Kampong Chhnang,
Odong town centers and others, and the outer ring roads in the north side are planned in
Sihanoukville, with a total length of 65 km and other five ring roads, including Ph’av, Skun,
Kampong Thmor, Kampong Thom and Stoung, have completely been built and will open to traffic.
3.3.3.4. Railway Network
The railway network in Cambodia will be developed in two phases. The first phase willbe by 2027, with the existing railway network, and it will be upgraded in the northern line
Phnom Penh - Poi Pet to have the same capacity as the southern line with a speed of 80km/hour
for passenger transport and 40km/hour for cargo transport. In the second phase, by 2033, threeradial railway lines will be built, including (1) the Northern high - speed railway connecting
the Cambodia - Thailand border, (2) Northeast high - speed railway connecting the Cambodia Lao border, (3) High - speed railway connecting Cambodia - Vietnam, and there is also aSouthwest high - speed railway connecting to deep sea port in Sihanoukville and the Northwest
high - speed railway connecting from PP - Kampong Thom - Siem Reap - Serey Sophorn.

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Map.3.3.3.4. Future railway network development plan

3.4. TRANSPORT AND LOGISTICS INFRASTRUCTURE DEVELOPMENT PROJECTSThe result of the traffic forecast recalculation for 2030 based on the road network
planned for development by 2030. (Map 3.4.A.)
The railway network will extend to nine provinces covering about 48% of theCambodian population. The main waterway corridors, such as Tonle Sap and the MekongRiver will be used for transporting goods across the border, and the seaport covers a coastal
area used for import and export goods and international tourists. Air transport will be expanded
to cover 40% to 60% of the land and 70% to 80% of the population.
With the combination of future socio-economic development and the need forconnectivity with the surrounding area as well as the need for logistics development, theconstruction of a comprehensive transport system by 2033 has plans as follow. (Map 3.4.B
and 3.4.C)

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Map 3.4.A. Traffic volume forecast by road network plan for development by 2030 (PCU/day)

Map.3.4. B. Inter-modal transportation development projects in form 3-3-4-2Comprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

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Map.3.4. C. Transport Volume Forecast in 2030 and Logistics Centres Development Plan in Cambodia

3.4.1. Transport Infrastructure Development Projects
3.4.1.1. Road Network and Related Infrastructure Development Projects
By 2033, to increase the interconnection of roads, expressways, national and provincial
roads, roads connected to major transport hubs, main corridors and the other means oftransportation, ring roads, and bypasses. it has been considered:(A) Major expressways•

Construction of 4 expressways (Phnom Penh - Sihanoukville, Phnom Penh - Siem Reap
- Poipet, Phnom Penh - Svay Rieng - Bavet, and Phnom Penh Ring Road 3).
(B) Hub and spoke and major transport links• Completing the construction, improving, and rehabilitating roads with imbalanced intransport capacity and demand. The focus is on National Roads 1, 3, 4, 5, 7 and the newroad of Battambang - Siem Reap, Battambang - Koh Kong (National Road No. 10),
Kampong Thom - Kampong Chhnang (National Road 50C).
• Improving ring roads, bypasses, and transport connectivity point by continuing toconstruct the second and third Phnom Penh ring roads, Sihanoukville bypass and Udong
town centre bypass, Kampong Chhnang city, Battambang city, Pursat city, Siem Reap
city.

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(C) National and provincial road connectivity• Improving the road connectivity with major border gates, strengthening the link
between national and provincial roads and among provincial roads.
• Strengthening the link between provincial roads and national roads on both sides of the
Mekong River, and the construction of bridges across the Mekong River in the Kratie
and Steung Trang district.
(D) Corridors for good consolidation and distribution at the border gates, ports, airports,
and railway stations• Improving the corridors for consolidation and distribution of goods by combining theconstruction plan of major transport links of airports, railway stations, border gates,
ports, and logistics parks, such as Siem Reap Angkor International Airport (New),
Techo International Airport (New), Phnom Penh Autonomous Port, Steung Hav Port,
Union Port and other Special Economic Zones.
(E) Rural roads• Strengthening the quality of rural roads through upgrading, expanding, maintaining,and connecting rural road networks in the northeast and mountainous areas with poor
conditions of living in Steung Treng, Preah Vihear, Pursat, and Ratanakiri provinces,
and also improving roads connecting to industrial parks, tourist sites and agricultural
production area.
To enhance the efficiency, sustainability, and safety of road transport, supporting activities
include:(1) Strengthening the management of road maintenance and improving road safety basedon the set and required technical standards• National roads and provincial roads required timely and efficient maintenance.
• The preparation of road marking and the improvement of sufficient and proper traffic
signs for conveniences of road utilization.
(2) Improving and disseminating traffic laws and legal regulations to raise awarenessamong road users and enhancing road safety• Improving the dissemination and raising public awareness of relevant traffic laws andlegal regulations on road safety to the road users and citizens living along the road andin communities to improve their awareness and obey the law as well as updating andrevising road traffic laws and relevant regulations related to traffic.
• Strengthening monitoring, evaluation, and investigating the violations of transport,
including improving the inspection of cargo trucks, passenger vehicles with installing
global positioning system (GPS) devices and enhancing the inspection on overweightcargo trucks and the violation of traffic laws, laws on roads and related legal regulations.

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•Strengthen the mechanism of technical inspection to prevent trucks and vehicles fromprocessing and installing with no response to relevant safety standards and fromtraveling and ban illegal vehicle processing garages, aiming at eliminating the causesthat endanger traffic safety by vehicles.

3.4.1.2. Railway Network Development Projects
By 2033, the major railways carrying passengers and cargos will be in radial pattern,connecting cities and major ports of the northwest, southeast, and southwest of Cambodia. These
high-speed railways include Phnom Penh-Sihanoukville high-speed railway (the existing Southernrailway has been upgraded to high-speed railway), Phnom Penh-Poipet (the existing Northernrailway has been upgraded to high-speed railway), a new high-speed railway -Phnom PenhKampong-Thom-Siem Reap-Poi Pet, and a new high-speed railway Phnom Penh-Bavet (Railway
connecting to Vietnam).
3.4.1.2.1. Rehabilitation of Phnom Penh-Poipet Railway Line (Existing Northern Railway)
Phnom Penh-Poipet Railway is an existing northern railway line that runs through one of
the most densely populated areas on the southern side of the Tonle Sap Lake. It is not only a bloodvessel of transport connecting Phnom Penh economic centres to Tonle Sap areas, but also an
important corridor for travel and goods transportation between Cambodia and Thailand.
This section of the railway line is an important part of the eastern line of the Asia railway network.
The existing Northern Railway is from Phnom Penh on the eastern side passing Kandal, Kampong
Speu, Kampong Chhnang, Pursat, Battambang, and Banteay Meanchey province, continuing to
the western side connecting with the Thailand railway at Poipet border gateway with a total lengthof 386 km. This line is planned to rehabilitate signs, information tools, and accessory equipment,
problem solving at the railway station, railway, substrate under the railway, bridge, and railway
line, the maintenance of the railway depot, the improvement of the waiting area and passenger
exit-enter in terminal as well as connect with other modes of transportation, and the efficienttransportation arrangements for passengers and goods. In addition, adjusting the radius ofcurvature of the existing railway line will ensure the safety of the train's operation and canaccelerate the speed of the train.
3.4.1.2.2. Rehabilitation of the existing Phnom Penh-Sihanoukville southern railway line
Phnom Penh - Sihanoukville railway is an existing southern line mainly connecting Phnom
Penh city to Sihanoukville Autonomous Port which is a significant deep-sea port in Cambodia andalso a main gate for passenger and goods transport. In addition, it connects Eastern Asia railway
to Phnom Penh - Vietnam railway. This existing Southern railway start from the North of Phnom
Penh to the South along the national road 3 crossing Kandal, Takeo, and Kampot province andends at Sihanoukville Autonomous Port with a total length of 266 km. It mainly focuses on
simultaneous goods and passengers’ transport. For this line, there are plans for rehabilitating signs,
signalling and other equipment; tackling related issues at stations, railway, substrate under the
railway, bridge, and railway track; repairing railway stations; improving the waiting area andComprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

Page | 61boarding gates; linking with other modes of transport; and arranging efficient passengers andgoods transport. In addition, adjusting the radius of curvature of the existing railway line will
ensure the safety of the train operation and can accelerate the speed of the train.
3.4.1.2.3. Construction of Phnom Penh-Bavet Railway (Cambodia - Vietnam Border)
Phnom Penh - Bavet Railway (Cambodia - Vietnam Border) is a main corridor connecting
Cambodia and Vietnam, which connects Phnom Penh city to Ho Chi Minh city. It is also a transport
corridor for Phnom Penh economic centre towards the East. In parallel, it is an important part ofthe eastern railway line of the Asia railway network, jointly connecting with the existing northernrailway and Ho Chi Minh city-Moc Bai border railway in Vietnam. The railway line starts from
Phnom Penh to the Southeast crossing Bassac River, the new terminal of Phnom Penh Autonomous
Port, then extending to the eastern side along National Road No. 1 through Kandal, Prey Veng,
and Svay Rieng provinces and ends at Bavet border (Cambodia-Vietnam border) with a total lengthof about 150 km. It provides main importance for simultaneous good and passenger transport.
After the construction of this railway, passenger trains can run once per day and with a speed of
160 km /hour. The most density of movement of cargos will reach 1.26 million tons/year with the
speed of more than 80 km /hour.
3.4.1.3. Waterway Transport Development Project
The waterway system, planned to be built, has a total length of 930 km, including 500 km
of Mekong River, 260 km of Tonle Sap Lake and Tonle Sap River, 96 km of Bassac River, and 74
km of Steung Sangke. In recent years, according to the rolling out of regulations and rehabilitationof the existing waterways, such as Tonle Sap River from Kampong Chhnang to Phnom Penh, andthe improvement of the Mekong River waterway from Tonle Bet River port to Cambodia -Vietnam
border formed a waterway network that is more accessible to navigate. Aside from the national
waterway network, Cambodia currently also has rivers, canals, and streams with a total length of
820 km for navigation. Those waterways are classified as provincial waterway network levels due
to low grade and unfavourable shipping conditions. To be noted, the construction of the provincial
waterway network is not included in this master plan. To ensure the connection of domestic
waterways in the country, including rivers, canals, and rivers to the sea is more effective and able
to reduce the maximum cost of transportation and to ensure the independence of Cambodia'stransport sector that can compete with neighbouring countries, the construction and navigation
development project “Funan Techo Canal” with a length of 180 km long, connecting Prek Takeoof the Mekong River to Kep province, with 100 meters wide and 4.7meters depth, crossing four
provinces such as Kandal, Takeo, Kampot, and Kep are necessary and historical andcomprehensive projects with strategic conditions and economic benefits of Cambodia.
By 2033, the Tonle Sap, Kampong Chhnang - Phnom Penh waterway level will be
improved, especially for accommodating 2,000-ton ships, the Mekong River waterway, Tonle BetPhnom Penh River port can accommodate 3,000-ton ships and the waterway of Mekong River
Phnom Penh - Cambodia - Vietnam border can receive 5,000-ton ships, and Tonle Sap River Kampong Chhnang - Pursat waterway will be able to receive 500-ton ships at appropriate time.
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Page | 62Re-navigation of the section of waterways in Mekong River, Steung Treng - Tonle Bet River andTonle Bassac river, relying on natural waterways, forms river corridors by using Phnom Penh
Autonomous Port as its core, and other major ports alongside Tonle Sap and Mekong River tofacilitate transportation directly and to transport agricultural products around the Tonle Sap Lakeand international business goods in Phnom Penh, as well as oil and gas along the river. This masterplan focuses on (1) the construction of Phnom Penh Autonomous Port includes: multi-purpose port
(TS3), passenger and tourist terminal (TS1), container terminal LM17, Tonle Bet multi-purpose
terminal (UM2), Prek Anchanh terminal (UM1), multi-purpose terminal (TS11), Mekong port(LM5), Koh Roka multi-purpose terminal (LM26), Prek Kdam port, Kampong Chhnang port,
Kampong Leng terminal port, Chong K’neas port, Sovannaphum port, Boeung Ket port, Chhlong
port and O’ Smach port, (2) the construction of Pursat port and Siem Reap port at any convenienttime, and (3) Reopening transport functions of Steung Treng, Kratie and Battambang port in orderto gradually improve the waterway infrastructures, increase the capacity of river ports to receive
goods, expand the coverage of the port and improve the services of the port, (4) Rehabilitation andexcavation of the Tonle Bassac waterway to connect to the sea in Kep province with a length of
180 km, of which requires the digging of a new waterway to connect from Prek Takeo of the
Mekong River linking to Prek Ta Hing of Tonle Bassac to the Kep sea. This project will build
three canal locks located on Prek Takeo in Kien Svay district of Kandal Province, Svay Daun Keocity of Takeo Province, and Damnak Chang’ aeur district in Kep Province. This project will
construct two strategic ports in Takeo province and Damnak Chang’ aeur in Kep province which
are logistics complex areas, intermodal transport hubs, and other four feeder ports, including
Kampong Trach, Angkor Chey, Angkor Borei, and Sa’ang district, which serve as sub ports andstock and distribution warehouses for the surrounding ports. It shall also build two main roads oneither side of this waterway and build some bridges along this waterway from Kien Svay district
to the sea in Kep province.
3.4.1.4. Maritime Transport Development Projects
Cambodia's coastal ports are divided into three groups: the western port group, the central
port group, and the eastern port group. Among them, the central port group, which has the
Sihanoukville Autonomous Port as its core has more potential due to the important gatesconnecting Cambodia to the world, and is an economic corridor of Phnom Penh - Sihanoukville
Autonomous Port. The western port group and eastern port group mostly serve the industry near
the ports and promotes local economic development.
A) Western Port Group
This group has Koh Kong port as its core and plays a key role to drive the development ofcoastal and surrounding areas. The master plan includes the construction of two new multi-purpose
ports with a capacity of 20,000 tons in Koh Kong port.
B) Central Port Group
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This group has Sihanoukville Autonomous Port as its core, Union port in Koh Kongprovince, Steung Hav port, and Smart port in Koh Kong Province. The development plan includes:
•

•

•

•

•

Union Port in Koh Kong Province: construct a multi-purpose port with a capacity of
50,000 tons and a container terminal with a capacity of 50,000 tons for a short-term plan
and a cruise terminal with a capacity of 100,000 tons for a long-term plan.
Sihanoukville Autonomous Port: construct a container terminal phase 1 with a length of
350m, 14.50-meter depth that can accommodate containers with 4,000 TEUs or vessels
with 60,000 DWT. Construct container terminal phase 2 with a length of 400m, 16.50meter depth that can accommodate containers with 10,000 TEUs or vessels with 120,000
DWT are able to dock and construct a container terminal phase 3 with a length of 430m,
17.50-meter depth that can accommodate containers with15,000 TEUs or vessels with
160,000 DWT are able to dock.
Steung Hav Port: (Atwood investment group port, Cambodian Energy Limited Port,CIIDG Erdos Hongjun Electric Power Port, Sok Kong Co., Ltd. terminal port, CambodiaTela terminal port, L.X.R ASEAN Investment terminal port, and Oknha Mong Port).
Construct a container port 2 with a capacity of 50,000 tons and dredging work for accesschannel for ship with a capacity of 50,000 tons for a short-term plan, construct multipurpose ports with a capacity of 50,000 tons, and one terminal with a capacity of 50,000
tons for coal transportation for a long-term plan.
Smart port of Koh Kong province: construct a terminal port, storage station, anddredging work for access channel for a short-term plan, two multi-purpose ports with acapacity of 50,000 tons, two maritime ports for general uses with a capacity of 50,000 tons
as well as constructing one fishing base for long-term plan.
Other ports such as Tomnob Rolork port, LHR port and PTT port etc.

C) Eastern Port GroupThe Eastern Port Group is dominated by Kampot International Port, Power Clean Energy
Port Co., Ltd, Kampot International Tourism Port, Kep Tourist Port, Jing Kor Import Export Port
Co., Ltd, Kampot Port and other development plans:••

Kampot Port: construct a multi-purpose port with a capacity of 10,000 tons.
Power Clean Energy Port Co., ltd: construct two container ports with a capacity of
50,000 tons, construct two bulk cargo terminals, with a capacity of 20,000 tons anddredging work for access channel for ships with weigh of 50,000 tons.

3.4.1.5. Civil Aviation Development Projects
By 2033, four airports, including Darasakor International Airport, Koh Kong Airport,
Poipet Airport, and Mondulkiri Provincial Airport will be built and operated. The layout andComprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

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aviation network will be further renovated, namely Phnom Penh International Airport, Siem Reap
International Airport, and Sihanoukville International Airport by further adding support capacityand extending the scope of transport services and level of services to boost competitiveness.
The existing Phnom Penh and Siem Reap International Airports will no longer operate after the
opening of Siem Reap Angkor International Airport (new) and Techo International Airport (new).
Thus, development Plan, including Techo International Airport (New) will become a 4F category
airport, and Siem Reap Angkor International Airport (new), Sihanoukville International Airport,
and Darasakor International Airport will become a 4E category airport, while Koh Kong Airport(new), Poipet Airport (new) and Mondulkiri Airport (new) will become a 4C category airport.
3.4.1.6. Transport Hub Development Projects(1). Phnom Penh
Phnom Penh Transport Hub Project includes: (1) to improve and modernize thetransportation system, and set up a diversified international transport hub with regional
competition, (2) to promote the construction of a diversified transport hub to strengthen
connectivity of all means of transportation, to improve the consolidation and distribution system,and to fulfil a better role in supporting and a leading transportation system in the Phnom Penh
Economic Centre and (3) to strengthen the construction of the Phnom Penh Autonomous Port, newPhnom Penh International Airports, expressways, ring roads, railways, and the logistics
complexes. The development plans are as follows:(A) to improve the functions of the International Aviation Gateway for Phnom Penh
International Airport through establishing “flight networks nationwide in Cambodia, connectingwith ASEAN and East Asia, the Middle East, West Asia, and Europe” for Phnom Penh
International Airport with the amount of 11 to 12.5 million passengers and 280,000-310,000 tonsof goods and integration of a new Phnom Penh International Airport with urban transport andrailway development plan.
(B) to construct a National Railway Centre: (1) to establish a railway transportation systemwith Phnom Penh as its core and connect to Poipet, Bavet, and Sihanoukville, (2) to construct a
Phnom Penh - Cambodia - Vietnam border as well as repair and upgrade the existing railways for
integration with ASEAN and regional economic cooperation, (3) to give a full role and takeadvantages of rail freight through improving consolidation and distribution systems of intermodaltransport, road-railways and railway-waterways and increase the efficiency and level of railtransport services. Major construction projects are the reconstruction and expansion of Phnom
Penh Railway Station, including the construction of the new Phnom Penh - Bavet railway(Cambodia-Vietnam border) and railway section connecting Phnom Penh - Phnom Penh
Autonomous Port, which is under a new railway construction plan of Phnom Penh - Bavet.

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(C) to construct a road network in the pattern of “3 ring roads + 7 radial-pattern roads”,
construct a new Phnom Penh International Airport and a corridor for consolidation and distributionof goods in Phnom Penh Autonomous Port. Major construction plans include Phnom Penh
expressway - Sihanoukville Autonomous Port, expressway Phnom Penh - Bavet, expressway
Phnom Penh-Poipet, Phnom Penh Ring Road II (Phase 2), Phnom Penh Ring Road III, National
Roads 20, 21 and 42.
(D) to construct waterway transport hub: to focus on tackling difficulties in the constructionof inter-modal transportation, railways-waterway and waterways-waterway, and dredging for
expansion of waterways, rehabilitation of waterways from Phnom Penh to the Cambodia-Vietnam
border, from Phnom Penh to Tonle Bet Port and from Phnom Penh to Kampong Chhnang, andstart the construction of bulk cargo terminal and expansion of container port terminal phase 4 and
5 of container port terminal, LM17 and development project of river terminal port along the rivers,
including multi-purpose terminal TS3 and TS1, multi-purpose Tonle Bet Port (UM2), Prek Ang
Chanh multi-purpose port (UM1), multi-purpose port (TS11), Koh Roka multi-purpose port
(LM26) and other port terminals.
(E) to construct Logistics Complex: to construct Phnom Penh Logistics Complex, toimprove some functions such as filling out customs clearance procedures for import and export
goods, consolidation and distribution of goods, goods flow, inspection of goods and logistics
information services, etc. Major construction projects include a railway connecting to the container
terminal of Phnom Penh Autonomous Port, roads connecting a new Techo International Airport
with the terminal port of Phnom Penh Autonomous Port, and the construction of Phnom Penh
Logistics Complex project.
(2) Preah Sihanoukville
Sihanoukville transportation hub project includes : (1) to improve a comprehensive andmodern transportation system through constructing a competitive international coastal port centresin the region, promoting the integration of a diversified transport hub, strengthening inter-modaltransport connectivity to improve the consolidation and distribution system, and developing the
economy with ports as its core and (2) to construct Sihanoukville Transport hub and major airports,
to strengthen the construction of expressways and ring roads along the coastal areas and southerntransport corridors, and the construction of Sihanoukville Logistics Complex. Specificdevelopment plans are as follows:•

To construct a container terminal phase 1 with 350m long, 14.50m depth that canaccommodate containers with 4,000 TEUs or vessels with 60,000 DWT (2022-2026), andto construct a container terminal phase 2 with 400m long, 16.50m depth that canaccommodate containers with 10,000 TEUs or vessels with 120,000 DWT. To construct a

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•container terminal phase 3 with a length of 430m, 17.50m depth that can accommodate
containers with 15,000 TEUs or vessels with 160,000 DWT (2026-2030).
To construct two new expressways, including Phnom Penh-Sihanoukville Expressway and
Koh Kong-Sihanoukville-Kampot Expressway, to construct Sihanoukville highway to bea Sihanouk ring road, to renovate National Roads No. 4 and No. 45, and to construct a
railway connecting to Steung Hav Port.

•

To rebuild the existing southern railway to extend volume of transit cargo with the amountof two million tons/year by 2030 and build a railway connecting to Steung Hav port.

•

To expand and promote Sihanoukville International Airport. After upgrading the airport tocategory 4E, the runway, airport terminals and landing areas will expand and freightfacilities will be improved. The annual number of passengers will increase from 3 million
to 4 million.

•

To construct Sihanoukville Logistics Complex which can operate the customs clearance
procedures for import and export goods, customs bonded warehouse and intermodaltransport connectivity, etc.

3.4.2. Logistics Infrastructure Development Projects
The logistics corridors, which will be improved, include: (1) to closely link between
economic transport and the demand of logistics distribution, (2) to promote the construction oftransport infrastructure to improve the logistics corridor situation, (3) to further concentrate onconnecting and intermodal transport, (4) to strengthen the functions of collection, distribution andtransportation services and (5) to improve the status of fast and efficient freight services. The
logistics centres support the external transport nodes and shall be developed in the form of "2 corecities, 2 major poles, and N-centres (2-2-N)" by geographical locations, enriching with industrial
hubs and high logistics demand such as Phnom Penh, Preah Sihanoukville, Poipet, Bavet, Siem
Reap, Kampot, Kampong Cham, Battambang, Pursat, Banteay Meanchey and Kampong Thom.
3.4.2.1. 2 Core Cities / Logistics Complexes
The foundation location of logistics is a common core of the logistics infrastructure
network in the region and focuses on large-scale logistics operations and broaden and busy services.
The strategy of location selection is an intersection of the main freight corridor and transport hubs,
which are mostly near the intersection of expressways, airports, train stations, etc., and shall selectthe locations, being at the linkage of the transport hubs that are far from town centres to accessadequate land areas for development;A) - Phnom Penh Logistics Complex (Complex) improves main functions such as customs
clearance for import and export, intermodal transport, consolidation and distribution of goods,
inspection of goods and logistics information services depending on the Phnom Penh
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comprehensive transport hub and linking with industrial development and the demand of importand export in Phnom Penh to improve the level and efficiency of logistics services. The selected
location should be an intersection between means of transportation. In the northwest of Phnom
Penh near the airport and warehouses, the train station is a good location for building branches of
the Phnom Penh Logistics Complex at the northwest, which is along National Roads 3 and 4. In
the southeast of Phnom Penh near Phnom Penh Autonomous Port, it is the ideal location forbuilding another branch of Phnom Penh Logistics Complex at the southeast (along the nationalroad 1 and 2). Phnom Penh Logistics Complex will be built on an area of 150 hectares which canbe constructed by phases and targets based on the actual requirements.
B) - Sihanoukville Logistics Complex (Complex) improves main functions such ascompleting the customs clearance for import and export, customs bonded warehouses, intermodaltransport, consolidation and distribution of goods, inspection of goods and logistics information
services and depending on the Sihanoukville Autonomous Port as well as connecting with theneeds for industrial development. The selected locations shall link together with the development
projects of the Inland Container Deport of PAS. Sihanoukville logistics complex has been
constructed on an area of 100 hectares.
3.4.2.2. 2 Logistics Parks
The logical park is a joint connected area of logistic infrastructure networks and a locationor enterprise that provides a variety of logistic activities and a comprehensive information network.
The principles of location selection should be built in conjunction with freight corridors and maintransport hubs which normally located in the intersection of expressways or a large concentrationof road transportations. The location should be far away from the town centres to have enoughland for the construction.
A)- Poi Pet Logistics Park functions to promote trade development, industrial production
transfer on the Cambodian-Thai border, export-import services along the Cambodian-Thai borderand helps improve the quality of logistics services along the border and boosts the competition in
the region. It should be in the economic zone of Poipet border and along National Road 5 (Phnom
Penh - Poipet) near the warehouse of Poipet Railway station and it should be built on an area of
80 hectares.
B) Bavet Logistics Park functions to promote trade development, industrial production
transfer on the Cambodia-Vietnam border, export and import services along the CambodiaVietnam border and helps improve the capacity of export process and the quality of logistics
services along Cambodia border and boost the competition in the region. The location of the park
should be selected along National Road 1 (Phnom Penh - Bavet) near the warehouse of Bavet
Railway station in the economic zone of the Bavet border next to the Manhattan SEZ and it should
be built on an area of 70 hectares.

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3.4.2.3. N Centres
The N Centre is a logistics linkage point of a highly professional logistics infrastructure
network which provides supporting services to logistics sector needed for trading, agriculture, andindustry at certain locations. The selected location based on the status and operation of the typesof industry, N Centres shall be developed along expressways, cities, and regions with various
functions.
A) - Siem Reap business and trade logistics Centre functions to provide logistics
supporting services for the needs of tourism and international trade, as well as improve the qualityof logistics services and boost the development of tourism and international trade. It can be in theeconomic park of Siem Reap Angkor International Airport (new) and on an area of 50 hectares.
B) - Kampot industrial Logistics Centre functions to provide supporting services for theneeds of logistics of the industrial sector in Kampot province, focusing on the main products suchas steel, cement, etc. In addition, it also helps to improve the quality of logistics services for theindustry and promote the modernization of Cambodia's industry as well. It shall be in the locationof Kampot Port along National Road 3 near the warehouse of train station in Kampot Province andit shall be built on an area of 50 hectares.
C) Kampong Cham Agricultural Logistics Centre functions to provide logistics services
to support the transportation of agricultural products such as rice and rubber in Kampong Chamand surrounding areas, particularly to improve the quality of logistics services for agriculture,
which will be able to promote the agricultural industrialization in Cambodia. It should be in theoutskirts of Kampong Cham near the Mekong River along the road from Phnom Penh to Steung
Treng and on an area of 50 hectares.
D) - Logistics centres for grain in Battambang, Pursat, Banteay Meanchey, andKampong Thom province functions to provide the location for storage, packaging, distribution
and other supporting services for rice transportation and export to other provinces in Cambodia toimprove the quality of logistics services and help boost the export of Cambodian agricultural
products. The location of the park shall be selected by using a multi-centre model focusing on fivelocations, including Maung Russey and Bavel districts in Battambang province, Bakan district inPursat province, Preah Net Preah district in Banteay Meanchey province and Stoung district in
Kampong Thom province. Each location shall be on an area of 30 hectares. Based on the needs of
new industrial development and areas for the construction of future logistics complexes, namely
Kampong Chhnang, Takeo, Koh Kong, and Kratie. Thus, the location for logistics complex
development shall be reserved and in an appropriate scheduling for logistics complex construction
to establish an intertwining logistics connection hub system.

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3.4.2.4. Logistics Services Promotion(1) Launching advanced technologies and new logistics businesses
The public sector provides physical infrastructure and public services to make private
sector to run business and provide services effectively. In this sense, there is necessary to promote
the quality and diversification of logistics services by enhancing the capacity of private service
providers. The provision of rich transportation, and diversified and modern logistics services withboosting competitiveness in the sector will help achieve international standards and increase
competitiveness in the local market.
In the global logistics industry, modern technologies and new businesses have developed
in response to the diversification and modernization of the export, but many of these newtechnologies and businesses have not yet been developed in Cambodia. During the implementation,
the master plan requires logistics expertise in the context of technologies and modern businesstypes which are expected to significantly increase as follows:-

Less-Container Load (LCL)
E-Commerce
Last-mile Delivery for the needs of domestic and international distribution of goods andonline shopping which are on the increasing trends
Tracking and Tracing using GPS
Cold Chain responding to the need of fresh and frozen food and development of agroindustry
Vendor Management Inventory (VMI)
Green logistics and transport, etc.

These projects mainly encourage to utilize new technologies and services which are mostly
the initiatives of private sector and expected the investments will be made by the private sector as
well.
(2) Establishment of Smart logistics information platform
The modernization of information technology and smart logistics sector is a strong signand guarantee in the transition toward a modern field of logistics. These goals can be achieved
through building a national data management system for the interconnected logistics sector, as
well as establishing a public logistics information platform, focusing on three levels: government,
logistics parks, and association and enterprises that will help establish Smart Logistics Information
System to promote logistics software knowledge in Cambodia. The development of effective andsmart logistics platform includes:(A) Big data centre for logistics sector based on the internet plus (Internet+), the logistics
sector necessarily needs some development, including building a big data centre for intertwining
national and sub-national logistics level combining with data from private sector using modern
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technology (Cloud and big data technology), setting up road management system and tracking
systems for movement of vehicles and cargoes via data collection, smart sharing and analysis
technology, facilitating the implementation of logistics standards and promoting information
sharing and exchange within the entire logistics industry chain. The three functions, which arenecessary for utilising data, includes data display, forecasting, and decision support.
(B) Logistics Services Management Platform of the Government the management
platform preparation is based on the foundation of licensing, information, data exchange, andservice system". It has to focus on some necessary tasks, including establishment of smart andstandard logistics systems and user-friendly, low cost, promote the development and environment
for logistics sector through collecting, transferring and managing data, inspecting safety operation
and assessing the credit of enterprises.
(C) Information System Platform for Smart Logistics Park the system has been directed
and developed by a company that manages the park to ensure the storage, transfer, and process of
information are made in an intertwining, timely and interactive manner. The key functions of thesystem include information sharing (disclosure of information), project data collection(corporations), financing and supporting services for enterprises in the logistics park. The
information management of the logistics park is organized by an interconnected system,
interconnected and advanced technology platform such as transferring wireless video and card
utilizing services.
(3) Strengthening management and human resources capacity in logistics sector
The logistics sector in Cambodia requires strengthening and expansion of logistics training
to ensure the level of enterprises services and highly professional human resources and construct
an effective logistics management system. Thus, there is an importance to establish an entity or
institution which is responsible for promoting human resources development and services focusing
on three levels namely logistics associations, logistics companies, and providing trainings to
employees of companies
The strengthening the capacity of management and human resources in logistics sector are
as follows:(A). Establishing the Secretariat of National Logistics Council and National Logistics
Steering Committee of Cambodia the establishment of the Secretariat of National Logistics
Council and National Logistics Steering Committee to monitor and evaluate the annual reports on
the implementation of the master plan at the national level, to strengthen services management, toallocate resources, and to upgrade the technology of logistics companies, to promote thedevelopment and the establishment of information systems include big data centres for the logistics

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sector and the implementation of the logistics master plan. The responsible entity, secretariat, has
the responsibility for carrying out daily tasks and reporting directly to the National Logistics
Council and the National Logistics Steering Committee.
(B) Establishment of logistics associations at national and provincial level provides
support to Cambodia Logistics Association for facilitating with various logistics companies
through working together with other associations. The General Department of Logistics of the
Ministry of Public Works and Transport should take lead in the integration and establishment of
the national logistics association and the establishment of branches in the provinces to strengthen
relations with logistics companies, especially large companies aiming at promoting thedevelopment and progress of logistics companies through integration and resource allocation
mechanisms.
(C) Preparation to establish the educational and development institutions for logistics
companies establishing educational and development institutions for logistics companies in
conjunction with policies includes promoting investment and supporting business capital,
providing support both services and policies, and encouragement to attract foreign direct
investments. They will play an active role in disseminating and stimulating private companies tohave integrations and restructuring, promoting growth of small and medium companies, andstrengthening the institutional capacity by focusing on education and development.
(D) Establishment of logistics vocational training centres sets up logistics vocational
training centres to provide trainings to the government officials, employees of private companies
and students. The centres can be built in Phnom Penh and gradually expanded to target provinces
such as Sihanoukville, Bavet and Poipet. To enhance the capacity of private logistics services,
especially for drivers as well as heavy trucks, trucks with trailers, and specialized vehicles is alsoessential to reduce traffic accidents and traffic law violations, which lead to unreasonable andunexpected delays and unsafe cargo transportation. Improving driving skill is a prerequisite for
improving logistics services.
(4) Public-private dialogue and marketing promotion mechanisms
In line with the rapid growth of the economy and population in Cambodia, logistics services
are expected to be more effective in the future. The public-private cooperation is considered as themost importance for creating a better business environment, but the consideration and cooperation
are still limited. The opportunities for public-private dialogue should be established, especially theregular discussions on transport and logistics industry to modernize the logistics services and meetthe demand of logistics which will increase in the future. Strengthening a marketing mechanism
should be held through establishing exclusive competitiveness and promoting the efficiency andlogistic services via starting up private businesses, including public sector participation (PSP) andfair competition.
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(5) Trade procedure improvement and regional connectivity enhancement
The master plan will focus on facilitating cross-border activities and trade throughpromoting cross-border operations and export-import procedures and cross border transport. Fastborder crossing, low cost, and transparency needs simple measures and high compliance electronicsystems. Thus, this measure is form based on Port Electronic Data Interchange (Port EDI), Port
Management System, and Cambodia National Single Window (CNSW) implementation etc. It also
includes increasing the number of traders who well apply the measures through improving
incentive mechanisms for the best traders and building institutional capacity for customs, customs
brokers, and logistics service providers.
The efficiency of cross-border trading and ports with the facilitation of import-export
licenses and adequate technology utilization such as the Cambodia National Single Window(CNSW) and the ASEAN Single Window (ASW) will enable seamlessness, convenience, fast, fair
price, transparency, and flexibility for traders and passengers who comply with the requirementsof good governance. In parallel with the implementation of the ICT system, customs clearance
procedures will be inspected based on increasing the number of best traders, installing service
counters between the office and waiting areas and the implementation of accepting "original copy"
for the attachment of customs declaration documents. They are expected to promote better crossborder business management and trade procedures.
The Container Terminal Management System (CTMS) and Single Window System (SWS)
are already connected to the shipping agencies and railway companies to exchange the necessary
information. However, there is no relationship between trucking companies and dry port operators.
Within the connection with the transport companies, Sihanoukville Autonomous Port (PAS) isable to reduce congestions in front of and in the compound of the port. Single Window System(SWS) receives invoicing information on port utilisation and creates invoices for fees and service
charges. However, payments are made manually (not fully use a computer system).
The Cambodia National Single Window System (CNSW) is a system developed andlaunched for relevant competent ministries and institutions in issuing licenses, certificates, andother documents (LPCO) in electronic form for export and import goods, replacing paperwork
document utilisations. Currently, the system is connected to Automation System Customs Data
(ASYCUDA) in exchanging electronic data for customs clearance. ASYCUDA has a special
function which is rarely available in the systems of the government. It is risk management module
which functions to assess the level of risk of exported and imported goods and allows customs
officials to focus on high-risk goods and provide maximum facilitations for non-risk goods, which
is an important part of implementing the policy of trade facilitation through risk management of
the Royal Government of Cambodia.

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The capacity of ship inbound-outbound procedures and port management will be enhanced
through the implementation of Port EDI and port management systems. The Port Electronic Data
Interchange system (Port EDI) is a large-scale modernization of vessel traffic controls in Cambodia
via transforming from manual to online work. Nowadays, all ship inbound-outbound procedures
are taking long times and complicated. However, when the Port EDI system is operated, it will
make an easier process, time saving, efficiency and transparency as well. Providing theinformation in advance through Port EDI will facilitate effective port managements to reduce
congestions since port management systems (CTMS and SWS) will be directly connected toshipping companies and dry port operators.
The reciprocal connectivity of means of transportation is a catalyst for efficient andseamless freight traffic in international and domestic markets. The effective intermodal transportand logistics systems will contribute to the operations through reducing time and cost of delivering
goods to consumers and increasing competitiveness for local industries. In other words, it is a
powerful tool for accelerating connectivity to global supply chains and helping connect key exportindustries to international markets as well. The transport infrastructure investments are important
not only for the economic point of view, but also important for promoting public transport, andregion to region connectivity to better improve the supply and distribution of goods. Therefore,
Cambodia's participation in Cross Border Transport Agreement (CBTA) is significant to ensure
the smooth flow of goods, services, and passengers at the border crossing, trade facilitation andpromote the competitiveness of the country.
(6) Measures, Policies, and Regulations supporting frameworks (strategy) of Intermodal
Transport Development
Based on existing laws, regulations, and policies related to the logistics sector in Cambodia
and the experience of logistics policies of other countries around the world, Cambodia is able toorganize, disseminate, and strengthen the implementation of policy frameworks to support
logistics sector through focusing on the development of laws and regulations, research, feasibility
studies, environmental impact assessment, and cost and benefit analysis.
Strengthening the legal framework for transport and logistics systems, and theestablishment of self-sustaining mechanisms should be conducted for the implementation of themaster plans and improvement of future logistics services in response to the trade and internationaltransport volume, global agreements as well as relevant local institutions. Accelerating crossborder trade agreements and strengthening relevant legal frameworks such as law on inland waterand port transportation, law on railways, law on land transport, and technical and regulation
standards are essential to strengthen Cambodia's competitiveness in ASEAN and the Greater
Mekong Subregion.

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Further negotiations on Cross Border Trade Agreement in the Greater Mekong Subregion(CBTA), Bilateral Agreements and ASEAN Framework Agreement on Facilitation of Goods inTransit (AFAFGIT) are highly compulsory. Tariff and non-tariff barriers along the Cambodian
border remain the main problems and disadvantages for the export industry and increasing importprices. In addition, as a member of World Trade Organisation, the Greater Mekong Subregion and
ASEAN, Cambodia has obligations under these agreements. Legal framework coordination suchas consensus of Harmonisation of Standards needs continue discussing and negotiating withneighbouring countries to expedite fast and comprehensive implementation of these agreements.

4. THE MASTER PLAN IMPLEMENTATION
The master plan will implement based on the determination of priority project list, common
financing and facilitating framework mechanisms and monitoring the implementation of the Royal
Government.
4.1. Criteria for Project Priorities and Project Implementation Cycle
This master plan identifies a list of preliminary priority projects that will be a solid foundation
during the implementation phase for improving and reinforcing through the arrangement ofinvestment framework and specific project lists based on principles and rules aligning with themechanism of public investment management:• Rationalization principles: are necessary or important projects to socio-economic andenvironmental aspects as well as responding to the priority needs of the National Strategic
Development Plan, and policy and other related strategies.
• Economic and financial principles: have economic and financial benefits by the set
conditions.
• Best option principles: have comparative advantage and higher economic and social
benefits compared to other project options.
• Budget affordability principles: budget requirements for investment, operations, andmaintenance shall be within budget sustainability and integrated into the medium-term
public financial framework, medium-term budget framework, budget strategic plan, andannual budget.
• Applicable principles: project components, approaches, mechanisms, structures, and theinstitutional capacity for project management and implementation shall meet the actual
needs and context of Cambodia.
• Green development principles: there shall be a balance between economic andenvironmental, social and cultural development to achieve national economic development
goals.
• Project implementation readiness principles: there shall be consideration and guideline
preparation on project management, project implementation and resettlement plan resulting
from development projects, environmental management plan, project procurement plan,
and as well as annual activities and budget plan.
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In parallel, the project implementation process shall be aligning with common procedures andcycles of public investment projects, including:• Project identification and preparation of preliminary project proposals• Feasibility study and evaluation of project proposals• Review and evaluation of project proposals• Selection of project proposals and budgeting• Project management and implementation• Project revision• Utilisation of construction infrastructure under the projects, and• Evaluation of project completion.
The cycle of the project preparation and implementation in this master plan will abide by the
public investment projects with eight phases as described above. In more detail, the first andsecond phases, which are the stages of identification and preparation of preliminary projects andfeasibility studies and evaluation of official project proposals are under the jurisdiction of the
National Logistics Council to decide and approve, while the National Logistics Steering
Committee is in charge of coordinating based on basic technical principles and the participation of
relevant ministries and institutions according to their respective functions and responsibilities astechnical institutions.
Figure 4.1. Flow or stages of the project cycle under the Comprehensive Master Plan on
Intermodal Transport and Logistics in Cambodia 2023-2033
Facilitated by National Logistics Council

Phase 1: Identificationand preparation of
preliminary project
proposalPhase 2: Feasibility
studies and evaluationof official project
proposalPhase 3: Project
proposal review by
non-project proposal
ownerPhase 4: Project
selection and budgeting

Phase 5: Project
management andimplementation

Phase 6: Projectmodification

Phase 7: Operational
Infrastructure

Phase 8: Evaluation ofproject completion

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4.2. Financing Framework
This master plan framework has 174 priority projects and are divided into modes oftransportation, but mostly are road construction projects. These projects have the investment costof around 36,679 million dollars, conducted before the COVID-19 outbreak and with a low
inflation rate. Responding to the demand of investment, supporting financing will abide by theprinciples of public investment with three major sources, including (1) national budget financing,(2) oversea financing, and (3) public-private partnership mechanism:• National Budget Financing: focuses on public investment projects (both national andsub-national) aiming at responding to urgent and low hanging fruit priority demands from theRoyal Government and with a small amount of money and less complexity that attract domestic
companies and enterprises to engage. In general, this type of project does not have the feasibility
study and preparation of comprehensive project proposals, as there is no financial mechanism tosupport the study. However, in the context of new development, public investment projects
financed by national budget are becoming more complex, requiring larger amount of budget andlonger time for implementation.
• Overseas Financing: contraries to public investment projects financed by the national
budget, oversea financing is used to support large and complex investment projects and requires
foreign expertise and experience through the participation of construction companies andinternational consultants. With a large amount of money, the project takes a long time (over a year
or more than one year), especially needs to go through comprehensive feasibility studies before adecision made by the government and generally supported by grants, technical assistance, ordevelopment funds from development partners.
•

Public-Private Partnership Mechanism: focuses on projects with huge amounts offinancing which are hard for national financing to meet or to alleviate the national fiscal
burden. On the other hand, it is also in the category of projects the country has to rely onskills or techniques of the private sector to operate or manage physical infrastructures
before transferring skills to government officials to carry on. To be noted, the previous
public-private partnership mechanisms of both solicited and unsolicited projects focus on
several priority sectors include hydropower, expressways, airports, railways, etc. At thesame time, the feasibility study relies heavily on the support of the private sector, especiallycompanies being interested in those investment projects or request for support fromdevelopment partners, while the government is studying the possibility of establishing afinancing mechanism to support the study.

In general, these public investment financing mechanisms are limited or respective limited
threshold to ensure sustainability, fiscal sustainability and public debt. Through the annual publicfinancial framework, domestic financing investment has steadily increased from US $ 593 million
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(2.96% of GDP) in 2016 to US $ 1,203 million (4.44% of GDP) in 2019 3. Of this amount, about
85% is spent on physical infrastructure projects, which focus on maintenance and repair and smallscale investment projects, especially rural roads and small-scale irrigation project. At the sametime, most projects focus on transport infrastructure, accounting for about 60% of the country's
financing. However, the possibility of investment from both sources entirely depends on domestic
revenue collection which generally has a close connection with economic growth and activities. It
means, if GDP is expected to grow well for the next year, the potential for domestic revenue
collection will increase and lead to more well-planned investment expenditures in the country.
Foreign financing investment has the same growth trend, rising from US $ 945 million(4.72% of GDP) in 2016 to US $ 1,240 million (4.57% of GDP) in 2019. Generally, about 80% of
this size is used to support physical infrastructure investment, mostly transport infrastructure, orin other words, the transport sector investment absorbs between 45% and 50% of foreign
investment. In addition, the limited threshold of foreign financing investment depends on theability of Cambodia to borrow oversea public debt. Through the Public Debt Management Strategy
2019-2023, the Royal Government sets the size of new oversea loans for 2019-2023 in the rangeof US $ 1.5 billion to US $ 2 billion / year and will increase in necessary circumstances to around
US $ 3 billion / year, but the size of new overseas loans in the next five years should not exceed
11 billion US dollars (equivalent to about 15 billion US dollars). In this sense, the size ofsustainable debt can reach an average of about 3 billion US dollars per year.
In separation, public-private partnership investments from 1995 to 2021 have amounted to
6,365 million US dollars, of which transport infrastructure investment accounted for about $3,285
million, of which 51% were on airport and expressway projects. However, this mechanism is in
the process of “Learning by doing”, which needs to build trust between the public and private
sector through the development of comprehensive legal and standard frameworks in all aspects
and promote transparent implementation. This means that the mechanism has not become a leading
financing mechanism for Cambodia in the near future.
4

The financing framework to support the implementation of this master plan has been
considered in stages, aligning with a time frame of the prioritized project list preparation, but
focusing on a short and medium-term framework (2023-2027) while the long-term framework(2028-2033) will be considered in the next phase (during the mid-term evaluation). Generally,
the total financing requirement for a short and medium term (5 years) is approximately 19,926
million US dollars, equivalent to 10.2% of GDP between 2023-2027. Through this total financing
requirement, the average annual financing is around US $ 3,985 million, which needs to be divided
into three major sources of financing:

3

Investment financing in Cambodia has risen rapidly from the year 2000 (1,583 million USD) and 2021 (1,684 million USD) andextended to 2022 and 2023 because of the Covid-19 prevention policy.
4

The size of investment may be even larger if the data entry is much more accurate.

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Page | 78•National Budget Financing: is expected to play a significant role in supporting the demandof public investment, especially transport infrastructure. On average, national budget
financing can afford the demands of public investment on transport infrastructure foraround 2.9% of GDP and with a steady growth trend for a medium and long term. It is
expected to be uncertain due to local income levels and other factors.

•

Overseas Financing: total sustainability is in 2.1% of GDP on average per year and witha steady trend for a medium and long term. This is highly stable compared to other sources
but challenges with the division of another priority, which is also a burden of the Royal
Government, especially a social aspect.

•

Public-Private Partnership Mechanism: based on the above estimates, the public-private
partnership mechanism necessarily needs to be supplemented at 5.3% of GDP on average,
which is a large scale. However, the financing demand from this source will decrease for a
medium- and long-term trend, while the availability of the national budget financing isgetting better.

The following table details the sources of financing to support the annual implementationof the master plan, which is variable depending on the availability of funding sources. At the sametime, this consideration is made in the scenario of economic growth returning to a high growthtrend (around 7% / year) as the Gross Domestic Product is able to maintain growth around 10%
for a long term, while the fiscal tax sector should be kept within the budget balance and the
projected budget deficit does not exceed 7.0% of GDP. In this regard, the risk of financing for
supporting projects within the master plan framework is high, especially the national budget
financing and public-private partnership mechanisms. Therefore, setting an actual financing
amount by respective source will be decided at the implementation stage in parallel with the actual
action plan, based on the list of preliminary priority projects.
Financing by main sources for short and medium term (2023-2027)
Million USD
National Budget
Financing
Overseas Financing
Public-Private
Partnership Mechanism

2023
1,491

2024
741

2025
955

2026
1,135

2027
1,286

Average
1,122

759
1,734

764
2,481

783
2,246

833
2,017

1,020
1,679

832
2,031

(Compared to GDP %)National Budget
Financing
Overseas Financing
Public-Private
Partnership Mechanism

2023
4.6

2024
2.1

2025
2.5

2026
2.7

2027
2.8

Average
2.9

2.4
5.4

2.2
7.1

2.0
5.8

2.0
4.8

2.2
3.6

2.1
5.3

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4.3. Implementation Facilitation, Monitoring and Evaluation Mechanisms
4.3.1. Institutional Mechanisms
A simple and effective mechanism is considered to use the basic existing mechanisms
linking with strengthening and improvement to ensure the successful implementation of thismaster plan. The institutional mechanism to promote the implementation of this master planconsists of: (1). National Logistics Council (NLC), (2) National Logistics Steering Committee(NLSC), (3) Transport and Logistics Advisory Board, and (4) Secretariat. The NLC, NLSC, andthe Secretariat, which are the existing mechanisms, will have more roles and responsibilities infacilitation and boosting the implementation of the Comprehensive Master Plan on Cambodia
Intermodal Transport and Logistics System 2023-2033. At the same time, the Transport andLogistics Advisory Board, an additional and new institutional mechanism, will be organizedthrough the management and decision of the National Logistics Council.
Figure 4.3.1. Institutional mechanisms
National Logistics Council

National Logistics Steering Committee

Transport and Logistics Advisory Board

Secretariat

The National Logistics Council5
The National Logistics Council3
The National Logistics Council is a top executing agency of the Royal Government in leading,managing and promoting the development of the logistics sector of the Kingdom of Cambodia. In
addition to the core and general roles in term of logistics sector, the National Logistics Council
will have an additional and specific role with an aim to promote the effective implementation of
the Comprehensive Master Plan on Cambodia Intermodal transport and Logistic System 20232033 as follows:

5

Royal Decree on Roles and Responsibilities of the National Logistics Council dated 24 November 2017

Comprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

Page | 80

-

-

-

Provide policy recommendations to guide the effective implementation of this master planand respond to the set goals and timeframe
Make recommendations to the Royal Government on action plans (priority projects) andinvestment plans on intermodal transport infrastructure development projects for a short,medium and long term
Provide recommendations and coordination on promoting cooperation among theministries and institutions in charge of implementing the action plans of this master planframework.
Provide recommendations on monitoring and evaluation the implementation of the masterplan and effective implementation mechanisms andPerform other duties as necessary.

The National Logistics Steering Committee
NLSC, an existing institutional mechanism, will act as a direct executing agency, adding
to its general roles, to support the National Logistics Council in implementing this master plan
through the following significant roles:---

Prepare and promote the implementation of short-medium and long-term action plans inaccordance with the list of preliminary projects of this master plan
Prepare short-medium and long-term public investment plans in accordance with actionplans identified and prioritized in public investment project proposals, based on the
direction of the master plan to request supports from the Royal Government through the
National Logistics Council
Engage in promoting domestic and international partnerships and cooperation for theconstruction and development of intermodal transport system
Engage in mobilizing financial resources, technical resources and human resources in an
intention to construct and develop intermodal transport system
Encourage engagement and support the participation in promoting the construction anddevelopment of the intermodal transport system from all stakeholders
Promote the constructing and sharing data to increase synergy and innovation among the
public and private sector to accelerate the development of intermodal transport system
Perform other roles and responsibilities assigned by the National Logistics Council.

The Secretariat
The Secretariat serves as a technical executing agency for the National Logistics Steering
Committee. Therefore, to fulfil this role and responsibilities successfully, the capacity of thesecretariat will be strengthened by providing adequate resources according to specific needs,
including human and financial resources. The Secretariat has the following roles andresponsibilities:-

Provide technical assistances to the National Logistics Sterring Committee as mentioned above

Comprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

Page | 81-Coordinate the internal tasks for the inter-institutional working groups
Wrap up the reports and report to the National Logistics Steering Committee
Organize and coordinate meetings of the National Logistics Steering Committee
Perform other duties as necessary.

The Transport and Logistics Advisory Board
The Advisory Board is an adhoc working group set up to provide policy advice to the
National Logistics Steering Committee to support and promote the implementation of this masterplan effectively. The Advisory Board composes of various components namely development
partners, research institutions, educational institutions, private sector and other key stakeholders.
The Advisory Board has the following roles and responsibilities:--

Provide advice and recommendations in term of transport and logistics sector to the
NLSC, based on actual practice and experiences
Provide inputs to develop specific action plans and investment plans
Participate in mobilizing financial, technical and human resources to promote theimplementation of the master plan
Attend the meetings to monitor the progress of the master plan implementation andprovide recommendations and inputs for improving and promoting the master planandPerform other duties as necessary.

4.3.2. Implementation Monitoring and Evaluation
The mechanism of monitoring and evaluation on the implementation is essential for thismaster plan framework requiring a comprehensive and highly realistic consideration. In this regard,
the development of a framework and mechanism for monitoring and evaluation on theimplementation will be considered at the start of the master plan implementation based on the listof priority projects and action plans prepared by the relevant ministries and institutions. The
diagram below shows the stages of setting up the monitoring and evaluation, focusing on the main
components as follows:

Action Plan
preparation/achievements

Monitoring and
Evaluation meetings

Comprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

Monitoring and
Evaluation reports
preparation

Page | 82

A. Action Plan preparation
Monitoring and evaluation framework will be developed based on the theory of change,
starting with the process of identifying inputs through actions and then turns them into final
outcome or impacts, and it takes the form of a chain of outcomes at the level of indicators fromthe master plan, including the priority project lists and the annual action plan level.
In this sense, the monitoring and evaluation mechanism divides the indicators into fivelevels, including (1) Impact, (2) Outcome, (3) output, (4) Action/Operation, and (5) Input. The key
performance indicators are designed based on necessity, measurement, and qualitative or
quantitative manner, based on data availability in which the quantitative data may not be possible
or insufficient data for measurement. The key indicators for measurement will be attached bydetailed explanation, baseline and target for measurement, as well as measurement methods anddata sources that can verify indicators.
The preparation and coordination on the implementation of the monitoring and evaluation
framework in the master plan shall be submitted to the National Logistics Steering Committee.
Therefore, NLSC will prepare a complete and feasible monitoring and evaluation framework withthe direct participation of the relevant ministries and institutions and use the inputs of the annual
action plan and investment plan of the implementing ministries/institutions and finally request for
approval from the National Logistics Council. At the same time, consideration of risk reduction
and mitigation measures will be an important part of this monitoring and evaluation framework as
decided and indicated by the National Logistics Council.
B. Monitoring and Evaluating Meetings

After the monitoring and evaluation plan has been approved by the National Logistics
Council, the National Logistics Steering Committee has to hold internal monitoring meetings every
semester (every six months) to monitor progress and achievements and establish a coordination
mechanism in case of no progress as planned or have a strong variation comparing to the outcome
indicators as well as prepare for follow-up measures.
At the same time, the National Logistics Council will hold annual meetings (once a year)
and other extraordinary meetings as needed to review key progresses and address challenges, aswell as revise action plans, achievements and timelines as necessary.
Meanwhile, the National Logistics Council will hold meetings to review the strategic
measures, common action plans and financing framework every two years in addition to the midterm review (during 2028) to improve the effectiveness of the implementation of the master planto achieve the goals as well as to respond to an update of the key policies and strategies, changes
and evolution of the economic and social situation and the transport and logistics sector in the
country, the region and the world.

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C. Progress and Achievement Report Preparation
In general, the report on the process of monitoring and evaluating to implement this masterplan has been prepared in two levels, including (1) progress report and (2) achievement report.
C.1. Progress Report
Based on the action plan, the NLSC shall prepare a progress report on work performances,challenges or solution proposals every semester and submit it to the NLC for review and may be
the subject of the annual meeting of the NLC with the Secretariat of the NLSC as the facilitator.
C.2. Achievement Report
At the same time, the NLSC has to prepare an achievement report describing the progressof the implementation of the action plan based on the annual key indicators and submit it to the
NLC for review and comments and set the direction for further action. It can also be used as a basis
for mid-term review and report to the Royal Government.
5. RISK MANAGEMENT
Based on the forecast, the process of implementing the Comprehensive Master Plan on
Cambodia Intermodal Transport and Logistics System 2023-2033 will face a number of risks
arising from both internal and external environment. This requires the Royal Government to beready with proactiveness, caution and high attention to the management to avoid the risks that
could impact directly and indirectly to the process of development of transport and logistics
systems within the master plan framework in Cambodia. The main risks include:
5.1. The National Budget Financing and Public-Private Partnership Mechanism
The financial capacity to support or respond to the needs of annual and medium-term plans
based on the priority project list, which may be one of the biggest risks to implement this masterplan successfully, especially the source of national budget financing and public-private partnershipmechanisms. As highlighted in the section above, the sustainability of the three potential sourcesof financing is limited due to many factors with high uncertainty. Obviously, the financial capacityof the national budget, which is expected to grow annually, is closely related to the overallmacroeconomic situation, but the macroeconomic situation in Cambodia is highly dependent on
both regional and global factors. At the same time, the possibility of financial mobilizing throughpublic-private partnership mechanisms has not gained the trust or interest from private sector yet,as it seems relatively new to the transport sector as well as the potential for profitability, and theconsideration of medium-term financing framework, it is expected to offset the deficit in thenational budget financing and overseas loan, especially in the first half of the timeframe of themaster plan. In separation, the mechanism of foreign loan is recently the most realistic and in themedium term, but the challenges are the changes of the loan conditions, especially the increments
in interest rates from concession to ordinary due to the changes of income status in Cambodia.
In this sense, the Royal Government will choose a flexible approach in handling the threemain financing such as restriction or thresholding of each source that can vary based on the reality
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by avoiding the hard ceiling that cannot be modified. At the same time, the Royal Government
will continue to consider the possibility to increase new financial sources, including the expansionof the issuance of government securities, which is in the piloting phase, and the initiatives of theestablishment of transport infrastructure funds etc.
5.2. Cost Estimation Versus Actual Cost
The cost estimation for the priority projects with more than $ 36,679 million for the masterplan framework has been developed without in-depth study or complete feasibility study, but it isa consideration and preliminary estimate based on the existing information and data; moreover, it
was estimated amid low inflation rate before Covid-19. Therefore, actual cost may deviate fromestimates due to the possibility of changes in the actual alignment or project location, as well as
challenges during the construction phase, especially the delay of the project. As a result, the actual
cost overrun will lead to a lack of financing to implement the project as planned or to necessarily
cancel some projects or delay to save money for other projects or for the priority projects.
Although the actual cost is higher than the estimated cost in some cases, the Royal
Government has considered measures to respond to the risks through redesigning the annual action
plan (priority projects), which is highly realistic, especially connecting with the annual financing
framework to ensure the annual financing feasibility is sustainably supported.
5.3. Trends of Increasing Climate Changes and Natural Disasters Resilience
The trend of improving the resilience of transport infrastructure to climate change andnatural disasters is rising and with much attention from all stakeholders through focusing on better
quality and specific planning from the outset. In general, the additional consideration for increasing
resilience will increase the total cost, leading to bigger financing burden for the government. Itmeans the government necessarily needs to choose between quantity and quality for investment intransport infrastructure. However, due to Cambodia's current development context, the threat ofglobal climate change and natural disasters, Cambodia is at a turning point that needs to strengthen
the quality of its infrastructure to increase resilience.
In this regard, the allocation of budgets or financing for the Royal Government's public
investment for transport and logistics infrastructure projects needs to be streamlined bystrengthening the mechanism and process of selecting priority projects that meet specific needs
and provide high value added to economy and society. At the same time, project implementation
also needs to increase efficiency and effectiveness to ensure the expected quality.
5.4. Maintenance and Repair Needs
Along with the quality and the climate change and natural disasters resilience, the cost of
maintenance and repair is also expected to continue increasing as the scope of infrastructure
becomes huge and modern, which excludes the current maintenance and repair costs for most of
dilapidated transport infrastructure. This means that the maintenance and repair action plans need
to be carefully planned and linked to a sustainable budget plan, mainly focusing on preventive
maintenance as a priority.
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In this regard, the Royal Government will strengthen the mechanism of planning,
maintenance and repair with high efficiency in accordance with technical standards, including
periodic maintenance, routine maintenance and emergency repair. At the same time, thegovernment will examine the possibility of sharing the burden or responsibility for maintenancecosts to private partners, especially for projects under the public-private partnership mechanism.
The relevant ministries and institutions of the Royal Government will strengthen mechanisms toprevent the overweight transport, as well as disseminate and encourage the public and users to pay
more attention on preserving those infrastructures.
5.5. Regional and Global Crises
In the aspect of high uncertainty or fragility resulting from crises such as the economy,
finance, society, security and public health, is becoming a major risk for the development process
as a whole and for transport infrastructure. The experience of the Covid-19 crisis and the war
between Russia and Ukraine provided practical lessons from the enormous effects of those risks.
Besides the general disruptions of project initiation, project approval and implementation, thoserisks generally cause the rising of inflation leading to increase the public investment costs ontransport infrastructure and leading to a lack of funding to support the approval and ongoingprojects as well as causing the planned projects to be reduced. At the same time, the government
has, in times of crisis, diverted some of its budget to support urgent needs to cope with the effectsof the crisis, leaving capital investment plans on transport and logistics infrastructure aside.
With the risk leading the major impacts, the Royal Government will try to manage thesituation by increasing the size of the reserved budget as much as possible, mostly through thesources of government savings that are easy to use when needed, as well as finding new sourcesof financing, including issuance of government securities and the creation of other funds to expand
the financing base, as well as reduce dependences on overseas loans and increase Cambodia's
ownership.
5.6. Inter-institutional Coordination and Human Resources
The successful implementation of this master plan largely depends on the participation of
relevant ministries and institutions in their respective disciplines and responsibilities under theguidance and coordination of the National Logistics Council. The ministries and institutions of theRoyal Government, especially the Ministry of Public Works and Transport and the State
Secretariat of Civil Aviation, play a significant role in the implementation of this master plan,
especially in the process of setting action plans and preparing annual investment plans that are
realistic and highly effective. In this spirit, the capacity of institutions necessarily needs
strengthening through specific roles and responsibilities, especially enhancing knowledges andskills of the government officials. At the same time, the private sector is an indispensable actor forthe process of developing transport infrastructure, especially the provision of financial support andtechnical skills to fill the government's shortcomings. In addition, bilateral and multilateraldevelopment partners continue to play significant role through the provision of both credit andgrant funding, technical assistance and research, which has become an essential basis for the Royal
Government to formulate policies and strategies to develop this sector.
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Ensuring the effective institutional coordination can be a challenge during theimplementation phase of this master plan. Therefore, to avoid the risk of problems arising fromthe lack of functional institutional coordination, the role of the National Logistics Council will be
more important in facilitating relations and cooperation between relevant institutions, especiallyamong ministries and government through defining responsibilities between institutions,promoting transparency of work performance and increasing ownership as well as fostering andenhancing institutional capacity. At the same time, the strengthening capacity building for humanresources by providing trainings to relevant officials, planning, project management andcoordination with private sector and development partners will contribute to the capacity buildingof government institution on transport and logistics.

6. CONCLUSION
Cambodia's strong and sustainable economic growth over the past four decades clearlyshows the contribution of transport infrastructure and logistics through the indispensable
supporting role to all economic and social activities. Transport and logistics infrastructure continue
to play a significant role in promoting and developing sectors based on favourable conditions ofgeographical and political location, as well as supporting the process of connecting Cambodia to
the region and the world under the framework of the bilateral and regional free trade agreement,
aiming to contribute to transforming Cambodia into an upper-middle-income country by 2030 anda high-income country by 2050. This further showcases the correct and long-term vision of theRoyal Government, having launched and continued Cambodia's four priority policies, including
People, Water, Road and Electricity since 1997.
The Comprehensive Master Plan on Cambodia Intermodal transport and Logistics
System 2023-2033 is a road map for guiding the development of joint transport infrastructure andby sector in accordance with the necessity and urgency of Cambodia, indicated in the significant
national strategic documents, including Rectangular Strategy Phase 4 and Industrial Development
Policy 2015-2025. This responds to the indispensable requirements of planning framework whichis intertwining and connecting with financing framework in supporting the development oftransport and logistics infrastructure in Cambodia. In the overall perspective and framework, themaster plan sets out the Transport network pattern of “3-4-4-2” and the logistics node systempattern of “2-2-N” and identifies land transport as a priority sub-sector, focusing on the quality
rather than quantity. These strategies are well linked and complementary, which will help
Cambodia prepare and gradually participate in regional and global integration.

The implementation of this master plan requires effective and efficient coordination,
monitoring and evaluation. Thus, the National Logistics Council, which is an existing institutional
mechanism, will take additional roles in leading and promoting the implementation of the masterplan with the support of relevant institutions, especially the National Logistics Steering Committee,
which play the roles to promote and organize the implementation of action plans set in accordancewith priority project principles and implementation procedures of public investment projects as
Comprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

Page | 87well as crucial duties in mobilizing the financial and technical resources to ensure the effectivenessof implementing the master plan. At the same time, relevant ministries and institutions necessarily
provide good cooperation during the implementation of the projects and monitoring and evaluationof work achievement in a highly responsible spirit.

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Page | 88

APPENDIX
APPENDIX 1. BASE YEAR 20176 VOLUME ESTIMATIONThe estimation of traffic volume for the base year 2017, the foundation year for developing
this master plan, has been conducted based on surveys of traffic indices and passenger and transit
data across the country. Total passenger traffic volume across the country in 2017 is about 184
million people / year, and the majority of passengers (95%) used roads as the main mode oftransport. The number of civil aviation passengers ranked second (about 4%), but more than 90%of these passengers were from overseas. Other modes of transport, including railways, inland
waterway, and seas, contribute less to passenger transport across the country.
Figure 1. A. Proportion of passenger traffic volume using other means in 2017

5%

95%

សលូវថ្នល់

ប្សេងៗ

Similarly, the volume of freight in 2017 was about 82.51 million tons / year, which the
majority of about 87% mainly used road transport. Other modes of transport partially contributed
for the transit of goods to the destinations across the country. The option for traffic model analysis
is used to study in detail the flow of passengers and cargos between each area or province in orderto facilitate traffic volume forecasted by 2030.

6

Study Report on Comprehensive Master Plan on Intermodal Transport System 2021

Comprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

Page | 89

Figure 1. B. Proportion of traffic volume of consumer goods in 2017

13%
87%

សលូវថ្នល់

ប្សេងៗ

1.1. Roads
Based on the traffic flow model analysis, the results of the estimation of both passengers
and cargos transport show a similar traffic flow pattern with the accumulation of congested
traffic in Phnom Penh. Transport flow is congested on the main national roads connecting
Phnom Penh to the provinces of the Northwest zone (through Kampong Chhnang, Pursat,
Battambang, Kampong Cham, Kampong Thom, Siem Reap and Banteay Meanchey),Southwest zone (through Kampong Speu, Kandal, Takeo, Kampot province and Sihanoukville)
and the Eastern zone (passing through Kandal, Prey Veng, Svay Rieng, Kampong Cham andTbong Khmum province).

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Map 1.1.A. The estimates of passenger traffic on the national road network in 2017
(PCU/Day)

The traffic volume of passenger transport is busier along the main national roads suchas National Road No. 5 (between 2,500 PCU/day to 10,000 PCU/day), National Road No. 1(between 7,000 PCU/day to 10,000 PCU/day), National Road No. 4 (approximately between
5,000 PCU/day to 10,000 PCU/day), National Road No. 6 (between 1,500 PCU/day to 8,000
PCU/day), National Road No. 2 (between 5,000 PCU/day to 6,000 PCU/day), National Road
No. 3 (between 1,200 PCU/day to 4000 PCU/day), National Road No. 7 (between 2500
PCU/day to 6,000 PCU/day) and National Road No. 8 (between 2000 PCU/day to 3,000
PCU/day).

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Map 1.1. B. The estimation of cargo traffic on the national road network in 2017 (PCU/day)

Traffic volume of cargo transport across National Road 4 ranges from 10,000 PCU/day
to 13,000 PCU/day. Freight activities across major national roads are also moderate such as
National Road No. 1 (between 4,000 PCU/day to 6,000 PCU/day), National Road No. 5(between 2,000 PCU/day to 6,000 PCU / day), National Road No. 6 (between 2,000 PCU/ days
to 4,000 PCU/day), National Road No. 2 (between 4,000 PCU/day to 5,000 PCU/day),National Road No. 6 (between 1,000 PCU/day to 4,000 PCU/day), National Road No. 2(between 1,000 PCU/day to 3,500 PCU/day), National Road No. 7 (between 1,000 PCU/day
to 3,000 PCU/day) and National Road No. 8 (between from 1000 PCU/day to 1,500 PCU/day).
1.2. Railways
The existing railway system has a total length of 652 km and is divided into southernand northern lines. Based on the data collected in 2017, there were 391,100 passengers using
the railway, and the freight transport was about 759,700 tons.
The results of the survey of the main stations in Phnom Penh, Takeo, Kep andSihanoukville show the distribution of traffic flow from the capitals to the provinces throughthe following railways:

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The Number of rail passengers in 2017 (10,000 passengers/year)
Area/Province

Phnom Penh

Takeo

Kep

Sihanoukville

Total

Phnom Penh
Takeo
Kep
Sihanoukville
Total

1.46
0.08
0.90
2.44

0.85
0.02
0.88

0.04
0.03
0.07

0.49
0.03
0.52

1.38
1.49
0.09
0.96
3.91

The Volume of goods in 2017 (10,000 tons/year)
Area/Province

Phnom Penh

Takeo

Kep

Sihanoukville

Total

Phnom Penh
Takeo
Kep
Sihanoukville
Total

7.71
0.02
25.25
32.98

14.32
0.06
2.74
17.13

1.10
0.45
1.55

23.96
0.35
24.31

39.38
8.06
0.08
28.45
75.97

1.3. Waterways
The volume of passenger traffic by inland waterway concentrates and passes through thePhnom Penh Autonomous Port and Siem Reap Port, which are mostly tourists traveling from
Vietnamese-Phnom Penh-Tonle Sap and divides the flow of passenger traffic from each region orprovince as follows:
The Number of inland waterway passengers in 2017 (10,000 passenger/year)
Area/Province

Phnom Penh

Siem Reap

VietnamOthercountries

Total

Phnom Penh
Siem Reap
Vietnam
Other countries
Total

0.69
0.32
1.34
2.35

0.69
0.69

0.32
0.32

1.34
1.34

2.35
0.69
0.32
1.34
4.70

Phnom Penh Autonomous Port is the only large river port equipped with modern facilities
for loading and unloading services, while other river ports provide the secondary cargo transport
service. The flow of freight transport mainly depends on Phnom Penh Autonomous Port and Siem
Reap Port, which is mostly transported to or from Vietnam and other countries in the region.

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The Volume of goods along the rivers in 2017 (10,000 tons/year)
Area/Province

Phnom Penh

Siem Reap

VietnamOthercountries

Total

Phnom Penh
Siem Reap
VietnamOthercountries
Total

137.89--137.89--137.89137.89-137.89-275.77137.89
-1.4. Maritime transport
Currently, the main seaports include Sihanoukville Autonomous Port, Steung Hav Port,
Petrol Station in Sihanoukville, Koh Kong Port, Sre Ambel Port, Oknha Mong Port inSihanoukville Province, Kampot Port in Kampot Province and Kep Tourism Port in Kep Province.
The traffic volume of passengers and goods passing through major seaports in 2017 is estimatedas follows:
The Number of passengers passing through seaports in 2017 (10,000 passenger/year)
Area/Province

KepSihanoukville

Koh Kong

Kep
Sihanoukville
Koh Kong
Other countries
Total

-

12.8
12.8

-

Other
countries
12.8
12.8

Total
12.8
12.8
25.6

The Volume of goods crossing seaports in 2017 (10,000 tons/year)
Area/Province

KepSihanoukville

Koh Kong

Kep
Sihanoukville
Koh Kong
Other
countries
Total

13.00

325.65

11.40

13.00

325.65

11.40

Other
countries
13.00
325.6511.40
350.05

Total
13.00
325.6511.40
350.05700,101.5. Air Transport
The international airports which are in operation include Phnom Penh International Airport,
Siem Reap International Airport, and Sihanoukville International Airport. The volume of goods
transported by air is less than the other means of transport. Therefore, the estimation of traffic
distribution for passengers has the following results:
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The volume of passengers through the airports in 2017 (10,000 passenger/year)
Area/Province

Phnom Penh

Sihanoukville

Siem Reap

Other
countries

Total

Phnom Penh
Sihanoukville
Siem Reap
Other
countries
Total

0.75
16.49
194.76

0.75
0.63
15.62

16.49
0.63
193.38194.76
15.62
193.38-212.0017.00
210.50403.75212.0017.00

210.50403.75843.24Comprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

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APPENDIX 2. THE SUMMARY REPORT ON THE MASTER PLAN ON CAMBODIA
INTERMODAL TRANSPORT AND LOGISITCS SYSTEM
The Master Plan Study Report on intermodal transport system has been developed
under the grant financing of the People's Republic of China and direct participations of theministries and institutions of the Royal Government of Cambodia in English language andconsists of seven documents:
1. Comprehensive Master Plan on Cambodia Intermodal transport and Logistics
System 2023-2033 (Whole Master Plan)
2. Road Transport Plan
3. Railway Transport Plan
4. Inland Waterway Transport Plan
5. Maritime Transport Plan
6. Civil Aviation Development Plan and
7. Logistics System Development Plan
The study report of the whole master plan on Cambodia Intermodal Transport andLogistics System 2023-2033 is a blueprint document indicating the direction and overall
framework of planning for the transport infrastructure by all modes, including the logistic s
sector. The study report is used as a basis for preparing the Comprehensive Master Plan on
Cambodia Intermodal Transport and Logistic System 2023-2033 in Khmer language.
Moreover, the master plan report on 6 sub-sectors details the development plans byeach transport sector, which is the key component for action plan preparation for the
implementation phases of the comprehensive master plan. The study reports are summarized
as follows:
2.1. Road Transport Plan
The road development plan is developed based on an assessment of Cambodia's
development situation and the needs of the socio-economic and transportation sector, both quality
and quantity of passengers and goods, as well as regional successful experiences. Road
development focuses on expressways, national roads, and provincial roads. The list of roaddevelopment projects includes a total of 94 projects with a total investment of 13,602.43 million
USD, including 9 expressways with a total investment of 7,173.69 million USD and 85 projectsof national/provincial roads equivalent to 6,428.74 million USD.
There are 35 short-term and medium-term projects (2023-2027) worth USD 7,141.83
million, including 4 expressway projects worth USD 4,184.81 million and 31 projects ofnational/provincial roads equivalent to an investment of 2,957.02 million USD. There are 59 longterm projects (2028-2033) worth USD 6,460.60 million, 5 expressway projects, worth USD
2,988.88 million, and 54 projects of national/provincial roads worth USD 3,471.72 million.

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2.2. Railway Transport Plan
The railway transport plan is developed based on an analysis of Cambodia’s development
situation, linking with the socio-economic and transport sectors, as well as experiences andsuccessful practices in the region. The development of the railway focuses on the rehabilitation
and upgrading of existing lines (south and north) as well as the consideration of new routes (newrails and lines) connecting neighboring countries. There are 8 railway transport projects with a
total budget of 10,010 million USD, of which has 4 short and medium-term projects in (20232027) that cost 3,800 million USD, and also have 4 long-term projects (2028-2033) that cost 6,210
million USD.
2.3. Waterway transport planThis waterway transport plan is developed based on the analysis and study of thegeographical situation, natural conditions, economic and social situation of Cambodia, thesituation of waterway transport, study report on the development of related waterway, waterway
transport network plan, identification of key development projects, investment plans and sourcesof funding, measures to support the implementation of the plan and the experience of countries in
the region. This is designed for implementation from 2023-2033.
There are 23 waterway transport projects with a total investment of 3,251 million USD, ofwhich 16 short and medium-term projects (2023-2027) cost 2,561 million USD, and there are 9
long-term projects (2028-2033) worth 690 million USD (2 short and medium-term projects willcontinue until 2033).
2.4. Maritime transport plan
The maritime transportation plan is developed based on the analysis and study of the statusof maritime transport and challenges through direct surveys at seaports in four southwestern
provinces (Koh Kong, Sihanoukville, Kampot, and Kep). Traffic volume estimations have been
conducted to determine the strategy of a seaport network by region.
There are 20 maritime transport projects with a total investment of USD 5,461 million, of
which 14 short and medium-term projects (2023-2027) accounted for 2,494 million USD and 9long-term projects (2028-2033) accounted for 2,967 million USD (3 short-term will continue until2033).
2.5. Civil Aviation Development Plan
This civil aviation development plan is developed based on an analysis and study of thesocio-economic situation in Cambodia, air transport, and challenges in the forms of airport network
connectivity, operational status, and management by the State Secretariat of Civil Aviation. Basedon the economic aspect, demography, tourism, infrastructure, airline, and civil aviation
development policy, the study analyzes key factors influencing the demand of air freight andpassengers in Cambodia.
There are 10 civil aviation development projects with a total investment budget of 3,297.90
million USD, including short and medium-term projects (2023-2027).
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2.6. Logistics Development Plan
The logistics system development plan is developed based on an assessment of the current
situation and problems in the logistics sector in Cambodia. Opportunities and challenges oflogistics development, forecasting and analysis of the needs of logistics, and practical experiencefrom China are used in the creation of the development of a comprehensive logistics systemdevelopment plan for Cambodia. It includes a conceptual approach to the logistics system,
objectives, policies, plans, investments, and financing, as well as measures to ensure theimplementation.
There are 15 logistics projects with a total investment of 957.50 million USD, including 9
short and medium-term projects (2023-2027) accounted for 630 million USD and 8 long-term
projects (2028-2033) accounted for 327.50 million USD (2 short and medium-term projects willcontinue until 2033).

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APPENDIX 3. GLOSSARY
No.
In Khmer
In English
1
Manufacturingកម្មន្តសាល
2ការដឹកជញ្ជូ ន្

Definition
Producing large amount of goods by using
machine or industrial production.

Last Mile Delivery

Delivery of goods from the nearest distribution
centre to the final destination, such as home orbusiness location.

ការដឹកជញ្ជូ ន្

Cold Chain

Supply Chain or distribution of goods
controlled by cold temperature using
refrigerators, cold rooms for producing, storingand distributing to maintain quality of the
productsការបគញ្េ ញទំន្ិញពី

Customs Clearance

Procedures for processing the release of goods
exported or imported from customs.

ការសកិ ាសម្ទ
ិ ធិ

Feasibility study

The study on the proposal of project including
technical analysis, cost, risk, economy, finance,
law, environmental and social impacts, budget
sustainability, as well as institution’s
mechanism and capacity to manage andimplement the projects

6កំពង់ផែឆ្លារវៃ

Smart Port

The port is equipped with smart technologies
and solutions that improve operations, security,
infrastructure, and management.

7ផសែរចវាក់រវម្ា

Global Value Chain(GVC)

Distributing supply chain for production toother countries or regions by section andfunctions of productions.

គោលគៅចុង
គរកាយ
3ររជាក់

4គយ

5លទធភាព

សកល
8រចករគបៀង

Corridor

Gateways connecting countries orneighbouring regions.

9

សន្នធ
ិ ិ

Inventory

Goods in the warehouse, property or goods
registered in the inventory.

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10

ឋបន្យ
ី ភណ្ឌផែ

Port Facility

Location, Equipment, facility and other related
infrastructures used for the operation of ship andport, including wave protection dam,basin/channel, anchorage, waiting area, dockand other equipment.

11វលាសន្នធ
ិ ិ

Inventory cost

Cost of storing the goods

12ទសែនាទាន្

Concept Note

Ideas or principles

13ទរី កុងឆ្លារ

Smart City

Cities that use technology as an aid for solving
problems that occur in the city in order tostrengthen the effectiveness of operations,promote the quality of public services, andimprove the quality of life and well-beings ofthe people as well as to ensure the sustainabilityof development.

14បណ្ុ ំត ន្ិងHub and spoke

A transport network with a central complex(hub) and connecting in starry pattern (spoke orradius).

15បរយាប័
ន្និInclusiveness

Practices or policies providing rights to accessequal opportunity and resources.

16បមាណ្ីយកម្ម

Standardization

The process of making something conform to a
standard

17របព័ន្ធដឹកជញ្ជូ ន្

Comprehensive
Transport System
3-3-4-2

3 major transport corridors, 3 secondarytransport corridors; 4 major transport hubs; 2
external transport nodes

Multi-modal
Transportation
SystemTransportation system operating under a single
transportation agency using multi-modaltransportation (multiple means) under thecontrol or ownership of single operators.

បណ្ត
ត ញ

រគប់រជុងគរជាយ
៣-៣-៤-២
18របព័ន្ធដឹកជញ្ជូ ន្ពហុម្គធោបាយ

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Page | 100របព័ន្ធដឹកជញ្ជូ ន្អន្តរម្គធោបាយ

Inter-modal
Transportation
SystemIntermodal transport is the transport of goods ina single unit or vehicle using two or more meansof transport to move the load from its origin toits destination where it is not handled when
moved from one vehicle to another.

របព័ន្ធឡូជីសក
ទី

Logistics System
2-2-N

Two cores, two poles, multiple N centres, or 2
Logistics Complex, 2 Logistics Parks andLogistics Centres in everywhere.

21ែាូៃជារិ

National Road

Refers to the road with a lot of traffic:
A. Road connecting Phnom Penh to eachprovincial town across the country
B. Road connecting from one city to another
C. Road connecting from the national roadto the national roadD. Road from a national road to a
provincial town
E. Road junction from national road orconnecting road from provincial town tomajor areas such as port, train stations,airports, special economic zones, tourist
resorts, border gates, areas with otherimportant economic potentials
F. Main roads of the country with lots oftraffic and determined by the government asrequested by MPWT

22ែាូៃជារិករម្រិ ១

National road with 1 (one) digit

23ែាូៃជារិករម្រិ ២24ែាូៃទក
ឹ

National Road
one-digit
National Road
two-digit
Inland Waterway

25ែាូៃនាវាចរណ្៍

Navigation route26ែាូៃគលបឿន្គលឿន្

Expressway

19

20

២-២-N

National road with 2 (two) digits
Including river, lake, canal and stream that canbe used for navigation.
Section that located in waterway for navigatingbased on purposes in any season.
A road with median strips separating roadways
for the two opposite directions of traffic,
without at-grade crossing with any road, withadequate equipment and facilities to ensure nonstop and safe traffic flow, reduce travelling time
and there are toll gates at the exit.

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27ែាូៃសម្ុរទ

Maritime

Including costal area, gulf, bay, stream along
the sea and deep sea that can be used fornavigation

28

ពិពិធកម្ម

Diversification

Many different kinds and varieties

29

ភណ្ត
ឌ ោរគយ

Customs Bonded
Warehouse

A building, place or an area that is authorized tostore goods for a specified period of time under
the customs control.

Demographic
dividend

Economic growth as result of the shift in the
population’s age structure in one country

Transportation HubCentral location for gathering, arranging,exchanging means of transport and distributionof goods or passengers.

Logistics Complex

It is the primary node of regional logistics
infrastructure network, and the place where allkinds of logistics facilities and logistics
enterprises are centralized in space. It mainly
undertakes large-scale, wide-range, highfrequency and high-intensity logistics exchange
activities, with certain scale and comprehensive
service functions.

Logistics Centre

It is the tertiary node of logistics infrastructure
network, and mainly undertakes theprofessional supporting logistics services
required for trade circulation, agriculture andmanufacturing industry in respective areas.

រគបៀងដឹកជញ្ជូ ន្

Main Transport
Corridor

Major corridor connecting from one region toanother region by one or more modes oftransport such as expressway, roads, railways,
and waterway.

រគបៀងដឹកជញ្ជូ ន្

Sub-Transport
Corridor

Sub corridor connecting from one region toanother region by one or more modes oftransport such as expressway, roads, railways,
and waterway.

មាន្ផដន្កំណ្រ់
30ភាគលាភរបជា
សាស្រសត

31ម្ជឈម្ណ្ឌលដឹក
ជញ្ជូ ន្32ម្ជឈម្ណ្ឌល
ឡូជីសទីក

33ម្ណ្ឌល
ឡូជីសទីក

34

គម្
35

រង

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Page | 10236សួន្ឡូជីសក
ទី

Logistics Park

It is the secondary node of regional logistics
infrastructure network, the place where all kindsof logistics facilities and logistics enterprises
are centralized in space, and the rally point oflogistics enterprises with a certain scale andmultiple service functions.

37សំណ្ង់សិលប

Drainage
Infrastructure

Bridge, drain, drainage system, water storage
for national road, railway and other physicalinfrastructure that provide safety efficiency andstability of national road and railway.

ហរិ ញ្ញបបទាន្

Financing

Providing finance or loan

ការយ
38
39

ឡូជីសទីកឆ្លារវៃ

Smart Logistics

Combination of management structure
preparation and traffic analysis for transport andlogistics management (develop the cargo flow
management and operation plan) through using
the data effectively.

40អាកាសយាន្តដ្ឋាន្

4F, 4E, 4C Airport

Standard levels of airports that canaccommodate different categories of aircraft(4F, 4E, 4C).

ករម្ិរ 4F, 4E, 4C

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APPENDIX 4. List of Intermodal Transport Projects

No.

1

Type of Project

Road Projects

Short & Medium term
(2023-2027)

Investment
Cost Estimate(USD Million)

Number of
Projects

13,602.43

Long term (2028-2033)

Number of
Projects

Investment
Cost Estimate(USD Million)

Number of
Projects

Investment
Cost Estimate(USD Million)

94

35

7,141.83

59

6,460.60

1.1

Expressway Projects

7,173.69

9

4

4,184.81

5

2,988.88

1.2

National Road, Provincial
Road, and other main roads

6,428.7485

312,957.02

54

3,471.72

2

Railway Projects

10,010

8

4

3,800

4

6,210

3

Inland Waterway Projects

3,251

23

16

2,561

9

690

4

Maritime Projects

5,461

20

14

2,494

9

2,967

5

Air Transport Projects

3,297.9010

10

3,297.90

00

6Logistics Projects

957.50

15

9

630

8

327.507Additional Projects

99.30

4

2

1.30

2

98

36,679.13

174

90

19,926.03

91

16,753.10

Total

Note: - The calculation of each investment project is made based on the related cost estimation through the discussion and clarification from the relevant
departments.
- Some projects are implemented across different period of times (from short term to long term) including 2 Inland Waterway projects, 3 Maritime
Transport projects and 2 Logistic projects.

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P a g e | 104

A. List of Expressway Project

Number oflanes

Investment
Cost
Estimate(USD
Million)

Short &
Medium term
(2023-2027)

From Ring Road
3- Lvea Em(Phnom PenhBavet) 135.1km

4

1,376

1

2

Bridge crossing
the river from
Ring Road 3 andits connecting
road 3.7km

4233.56

1

3

From Ring Road
3 (Phnom PenhSiem Reap)
250km

4

2,500

1

Siem Reap-Poi
Pet 150km

4

1,500

1

4&2

210

1

No.

Transport Corridor,
growth pole, and poles
connecting the growth

Name of Project1

Southeast Transport
Corridor

Northwest Transport
Corridor
4

5

Phnom Penh-Bavet
Expressway (EX1)

Phnom Penh-Siem Reap-Poi
Pet Expressway (EX6 &EX5)

Length of roads
to beconstructed

Ring Road 3 Construction
project at Eastern Section of
Mekong River phase 1 (2 36.17km
bridges crossing Koh Dachand 30km of road

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Long
term
(20282033)

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6

Ring Road 3 Construction
project at Eastern Section of
Mekong River phase 2 2.425km(Bridge crossing MekongRiver and 3km of road)

4

130

1

7

Ring Road 4

46.59km4

298.881

8Second Ring Road
construction project
connecting from CambodiaKorea friendship bridge(Night Market-Arey Ksat) to
Phnom Penh-Bavet
Expressway

21.5km

4

75.25

9

Tunnel from Samdach SongeChoun Nath – Arey Ksat

3.5km

4

850

Total

647.985km

7,173.69

1

1
4

5

Note: Calculation of each investment project is made based on the related cost estimation through the discussion and clarification from the relevant
departments.
- Medium and long term (2023-2027): roads to be constructed are 409.30Km and estimated investment budget accounted for 4,184.81 million
USD- Long term (2028-2033): roads to be constructed are 238.685Km and estimated investment budget accounted for 2,988.88 million USD

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B. List of National Road (NR), Provincial Road (PR), and other Main Road Projects

No.

Transport Corridor, growthpole, and poles connecting
the growth1

Battambang and Siem Reap
Growth Pole

2

Southeast transport corridor

3Southeast transport corridor

Name of Project

New road ofBattambang-Siem Reap
(NR5 PK302+325 –Sorsor Sdom NR6
PK343+100)

Reconstruction of
National Road 1 (NR1)

Numberof lanes

Investment
Cost
Estimate(USD
Million)

Short &
Medium Term
(2023-2027)

72.15km2

288.801

Km 10+500 – Phnom
Penh Port 19.64km

6

78.56

1

Phnom Penh Port –Nak Loung Bridge
29.85km

4

74.62

1

4

72

1

1

Length of roads to beconstructed

4Southeast transport corridor

Ta Khmao (Kandal
Province)-O'
Maintenance of NR2&22
Chambok-Ang Tasom
72.17km5

Southwest transport corridor

Reconstruction of NR3

Bek Kous – Kampot
63km

4

94.5

6

Northwest transport corridor

Rehabilitation ofsouthern NR5 Project(Prek Kdam -Thlea
ma’am) 135.25km

4

246.35

1

Rehabilitation of central
NR5 project

Thlea ma’amBattambang and Serey
Sophorn-Poi Pet
146.04km

4161.90

1

7

Northwest transport corridor

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8Northwest transport corridor

Construction of Siem
Reap Ring Road

45.77 km

2

100

9

Northwest transport corridor

New roads connecting
NR5 and NR6Samroang VillagePh'av 21km

480

Northeast transport corridor

Rehabilitation of NR7(Ro Meat communeLaos Border)

Ro Meat commune Trapaing Kreal
96.63km

2

55.5

1

Northeast transport corridor

Rehabilitation of NR 7
(Skun-Kampong ChamCity)

45.49 km4

114.891

Northeast transport corridor

Rehabilitation of NR7(Kampong Cham cityPreah Theat NR73)

36km

4

36

Rehabilitation of NR8

Prek Ta meak-Kreak
123.4km

4

120

10

11

12

13
14

Northern transport corridor

Rehabilitation of NR9Preah Vihea-Steung
Treng 143km

4

64

15

Coastal transport corridor

Rehabilitation of NR10

Battambang-Koh
Kong 197.36km

2

188.36

Nak Loeung-Thnol
ToToeng 101km

4

118

16

Rehabilitation of NR11
(including road crossing
Svay Rieng Boundaries
and Peam Chor Rubber
Farm)

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17

New National Road
No.23 (NR21-NR14)

NR21-Peam Raing
20km

2

21.69

1

18

Rehabilitation of NR31

Thnol Bek KousKampong Trach
53.53km

2

58.78

1

Rehabilitation of NR33
(Kampot-Kampong
Trach)

Kampot-Kampong
Trach 52.57km

2

59.98

1

20

Rehabilitation of NR41

Thnol Totoeng-L'ang
95.26km

2

65.89

1

21

Rehabilitation of NR42

Bek Chan-Tek Phos
69km

4

112

1

22

Rehabilitation of NR43

Treng Trayoeng-Tvea
Thmey 79km

2

73

1

23

Rehabilitation of NR45

Kang Keng-Prei Nob
69km

2

60

1

Rehabilitation of NR48
including bridge

Chamkar Luong-Cham
Yeam 136km

4

250

1

25

New NR50C and bridgecrossing Tonle Sap
Kampong ChhnangKampong Thom
province (Bridge lengthof 3.9km)

Kampong ChhnangKampong Thom 58km

2

248

26

Rehabilitation of NR53

Kampong ChhnangAm Laing 62km

2

50

19

24

Coastal transport corridor

Coastal transport corridor

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27

Reconstruction of
NR53A

Phsar Village-Kdol
29km

2

20

1

28

Reconstruction of NR54

Kror Kor-Kampong
Luong 5km

2

5

1

29

Reconstruction of NR55

Svay At-Thmor Da
182km

2

100

1

30

Reconstruction of NR56

Serey SophornSamroang 114km

2

45

1

31

Reconstruction of NR57

Battambang-O' Preah
103km

2

40

1

32

Reconstruction of NR59

Kon Damrei-Pailin
140km

2

50

1

33

Reconstruction of
NR60B (Kratie CityKampong
Tmor/Kampong Thom)

120km

2

100

1

Tnol Bek-Preah Vihea
city 125km

2

37.5

1

Preah Vihea cityPreah Vihea Temple
118km

2

35.5

1

NR62-NR64 90km

2

115

1

34
Northern transport corridor

Reconstruction of NR62

35

36

Reconstruction of NR623

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37

Reconstruction of NR64

Bakong TempleTbeng Meanchey
112km

38

Reconstruction of NR68

Kralanh-O' Smach
117km

2

60

39

Reconstruction of NR70

Prey Totoeng-PeamChi Korng 13km

2

7

1

40

Reconstruction of
NR70B Tonle Bet (NR7)
Srey Santhor-Prek Ta
Meak-Lvea Am-Peam
Ro (RN11)

145km

2

139

1

41

Reconstruction of NR71

Treung-Kampong
Thmor 58km

2

61.88

1

42

Reconstruction of
NR71C (Sror LopSteung Treng-Cham Ka
Leu)

114.62km

2

129.981

43

Reconstruction of NR72

Krek-Trapaing Phlong
14km

2

10

1

44

Reconstruction of NR73

Pratheat-Kratie 92km

2

80

1

45

Reconstruction of NR74

Sre Cha-Trapaing Sre
21km

2

15

1

46

Reconstruction of NR76

Snuol-Ban Lung
306km

2

144

1

47

Reconstruction of NR78

O’ Pong Morn-O' Ya
Dav 192km

2

73

1

2

60

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48

Reconstruction of
NR78C Doung Kralor(Steung Treng
Province)- Siem PangVin Sai- O’ Chum- Ban
Loung (Rattanakiriprovince)

132km

2

123

1

49

NR78-5 (Rattanakiri Ban
Loung- Kan Touy Neak
Cambodia-Vietnam
border)

170km

2

250

1

50

Reconstruction NR92

Som Ang-Kampong
Sro Lav 137km

2

120

1

51

Reconstruction ofProvincial Road 94 and
95 (PR94 & PR95)

Phnom Dek-Kampong
Sra Lav 147km

2

120

1

52

Reconstruction of PR147

Yor Thin Pika-Taken
Koh Sla 22km

2

10

1

53

Reconstruction of
PR159C, 159D, and159E

Borvil-Village 30Phnom Proek 47km

2

25

1

54

Reconstruction of PR310

Village 2-Koh Roka
45km

2

30

1

55

Reconstruction of PR312

Lvea-Pro Sva 29km

2

24.90

1

56

Reconstruction of
PR312B

Prasat CommuneRoung 22km

2

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57

Reconstruction of
PR312C

Kroal Kor-Kraing
Lvea 21km

2

10

1

58

Reconstruction of
PR316A

Chi Phou-Chantrea
16km

2

8

1

59

Reconstruction of PR371

Pen CommuneChhloung 90km

2

150

1

60

Reconstruction of PR377& 377A

48.59km

2

25.72

1

61

Reconstruction of
PR1577

Ratanak MondolBattambang 52km

2

20

1

62

Reconstruction of
PR1578

Steung Kach-Roka
Bos 17km

2

7

1

63

Reconstruction of
PR2561Ta Pen-Boeng Snor
26km

2

10

1

64

Reconstruction of
PR2624

Phnom Dek-Skun
79km

2

50

1

New PR 2662

Siem Reap-Siem Reap
18km

4

20

66

Reconstruction of
PR2625, 2648, and 2686

Kirivorn-Cham Ksan
148km

2

100

67

Reconstruction of
PR3762

Kronhoung Senchey
Cherng-Chey Khlaing
27km

2

10

68

Reconstruction of
PR3764

NR76-Cambodia-VN
Border 52km

2

25

65

Siem Reap Growth Pole

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1

1

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69

Siem Reap Growth Pole

Access road to New
Siem Reap Airport

Airport-Siem Reap
Ring Road 19.59km

4

58.40

1

70

SHV Growth Pole

Access road to SHVPrey Nob-SHV 45km

4

100

1

71

Phnom Penh Growth Pole

Access to New PP
Airport (Widening Hun
Sen Blvd to the South)

Ring Road 3- New
Phnom Penh Airport
7km

4

50

1

72

Phnom Penh Growth Pole

Access road to PPAP

10km

2

50

1

73

Coastal transport corridor

Access road to Koh
Kong Port

NR48-Koh Kong Port
8km

2

20

1

74

Tonle Bassac Bridge
project (Chak Ang Re
Krom-Prek Pra)

0.845km

4

58.25

1

75

Bridge crossing MekongRiver Kdei Ta Koy project2.59km

2

138

1

76

Road Project (Mae Sang28km
Ro Meas Heak)

2

19.6

1

77

Road project (Chum Kiri
RN41-Chhouk-Kampong 42.30km
Trach RN33)

2

24.27

1

78

Rehabilitation NR67

134km

2

26.05

79

Road project 2565A,
2565B, 2561

23.20km

2

15.80

1

80

Road project No59,
57B2, 57B1, 159C,
156D

120km

2

26.31

1

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81

Road project 266E, 166F

80km

2

18.42

82

Cambodia-Korea
friendship bridge project(Night market-Arey Ksat)

3.50km2

330

83

Samdech Hun Sen Tmor
Rieng road (from PR146A
in Keo Pus commune,
Prey Nob district,Sihanoukville province toKm 23+510 NR48 inBoeung Preav commune,
Srea Am Bel district, KohKong Province

23.51km

2

15

1

84

PR149 (NR4 at Km
133+600 in Kampong Sei
La district to Km 55+50
NR3 at Km 195+480 st
Prei Nob district,Sihanoukville Province)

55.59km

2

40

1

85

PR144044.30km

2

64.32

1

Total

6,245.745km

6,428.74

1
1

31

54

Note: Calculation of each investment project is made based on the related cost estimation through the discussion and clarification from the relevant
departments.
- Short-term and medium (2023-2027): 1,988.235km construction length of road and 2,957.02 million USD of investment budget- Long-term (2028-2033): 4,257.51km construction length of road and 3,471.72 million USD of investment budget.

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C. List of Railway Project

No.

Transport Corridor,
growth pole, andpoles connecting the
growth12Southwest transport
corridorName of Project

Description of Key Construction

Investment
Cost
Estimate(USD
Million)Upgrading of Phnom
Penh-Poi Pet railway
to a railway with thesame load capacity
and speed as thesouthern railway line
(passenger line speedof 80 km/h andfreight line speed of
50 km/h.

The first phase:
Upgrade Phnom Penh-Poi Pet railway to arailway with load capacity and speed as thesouthern railway line. It includes changing
existing sleepers to concrete sleepers, changing
fastening from small to large, preparation railway
foundations, bridges and buildings, signal andinformation equipment, railway facilities, solving
problems in railway stations, railway line, repair
railway depot, the improvement of waiting areasand passenger enter-exit terminal, connect withother modes of transportation, and the efficientarrangement for passenger and cargo transport.
In addition, adjusting the radius of curvature of
the existing railway line will ensure the safety of
train operation and can accelerate the speed oftrain. (Passenger line speed of 80 km/h and freightline speed of 50 km/h).

300

Reconstruction ofPhnom Penh-SHV tohigh-speed railway

Next phase: Reconstruction of Phnom Penh Sihanoukville Railway to a high-speed Railway.
It is a new construction of railway with a width of
1,435 mm, a passenger line speed of 160 km/h
and a freight line speed of 80 km/h, and load
capacity of more than 20 tons/axle. Installation of

1,330

Short &
Mediumterm(2023-2027)

1

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Long term(2028-2033)

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signal and information equipment, railway
facilities, solving problems at railway stations,railway lines, railway foundations, bridges andrailways, maintenance of railway depot, theimprovement of waiting areas and passenger
enter-exit terminal, connecting with other modesof transportation, and efficient transportation
arrangement for passengers and goods. In
addition, adjusting the radius of curvature of theexisting railway line will ensure the safety of train
operation and can accelerate the speed of trainsafely3

Northwest transport
corridor

Reconstruction ofPhnom Penh-Poi Pet
to high-speed rail

Next phase: Reconstruction project of Phnom
Penh-Poi Pet railway to high-speed railway. It isa new railway construction with a width of 1.435
mm, a passenger line speed of 160 km/h and afreight line speed of 80 km/h, a load capacity ofmore than 20 tons/axle. Installation of signal andinformation equipment, railway facilities,
problem solving at railway stations, railway lines,
railway foundations, bridges and railways, repair
railway depot, the improvement of waiting areasand passenger enter-exit at station, connectingwith other modes of transportation, and efficienttransportation arrangement for passengers andgoods. In addition, adjusting the radius ofcurvature of the existing railway line will ensure
the safety of train operation and can accelerate thespeed of train safely

1,930

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Construction of highspeed railway Phnom
Penh-Bavet Vietnam
border (New)The railway from Phnom Penh to southeast
passes through the new Phnom Penh Autonomous
Port to the east along National Road 1 throughKandal, Prey Veng and Svay Rieng provinces,and ends at the Bavet border gate (CambodiaVietnam border) that has a total length of 150km.
It is mainly focused on both passenger and cargotransport. After the construction, the passenger
speed will be 160 km/h and the freight speed will
be up to 80 km/h.

800

1

5

Northwest transport
corridor

Construction of highspeed railway Phnom
Penh-Kampong
Thom-Siem Reap-Poi
Pet (New)The new railway from northwest Poipet passes
through Siem Reap, Kampong Thom, Cheung
Prey (Kampong Cham), Phnom Penh. It focuseson the transportation of goods and passengers.
After the construction, the passenger speed willbe 160 km/h and the freight speed will be up to 80
km/h. Load weight over 20 tons/axle.

2,150

1

6

Railway construction(1) Phnom PenhNew Airport(Takhmao,
Kandalprovince)
Tourist and passenger(New)
growth pole(2) Siem ReapNew Airport(Sot Nikum,
Siem Reap
province)(New)(1) This new railway is for light train carrying
tourist leaving the new airport (Takhmao, Kandal
province) to Phnom Penh, and from Phnom Penhto Techo International Airport (Takhmao). It isestimated to be 20 km long.
(2) This new railway is for light trains carrying
tourists leaving New Siem Reap Angkor Airport(Sot Nikum, Siem Reap Province) to Siem Reap
city, and from Siem Reap city to New Siem Reap
Angkor Airport. The project is estimated to be 30
km long.
(3) It is a kind of Mono rail, AGT and subway
railway in Phnom Penh for the type of light train
with high safety, low noise, avoid traffic jams,

3,500

4

Southeast transport
corridorComprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

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(3) Transportation reduce pollution and sanitation. It is estimated toin Phnombe 20 km long.
Penh city(Mono rail,
AGT,
Subway)
(New)
Total

10,01044Note: Calculation of each investment project is made based on the related cost estimation through the discussion and clarification from the relevant
departments.

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D. List of Waterway Project

No.

Transport Corridor or
growth pole, poles
connecting the growth

Name of Project

Description of Key Construction

Investment
Cost
Estimate(USD
Million)16

1

Short &
Medium term
(2023-2027)

1

Phnom Penh Growth Pole

Expansion of LM17
Phase 4The construction of 3 container terminals
with a capacity of 5,000 tons each andwith a width of 150m (excluding theequipment), and a container yard of 5.5
hectares2

Phnom Penh Growth Pole

Development ofContainer Yard at
LM17

Develop two cargo terminals with acapacity of 3,000 tons each and a width of
150m for phase 1

70

1

Northwest transport
corridor

Study anddevelopment ofbreakbulk,
multipurpose port
terminal and tourist
port at Tonle Sap Lake
(Chong Beoung
Thom)

The study, architectural design andengineering work for the development of 2
multipurpose ports with a capacity of
2,000 tons each and a width of 130m

50

1Northwest transport
corridor

The study andconstruction of Pursat
multipurpose port
terminal

The study, architectural design andengineering work for the development of
one multipurpose port with a width of 70m
with cargo handling capacity of 80,000
tons annually

20

3

4

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Long term(2028-2033)

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5

6

7

8

Northwest transport
corridor

The study andconstruction of Pursat
Tourist Port Terminal

The study, architectural design andengineering work for the development of 2
tourist ports, a capacity of 100GT with awidth of 90m and capacity toaccommodate 100,000 tourists annuallyNorthwest transport
corridor

The
study
and
constructionofmultipurpose
port
terminal in Siem Reap
province

The study, architectural design andengineering work for the development of
one multipurpose port with a capacity of
500 tons, a width of 70m, and cargos
handling capacity of 80,000 tons annually20

1

Northwest transport
corridor

The study, architectural design and
The
study
and
engineering work for the development ofconstruction of tourist
two tourist ports, a capacity of 100GT
port in Siem Reap
with a width of 90m and capacity toprovince
accommodate 100,000 tourists annually5

1

Northwest transport
corridor

The
study
and
rehabilitationofwaterway from Tonle
Sap lake-Phnom PenhKampong
Chhnangprovince

The study, architectural design andengineering work for the rehabilitation andimprovement of waterway to facilitate thenavigation for vessel with a capacity of
2,000 tons from Tonle Sap in Phnom Penhto Kampong Chhnang. The total length is
120km with the depth of 3.5m.

5

1

10

1

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9

10

11

12

13

The study andrehabilitation of the
Tonle Sap waterway
from Kampong
Chhnang to Pursat

The study, design, rehabilitation andimprovement of waterway for thenavigation for vessels with the capacity of
500 tons from Kampong Chhnang to
Pursat. The total length of the waterway is
50km with the depth of 2.7m

100

1Northwest transport
corridor

The study andrehabilitation of Tonle
Sap waterway from
Pursat to Siem Reap

The study, architectural design andengineering work for the rehabilitation andimprovement of waterway to facilitate thenavigation for vessels with capacity of 500
tons from Pursat to Siem Reap. The total
length of waterway is 90km with the depthof 2.7m

130

1

Northwest transport
corridor

Study and construct
Preak Kdam port
terminal along Tonle
Sap River

The study and engineering design for thedevelopment of two multipurpose ports forvessels with capacity of 3,000 tons widthof 150m, and cargos handling capacity of
80,000 tons annually20

1

Northwest transport
corridor

Construction of Subfeeder Multipurpose
Port Terminal (TS11)
along Tonle Sap River

Construction of two multipurpose ports
able to accommodate vessels with capacityof 3,000 tons, width of 150m, and cargos
handling capacity of 80,000 tons annually20

1

Northwest transport
corridor

Construction of Subfeeder Multipurpose
Port Terminal (UM2)Construction of two multipurpose ports
able to accommodate vessel with capacityof 3,000 tons, width of 150m for phase 2,stage 2 and next phase.

30

1Northwest transport
corridorComprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

Page | 122

After rehabilitation and improvement,waterway, that accommodate only vesselsof 1,500 tons, is expanded to 3,000 tons
for sea-going vessel. The waterway to berehabilitated and improved has a total
length of 110km with a width of at least
100m and a depth of 5m. The Soil forrehabilitation is approximately 12,333
million cubic meters.

260

1

14

Northeast transport
corridor

Study rehabilitationand improvement ofwaterway from Phnom
Penh to Tonle Bet
terminal along
Mekong River

15

Northeast transport
corridorDevelop Sub-feeder
Multipurpose Port
Terminal (UM1) along
upper Mekong River

Construction of two multi-purpose portwith a capacity of 3,000 tons each and awidth of 150m, which can accommodate
cargos of 80,000 tons annually20

1

Develop Sub-feeder
Multipurpose
Terminal LM26 inPrey Veng province

Construction of two multi-purpose port
terminals with a capacity of 3,000 tons
each and a width of 150m during thephase 1 at Cambodia-Viet Nam which canaccommodate cargos of 80,000 tons
annually

70

1

Study andrehabilitation of
Mekong waterway
from PPAP to
Cambodia-Viet Nam
borderAfter rehabilitation and improvement of
Mekong waterway at 4 locations from
PPAP to Cambodia-Viet Nam Border, thecapacity of the existing waterway
transport shall be increased from 3,000
tons (during the dry season) to 5,000 tons
for sea-going vessel. The waterway to berehabilitated is 102km long with a depthof 7.5m.

160

16

17

Southeast transport
corridorSoutheast transport
corridorComprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

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18

19

Southeast and Northwest
transport corridor

Installation of aids tonavigation along the
Mekong River, fromTonle Bet Portterminal to PPAP

Navigation project“Funan Techo Canal”

The study and engineering work for
installation of aids to navigation for 180
locations13

1

The rehabilitation and dredging of Bassac
river connecting to the sea in Kep
province with a length of 180km,
including dredging a new route connecting
Prek Takeo, Mekong River to Prek Ta
Hing Bassac river and extending to the seaof Kep province.
• 3 canal locks is to be constructedin Prek Takeo (Kean Svay district,Kandal province), Svay Daun Keocity (Takeo province), andDamnak Chang Er (Kep province)• 2 strategic ports are to beconstructed in Takeo city andDamnak Chang Er district (Kepprovince) which are a logistic
center area, the exchange ofmultimodal transport, and 4 feeder
ports located in Kampong Trach,
Angkor Chey, Angkor Borey, andS' ang district which play the roles
as support and warehouse to stockand distribute goods for thesurrounding area.
2 main roads are planned forconstruction along this waterway

1,700

1

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Page | 124

and some bridges along thewaterway from Kean Svay district
to the sea in Kep province.

20

21

Northwest transport
corridor

Study and installationof aids to navigation
along Mekong River
from Phnom Penh toCambodia-Viet Nam
Border

The study and engineering work for
installation of aids to navigation at 220
locations17

1

Northwest transport
corridor

Study and installationof aids to navigation
along Tonle Sap River
from Kampong
Chhnang Port toPhnom Penh

The study and engineering work for
installation of vessel traffic signals at 200
locations15

1

Develop electronic
data interchange
platform for waterway
transport along theriver

The study and development of information
system such as port management system
and Electronic Data Interchange platform,
VTS and AIS as well as data center

250

1

1

Build the capacity of
MPWT in datacollection, inspection
and measurement
systemPurchase essential equipment andprograms for measuring and collecting
data for safe navigation and transport aswell as to Search and Rescue (SAR)

250

1

1

3,251

16

9

22
Others23

Total

Note: Calculation of each investment project is made based on the related cost estimation through the discussion and clarification from the relevant
departments.
Comprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

Page | 125

E. List of Maritime Transport Project

No.

Transport Corridor or
growth pole, poles
connecting the growth

Name of ProjectSize of Construction

Investment
Cost Estimate(USD Million)

Short &
Medium term
(2023-2027)

1

Maritime transport
corridorStarting new KohKong Port Project

2 multi-purpose terminals withcapacity of 20,000 tons each80

1Maritime transport
corridor

New general port
terminal at Koh
Kong (Union
Development)

1 multi-purpose terminal withcapacity of 50,000 tons and 1
container terminal with acapacity of 50,000 tons

2

500

1

3

Maritime transport
corridor

New tourist port
terminal at Koh
Kong (Union
Development)

The capacity to accommodate
cruise ships of 100,000 tons

300

1

4

Maritime transport
corridor

New multipurpose
port terminal at
Kampot, (Kampot
International port)

Multi-purpose port terminal witha capacity of 10,000 tons

50

1

5

Maritime transport
corridor

New port in Kampot(PAPA PetroleumPort)

Two container terminals withcapacity of 50,000 tons each andtwo multipurpose terminals witha capacity of 20,000 tons each

400

1

6

Maritime transport
corridorDevelopment of
deep waternavigation channel
for sea-going vesselThis navigation channel has
length of 30km, and the length
to be rehabilitated is 13km foroil tanker and cargos vessel of50

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Long term(2028-2033)

1

Page | 126

with capacity of
50,000 tons for
Kampot Port

7

8

SHV growth pole

SHV Growth Pole

Project on
Modification ofGeneral cargoterminal to container
port terminal(additional work)

50,000 tons, with a width of
200m and a depth of 15m

Container port with a length of
253m and a depth of 10.50m
which can accommodate vessel
with a capacity of 20,000 tons
(1,500 TEUs).

31

1

203

1

Installation of container lifting
equipment, 2 QC and 6 RTG.

New Container terminal phase 1
with a length of 350m and a
depth of14.50m that canaccommodate vessel of 60,000
tons and capacity of 4,000
New container
terminal at SHV Port TEUs.
phase 1- navigation channel length of
4.5km for vessel container
with the capacity of 60,000
tons, width of 150m and depthof 13.50m

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9

SHV Growth Pole

- New container terminal phase
2 with a length of 400m and a
depth of 16.50m that canaccommodate vessel with acapacity of 120,000 tons
(10,000 TEUs). New
Container terminal phase3
with a length of 400m, and a
New container
depth of 17.50 m that canterminal at SHV Port
accommodate vessel with thephase 2&3
capacity of 160,000tons (TEUs
15,000).
- Navigation channel length of
4.5km for vessels with thecapacity of 160,000 tons,
width of 150m and depth of
14.50m10

SHV Growth Pole11

New Steung Hav
Port Terminal at
SHV

547

Two container terminals with acapacity of 50,000 tons each

500

Multi-purpose port terminal witha capacity of 50,000 tons, coal
port terminal with a capacity of
50,000 tons and equipment
supporting to an industrial park

650

1

1

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Page | 128

SHV Growth Pole

Development of new
deep waternavigation channel
for vessel withcapacity of 50,000
tons at Steung Hav
Port in SHV

navigation channel with a lengthof 22.8km, a width of 140m anda depth of 15m

50

1

SHV Growth Pole

New combinedcycle Power Plant
located in SEZ andPower Area of KohKong Smart Port

1 LNG port (1 LNG Storage
facility, 1 LNG plant)

500

1

SHV Growth Pole

New port terminal at
Koh Kong Smart
Port

Two multipurpose port terminals
with a capacity of 50,000 tons
each, two general port terminals
with a capacity of 50,000 tons
each, and one big fishing port

500

15

SHV Growth Pole

New deep waternavigation channel
at Koh Kong SmartPort

It has a length of 40km, which isplanned for LNG Carrier with acapacity of 180,000 cubic
meters, navigation channel
width of 260m, and depth of
14m

200

1

16

SHV Growth Pole

Railway connecting
to Steung Hav Portof SHV

Length of 5km

30

1

12

13

14

1

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Page | 129

Road connecting to
Steung Hav Port ofSHV

Length of 5km

30

1

18

Establishment
electronic datainterchange platform
for waterway
transport

Develop information systemsuch as establishing port
management system andElectronic Data Interchange
Platform, VTS and AIS, DNSS
as well as data center

400

1

1

19

Build capacity of
MPWT in datacollection,
inspection andmeasurement system

Purchase measuring equipment
and data collection for safe
navigation and transport

400

1

1

Study on themodernization of
port equipment,
upgrade the safety
equipment at port

- Study on modernization of
essential port equipment- Training course and technicalinspection of port safety
equipment

40

1

1

17

20

Total

SHV Growth Pole

Others

5461

14

9

Note: Calculation of each investment project is made based on the related cost estimation through the discussion and clarification from the relevant
departments.

Comprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

Page | 130

F. List of Air Transport Project

Name of Project

Description of Key
Construction

Investment
Cost Estimate(USD Million)

Short &
Medium term
(2023-2027)

Phnom Penh Growth
Pole

New Phnom
PenhInternational
Airport (Techo)

Design Category 4F airport,
construct the runway of 3800m,
60m width, build a station of
120,000 square meters which canaccommodate 10 million
passengers annually

1500

1

Phnom Penh GrowthPole

Project for
improvement of
the eastern
terminal groundof Phnom Penh
International
Airport (current
airport)

Improve the eastern terminal of
8,831 square meters byconstructing 3 terminals withcategory C

1.2

1

3

Phnom Penh GrowthPole

Project for
improvingrunway A&C of
Phnom Penh
Airport

Improve runway A&C with AC
concrete, in which laid 27,320
square meters and pavementwith 19,390 square meters

5

1

4

Siem Reap Growth
Pole

Development ofSiem Reap
AngkorDesign Category 4E airport,
construct runway of 3,800m,
45m width, building station of
80,000 square meters which can

1100

1

No.

1

2

Transport Corridor
or growth pole, poles
connecting the growth

Comprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

Long term(2028-2033)

Page | 131

5

6

7

Siem Reap GrowthPole

SHV Growth Pole

Coastal transport
corridorInternational
Airport (New)accommodate 10 million
passengers annually

Expansion of
Phase 6 of Siem
Reap
International
AirportExpand the eastern terminal of
10,981 square meters andconstruct 3 terminals of
Category C with supporting
equipment including seweragesystem3.7

1

Expansion of
SHVInternational
AirportUpgrade into Category 4E,
widen the runway to 3,300m,
construct airport station, airplaneterminal, aligned runway as wellas supporting equipment such as:transport of cargos, fire
extinguishing, air traffic control,
airplanes maintenance, fuel for
airplane, basic services,wastewater treatment, anddefined operation bases which
can accommodate flow ofpassengers of 4 million per
annum

300

1

150

1

Construction ofDara Sakor
International
Airport (New)Design Category 4E airport,
construct runway of 3,200m,
45m width, building station of
5,700 square meters as well aswith relevant equipment

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Page | 132

Improvement of
Airport in Koh
Kong province

Design Category 4C airport,
strengthen the existing runway,
and develop longer runway into
1800m, and expanding thestation as well as installing theadditional equipment

43

1

9

Northwest maintransport corridor

Constructionof New Poi Pet
AirportDesign Category 4C airport,
strengthen the ground of runway,
develop longer runway into
2,500m, and construct the stationof 600 square meters as well as
install the additional equipment

45

1

10

Northeast sub transport
corridor

Change thelocation of
Mondulkiri
AirportNew Mondulkiri Airport shall be
constructed as Category 4C
airport150

1

3,297.910

8

Coastal transport
corridor

Total

0

Note: Calculation of each investment project is made based on the related cost estimation through the discussion and clarification from therelevant departments.

Comprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

Page | 133

G. List of Logistics Project

Name of ProjectSize of Construction

Investment
Cost Estimate(USD Million)

1

Development ofPhnom Penh Logistics
Complex (PPLC)There is a northwest andsoutheast external transport
node of PPLC and Air
Cargo Hub on areas of 150
hectares

220

1

2

Development of
Sihanoukville
Logistics Complex(SHV-LC)

100 hectares

120

1Development of Bavet
Logistics Park

70 hectares

80

1

4

Development of Poi
Pet Logistics Park80 hectares

90

1

5

Development of Siem
Reap Logistics andCommercial Centre

50 hectares

60

1

6

Development of
Kampot Industrial
Logistics Center

50 hectares

60

1

No.

3

Transport Corridor or
growth pole, poles
connecting the growth

Development of key
Logistics Complexes andPoles

Shortmedium term
(2023-2027)

Comprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

Long term(2028-2033)

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7

Development of
Kampong Cham
Agricultural Logistics
Center50 hectares

60

1

8

Development of Grain
Logistics Center

Each logistics center covers
areas of 30 hectares andthere are 5 logistics center in
total

200

1

9

Logistics Big Data
Centre8

110

Government’s
monitoring andservices platform

101

Logistics Associationand Enterprise
Resources Information
System development

15

1

11

Information platform of
Project for SMART and
Effective Logistics
development

12

SMART Logistics
Park Information
System platform
development

13

Secretariate of NLC(National Logistics
Council) and NLSC
(National Logistics
Steering Committee)

Enhancement of Logistics
Management Institution

Covering the PPLC andSHV-LC and Bavet and Poi
Pet Logistics Parks

20

1

4

1

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1

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Logistics Professional
Training Centre
development

14

15

Improvement of Logistics
Policy Framework
Total

2,000 square meters for
Phase 1

6

1

4.5

1

1

957.5

9

8

Note: Calculation of each investment project is made based on the related cost estimation through the discussion and clarification from therelevant departments.

Comprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

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H. Additional projects
No.

1

2

Project’s name

Development ofrailway strategic
framework

Kaam Samnor One
Stop Processing Center
Project

Summary of the objective of the
project

Investment Cost
Estimate(USD Million)

Short & Medium
term(2023-2027)

1

1Long term (2028-2033)

Main transport corridor, transport
hub and external transport nodes main transport corridor ofSouthwest and Northwest.
Strengthening the railway
regulatory framework in
Cambodia for increased safety
and efficient railway operation.
Main transport corridor, transport
hub and external transport nodes main transport corridor atSoutheast.
Improvement of facility andcapacity of cross-border transport
at Kaam Samnor Mekong Riverborder toward realizing seamlessborder crossing.

68

Comprehensive Master Plan on Cambodia Intermodal Transport and Logistics System 2023 – 2033

1

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3Development of Portand Inland Waterway
Regulatory Framework

4

Bavet Border
Improvement Project

Main transport corridor, transporthub, external transport nodes main transport corridor atSoutheast and Southwest.
Enactment of the port law andmaritime transport law,enactment of the inland waterway
law and strengthening of theregulatory framework.
Main transport corridor, transporthub, external transport nodes main transport corridor atSoutheast.

0.3

1

30

1

Enhancement of the capacity ofcross-border transport in Bavet
Area to achieve seamless bordercrossing.
Total

99.3

2

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