Data Collection Survey On Urban Transport in Phnom Penh

Kingdom of Cambodia
Phnom Penh Capital Administration
Data Collection Survey on Urban Transport

in Phnom Penh
Final Report
February 2023
Japan International Cooperation Agency (JICA)
Oriental Consultants Global Co., Ltd.

International Development Center of Japan, Inc.
CM
METS Research & Planning, Inc. JR
23 - 002
Kingdom of Cambodia
Phnom Penh Capital Administration
Data Collection Survey on Urban Transport

in Phnom Penh
Final Report
February 2023
Japan International Cooperation Agency (JICA)
Oriental Consultants Global Co., Ltd.

International Development Center of Japan, Inc.
METS Research & Planning, Inc.
Data Collection Survey on Urban Transport in Phnom Penh
Final Report
Table of Contents
Executive Summary
Page
Chapter 1 Background and Objectives
1.1 Background ................................................................................................................................... 1-1
1.2 Objectives...................................................................................................................................... 1-2
1.3 Target Area .................................................................................................................................... 1-2
1.4 Structure of Report ........................................................................................................................ 1-2
Chapter 2 Socio-economic Condition in Phnom Penh
2.1 Demographic Condition ................................................................................................................ 2-1
2.1.1 Administrative Division ........................................................................................................ 2-1
2.1.2 Existing Population ............................................................................................................... 2-2
2.1.3 Future Population .................................................................................................................. 2-8
2.2 Economic and Financial Condition ............................................................................................. 2-11
2.2.1 Economic Condition ............................................................................................................ 2-11
2.2.2 Financial Condition ............................................................................................................. 2-15
2.3 Social and Environmental Condition .......................................................................................... 2-20
2.3.1 Natural Condition ................................................................................................................ 2-20
2.3.2 Culture ................................................................................................................................. 2-24
Chapter 3 Existing Condition of Urban Transport Sector in Phnom Penh
3.1 Existing Institution, Legal System and Financial Condition related to Urban Transport
Sector ............................................................................................................................................ 3-1
3.1.1 Public Transport .................................................................................................................... 3-1
3.1.2 Highway ................................................................................................................................ 3-9
3.1.3 Traffic Management ............................................................................................................ 3-11
3.1.4 Urban Logistics ................................................................................................................... 3-13
3.2 Current Status of Infrastructure and Facilities related to the Urban Transport Sector ................ 3-14
3.2.1 Public Transport .................................................................................................................. 3-14
3.2.2 Highway .............................................................................................................................. 3-25
3.2.3 Traffic Management ............................................................................................................ 3-29
3.2.4 Urban Logistics ................................................................................................................... 3-30
Chapter 4 Upstream Policy and Plans related to Urban Transport in Phnom Penh
4.1 National Strategic Development Plan ........................................................................................... 4-1
4.2 Land Use and Urban Development Plan ....................................................................................... 4-2
4.2.1 Land Use Master Plan 2035 in Phnom Penh Capital City ..................................................... 4-5
4.2.2 Sustainable Development Plan .............................................................................................. 4-7
4.2.3 Smart City Plan ..................................................................................................................... 4-9
4.2.4 Urban Development Projects............................................................................................... 4-10
4.3 PPUTMP ..................................................................................................................................... 4-14
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4.3.1 Urban Vision and Urban Structure ...................................................................................... 4-14

4.3.2 2035 Urban Transport System ............................................................................................. 4-15
4.3.3 Discussion for National Approval of PPUTMP .................................................................. 4-17
4.3.4 Utilization of PPUTMP ....................................................................................................... 4-18
4.4 Other Plans related to Urban Transport in Phnom Penh ............................................................. 4-19
4.4.1 Phnom Penh Urban Transport Master Plan Revision Work (PPUTMP Revision Work)..... 4-19
4.4.2 The Project for Improvement of Public Bus Operation in Phnom Penh (PiBO) ................. 4-22
4.4.3 The Project for Development of Traffic Management System in Phnom Penh
(Grant Aid) .......................................................................................................................... 4-23
4.4.4 Project for Capacity Development on Comprehensive Traffic Management Planning
and Traffic Control Centre Operation and Maintenance in Phnom Penh Capital City........ 4-24
4.4.5 Supporting Sustainable Integrated Urban Public Transport Development - Sustainable
Integrated Urban Public Transport Development (ADB Study) ......................................... 4-25
4.4.6 Urban Railway..................................................................................................................... 4-27
Chapter 5 Transport Surveys
5.1 Outline of Transport Surveys ........................................................................................................ 5-1
5.2 Consideration for Conducting Transport Surveys under COVID-19 Pandemic ........................... 5-2
5.2.1 Monitoring of Effect of COVID-19 on Transport Behaviour in Phnom Penh ...................... 5-2
5.2.2 Discussions with PPCA ......................................................................................................... 5-3
5.3 Description/ Result of Transport Surveys ..................................................................................... 5-5
5.3.1 Person Trip Survey/Commuter Survey (PT/CS) ................................................................... 5-5
5.3.2 Cordon Line Survey (CLS) ................................................................................................. 5-13
5.3.3 Screen Line Survey (SLS) ................................................................................................... 5-18
5.3.4 Passenger Interview Survey (PIS) ....................................................................................... 5-22
5.3.5 Roadside Traffic Survey (RTS) ........................................................................................... 5-29
5.3.6 Intersection Traffic Survey (ITS) ........................................................................................ 5-30
5.3.7 Travel Speed Survey (TSS) ................................................................................................. 5-31
5.3.8 Parking Condition Survey (PCS)......................................................................................... 5-34
5.3.9 RHS Driver Interview Survey ............................................................................................. 5-38
5.3.10 Truck Interview Survey (TIS) ............................................................................................. 5-43
Chapter 6 Transport Demand Forecast
6.1 Transport Demand Forecasting Approach..................................................................................... 6-1
6.1.1 Outline of Transport Demand Forecasting ............................................................................ 6-1
6.1.2 Vehicle Classification ............................................................................................................ 6-2
6.1.3 Zone System and Target Area ................................................................................................ 6-2
6.1.4 Road and Public Transport Network ..................................................................................... 6-6
6.2 Assumptions for Transport Demand Forecasting .......................................................................... 6-7
6.2.1 Future Road Network and Public Transport Network ........................................................... 6-7
6.2.2 Trips from/to External Zones ................................................................................................ 6-9
6.2.3 Parameters for Network Assignment ................................................................................... 6-16
6.2.4 Effect of COVID-19 Pandemic ........................................................................................... 6-18
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6.3 Results of Transport Demand Forecasting .................................................................................. 6-20

6.3.1 Population Synthesis ........................................................................................................... 6-20
6.3.2 Vehicle Ownership .............................................................................................................. 6-20
6.3.3 Trip Generation in Internal Zones ....................................................................................... 6-21
6.3.4 Trip Distribution in Internal Zones ...................................................................................... 6-22
6.3.5 Modal Share in Internal Zones ............................................................................................ 6-23
6.3.6 Network Assignment Results .............................................................................................. 6-24
Chapter 7 Identifying Issues on Urban Transport Sector in Phnom Penh
7.1 Progress of PPUTMP Projects/Programme................................................................................... 7-1
7.1.1 Public Transport Sector ......................................................................................................... 7-1
7.1.2 Highway Sector ..................................................................................................................... 7-5
7.1.3 Traffic Management Sector ................................................................................................... 7-9
7.2 Issues in Urban Transport ........................................................................................................... 7-13
7.2.1 Impacts Caused by Upper Planning and Urban Transport Project/Programme .................. 7-13
7.2.2 Institutional and Organisational Issues in Urban Transport ................................................ 7-15
7.2.3 Issues on Urban Transport-related Infrastructure and Facilities .......................................... 7-17
7.2.4 Issues in Urban Transport Service ....................................................................................... 7-25
7.3 Issues in Urban Transport Sector and Causal Relationship Analysis .......................................... 7-31
7.3.1 Fragmented Efforts to Improve Urban Transport Sectors ................................................... 7-31
7.3.2 Causal Relationship Analysis on Issues to Promote Public Transport ................................ 7-32
7.3.3 Causal Relationship Analysis on On-street Parking Issues ................................................. 7-34
Chapter 8 Development Scenario
8.1 Development Scenario of PPUTMP ............................................................................................. 8-1
8.1.1 Five Development Strategies in PPUTMP ............................................................................ 8-1
8.1.2 Review of External and Internal Factors of Development of PPUTMP ............................... 8-1
8.2 SWOT Analysis............................................................................................................................. 8-2
8.2.1 Overview of SWOT Analysis ................................................................................................ 8-3
8.2.2 External Factors ..................................................................................................................... 8-3
8.2.3 Internal Factors ...................................................................................................................... 8-7
8.3 Formulation of New Conceptual Strategy for Urban Transport .................................................. 8-10
8.3.1 Perspectives for New Strategy Formulation ........................................................................ 8-10
8.3.2 Formulation of New Conceptual Strategy for Urban Transport .......................................... 8-11
Chapter 9 Implementation Plan
9.1 Implementation Plan ..................................................................................................................... 9-1
9.1.1 Implementation Plan.............................................................................................................. 9-1
9.1.2 Organisation and System ....................................................................................................... 9-4
9.2 Consideration for Future Cooperation in Urban Transport Sector ................................................ 9-5
9.3 Recommendation .......................................................................................................................... 9-8
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Appendix
Appendix 1 Transport Surveys ........................................................................................ Appendix 1-1
Appendix 2 Transport Demand Forecast ........................................................................... Appendix 2-1
Appendix 3 Reference Information ................................................................................... Appendix 3-1
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List of Figures
Page
Figure 1.3.1 Target Area ....................................................................................................................... 1-2
Figure 2.1.1 Sangkat Boundary as of 2022........................................................................................... 2-1
Figure 2.1.2 Population Change 1998-2019 ......................................................................................... 2-2
Figure 2.1.3 Percent Distribution of Population in Cambodia by Age Group (2008, 2019) ................ 2-3
Figure 2.1.4 Compound Annual Growth Rate of Population by Sangkats ........................................... 2-4
Figure 2.1.5 Comparison of Population Estimates ............................................................................... 2-9
Figure 2.1.6 Population Density by TAZ in 2019 and 2035 in Phnom Penh........................................ 2-9
Figure 2.1.7 Density of Employed Population and Student by TAZ in 2019 and 2035 in Phnom
Penh ................................................................................................................................ 2-10
Figure 2.2.1 GDP at Current Price in Million USD and per Capita GDP (1998-2020) ...................... 2-11
Figure 2.2.2 GDP Growth by Sector (1998-2020).............................................................................. 2-11
Figure 2.2.3 GDP by Sector (1998, 2008, 2018) ................................................................................ 2-12
Figure 2.2.4 GDP by Expenditure (1998, 2008, 2018) ....................................................................... 2-12
Figure 2.2.5 Current and Capital Account (2015-2020) ..................................................................... 2-12
Figure 2.2.6 Financial Account (2015-2020) ...................................................................................... 2-12
Figure 2.2.7 Export Products (2019) .................................................................................................. 2-13
Figure 2.2.8 Import Products (2019) .................................................................................................. 2-13
Figure 2.2.9 Average Monthly Disposable Income per Capita by Region (2009-2019/20) ............... 2-14
Figure 2.2.10 Fiscal Balance (1998-2021) ........................................................................................... 2-15
Figure 2.2.11 Public Debt (% of GDP) (1998-2021)............................................................................ 2-15
Figure 2.2.12 Outstanding External Debt by Creditor (as of year-end 2020)....................................... 2-16
Figure 2.2.13 Redemption Profile based on Outstanding as of Year-end 2020 .................................... 2-16
Figure 2.2.14 Debt Sustainability Analysis .......................................................................................... 2-17
Figure 2.2.15 Breakdown of Infrastructure Investment........................................................................ 2-18
Figure 2.2.16 Infrastructure Investment by Ministry............................................................................ 2-18
Figure 2.2.17 Current Expenditure by Province (2015) ....................................................................... 2-19
Figure 2.2.18 Real GDP Growth Rate .................................................................................................. 2-19
Figure 2.3.1 Map of Elevations across Phnom Penh .......................................................................... 2-20
Figure 2.3.2 Average Monthly Rainfall, Maximum Monthly Temperature and Minimum Monthly
Temperature (2004-2013) ............................................................................................... 2-21
Figure 2.3.3 Inner Flood Protection Dike and Pumping Stations in Phnom Penh.............................. 2-22
Figure 2.3.4 Flood-prone Areas (1984-2019) ..................................................................................... 2-23
Figure 2.3.5 Unwalkable Road (Left) and Reduced Road Capacity (Right) due to Heavy Rain ....... 2-23
Figure 2.3.6 Locations of IBA ............................................................................................................ 2-24
Figure 2.3.7 Mobile-cellular Subscriptions per 100 inhabitants in Cambodia ................................... 2-25
Figure 3.1.1 Motorumorque.................................................................................................................. 3-2
Figure 3.1.2 Motodop ........................................................................................................................... 3-2
Figure 3.1.3 Number of CBA Staff ....................................................................................................... 3-4
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Figure 3.1.4 Annual Revenue and Expenditure .................................................................................... 3-5

Figure 3.1.5 RHS Vehicles in Phnom Penh .......................................................................................... 3-6
Figure 3.1.6 Relationship of Driver, Users, Companies and Regulators on RHS in Phnom Penh ....... 3-7
Figure 3.1.7 Traffic Management Measures by Type in Phnom Penh................................................ 3-11
Figure 3.1.8 Loaded Truck Routes during Daytime ........................................................................... 3-14
Figure 3.2.1 Bus Routes and Terminals .............................................................................................. 3-15
Figure 3.2.2 Number of Bus Fleet and Route ..................................................................................... 3-15
Figure 3.2.3 Bus Route Map when Operation Resumed in November 2021 ..................................... 3-16
Figure 3.2.4 Number of Monthly Passengers by Route...................................................................... 3-18
Figure 3.2.5 Number of Paid and Free Passengers ............................................................................. 3-18
Figure 3.2.6 Number of Daily Passengers since 2nd November 2021 ................................................ 3-19
Figure 3.2.7 Layout Plan of Bus Depot .............................................................................................. 3-20
Figure 3.2.8 Parking at Bus Depot...................................................................................................... 3-20
Figure 3.2.9 Commuter Truck ............................................................................................................ 3-21
Figure 3.2.10 Ferry(Russey Keo-Takhmao) ......................................................................................... 3-21
Figure 3.2.11 Location of the Inter City Bus Terminals ....................................................................... 3-22
Figure 3.2.12 Locally-built Electric Vehicle (ONiON T1) ................................................................... 3-24
Figure 3.2.13 Electric Motorcycle Sharing (Go2) ................................................................................ 3-24
Figure 3.2.14 EV Charging Standards .................................................................................................. 3-25
Figure 3.2.15 Changes in Number of Lanes and Road Conditions ...................................................... 3-26
Figure 3.2.16 Prioritised Expressway Plan around Phnom Penh ......................................................... 3-28
Figure 3.2.17 Location of Signalized Intersections in 2014 and 2018 ................................................. 3-29
Figure 3.2.18 One-way Roads .............................................................................................................. 3-29
Figure 3.2.19 Underground Parking ..................................................................................................... 3-30
Figure 3.2.20 Phnom Penh Port ............................................................................................................ 3-31
Figure 3.2.21 Trend of Handling Container Volume at Phnom Penh Port ........................................... 3-31
Figure 3.2.22 Distribution of Container Cargo Commodity Handled at Phnom Penh Port
(Yr. 2022, Left: Import, Right: Export） ....................................................................... 3-32
Figure 3.2.23 Location Map of Dry Ports............................................................................................. 3-34
Figure 4.1.1 Rectangular Strategy Phase IV ......................................................................................... 4-1
Figure 4.2.1 Urban Formation Process of Phnom Penh from 1890 to 1958......................................... 4-5
Figure 4.2.2 Future Land Master Plan of Phnom Penh City 2035........................................................ 4-6
Figure 4.2.3 Linkage between Phnom Penh Sustainable City Plan and other Major Plans ................. 4-8
Figure 4.2.4 Location of Housing and Condominiums Development Projects .................................. 4-11
Figure 4.2.5 Example of Status for Housing and Condominiums Development Projects .................. 4-11
Figure 4.2.6 Koh Norea Satellite City Project .................................................................................... 4-12
Figure 4.2.7 Layout of Phnom Penh New International Airport ........................................................ 4-13
Figure 4.2.8 Image of Phnom Penh New International Airport .......................................................... 4-13
Figure 4.3.1 Urban Vision and Urban Structure of PPUTMP ............................................................ 4-15
Figure 4.3.2 Trunk Public Transport System Proposed in PPUTMP ................................................. 4-15
Figure 4.3.3 Other Public Transport Modes Proposed in PPUTMP ................................................... 4-16
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Figure 4.3.4 Road Network Proposed in PPUTMP ............................................................................ 4-16

Figure 4.3.5 Traffic Management Proposed in PPUTMP ................................................................... 4-17
Figure 4.3.6 Process for National Approval of PPUTMP Proposed by JST for PPUTMP................. 4-18
Figure 4.4.1 Work Flow of PPUTMP Revision Work ........................................................................ 4-19
Figure 4.4.2 Urbanisation in Phnom Penh .......................................................................................... 4-20
Figure 4.4.3 Proposals in PPUTMP, Current Status as of 2020 and Proposals in PPUTMP
Revision Work ................................................................................................................ 4-21
Figure 4.4.4 Location of Project for Development of Traffic Management System in Phnom
Penh ................................................................................................................................ 4-24
Figure 4.4.5 Locations of Priority Programme (1 to 3) ...................................................................... 4-27
Figure 5.2.1 New Cases of COVID-19 and Counter Measures in Cambodia ...................................... 5-2
Figure 5.2.2 Location of Traffic Monitoring by CCTV and the Captured Traffic Condition ............... 5-3
Figure 5.2.3 Traffic Volume Recovery Index at 4 Locations and Schedule of Surveys ....................... 5-3
Figure 5.2.4 Stakeholder Meetings for Transport Surveys ................................................................... 5-4
Figure 5.3.1 Coverage Area of Person Trip Survey and Commuter Survey ......................................... 5-6
Figure 5.3.2 Comparison of Household Income Distribution between 2012 and 2022 ....................... 5-7
Figure 5.3.3 Comparison of Number of Households by Income Group and Vehicle Ownership
Type (left: 2012, right: 2022) ........................................................................................... 5-8
Figure 5.3.4 Comparison of Share of Trip Generation by Purpose (left: 2012, right: 2022) ................ 5-9
Figure 5.3.5 Comparison of Trip Generation by Purpose (left: 2012, right: 2022) .............................. 5-9
Figure 5.3.6 Comparison of Trip Distribution (left: 2012, right: 2022) ............................................. 5-10
Figure 5.3.7 Comparison of Modal Share (left: 2012, right: 2022) .................................................... 5-11
Figure 5.3.8 Gender Distribution by Occupation ............................................................................... 5-11
Figure 5.3.9 Share of Car Driving License Holder ............................................................................. 5-12
Figure 5.3.10 Gender Distribution by Mode ........................................................................................ 5-12
Figure 5.3.11 Gender Distribution of RHS Drivers in RHS Driver Interview ..................................... 5-13
Figure 5.3.12 Article on Female Bus Driver ........................................................................................ 5-13
Figure 5.3.13 Map of the Cordon Line Survey Location...................................................................... 5-14
Figure 5.3.14 Cordon Line Traffic Volume in 2012 and 2022 (PCU base) .......................................... 5-15
Figure 5.3.15 Vehicle Type Composition in 2012 and 2022 (vehicle base) ......................................... 5-16
Figure 5.3.16 Ratio of External-Internal and External-External Traffic ............................................... 5-17
Figure 5.3.17 Desire Line of Cordon Line OD (Internal-External Trip and External-External Trip) .. 5-18
Figure 5.3.18 Screen Line Survey Locations Map ............................................................................... 5-19
Figure 5.3.19 Growth of Screen Line Traffic Volume .......................................................................... 5-20
Figure 5.3.20 Composition of Vehicle Type by Year at All locations (Screen Line Survey) ................ 5-21
Figure 5.3.21 Hourly Fluctuation ......................................................................................................... 5-21
Figure 5.3.22 Household Vehicle Ownership by Mode ........................................................................ 5-23
Figure 5.3.23 Household Monthly Income by Mode and Car Ownership............................................ 5-23
Figure 5.3.24 Travel Time and Cost by Mode ...................................................................................... 5-23
Figure 5.3.25 Frequency of RHS Usage by Mode................................................................................ 5-24
Figure 5.3.26 Opinion on Driving Manner of RHS .............................................................................. 5-24
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Figure 5.3.27 Opinion on No Entry Policy of RHS on Arterial Roads................................................. 5-25

Figure 5.3.28 Major Reason for Using RHS (RHS Users) ................................................................... 5-25
Figure 5.3.29 Major Reasons Not to Use City Bus .............................................................................. 5-26
Figure 5.3.30 Important Measures to Realize Integration of City Bus & RHS .................................... 5-26
Figure 5.3.31 Willingness to Use City Bus When Measures are Implemented (CAR, MC, RHS
Users) ............................................................................................................................. 5-27
Figure 5.3.32 Opinion on Fare Level and Operation Hour of City Bus ............................................... 5-27
Figure 5.3.33 Opinion on Illegal Roadside Parking ............................................................................. 5-28
Figure 5.3.34 Reason for Using Commuter Bus................................................................................... 5-28
Figure 5.3.35 Map of the Roadside Traffic Survey Location ............................................................... 5-29
Figure 5.3.36 Map of Intersection Traffic Survey Location ................................................................. 5-30
Figure 5.3.37 Comparison of Inflow Traffic at Intersections (2012 and 2022) .................................... 5-31
Figure 5.3.38 Travel Speed Survey Routes for Passenger Car ............................................................. 5-32
Figure 5.3.39 Comparison of Average Travel Speed (Morning Peak) (2001, 2012 and 2022) ............ 5-33
Figure 5.3.40 RHS Vehicle Movement ................................................................................................. 5-34
Figure 5.3.41 Average Travel Speed of City Bus (Line 4B) (All Time) ............................................... 5-34
Figure 5.3.42 Map of the Parking Condition Survey Location ............................................................ 5-35
Figure 5.3.43 Transition of Parking Demand (Off-street and On-street) .............................................. 5-37
Figure 5.3.44 Comparison between Parking Demand and Parking Capacity (Block A-E) .................. 5-37
Figure 5.3.45 Distance from Parking Facilities to Destinations ........................................................... 5-38
Figure 5.3.46 Behaviour Change in case of Strict Enforcement for Illegal Parking ............................ 5-38
Figure 5.3.47 Map of the RHS Driver Interview Survey Locations ..................................................... 5-39
Figure 5.3.48 Year of Starting the Job of Tuk-tuk Driver (RHS Drivers) ............................................ 5-39
Figure 5.3.49 Year of Starting RHS Application (RHS Drivers) .......................................................... 5-39
Figure 5.3.50 Average Daily Driving Distance by RHS Drivers .......................................................... 5-40
Figure 5.3.51 Location when Waiting for Passengers (RHS Drivers) .................................................. 5-40
Figure 5.3.52 Coverage of Driving Service by RHS Drivers (by Districts) ......................................... 5-41
Figure 5.3.53 RHS Driver’s Revenue (Current) ................................................................................... 5-42
Figure 5.3.54 RHS Driver’s Estimated Actual Revenue ...................................................................... 5-42
Figure 5.3.55 Comparison of RHS Driver’s Revenue before/after COVID-19 Pandemic ................... 5-42
Figure 5.3.56 Survey Locations of Truck Interview Survey................................................................. 5-43
Figure 5.3.57 Estimated Truck OD Distribution in 2022 ..................................................................... 5-45
Figure 5.3.58 Classification of GPS Prove-data and Trip..................................................................... 5-47
Figure 6.1.1 Flow of Transport Demand Forecast ................................................................................ 6-1
Figure 6.1.2 TAZ Boundary inside CBD .............................................................................................. 6-3
Figure 6.1.3 TAZ Boundary inside CBD and Suburbs ......................................................................... 6-3
Figure 6.1.4 TAZ Boundary inside Phnom Penh .................................................................................. 6-4
Figure 6.1.5 TAZ Boundary in Whole Cambodia................................................................................. 6-4
Figure 6.1.6 Large TAZ (LTAZ) Boundary inside Phnom Penh .......................................................... 6-5
Figure 6.1.7 Large TAZ (LTAZ) Boundary in Whole Cambodia ......................................................... 6-5
Figure 6.1.8 Current Road Network and Capacity ............................................................................... 6-6
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Figure 6.2.1 Forecasted Population of Cambodia .............................................................................. 6-10

Figure 6.2.2 Transition of Cambodia’s Estimated GDP and Estimated Number of Annual
Passengers at PPIA ......................................................................................................... 6-12
Figure 6.2.3 Number of Annual Passengers Adopted for Estimation of Airport Passenger Trips ...... 6-13
Figure 6.2.4 Truck Trip OD Estimation Flow .................................................................................... 6-13
Figure 6.2.5 Truck Trip Generation Model......................................................................................... 6-14
Figure 6.2.6 Relationship between V/C and Speed/ Travel Time by Link Performance Function ..... 6-17
Figure 6.2.7 Distribution of PT/CS Sample Collection Dates (by weeks, household basis) .............. 6-18
Figure 6.3.1 Change in Vehicle Ownership in the Future ................................................................... 6-21
Figure 6.3.2 Trip Generation by Trip Purpose .................................................................................... 6-22
Figure 6.3.3 Trip Distribution (LTAZ level) ....................................................................................... 6-22
Figure 6.3.4 Validation of Base Model (Screen Line Survey) ............................................................ 6-24
Figure 6.3.5 Validation of Base Model (Travel Speed) ...................................................................... 6-24
Figure 6.3.6 Road Assignment Result (Base Scenario) ...................................................................... 6-26
Figure 6.3.7 Road Assignment Result (Do Nothing Scenario in 2035) .............................................. 6-26
Figure 6.3.8 Road Assignment Result (With Scenario in 2035) ......................................................... 6-27
Figure 6.3.9 Public Transport Assignment Result (Do Nothing Scenario in 2035) ............................ 6-27
Figure 6.3.10 Public Transport Assignment Result (Do Nothing Scenario in 2035) ............................ 6-28
Figure 7.1.1 Location of the Public Transport Projects in PPUTMP ................................................... 7-4
Figure 7.1.2 City Bus Provided by Japan ............................................................................................. 7-5
Figure 7.1.3 Bus Depot ......................................................................................................................... 7-5
Figure 7.1.4 Bus Location App ............................................................................................................. 7-5
Figure 7.1.5 Airport Rail Link (Suspended) ......................................................................................... 7-5
Figure 7.1.6 Widening of RR-III (NR-4 - 4km section) ....................................................................... 7-7
Figure 7.1.7 Widening of Russia/NR-4 (IRR - RR-IV) ........................................................................ 7-7
Figure 7.1.8 Location of the Highway Projects in PPTUMP (Detail View) ......................................... 7-8
Figure 7.1.9 Location of the Highway Projects in PPTUMP (Whole PPCA Area) .............................. 7-9
Figure 7.1.10 Traffic Signal with CCTV .............................................................................................. 7-11
Figure 7.1.11 Traffic Control Centre .................................................................................................... 7-11
Figure 7.1.12 Location of the Traffic Management Projects in PPUTMP ........................................... 7-12
Figure 7.2.1 Location of the Urban Development Projects in Suburbs of Phnom Penh .................... 7-13
Figure 7.2.2 Progress of the Projects Proposed in PPTUMP.............................................................. 7-14
Figure 7.2.3 Absence of Transport Planning and Coordination Agencies .......................................... 7-15
Figure 7.2.4 Bus Stop Design ............................................................................................................. 7-18
Figure 7.2.5 Number of Newly Registered Vehicles .......................................................................... 7-20
Figure 7.2.6 Number of Traffic Accidents, Injuries and Fatalities ..................................................... 7-21
Figure 7.2.7 Traffic Accident Hotspot ................................................................................................ 7-22
Figure 7.2.8 Privatised Sidewalk and Unwalkable Pedestrian Walkway ........................................... 7-23
Figure 7.2.9 Opinions on Roadside Parking ....................................................................................... 7-24
Figure 7.2.10 Operation Frequency of City Bus................................................................................... 7-26
Figure 7.2.11 Reason of Missed Trip (2018-2019)............................................................................... 7-28
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Final Report
Figure 7.2.12 Operating Speed of City Bus in 2019............................................................................. 7-29

Figure 7.2.13 Operating Speed of City Bus (4A) ................................................................................. 7-29
Figure 7.2.14 City Bus Coverage Area ................................................................................................. 7-30
Figure 7.3.1 Past Efforts to Improve Urban Transport and Emerging Issues ..................................... 7-31
Figure 7.3.2 Progress of Projects Proposed in PPUTMP and Future Direction of Urban
Transport Improvement .................................................................................................. 7-32
Figure 7.3.3 Issues for Achieving Goals of PPUTMP and Causal Relationship ................................ 7-32
Figure 7.3.4 Opinion on “No Entry Policy” for RHS Vehicles to Arterial Roads (RHS Drivers
and RHS Users) .............................................................................................................. 7-33
Figure 7.3.5 Opinion on Integration of City Bus and RHS (RHS Drivers) ........................................ 7-33
Figure 7.3.6 Important Items for Integration of City Bus and RHS (RHS Drivers and RHS
Users) ............................................................................................................................. 7-34
Figure 7.3.7 Causal Relationship on On-street Parking Issues ........................................................... 7-34
Figure 8.2.1 SWOT Analysis ................................................................................................................ 8-3
Figure 8.2.2 Growth Rate of Urbanised Area from 2012 to 2020 ........................................................ 8-4
Figure 8.2.3 SWOT Analysis (Direction of Urban Development) ....................................................... 8-4
Figure 8.2.4 SWOT Analysis (Financial and Economic Trend) ........................................................... 8-5
Figure 8.2.5 SWOT Analysis (Technology, Environment, Society and Culture Trend) ....................... 8-7
Figure 8.2.6 SWOT Analysis (Urban Transport Management System, Public Transport and
Traffic Management, Road Transport) ............................................................................. 8-9
Figure 8.2.7 Pricing Gate for ERP in Singapore................................................................................. 8-10
Figure 8.2.8 Illegal Parking Posting App............................................................................................ 8-10
Figure 8.3.1 Perspectives to Formulate the New Conceptual Strategy for Urban Transport based
on SWOT Analysis ......................................................................................................... 8-11
Figure 8.3.2 Draft New Conceptual Strategy for Urban Transport .................................................... 8-12
Figure 8.3.3 Draft Development Scenario to Achieve the Goals of PPUTMP ................................... 8-13
Figure 8.3.4 Transport Sector Improvement Programmes and Time Frame to Achieve the Goal
of PPUTMP .................................................................................................................... 8-14
Figure 8.3.5 A Shophouse Built in the City Centre during the French Colonial Era (Left) and a
Typical Cell-type House Development Built in the Suburbs (Right) ............................. 8-15
Figure 9.1.1 Integrated Urban Transport Management Platform.......................................................... 9-5
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Final Report
List of Tables
Page
Table 2.1.1 Average Household Size .................................................................................................. 2-2
Table 2.1.2 Household Category in General Population Census ........................................................ 2-3
Table 2.1.3 Population Distribution by Khans (2008 and 2019) ......................................................... 2-3
Table 2.1.4 Estimated ASFR and TFR by Area in Cambodia (2019) ................................................. 2-5
Table 2.1.5 Estimates of Early-age Mortality and Life Expectancy in Cambodia (2019) .................. 2-5
Table 2.1.6 Distribution of Migrants by Previous Residence in Cambodia (2008-2019) ................... 2-6
Table 2.1.7 Population by Main Activities during the Last Year (Phnom Penh)................................. 2-6
Table 2.1.8 Employed Population and Number of Students in 2008 and 2019 (Phnom Penh)........... 2-7
Table 2.1.9 Average Number of Vehicles Owned by Household (Phnom Penh) ................................ 2-7
Table 2.1.10 Distribution of Vehicle Ownership per Household (Phnom Penh)................................... 2-8
Table 2.1.11 Population Estimates in Phnom Penh............................................................................... 2-8
Table 2.1.12 Future Estimation of Employed Population and Student in Phnom Penh ...................... 2-10
Table 2.2.1 Economy in Phnom Penh (2011, 2014).......................................................................... 2-14
Table 2.2.2 Trend of Nominal GDP and Revenue in Cambodia (2014-2022) .................................. 2-15
Table 2.3.1 Range of Projected Mean Annual Temperature Changes for Phnom Penh for 2050 ..... 2-21
Table 2.3.2 Percentage of Households with Durable Goods ............................................................. 2-25
Table 3.1.1 Present Institutional Arrangement for Operation and Management of Urban
Transport .......................................................................................................................... 3-1
Table 3.1.2 Public Transport in 2012 and in 2020 in PPCA ............................................................... 3-2
Table 3.1.3 Institutional and Legal Status of Public Transport Modes in Phnom Penh ...................... 3-3
Table 3.1.4 Duties of PPCA and CBA ................................................................................................ 3-5
Table 3.1.5 Major RHS Companies in Phnom Penh ........................................................................... 3-6
Table 3.1.6 Component of Road Traffic Law.................................................................................... 3-10
Table 3.1.7 Component of Road Law ............................................................................................... 3-10
Table 3.1.8 Status of Traffic Management Measures in Phnom Penh .............................................. 3-12
Table 3.1.9 Organisation of BRTP .................................................................................................... 3-12
Table 3.2.1 Service Type and Operation KM of Each Bus Route ..................................................... 3-17
Table 3.2.2 Summary of Inter City Bus Destination and Frequency ................................................ 3-23
Table 3.2.3 Expressway Plan ............................................................................................................ 3-28
Table 3.2.4 Outline of Facilities of Phnom Penh Port....................................................................... 3-31
Table 3.2.5 List of Dry Port in Phnom Penh ..................................................................................... 3-32
Table 4.2.1 Basic Zoning Urbanisation of the Capital, Municipalities and Urban Areas ................... 4-3
Table 4.2.2 Action Plan of Phnom Penh in ASCN .............................................................................. 4-9
Table 4.2.3 Outline of Smart & Sustainable City Strategic Road Map 2020/2035 ........................... 4-10
Table 4.2.4 Future Air Transport Forecast in Cambodia ................................................................... 4-14
Table 4.4.1 Proposed Urban Transport Measures in PPUTMP Revision Work ................................ 4-21
Table 5.1.1 List of Transport Surveys ................................................................................................. 5-1
Table 5.2.1 Criteria to Start, Suspend Survey under COVID-19 Pandemic ....................................... 5-4
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Final Report
Table 5.3.1 Comparison of Household Income Distribution .............................................................. 5-7

Table 5.3.2 Comparison of Trip Generation by Trip Purpose ............................................................. 5-8
Table 5.3.3 Comparison of Trip Distribution .................................................................................... 5-10
Table 5.3.4 Comparison of Trip Generation by Mode ...................................................................... 5-10
Table 5.3.5 Trip Rates by Gender by Trip Purpose (Trips/day) ........................................................ 5-12
Table 5.3.6 Summary of Traffic Count Survey (vehicle base) .......................................................... 5-14
Table 5.3.7 Average Passenger Occupancy ....................................................................................... 5-16
Table 5.3.8 Summary of Screen Line Survey Results ....................................................................... 5-19
Table 5.3.9 Average Passenger Occupancy in Screen Line Survey .................................................. 5-21
Table 5.3.10 Survey Locations for Passenger Interview Survey......................................................... 5-22
Table 5.3.11 Summary of Roadside Traffic Count Results ................................................................. 5-29
Table 5.3.12 Average Travel Speed (Passenger Car) .......................................................................... 5-32
Table 5.3.13 Definition of Legal and Illegal Parking (On-street) ....................................................... 5-35
Table 5.3.14 Target of Parking Condition Survey ............................................................................... 5-36
Table 5.3.15 Result Comparison of Truck Interview Survey between 2012 and 2022 ....................... 5-44
Table 5.3.16 Number of GPS Data Logs and IDs ............................................................................... 5-46
Table 5.3.17 Location Categories and Purpose Groupings by POI ..................................................... 5-47
Table 5.3.18 Share of trips by Purpose Estimated from GPS Data vs. PT Survey ............................. 5-48
Table 5.3.19 Number of GPS Data Logs and IDs ............................................................................... 5-48
Table 5.3.20 Number of GPS logs cleaned ......................................................................................... 5-48
Table 5.3.21 Share of Trips by Purpose, Estimated from GPS Data ................................................... 5-49
Table 5.3.22 Basic aggregate results of trips estimated from GPS data by year ................................. 5-49
Table 6.1.1 Vehicle Classification ....................................................................................................... 6-2
Table 6.1.2 Capacity and Speed by Road Classification ..................................................................... 6-7
Table 6.2.1 Future Road Network Scenario ........................................................................................ 6-8
Table 6.2.2 Future Public Transport Network Scenario ...................................................................... 6-8
Table 6.2.3 Future Public Transport Operation Headway Scenario .................................................... 6-8
Table 6.2.4 Estimation of TAZ Population.......................................................................................... 6-9
Table 6.2.5 Forecasted Provincial Population by GPC in 2008 and CAGR ....................................... 6-9
Table 6.2.6 District Area Proportion by TAZ in Kandal Province .................................................... 6-11
Table 6.2.7 Population Forecast of Surrounding Countries .............................................................. 6-11
Table 6.2.8 Estimation Method for Number of Annual Passengers at PPIA..................................... 6-12
Table 6.2.9 Growth Rate of Number of Annual Passengers.............................................................. 6-13
Table 6.2.10 Share of Truck Trip Generation ...................................................................................... 6-14
Table 6.2.11 Parameters for Truck Registration Model ...................................................................... 6-15
Table 6.2.12 Average Truck Working Ratio and Average Trip Rate ................................................... 6-15
Table 6.2.13 Estimated Truck Trip and Adjustment with Control Total ............................................. 6-15
Table 6.2.14 Parameters for Truck Trip Distribution .......................................................................... 6-16
Table 6.2.15 Assumed Speed and Cost of Modes ............................................................................... 6-17
Table 6.2.16 Commuting Trip Frequency Rate before Pandemic / Current Situation in PT/CS......... 6-18
Table 6.2.17 Summary of Mobile GPS Data Analysis ........................................................................ 6-19
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Final Report
Table 6.3.1 Household and Personal Attributes used in Population Synthesis ................................. 6-20
Table 6.3.2 Estimates of Vehicle Ownership..................................................................................... 6-20
Table 6.3.3 Estimates of Trip Generation by Residents .................................................................... 6-21
Table 6.3.4 Modal Share of Internal Zones (All Trips) ..................................................................... 6-23
Table 6.3.5 Modal Share of Internal Zones (Inter TAZ Trips only) .................................................. 6-23
Table 6.3.6 Road Network Performance Index (Base Scenario)....................................................... 6-25
Table 6.3.7 Road Network Performance Index (Do Nothing Scenario in 2035) .............................. 6-25
Table 6.3.8 Road Network Performance Index (With Scenario in 2035) ......................................... 6-25
Table 7.1.1 Review of PPUTMP (Public Transport Sector)................................................................ 7-1
Table 7.1.2 Review of PPUTMP (Highway Sector) ........................................................................... 7-5
Table 7.1.3 Review of PPUTMP (Traffic Management Sector) ......................................................... 7-9
Table 7.2.1 Bus Service Level (2018-2019)...................................................................................... 7-27
Table 7.2.2 Area and Population inside the City Bus Coverage Area ............................................... 7-30
Table 8.1.1 Assumed External and Internal Factors and Conditions in PPUTMP .............................. 8-2
Table 8.3.1 New Conceptual Strategy for Urban Transport and Transport Improvement Projects
in the Short and Medium Term (Draft) 1........................................................................ 8-16
Table 8.3.2 New Conceptual Strategy for Urban Transport and Transport Improvement Projects
in the Short and Medium Term (Draft) 2........................................................................ 8-17
Table 9.1.1 Implementation Plan for Realising PPUTMP and for Reacting against New Trends ...... 9-1
Table 9.2.1 Comparison of Assumptions, Development Policies, and Implementation
Mechanisms between the PPUTMP and the Revised PPUTMP (draft) ........................... 9-6
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List of Abbreviations
Abbreviation Full Name

ADB Asian Development Bank
AGT Automated Guideway Transit
AIIB Asian Infrastructure Investment Bank
AIMF International Association of Francophone Mayors
ASCN ASEAN Smart Cities Network
ASEAN Association of Southeast Asian Nations
ASFR Age-specific Fertility Rate
BA Built Up Area
BCR Building Cover Ratio
BKK Bangkok
BRT Bus Rapid Transit
BRTP Bureau of Road Traffic Police
BTS Bangkok Mass Transit System
CA Control Area
CAGR Compound Annual Growth Rate
CBA City Bus Authority
CBD Central Business District
CBR Crude Birth Rate
CCCA Cyclo Conservation and Careers Association
CCDA Cambodia for Confederation Development Association
CCS Combined Charging System
CCTV Closed-Circuit Television
CDB Commune Data Base
CDC Council for Development of Cambodia
CFS Container Freight Station
CLS Cordon Line Survey
CM Central Market
CO2 Carbon Dioxide
COE Certificate of Entitlement
COVID-19 Coronavirus Disease 2019
CS Commuter Survey
CSES Cambodia Socio-Economic Survey
CTN Container
CWR Child Woman Ratio
CY Container Yard
DPWT Department of Public Works and Transport
DSA Debt Sustainability Analysis
xiv
Final Report

EDC Electricite du Cambodge
ERP Electronic Road Pricing
EV Electric Vehicle
F/O Flyover
F/S Feasibility Study
FAR Floor Area Ratio
FCL Full Container Load
FDI Foreign Direct Investment
GDP Gross Domestic Production
GFR General Fertility Rate
GIS Geographic Information System
GIZ Deutsche Gesellschaft fur Internationale Zusammenarbeit
GPC General Population Census
GPS Global Positioning System
H/Q Headquarters
HCM Ho Chi Minh
HH Household
HHVO Household Vehicle Ownership
HTO Home to Others
HTSc Home to School Trip
HTSh Home to Shopping Trip
HTW Home to Work Trip
IBA Important Bird Area
ICT Information and Communication Technology
ID Identification
IDCJ International Development Center of Japan
IDEA Independent Democracy of Informal Economy Association
IMF International Monetary Fund
IMR Infant Mortality Rate
IRR Inner Ring Road
IT Information Technology
ITS Intersection Traffic Survey
ITU International Telecommunication Union
IUTMP Integrated Urban Transport Management Platform
JICA Japan International Cooperation Agency
JST JICA Survey Team
K&R Kiss and Ride
KHR Khmer Riel
LCL Less Container Load
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LTAZ Large Traffic Analysis Zone
M/P Masterplan
MaaS Mobility as a Service
MAID Mobile Advertising ID
MAU Monthly Active Users
MC Motorcycle
MEF Ministry of Economy and Finance
MLIT Ministry of Land, Infrastructure, Transport and Tourism
MLMUPC Ministry of Land Management, Urban Planning and Construction
MM Mobility Management
MOE Ministry of Environment
MOI Ministry of Interior
MPWT Ministry of Public Works and Transport
MVL MVLLABS Pte. Ltd.
NCSD National Council for Sustainable Development
NGO Non-Government Organization
NHB Non Home Based Trip
NIS National Institute of Statistics
NMT Non-motorized Trip
NOx Nitrogen Oxides
NR National Road
NRSC National Road Safety Committee
NSDP National Strategic Development Plan
OCG Oriental Consultants Global
OD Origin-Destination
OFC Optical Fiber Cable
P&R Park and Ride
PAS Sihanoukville Autonomous Port
PCS Parking Condition Survey
PCU Passenger Car Unit
PiBO Project for Improvement of Public Bus Operation in Phnom Penh
PIS Passenger Interview Survey
POI Point of Interest
PP Phnom Penh
PPAP Phnom Penh Autonomous Port
PPCA Phnom Penh Capital Administration
PPCC Phnom Penh Capital City
PPG Public and Publicly Guaranteed
PPIA Phnom Penh International Airport
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PPLUMP Land Use Master Plan 2035 in Phnom Penh Capital City
ppm parts per million
PPMP Phnom Penh Municipality Police
PPSCP Phnom Penh Sustainable City Plan 2018 –2030
PPSEZ Phnom Penh Special Economic Zone
PPUTMP Comprehensive Urban Transport Plan in Phnom Penh Capital City
PR Public Relations
PT Survey Person Trip Survey
PTOD Person Trip Origin-Destination
PV Present Value
QR Code Quick Response Code
RGC Royal Government of Cambodia
RHS Ride-Hailing Service
RMS Revenue Mobilization Strategy
RR Ring Road
RS Rectangular Strategy
RTS Roadside Traffic Survey
SEZ Special Economic Zone
SHV Sihanoukville
SLS Screen Line Survey
SmartJAMP Smart City supported by Japan-ASEAN Mutual Partnership
SOx Sulfur Oxides
SP Stay Points
SWOT Strengths, Weaknesses, Opportunities, and Threats
SSIUPTD Supporting Sustainable Integrated Urban Public Transport Development
TA Technical Assistance
TAZ Traffic Analysis Zone
TBD To be determined
TCC Traffic Control Center
TDM Transportation Demand Management
TEU Twenty-foot Equivalent Units
TFR Total Fertility Rate
TIS Truck Interview Survey
TOD Transit Oriented Development
TSS Travel Speed Survey
UMR Under-five Mortality Rate
UN United Nations
UNDP United Nations Development Programme
UNESCO United Nations Educational, Scientific and Cultural Organization
xvii
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UPS Uninterruptible Power Supply
USD US Dollar
V/C Volume to Capacity Ratio
WHO World Health Organization
xviii
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<Executive Summary>

JICA has cooperated to formulate the Comprehensive Urban Transport Plan in Phnom Penh Capital City
(hereinafter referred to as "PPUTMP") with the target year of 2035 and consistently supported to improve
the traffic condition in Phnom Penh. However, the car-oriented system remains unchanged and traffic
congestion is getting worse. The new transport mode, Ride-Hailing Service (hereinafter referred to as
"RHS") has been widely expanding in Cambodia. Also, the urban railway project, a key project of PPUTMP,
was postponed for the time being due to financial constraints of Cambodia. Based on the above background,
the purposes of the Survey are summarised as shown below:
 Updating the traffic data which was surveyed and analysed in PPUTMP in 2014,
 Conducting the interview surveys on new transport mode in Phnom Penh, RHS,
 Identifying the issues on transport sector in Phnom Penh as of today and
 Identifying the direction of cooperation and priority project in urban transport sector in Phnom
Penh.
2.1 Demographic Condition

While the population in the Central Business District (CBD), where the population density is higher than
other areas in Phnom Penh, is decreasing at CAGR -3.82%, the population is increasing outside CBD at
CAGR 2.43%. The population of about 2.19 million in 2019 is forecasted to increase to about 2.62 million
in 2035 in Phnom Penh.
2.2 Economic and Financial Condition

The Cambodian government has maintained the public finance well by keeping the budget deficit below
5% of GDP. The IMF report “Cambodia: Staff Report for the 2021 Article IV Consultation—Debt
Sustainability Analysis” concluded that Cambodia remains at a low risk of external debt distress.
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Final Report
(%)
30
20
10
-10
-20
-30
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020e
2021e
Government Expenditure (% of GDP)
Government Revenue (% of GDP)
General government net lending/borrowing (% of GDP)
Source: JST created based on the population data of Source: IMF World Economic Outlook Database
Commune data base in 2014 and 2018
Figure I Population Growth Area Figure II Fiscal Balance (1998-2021)
3.1 Existing Institution, Legal System and Financial Condition related to Urban Transport Sector
In general, MPWT is responsible for law and endorsement. Besides the function, the demarcation of roles
between PPCA and MPWT are intricate. Moreover, there is no agency who establish the comprehensive
transport policy and implement it.
Table I Present Institutional Arrangement for Operation and Management of Urban Transport
Responsible Agency
Traffic
Function Highway Instruments
Public Transport Management
(Urban)
(Parking)
MPWT
Policy and PPCA (bus), National Strategic Development Plan (5 year
(arterial), Unknown
strategy MPWT (rail) investment plan in all sector), PPUTMP
PPCA
Law MPWT, Road Traffic Law(2017)
MPWT MPWT
endorsement MLMUPC* Land Management Law (1997)
MPWT
PPCA
Regulator (rail/ bus), PPCA Sub-decree, Prakas, Certificate & Permit
(off-street)
(bus), DPWT (para)
Implementing CBA (bus),
DPWT,
Agency Private Private
PPCA
(Operator) (rail, para)
Road Design Standard (2003)
MLMUPC
Standard Unknown MPWT Urbanization of the Capital, Municipalities and
(off-street)
Urban Areas (2015)
MPWT,
Public Finance PPCA, MPWT
PPCA
*MLMUPC: Ministry of Land Management, Urban Planning and Construction
*DPWT: Department of Public Works and Transport, Source: JST
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Final Report
RHS drivers are categorized as passenger transport service provider as well as Khmer Tuk-tuk drivers based
on the road traffic law. Most of the drivers are independent drivers.
• Prakas
MPWT (Regulation) (Requesting Driver PassApp,
DPWT (Licensing) Information and Grab, etc.
PPMP(Road Safely) Driver Training)
Regulator (Government)
RHS Providers
• Transport Operator
Licensing • Business Registration • User Registration
• Vehicle Registration • Safety, IT, Privacy
• Traffic Safety Control Instruction
Transport Business Associations

IDEA CCDA
Internet
• Booking
• Payment
Users (Riders)
Drivers (Independent)
CCDA: Cambodia for Confederation Development Association
IDEA: Independent Democracy of Informal Economy Association
Source: JST
Figure III Relationship of Driver, Users, App Providers and Regulators on RHS
3.2 Current Status of Infrastructure and Facilities related to the Urban Transport Sector
CBA owns 181 buses. The end/start points of each bus route have bus terminals/parking, for a total of 14
bus terminals. Each bus route operates at around 20 kilometres and takes about 1 to 2 hours travel time to
complete the one-way service. As of December 2021, the daily ridership of these routes reached 2,700
passengers, which still has a large gap with the ridership before the COVID-19 pandemic. Several roads
were improved such as the widening of Veng Sreng Blvd., Hanoi Blvd., Russian Blve., RR-II South Section,
NR-1, NR-3 and NR-5, and the new construction of Hun Sen Blvd. Prior to the introduction of traffic control
system by Japan’s grant aid, the traffic signals at 69 intersections provided by different donors from seven
countries were operated independently. After the introduction of the traffic control system in December 2018,
traffic signals at 115 intersections were introduced by Japan. Of this number, 109 intersections connected to
the traffic control centre, located in the PPCA compound excluding 6 intersections along NR-1.
Chapter 4 Upstream Policy and Plans related to Urban Transport

Following upstream policy and plans related to urban transport in Phnom Penh were reviewed.
Table II Upstream Policy and Plans

Name Contents
National Strategic Development NSDP is a road map for the Royal Government of Cambodia (RGC) to move towards
Plan (NSDP) socio-economic development and poverty reduction, and it shall update every five years.
PPMP was prepared in 2015 by Phnom Penh Capital Administration (PPCA), PPCA
Land Use Master Plan 2035 in
estimated the future population at 2,544,659 in 2035 including Kandal province as a
Phnom Penh Capital City (PPMP)
“Greater City”.
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Final Report
Name Contents
The National Council for Sustainable Development (NCSD) and the Ministry of
Sustainable Development Plan Environment (MOE) has developed the development plan, so as to guide and implement
the master plans of land use, transport, drainage and waste management in Phnom Penh.
The RGC has joined ASEAN Smart Cities Network (ASCN) from the beginning and three
Smart City Plan cities in Cambodia have been selected as pilot cities, Phnom Penh, Siem Reap and
Battambang. Smart Bus Shelters project is on-going in Phnom Penh.
PPUTMP recommended a balanced decentralised urban structure and modal share
The Comprehensive Urban
between public and private transport, namely the target modals share of the newly
Transport Plan in Phnom Penh
introduced rail transit and bus transport is set at 30%, maintaining continuous urban
Capital City (PPUTMP)
vitality and sustainable urban environment.
2014 Phnom Penh Urban In the revision work, quantitative transport surveys were not included. It is designed to
Transport Master Plan revision help PPCA and DPWT officials understand urban transport issues and increase their
work (PPUTMP Revision Work) awareness of the revision of the PPUTMP.
Bus operation and management capacity, particularly that in CBA, needs to be improved
The Project for Improvement of
to ensure proper operation and management of the bus fleets procured under the Japanese
Public Bus Operation in Phnom
Grant Aid scheme. Therefore, GOC requested GOJ to implement technical assistance
Penh (PiBO)
through the PiBO. The PiBO was implemented by the end of August 2022.
The Project for Development of Traffic signals were installed at 115 intersections in the CBD of Phnom Penh.
Traffic Management System in
Phnom Penh (Grant Aid)
Supporting Sustainable Integrated The ADB TA identified the Rapid Bus project assigned along 75 kilometre radial road
Urban Public Transport network and traffic improvement programme as the priority urban transport programme,
Development - Sustainable following the mid-term action plan.
Integrated Urban Public Transport
Development (ADB Study)
Phnom Penh Post reported on 28th December 2022 that Senior Minister Sun Chanthol had
mentioned the F/S of Skytrain project conducted by JICA and the F/S of monorail and
Urban Railway subway projects conducted by Chinese companies have been completed. It was also
reported that the state government is expecting private investment on the urban railway
since it’s difficult to invest huge amount only in Phnom Penh from national budget.
Chapter 5 Transport Survey
5.1 Outline of Transport Surveys

A total of ten (10) items of transport surveys are to be carried out in this survey.
Table III List of Transport Survey

Survey contents Objectives and contents Quantity
Home-visit interview surveys will be conducted to understand resident’s daily
Person Trip activity and travel records, personal attributes such as income and vehicle Approximately 1,000
1
survey ownership, and the impact of the COVID-19 pandemic, in order to create a households
passenger Origin- Destination (OD) matrix.
Commuter Similar to Person Trip survey, but target respondent is limited to household Approximately 4,000
Survey members who commute and their trip information only. households
OD interviews and vehicle count surveys will be conducted to capture the OD 11 points on roads, 1
Cordon line
2 traffic volume, cargo type and volume of passengers and cargo from outside airport, and 3 ferry
survey
the region. terminals
12 points on roads
To understand the amount of traffic flowing into the city centre and to verify
Screen line (3 points are covered
3 the reproducibility of the traffic model in its current state, count surveys will
survey by Intersection Traffic
be conducted on screen lines.
Survey)
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Final Report
Survey contents Objectives and contents Quantity

For each mode (passenger car, RHS, public / commuter bus, motorcycles),
Passenger interviews will be conducted at locations where users of each mode gather in Approximately 2,000
4
Survey by Mode order to understand the characteristics of users, their awareness of traffic samples in total
issues, and the possibility of switching to a new mode.
Cross-section
A count survey will be conducted to understand the traffic volume in the city
5 traffic volume 17 points
and to verify the reproducibility of the traffic model.
survey
Traffic count Traffic count surveys will be conducted at major intersections to study
6 survey at intersection improvements and to verify the effectiveness of existing signals 13 points
intersections and flyovers.
13 passenger car routes
Conduct speed survey using GPS loggers to observe travel speed by mode and 50 RHS two-wheel
Travel speed
7 corridor. Also, the survey result will be used to identify the operation area of vehicles
survey
RHS. 50 RHS three-wheeled
vehicles
Conduct interviews and count surveys at facilities and on streets to observe Facilities: 17 locations
8 Parking survey
parking capacity, usage, and impact on roadways and sidewalks. & On-street
An interview survey will be conducted with drivers to understand the actual
RHS status
9 status of RHS services, including vehicle kilometres travelled per vehicle 400 samples
survey
(actual and empty), fare revenue, and number of trips.
Conduct interviews with companies and drivers, and count surveys at Special
Freight vehicle
10 Economic Zones (SEZ) and logistics hubs to estimate the percentage of cargo 15 locations
traffic survey
items and intra-regional cargo OD at major cargo hubs.
Source: JST
5.2 Consideration for Conducting Transport Surveys under the COVID-19 Pandemic
In order to judge the appropriate time to start the transport surveys, traffic volume has been monitored using
CCTV camera data. The results are compared with the traffic volume survey results in 2019 that was
conducted by ADB survey team. The recovery index reached 90% in January 2022. Considering the index,
transport surveys were initiated consulting with PPCA and Khans.
5.3 Result of Transport Surveys

 The share of car ownership households has increased from 18% in 2012 to 38% in 2022.
 In 2012, the number of trips generated from Phnom Penh metropolitan area was about 4.3 million
trips. It increased to about 5.6 million trips in 2022.
 The share of trips between suburban areas increased remarkably to 58% in 2022 from 50% in 2012.
 As the ownership rate of passenger cars and motorcycles increased, the ratio of NMT (Non-motarized
Trip: walk and bicycle) decreased, and the ratio of automobiles, motorcycles and tuk-tuk increased
to 14.1%, 58.1% and 15.6%, respectively.
 Buses accounted for only 1.4% because the number of operating routes was limited to four due to
the COVID-19’s pandemic.
 The major reasons not to use city bus are “Comfort and ease of own vehicle” both in Car users (39%)
and MC users (32%), followed by “Bus stop far from origin/destination” and “Slow speed of bus”.
The major reasons for RHS users are “Bus stop far from origin/destination”, 19% of RHS users.
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Final Report
Source: JST
Figure IV Major Reasons Not to Use City Bus by User’s Mode
 With regard to the illegal parking, 71% of respondents disagree or won’t agree to “current situation
is acceptable for convenience” and 90% of respondents agree to “illegal parking should be strictly
controlled”. These results indicate that they want more control of illegal parking.
 Comparing the parking capacity including off-street and on-street parking in the core area of CBD
and the parking demand, it was confirmed that the demand exceeds the capacity of parking facilities.

With the result of series of transport surveys, disaggregated four step model was developed to estimate
future transport demand. Two scenarios “Do thing” case and “With” project case were set for future road
and public transport network. The share of car increased to 14.9% in 2022 from 9.9% in 2012 and the share
in 2035 will further increase to 21.7% in “Do Nothing” scenario and 20.2% in “With” scenario. Under the
current vehicle ownership and modal choice trends, if population growth and economic growth continue,
trips by car in 2035 is projected to be 1.489 million in “Do Nothing” scenario and 1.387 million even in
“With” scenario. Trips by motorbike and tuk-tuk is projected to increase slightly, however, the shares of
these modes will decrease. The share of public transport is 1.3% in “Do Nothing” scenario where no bus
priority lane and urban rail are introduced and 5.4% in “With” scenario. When it is limited to InterTAZ trips
only, the modal share of public transport is projected to be 8.6%.
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Final Report
Source: JST
Figure V Road Assignment Result (Do Nothing Scenario in 2035)
Source: JST
Figure VI Road Assignment Result (With Scenario in 2035)
VII
Final Report
7.1 Progress of PPUTMP Projects/Programme

The number of complete project for public transport sector is limited since most of the railway projects
were suspended after the F/S. A major reason of the suspension is budgetary constraint.
7.2 Issues in Urban Transport Sector and Causal Relationship Analysis
7.2.1 Fragmented Efforts to Improve Urban Transport Sectors

To improve the urban transport in Phnom Penh, several efforts such as urban road development and
widening, traffic signal instalment, City Bus operation, etc. have been made based on PPUTMP. However,
those efforts are fragmented and not effective to change the behaviour of citizens, namely shifting from
private vehicle users to public transport users. In order to bring a behaviour change of Phnom Penh citizens,
it is necessary to stand from the user's point of view, effectively connect fragmented efforts, and secure a
series of comfortable means of transport and space from origin to destination.
Fragmented Efforts
Road
Bus operation construction
& management / widening / Parking
improvement signal install construction
Occupied / No info. on
damaged Far from bus Occupied /
sidewalk home / hot stop/route damaged
to wait sidewalk
No punctual No discipline
/ low speed Congestion / illegal
parking
No enough
parking
Increasing car ownership rate space & Info.
and mobile phone user / no
custom of public transport Need to allocate limited budget Limited space
New city Expanding city area High dense
Source: JST
Figure VII Past Efforts to Improve Urban Transport and Emerging Issues
7.2.2 Causal Relationship Analysis on Issues to Promote Public Transport

Regarding the City Bus, which plays a major role in public transport in Phnom Penh, the major reasons
why car, motorcycle and RHS users do not use the City Bus are “Car is comfortable”, “Bus stop far from
origin/destination”, “Slow speed of bus” and “Bus routes are limited”. For improving access to a bus stop,
shortening “psychological distance” by improving the environment of pedestrian walkways will be
effective as well as shortening “physical distance” by changing the bus stops intervals and expanding the
bus network. Furthermore, it is also possible to maximize the coverage of a bus stop by assigning a feeder
role for City Bus to RHS and building transfer points between RHS and City Bus.
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Final Report
Note: PI (Public Involvement)

Source: JST
Figure VIII Issues for Achieving Goals of PPUTMP and Causal Relationship
7.2.3 Causal Relationship Analysis on On-street Parking Issues

As the reason for not parking in the parking lot, 36% of the respondents answered the difficulty to find
available parking space, followed by 19% of the respondents answered the issue of parking fees, 17% of
the respondents who assume there are no risk of crack down and 12 % of respondents who said that there
was no parking lot near the destination. In addition to the issue of parking capacity, it is also necessary to
provide parking information.
Source: JST
Figure IX Causal Relationship on On-street Parking Issues
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Final Report
Chapter 8 Development Scenario

The draft new conceptual strategy for urban transport based on the analysis of the internal and external
factors through SWOT analysis and the perspective of strategic planning based on the pillars of "integrated
strategy," "proactive strategy," and "reactive strategies" is shown in the figure below.
Absence of
inter-sectorial Challenges to achieve the goal of PPUTMP
coordination
PPUTMP’s Goal Strategy １
To maintain the
people-/environment- Changing from the fragmented interventions to the integrated Actions to
friendly urban and inclusive mobility and management [Strength]×[Weakness] implement
conditions and vitalize PPUTMP
the urban activities in ～A new era with Public Transport culture～
Phnom Penh
City.
Reactions against the New Trends
Strategy２
Support for cityscape reconstruction for 2 million pop/200 year
history city and guidance for the development of new urban
• Steady Private Investment areas as experiments [Strength]×[Opportunity] New
aspect to
• Well-designed streetscape
～A fun and walkable city～ be
addressed
when
Strategy３ PPUTMP
• Urban flood
Development of traffic corridors and hubs and redundant mobility will be
• Urban sprawl and car-
network to minimize risks of increasing accidents and urban revised
oriented development disasters [Strength]×[Threat]
～A safe and livable city ～
Source: JST
Figure X Draft New Conceptual Strategy for Urban Transport
a) Draft Development Scenario to Achieve the Goals of PPUTMP

Currently, major measures against the rapidly increasing traffic demand are road widening and bypass
road developments that is relatively inexpensive and fast-acting. But it may promote further car
dependency and parking space in future. It will damage the historic cityscape in Phnom Penh. In terms
of public transport, Cambodia has a shorter history. To establish a public transport culture, it is necessary
to shift from the current car-oriented development to create the public transport culture with punctual
bus network and walkable sidewalk. It will continue to the development of mass transit in major
corridors in the future.
b) Transport Sector Improvement Programmes and Time Frame to Achieve the Goal of PPUTMP
The following figure shows the transport sector improvement programmes and time frame to achieve
the goal of PPUTMP.
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Final Report
Source: JST
Figure XI Draft Development Scenario to Achieve the Goals of PPUTMP
Source: JST
Figure XII Transport Sector Improvement Programmes and Time Frame
Chapter 9 Implementation Plan and Recommendation
JST recommends:
 To implement the proposed priority projects (bus priority lanes, sidewalk improvement, parking
management) timely and in an integrated manner;
 To do so, to enhance coordination mechanism among stakeholders through establishment of urban
transport platform in PPCA;
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Final Report
 To secure budget for proposed priority projects, the revision and approval of PPUTMP fully
utilizing the study outputs;
 To maintain valuable urban transport database developed under this Project and utilize it to realize
evidence-based priority projects and support stakeholder consultation process.
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1.1 Background
The Japan International Cooperation Agency or JICA has cooperated to conduct the Project for
Comprehensive Urban Transport Plan in Phnom Penh Capital City (hereinafter referred to as "PPUTMP")
with the target year of 2035 and consistently supported to improve the traffic condition in Phnom Penh.
More specifically, many projects include the Project for Improvement of Transportation Capacity of Public
Bus in Phnom Penh (Grant Aid), the Project for Improvement of Public Bus Operation in Phnom Penh
(PiBO), the Project for Development of Traffic Management System in Phnom Penh (Grant Aid) and the
Project for Capacity Development on Comprehensive Traffic Control Centre in Phnom Penh Capital City
(Technical Cooperation Project). In addition, other donors such as the Asian Development Bank (ADB) are
also providing support such as technical cooperation project, Supporting Sustainable Integrated Urban
Public Transport Development (SSIUPTD), for building a transit-oriented network system, which is the
basic policy of PPUTMP.
However, the number of new vehicles registered in Phnom Penh (including four-wheeled and two-wheeled
vehicles), which was 300,000 in 2013, doubled to 580,000 in 2018; the car-oriented system remains
unchanged and traffic congestion is getting worse. Furthermore, there are many issues that have not yet
been improved since the formulation of PPUTMP, such as illegal parking on the street and lack of driving
manners. In recent years, as Information and Communication Technology (ICT) and the mobile phone
penetration rate increase, the Ride-Hailing Service (hereinafter referred to as "RHS") such as “PassApp”, a
RHS by a Cambodian national company, has been expanding. RHS in Phnom Penh is different from the
RHS by automobile like other countries. It is mainly composed of three-wheeled taxis and due to the rapid
increase of such vehicles, problems arise as it creates new competition with public transport and further
decreases the average speed of main roads. A preparatory survey for Phnom Penh urban railway
development project was conducted from 2017 to 2020 toward the introduction of a transit-oriented
transport system, which is the key project of PPUTMP, but the project was postponed for the time being
due to financial constraints of Cambodia and other reasons.
Based on the above background, Phnom Penh Capital Administration (hereinafter referred to as "PPCA")
started the “2014 Phnom Penh Urban Transport Master Plan Revision Work (Data Collection Study)”
(hereinafter referred to as "PPCA Survey"). The PPCA Survey started in February 2020 and completed in
December 2021. The output will be used for the revision of PPUTMP. However, the PPCA Survey does not
include quantitative analysis such as transport surveys and demand forecasts. Therefore, after conducting a
quantitative analysis in the “Data Collection Survey on Urban Transport in Phnom Penh” (hereinafter
referred to as "the Survey") and sharing the direction to solve the identified issues on urban transport in
Phnom Penh with PPCA, the direction of future cooperation from JICA in the urban transport sector in
Phnom Penh will be discussed. Furthermore, the quantitative research and analysis in this Survey will be
the basis of the quantitative analysis for the future revision of PPUTMP by PPCA.
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1.2 Objectives
As derived from the understanding of the background of the Survey, the purposes of the Survey are
summarised as shown below:
 Updating the traffic data which was surveyed and analysed in PPUTMP in 2014,
 Conducting the interview surveys on new transport mode in Phnom Penh, RHS,
 Identifying the issues on transport sector in Phnom Penh as of today and
 Identifying the direction of cooperation and priority project in urban transport sector in Phnom
Penh.
1.3 Target Area

The Survey area is the Phnom Penh Municipality Area as shown in Figure 1.3.1.
Source: JICA Survey Team (JST)

Figure 1.3.1 Target Area
1.4 Structure of Report

Following this Introduction in Chapter 1, Chapter 2 summarises the population and socio-economic
condition that will be utilised to prepare inputs for the transport demand forecast and assessing the financial
capability of Phnom Penh city on transport sector as well as social environmental conditions such as natural
conditions.
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Chapter 3 describes the existing condition of the urban transport sector in Phnom Penh, namely:
1) Institution, 2) Legal System 3) Financial Condition and 4) Infrastructure and facilities. Also, the current
status of the urban logistics that has impact on passenger traffic is analysed.
Chapter 4 provides a brief introduction of the Upstream Policy/Plans and the status of projects which are
implemented by PPCA, ADB and JICA.
Chapter 5 summarises the findings of Transport Surveys. Chapter 6 describes the transport demand forecast
based on the result of Transport Surveys.
Chapter 7 describes the identified issues on urban transport sector from the collected information so far. In
particular, the causes of failure in increasing public transport use, which is one of the goals of PPUTMP,
are discussed based on the result of Transport Surveys as well as the causal relationship analysis.
Chapter 8 proposes the development scenarios to solve and improve the urban transport issues mentioned
in Chapter 7.
Chapter 9 describes the next measures to be implemented by PPCA.
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Final Report
2.1 Demographic Condition
2.1.1 Administrative Division

Cambodia is composed of 24 provinces and one special administrative unit for Phnom Penh Capital City.
The area of Phnom Penh Capital City is around 679 km2, which is divided into 14 Khans (districts in
English). In the Khans of Phnom Penh, there are 105 Sangkats (communes in English) and each Sangkat is
further separated into Phums (villages in English). Administrative boundaries have been revised time to
time by dividing an existing Khan/Sangkat.
Phnom Penh is fully surrounded by the neighbouring Kandal Province and the boundary with Kandal
Province was changed by transferring some villages in Kanadal Province to Phnom Penh. For instance, in
November 2016, the jurisdictions of Sangkat Bak Kaeng and Sangkat Preaek Ta Sek in Phnom Penh has
expanded by receiving some villages from Kandal Province.
Furthermore, some Sangkats (communes) such as Phnom Penh Thmei and Tuek Thla were divided into two
Sangkats. Figure 2.1.1 illustrates the Sangkat boundary in Phnom Penh Capital City as of 2022.
Source: JST
Figure 2.1.1 Sangkat Boundary as of 2022
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2.1.2 Existing Population
(1) Trends of Population in Phnom Penh

The general population census was conducted in the Cambodia in 1998, 2008 and 2019. The most recent
survey was conducted in 2019 and the final report was published in October 2020. Also, the inter-central
population survey was conducted in 2013 sampling households to be surveyed and its accuracy is achieved
at the province level. Generally, the population in Cambodia has been steadily increasing over the decades:
11.4 million in 1998 to 15.6 million in 2019 as shown in Figure 2.1.2.
The population of Phnom Penh is increasing in accordance with the large-scale urban development and
attracts more citizens from other provinces with its economic importance, abundant employment
opportunities and educational institutions. Phnom Penh occupies the highest share in the country’s
population at the provincial level at 14.7%, which increased from 9.9% in 20081. As a result, the population
density in Phnom Penh is the highest in the country at 3,361 persons per km2 while it is 87 persons per km2
for the whole country.
18,000
unit: thousand people
15,552
16,000 14,677
14,000
13,396
12,000
11,438
10,000
8,000
6,000
4,000 2,282
1,328 1,688
2,000 1,000
0
1998 2008 2013 2019
Phnom Penh Cambodia
Note: Population other than “Regular or Normal Household” is also included.

Source: General Population Census in 1998, 2008 and 2019 and Inter-censal population
survey 2013
Figure 2.1.2 Population Change 1998-2019
As shown in Table 2.1.1, the most regular household in Cambodia is composed of 4 members and the
percentage of smaller households as nuclear households became larger in recent years. The household size
in Phnom Penh is larger than in other provinces as migrants from other provinces, who move to Phnom
Penh because of job opportunities and education, often live with their relatives and friends.
Table 2.1.1 Average Household Size

1998 2008 2019
Phnom Penh 5.7 5.0 4.4
Cambodia 5.2 4.7 4.3
Source: General Population Census in 1998, 2008 and 2019
1 Source: General Population Census in 2019
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Figure 2.1.3 describes the distribution of population by age groups in 2008 and 2019. The largest age group
is still the 10-14 age group, however, the trend of an aging population can be observed.
Source: General Population Census in 2019
Figure 2.1.3 Percent Distribution of Population in Cambodia by Age Group (2008, 2019)
(2) Population Distribution in Phnom Penh

There are five categories for household types in General Population Census, namely, “Regular or Normal
Household”, “Institutional Household”, “Homeless Household”, “Boat Household” and “Transient
Population”.
Table 2.1.2 Household Category in General Population Census

Regular or
Institutional Boat Transient
Normal Homeless Total
Household Household Population
Household
Population in 2019 2,189,460 73,474 1,678 1,096 16,243 2,281,951
Share 95.9% 3.2% 0.1% 0.0% 0.7%
Note: Institutional Household is defined as household composed of unrelated persons, often seen at boarding houses, messes,
hostels, residential hotels, rescue homes, jails and pagodas.
The table below summarises the population in Phnom Penh by Khans in 2008 and 2019. The Central
Business District (CBD) in Phnom Penh is composed of the 4 khans and newly created Khan named “Boeng
Keng Kang”, which took 7 Sangkats from Khan Chamkar Mon in January 2019. The population share of
CBD dropped from 38% in 2008 to 23% in 2019.
Table 2.1.3 Population Distribution by Khans (2008 and 2019)

Population (1,000 people)
Khans Remarks
2008 2019
1 Chamkar Mon 182 71
2 Doun Penh 127 155
3 Prampir Meakkakra 92 71
CBD 4 Tuol Kouk 171 146
This khan was created in January 2019 by taking 7
13 Boeng Keng Kang 67
Sangkats from Chamkar Mon.
Sub-total 572 510
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Population (1,000 people)

Khans Remarks
2008 2019
5 Dangkao 73 160
6 Mean Chey 195 248
7 Ruessei Kaev 135 275
8 Saensokh 126 183
9 Pou Saenchey 159 227
Other
Area 10 Chrouy Changvar 61 159
11 Preaek Phnov 47 188
12 Chhbar Ampov 133 164
It used to be a part of Kandal Province. Integrated
14 Kambol 76
into Phnom Penh in January 2019.
Sub-total 930 1,680
Total 1,502 2,190
Population Share of CBD 38% 23%
Note: The figures include “Regular or Normal Household” population only.
Source: General Population Census in 2008 and 2019
Figure 2.1.4 describes the compound annual growth rate (CAGR) of the population of Khans from 2014 to
2018. While the population in the Central Business District (CBD)2, where the population density is higher
than other areas in Phnom Penh, is decreasing at CAGR -3.82%, the population is increasing outside CBD
at CAGR 2.43%. The population in Sangkats outside IRR (Inner Ring Road) such as Sangkat Krang
Thnoang, Sangkat Kakab and Sangkat Dangkao marked high growth rate.
Note: The Sangkats boundaries are not the latest for comparing population in different years.
Source: JST created based on the population data of Commune data base in 2014 and 2018
Figure 2.1.4 Compound Annual Growth Rate of Population by Sangkats
2 CBD: 5 districts of Chamkar Mon, Doun Penh, Prampi Makara, Tuol Kouk and Boeng Keng Kang.
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(3) Demographic Indicators

Basic demographic indicators are collected from the result of General Population Census 2019. Those are
key indicators for forecasting the future population.
Fertility Rate
The age-specific fertility rate (ASFR) and the total fertility rate (TFR) in Cambodia are shown in Table
2.1.4. The TFR in 2019 was around 2.5, which has decreased from around 2.7 in 2008.
Table 2.1.4 Estimated ASFR and TFR by Area in Cambodia (2019)

Total Urban Rural
Age-Specific Fertility Rate (ASFR)
15-19 0.03215 0.02299 0.03800
20-24 0.12595 0.09591 0.15108
25-29 0.13661 0.12315 0.15224
30-34 0.10811 0.10630 0.11432
35-39 0.06192 0.06053 0.06546
40-44 0.02800 0.02632 0.02963
45-49 0.00962 0.00859 0.01034
Total Fertility Rate (TFR) 2.51 2.22 2.81
Crude Birth Rate (CBR) 37.73 31.81 41.83
General Fertility Rate (GFR) 52.15 41.74 59.32
Child Woman Ratio (CWR) 341.16 287.15 379.70
ASFR: The number of births to women of a given age group divided by the number of women in that age group.
TFR: The average number of children that would be born to a woman by the time she ended childbearing, if she were to pass
through all her childbearing years conforming to the age-specific fertility rates of a given year.
CBR: The number of live births per 1,000 population in a given year.
GFR: The number of live births per 1,000 women ages 15 to 49 in a given year.
CWR: The number of children under age 5, per 1,000 women of childbearing age in a given year.
Mortality
The infant mortality rate (IMR) for both sexes was 17.6 in Cambodia, which is not relatively high compared
to other ASEAN countries. For instance, the IMR of Indonesia, Lao and Malaysia are 16, 33 and 53. The
reasons of the slightly higher IMR in rural areas are considered to be the access to hygienic facilities and
the educations level of parents, which are also generally the case in other countries.
Table 2.1.5 Estimates of Early-age Mortality and Life Expectancy in Cambodia (2019)
Infant Mortality Rate Under-Five Mortality Life Expectancy at
Sex and Area
(IMR) Rate (UMR) Birth
Total
Both Sexes 17.6 28.1 75.5
Male 20.6 31.7 74.3
Female 14.6 24.3 76.8
IMR: The number of deaths of infants under age 1 per 1,000 live births in a given year.
UMR: The probability of death from birth to age 5.
3 Source in General Population Census in 2019: United Nations 2019
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Final Report
Migration
As shown in Table 2.1.6, the migration to another province occupies higher share in 2019 compared to 2008.
The most common reason for migrations in 2008 and 2019 was “to move with their families”, which is
considered to be associated with “transfer to workplace” and “in search of employment and marriage”. This
suggests that Phnom Penh will attract more migrants from other provinces with its rich job opportunities
and educational institutions.
Table 2.1.6 Distribution of Migrants by Previous Residence in Cambodia (2008-2019)

Both Sexes Male Female
Previous Residence
2008 2019 2008 2019 2008 2019
Number of migrants 3,552,173 3,318,402 1,792,519 1,742,311 1,759,654 1,576,091
Within the province of
51.3% 37.1% 52.3% 38.0% 50.4% 36.1%
Enumeration (%)
In another province (%) 46.0% 58.8% 45.0% 57.6% 47.0% 60.2%
Outside Cambodia (%) 2.7% 4.1% 2.7% 4.4% 2.6% 3.7%
Note: Excluding migrants whose previous residence was not classified.
Employed Population and Number of Students in Phnom Penh

According to the General Population Census in 2019, the employed population and the number of students
in Phnom Penh are 1.2 million and 0.5 million respectively as shown in Table 2.1.7. Table 2.1.8 summarises
the employed population and the number of students in 2008 and 2019.
Table 2.1.7 Population by Main Activities during the Last Year (Phnom Penh)
Un- Never Home Income
District Employed Student Dependent Other
employed Employed Maker Recipient
1 Chamkar Mon 40,120 67 254 6,724 15,135 3,032 1,337 49
2 Doun Penh 85,592 260 835 15,571 34,471 5,451 3,484 99
Prampir
3 39,222 207 710 7,580 16,220 2,712 872 41
CBD Meakkakra
4 Tuol Kouk 77,842 263 1,343 14,726 34,604 4,935 2,709 51
Boeng Keng
13 36,182 77 331 6,403 14,742 3,320 1,617 35
Kang
5 Dangkao 82,663 269 1,613 17,207 34,981 6,290 1,394 166
6 Mean Chey 139,423 294 825 22,820 54,866 9,686 1,926 94
7 Ruessei Kaev 145,176 528 1,786 29,695 61,594 10,036 2,383 105
8 Saensokh 91,662 172 595 19,845 46,209 7,582 1,688 439
Non- 9 Pou Saenchey 142,599 320 1,258 18,420 40,134 6,169 948 40
CBD Chrouy
10 81,762 249 1,247 14,062 38,558 8,562 1,190 56
Changvar
11 Preaek Phnov 99,552 173 1,324 14,617 45,198 9,631 754 56
12 Chhbar Ampov 82,148 341 1,221 18,745 37,876 7,257 2,627 111
14 Kambol 44,597 131 326 5,702 14,776 2,630 407 7
Total 1,188,540 3,351 13,668 212,117 489,364 87,293 23,336 1,349
Unit: People
Note: Exclude persons less than 5 years old and persons with no answers. Include only “Regular and Normal Household”
Note: “Employed” includes “Employer”, “Paid employee”, “Own-account worker” and “Unpaid family worker”.
Source: JST tabulated the General Population Census (2019)
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Final Report
Table 2.1.8 Employed Population and Number of Students in 2008 and 2019 (Phnom Penh)
Employed
Number of Students
Population
District (Unit: 1000) Remarks
(Unit: 1000)
2008 2019 2008 2019
Boeng Keng Kang was created taking
1 Chamkar Mon 84 40 51 15 7 Sangkats from Chamkar Mon in
January 2019.
2 Doun Penh 59 86 34 34
CBD 3 Prampir Meakkakra 42 39 26 16
4 Tuol Kouk 77 78 50 35
This khan was created in January 2019
13 Boeng Keng Kang N/A 36 N/A 15 by taking 7 Sangkats from Chamkar
Mon.
5 Dangkao 38 83 18 35
6 Mean Chey 113 139 42 55
7 Ruessei Kaev 55 145 25 62
8 Saensokh 59 92 31 46
Non- 9 Pou Saenchey 91 143 33 40
CBD 10 Chrouy Changvar 31 82 14 39
11 Preaek Phnov 24 100 11 45
12 Chhbar Ampov 61 82 33 38
It used to be a part of Kandal Province.
14 Kambol N/A 45 N/A 15 Integrated into Phnom Penh in January
2019.
Total 734 1,189 369 489
Source (2008): JST for “Preparatory Survey for Phnom Penh Urban Railway Development Project” estimated based on General
Population Census (2008)
Source (2019): JST tabulated the General Population Census (2019). Only “Regular or Normal Households” are included.
Ownership of Cars and Motorcycles in Phnom Penh

Table 2.1.9 describes the average number of vehicles per household in Phnom Penh. On average, each
household owns 0.35 cars and 1.57 motorcycles. As shown in Table 2.1.10, the percentage of households
that own cars increased in Phnom Penh.
Table 2.1.9 Average Number of Vehicles Owned by Household (Phnom Penh)

District Car Motorcycle
01 Chamkar Mon 0.51 1.62
02 Doun Penh 0.46 1.65
CBD 03 Prampir Meakkakra 0.35 1.59
04 Tuol Kouk 0.58 1.84
13 Boeng Keng Kang 0.64 1.80
05 Dangkao 0.36 1.62
06 Mean Chey 0.29 1.59
07 Ruessei Kaev 0.37 1.55
08 Saensokh 0.42 1.67
Non-
09 Pou Saenchey 0.18 1.23
CBD
10 Chrouy Changvar 0.34 1.61
11 Preaek Phnov 0.24 1.59
12 Chhbar Ampov 0.34 1.68
14 Kambol 0.22 1.38
Phnom Penh 0.35 1.57
Source: JST tabulated the General Population Census (2019). Include only “Regular or Normal Household”.
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Table 2.1.10 Distribution of Vehicle Ownership per Household (Phnom Penh)

Year: 2012 Year: 2019
(PPUTMP based on Person Trip Survey) (General Population Census 2019)
Vehicle Ownership
Number of Number of
Percentage Percentage
Households Households
No Vehicles 29,300 7.8% 53,947 10.8%
1 Motorcycle 131,400 35.0% 181,426 36.3%
2 Motorcycles or more 145,700 38.8% 132,116 26.5%
Car 69,300 18.4% 131,810 26.4%
Total 375,700 100.0% 499,299 100.0%
Note: “Car” includes households with cars only and households with cars and motorcycles.
Source (2012): PPUTMP (estimated based on home interview survey)
Source (2019): Tabulated by JST based on General Population Census (2019). Include only “Regular or Normal Household”.
2.1.3 Future Population
(1) Future Population in Phnom Penh

The National Institute of Statistics (NIS) estimates population projections in each province from 2008 to
2030. This data is shared with the Ministry of Land Management, Urban Planning and Construction
(MLMUPC) to prepare an Urban Master Plan in each city encouraged by National Strategic Development
Plan (NSDP) 2019-2023. For taking account of such circumstances, JST respects the population projection
by NIS. Based on the Compound Annual Growth Rate (CAGR) of the population projection and the
“Regular or Normal Household” population in 2019, the future population is calculated as shown in Table
2.1.11. As a result, the population of about 2.19 million in 2019 is forecasted to increase to about 2.62
million in 2035 in Phnom Penh.
Table 2.1.11 Population Estimates in Phnom Penh

Year 2019 2020 2025 2030 2035
Phnom Penh 2,189.5 2,189.5 2,471.1 2,598.7 2,626.3
Unit: 1000 people
Note: Population is above 5 years old
Source: The population (2019) refers to General Population Census (2019) and the others are estimated by JST
Figure 2.1.5 compares three population estimates by JST, PPUTMP, and the data estimated using the CAGR
of World Population Prospects by UN and General Population Census (2019). There is a difference of about
0.24 million population from PPUTMP because it covers the entire population in Phnom Penh. Meanwhile,
JST targets on “Regular or Normal Household” population only. Since, in terms of CAGR, there is no
significant difference, the estimated number by JST is appropriate and could be utilized for future traffic
demand analyses.
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Final Report
3,000,000
JICA Study 2022
2,900,000
CAGR1.2%
PPUTMP2014 by JICA
2,800,000
UN (CAGR)
2,700,000 CAGR1.0%
2,600,000
Population
2,500,000
CAGR1.1%
2,400,000
2,300,000
2,200,000
2,100,000
2,000,000
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
Year
Source: “JICA Study 2022” refers to General Population Census (2019) and the estimation by JST
“PPUTMP 2014 by JICA” refers to the result of PPUTMP
“UN（CAGR）”calculated with a basis of the CAGR (Medium) by UN World Population
Prospect 2019 and General Population Census (2019)
Figure 2.1.5 Comparison of Population Estimates
Based on the future framework, the existing and future populations are distributed into TAZ. The
distribution calculation accounted for several TAZ-base data, such as CAGR, population density,
urbanization situation and development speed, and future urban development project plans in Phnom Penh.
As discussed before, the population in CBD decreased from 2008 to 2019, according to the General
Population Census (2019). Most of the land has been developed in CBD, and the average population density
marked very high compared to other areas, say 374 per./ha in 2019. Furthermore, 99.5% of the land has
already been developed4.
Meanwhile, outside CBD still has spaces for urban development since the urbanized land occupies 62.6%
of the total land5. From such circumstance, the population is anticipated to increase outside CBD in the
future in accordance with the urbanization trend. The following figures illustrate the population density by
TAZ in 2019 and 2035. According to the estimation, the population is expected to increase along with North,
South, and West directions from CBD.
Population Density in 2019 (per./ha) Population Density in 2035 (per./ha)

Figure 2.1.6 Population Density by TAZ in 2019 and 2035 in Phnom Penh
4 The data is 2020 and the source is JST based on the data of PPUTMP
5 The data is 2020 and the source is JST based on the data of PPUTMP
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(2) Number of Employed Population and Student in Phnom Penh

Table 2.1.12 shows the estimated number of employed population and student who is over five years old in
Phnom Penh from 2019 to 2035. The number of employees and students will increase steadily as the
population grows. Concerning employment in Phnom Penh, the impact of the COVID-19 pandemic has
already been recovered. Because the unemployment rate in Phnom Penh was 1.3% based on the Person
Trip Survey (PT) / Commuter Survey (CS) in 2022, which is a similar rate before the pandemic, 1.4% in
2019.
Table 2.1.12 Future Estimation of Employed Population and Student in Phnom Penh
Year 2019 2020 2025 2030 2035
Employed Population 1,189 1,219 1,341 1,411 1,426
Number of Student 489 502 552 581 587
Unit: 1000 people
Note: Employed population and student are above 5 years old
Source: The population (2019) refers to General Population Census (2019) and the others are estimated by JST
Based on the future perspectives and the population growth, the distribution of the employed population
and students over 5 years old are illustrated as follows. Same as for the population, the employed population
and students are estimated to increase along with North, South, and West directions from the CBD.
Employed Population Density in 2019 (per./ha) Employed Population Density in 2035 (per./ha)
Student Density in 2019 (per./ha) Student Density in 2035 (per./ha)

Note: Employed population and student are above 5 years old
Source: JST
Figure 2.1.7 Density of Employed Population and Student by TAZ in 2019 and 2035
in Phnom Penh
2-10
Final Report
2.2 Economic and Financial Condition
2.2.1 Economic Condition
(1) GDP
The Cambodian economy has achieved a steady economic growth until 2019, with the average annual
growth rate of 7.1% from 2015 to 2019. The nominal GDP in 2020 has reached USD 25.383 billion, and
the per capita income was USD 1,570, after transforming from a low-income country to officially a lower
middle-income status in 2015 (Figure 2.2.1).
The sectoral growth shows that industrial and service sectors have led the steady growth from 2015 to 2019,
with the average growth rate of 10.7% and 6.7% respectively. The sub sectors of the industrial sector include
construction, real estate and manufacturing. Notably, the garment sector has led the robust growth.
Meanwhile, the agriculture sector achieved slow growth at 1.0% during the same period (Figure 2.2.2).
The COVID-19 pandemic hit the Cambodian economy with a collapse in external demand in 2020 and
community spread of the virus in 2021. The lockdowns and temporary factory closures hit production in
the garments, travel goods and the footwear sectors. The growth has contracted by 3.1% in 2020 despite
extensive government support. The services sector recorded a negative growth of 5.4%, and the industrial
sector of negative 2.8%. Contrary, the agriculture sector has managed to maintain a positive growth of 0.8%.
30,000 1,800 35%
1,600 30%
25,000 25%
1,400
20%
20,000 1,200
15%
1,000 10%
15,000
800 5%
10,000 600 0%
400 -5%
5,000 -10%
200
-15%
0 0
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
1998 2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020
GDP at current price (mil USD) (left) Agriculture, Fisheries & Forestry Industry Services GDP
Per Capita GDP in US $ (right)
Source: 1998-2015: National Institute of Statistics, 2016-2020: Economic and Monetary Statistics, National Bank of
Cambodia, July 2021
Figure 2.2.1 GDP at Current Price in Million Figure 2.2.2 GDP Growth by Sector
USD and per Capita GDP (1998-2020) (1998-2020)
The transition of the GDP by sector in Figure 2.2.3 shows a growing presence of industrial and service
sectors over agriculture. The contribution of agriculture, industrial and service sectors to GDP in 2018 was
21.4%, 29.7% and 29.2%, respectively. Manufacturing and construction sub sectors are the main drivers of
the industrial sector, and transport & communications and real estate & business in the service sub sector
are also expanding.
In terms of GDP by expenditure, private consumption expenditure composed 72% in 2018, while the share
of gross fixed capital formation increased to 23%. The shares of government consumption expenditure and
change in inventories are small, and the balance of external goods and services show negative figures due
to trade deficits (Figure 2.2.4).
2-11
Final Report
As the average gross fixed capital formation (% of GDP) in East Asia & Pacific countries was 31% in 2018
(i.e., China; 43%, Indonesia; 32% and Lao PDR; 29%) (World Bank national accounts data), which is higher
than Cambodia, there would be room to expand the capital investment in infrastructure, factories or office
buildings to support the future growth.
0% 20% 40% 60% 80% 100% -20% 0% 20% 40% 60% 80% 100%
1998 44% 13% 3% 11% 3%5% 6% 5% 5% 1998 -13% 96% 5%12%
2008 32% 15% 6% 9% 4% 7% 6% 8% 7% 2008 -2% 79% 6% 17%
2018 21% 16% 13% 9% 4% 8% 7% 7% 7% 2018 -2% 72% 5% 23%
Agriculture, Fisheries & Forestry Mining Private Consumption Expenditure

Manufacturing Electricity, Gas & Water
Government Consumption Expenditure
Construction Trade
Gross Fixed Capital Formation
Hotel & Restaurants Transport & Communications
Finance Public Administration Change in Inventories
Real Estate & Business Other services Balance on External Goods and
Taxes on Products less Subsidies Less: FISIM Services
Source: National Institute of Statistics
Figure 2.2.3 GDP by Sector Figure 2.2.4 GDP by Expenditure

(1998, 2008, 2018) (1998, 2008, 2018)
(2) Balance of Payments
1) Current and Capital Account

The current account has been in a deficit due to the deficits in trade and services balance. The current
account deficits amounted to 15.7% of GDP (USD 4.2 billion) in 2019, and it narrowed to 8.6% of GDP
(USD 2.2 billion) in 2020 due to the decline in import volume and increase in export volume, resulting
in improvement of the current account. The balance on the capital account has been in surplus, showing
a steady inflow of international capital transfers (Figure 2.2.5).
(mil USD) (mil USD)

4,000 7,000
6,000
2,000
5,000
0 4,000
3,000
-2,000
2,000
-4,000 1,000
-6,000 0
-1,000
-8,000 2015 2016 2017 2018 2019 2020
2015 2016 2017 2018 2019 2020
FDI (net) Portfolio Investment (net)
Secondary Income Primary Income
Trade and Services Balance Balance on Current Account Other Investment (net) Financial Account
Balance on Capital Account
Source: National Bank of Cambodia
Figure 2.2.5 Current and Capital Account Figure 2.2.6 Financial Account
(2015-2020) (2015-2020)
2-12
Final Report
The increasing import of raw material and machinery for export production is a main factor of the trade
deficit. Cambodia imports raw materials and machinery from Asian countries such as China, Thailand
and Vietnam, and exports textiles, wire harness and footwear to the U.S., Singapore, China, Japan,
Germany, etc. In export products in 2019, textiles, wire harness and footwear were the majority which
accounted for 75.7% of total exports (Figure 2.2.7). The important import products were fabrics, fibres,
fuels, machinery, electric equipment and vehicles (Figure 2.2.8). While electrical machinery was only
4.7% of export in 2019, product diversification into the high value chain will make the manufacturing
sector more competitive and contribute to the reduction of trade deficits.
Foodstuffs, Miscellaneous,
Stone / Glass,
1.1% Wood & Wood 2.7% Raw Hides,
Transportation,
3.0% Products, 1.1%
Metals, 0.9% Wood & Wood Skins, Leather, &Stone / Glass,
3.0% 2.5%
Plastics / Chemicals &
Products, 3.6% Furs, 3.0%
Rubbers, 3.1% Allied Industries,
Plastics / Footwear /
Miscellaneous, Rubbers, 4.7% Headgear, 1.0%
0.2%
3.3% Chemicals &
Vegetable Allied Textiles,
Products, 3.8% Industries, 26.0%
5.0%
Machinery /
Electrical,
4.7% Total Export (2019) Foodstuffs, Total Import (2019)
Footwear / 19.7 bil USD 5.8% 20.3 bil USD
Textiles,
Headgear,
57.3% Mineral
9.0% Metals, 7.7% Products,
Raw Hides, 12.6%
Skins, Leather,
& Furs, 9.5% Transportation, Machinery /
12.0% Electrical,
12.3%
Source: UNCOMTRADE
Figure 2.2.7 Export Products (2019) Figure 2.2.8 Import Products (2019)
2) Financial Account
A small open economy with strong inflows of foreign direct investment (FDI) has led to the surplus in
the financial account (Figure 2.2.6). The FDI inflows accounted for 13.7% of GDP in 2020 compared
to 12.9% in 2019, supported by FDI in banking, construction, real estate and tourism sectors. Meanwhile
the investment in the manufacturing, garment and footwear sectors remain the largest share. According
to the Council for the Development of Cambodia (CDC), China has been the leading foreign direct
investor for five consecutive years from 2013-2017, pumping in FDI worth USD 5.3 billion.
(3) Economy in Phnom Penh

While the available data related to the economic activities of Phnom Penh is limited, the following data
describes the economic trends of Phnom Penh.
1) Disposal Income
The Cambodia Socio-Economic Survey (CSES) published by NIS covers the indicators of household
income and liabilities, household consumption, economic activities, etc. Figure 2.2.9 shows the average
monthly disposable income per capita by area. In 2019/20, per capita disposal income in Phnom Penh
was 903 thousand KHR (Cambodian Riel), 1.7 times of the per capita disposal income in Cambodia in
general of 523 thousand KHR. The annual average growth rate of per capita disposal income in Phnom
Penh between 2009 and 2019/20 was 9.96%, lower than other areas. The growth rate of other rural area
2-13
Final Report
(14.78%) was the highest among the category, indicating a narrower economic disparities between
Phnom Penh and the rural area.
(thousand KHR)
1,000
Annual Average Growth Rate
800 Cambodia 14.44%
Phnom Penh 9.96%
600 Other Urban 12.79%
Other Rural 14.78%
400
200
0
2009 2010 2011 2012 2013 2014 2015 2016 2017 2019/20
Cambodia Phnom Penh Other Urban Other Rural
KHR: Cambodian Riel

Source: Cambodia Socio-Economic Survey (CSES)
Figure 2.2.9 Average Monthly Disposable Income per Capita by Region (2009-2019/20)
2) Private Entities’ Activities

The private entities’ activities and economic scale are shown in the Economic Census of Cambodia 2011
and the Cambodian 2014 Inter Censal Economic Survey. The Preliminary Result of the Economic
Census of Cambodia 2022 was released in January 2023, however, the performance of business entities
was not included. Table 2.2.1 shows the number of entities, amount of annual sales, annual expenses
and profit and loss in Cambodia and Phnom Penh. The number of entities in Phnom Penh was only
18.8% in 2011 and 18.9% in 2014, but the number of sales accounted for 55.4% in 2011 and 51.3% in
2014, which implies a higher productivity per entity. In 2011, the productivity per entity in Phnom Penh
was three times higher than Cambodia total (USD 75.5 thousand in Phnom Penh and USD 25.5 thousand
in Cambodia). In 2014, the productivity gap between Phnom Penh and Cambodia has reduced to 2.7
(USD 119.2 thousand in Phnom Penh and USD 44.0 thousand in Cambodia). The table shows Phnom
Penh as the productive economic centre.
Table 2.2.1 Economy in Phnom Penh (2011, 2014)

2011 2014
Phnom Phnom Phnom Phnom
Cambodia Cambodia
Penh Penh (%) Penh Penh (%)
Number of Entities 496,355 93,119 18.8% 513,759 97,200 18.9%
Amount of Annual Sales (mil USD) 12,678 7,027 55.4% 22,612 11,590 51.3%
Amount of Annual Expenses (mil USD) 10,979 6,303 57.4% 18,836 9,976 53.0%
Amount of Annual Profit and Loss (mil USD) 1,699 724 42.6% 3,776 1,614 42.7%
Productivity per Entity (thousand USD) 25.5 75.5 44.0 119.2
Source: Economic Census of Cambodia 2011, Cambodian 2014 Inter Censal Economic Survey
2-14
Final Report
2.2.2 Financial Condition
(1) National Government

The Cambodian government has maintained the public finance well by keeping the budget deficit below
5% of GDP (Figure 2.2.10). In the implementation of Revenue Mobilization Strategy (RMS) 2014-2018,
the vision of “increase the total current revenue by at least 0.5% in addition to the ratio of current revenue
to GDP annually” was achieved by collecting the revenue of more than 1.0% of GDP during 2014-2018 on
average (1.02% as shown in Table 2.2.2). In response to COVID-19, the tax revenues have suffered with
the downturn and demands on healthcare and social assistance have increased in 2020-2021, and the fiscal
deficits are expected to widen in a short term.
Meanwhile, based on the public debt management strategy, the public debt has been stable, while it
amounted to around USD 9.5 billion (36.2% of GDP) in 2021 due to COVID-19 (Figure 2.2.11). With
growth and appropriate policies, fiscal deficits are expected to shrink, containing debt over the medium
term.
Table 2.2.2 Trend of Nominal GDP and Revenue in Cambodia (2014-2022)
2014 2015 2016 2017 2018 2019 2020 2021 2022
Nominal GDP (Billion KHR） 67,436 73,421 81,244 89,753 98,919 110,014 103,512 109,311 118,982
Nominal GDP Growth Rate 10.0% 8.9% 10.7% 10.5% 10.2% 10.5% -5.9% 5.6% 8.8%
Revenue (Billion KHR） 13,538 14,410 16,913 19,387 23,599 29,461 25,335 24,269 26,784
Revenue Growth Rate 17.7% 6.4% 17.4% 14.6% 21.7% 24.8% -14.0% -4.2% 10.4%
Revenue / GDP 20.1% 19.6% 20.8% 21.6% 23.9% 26.8% 24.5% 22.2% 22.5%
Growth Rate of Revenue / GDP 1.3% -0.4% 1.2% 0.8% 2.3% 3.1% -2.3% -2.3% 0.3%
Average Growth Rate of
1.02%
Revenue / GDP (2014-2018)
Source: IMF World Economic Outlook Database
(%)
30
20
10
-10
-20
-30
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020e
2021e
Government Expenditure (% of GDP)

Government Revenue (% of GDP)
General government net lending/borrowing (% of GDP)
Source: IMF World Economic Outlook Database
Figure 2.2.10 Fiscal Balance (1998-2021) Figure 2.2.11 Public Debt (% of GDP)
(1998-2021)
2-15
Final Report
According to the Cambodian Public Debt Statistical Bulletin, as of year-end 2021, the Cambodian
government had a total public debt outstanding of USD 9.49 billion. As the public domestic debt had been
fully repaid on 11 February 2020, all of the public debt is considered as public external debt. The
outstanding external debt by the creditor is composed of bilateral (69%) and multilateral (31%), of which
the largest single creditor is China (44%), followed by ADB (20%), Japan (9%) and World Bank (8%)
(Figure 2.2.12). AIIB was added as a creditor for the first time in 2021 (USD 5 million). The redemption
profile based on the outstanding external debt as of year-end 2021 shows that the repayment fee of principal,
interest and other fees will reach 661 million in 2027, and it will decline gradually (Figure 2.2.13). As the
economy progresses with a support of foreign debt, the redemption profile will be updated.
IFAD, 1% France, 5%
WB, 8%
Japan, 7%
EIB, 1%
South Korea,
5%
Multilateral,
31%
ADB, 21%
Outstanding
External Debt (2020)
8.81 bil USD
Bilateral,
69%
Others, 8%
China, 44%
Source: Cambodia Public Debt Statistical Bulletin
Figure 2.2.12 Outstanding External Debt Figure 2.2.13 Redemption Profile based on
by Creditor (as of year-end 2020) Outstanding as of Year-end 2020
The International Monetary Fund (IMF) report “Cambodia: Staff Report for the 2022 Article IV
Consultation—Debt Sustainability Analysis” concluded that Cambodia remains at a low risk of external
debt distress. All debt burden indicators are projected to remain under their indicative thresholds under the
baseline and the shock scenarios.
Correspondingly, “Cambodia Public Debt Statistical Bulletin (Date as of Year-end 2021)” published by the
Ministry of Economy and Finance, Cambodia states that even with the COVID-19 pandemic, Cambodia's
public debt remains “sustainable” and “low risk” of debt distress. The result of Debt Sustainability Analysis
(DSA) in Figure 2.2.14 showed that for 2020 all the five key debt indicators are well below the respective
indicative thresholds in which 1) Present Value (PV) of Total Public Debt to GDP is 24.4% (threshold 55%),
2) PV of Public and Publicly Guaranteed (PPG)6 External Debt to GDP is 24.4% (threshold 40%), 3) PV
of Public and Publicly Guaranteed External Debt to Exports is 35.6% (threshold 180%), 4) Public and
Publicly Guaranteed External Debt Service to Exports is 2.0% (threshold 15%), and 5) Public and Publicly
Guaranteed External Debt Service to Revenue is 7.0% (threshold 18%).
The above results show that Cambodia will be able to invest further in domestic infrastructure development,
education, health care, etc.
6 The sum of principal repayments and interest actually paid in currency, goods, or services on long-term obligations of public
debtors and long-term private obligations guaranteed by a public entity (World Bank, International Debt Statistics).
2-16
Final Report
Source: Cambodia Public Debt Statistical Bulletin (Year-end 2021)
Figure 2.2.14 Debt Sustainability Analysis
(2) Infrastructure Investment in Capital Expenditure

The Ministry central administration is responsible for infrastructure investment. While around 12-16% of
the total state expenditure is allocated to the provincial department, only the current expenditure is budgeted
and the capital expenditure is not covered. Therefore, only the Ministry is responsible for infrastructure
investment in capital expenditure. For example, out of the total state expenditure of 30.5 trillion KHR in
2021, 3.5 trillion KHR was budgeted for the current expenditure of provincial line departments.
Looking at the infrastructure investment in capital expenditure, about 800 billion KHR (approximately
USD 200 million) has been budgeted annually to road, irrigation network and railroad (Figure 2.2.15). The
responsible Ministries are the Ministry of Rural Development for roads, Ministry of Public Works and
Transport for roads and railroads and Ministry of Water Resource and Meteorology for irrigation network
(Figure 2.2.16).
2-17
Final Report
(mil USD) (mil USD)

250 250
200
200
150
150
100
100
50
50
0
0 2017 2018 2019 2020 2021
2017 2018 2019 2020 2021
Ministry of Water Resource and Meteorology
Roads Irrigation network Railroad Ministry of Public Works and Transport
Ministry of Rural Development
Source: Cambodian National Budget
Figure 2.2.15 Breakdown of Infrastructure Figure 2.2.16 Infrastructure Investment by

Investment Ministry
(3) Current Expenditure by Province

In 2015, the total national expenditure was 20.2 trillion KHR, out of which 2.5 trillion KHR (12.5%) was
allocated to the provincial budget. The provincial breakdown shows that Phnom Penh had the largest share
in the total current expenditure (11.5%), but the share of maintenance and repair of roads and transport
equipment are not significant (0.0% and 5.4% respectively) (Figure 2.2.17). As for the maintenance and
repair of roads, Kandal, Prey Veng and Battambang were the main provinces in the budget, and for the
maintenance and repair of transport equipment, Battambang, Kampong Chuunang, and Mondul Kiri had
larger shares. The results indicate that the requirements in the maintenance and repair of roads and transport
equipment are found in the rural provinces.
2-18
Final Report
Source: Cambodian National Budget
Figure 2.2.17 Current Expenditure by Province (2015)
The real GDP growth rate of the Cambodian economy is estimated to have contracted by 3.1% in 2020 after
growth of nearly 7% in previous years. Although activity showed signs of picking up toward the end of
2020, the rapid spread of COVID-19 from February 2021 has set the economy back again. As in many other
countries, the crisis has strained the ability of households and firms to service loans. A slow recovery is
projected, and the World Economic Outlook October 2021 by IMF projects growth of 1.9% in 2021,
increasing gradually to pre-crisis rates of 6.6% by 2026 (Figure 2.2.18).
(%)
10.0
8.0
6.0
4.0
2.0
0.0
(2.0)
(4.0)
2013 2014 2015 2016 2017 2018 2019 2020 2021p2022p2023p2024p2025p2026p
Source: Cambodia Public Debt Statistical Bulletin (August 2021)
Figure 2.2.18 Real GDP Growth Rate
2-19
Final Report
2.3 Social and Environmental Condition
2.3.1 Natural Condition
(1) Topography and Geology

Phnom Penh is in the alluvial plain formed by Tonlé Sap, Bassac and Mekong River and alluvial depositions
spread around the Lake Tonlé Sap and Mekong River. The main geological feature around Phnom Penh is
lithosols.
The topography of the city is generally flat with a gentle incline from north to south and from west to east.
The elevation is highest at the western boundary capital (maximum 25m), and there is a relatively high land
area with an elevation of 14 m between the west side and the Phnom Penh International Airport. Floodplain
of about 4 m in elevation is found along the Tonlé Sap, Bassac and Mekong Rivers.
Source: ADB CAM: Improved Sanitation through the Development of Citywide Inclusive
Sanitation (CWIS) in Phnom Penh
Figure 2.3.1 Map of Elevations across Phnom Penh
(2) Climate / Temperature

Phnom Penh has a high risk of flooding due to its topographic condition. The climate is categorized as
Tropical monsoon climate (Am) with annual rainfall of around 1,400 mm. Most of rainfall is during the
rainy season from May to November.
2-20
Final Report
Source: Preparatory survey report on the project for flood protection and drainage improvement in Phnom Penh (phase IV)
Figure 2.3.2 Average Monthly Rainfall, Maximum Monthly Temperature and Minimum Monthly
Temperature (2004-2013)
With the climate change model, many researchers project an increase in temperature across Cambodia in
future. Fick and Hijmans project that the average annual temperature increases by 2.0°C by 2040.
Similarly, the climate change model presents projections of the number of days above 35°C, which is a
measure of potential heat stress conditions. The model indicates that the number of days above 35°C is
projected to change from 9 to over 35.
Table 2.3.1 Range of Projected Mean Annual Temperature Changes for Phnom Penh for 2050
Minimum Average Maximum
Changes of Temperature (°C) 1.2 2.0 2.7
Source: Fick, S.E. and R.J. Hijmans, 2017. WorldClim 2: new 1km spatial resolution climate surfaces for global land
areas. International Journal of Climatology
(3) Flood
As above mentioned, Phnom Penh City is ringed by flood dikes, with an Inner ring dike protecting:
(i) the Inner City area,
(ii) the larger Kop Srov dike that extends west past the airport,
(iii) north to the southern boundary of the Tamouk Lake, and
(iv) south to Tompun Lake and wetlands, protecting the greater city area.
A survey found that floods from the Mekong River of over 10.5 m could potentially overtop the dikes and
affect Phnom Penh city.
2-21
Final Report
Source: ADB CAM: Improved Sanitation through the Development of Citywide Inclusive Sanitation
(CWIS) in Phnom Penh
Figure 2.3.3 Inner Flood Protection Dike and Pumping Stations in Phnom Penh
In 2015, a storm produced a daily rainfall of 103 mm across Phnom Penh, which resulted in widespread
flooding leaving stores and homes inundated and roads nearly impassable. In October 2020, localized
flooding occurred when the Prek Thnot River, which empties into the Bassac River south of Phnom Penh,
overflowed after a tropical storm forced thousands of residents to evacuate from gated communities in
southwestern and southern Phnom Penh.
The impacts of the current filling of wetlands and lakes around Phnom Penh for development are a
contentious issue. A hydrological study indicates that the filling of the wetlands will contribute to the urban
flooding increase.
2-22
Final Report
Source: ADB CAM: Improved Sanitation through the Development of Citywide Inclusive
Sanitation (CWIS) in Phnom Penh
Figure 2.3.4 Flood-prone Areas (1984-2019)
Controlling floods has been a major concern for Phnom Penh City and the citizens have been struggling
with chronic floods which happen even with small rainfall and in turn deteriorate traffic conditions such as
road closure and traffic jams due to flooding.
Furthermore, wetlands in Phnom Penh, which generally mitigates flood damage by storing water, have been
destroyed for land development and it makes the capital more vulnerable to such disasters.
In addition to flooding, the damp temperature which stays high all year round as shown in Figure 2.3.2
affects people’s trip behaviours such as avoiding walking and use of public transport due to the difficulty
for accessing to bus stops.
Source: JST
Figure 2.3.5 Unwalkable Road (Left) and Reduced Road Capacity (Right)
due to Heavy Rain
2-23
Final Report
(4) Protected Areas

No areas in Phnom Penh Capital City are designated as protected areas such as national parks by laws or
regulations for environmental protection.
(5) Ecosystem
Basset Marsh, located in the northern area of Phnom Penh and Boeung Veal Samnap located in the eastern
area of Phnom Penh are designated as Important Bird Area (IBA) by an international conservation NGO
named “BirdLife International”. However, there are no laws or regulations that stipulate
protection/management of IBA and development in IBA in Cambodia.
As for the water resource including lakes, the “Law on Water Resources Management” enforced in 2007
stipulates 1) Obligation and rights of water users, 2) principals of water resource management and 3)
participation of water users in sustainable water resource development.
Phnom Penh
City Centre
Source: JST created based on the Final Report of “Preparatory Survey for Phnom Penh Urban
Railway Development Project”
Figure 2.3.6 Locations of IBA
According to the BirdLife International Cambodia, as both IBAs have been deteriorated as bird habitats
due to land development, the endangered species are rarely observed in this area in recent years. There is
no preservation activities or relevant plans in these IBAs while landfills for agriculture, residential area and
other developments are under progress. The overview of IBA and the IBA trigger species and criteria are
described in Appendix.
2.3.2 Culture
(1) Mobile Phone Subscriptions

Similar to other ASEAN countries, Cambodia has a very high rate of mobile phone subscriptions at 129.9%
in 20197 as described in Figure 2.3.7. This trend accelerates the popularity of Ride-Hailing Service in
Phnom Penh.
7 Source: ITU World Telecommunication/ICT Indicators Database
2-24
Final Report
160.00
Number of subscriptions
140.00
120.00
100.00
80.00
60.00
40.00
20.00
0.00
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
year
Source: ITU World Telecommunication/ ICT Indicators Database
Figure 2.3.7 Mobile-cellular Subscriptions per 100 inhabitants in Cambodia
(2) Durable Goods

The Cambodia Socio-Economic Survey (CSES) 2019/20 surveyed the household ownership of mobile
phones, automobiles and motorcycles of the sampled households (Table 2.3.2). In Phnom Penh, 97% of
households owned a mobile phone in 2019/20. In Cambodia, the ratio of households with private cars
increased from 5% to 10% and those with motorcycles increased from 66% to 83% compared to the 2014
survey. Focusing on Phnom Penh, the ratio of households with motorcycles is 90%, which is unchanged,
but those with private cars increased from 20% to 27%.
Table 2.3.2 Percentage of Households with Durable Goods
Source: CSES 2019/20, Unit: %
2-25
Final Report
3.1 Existing Institution, Legal System and Financial Condition related to Urban Transport Sector
Following table shows the present institutional arrangement by functions by sub-sector of urban transport
in Phnom Penh.
In general, Ministry of Public Works and Transport (MPWT) is responsible for law and endorsement.
Besides the function, the demarcation of roles between PPCA and MPWT are intricate. Moreover, there are
no agency who establish the comprehensive transport policy and implement it.
Table 3.1.1 Present Institutional Arrangement for Operation and Management of Urban
Transport
Responsible Agency
Traffic
Function Public Highway Instruments
Management*
Transport (Urban)
(Parking)
MPWT National Strategic Development Plan (5 year
Policy and PPCA (bus),
(arterial), Unknown investment plan in all sector), PPUTMP
strategy MPWT (rail)
PPCA (unapproved)
Law MPWT, Road Traffic Law(2017)
MPWT MPWT
endorsement MLMUPC* Land Management Law (1997)
MPWT
(rail/ bus), PPCA PPCA
Regulator Sub-decree, Prakas1, Certificate & Permit
(bus), DPWT (off-street)
(para)
Implementing CBA (bus),
Agency Private DPWT, PPCA Private
(Operator) (rail, para)
Road Design Standard (2003)
MLMUPC
Standard Unknown MPWT Urbanization of the Capital, Municipalities and
(off-street)
Urban Areas (2015)
Public Finance PPCA, MPWT MPWT, PPCA
Note: Traffic management scheme varies, including traffic demand management, and takes an example of parking as typical
traffic management issue in Phnom Penh.
*MLMUPC: Ministry of Land Management, Urban Planning and Construction
*DPWT: Department of Public Works and Transport
Source: JST
3.1.1 Public Transport
(1) Overview of Public Transport in Phnom Penh

The definition of “public transport” changes depending on the background of the times and the country. In
Japan, railroads, buses, taxis, etc., have been defined as “public transport”.
1 Prakas is equivalent to “regulation” in Khmer language.
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In recent years, with the advent of new technologies and services such as the rapid expansion of the car
sharing business, and the spread of special-purpose taxis for welfare and nursing care, car sharing, demand-
responsive transport and taxi dispatch services have also been recognized as “public transport”. In addition
to these, services that propose optimal movement by combining various transport means including bicycles
have become a trend not only in Japan but also worldwide. For example, in Europe, services are evolving
mainly in Finland and Germany. With the addition of ride sharing and car sharing, some of the fare
payments can be made collectively in case of multi-modality making it more efficient; and these services
are called “Mobility as a Service (MaaS)”.
It is no longer an exaggeration to say that transport services provided by businesses that can be easily used
at low cost by an unspecified number of people is called “public transport”. In Phnom Penh, mobile phone
ride-hailing services such as PassApp and Grab are expanding rapidly, and as shown in Table 3.1.2, the
means of transport classified as public transport have diversified in the last 10 years. The details of each
mode is described in 3.2.1.
Table 3.1.2 Public Transport in 2012 and in 2020 in PPCA

Year Year
No. Mode of Transport Remarks
2012 2021
1 City Bus ✓ 1)2 Started in 2014 during Public Experiment in PPUTMP
2 Meter Taxi ✓ ✓ 2) Still operating in 2020 but number of taxis is small
3 Khmer Tuk-tuk ✓ ✓ 3) Still operating in 2020 but number decreases
4 Motodop ✓ Still operating in 2020 but number drastically decreases
5 Cyclo ✓ ✓ 4) Mainly used by tourists and mostly found around local markets
6 Motorumorque ✓ Still operating in 2020 but in suburban areas
7 RHS: Tuk-tuk ✓ 5) Mainly operated by 2 companies (PassApp and Grab)
8 RHS: Car/Taxi ✓ 6) Mainly operated by 2 companies (PassApp and Grab)
9 Commuter Truck ✓ ✓ 7) Mainly for commuting of factory workers
10 Water Transport ✓ ✓ 8) Along Mekong River, Tonlé Sap River and Bassac River
Still operating intercity service in 2020 but train to the airport started
11 Existing Railway ✓ ✓ 9)
in 2018 and stopped in late 2020
12 Intercity Bus ✓ ✓ 10) The number of intercity bus terminals in the city centre is increasing
Note: RHS means Ride-Hailing Service.
Source: JST
Source: JST Source: JST
Figure 3.1.1 Motorumorque Figure 3.1.2 Motodop
2 1) to 10) in the table indicate the numbers in Table 3.1.3 on the next page indicating the management agency of each
transportation mode.
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(2) Institution and Legal Framework
1) Overview
Based on above, the institutional support and legal status of the 10 means of transport services currently
operating in Phnom Penh are shown in Table 3.1.3. The motodop and motorumorque are excluded
because they are decreasing.
Table 3.1.3 Institutional and Legal Status of Public Transport Modes in Phnom Penh
No. Mode of Transport Managing Agency Legal Basis
Business operation: CBA
1) City Bus
Management: PPCA
General Department of Land Transport, - Prakas No. 344 (license of companies of
2) Metered Taxi
MPWT domestic land transport business).
There is no specific regulation to control and
3) Khmer Tuk-tuk Individuals
manage paratransit services.
Individuals
Business association: the Cyclo
4) Cyclo
Conservation and Careers Association
(CCCA)
RHS company
Need to register at MPWT, Ministry of
Commerce and Ministry of Post and
Telecommunications as a company
providing digital technology service for
5) RHS: Tuk-tuk road transport.
Business license is issued by MPWT,
which requires companies to submit the - Prakas No. 100 (companies providing digital
list of vehicles registered in the company’s technology service for road transport)
system. - Prakas No. 344 (license of companies of
domestic land transport business).
RHS driver - Sub-decree No. 183, 184 (delegating the
No need to register at MPWT in case of an vehicle registration of Tuk-tuk at districts of
individual driver. The number plate the provinces)
issuance for tuk-tuk is done by Khans (the
6) RHS: Car/Taxi issuance for cars is done by DPWT).
*See “3) RHS” below for further details.
*Business Associations: Cambodia for
Confederation Development Association
(CCDA) and Independent Democracy of
Informal Economy Association (IDEA)
Individuals (Privately contracted service
between a commuter truck driver and
7) Commuter Truck
individual workers.)
*No business registrations
8) Water Transport DPWT
9) Existing Railway Department of Railway, MPWT
General Department of Land Transport, - Prakas No. 344 (license of companies of
10) Intercity Bus
MPWT domestic land transport business).
Source: JST
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2) City Bus Authority (CBA)
a) Organisation
The City Bus Authority (CBA) is headed by a Governor and managed by 2 Deputy Governors. 4
Departments are responsible for day-to-day operation and management of city buses. The Business
Committee is composed of 12 members from PPCA, DPWT and CBA, is chaired by the Governor,
which monitors performance of the CBA. The organisation chart of CBA is described in Appendix 3.
b) Number of Staff
As of December 2021, the total number of employees of CBA is 516, including 329 bus drivers. Even
after the bus operation was suspended in March 2020, the PPCA had been making the best effort to
maintain to hire the drivers/staff in order for a smooth restoration of bus operation. On 2nd November
2021, the bus operation on Line 1, Line 2, Line 3 and Line 4A/4B was resumed.
These staff members are assigned to (i) Committee Governor, (ii) Administration Office, (iii)
Accounting Office, (iv) Technical Office, (v) Inspection and Dispute Resolution Office, (vi) Shift
managers and (vii) Drivers.
Source: JICA PiBO

Figure 3.1.3 Number of CBA Staff
c) Annual Revenue and Expenditure

The total expenditure has been significantly increased from 2017 to 2018 and 2019 due to the increase
of the bus fleets and expansion of the network and service as well as relocation of the office to the new
depot. As a result, the expenditure in 2018 reached 32 billion KHR/annum and around 60% of the
expenditure is channelled for material supplies for the new office. In 2019, the amount for material
supplies for the office significantly dropped but the expenditure for staff remuneration increases due to
an increase in the number of staff members and the total expenditure reached at 29 billion KHR/annum.
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On the other hand, the amount of revenue, mainly from fare collection, remained same in 2019 and
reached 4 billion KHR/annum and therefore, the CBA lost 25 billion KHR (6 million USD) in 2019.
In 2020, CBA revenue dropped sharply to 700 million KHR due to the COVID-19 pandemic and
suspension of bus operation from 26th March 2020. In terms of the CBA expenditure, expenditure related
to bus service, including material supplies and maintenance and repair cost, decreased significantly in
2020. On the other hand, the CBA maintained to employ the drivers/staff and retained depreciation
expenses for future improvement/replacement of the CBA’s assets such as the bus fleets. As a result, the
CBA spent around 26 billion KHR in 2020. CBA projects revenue/expenditure of the next financial year
by the end of the financial year. CBA applies for budget approval to MEF (Ministry of Economy and
Finance) through PPCA and covers the deficit generated in the next financial year with the approved
budget. (Any surplus generated will be transferred to the next financial year as the depreciation cost).
Source: JICA PiBO

Figure 3.1.4 Annual Revenue and Expenditure
d) Duties of PPCA and CBA

The following table shows the duties of PPCA and CBA concerning the city bus planning, management
and operation.
Besides the operation work, CBA is responsible for planning. PPCA and MEF are responsible for
approving and confirmation of those plans.
Table 3.1.4 Duties of PPCA and CBA

Item PPCA CBA Reference
Planning and implementation
 Mid-term plan Approval Planning
 Annual Budget Plan Confirmation Planning MEF approval
 Revenue and Expenditure Report Confirmation Reporting MEF approval
 Annual Activity Plan and Report Approval Planning/Reporting
 Organizational Structure and Personnel Approval Planning
 Procurement Approval Planning/Reporting
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Item PPCA CBA Reference

Management
 Work style, fare, etc. Approval Planning
Operation
 Vehicle / crew management Confirmation Notifying
 Fare collection management Confirmation Notifying
Source: JST
3) Ride-Hailing Services (RHS)

Characteristic of Ride-Hailing Service (RHS) in Phnom Penh
The Ride-Hailing Service (RHS) is becoming dominant and replacing the traditional motodop, Khmer
tuk-tuk (remork), and conventional taxis with its convenient platform, the safe service and lower fares
in Phnom Penh. Since the ExNet launched the service mainly with taxi type vehicles in June 2016, many
start-up companies initiated RHS following ExNet. In 2017 and 2018, 20 RHS applications were in
operation 3 . PassApp was the first company that provided the RHS with tuk-tuk. The major RHS
companies in Phnom Penh are PassApp and Grab. Other international giants such as Indonesia’s Go-Jek
and China’s Didi may come to Cambodian market in the future. The vehicles used for RHS are tuk-tuk
shown in Figure 3.1.5 as well as passenger car, Khmer tuk-tuk and a small number of motorcycles.
Source: JST
Figure 3.1.5 RHS Vehicles in Phnom Penh
Table 3.1.5 Major RHS Companies in Phnom Penh

Country of Service
Name Description
Headquarters Start Year
PassApp Cambodia 2017 Founded in 2017 and started RHS mainly with tuk-tuk.
Entered Cambodia in 2017 and bought the Uber’s Southeast Asian
Grab Singapore 2017
operations in 2018.
Established in 2015 and officially registered with the Ministry of
WeGo Cambodia 2017
Commerce in 2017. Received a taxi service licence from MPWT in 2018.
ExNet taxi Cambodia 2016 The first ever RHS in Cambodia started in 2016.
The application was developed by Cambodian IT engineers in partnership
iTsumo
Cambodia 2017 with FIGIX Industry Co. Ltd. based in Japan while other RHS applications
(Phumi)
were created by other countries.
The world’s first block chain based RHS with zero commission for
TADA Singapore 2019
drivers.
Source: JST
3 Source: Phun, V.K., Masui, R., Yai, T. (2018). Operational characteristics of paratransit services with ride-hailing apps in
Asian developing cities: The Phnom Penh case. Journal of Transportation Technologies, 8, 291-311.
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In Phnom Penh, the proportion of automobiles that are often seen in RHS in other countries is small,
and paratransit (mainly tuk-tuk) accounts for a large proportion. In particular, the number of tuk-tuk, has
increased from around 20,000 in 2014 to around 30,000 in 20174.
Role of Related Agencies on RHS
Following figure shows the overview of RHS in Phnom Penh. RHS drivers are categorized as passenger
transport service provider as well as Khmer tuk-tuk drivers based on the road traffic law. Most of the
drivers are independent drivers. There are two major business associations for tuk-tuk business,
Cambodia for Confederation Development Association (CCDA) and Independent Democracy of
Informal Economy Association (IDEA). 6.6% of RHS drivers answered that they belonged to both of
these associations 5 . These associations manage and facilitate daily operations of drivers. The
associations are self-organized and established with internal rules to ensure the fairness, efficiency, and
quality of transport service among members. Members are required to pay for a membership fee at
around USD 25 per month on average, which will be later used as financial source for the expense of
the association activities, including the support for legal issues when there is an traffic accident, and
when there is a funeral of the members.
Quality of transport service provided by RHS driver is secured by the government with RHS companies’
registrations for the business licence and the daily traffic control by traffic police. Also RHS companies
are requested to provide safety instructions to the registered drivers to secure the quality of transport
service.
• Prakas
(Requesting
MPWT (Regulation)
DPWT (Licensing)
Registration, Business PassApp,
License and Vehicle Grab, etc.
PPMP(Road Safely)
Information)
Regulator (Government)
RHS Company
• Vehicle Registration
• Traffic Safety Control • Business Registration • User Registration
• Safety, IT, Privacy
Instruction
Transport Business Associations

IDEA CCDA
Internet
• Booking
• Payment
Users (Riders)
Drivers (Independent)
CCDA: Cambodia for Confederation Development Association
IDEA: Independent Democracy of Informal Economy Association
Source: JST
Figure 3.1.6 Relationship of Driver, Users, Companies and Regulators on RHS

in Phnom Penh
4 Source: Hearing by CCDA and PiBO Study Team in 2017

5 Source: Phun, V.K., Masui, R., Yai, T. (2018). Operational characteristics of paratransit services with ride-hailing apps in Asian
developing cities: The Phnom Penh case. Journal of Transportation Technologies, 8, 291-311.
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Instruction/ Prakas regarding Registration and License

As the number of RHS vehicles increases rapidly in Phnom Penh, the following issues have been pointed
out.
 RHS drivers are not well disciplined and deteriorate traffic capacity when they park on roads.
 The number of untheorized RHS companies increases.
MPWT and DPWT are trying to monitor and control the private RHS companies due to the increase of
the companies without licences.
MPWT has issued an Instruction No. 367 dated 11 June 2020, which is intended to ensure that all
companies and vehicles operating land transport of passengers and goods in Cambodia must obtain a
valid and legal licence or certificate. This is to comply with the Prakas No. 343 dated 6th October 2017
on requirements and procedure for license of vehicles used in domestic land transport business, which
is not applicable for RHS, and the Prakas No.344 dated 6th October 2017 on requirements and procedure
for license of companies of domestic land transport business, which is applicable for RHS.
In accordance with the RHS vehicles/companies increase, MPWT has developed a new Prakas No.100
dated on 21st June 2021 for companies providing digital technology service for road transport of which
major points are summarised as below6.
 The companies that provide digital technology services for road transport in Cambodia must have
the following registration and business licence. (Article 4 and 5)
 Registration at Ministry of Commerce
 Registration at Ministry of Post and Telecommunications
 Registration at MPWT
 Business License issued by MPWT
 The company and its branch must have training course for their drivers about road traffic law,
etiquette, moral, driving manner and customer service. (Article 9)
 The company and its branch require drivers to carry the followings. (Article 9)
 Driver’s licence
 Vehicle ID and number plate
 Vehicle technical inspection certificate (except for motorcycle)
 Vehicle business license (except for motorcycle, three-wheeler and Khmer tuk-tuk)
 Company logo on the vehicle
 Company identification card
 The company and its branch must participate in the implementation of action plans of the road
safety and the national environment in order to reduce congestions, traffic accident and emissions
of greenhouse gases. (Article 10)
In addition, MPWT announces that RHS companies should provide a training course to drivers every 6
months.
6 Source: Prakas on Term and procedure of licence issuance for companies to providing digital technology service for domestic
road transport
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3.1.2 Highway
(1) Institutional Frame
1) Ministry of Public Works and Transport (MPWT)

MPWT is in charge of construction and maintaining the national roads in Cambodia. The General
Department of Public Works is in charge of construction and rehabilitation of the national road and
bridges. Provincial roads are maintained by the local organisations of MPWT, namely the Provincial
Department of Public Works and Transport and the Municipal Department of Public Works and
Transport, on behalf of state and municipal governments. The organisation chart of the MPWT is
described in Appendix 3.
2) Department of Public Works and Transport (DPWT), PPCA

PPCA is governed by the Governor and operated under 11 different departments/offices which are
supervised by 7 different Deputy Governors. DPWT was established in 2001 and is responsible for road
infrastructure and development projects such as priority lane for Rapid Bus in Phnom Penh under the
governor. DPWT is headed by Director and supervised by 6 different Deputy Directors. The organisation
chart of PPCA, the chart of DPWT and the number of staff in DPWT are described in Appendix 3.
Currently, the staff in DPWT belong to MPWT and their salary is provided by MPWT. However, the
positions lower than Director, including Deputy Directors are assigned by PPCA. The Director is
assigned based on the discussion between PPCA and MPWT.
On the other hand, the expenses for road constructions and maintenance costs are allocated with PPCA’s
budget. PPCA summarises the budgets of all departments including DPWT, and after the discussion
between MEF and the Vice Governor of PPCA, the budget of PPCA is approved by the Council of
Ministers following MEF’s approval.
(2) Legal Frame
1) Road Traffic Law

The road traffic law was adopted by the National Assembly on the 5th of December 2014, approved by
the Senate on the 30th of December 2014 and promulgated by PREAH REACH KRAM
NS/KRAM/0115/001 date the 9th of January 2015. It was revised in 2016. Road traffic law composed of
12 Chapter and 92 articles as shown in Table 3.1.6.
It should be noted that Prime Minister Hun Sen announced that A1 driving licence was to be eliminated
6th Jan. 2016. This means a driver licence is not required for motorcycle smaller than 125 cc. However,
the number of traffic accidents has been rapidly increasing after the lifting of A1 driving license.
To improve the traffic safety, the Government has amended the road traffic laws and changed the fines
for traffic violations to increase the effectiveness of the road traffic law in March 2020. For example,
the fine for drink driving was changed to 250,000 – 800,000 KHR (USD 60-200). The fine for
motorcycle or tuk-tuk drivers and motorbike riders who fail to wear helmets or wear them incorrectly is
60,000 KHR (USD 15). The fine for driver talking on mobile phone is 120,000 KHR (USD 30). The
Government tightened regulations on traffic safety comprehensively.
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Table 3.1.6 Component of Road Traffic Law

Chapter Title (Article) Contents
1 General Provisions (Article 1-4) Describes the objective scope and terminology of the law
2 Road Signs (Article 5-6) Describes the traffic signs and priority signs
Describes the drivers driving condition, use of roads, turning left and
3 Drivers (Article 7-26)
right, and crossing and parking
The use of vehicle lights and horns
4 Describes the use of lights and horns
(Article 27-30)
Pedestrians and animal riders/herders
5 Describes pedestrian, animal riders crossing/walking
(Article 31-33)
Describes the competency of the traffic police, road accidents, and hit
6 Traffic Accidents (Article 34-38)
and run cases
Vehicle and transport management Describes driving licence issues, demerit points, vehicle inspections,
7
(Article 39-58) over loading and fines
National Committee of Road Traffic Describes establishment of National Committee of Road Traffic
8
Safety (Article 59) corresponding budget allocation
Law enforcement agency of the Road Describes the right of detention, competency of the traffic police, small
9
Traffic Law (Article 60-70) fines and right of complaint
Describes the crime considered for small fines, the responsibility for
10 The penalty (Article 71-87)
civil and criminal responses by drivers, and other fines
11 Inter-provisions (Articles 88-91) Describes the law validity and implementation
12 Final provisions (Articles 92) Describes the invalid of the road traffic law in 2007
Source: Summarised by JST from the road traffic law
2) Road Law
The Road Law was adopted by the National Assembly on 3rd of April 2014, approved by the Senate on
the 11th of April 2014 and promulgated by PREAH REACH KRAM NS/RKM/0514/008 dated the 4th
of May 2014. The Road Law is composed of 14 Chapters and 81 articles.
The law describes the competent authorities of road development and maintenance, types of road,
contents should be included in the technical standard of road development and maintenance, financial
resources of road development and maintenance and so on.
Table 3.1.7 Component of Road Law

1 General Provisions (Article 1 – 4) Describes the objectives and scope of the law.
All roads will be managed by 3 ministries/agencies:
- Ministry of Public Works and Transport: in charge of Expressway,
National Roads and Provincial Roads;
Competent Authorities of Road - Ministry of Rural Development in charge of Rural Roads and other
2
Management (Article 5 – 6) roads as assigned by the Royal Government and
- Sub-national Administration is the competent authority, whose
obligation include planning, design, construction, rehabilitation and
road maintenance within the capital, cities and provincial towns.
Road Types, Name and Classification
3 Describes the road types and naming.
(Article 7 – 9)
Road Development and Maintenance Describes the role and regulation of road construction and maintenance
4
(Article 10 – 19) including private sector.
Technique Entity and Road
Describes the responsible organization and components of technical
5 Infrastructure Technical Regulation
regulations for road infrastructures.
(Article 20 – 23)
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Describes the loading limit by types of vehicle and requirement to use
6 Road use (Article 24 – 34)
roads.
Protection of Road Infrastructure Describes the responsibility of competent authorities and users to
7
(Article 35 – 38) protect road infrastructures.
Describes the necessity of certification for operation on the roads
8 Road Certification (Article 39 – 40) infrastructure, road maintenance, and opening the laboratory for the
road sector.
Fund for Road Use Maintenance and
9 Describes the financial source of road maintenance and development.
Development (Article 41 – 42)
Inspection of Road Infrastructure Describes the responsibility and rights of inspectors for road
10
(Article 43 – 47) infrastructure.
Describes the penalties related to the road construction and
11 Penalties (Article 48 – 78)
maintenance work and the violation of road protections.
12 Final Provisions (Article 79 – 81) Describes the provisions of the law.
Source: Summarised by JST from the road law
3.1.3 Traffic Management
(1) Overview of Traffic Management in Phnom Penh

Traffic management is the materialization of a safe and efficient urban transport system by combining
several methods such as devising ways to use roads and traffic operation methods, rather than by developing
and expanding large-scale transport facilities such as new road construction and road widening. Measures
of traffic management are roughly divided into two: (1) Facilitation of road traffic and traffic safety
measures, and (2) Optimisation of vehicle traffic. The first one includes traffic regulation, restructuring the
road facility, traffic flow management and control, driver education, and traffic enforcement. The second
one includes control of car usage, parking control, improvement of public transport services, and traffic
demand management. These are summarised in Figure 3.1.7.
Example
Traffic Flow Control Signal Control System ( Phase II)
Road Structure Reorganization Intersection Improvement

Smooth Road
Traffic and Traffic
Safety Measures
Traffic Regulation One-way Traffic Regulation
Driver’s Education and No-Parking Enforcement

Enforcement
Car Commuting Restrictions for
Control of Car Usage Government Offices and Companies in
CBD
Parking Control Optimizing the Amount and Arrangement of

Optimization of Parking Lots, Parking Fee Control
Automobile
Traffic Improving Public Improvement of Walking Environment,
Transport Services Issuance of Low-priced Commuter Pass
Traffic Demand Telework, Staggered Commuting,

Management Land Use (TOD, etc.)
Source: JST
Figure 3.1.7 Traffic Management Measures by Type in Phnom Penh
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(2) Institutional Framework
1) Overview
The status of traffic management measures in Phnom Penh is summarised in Table 3.1.8.
Table 3.1.8 Status of Traffic Management Measures in Phnom Penh

No. Transport Management Managing Agency Legal Basis
1) Intersection (Signalized/Non-signalized) PPCA, DPWT, TCC There is no specific regulation.
2) One-way System DPWT Road Traffic Law
Driver’s Education and Traffic Bureau of Road Traffic Police
3) Road Traffic Law
Enforcement of Phnom Penh Capital
4) Parking DPWT, Khan
5) Sidewalk Management / Maintenance DPWT, Khan
6) Traffic Demand Management N/A
Source: JST
2) Traffic Control Centre (TCC)

The Traffic Control Centre is under the DPWT and responsible for traffic control and monitoring of the
CBD area of Phnom Penh. There are 13 experts consisting of 7 exclusive experts, 3 maintenance experts
(concurrent post with DPWT) and 3 IT experts (concurrent post with PPCA) (See the Appendix 3 for
the organisation structure).
3) Phnom Penh Police Commissariat (PPPC) and Bureau of Road Traffic Police (BRTP)
PPPC is under the Ministry of Interior (MOI). And the BRTP is one of 33 bureaus under the PPPC.
BRTP has five sections and number of traffic police is approximately 500 officers and 300 contract staff.
BRTP is responsible for traffic accident investigation, arbitration after accidents and enforce over traffic
offenders based on the Road Traffic Law. The office also has a program that delivers road traffic safety
education to schools and private companies.
The MOI is responsible for nominating Phnom Penh’s traffic police officers. The daily activities such
as traffic control and traffic safety education on the main roads in Phnom Penh are under MOI and
PPCA’s Governor. The office of BRTP is located in the compound of PPPC (St.598).
The staff in PPPC belong to MOI and their salary is provided by MOI. The budget for traffic safety
educations is also allocated with MOI budget, but some cases are allocated from with PPCA budget.
And the support from the donors such as JICA is also directly accepted.
The organization of BRTP is shown in Table 3.1.9.
Table 3.1.9 Organisation of BRTP

Sections
Subsection 1
1 Traffic Accident Management Section
Subsection 2
Subsection 1
2 Traffic Investigation Section
Subsection 2
3 Traffic Administration Section
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Sections
Subsection 1
4 Traffic Control Section
Subsection 2
5 Traffic Advertising Section
Source: Interview to BRTP by JST
3.1.4 Urban Logistics
(1) Truck Ban Policy

To reduce traffic congestion and traffic accidents, PPCA regulates the time zones and target roads that truck
movement is allowed by types of trucks in Phnom Penh based on the following regulations.
 Instruction on Public Orders of Traffics of All Types of Cargo Trucks Entering and Existing Phnom
Penh (Phnom Penh Municipality, No. 19 INS.RK, 16 December 2013)
 Notification dated 16 October 2013 on banning the Heavy Cargo Trucks to Travel in and out of
Phnom Penh City, Instruction/ Guideline no. 19 INS.RK Dated 16 December 2013 on Banning
Heavy Cargo Trucks to Travel in and out of Phnom Penh City.
1) Regulation Area and Contents

The CBD area consisting of five Khans, Chamkar Mon, Doun Penh, Prampir Makara, Toul Kouk and
Boeung Keng Kang and the ring road on the outer edge of CBD are covered by the regulations. In this
area, truck traffic is basically prohibited during daytime, 5:00 a.m. – 9:00 p.m.. However, trucks with
“Trucking Permit” are allowed to pass with following conditions by type of permit:
 Type A to C: Passable at times other than 6:00 a.m. to 9:00 a.m. and 4 p.m. to 8:00 p.m..
 Type D: Passable only from 8:00 p.m. to 6:00 a.m..
In addition to the above mentioned regulations, trucks are not allowed to pass through the following
roads anytimes.
 Russian blvd (Norodom blvd – Airport)
 Norodom blvd (Wat Phnom – Kbal Thnol F/O7)
 Sisowat Quay (Chuon Nat roundabout - CDC)
 Sihanouk blvd, Nehru blvd, Charles de Gaulle blvd and Kampuchea Krom blvd
 Monivong blvd (Old stadium roundabout – Bokor intersection)
 Mao Tse Toung blvd. (Tep Phan intersection – Deum Kor market)
 Cambodia – Japan Friendship Bridge, Monivong Bridge, Kbal Tnal F/O, 7 Makara F/O, 5
Makara F/O and, Steong Mean Chey F/O (Trucks loading 5 tons and more)
2) Loaded Truck Routes during Daytime

Considering above mentioned regulation, traffic route for loaded trucks during daytime is shown as
below.
7 F/O: Flyover
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Final Report
Source: Standard on: “Heavy Truck Banned in Phnom Penh” DPWT
Figure 3.1.8 Loaded Truck Routes during Daytime
3.2 Current Status of Infrastructure and Facilities related to the Urban Transport Sector
3.2.1 Public Transport
(1) City Bus
1) Number of Bus Route/Terminal and Bus Fleet

The bus routes operated by CBA started at 3 lines in 2015 with 54 second-hand Korean buses. Since
then, the bus route has been steadily expanded to 5 routes in September 2017, 8 routes in November
2017, and 13 routes in October 2018. In September 2019, CBA decided to suspend the use of these
routes, due to the high operation and maintenance cost of these Korean buses; CBA owns 181 buses as
of April 2021. The end/start points of each bus route have bus terminals/parking, for a total of 14 bus
terminals.
On 2nd November 2021, the operation resumed on 4 routes (5 lines) (Line 1A, Line 2, Line 3 and Line
4A/4B).
3-14
No. of buses
50
100
150
200
250
-
Jan-17 57
Feb-17 57
Mar-17 57
Apr-17 57
May-17 57
Jun-17 57
Jul-17 57
Source: JICA PiBO

Aug-17 60
Routes
Sep-17 98
No. of Bus
Oct-17 124
No. of Buses
Nov-17 155
Dec-17 155
Jan-18 155
Source: JICA PiBO

Feb-18 155
Mar-18 155
Apr-18 155
May-18 154
Jun-18 155
Jul-18 155
Aug-18 155
Sep-18 155
Figure 3.2.2
Oct-18 196
Nov-18 213
Figure 3.2.1
Dec-18 216
Jan-19 233
Feb-19 233
Mar-19 235
Apr-19 235
May-19 235
3-15
Jun-19 235
Jul-19 235
Aug-19 233
Sep-19 235
Oct-19 190
Nov-19 181
Dec-19 181
Jan-20 181
Feb-20 168
Mar-20 166
Apr-20-
May-20-
Jun-20-
Jul-20-
Aug-20-
Total Bus Fleets in Service and No. of Routes

Sep-20-
Bus Routes and Terminals
Oct-20-
Nov-20-
Number of Bus Fleet and Route

Dec-20-
Jan-21-
Feb-21-
Mar-21-
Apr-21-
May-21-
Jun-21-
Jul-21-
Suspention of Bus Services

Aug-21-
Sep-21-
Oct-21-
Nov-21 60
Dec-21 60
0
2
4
6
8
10
12
14
16
18
20
No. of routes
Final Report
Final Report
Source: JICA PiBO
Figure 3.2.3 Bus Route Map when Operation Resumed in November 2021
2) Service Type and Operation KM

The bus routes are classified into four functions: (i) Trunk Line, (ii) Feeder Line, (iii) Regional Line,
and (iv) Circular Line, which determine the route assigned and service frequency. Each bus route
operates at around 20 kilometres and takes about 1 to 2 hours travel time to complete the one-way service
as it is difficult to have a terminal facilities in the city due to the limited vacant land and publicly owned
land.
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Final Report
Table 3.2.1 Service Type and Operation KM of Each Bus Route
Operation Average
Line Origin Destination Type Km Speed
(km) (km/h)
Line 1A New Depot Boeng Chhouk Trunk 25.1 11.6
Line 1B Chbar Ampov Kien Svay Hospital Regional 24.1 21.4
Line 2 Old Stadium R/A Takhmao Trunk 15.0 11.4
Line 3 New Freedom Park Borey Santepheap 2 Trunk 22.0 11.1
Line 4A New Freedom Park Borey Santepheap 2 Trunk 19.6 12.3
Line 4B New Freedom Park PPSEZ Trunk 27.6 10.5
Line 4C Olympic Stadium Dei Krahom Roundabout Feeder-Trunk 24.8 12.3
Line 5A New Depot AEON Mall Feeder (Ring) 24.2 16.4
Line 5B Feeder (Ring) 22.6 12.4
Line 6 Old Stadium R/A New Depot Feeder 25.8 20.5
Line 7 Kilometer 9 Chbar Ampov Feeder (Ring) 21.6 16.5
Line 8 Old Stadium R/A Century Plaza Feeder (Ring) 23.3 13.3
Line 9 PPSEZ Borey Santepheap 2 Trunk 23.1 18.2
Line 10 Century Plaza Chbar Ampov Feeder (Ring) 26.1 13.7
Line 11 Olympic Stadium Wat Sleng Regional-Trunk 14.2 18.3
Line 12 (C1) Olympic Stadium Olympic Stadium Circular 16.6 7.8
Line 13 (C2) Old Stadium R/A Old Stadium R/A Circular 10.6 10.5
366.3
Source: JICA PiBO
3) Number of Passengers
The Routes 1 to 4 run along the radial and trunk road network and collect more than 70% of the total
passengers and this tendency remains same from when the CBA expanded the network from 8 to 13
routes. Due to restrictions in social and economic activities and travel caused by the COVID-19
pandemic as well as the temporary termination of City Bus service, the number of passengers was
significantly reduced in March 2020. The fare is fixed at 1,500 KHR. Passengers such as elderlies older
than 70 years old and students, who are exempted for fare collection account for around 70%.
On 2nd November 2021, the operation resumed on 4 routes (5 lines) with 60 buses. As of December
2021, the daily ridership of these routes reached 2,700 passengers, which still has a large gap with the
ridership of 16,000 passengers before the COVID-19 pandemic.
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Final Report
Source: JICA PiBO
Figure 3.2.4 Number of Monthly Passengers by Route
Source: JICA PiBO
Figure 3.2.5 Number of Paid and Free Passengers
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Final Report
Source: JICA PiBO
Figure 3.2.6 Number of Daily Passengers since 2nd November 2021
4) Bus Facilities: Bus Depot, Bus Terminals and Bus Stops

The CBA developed the 4 hectare bus depot equipped with an administration office, workshop, and
parking space and operates this single depot since January 2019. The bus depot is located 15 kilometre
north along the National Road (NR) No. 5 across the Prek Pnov Bridge. The CBA also operates 14 bus
terminals at the starting/ending points of each bus route and maintains 865 bus stops, which include 270
bus shelters; the rest are bus stands.
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Final Report
Source: City Bus Authority
Figure 3.2.7 Layout Plan of Bus Depot
Source: City Bus Authority
Figure 3.2.8 Parking at Bus Depot
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Final Report
(2) Metered Taxi

Metered taxis were introduced in Cambodia in 2008. Basically, a metered taxi is dispatched by telephone
reservation. Because of the rapid expansion of RHS, the number of metered taxis is currently small.
(3) Cyclo
Introduced from France in the early 1960s, these pedal-driven cyclos are currently managed by PPCA. They
are often used by tourists around riverside/Royal Palace or by shoppers around the local market for short
distance trips. Cyclo drivers earn about USD 85 a month. The average age of the drivers is increasing and
currently there are only a few hundred cyclos left.
(4) Khmer Tuk-tuk

The Khmer tuk-tuk is a motorcycle towing a two-wheeled passenger cart, also known as “Remork”.
According to the paratransit driver’s interview survey, the average hours of work is 12.3, making 4.1 trips
with 10.5 passengers per day, and earning about USD 250 a month. The Khmer tuk-tuk was a typical form
of paratransit in urban areas of Phnom Penh, but in recent years it has decreased in number because of the
rise of RHS. The base fare is 4,000 KHR and the fare increase by 1,300 KHR per kilometre.
(5) RHS: Tuk-tuk

According to a hearing conducted by the PiBO study team with the Cambodia for Confederation
Development Association (CCDA) in 2017, the number of tuk-tuks in Phnom Penh has increased rapidly
from 20,000 in 2014 to 30,000 in 2017. Therefore, the condition of vehicles are relatively good. The fare
varies depending on companies. For instance, PassApp
charges 3,000 KHR for the base fare and additional 1,200
KHR per kilometre.
(6) RHS: Car/Taxi

Each RHS Car/taxi driver (individual business owner)
registers and operates under a service represented by
PassApp the same as RHS tuk-tuk. The fare varies
depending on companies. For instance, PassApp charges Source: Phnom Penh Post
5,000 KHR for the base fare and additional 2,000 KHR Figure 3.2.9 Commuter Truck
per kilometre.
(7) Commuter Truck

The commuter truck serves factory workers in the
suburban area. The safety and comfort of commuter
trucks is low as passengers ride on the truck bed standing
which is exposed to the elements. There is no
management agency and each passenger makes their
own arrangements about payments with the commuter
truck driver, say USD 5/month. On the other hand, some
factories in Special Economic Zone (SEZ) provides bus Source: Phnom Penh Post
service to their own workers. Figure 3.2.10 Ferry(Russey Keo-Takhmao)
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Final Report
(8) Water Transport

In April 2018, water taxi boats, which connect between Russey Keo Station and Ta Khmau Station, started
operation. The number of round trips a day is 8 between 7:00 AM and 17:00 PM, with stops at 5 jetties.
(9) Existing Railway

In April 2018, a shuttle service using the existing railway track between Central Station and Phnom Penh
International Airport operated from 6:00 AM to 20:00 PM and the fare was USD 2.5. One railcar train
travelled about 10 km for about one (1) hour, which is slow and the second-hand train coach lacked
attractiveness and punctuality. There are no stations along the line and it is difficult to use it for local
residents, so the number of users was small. Therefore, the service was stopped in 2020.
(10) Intercity Bus

Intercity bus terminals are scattered along the narrow local roads in the CBD and large buses
entering/exiting the terminals blocked traffic causing traffic congestion.
Source: JST
Figure 3.2.11 Location of the Inter City Bus Terminals
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Final Report
In total, there are 20 of inter-city bus terminals are observed in Phnom Penh. The inter-city bus terminals
are categorized into two different types i.e., the terminals with parking space and roadside pickup. Among
them, only 7 terminals are having proper space for bus to park while other 13 terminal are the pickup point
or boarding location only. The inter-city bus’s routes are depart from Phnom Penh to the provinces such as
Siem Reap around 1 – 29 different departure time per day by operator.
Table 3.2.2 Summary of Inter City Bus Destination and Frequency

Frequency Frequency
Type Operator Type Operator
(Trip/day) (Trip/day)
To Siem Reap To Battambang
Cambodia Post VIP Van 3 Mekong Express 3
Giant ibis Transport 3 With parking space Phnom Penh Sorya Transport 5
With Larryta Express 29 Rith Mony Transport Co., Ltd. 5
parking Mekong Express 5 Capitol Tours and Transport 12
Roadside pickup
space Mey Hong Transport 4 Virak Buntham 10
Phnom Penh Sorya Transport 7 To Soung/Memot, Kampong Cham
Rith Mony Transport Co., Ltd. 5 With parking space Phnom Penh Sorya Transport 5
Cambolink21 Express 6 Capitol Tours and Transport 2
Roadside pickup
Capitol Tours and Transport 8 Virak Buntham 5
Roadside E Booking Express 7 To Kratie
pickup Seila Angkor Khmer 17 With parking space Phnom Penh Sorya Transport 2
Virak Buntham 13 Roadside pickup Virak Buntham 1
Mbus 2 To Stung Treng
To Sihanoukville With parking space Phnom Penh Sorya Transport 1
Cambodia Post VIP Van 1 Roadside pickup Virak Buntham 2
Giant ibis Transport 1 To Banlung, Ratanakiri
With
Larryta Express 11 Heng Sokkhoeun Express 1
parking
Mekong Express 7 Roadside pickup Ratanak Sambath Express 1
space
Phnom Penh Sorya Transport 11 Virak Buntham 3
Rith Mony Transport Co., Ltd. 2 To Mondulkiri
Capitol Tours and Transport 6 Ratanak Sambath Express 3
Roadside
Virak Buntham 11 Roadside pickup Rithya Mondulkiri Express 2
pickup
Mbus 2 Virak Buntham 5
To Kampot - Kep To Sisophon (Banteay Meanchey)
With Cambodia Post VIP Van 1 With parking space Phnom Penh Sorya Transport 5
parking Giant ibis Transport 2 Capitol Tours and Transport 5
Roadside pickup
space Phnom Penh Sorya Transport 5 KSO Transport 12
Capitol Tours and Transport 2 To Poipet (Thai Border)
Roadside Ekareach Express 3 Cambodia Post VIP Van 1
With parking space
pickup Virak Buntham 3 Phnom Penh Sorya Transport 5
Kim Seng Express 9 Cambotra Express 5
To Koh Kong Capitol Tours and Transport 5
Roadside pickup
Roadside Vibol Express 2 KSO Transport 7
pickup Virak Buntham 2 Virak Buntham 6
Source: JST summarized from following sources.
https://12go.asia/en, https://bookmebus.com/en,
https://www.canbypublications.com/cambodia/buses.htm, https://www.camboticket.com,
https://www.giantibis.com/, https://vireakbuntham.com/
(11) Electric Vehicle (EV)

Although some auto manufacturers sell electric vehicles (EV) in Cambodia, EVs are still not common in
Phnom Penh mainly due to their costs of purchase. A Cambodian company Heng Development launched
an electric vehicle named “Angkor” in 2013 but their business short-circuited before the mass production.8
8 Source: https://www.khmertimeskh.com/50909807/electric-vehicle-manufactures-poised-to-win-over-kingdoms-highly-
petrol-dominated-fleet/
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Final Report
Onion Mobility Co., Ltd., which is a subsidiary of MVLLABS Pte. Ltd. (MVL), the parent company of
TADA, started the pre-contract of the electric Tuk-tuk model called “ONiON T1” that is domestically
assembled in Cambodia with the assistance from a South Korean firm late 2021. The model is currently on
sale.
Oyika, a Singapore venture-funded company, sells an electric motorcycle named eGo with the free battery
swap offer for 2 years. In addition, Oyika rents their electric motorcycles at convenience stores in Phnom
Penh with an application named “Go2”.
Source: Source:
https://www.phnompenhpost.com/business/envoy https://www.khmertimeskh.com/50750566/easy-going-
-enlists-korean-tech-firms-help-ev-assembly and-staying-green/
Figure 3.2.12 Locally-built Electric Vehicle Figure 3.2.13 Electric Motorcycle Sharing (Go2)
(ONiON T1)
On 5th January 2022, MPWT asked for the support in building 5 EV charging stations in Cambodia to
United Nations Development Programme (UNDP). In response to this, UNDP announced that UNDP would
support the installation of EV charging station at 4 locations, namely, the headquarters of MPWT, Siem
Reap, Battambang and Preah Sihanouk provinces.9 Currently, MPWT is working on policies to promote
the use of EV with battery stations, charging stations, mechanics, service centres with replacement spare
parts, skilled workers and battery disposal facilities in the country. As EVs from various countries such as
the United States, China, the United Kingdom and South Korea are sold, MPWT will study which standard’s
charging station they should build.
Currently, there are 4 major EV charging standards: “CHAdeMO” mainly used in Japan, GB/T in China,
“CCS (Combined Charging System)” in Europe and North America and “Telsa”. The plug shapes of CCS
in Europe and North America are different each other. Also, Tesla vehicles can be charged with CHAdeMO
with an attachment. The charging standards are competitive each other and CHAdeMO is becoming less
and less used in Europe and North America. In Japan and China, a faster charging standard called “Chaoji”,
which is compatible with other charging systems, is under development and planned to be available in 2022
to 2023.
9 Source: https://cambodianess.com/article/electric-vehicles-charging-stations-on-way
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Final Report
Source: https://evcharging.enelx.com/images/PR/Articles/blog/EMW_plugs_.jpg
Figure 3.2.14 EV Charging Standards
3.2.2 Highway
(1) Number of Lanes and Pavement Condition

Compared to the time of PPUTMP, road condition has been continuously improved by widening and
pavement especially in the suburban area. Figure 3.2.15 shows the PPUTMP road network and current
network which was observed based on the latest satellite imagery in 2022. Major improvements include the
widening of Veng Sreng Blvd., Hanoi Blvd., Russian Blvd., Ring Road (RR)-II South Section, NR-1, NR-
3 and NR-5, and the new construction of Hun Sen Blvd. These road improvements allow some part of the
traffic to and from the factory area and the though-traffic to pass without passing through the CBD.
Compared to suburban area, the large-road capacity increase is limited in CBD area, because it is difficult
to carry out large-scale widening within the CBD, which has already been developed with high density.
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Final Report
Source: JST
Figure 3.2.15 Changes in Number of Lanes and Road Conditions
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Final Report
(2) Flyover or Underpass

Flyovers have been completed at three points along Russian Blvd., one point along Ven Sreng Blvd. and
one point along NR-1 (Figure 3.2.15). Besides, an underpass is under construction at the Cham Chao
roundabout. In addition to this, an overpass is under construction at the intersection of NR-4 and the planed
RR-III.
(3) New Airport Access Road

The new airport access road is ancillary to the new airport plan which is planned to be 20 km south of
Phnom Penh city centre. The road will connect the new airport and Hun Sen Blvd. and NR-2.
(4) Ring Road II (Eastern Section)

Since the eastern section of Ring Road II passes through Arey Ksat in Kandal Province, which is located
on the opposite bank of the Mekong River, a bridge to cross the Mekong River is required. A feasibility
study was conducted on this bridge as the Cambodia-South Korea Friendship Bridge with the support of
South Korea. The agreement for the construction of the bridge was signed on Dec. 9, 2022 by the Minister
of Economy and Finance and the country director of the Korea Economic Development Cooperation Fund
(EDCF). The construction cost is estimated around USD 245 million, and the cost will be covered by
bilateral loans. Construction is expected to take 47 months and planned to start in mid-202310. The project
will consist of building the bridge in two sections across the Mekong River and the Tonle Sap River, with
one section going from the Night Market Park to the Chroy Changva and the other across the Mekong River
to the Arey Ksat area.
(5) Expressway
Based on the request from the local government, JICA conducted the " Data collection survey on the trunk
road network planning for strengthening of connectivity through the southern economic corridor" in 2013,
and proposed the development of the approximately 2,200 km expressway listed in Table 3.2.3. Of these,
the Cambodian government has prioritised to develop three routes: Phnom Penh-Sihanoukville, Phnom
Penh-Kandal (part of the Phnom Penh RR-III), and Phnom Penh-Bavet.
1) Phnom Penh-Sihanoukville Expressway

It is the first expressway in Cambodia which connects Phnom Penh and Sihanoukville in the south where
the deep sea port is located. The expressway is about 190 km and has total 4 lanes. In the Phnom Penh
side, it starts from the Posenchey district and runs to west in parallel with NR-4. It opened in October
2022 and shortened the travel time from 5 to 6 hours on the current road to about 2.5 hours.
2) Phnom Penh-Kandal Expressway

It is a 4 lanes high-standard road that is being constructed as a part of RR-III connecting the Phnom
Penh-the Sihanoukville Expressway and the Phnom Penh-Bavet Expressway. The first phase section,
which started construction in 2018, is a 53km section that crosses NR-4, NR-3, and NR-2 with grade
separation. As a plan for the second phase, it is planned to cross the Mekong River from NR-1 and
extend to the starting point of the Phnom Penh-Bavet Expressway.
10 Source: https://cambodianess.com/article/the-cambodia-south-korea-friendship-bridge-to-be-built-in-mid-2023
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Final Report
3) Phnom Penh-Bavet Expressway

NR-1, which connects Phnom Penh and Vietnam's border town of Bavet, is an important route to Ho
Chi Minh City and Kai Mep Chi Bai Port in Vietnam. Near the border between Cambodia and Vietnam,
factories of foreign companies are located in the special economic zone, and NR-1 consists of an
important section of the Southern Economic Corridor. JICA conducted a Feasibility Study (F/S) on the
Phnom Penh-Bavet Expressway (about 160 km) in December 2018, and then Chinese companies also
conducted an F/S on the expressway (135 km) for the same section.
Table 3.2.3 Expressway Plan
Source: 6th Meeting of the Working Group on the Asian Highway

Network, MPWT 2015
Prek Pnov Bridge
RR-III RR-III
(North)
Chroy Changvar Bridge
RR-II Phnom Penh

Phnom Penh Bavet
Phnom Penh Port Expressway
NR-4
PP SEZ NR-1
Phnom Penh
Sihanoukville
Expressway NR-21 Phnom Penh
NR-2 New Port
NR-3 Phnom Penh Kandal Expressway
Source: JST
Figure 3.2.16 Prioritised Expressway Plan around Phnom Penh
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Final Report
3.2.3 Traffic Management
(1) Intersection (Signalized/Non-signalized)

Prior to the introduction of traffic control system by Japan’s grant aid, the traffic signals at 69 intersections
provided by different donors from seven countries were operated independently. After the introduction of the
traffic control system in December 2018, traffic signals at 115 intersections were introduced by Japan. Of this
number, 109 intersections connected to the traffic control centre, located in the PPCA compound excluding 6
intersections along NR-1. It is operated on flexible signal parameter settings.
: Existing signals were replaced with Japanese ones

: Signals were newly introduced
Signalized Intersections in 2014 Signalized Intersections in 2018

Source: JST
Figure 3.2.17 Location of Signalized Intersections in 2014 and 2018
(2) One-way System

During the public experiment in the PPUTMP, for the purposes
of improving the pedestrian environment, increasing road traffic
capacity and implementing illegal parking countermeasures,
one-way road pairs had been added. There is an extension of the
existing one-way road pair (St.130 and St.136) and two new road
sections (St.154 and St.178) have been converted to a one-way
pair. Consequently, total length of one-way roads in Phnom Penh
became 8.4 km.
(3) Driver’s Education and Traffic Enforcement

There are drivers who do not follow the traffic signals, traffic
signs and road markings prepared by the Project for
Development of Traffic Management System in Phnom Penh
(Grant Aid). Therefore, it is necessary that the Phnom Penh
Source: JST
Municipality Traffic Police officers enforce the road traffic law.
Figure 3.2.18 One-way Roads
However, their number and skill are insufficient, and it is hard to
say that the traffic enforcement is sufficiently carried out. The enforcement is carried out when there is
financial or technical assistance by donors. In addition, DPWT also has a road safety related department,
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Final Report
but it is also hard to say that the road safety activities such as road safety campaigns are sufficient due to
budgetary constraints. Due to the budgetary constraints of the related department of DPWT and the Phnom
Penh Municipality Traffic Police, it is difficult to properly plan and execute the driver’s education and the
traffic enforcement.
These enforcement, planning and implementation agencies are

struggling with their finance.
(4) Parking
One of the most serious urban transport issues in Phnom Penh
is the illegal parking on the carriageways and sidewalks.
Several underground parking facilities have been completed
such as those in front of Vattanak Tower and the Ministry of
Economic and Finance. Another is planned to be installed near
night market. Despite these measures, with the number of Source: JST
registered vehicles increasing rapidly, the illegal parking Figure 3.2.19 Underground Parking
situation will continue to deteriorate.
(5) Sidewalk Management / Maintenance

The sidewalk of main roads in central Phnom Penh has a width of about 5 m in many places; however, due
to illegal parking and vendors on sidewalks, the walking situation is not safe and can be uncomfortable for
the citizens of Phnom Penh. In order to improve public transport services, it is also important to address
safety and comfort issues walking to bus stops. Therefore, improvement of the sidewalk environment is an
urgent issue in Phnom Penh. The management of sidewalks is under DPWT and Khan; however, owing to
the agency’s financial problems, the residents themselves had to have damaged sidewalks in front of their
houses repaired. Thus, the management of sidewalks is out of control.
(6) Traffic Demand Management

With the COVID-19 pandemic as a trigger, telework started in government offices and private companies.
Telework is also effective as an urban transport countermeasure; however, it is unclear whether telework
will continue in Phnom Penh in the future.
3.2.4 Urban Logistics
(1) Logistics Facilities
1) Phnom Penh Port

Phnom Penh Port is the second largest port in Cambodia and the largest river port. The port was opened
in 1905. Phnom Penh Autonomous Port (PPAP), a state-owned enterprise wholly owned by MEF, was
established in 1998 as a management and operation entity. PPAP has been licensed by the governments
to operate river ports exclusively in the following "Port Commercial Zone", and anyone who intends to
develop a port in this area is required to consult with PPAP in advance. Phnom Penh Port extends over
a wide area north and south of the Tonlé Sap and Mekong Rivers. In Phnom Penh, there is a multipurpose
terminal (TS3) in Daun Penh. In 2013, a new container terminal (LM17) was constructed and put into
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Final Report
service in Kandal Province, and most of container cargo is handled at the new container terminal except
for the limited container handled at multipurpose terminal. Even at the new container terminal, the water
depth is 7m. It’s not enough to berth large vessels.
Source: PPAP
Figure 3.2.20 Phnom Penh Port
Table 3.2.4 Outline of Facilities of Phnom Penh Port

Berth Facility
Terminal River Handling Cargo Length
Width (m) Depth (m)
（m）
TS3 Multipurpose Terminal Tonlé Sap General Cargo 300 20 6.3
LM17 New Container Terminal Lower Mekong Container 300 22 7
Source: PPAP, “Disclosure Documents for Initial Public Offering of Equity Securities”
As shown in Figure 3.2.21, container volume handled at Phnom Penh Port has been increased and
reached to 418 thousand TEU in 2022.
Source: JST based on PPAP’s presentation
Figure 3.2.21 Trend of Handling Container Volume at Phnom Penh Port
Figure 3.2.22 shows the distribution of container cargo commodity. Construction material is the
dominant import commodity. Garment products shares74 % of export commodity.
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Final Report
Source: JST based on PPAP’s presentation
Figure 3.2.22 Distribution of Container Cargo Commodity Handled at Phnom Penh Port (Yr.
2022, Left: Import, Right: Export）
2) Dry Port
As shown in Table 3.2.5 and Figure 3.2.23, there are at least 10 dry ports in Phnom Penh City. Those
are mainly located in south-east area of Phnom Penh.
Dry port has the functions of temporary storage, container yard and container freight station (a place
where small cargo is mixed together), and it is not a bonded area or a bonded warehouse, but a place
where customs clearance can be done. Therefore, large trucks are generated / attracted to dry port. There
is a dry port at the railway station (No. 9: Toll Royal Railway), as well.
Table 3.2.5 List of Dry Port in Phnom Penh

No. Description Background Services Equipment/Facilities
One-stop logistics, container
depot, container & Lorry crane with capacity ranging 5t
Another yard in
Bok Seng PPSEZ11 conventional Trucking to 7t, trucks from 30t to 60t, 50t-crane
1 Sihanoukville, located
Dry Port Co., Ltd services, project cargo with suitable lifting gears stacker and
3km from PAS12
handling, custom clearance 3 warehouses
services
Established in 1999 as
logistics and
Hong Leng Huor Logistics & freight forwarding, Warehouses: 50,000 sqm, customs
transportation
(Transport Imp. road transport, warehousing office, CAMControl office, CY13,
2 company, on 15ha of
Exp & Dry Port) and distribution, customs cargo-handling equipment,
land, about 3km from
co.,Ltd. (HLH) clearance, dry port services warehouse, CFS14 & repair workshop
PP airport, branches in
Bavet, PP
Olair Dry Port
3 Worldwide Unknown Unknown Unknown
Logistics Co., Ltd
SBLL ICD &
4 Unknown Unknown Unknown
Transport Co., Ltd.
11 PPSEZ: Phnom Penh Special Economic Zone

12 PAS: Sihanoukville Autonomous Port
13 CY: Container Yard
14 CFS: Container Freight Station
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Final Report
No. Description Background Services Equipment/Facilities

Dry port: 29,855 sqm, warehouse:
Established in 2000, 4,000 sqm, 182 trailers, 6 lorries, 3
H/Q15 in PP16, forklifts & 4 cranes, 114 truck
Customs clearance &
branches in SHV17, drivers, 5 standby drivers, 6 lorry
Sokan Transport documentation, trucking, sea-
5 Bavet, Smach and drivers and 6 co-drivers, 2 forklift
Co., Ltd. freight & forwarding, dry port,
poipet, regional offices drivers, 4 crane drivers & 4 co-
warehousing and distribution
in BKK18 and HCM19 drivers, 5 technicians, 10 technical
and other countries clerks, 5 staff and 2 team leaders and
25 admin staffs
Established in 1999, Dry port in PP: 10ha, Customs office,
H/Q in PP, branches in CAMControl, CTN-handling
Import-export LCL & FCL
SHV, Poipet, Bavet of equipment for 20' & 40' (6cranes),
6 So Nguon Dry Port cargo clearances, inland
Svay Sieng and CTN20 depot up to 7,000 CTN
transports, warehousing & CY
trapeang Plong of warehouse: 25,000 sqm, 11 elevators,
Kompong cham repaire workshop
Established in 1996, 15 5 warehouses: 15,000m2, 1 dry
Customs clearance, depot
Tec Srun Import years of trucking port:52,000m2, 12 cranes& stacker
container storage, sea-freight,
7 Export Transport & experience, 4 branches 25t to 50t, 12 forklifts:02t to 3.5t, 160
transportation, cargo
Dry port Co., Ltd in SHV, PP, Bavet and modern trucks: 30t to 40t, 280
consolidation
Poipet trailers, 180 staffs
Customs clearance,
documentation, ocean & air
freight, land freight, open
Teng Lay Deport &
8 Established in 1996 storage yard, dedicated Unknown
Dry Port
container freight station,
warehouse management &
stock inventory control
Toll Royal Railway
Phnom Penh Dry
9 Unknown Unknown Unknown
port/ Toll Cambodia
Dry Port
CY, customs clearance and
Warehouses: 7,500 sqm (including
documentation, trucking,
Union Imp Exp & Established in 2012 on bonded warehouse), CFS warehouse
10 warehousing, shipping,
Transport/ Dry Port 05ha of land & general cargo warehouse, CY:
transportation & logistics and
27,000 sqm (2,500 TEUs21)
bonded warehouse
Source: The Data Collection Survey on International Logistics Function Strengthening in the Kingdom of Cambodia
15 H/Q: Headquarters
16 PP: Phnom Penh
17 SHV: Sihanoukville
18 BKK: Bangkok
19 HCM: Ho Chi Minh
20 CTN: Container
21 TEU: Twenty-foot Equivalent Units
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Source: JST
Figure 3.2.23 Location Map of Dry Ports
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Chapter 4 Upstream Policy and Plans related to Urban Transport in Phnom

Penh
4.1 National Strategic Development Plan

National Strategic Development Plan (NSDP) is a road map for the Royal Government of Cambodia (RGC)
to move towards socio-economic development and poverty reduction, and it shall update every five years.
The plan has been developed with a basis of “Rectangular Strategy” which has been also revised
periodically in line with NSDP. The latest plan, NSDP 2019-2023, was formulated for the implementation
of the “Rectangular Strategy Phase IV (RS IV)” which consists of four policies: 1) human resource
development, 2) economic diversification, 3) private sector development and employment, and 4) inclusive
and sustainable development. The NSDP 2019-2023 and RS IV aim to stimulate development in Cambodia
in order to transform the country into a high-middle-income nation by 2030. The RS IV is explained in the
following figure.
Source: National Strategic Development Plan 2019-2023, Royal Government

of Cambodia
Figure 4.1.1 Rectangular Strategy Phase IV
NSDP set the four major outcomes as follows, in which “over 7% national GDP growth” is expected for
future development in Cambodia.
 Resilience of the economy at over 7% growth in GDP
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 Employment opportunities with an increasing number from year to year/ ratio of good quality
employment
 Income below 10% poverty rate, reduce vulnerability, and low inequality
 Higher capacity of public institutions and good governance
Furthermore, there are several key actions related to urban transport under the “economic diversification”
strategy in RS IV in order to improve the logistics system and enhancing transport, energy and digital
connectivity. The following points are relevant key actions.
Municipal Public Transport
 Promoting the formulation of national policies, master plans and legal documents related to public
transport.
 Promoting the use of smart transport systems and traffic management.
 Continuing to develop the city's streets to avoid heavy transport across the city.
 Continuing to study and solve the traffic jams in Phnom Penh.
 Continuing to study the feasibility of building an automatic train system, and the study of the
feasibility of constructing tramway, monorail, and subway in Phnom Penh.
Digital Economy
 Using smart transport system
Road Traffic Safety
 Increasing traffic safety on national roads and in urban areas, and setting up cameras for monitoring
the over-speeding vehicles along the national roads
 Carrying out activities and expanding collaboration to achieve the UN’s (United Nations) target on
road traffic safety, reducing the death rate by 50% by 2020
 Continuing to improve road traffic safety and reducing the number of street deaths to below 5
persons per 10,000 by 2020.
 Continuing to study and monitor the most frequent hazardous areas throughout the country
Railway Development
 Seeking fund to connect railway from Phnom Penh to the new Phnom Penh Autonomous Port
4.2 Land Use and Urban Development Plan

The RGC has issued the Sub-decree No.42 on “Urbanization of the Capital, Municipalities and Urban Areas”
in 2015, in order to regulate urbanization within the capital, municipalities, and urban areas in Cambodia.
This is similar to city planning acts in other countries. According to the sub-decree, the capital,
municipalities and urban areas are required to prepare the following three physical plans: 1) Land Use
Master plan/ Master Plan, 2) Land Use Plan, and 3) Urban Detailed Plan. The basic contents of these plans
are also guided by this sub-decree. Phnom Penh Capital City prepared its Land Use Master Plan accordingly.
In terms of the zoning system, there are two categories, “Built Up Area (BA)” and “Control Area (CA)”.
Under these categories, there are fifteen zones with regulations of maximum building cover ratio (BCR)
and floor area ratio (FAR).
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Table 4.2.1 Basic Zoning Urbanisation of the Capital, Municipalities and Urban Areas
Maximum Building Cover Ratio Maximum Floor Area Ratio
Category and Zone
(BCR) (FAR)
Built Up Area (BA) Category
1. Residential zone includes 5 (five) types
 Detached low-rise residential zone
50% 1.5
(houses, village, or semi-villages)
 Linked low-rise residential zone
75% 1.5
(flats or attached houses)
 Medium-rise residential zone 60% 3.0
 High-rise residential zone 60% 5.0
 Mixed residential zone 65% 5.0
2. Commercial zone includes 2 (two) types:
 Commercial zone 75% 12.0
 Mixed commercial zone 70% 10.0
3. Industrial zone includes 3 (three) types:
 Industrial zone 60% 3.0
 Light industrial zone 60% 3.0
 Mixed industrial zone 60% 3.0
4. Mixed use zone 70% 10.0
5. Transportation zone 60% 3.0
6. Tourism zone 50% 5.0
7. Administration and public service zone 60% 5.0
8. Public space and green area zone 10% 0.3
9. Cultural and religious zone 50% 2.0
10. Miscellaneous zones unique to the geographical
50% 5.0
features of that particular area
Control Area (CA) Category
1. Agricultural zone 30% 1.5
2. Forest zone -- --
3. Water resource zone -- --
4. Conservation zone -- --
5. Miscellaneous zone unique to the geographical
-- --
characteristics of that particular location
Definition:
Low-rise buildings are ranged from the ground floor, first floor, and second floor.
Medium-rise buildings are ranged from the third floor to the eleventh floor
High-rise buildings are ranged from twelve floors and above.
Note: “--” means not allowed to build any construction in the zone basically
Source: JST based on Sub-decree No.42 on “Urbanization of the Capital, Municipalities and Urban Areas”
Ministry of Land Management, Urban Planning & Construction (MLMUPC) has responsibility for land use
plan, urban plan, and construction in Cambodia. MLMUPC consists of four general departments, bureaus
and laboratories. In addition, they have local departments in Phnom Penh and each province in order to
control the land. The Sub-decree No.42 has been prepared by MLMUPC.
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BOX 1： History of Urban Planning in Phnom Penh

The modern city of Phnom Penh was formed from urban development during the French colonial
period, and this formulates the current urban infrastructure of Phnom Penh. Fujisawa and Shimizu
(2021) summarised the history of urban formation of Metropolitan Phnom Penh during this period as
follows.
Cambodia government signed a treaty with France government in 1863 to protect its then-invaded
neighbours Thailand and Vietnam, and in 1866 moved its capital from Udon to its present location,
Phnom Penh. In 1867, Phnom Penh was a city of only stilt houses built along a 4 km stretch of the river
with a population of less than 10,000.
Huyn de Verneville, administrator of the French protectorate of Cambodia from 1889 to 1897, had a
major influence on urban development, first with the construction of store houses, and second with the
segregation of ethnic groups. In 1893, a canal was constructed around the former royal palace in the
centre of the city. Many colonial-style buildings, including the central post office, which is still in use
today, were constructed in the vicinity. This became a French residential area with a high concentration
of government buildings. On the south side of the canal, there existed a market that allowed commercial
activities to thrive. This area became a Chinese residential zone consisting of more than a hundred
“shophouses” - two storey houses with shops on the first floor.
By 1897, Phnom Penh’s population increased to about 50,000, of which about 400 were French, 22,000
were Chinese, 16,000 were Khmer, and 4,000 were Vietnamese. In 1906, cargo transportation service
using the Tonle Sap and Bassac rivers was started. The city expanded not only to the west but also to
the east across the river.
Phnom Penh significantly changed in the 1920s with the drainage of the swampy areas of the city. In
the beginning of the 19th century, the city centre and other major areas were built with a grid of roads
that served as levees. Sediments were pumped from the Tonle Sap and were used to fill waterlogged
areas divided by the grid of roads, gradually expanding the buildable area of the city.
In the 1930s and 40s, the Prampir Makara area was divided into smaller lots, and in 1937, the Central
Market was constructed. This was a product of the 1925 Phnom Penh city masterplan crafted by Ernest
Hébrard which introduced a new radial road around the Central Market. He is the first president of the
Indochina Urban Development Board formed in Hanoi in 1923. It was during this period that the city
gradually expanded westward and southward starting with the Central Market project. Hébrard, who
considered the colony as a kind of "experimental site," also planned the southern end of the Chrui
Changvar peninsula as an area where only the privileged among the French could live, given the fact
that the city could be seen across the river. A new railroad station was also planned contiguous with the
radial road and a park was created after reclaiming the waterway that separated the French and Chinese
residential areas on the east side. This ensured a view to the Tonle Sap side of the city to the east.
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Source: Phnom Penh développement urbain et patrimoine, 1997
Figure 4.2.1 Urban Formation Process of Phnom Penh from 1890 to 1958
Despite this long history, Fujisawa and Shimizu (2021) remarks that the capital city of Phnom Penh has
currently been experiencing rapid population growth but poorly planned urban development in recent
years. As a result, various problems have arisen, such as deterioration of the urban landscape,
destruction of historical buildings, and loss of its characteristic natural topography. They note that, if
unregulated development continues, Phnom Penh may become a "city without character", making it
difficult to differentiate it from other cities in the world. While development through economic growth
is essential, urban development that lacks a long-term perspective will make it extremely difficult to
create attractive cities.
Source: A Study of the Urban Formation Process in Phnom Penh, the Capital of Cambodia (Tadamori Fujisawa, Atsushi
Shimizu, 2021: Design Studies, Japan Institute of Design)
4.2.1 Land Use Master Plan 2035 in Phnom Penh Capital City
Phnom Penh Land Use Master Plan has been prepared several times since 1950s. The plan has used as
guide for urban planning and its relevant regulation as well as large-sized project such as Olympic Stadium
and Independence monument in Phnom Penh Capital City.
Phnom Penh Land Use Master Plan 2035 (hereafter called PPLUMP) was prepared in 2015 by Phnom Penh
Capital Administration (PPCA) to achieve the objectives as follows:
 Guide to land use and ensure the existing potential value of the capital to be highly effective,
sustainable and equitable in supporting socio-economic development, ensure food security, scenery,
and environmental quality
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 Guide to balanced, equitable and consistent development between Phnom Penh, the country’s
smaller cities of provinces, and cities of other countries
 Promote the identity of Phnom Penh for regional integration and competing with other cities in the
region in terms of development in the context of offering excellent access both in the technical and
financial fields
The future land use plan with a scale of 1:50,000 has also developed in PPLUMP as shown in the following
figure.
Source: Phnom Penh Capital Hall
Figure 4.2.2 Future Land Master Plan of Phnom Penh City 2035
In PPLUMP, the estimated future population of Phnom Penh Capital City was 1,983,040 in 2035 according
to the National Statistics Institute. On the other hand, PPCA estimated the future population at 2,544,659
in 2035 including Kandal Province as a “Greater City”.
Furthermore, based on these future populations, PPLUMP proposed infrastructure development plans in
two scales: one is “large-sized plan” which includes Phnom Penh Capital City and Kandal Province, and
the other is “city-sized plan” which targets only Phnom Penh Capital City. The following are the
development proposals related to the transport sector. These ideas and plans were considered in the Survey
for potential future projects.
Large-sized Infrastructure Plan
 Ring Road around Greater City
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 Maintaining Port in the City (Phnom Penh Port)

 Restoration of Existing Railways and New Railway Station at the West of the City
 Development of New Airport
 Development of Dry Ports in Suburban Area
City-sized Infrastructure Plan
 Road Network Development
 Multi-Modal Transport System Development
 Green Networks (Parks and Trees) and Blue Networks (Waterway) Development
In addition, the following are ongoing development activities and investments related to the transport sector.
 Ongoing construction and development of satellite cities such as Diamond Island, Chroy Chongvar
peninsular, Camko
 Ongoing construction and development of Olympic satellite city at the north of Phnom Penh
 Ongoing construction of roads across Boeng Kak and ongoing development of Boeng Kak area
 Development and construction of dry port and ASEAN station in Samraong area, Khan Po Senchey
 Construction of roads to connect main ring roads from one Khan to another (Russey Keo-Sen Sok-
Po Senchey)
 Construction of other roads in line with main roads (NR-1, 2, 3, 4, 5) to relieve traffic into and out
of the city
 Construction of overpass at major roundabouts (intersection between city ring roads and roads
outside the city to provinces)
 Construction and expansion of roads in suburban areas for equitable development in balance with
the city’s central area and to help absorb the population growth in the city
PPLUMP has been prepared by PPCA and Capital Committee on Spatial and Urban Planning, then opened
for the consultation and public hearing. After the series of process, National Committee on Spatial and
Urban Planning reviewed the PPLUMP. Finally it has been approved by Royal Government of Cambodia
(RGC). The implementation of PPLUMP has started in December 23, 2015 by issuing the Sub-decree on
Phnom Penh Land Use Master Plan for 2035. Currently, the Urban Planning Department of PPCA is
updating PPLUMP. The revised future land use plan has formulated by District1, and a draft was announced
at the workshop in December 2022.
4.2.2 Sustainable Development Plan

The National Council for Sustainable Development (NCSD) and the Ministry of Environment (MOE) has
developed “Phnom Penh Sustainable City Plan 2018 – 2030” in 2019, so as to guide and implement the
master plans of land use, transport, drainage and waste management in Phnom Penh. This plan refers to
major plans in Phnom Penh: 1) Phnom Penh Municipal Master Plan on Land Use 2035, 2) Urban Transport
Master Plan 2035 and 3) Phnom Penh Master Plan for Drainage and Sewage 2035 as shown in following
figure.
1 https://www.phnompenhpost.com/national/phnom-penh-2035-master-plan-updated
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Source: Phnom Penh Sustainable City Plan 2018-2030
Figure 4.2.3 Linkage between Phnom Penh Sustainable City Plan and other Major Plans
The plan has eight sectoral objectives including transport sector, in which there are four practical objectives
of the transport sector as follows.
Transport Sector Objectives
 Reduce transport sector greenhouse gas emissions (percentage reduction over current baseline)
 Bus-based public transport system in place, covering key transport corridors in the city (percentage of
total modal share)
 Reduce traffic accidents (percentage of reduction vs. current yearly baseline)
 Reduce traffic congestion (increase in average vehicle speed vs. current baseline)
The plan proposed priority actions based on the analysis of existing development plans. The priority actions
for transport development are listed below.
 Comprehensive and integrated traffic management system in place, adequately resourced and staffed,
 Parking regulations are enforced,
 Introduce sulphur content limits for transport fuel in line with regional standards (in the region of 50
ppm reduced from current 1,000 ppm),
 A system of daily air quality monitoring (increased from the current three monitoring stations) put in
place across the city monitoring for key air pollutants (PM10, PM2.5, SOx, NOx , CO and O3),
 Reduce the use of motor vehicles,
 A plan in place to encourage cycle use in the city, including consideration of segregated lanes and cycle
paths,
 A system of inducements to encourage the use of low-emission vehicles in place (i.e. those with better
emissions performance standards in terms of gCO2/km or similar, hybrid or electrical vehicles).
However, these actions do not have any concrete ideas nor detailed information.
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PPSCP has prepared the department of green economy of NCSD and Global Green Growth Institute
(GGGI). The Governor of PPCA approved the plan in November 2018, and the Minister of the Environment
in April 2019.
4.2.3 Smart City Plan

ASEAN Smart Cities Network (ASCN) was established in 2018 in order for ASEAN countries to work
towards the common goal of smart and sustainable urban development. The primary goal of the ASCN is
to improve the lives of ASEAN citizens by using technology. The RGC has joined ASCN from the
beginning and three cities in Cambodia have been selected as pilot cities, Phnom Penh, Siem Reap and
Battambang. These three cities have action plans for ASCN, and the plan of Phnom Penh is summarised
below.
Table 4.2.2 Action Plan of Phnom Penh in ASCN
Vision  To improve the urban environment to enhance citizen’s quality of life
 Build efficient and green infrastructure for current and future growth
 Adopt best practices in public space design to create a healthy environment and boost economic
Focus Areas growth
 Develop a civic engagement through social media or applications to crowd source suggestions for
the improvement of public space and public transport
 Improve pedestrianisation with repurposed walkable paths
Strategic Targets  Redesign public spaces for enhanced public accessibility by people and businesses
 Improve the efficiency of Phnom Penh Public Bus Services by 50% modal share
 Smart City Project 1
11 Sidewalks Rejuvenation Project
Projects
 Smart City Project 2
Improving Efficiency of Phnom Penh Public Transit
Source: ASEAN Smart Cities Network
In the action plan of Phnom Penh, “Smart City Project 2” is strongly related to urban transport improvement.
The project mentioned the following three points as main objectives.
 To increase the transport volume of City Bus and to expand the operation routes
 To improve efficiency of City Bus by introducing modernization service such as cashless payment, GPS
(Global Positioning System) and infrastructure
 To implement the Comprehensive Urban Transport Plan in Phnom Penh Capital City (PPUTMP)
In 2020, “Smart City supported by Japan-ASEAN Mutual Partnership (Smart JAMP)” has been proposed
by the Japanese government and approved in 2nd ASCN High Level Meeting. One of the projects supported
by Smart JAMP is “The Smart City Project Formulation Study on Smart Bus Shelters in Phnom Penh City”
that was unveiled in August 2021. The project is going to encourage City Bus users by improving and
modernizing the bus shelters, and it is expected to reduce traffic congestion, accidents and negative impacts
on the environment caused by air pollution and greenhouse gas. In Japanese FY2021, a feasibility study on
smart bus shelters was conducted, which examined the installation policy of smart bus shelters, functions
to be provided by the shelters, and the use of Japanese technology. Based on the results of the feasibility
study, a trial experiment has been conducted in FY2022 at two existing bus stops in the city centre to install
smart cameras and touch-panel monitors with information on bus location/arrival time and the surrounding
area. The results of the trial are expected to be used to promote the introduction of smart bus shelters and
improve the safety and convenience of bus users.
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In addition, with the support of the EU, PPCA and the International Association of Mayors of Francophonie
(AIMF 2 ) which is one of international cooperation organizations in France prepared the "Smart &
Sustainable City Strategic Road Map 2020/2035." The outline is as described below.
Table 4.2.3 Outline of Smart & Sustainable City Strategic Road Map 2020/2035
 Phnom Penh, a Capital City that uses information & technology to better respond sustainably to
Vision
its community and business needs
 Topic 1:Land use
 Topic 2: Safety – security
1) Pedestrian safety, 2) Vehicle and urban mobility safety, 3) Public space safety, and 4) Maximized
monitoring & ensured privacy
 Topic 3: Urban Mobility
1) Smart parking, 2) (Re) vitalizing driving map, 3) Safe walk, 4) Integrated traffic management,
Focus Topics and
5) Public transportation, 6) Inter-connected mobility hubs/ platforms, 7) Freight & logistics
Objectives
transport optimization, and 8) Integrated roads pattern development in and around the city
 Topic 4: Environment
1) Waste management, 2) Environment & wellbeing, and 3) Disaster risks management
 Topic 5: Digital Management
1) E-governance & inter-active communication, and 2) Soft skills readiness digital awareness &
smart people
Source: Smart & Sustainable City Strategic Road Map 2020/2035
Each topic shown in above Table has action plans and priority pilot projects. The actions related to transport
are proposed in “Topic 3: Urban Mobility”.
 One map integration (link with Topic 1: Land Use)
 Smart parking integration management
 Mobility mapping / master plan within integrated expected projects developments up to 2035
 Traffic integrated monitoring and real time forecast
 Convenient journeys & One App smart Mobility
 Smart logistic / freight integrated e-management
 Physical infrastructures to partner the optimization
Furthermore, a total of nine projects have been proposed as priority pilot projects, of which the following
three are related to transportation.
 Smart bus shelters: optimizing resources
 One App city mobility project
 Intermodal / connectivity hubs & smart parking
These plans related to smart cities described above have been led by the PPCA Deputy Governor, and there
is no specific department in charge. The approval process of these plans has not been identified.
4.2.4 Urban Development Projects
(1) Housing Development

Large-sized housing development projects in Phnom Penh Capital City has been confirmed in “Preparatory
Survey for Phnom Penh Urban Railway Development Project in the Kingdom of Cambodia, 2020 (JICA)”.
2 Association internationale des maires francophones
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In total, 101 housing development projects, consisting of 54 projects for houses and 47 for condominiums,
were found in the previous survey as shown in the following figure.
Note: Orange dot means “housing development project” and green dot means “condominium development project”.
Source: JST based on the data by “Preparatory Survey for Phnom Penh Urban Railway Development Project in the
Kingdom of Cambodia, 2020 (JICA)” and Google Earth
Figure 4.2.4 Location of Housing and Condominiums Development Projects
In the Survey, the status of these projects is updated by using Google Earth instead of the site surveys. JST
evaluated the data of Google Earth as appropriate because the date of images covering the entire Phnom
Penh Capital City ranges from February to July 2021. Most of the projects seem to be constructed already,
however some are still vacant lots. The followings images show the examples of status.
Constructed (Housing Project) Constructed (Condominium Project)
Under Construction Vacant Lot

Source: JST based on Google Earth
Figure 4.2.5 Example of Status for Housing and Condominiums Development Projects
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The projects without a start have been confirmed in this survey. Then, the population forecast by Traffic
Analysis Zone (TAZ) took this updated data into account. The status of housing and condominiums
development projects is described in Appendix.
In addition, there are satellite city development projects namely “Koh Norea Project” according to “The
Project for Comprehensive Urban Transport Plan in Phnom Penh Capital City, 2020 Revision Report
(PPCA)”. The project site are locates at the river mouth of Bassac River and the opposite bank of Koh Pich
(Diamond Island) as shown in the following figure.
The project plans to develop the land of 125ha with 50,000 residents and 7,000 job opportunities as well as
two bridge constructions by end of 2023.
Source: realestate.com.kh
(https://www.realestate.com.kh/news/koh-norea-30-percent-complete-july-2021/)
Figure 4.2.6 Koh Norea Satellite City Project
(2) New Phnom Penh International Airport

The development plan of Phnom Penh New International Airport was unveiled by MPWT in “Master Plan
on Intermodal Transport Connectivity & Logistics System”, in June 2021. The new airport shall be located
in Kandal Province and MPWT plans to develop an access road connecting to Hun Sen Blvd. and NR-2.
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Source: MPWT (JST edited the legend)
Figure 4.2.7 Layout of Phnom Penh New International Airport
Source: MPWT
Figure 4.2.8 Image of Phnom Penh New International Airport
According to MPWT, the new airport plans are to be completed during 2020-2024. The runway will be
designed at 3,800m long and 60m width, and the terminal will have a capacity of 10 million passengers per
year.
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The forecasts of passenger and cargo by air transport in Cambodia is disclosed in the following table. Phnom
Penh New International Airport will be the primary airport in Cambodia, and the capacity will be dominant.
This prediction will be taken into account of the transport plan in the Survey.
Based on the information provided PPCA, the existing airport will be dedicated to VIPs and that all
international passenger terminals will be relocated to the new airport.
Table 4.2.4 Future Air Transport Forecast in Cambodia

Passenger Throughput Cargo and Mail throughput
(1,000 persons) (1,000 tons)
Year Average Average
Inter- Inter-
Domestic Total Annual Domestic Total Annual
national national
Growth Rate Growth Rate
2017 715 8,075 8,790 - 76 64 140 -
2023 1,490 15,100 16,590 11.2% 120 120 240 9.4%
2030 2,900 27,500 30,400 10.6% 180 220 400 8.9%
Source: MPWT
4.3 PPUTMP
The Comprehensive Urban Transport Plan in Phnom Penh Capital City (PPUTMP) was established with
the support of the Japan International Cooperation Agency (JICA). The target year of the PPUTMP is 2035.
The PPUTMP prioritised the development of public transport and traffic management plans and proposed
developing a transport system considering environmentally friendliness and modal shift. The PPUTMP
established with the back casting method and public involvement approach.
PPUTMP recommended a balanced decentralised urban structure and modal share between public and
private transport, namely the target modals share of the newly introduced rail transit and bus transport is
set at 30%, maintaining continuous urban vitality and sustainable urban environment.
Main components of the PPUTMP are as follows.
4.3.1 Urban Vision and Urban Structure

Most of the stakeholders of PPUTMP pointed out the necessity of improving the physical functions of
PPCA to be a more sophisticated city with high mobility and IT system to progress Cambodia to have a
more modern society. Also, environmental friendliness was a primary focus. Finally, the PPUTMP Project
Team confirms the following vision which reflects the opinions of the stakeholders:
Phnom Penh – Smart, Mid-Mekong Capital City - is the Economic, Cultural and Political Centre in
Cambodia, People and Environment Friendly.
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Source: JST
Figure 4.3.1 Urban Vision and Urban Structure of PPUTMP
4.3.2 2035 Urban Transport System
1) Trunk Public Transport

Toward the formulation of policy and environmentally friendly urban transport system with high
mobility for the citizens, it is necessary to introduce public transport that is clean, safe, punctual and
affordable. It has to be operated throughout the day and with a seamless transfer between modes.
Automated Guideway Transit (AGT)
Image of the Rail Transit Term

Singa Development
Bus / Bus Rapid Transit (BRT)
Commuter Rail
Source: JST
Figure 4.3.2 Trunk Public Transport System Proposed in PPUTMP
2) Other Public Transport System

Not only the trunk public transport but also other public transport modes that have been used for a long
time in Phnom Penh such as motodops can be a part of a convenient and efficient transport system that
cover the gap of the trunk public transport.
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Motodop/Khmer Tuk-tuk Para-transit modes Car

such as Motodop play
a significant role as a
public transport.
When trunk public Bus CITY Bus
transport such as Terminal
buses are introduced,
Bus stop
Motodop users will
shift to public
To Feeder Transport of Bus
transport.
Water Transport River utilization as urban transport might be

considered owing to Phnom Penh’s peculiar
location, i.e., historically PPCC has been
developed in close relation with the Mekong,
Tonle Sap and Tonle Basaac Rivers. It requires a
relatively small infra-cost for transport network
expansion and is environmentally friendly. This
feature is considered to be an advantage in
connecting with surrounding areas of Phnom
Smooth connection between Bus and
Penh. Ferry
Factory Commuter Truck Current commuting means for suburban factory
employees, small-sized trucks are used without the
necessary passenger amenities such as seats and a
roof top. Therefore, it is urgent to address this
situation in view of passenger safety and comfort
issues. In this regard, a para transit system which is
operated in the suburban area of Thailand,
equipped with a roof top and benches, that evolved
from a small truck called Songthaew seems to be a
considerable model for its countermeasures. Songthaew in Thailand
Source: JST
Figure 4.3.3 Other Public Transport Modes Proposed in PPUTMP
3) Road Network
Formulation of the physical framework of the city and creation of smooth connection between major
cities in the Mekong Sub-region is another task to achieve the overall vision. The road system
development covers such aspects formulating the urban framework, providing the road network with an
appropriate distance to the spread of the urbanised area and enabling smooth traffic flow in the Mekong
Sub-region while preserving the urban environment through the formulation of a physical framework.
Radial and Ring Trunk Road Network Road Development Plan
System Strengthen east-west (northern and southern
6 Radial and 4 Ring Trunk east-west trunk roads) and north-south (Hanoi
Roads and Hun Sen Blvd.) corridors
Source: JST
Figure 4.3.4 Road Network Proposed in PPUTMP
4) Traffic Management
Comprehensive traffic management is planned to maximize the use of limited urban road space, to
prepare a comfortable pedestrian space and to increase public transport convenience. With a
comprehensive traffic management system combining several traffic management schemes, a safe,
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comfortable and smooth transport system is expected to be materialised in the dense city centre. In other
words, implementation by mutual linkage of the several measures such as traffic signal system
upgrading, one-way system, on-street parking measures and sidewalk improvement which are triggered
by traffic signal system upgrading, can result in a safe and smooth transport system.
On-Street Parking Measures in
Traffic Signal System Upgrading (Japan’s Grant Aid Project)
the City Center
Major Roads & Roads along Public Transport Routes Local Roads
Current Condition Current Condition
Illegal Illegal Illegal

Illegal Illegal Illegal Illegal
On-sidewalk On-street On-sidewalk
On-sidewalk On-street On-street On-sidewalk
Parking Parking Parking
Parking Parking Parking Parking
Future Future
Bus Stop
Parking/ Oneway Parking/

Stopping Space System Stopping Space
Parking/
Stopping Space
Image of Traffic Control Centre

(TCC)
Image of Traffic Signal Location Pedestrian Circumstances

Improvement
Tokyo, Japan (Keep Left)
Improvement
Source: JST
Figure 4.3.5 Traffic Management Proposed in PPUTMP
4.3.3 Discussion for National Approval of PPUTMP

At the finalization stage of PPUTMP, PPCA and the JICA Study Team for PPUTMP conducted a study for
national approval of PPUTMP.
Land use plan of major cities in Cambodia is mainly discussed at the National Committee for Land
Management and Urban Planning (NCLMUP) of the Ministry of Land Management, Urban Planning and
Construction (MLMUPC), and finally was to be approved by the Council Ministers. Considering the
approval process of land use plan, JST for PPUTMP proposed an approval process of urban transport master
plan as shown in Figure 4.3.6 and series of discussions were made with PPCH, DPWT, MPWT and
MLMUPC. However, it was found that there were no experts on urban transport in the NCLMUP members
at the time and there were no enough time for approval process after the reappointment of new NCLMUP
members by the end of the PPUTMP project. Therefore, it was abandoned to achieve the approval by the
end of the PPUTMP project.
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Final Report
PROCESS OF GOVERNMENT APPROVAL ON PHNOM PENH

URBAN TRANSPORT MASTER PLAN
Note: National Committee
JICA for Land Management and
Urban Planning (NCLMUP)
November 2014
Mid-September 2014
M/P Final Report
Comment (JICA official letter on
M/P Draft the Report to PPCH and Submit Submit
of Final Request PPCH to Approved by
PPCH
Report
proceed requesting e Council Ministers
submission of Final
approval from Council
Ministers on M/P) Feedback if
necessary
Comment Comment
Approve
August 19 August 27 Mid - September Mid - October

Meeting with Members of National M/P Workshop
SC & TC Citizen’s Committee for Land Management and To Members of National Committee
Meeting Seminar Urban Planning such as Director for Land Management and Urban
General, Members of MPWT and PPCC Planning
Source: Part of the presentation materials for the Phnom Penh Citizens Seminar on August 27, 2014
Note: PPCH in the figure means PPCA
Figure 4.3.6 Process for National Approval of PPUTMP Proposed by JST for PPUTMP
After that, PPCA started the discussion to revise the land use plan target for 2035 with support from France
government. Taking the opportunity, PPCA proposed to formulate an integrated master plan with PPUTMP
and the revised land use plan targeting for 2035. The revised land use plan, PPLUMP, was approved by
national government in 2015. However, the urban planning department in PPCA has continued to revise the
plan. Therefore, the proposed integrated master plan of land use plan and PPUTMP is not formulated yet.
4.3.4 Utilization of PPUTMP

Even the PPUTMP has not been approved, it is the only and latest urban transport M/P in Phnom Penh.
Therefore, it is referred as an upstream plan for the projects implemented by PPCA, DPWT, etc. However,
a mechanism has not been established to prioritize budget allocation for the projects listed in the M/P. In
addition, large-scale infrastructure and urban development, such as new airport development, expressway
construction and urban development in suburban areas are implemented without PPCA’s intervention. Some
projects proposed in the PPUTMP aren’t compatible with the current situation and it needs to be reviewed.
PPUTMP has proposed 3 project: (1) Conduct of F/S for AGT Implementation, and short-term action plans:
(2) Development of City Bus Operation and (3) Development of Traffic Signal System in the CBD of PPCA.
And these were proposed as an urgently implemented projects.
These were urgent issues for urban transport in Phnom Penh, so despite the fact that PPUTMP was not
approved by the Cambodian Government as an urban transportation M/P, the Cambodian Government has
requested supports from Japanese Government. As a result, (1) F/S for urban railway was implemented,
and, (2) and (3) were all implemented as grant aid projects.
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Final Report
4.4 Other Plans related to Urban Transport in Phnom Penh
4.4.1 Phnom Penh Urban Transport Master Plan Revision Work (PPUTMP Revision Work)
(1) Outline of the Project

PPUTMP recommended maintaining the continuous urban vitality and sustainable urban environment
based on a balanced decentralised urban structure and 30% of transport demand in 2035 shifting to public
transport mainly consisting of the Automated Guideway Transit (AGT) and bus transport.
However, the development of AGT by public debt, which is a trunk public transport system, was suspended
after the Feasibility Study mainly due to financial issues. Therefore, the urgent urban transport issue in
Phnom Penh is how to reconstruct the future urban transport system in the absence of AGT.
Considering the above circumstances, the purposes of the Study are 1) to understand the current urban
transport system based on the comparison between the actual situation as of today and the situation planned
in PPUTMP as the state of the medium-term target year 2020, and 2) to propose measures that make
effective and maximum use of existing urban transport infrastructure and the concept of PPUTMP. This is
because these can be a hint for the formulation of future restructuring of the urban transport system in
Phnom Penh.
Urban Transport related Trend

•City Center
2014>>>2021 PPUTMP Rev
Development
•New Airport
Problems/Issues
Large-scale Change
•AEON3 Urban from
•Koh Norea •PT: Suspended
Developme Motodop to
Satellite City AGT and Low
nt Projects RHS
Bus Utilization
・SDGs
Proposed
•PassApp
・COVID-19 Road: Public
•GRAB
・MaaS Incomplete Transport and
・Smart City Main Road Traffic
Network Management
Data
TM: Inefficient Measures in
Collection
Phnom Penh by
PPUTMP Utilization of Survey on
Road, Maximize Use
2014 Intersection and
Urban
of Existing
Parking Transport in
Infrastrucutre
Phnom Penh
Land Use:
Rapid
Sprawling
Bus AGT
TCP PiBO
F/S •TOD Central
Station
•Mode 6-Radial
Traffic Interchange PT Balanced
Control Modal and 4- Traffic Decentrali
Traffic Ring Manage
System ADB Share: zation of
TCP Signal Basic 30% Road ment Urban
System
Concept Structure
from
Urban Transport related
PPUTMP
Project after PPUTMP
Source: PPUTMP Revision Work Project Team
Figure 4.4.1 Work Flow of PPUTMP Revision Work
(2) Major Findings
1) Phnom Penh Urban Transport Conditions Comparison between Current Situation and
Proposed Mid-term Measures (2020) in PPUTMP
After formulating the PPUTMP, several important proposals such as the feasibility study for rail transit
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Final Report
(AGT), City Bus operation, reuse of existing railway and traffic control for CBD were implemented.
While some of the proposed projects in PPUTMP were implemented, there have been new issues raised
on the reuse of existing railway and bus operation. Also, there are some projects which have not been
implemented. The existing railway is located along one of the major transport corridors in Phnom Penh,
but it has not been fully utilised as an urban transport system. The airport access line was operated using
existing railway tracks in 2018, but the operation was cancelled due to the lack of passengers, low
operating speed, uncomfortable to ride and unattractive second-hand coaches. Regarding City Bus
operation, the operation status before the COVID-19 pandemic was 181 bus fleet covering 13 routes.
This is almost the same as PPUTMP’s proposal. However, the number of daily passengers just before
the COVID-19 pandemic was only 25,000 including 70% of passengers receiving free rides. It is
important to prepare a convenient, comfortable and safe environment for the bus users. Also, traffic
safety is still an issue. Regarding land use issues, despite the efforts of PPCA’s Urban Planning Bureau,
the sprawl is ongoing due to the strong pressure and speed of private sector development in the suburban
area.
Built-up Area in 2012 and in 2020

Unit: km2
Khans 2012 2020 2020-
2012
Central 4 26.5 29.4 2.9
Others 116.6 216.5 99.9
Sub-total 143.1 245.9 102.8
Total 678.5 678.5
Area
Source: PPUTMP Revision Work Project Team
Figure 4.4.2 Urbanisation in Phnom Penh
2) Proposed Urban Transport Measures based on the Concept of PPUTMP and Maximizing the
Use of Existing Urban Infrastructure
In considering the future urban transport system in Phnom Penh, it is proposed maximizing/effectively
using existing infrastructure based on the concept of PPUTMP. At the same time, Transportation
Demand Management (TDM) and land use measures should be actively combined.
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Final Report
Items PPUTMP in 2035 PPUTMP rev in 2020 PPUTMP rev's Conclusion

・ Assess the urban transport system
・ AGT plan has been suspended
without rail transit
・ AGT + Bus Transport + Commuter
・ Bus transport has a fleet of 160, 13 ・ How to increase bus ridership
Train covers 30% of transport
routes and 25,000 pax/day ・ Development of BRT
Public demand in 2035
・ Airport Access (reuse of Existing ・ How to Improve the Existing
Transport Railway) stopped in 2020 Railway
・ Development of para-transit and ・ Newly operated RHS competes ・ How to collaborate with bus and
water transport with bus along main roads RHS
・ Mode interchange area ・ Only bus stops are developed as ・ Needs of development of multi-
development part of bus operation modal interchange area
・ 6-Radial and 4-Ring + Phnom Penh Completion of 6-Radial and 4-Ring
- Sihanoukville Expressway +New Main Road Network System
・ Main Road Network composed of ・
Airport Access + Ring Road including PP - SV Expressway +
6-Radial and 4-Ring with Flyovers
Road Extension to East Bank of Mekong New Airport Access + Additional Individual
River Ring Road measure do not
・ Development of Collector Road works well.
・ Development of collector roads ・ Development of collector roads for
The combination
Network for dense suburban area mainly private development dense sprawled suburban area
of several
・ Traffic signal system in CBD and measures is
・ Traffic Signal System ・ Traffic signal system in CBD
suburban area indispensable.
・One-way System ・No progress after PPUTMP ・Introducing more one-way roads
・ Development of underground ・ Development of parking not only
・ Parking Measures
parking in the parks/opens paces off-road but also on-road
Traffic ・ Pedestrian Circumstances ・ Still many illegal on-sidewalk ・ Pedestrian circumstances
Management Improvement parking improvement
・ Driver Education and Traffic ・ No need motorcycle driving license ・ Strengthening driver's education
Enforcement under 125cc and traffic enforcement
・ Traffic Demand Management ・ Introduction of TDM, such as
・ Not much progress
(TDM) telework
Land Use Balanced Decentralization has not
How to realize the Balanced
(Urban Balanced Decentralization been progressed and sprawl is on-
Decentralization?
Structure) going
Source: PPUTMP Rev Project Team
Figure 4.4.3 Proposals in PPUTMP, Current Status as of 2020 and Proposals in PPUTMP
Revision Work
It is more effective to implement urban transport measures by combining several measures. Based on
Figure 4.4.3, several combinations are drawn up as shown in Table 4.4.1.
Table 4.4.1 Proposed Urban Transport Measures in PPUTMP Revision Work

Combination of Several Measures
Combination of Several Measures Expected Effectiveness
Improvement of existing railway + Park & Ride + Transit
1 Car users shift to public transport
Oriented Development (TOD)
2 Traffic Signal + Bus Rapid Transit Increase of bus operational speed
3 Bus + RHS Restructuring Bus and Feeder and decrease of traffic jam along main roads
Restriction of Car Use to Government and Private Company

4 Car users shift to public transport
Staff + Distribution of Affordable Commuter Pass
Increase of traffic volume of local road and transfer to illegal parking along
5 One-way System + On-street Parking
main roads
6 Driver's Education + Traffic Enforcement Needs to 1 - 5 above
Small but Effective Measures

Measures Expected Effectiveness
If one company introduces telework once a week to all staff, attendees of
1 Telework
the company reduce 20%
Ban of Selling Second-hand Car on the carriageway/sidewalk in
2 Reduce of traffic jam in CBD
CBD
Deduce of traffic jam along local roads in CBD and generates city bus
3 Shift Intercity Bus Terminal from CBD to Urban Fringe
passengers
Source: PPUTMP Rev Project Team
(3) Considerations to this Survey

In the revision work, quantitative transport surveys were not included as it was designed to help PPCA and
DPWT officials understand urban transport issues and increase their awareness of participation in the
revision of the PPUTMP. Input for the revision of PPUTMP is in conjunction with the Survey. In the
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Final Report
revision work, urban transport measures summarised in Table 4.4.1, were proposed based on the discussion
with relevant stakeholders. In this Survey, those proposed measures are considered in the Development
Scenario of the Survey.
4.4.2 The Project for Improvement of Public Bus Operation in Phnom Penh (PiBO)
(1) Background of the Project

CBA is still a new organisation, established in 2014, with a fragile organisation structure and delivers a low
service level of bus operation, in terms of travel speed and time scheduling. Bus operation and management
capacity, particularly that in CBA, needs to be improved to ensure proper operation and management of the
bus fleets procured under the Japanese Grant Aid scheme. Therefore, the RGC requested the Government
of Japan to implement technical assistance through ‘the Project for Improvement of Public Bus Operation
in Phnom Penh’ in line with the said grant aid project.
(2) Duration of the Project

January 2017 to August 2022
(3) Counterparts of the Project

Phnom Penh Capital Administration (PPCA), Phnom Penh City Bus Authority (CBA), Department of
Public Works and Transport (DPWT/PPCA)
(4) Project Goal, Purpose and Outputs
1) Project Goal
Bus operation management capacity in Phnom Penh is improved
2) Project Purpose
To promote public transport, city bus, in Phnom Penh, bus operation management capacity is improved
through the following activities, 1) improvement of bus operation management capacity of CBA, 2)
improvement of bus fleet inspection and maintenance skill, 3) improvement of human resource
development system, 4) improvement of management capability, and 5) capacity improvement of
DPWT on formulating the public transportation priority policy.
3) Project Outputs
(Output 1) Bus operation capacity of CBA is improved
(Output 2) Maintenance and inspection capacity on bus vehicles of CBA is improved
(Output 3) Training system of bus drivers, drivers’ management system for safe driving, and labor
management system are established in CBA
(Output 4) CBA’s business management capacity is improved
(Output 5) Capacity of CBA and DPWT/PPCA on policy planning for the public transport priority
measures is improved
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Final Report

Due to the COVID-19 pandemic, the bus operation was suspended in March 2020. However, the operation
resumed on 2nd November 2021 on 4 routes (5 lines) with 60 buses. Although the duration of the PiBO
Project completed in August 2022, some agreed activities and outputs were not attainable during the project
period as the full operation on all 13 routes with 181 buses was not achieved. This Survey should review
the strategic plan to accomplish the project goal set in the PiBO Project.
4.4.3 The Project for Development of Traffic Management System in Phnom Penh (Grant Aid)
(1) Project Outline

Traffic signals were installed at 115 intersections in the CBD of Phnom Penh. The work at these
intersections is divided into three, namely, 1) replacement of existing 64 signalized intersections, 2)
installation of traffic signals at 45 intersections, and 3) installation of traffic signals at six (6) intersections
along NR-1. The signalized intersections 1) and 2) above, a total of 109, are connected by optical fibre
cable to the Traffic Control Centre (TCC), which was built and installed with the necessary equipment to
monitor the traffic signals, intersections and roads, and to reduce traffic congestion.
(2) Project Site

CBD in Phnom Penh and Traffic Control Centre on the 9th Floor of the PPCA compound
 Project Site: CBD in Phnom Penh, about 25km2
 Traffic Control Centre: 9th Floor, PPCA compound, about 126 m2
 Generator Room: PPCA compound, about 12m2
(3) Implementing Schedule

 Project Preparatory Survey: 30 May 2014 – 20 February 2015
 Bidding Date: 8 December 2015
 Starting Date: 8 February 2016
 Completion Date: 7 December 2018
Soft Component
 Conducted from 20 November 2017 to 19 December 2017

After the project, the improvement of the traffic condition was observed at the signalized intersection in
CBD area. Smooth road traffic can improve the punctuality of public transport. It is recommended to expand
the signalized area to the suburban area considering the urban sprawl in Phnom Penh.
On the other hand several accidents were observed after the installation, such as cutting Optical Fibre Cable
(OFC). Also, several equipment are required to maintain and renovate the system.
It should be noted that TCC has the recorded traffic situation at signalized intersections. In this Survey,
video image has been used to monitor the changes of traffic condition against the COVID-19 pandemic. It
indicates the traffic data can be used to formulate the future policy of transport in Phnom Penh.
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Final Report
Signalized Intersection
CCTV Only
Traffic Signal in City Centre Area
Source: Traffic Signal Project Team
Figure 4.4.4 Location of Project for Development of Traffic Management System in Phnom Penh
4.4.4 Project for Capacity Development on Comprehensive Traffic Management Planning and
Traffic Control Centre Operation and Maintenance in Phnom Penh Capital City
(1) Project Outline

It is required to effectively and sustainably utilize the traffic control system that has been introduced in “the
Project for Development of Traffic Management System in Phnom Penh (Grant Aid)” as well as to improve
the traffic safety measures such as traffic enforcement. This project has commenced in December 2021 with
three visions, namely, 1) to maximize the current traffic control system’s resources, 2) toward the second
step of PPUTMP implementation through the pilot project and 3) to establish a comprehensive traffic
management system for Phnom Penh from TCC that is sustainable and utilises organisational strength,
under the project purpose of “Traffic management measures including traffic safety measures in Phnom
Penh is improved”.
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Final Report

December 2021 to January 2025
(3) Project Outputs

(Output 1) Maintenance management system of traffic control system is established.
(Output 2) Capacity of TCC staff on the operation of traffic control system is strengthened.
(Output 3) Capacity to design traffic signals is strengthened through the implementation of pilot
projects for traffic signal improvement.
(Output 4) Capacity of the relevant staff to traffic control in PPCA, DPWT and TCC staff to develop
the expansion plan of traffic control system is strengthened.
(Output 5) Capacity of urban transport related organizations on traffic management measures is
strengthened towards enhancement of the project sustainability

Expansion of traffic control system is planned in this project. In addition, CCTV camera video image data
stored at TCC and other urban transport data will be collected and analysed for solving transport-related
issues and utilisation for transport planning.
The Project is also assisting MPWT in developing a parking law (bill to be drafted by June 2023) as part of
its capacity building for traffic management measures. The parking law will consist of (1) the definition of
parking, (2) designation of parking management areas, (3) management of on-street and setback parking,
(4) management of off-street parking, (5) management of mandatory parking in the buildings and properties,
and (6) parking fee policies and penalties. The Project also plans to improve the capacity of the PPCA to
implement traffic management measures through the trial implementation of the parking law and the
accompanying parking planning guidelines.
4.4.5 Supporting Sustainable Integrated Urban Public Transport Development - Sustainable

Integrated Urban Public Transport Development (ADB Study)
(1) Background of the Project

The public transport and traffic management components are emerging topics, and the government and
PPCA officials require new standards and regulations to consistently plan, design, and implement actions
in the PPUTMP medium- and long-term action plans, in support of the development of a sustainable
integrated urban public transport system. The development of standards and regulations will allow the
officials to coordinate and manage the action plans to (i) improve accessibility from the travel starting point
to the urban public transport system; and (ii) improve connectivity or integration among different modes
(e.g., private vehicle, paratransit, walking and public transport), and within a mode (e.g., bus to bus).
(2) Objective of the Project

The Technical Assistance (TA) will improve Phnom Penh city’s urban public transport system management
to achieve a sustainable integrated urban public transport system and promote the use of the system through:
(i) developing policy guides and a planning toolkit for relevant public transport authorities; (ii) formulating
4-25
Final Report
candidate integrated urban public transport improvement programmes; and (iii) providing capacity
development training to the public transport authorities to improve their system management capacity, and
public awareness-raising workshops to promote use of the system.
(3) Title of the Project

TA-9503 CAM: Supporting Sustainable Integrated Urban Public Transport Development - Sustainable
Integrated Urban Public Transport Development (51113-001)

November 2018 to December 2021
(5) Counterparts of the Project

Ministry of Public Works and Transport (MPWT), Phnom Penh Capital Administration (PPCA)
(6) Project Outputs

Output 1: Sustainable integrated urban public transport policy guides and planning toolkit developed.
Output 2: Candidate integrated urban public transport improvement programmes formulated.
Output 3: Urban public transport management capacity and awareness improved.
(7) Priority Programmes (Tentative)

As a part of the integrated urban public transport improvement programmes, the ADB TA selected the
following 3 priority programmes based on the various transport surveys following the longlist of the priority
programmes of PPUTMP and conducted the Pre-F/S.
 PTIP-1: Inner City Transport Improvement Plan (Conversion of some streets to transit mall
including Sisowath Quay, Re-routing bus routes, Improving pedestrian walkways and On-
street/off-street parking management)
 PTIP-2: Building rapid bus network on the 4 major lines
 PTIP-3: Multimodal public transport plan: Improving traffic flow around the Central Station and
developing a transit terminal

The ADB TA identified the Rapid Bus project assigned along 75 kilometre radial road network and traffic
improvement programme (including development of transit terminal in front of the Central Station, and
installation of walkway and on-street parking facilities in CBA) as the priority urban transport programme,
following the PPUTMP’s mid-term action plan.
In addition, the urban public transport policy guides and planning toolkit developed in this TA aim for local
government planning practitioners to support the development of urban transport policies and improvement
programs in urban areas in Cambodia, including Phnom Penh. It is expected that PPCA would utilize the
policy guides and toolkits to formulate, plan and implement urban transport policies, including public
transport and traffic management, and evaluate them. Therefore, it was considered them as part of the inputs
when formulating the JICA’s future support program in the Survey.
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Final Report
The urban public transport policy guides a planning toolkit are composed of the following contents.
<Urban Public Transport Policy Guide>

1. Background and objectives, 2. Analysis of the current status of urban transport in Phnom Penh, 3.
Cross-cutting issues in urban transport, 4. Counter-measures to improve urban mobility, 5. Counter-
measures to promote TOD-type development, 6. Measures to cope with climate change, 7. Impact of
the COVID-19 on urban transportation and its management scheme
<Planning Toolkit>
1. Urban transport project planning guide, 2. Strategic planning framework for public transport
improvements in Phnom Penh, 3. Public transport, bus system and traffic management, 4. Parking
management, pedestrian and Transit Mall in the City Centre, 5. Urban development and urban
transport integration, 6. Roadmap for public transport development and operation
Priority Programme 1 Priority Programme 2 (BRT Routes) Priority Programme 3
Source: SSIUPTD (JST modified the legend title.)
Figure 4.4.5 Locations of Priority Programme (1 to 3)
4.4.6 Urban Railway

Phnom Penh Post reported on 28th December 2022 that the F/S of Skytrain project conducted by JICA and
the F/S of monorail and subway projects conducted by Chinese companies have been completed. Those F/S
report will be delivered to state government after the review. Also, it was reported that Senior Minister Sun
4-27
Final Report
Chanthol had mentioned the state government is expecting private investment on the urban railway projects
since it is difficult to invest such a huge amount, approximately 2 billion USD, only in Phnom Penh from
national budget.
4-28
Final Report
Chapter 5 Transport Surveys
5.1 Outline of Transport Surveys

A total of ten (10) transport surveys were carried out as follows in order to understand the updated traffic
situation and issues and to develop transport models. The transport surveys listed in Table 5.1.1 are
generally the same as the transport survey conducted during PPUTMP in 2014. However, in order to grasp
the situation of new transport modes, which are City Bus service and RHS tuk-tuk, they are additionally
covered under the present transport surveys.
Table 5.1.1 List of Transport Surveys

Survey contents Objectives and Contents Quantity
Home-visit interview surveys were conducted to understand resident’s daily
Person Trip activity and travel records, personal attributes such as income and vehicle Approximately 1,000
Survey ownership, and the impact of the COVID-19 pandemic, in order to create a households
1 passenger Origin-Destination (OD) matrix.
Commuter Similar to Person Trip survey, but the survey form is more simplified by Approximately 4,000
Survey removing questions regarding daily activities. households
OD interviews and vehicle count surveys were conducted to capture the OD 11 points on roads, 1
Cordon Line
2 traffic volume, cargo type and volume of passengers and cargo from outside airport and 3 ferry
Survey (CLS)
the Survey area. terminals
12 points on roads
To understand the amount of traffic flowing into the city centre and to verify
Screen Line (3 points are covered
3 the reproducibility of the traffic model in its current state, count surveys were
Survey (SLS) by Intersection Traffic
conducted on screen lines.
Survey)
For each mode (passenger car, RHS, city/commuter bus1, motorcycles),
Passenger
interviews were conducted at locations where users of each mode gathered in Approximately 2,000
4 Interview Survey
order to understand the characteristics of users, their awareness of traffic samples in total
(PIS)
issues, and the possibility of shifting to a new mode.
Roadside Traffic Count surveys were conducted to understand the traffic volume in the city and
5 17 points
Survey (RTS) to verify the reproducibility of the traffic model.
Intersection Traffic count surveys were conducted at major intersections to study
6 Traffic Survey intersection improvements and to verify the effectiveness of existing signals 13 points
(ITS) and flyovers.
13 passenger car routes
Conduct speed surveys using GPS loggers to observe travel speed by mode
Travel Speed 50 RHS three-wheeled
7 and corridor. Also, the survey result will be used to identify the operation area
Survey (TSS)2 vehicles
of RHS.
50 commuter buses
Parking
Conduct interviews and count surveys at facilities and on streets to observe Facilities: 17 locations
8 Condition
parking capacity, usage, and impact on roadways and sidewalks. & On-street
Survey (PCS)
1 Commuter buses: Buses operated by companies located mainly in the SEZ for commuting of their employees.
2 GPS log data for bus travel speed will be obtained via the PiBO.
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Final Report
Survey contents Objectives and Contents Quantity

An interview survey was conducted with drivers to understand the actual
RHS Driver
9 status of RHS, including vehicle kilometres travelled per vehicle (actual and 400 samples
Interview Survey
empty), fare revenue, and number of trips.
Conduct interviews with companies and drivers, and count surveys at PPSEZ
Truck Interview
10 and logistics hubs to estimate the percentage of cargo items and intra-regional 15 locations
Survey (TIS)
cargo OD at major cargo hubs.
Source: JST
5.2 Consideration for Conducting Transport Surveys under COVID-19 Pandemic
5.2.1 Monitoring of Effect of COVID-19 on Transport Behaviour in Phnom Penh

In Cambodia, the number of cases of COVID-19 was limited by February 2021 as shown in Figure 5.2.3.
However, it has increased from February 2021 until October 2021. Later in November 2021, the Prime
Minister announced the re-activation of the economy and City Bus is also re-started operation immediately
after the announcement. The traffic behaviour was highly affected by such daily news of cases and social
restrictions such as curfew.
1200 160000
Timeline of 1000
140000
Commulative Cases
Covid-19 120000
800
New Cases
100000
Cases
600 80000
in Cambodia
60000
400
(28th Jan ‘22-19th Aug ‘22) 40000
200
20000
Cumulative_cases
0 0
New_cases
March 26 2020. November 1, 2021

Temporary suspension of
bus services Prime Minister Announcement:
September 29, 2020 Re-starting economic Activities
COVID-19 legislative response in Cambodia
• Close border between Cambodia-Vietnam November 2, 2021
• Quarantine 14 days for returning travelers Phnom Pehn
Novermber 12, 2020 City Bus Lifting of measures for international
Start of Phnom Penh 2-week lockdown Reopens arrivals
May, 2022
February 20, 2021
Community Incident in Phnom Penh Zero New Cases (until 28th
July 29, 2022 Hune)
Phnom Penh 2-week lockdown with curfews
Preventive measures against COVID-19 Measures to boost the economy
Source: JST based on the information from World Health Organization (WHO) and news articles
Figure 5.2.1 New Cases of COVID-19 and Counter Measures in Cambodia
In order to judge the appropriate timing to start the transport surveys, traffic volume has been monitored
using CCTV camera data as shown in Figure 5.2.2. The results are compared with the traffic volume survey
results in 2019 which was conducted by the ADB survey team. Traffic volume has been counted once every
other week since July 2021 for one hour each in the morning, noon, and evening, by vehicle type. Figure
5.2.3 shows the recovery rate of traffic volume compared to that in 2019 based on the total PCU (Passenger
Car Unit) volume at 4 locations. The recovery index reached 90% in January 2022. Considering the index,
transport surveys were initiated after consulting with PPCA and Khans.
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Final Report
NR-5 NR-6 July 7, 2021
Russian
Blvd.
June 1, 2022
Mao
Tse
Toung
Inner Blvd.
Ring
Road NR-
CCTV 1
ADB Survey
Location
Source: JST
Figure 5.2.2 Location of Traffic Monitoring by CCTV and the Captured Traffic Condition
Source: JST
Figure 5.2.3 Traffic Volume Recovery Index at 4 Locations and Schedule of Surveys
5.2.2 Discussions with PPCA

In consideration of the effect of COVID-19, a series of meetings with counterpart officials from PPCA has
been made via videoconferences to share the overall progress and to discuss the way forwards with regards
to the transport surveys and data/information collection process. On September 10th, 2021, a meeting with
related stakeholders, particularly traffic police, all 14 Khan Authorities, and DPWT under the chairmanship
of PPCA Deputy Governors was held.
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Final Report
Source: JST
Figure 5.2.4 Stakeholder Meetings for Transport Surveys
(1) Modification of Transport Survey Methodology

Out of the 10 items of transport surveys being planned, there were comments only on the methodology of
Person Trip Survey, which can be summarised in 2 points:
 Request to minimize the number of questions and physical contact (i.e. number of home visiting
time) to prevent COVID-19 infection;
 Suggestion on utilizing the latest result of Population Census.
In response to the above comments, the JICA Survey Team has proposed to modify from the initial plan of
5,000 households Person Trip Survey to a combination of 1,000 households Person Trip Survey and 4,000
households Commuter Survey. This proposed plan has been shared with PPCA and then approved.
(2) Criteria to Start, Suspend Surveys under COVID-19 Pandemic

Since the transport survey was conducted under the COVID-19 pandemic, the criteria for starting/
suspending the transport surveys was prepared using behavioural restrictions and the traffic volume
recovery rate as indicators. The criteria was shared with PPCA and was officially agreed.
Table 5.2.1 Criteria to Start, Suspend Survey under COVID-19 Pandemic

Survey Items Restrictions Traffic Volume Recovery
A RHS driver interview & Passenger Common Criteria:
interview survey  Permission of Local Authority 70%
B Mini PT Survey (100 HHs)  One week after Orange / Yellow zone Compared to 2019
released
C Other surveys  Common Criteria + One week after
offices open 90%
D PT Survey (900 HHs)  Common Criteria + One week after Compared to 2019
Commuter Survey (4,000 HHs) schools open
HH: Household
PT Survey: Person Trip Survey
Source: JST
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Final Report
5.3 Description/ Result of Transport Surveys

Major findings from transport surveys are described below. Details of each survey result are shown in
Appendix 1.
5.3.1 Person Trip Survey/Commuter Survey (PT/CS)
(1) Survey Objectives

The common objectives of the Person Trip Survey and Commuter Survey are:
 To understand the trip characteristics (e.g. origin and destination, mode, travel time, cost etc.) as
well as to collect the individual and household socio-economic attributes of the residents in the
survey area;
 To obtain the trip rate of the traffic analysis zones in the Survey area; and
 To collect the necessary data for the establishment of base year Person Trip Origin-Destination
(PTOD) matrices.
(2) Survey Coverage and Sampling Rate
The survey covers the entire Phnom Penh Capital City, which includes 14 Khans. The effective sampling
ratio is set at 1 per cent (1%) of the population of the Survey area and the sample size has been estimated
to be approximately 5,000 households.
Following the comments from PPCA as described in sub-section 5.2.2, the JICA Survey Team proposed to
divide the simple as follows:
 Person Trip (PT) Survey: 1,000 households
 Commuter Survey: 4,000 households
In addition, due to drop and uncertainty in travel demand during the COVID-19 pandemic, JICA Survey
Team has proposed initially conducting a Mini Person Trip Survey targeting only 100 households along the
planned transit corridors. The location is shown in Figure 5.3.1.
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Source: JST
Figure 5.3.1 Coverage Area of Person Trip Survey and Commuter Survey
(3) Survey Method

The survey will be conducted through the delivery/collection of survey forms method. Surveyors are
required to first find the location of the sampled household and then explain about the survey objective and
how to fill in the forms to the respondents. Surveyors leave the survey forms, and re-visit the household to
collect the completed survey forms after the designated survey date.
(4) Survey Results

The sample data obtained from the Person Trip Survey were expanded to fit the total population of Phnom
Penh Capital City by the dis-aggregate four-step modal that is explained in Chapter 6. The summary of
survey results after expansion are shown below. The results of the sample-based person-trip survey (before
expansion) are shown in Appendix 1.
1) Household Information
a) Household Income Distribution

Table 5.3.1 shows the distribution of household income in 2012 and 2022. In 2012, the household whose
income are USD 500 per month or less shares 68% of all household and the share dropped to 21% in
2022. Households whose income are between USD 500 and USD 1,000 per month accounted for 28%
in 2012 and the share increased to 49% in 2022. Households whose income are USD 1,000 per month
or more increased from 6% in 2012 to 30% in 2022.
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Table 5.3.1 Comparison of Household Income Distribution

Monthly Income No. of Household ('000) Share (%)
Group 2012 2022 2012 2022
Under 250 USD 73.3 16 20% 3%
250 - 499 USD 180.0 100 48% 18%
500 - 749 USD 79.0 152 21% 28%
750 - 999 USD 24.8 114 7% 21%
1,000 - 1,499 USD 14.1 103 4% 19%
1,500 - 1,999 USD 2.5 35 1% 6%
Over 2,000 USD 2.1 25 1% 5%
Total 375.7 545.2 100% 100%
Source: JST based on PT/CS survey results and PPUTMP
Source: JST based on PT/CS survey results and PPUTMP
Figure 5.3.2 Comparison of Household Income Distribution between 2012 and 2022
b) Vehicle Ownership
Figure 5.3.3 shows a comparison of the number of households by income group and vehicle ownership
type in 2012 and 2022. Car ownership rate has been increased due to the income growth as mentioned
above. In particular, the number of households with car with a household income of USD 500/month or
more increased. In 2012, 8% of households did not have any motorcycles (0 MC in Figure 5.3.3), but
the share decreased to 1% in 2022. Similarly, households owning one motorbike (1 MC) decreased from
35% in 2012 to 19% in 2022. On the other hand, households with two or more motorcycles (2+MC)
increased from 39% in 2012 to 41% in 2022. The share of car ownership households (Car) increased
from 18% in 2012 to 38% in 2022.
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Final Report
Note: “0 MC” represents households with no motorcycles. “1 MC” represents households with one motorcycle. “2+MC”
represents households with two or more motorcycles. “Car” represents households with cars. Households that own
both motorcycles and cars are classified as car-owning households.
Source: JST
Figure 5.3.3 Comparison of Number of Households by Income Group and Vehicle Ownership
Type (left: 2012, right: 2022)
2) Trip Information
a) Trip Generation
Figure 5.3.2 shows trip generation volume by purpose in 2012 and 2022. In 2012, the number of trips
generated from Phnom Penh metropolitan area was about 4.3 million trips. It increased to about 5.6
million trips in 2022. Even the classification of objectives differs slightly between 2012 and 2022, the
trends are generally similar. In 2022, “To Home” trip accounts for 49%, followed by HTW (work trip)
at 21%, HTSc (school trip) at 12%, HTSh (shopping trip) at 10%, HTO (other trips) accounted for 7%
and NHB (non-home based trips) accounted for 2%.
Table 5.3.2 Comparison of Trip Generation by Trip Purpose

No. of Trips ('000) Share (%)
Trip Purpose
2012 2022 2012 2022
To Home 2,111.9 2,738.4 49% 49%
HTW 850.4 1,180.8 20% 21%
HTSc 620.4 651.6 14% 12%
HTSh - 532.7 0% 10%
HTO 487.6 373.2 11% 7%
NHB 224.4 125.0 5% 2%
Total 4,294.7 5,601.8 100% 100%
Note: In 2012, “Business Trip” in 2012 is categorized into NHB. “Private Trip” is categorized
into HTO for comparison.
Source: JST and PPUTMP
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Final Report
Note: In 2012, “Business Trip” in 2012 is categorized into NHB. “Private Trip” is categorized into HTO for comparison.
Figure 5.3.4 Comparison of Share of Trip Generation by Purpose (left: 2012, right: 2022)
Figure 5.3.5 illustrates the comparison of trip generation by purpose by Traffic Analysis Zone (TAZ) in
2012 and 2022. Particularly, the trip generation grew significantly in surburbs in 2022 from 2012.
Figure 5.3.5 Comparison of Trip Generation by Purpose (left: 2012, right: 2022)
b) Trip Distribution
Table 5.3.3 describes the trip distribution in 2012 and 2022. No major change was identified in trips
within CBD, amounted to about 1.23 million trips in comparison with 2012. On the other hand, intra-
CBD trips accounted for 29% of total trips made in entire Phnom Penh in 2012, the share decreased to
22% in 2022. The share of trips between suburban areas increased remarkably to 58% in 2022 from 50%
in 2012.
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Table 5.3.3 Comparison of Trip Distribution

No. of trips(‘000) Share (%)
Origin Destination
2012 2022 2012 2022
CBD CBD 1,232 1,231 29.2% 22.0%
CBD Suburban 433 600 10.3% 10.7%
Suburban CBD 433 523 10.3% 9.3%
Suburban Suburban 2,124 3,247 50.3% 58.0%
Total 4,222 5,602 100% 100%
Note: CBD includes districtis of Chamkar Mon, Boeng Keng Kang, Doun Penh, Prampir Meakkakra
and Tuol Kouk. Suburban refers to the other districts.
Figure 5.3.6 Comparison of Trip Distribution (left: 2012, right: 2022)
c) Modal Choice
Table 5.3.3 shows trip generation by mode in 2012 and 2022. As the ownership rate of passenger cars
and motorcycles increased, the ratio of NMT (Non-motorized Trip: walk and bicycle) decreased, and
the ratio of cars, motorbikes and TukTuk increased to 14.1%, 58.1% and 15.6%, respectively. Buses
accounted for only 1.4% because the number of operating routes was limited to four due to the COVID-
19’s pandemic.
Table 5.3.4 Comparison of Trip Generation by Mode

1,000 Trips Share
2012 2022 2012 2022
Car 421.6 791.3 9.9% 14.1%
Motorbike 2,223.5 3,254.3 52.4% 58.1%
TukTuk 570.5 871.8 13.4% 15.6%
Bus 0.0 76.4 0.0% 1.4%
NMT 1,031.2 608.0 24.3% 10.9%
Total 4,246.8 5601.8 100.0% 100.0%
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Figure 5.3.7 Comparison of Modal Share (left: 2012, right: 2022)
BOX 2: Gender Analysis

1. Social Activity and Personal Characteristics
Figure 5.3.8 illustrates the gender distribution in occupation in the result of Person Trip Survey and
Commuter Survey (PT/CS). Only 6.5% of female employed in “Transport and Communication and
Driver” and 8.6% of female employed in “Engineer and Technician”. Female are tend to employ in the
service provide sector such as working in the shop or market, selling goods at home or working in the
industrial sector. For example, 66.8% of women employed in the “Service Workers & Shop & Market
Workers” and 60.2% of female employed in “Skilled Worker Industrial Operator”. Also, it is highlighted
that up to 92.1% of female are housewife which is significantly higher than male.
1. Farmers, Forestry Workers & Fisherman 76.6% 23.4%
2. Mining and quarrying 85.7% 14.3%
3. Skilled Worker Industrial operator 39.8% 60.2%
4. Clerical Worker 62.5% 37.5%
5. Service Workers & Shop & Market Workers 33.2% 66.8%
6. Transport and Communication and Driver 93.5% 6.5%
7. Protective service worker (Police and Security guard) 89.9% 10.1%
8. office Worker 63.7% 36.3%
9. Engineer and Technician 91.4% 8.6%
10. Administrator Manager 58.9% 41.1%
11. Student (under 15 years) 50.4% 49.6%
12. Student (H.S & Univ. 16 years) 49.4% 50.6%
13.Housewife & Househusband 7.9% 92.1%
14. Jobless 45.2% 54.8%
15. Pensioner 75.2% 24.8%
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Male Female (n = 19469)

Source: JST based on PT/CS Result
Figure 5.3.8 Gender Distribution by Occupation
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Final Report
Figure 5.3.9 shows the result of PT/CS on car driving license. Only 7.34% of female respondents hold a
car driving license against 29.32% of male respondents hold a driving license.
Female 7.34% 92.66%
Male 29.32% 70.68%
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Yes No (n = 19469)
Source: JST based on PT/CS Result
Figure 5.3.9 Share of Car Driving License Holder
2. Mobility Characteristics
Table 5.3.4 shows the average trip rates by gender by purpose which was estimated by JST based on the
result of PT survey. The average trip rate for male are 2.75 trips/day. The rate for female is 2.65 trips/day.
The trip rate for male is higher than female. Especially, the trip rate for home-to-work purpose for male
is high.
Table 5.3.5 Trip Rates by Gender by Trip Purpose (Trips/day)

To Home HTW HTSc HTSh HTO NHB Total
Male 1.34 0.72 0.33 0.1 0.2 0.06 2.75
Female 1.28 0.43 0.3 0.4 0.16 0.06 2.62
Total 1.31 0.57 0.31 0.26 0.18 0.06 2.68
Source: JST estimated based on the result of PT Survey
Figure 5.3.10 shows the gender distribution by mode in Passenger Interivew Survey result. The share of
female user of CBT, Commuter Bus Transport for garment factory workers, is 96%. Additionally, the
share of female users of bus and RHS are also higher than male users. On the other hand, the share of
male user of private mode such as Car and MC, motorcycle, is higher than female.
Source: JST based on Passenger Interview Survey Result
Figure 5.3.10 Gender Distribution by Mode
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3. Drivers
Huge gender gap was observed on drivers. In the RHS diriver interview survey, only any female driver
were not observed. Similarly, female bus driver is limited as it is reported in news paper.
As crime prevention measures for female when using RHS and city buses at night, promotion of female
drivers, female driver selection functions in the RHS app., and installation of security cameras at bus
stops and inside buses are considerable.
1. Male
100%
(n=427)
Source: JST based on RHS Driver Interview Survey

Result
Source: Phnom Penh Post
Figure 5.3.11 Gender Distribution of RHS Figure 5.3.12 Article on Female Bus Driver
Drivers in RHS Driver Interview
5.3.2 Cordon Line Survey (CLS)
(1) Outline
The Person Trip Survey and Commuter Survey collect trip information of the residents in Phnom Penh. On
the other hand, there are many non-resident trips within Phnom Penh. To collect the non-resident trip
information, the Cordon Line Survey shall be conducted to determine the trips by drivers or passengers
coming into and going out of Phnom Penh at several cordon lines. The collected data will be utilised to
calibrate the OD matrices obtained from the Person Trip Survey. In order to obtain such data/information,
the following survey items shall be conducted:
 Traffic count survey
 Roadside OD interview survey
 Passenger interview at Airport and Ferry ports.
(2) Survey Coverage

Survey Location:
The locations of survey points are shown in Figure 5.3.13. There are eleven (11) road sections, one (1)
airport, and three (3) ferry ports. The locations were chosen since they cover the traffic crossing the
boundary of Phnom Penh.
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Final Report
Source: JST
Figure 5.3.13 Map of the Cordon Line Survey Location
(3) Survey Results
1) Results of Traffic Count Survey

A summary of the Traffic Count Survey results is shown in Table 5.3.6 and Figure 5.3.14. From these
summary results, the following are observed:
 For the national roads which connect cities, about 9,000 - 63,000 PCU were observed.
 The peak rate is 6.8%, and the ratio of 24 hours traffic to 12 hours traffic is 1.34 on average.
 In total, 380,657 PCU/day were observed on road side.
 Comparing with the result in 2012, Compound Annual Growth Rate (CAGR) of total traffic is
10.1%.
Table 5.3.6 Summary of Traffic Count Survey (vehicle base)

2012 2022
Location Traffic Ratio of Three-
Traffic Volume Peak Motorbike Sedan
Volume Daily Wheeler
(PCU/day)*1 Ratio Ratio Ratio
(PCU/day) Traffic Ratio
CL-1 14,535 43,131 6.1% 1.58 56% 8% 15%
CL-2 2,432 9,226 9.4% 1.18 74% 8% 7%
CL-3 41,580 56,133 7.5% 1.34 67% 12% 15%
CL-4 10,464 17,261 7.9% 1.25 61% 10% 11%
CL-5 14,458 55,613 8.2% 1.34 51% 6% 15%
CL-6 1,615 9,310 7.9% 1.18 59% 7% 12%
CL-7 23,296 63,054 6.4% 1.38 53% 11% 14%
CL-8 - 32,656 8.0% 1.25 57% 9% 11%
CL-9 17,620 36,138 6.4% 1.41 44% 8% 17%
CL-10 19,506 49,090 7.2% 1.33 45% 8% 19%
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Final Report
2012 2022
Location Traffic Ratio of Three-
Traffic Volume Peak Motorbike Sedan
Volume Daily Wheeler
(PCU/day)*1 Ratio Ratio Ratio
(PCU/day) Traffic Ratio
CL-11 - 9,046 7.9% 1.17 63% 6% 15%
Svay Chrum Ferry - 5,871 11.0% 1.20 83% 7% 8%
Arey Kasat Ferry - 7,505 10.9% 1.21 83% 8% 7%
Kohdach Ferry - 2,686 11.6% 1.24 87% 6% 4%
Total
145,505 380,657 6.8% 1.34 59% 9% 14%
(excluding ferry*)
Note: Peak rate is ratio for 24 hours. 16 hours traffic volume is converted into the 24 hours traffic volume based on the survey
result of the 24 hours traffic count survey. Traffic volume of ferry port is not converted into 24 hours. 12 hours traffic
volume is from 6:00 to 18:00.
Source: JST
x3.3
N/A
Unit: PCU/Day
(Both Directions)
Source: JST
Figure 5.3.14 Cordon Line Traffic Volume in 2012 and 2022 (PCU base)
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Vehicle type composition are shown in Figure 5.3.15. Motorcycle has the highest share of 56% on
national roads, however its share reduced compared to 67% in 2012. On the other hand, sedan and tuk-
tuk increased from 11% to 14% and 3% to 6% respectively.
Source: JST
Figure 5.3.15 Vehicle Type Composition in 2012 and 2022 (vehicle base)
The average passenger occupancy by vehicle classification is shown in Table 5.3.7. These numbers
include drivers. Compared to the results in 2012, average passenger occupancy has decreased in all
vehicle types.
Table 5.3.7 Average Passenger Occupancy

Heavy
Motorbike Motoru- Sedan, Light Truck
Year Tuk-Tuk Taxi Mini Bus Bus Truck
Motodop mork Wagon Truck (2 Axles)
and Trailer
2022 1.3 2.1 1.8 2.3 2.0 4.4 12.0 2.4 2.2 1.5
2012 1.5 3.7 4.6 2.8 3.1 8.9 22.4 5.0 2.4 2.0
Note: Including driver
Source: JST, PPUTMP
2) Result of OD Interview Survey

Figure 5.3.16 summarises the ratio of external-internal traffic and external-external traffic in PCU. In
total, 340,279 PCU come into and go out from the study area, while 28,174 PCU just pass through the
study area. The ratio of external-external traffic is higher in freight vehicles.
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Final Report
PCU/day Share
Passenger Passenger
Truck Total Truck Total
Vehicle Vehicle
In 66,754 104,429 171,183 45% 48% 46%

Out 65,624 103,472 169,096 44% 47% 46%
External-Internal 132,378 207,901 340,279 89% 95% 92%
External-External 16,791 11,383 28,174 11% 5% 8%
16,791 11,383
Study Area 66,745 Study Area 104,429
65,624 103,472
Freight Vehicle Passenger Vehicle
Source: JST
Figure 5.3.16 Ratio of External-Internal and External-External Traffic
Figure 5.3.17 shows the desire line of cordon line OD of freight traffic (green) and passenger traffic
(blue). In the graph of external-internal freight traffic, strong lines are observed between NR-4 and the
outskirt of west and south-west of Phnom Penh. In the graph of external-external freight traffic, strong
lines are observed between NR-4 and NR-1, followed by trips between NR-4 and NR-6. This result
indicates that the completion of the south part of (Ring Road-III) RR-III could contribute to the
mitigation of traffic congestion along Veng Sreng Blvd. or RR-II. However, freight traffic to/from Large
Zone3 8 will stay on Veng Sreng Blvd. and Russian Blvd. even after the completion of the RR-3.
In the graph of external-internal passenger traffic, strong lines are observed into the Large Zone 4 in
CBD, from all directions. Even though Large Zone 6, 8 or 12 attract some amount of cordon passenger
traffic, the majority of them concentrate inside CBD. The cordon passenger traffic to/from CBD is large
enough to affect the congestion level of the radial arterial roads. In particular, trips between Large Zone
16, 20, 30 (Ta Khmau and areas along NR-4) and Phnom Penh have a large volume. Thus, it is required
to consider extending the City Bus routes to outside Phnom Penh. On the other hand, external-external
passenger traffic volume is small.
3 Traffic Analysis Zone. See Chapter 6 for the zone categories.
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Final Report
Omit less than 500 PCU/day Omit less than 100 PCU/day
Omit less than 500 PCU/day Omit less than 100 PCU/day
Note: PCU base

Source: JST
Figure 5.3.17 Desire Line of Cordon Line OD (Internal-External Trip and

External-External Trip)
5.3.3 Screen Line Survey (SLS)

The objective of the Screen Line Survey (SLS) is to grasp the traffic volume crossing the screen line,
boundary of the CBD, and gather information for the calibration of the estimated current Origin-Destination
(OD) matrices.
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Final Report
(2) Survey Coverage

The survey location is shown in Figure 5.3.18. The survey was conducted at 9 locations on arterial roads
crossing the screen line in the study area. Traffic count at another three locations (SL-6, SL-10 and SL-12)
was conducted in the Intersection Traffic Survey.
Vehicle occupancy survey was conducted at 4 locations (SL-2, SL-4, SL-5 and SL-7), randomly selecting
vehicles at the site and counting the number of passengers in the vehicle including the driver.
Note: SL-6, SL-10 and SL-12 were covered in Intersection Traffic Count Survey
Source: JST
Figure 5.3.18 Screen Line Survey Locations Map
(3) Survey Results

Table 5.3.8 shows the summary of the Screen Line survey results. In total, 768,000 PCU/day were observed.
Even though there is an additional survey location, Hun Sen Blvd., the observed traffic largely increased
compared with the observed traffic in 2012. The Compound Annual Growth Ratio (CAGR) of total traffic
is 2.9%.
SL-1 (NR-1), SL-6 (Russian Blvd.), SL-9 (NR-6) and SL-10 (Monireth Blvd.) have about 100,000 PCU/day
traffic in both ways. Compared to the results in 2012, traffic volume has increased at most locations. Peak
ratio at screen lines varies 7% to 13%.
Table 5.3.8 Summary of Screen Line Survey Results

2012 2022
Location Road Name Traffic Traffic Ratio of Three-
Peak Motorbik Sedan
Volume Volume Daily Wheeler
Ratio*2 e Ratio Ratio
(PCU/day)*1 (PCU/day) Traffic*3 Ratio*4
SL-01 National Road No.1 43,323 95,798 7.0% 1.42 62% 11% 20%
SL-02 Road No.369 14,781 21,865 8.6% 1.35 78% 11% 8%
SL-04 Road Tumnop Thmei 26,743 29,603 8.7% 1.41 65% 15% 12%
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Final Report
2012 2022
Location Road Name Traffic Traffic Ratio of Three-
Peak Motorbike Sedan
Volume Volume Daily Wheeler
Ratio*2 Ratio Ratio
(PCU/day)*1 (PCU/day) Traffic*3 Ratio*4
SL-05 Road 2004 50,408 55,863 8.8% 1.42 65% 15% 15%
SL-06 Russian Blvd. 84,852 101,402 10.5% 1.34 70% 11% 14%
SL-07 Road 1986 39,333 50,448 9.8% 1.37 66% 14% 16%
SL-10 Monireth Blvd. 107,893 108,281 9.3% 1.34 69% 15% 10%
SL-11 Hun Sen Blvd. - 43,659 12.7% 1.37 58% 13% 21%
SL-12 Camko Roundabout 57,352 46,663 9.4% 1.25 58% 11% 22%
Total 576,376 768,176 9.0% 1.38 66% 13% 15%
Note: *1 Both direction total
*2 Peak Ratio is for 24 hours. The larger peak ratio in in-bound and out-bound direction is shown here.
*3 24 hours traffic / 12 hours traffic
*4 Tuk-tuk + Motorumo
Source: JST
Figure 5.3.19 shows the summarised traffic volume by direction in 2012, 2017 and 2022. The traffic volume
from/to the south direction shows the largest increase of 59% (CAGR=5%) in the last 10 years, followed
by that of from/to the north direction of 48% (CAGR=4%). Compared to them, the traffic volume from/to
the west direction shows a smaller increase of 12% (CAGR=1%), but it has still the largest volume, 309,000
PCU/day.
SL-12 SL-8
Unit '000 PCU/day SL-9 48% Up
400
AAGR 4%
300
SL-7
200
100 57 51
0
Y2012 Y2017 Y2022 SL-6 North
SL-12 12% Up
Unit '000 PCU/day Unit '000 PCU/day
AAGR 1%
400
59% Up
400 AAGR 5%
309 SL-5
277 285 300
300
211 240
SL-10 200
200 151
SL-1
100
100
SL-11 SL-3 0
0
SL-4 Y2012 Y2017 Y2022
Y2012 Y2017 Y2022 SL-2
West South
Source: JST
Figure 5.3.19 Growth of Screen Line Traffic Volume
Figure 5.3.20 shows the composition of vehicle type observed in the screen line survey by year. In 2012,
motorcycle occupied 77.4% of the total traffic, but it decreased to 66.0% in 2022. On the other hand, tuk-
tuk increased from 3.4% to 12.2% and sedan increased from 10.9% to 15.2% between 2012 and 2022.
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Final Report
3.1% 2.9%
2012 1.8% 0.2% 2017 0.3% 2022
0.2% 0.4% 0.1%
1.2% 0.5% 1.6% 1.8%
0.0% 0.2% 0.0% 0.1% 0.4%
1.9% 0.9%
0.1% 0.0%
10.9% 13.5%
1.4% 2.0% 15.2%
3.4% 0.5%
4.3%
12.2%
66.0%
77.4% 75.7%
Note: vehicle base

Source: JST
Figure 5.3.20 Composition of Vehicle Type by Year at All locations (Screen Line Survey)
The average passenger occupancy by vehicle classification is shown in Table 5.3.9. These number include
drivers.
Table 5.3.9 Average Passenger Occupancy in Screen Line Survey

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11.
Motorbike TukTuk Motorumo Sedan,Wagon Taxi Mini City Bus Medium Light Truck Medium Heavy Truck
Motodop and Van Bus Bus pick up Truck and Trailer
1.54 3.76 4.58 2.76 5.27 8.93 22.42 22.42 5.00 2.38 2.04
Source: JST
Figure 5.3.21 shows the hourly fluctuation of total traffic volume observed at all screen line survey locations.
The peak ratio in the morning peak was 8.3% between 7:00~8:00 in the city direction and that the evening
peak was 7.8% between 17:00~18:00 from the city direction.
9.0%
8.0% Total Total

Total To City
7.0% Total From City
6.0%
5.0%
4.0%
3.0%
2.0%
1.0%
0.0%
6 8 10 12 14 16 18 20 22 24 2 4
Note: Percentage based on observed and estimated 24 hours traffic volume in PCU
Source: JST
Figure 5.3.21 Hourly Fluctuation
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5.3.4 Passenger Interview Survey (PIS)

Passenger Interview Survey aims at understanding about personal attributes, preference for selecting
transport mode and opinion on the current transport related situation in Phnom Penh. The survey consists
of following four (4) surveys targeting passengers of major transport modes.
 1) Private Car, Motorcycle user (CAR, MC): 519 private car users and 529 motorcycle users
 2) RHS passenger (RHS): 517 RHS passengers
 3) Public Bus passenger (BUS): 205 bus users of 4 City Bus lines in operation
 4) Commuter Bus passenger (CBT): 416 commuter bus passengers
(2) Survey Coverage
Survey Location:
The locations of survey points for the respective survey items are shown in Table 5.3.10.
Table 5.3.10 Survey Locations for Passenger Interview Survey

Survey Items Abbreviation Survey Location
Private Mode User Interview  Car: CAR Traffic attraction facilities and their located corridors.
Survey (car, motorcycle)  Motorcycle: MC  Phsar Tauch Market, Chrang Chamreh Market,
Noromall, Chbar Ampov Market, Borey Penh Huot
Beoung Snor, Pochentong Market, Century Plaza,
Derm Kor Market, City Mall, Phnom Penh
International University, Olympia Mall
RHS User Interview Survey  RHS: RHS Traffic attraction facilities and their located corridors.
 Chrang Chamreh Market, Phsar Tauch Market,
Central Market, Chbar Ampov Market, Steung Mean
Chey Thmei Market, Deum Kor Market, Century
Plaza, Pochentong Market, AEON Mall 1
City Bus Passenger Interview  City Bus: BUS Fou City Bus routes which resumed operation after the
Survey COVID-19 pandemic (Line 1, 2, 3 and 4A/4B)
Commuter Bus User Interview  Commuter Bus: CBT PPSEZ, Vattanac industrial zone, Phsar Kamboul,
Survey
Oudem, Trapaing Toul, Veng Sreng
Source: JST
(3) Survey Results
1) User Characteristics by Mode

Figure 5.3.22 shows household motorcycle ownership (left) and car ownership (right). The ownership
of motorcycle is very similar in all mode users, owning 1~3 motorcycles, except for BUS users. 16% of
BUS users have no motorcycle in their household. Regarding car ownership, CAR users have 1 or 2
cars, while 60~70% of MC, RHS and BUS users don’t have a car in their household.
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Final Report
Source: JST
Figure 5.3.22 Household Vehicle Ownership by Mode
Figure 5.3.23 shows the household monthly income level of the users of each mode and the car
ownership by household monthly income group. The ratio of high income households is higher in CAR
users while that is lower in CBT users. It shows the threshold of car ownership is about 500~1,000
USD/month. Since the price of second hand cars starts at about 6,000 USD and the 3~5 year loan is
widely available, car ownership is possible for households with less than 1,000 USD/month income if
they spend most part of their income.
Household Monthly Income by Mode (USD) Car Ownership by Household Monthly Income Group
(USD)
Source: JST
Figure 5.3.23 Household Monthly Income by Mode and Car Ownership
The left side of Figure 5.3.24 shows the travel time and cost of the passengers of each mode. MC tends
to be used for short distance trips and BUS and CBT are used for long distance trips. However, it should
be noted that this question is highly affected by the location where the surveys for each mode were
conducted.
MC 48% 38% 9%4% MC 43% 37% 13% 4%

RHS 27% 50% 15% 7% RHS 6% 26% 23% 10% 13% 20%
CAR 26% 47% 18% 8% CAR 8% 21% 24% 9% 7% 11% 19%
BUS 2% 36% 36% 16% 6% 2% BUS 96% 2%
CBT 3%10% 22% 25% 25% 15% CBT 86% 13%
0% 20% 40% 60% 80% 100% 0% 20% 40% 60% 80% 100%
0-20 20-40 40-60 60-80 ~2,000 ~4,000 ~6000 ~8,000
80-100 100-120 120+ minutes ~10,000 ~12,000 12,000+ Riels
Source: JST
Figure 5.3.24 Travel Time and Cost by Mode
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Final Report
2) Opinion on RHS
The left side of Figure 5.3.25 shows the frequency of RHS usage by the users of each mode. More than
75% of respondents answered that they use RHS at least 1 time per week, except for CBT users. Though
the usage of RHS is less frequent in CBT users, more than 50% of respondents answered they use RHS
at least 1 time per week. These results indicate that RHS has become a very popular transport mode for
people in all categories.
Source: JST
Figure 5.3.25 Frequency of RHS Usage by Mode
32% of the respondents answered that the driving manner of RHS is very problematic or sometimes
problematic (Figure 5.3.26). The major reasons they answered so were “ignoring traffic light” (60%),
“dangerous lane chance” (54%) and “using smartphones while driving” (36%). There was no significant
difference among the respondents of each mode.
Source: JST
Figure 5.3.26 Opinion on Driving Manner of RHS
Figure 5.3.27 shows the opinion on no entry policy of RHS on arterial roads. In total, 74% of the
respondents answered that they agree with the policy. Especially, CAR users tend to agree with the
policy. Even RHS users, 68% of them agreed to the policy.
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Final Report
Source: JST
Figure 5.3.27 Opinion on No Entry Policy of RHS on Arterial Roads
RHS users answered “affordable fare label” "no need to walk" and "easy to book" as the main reasons
for using RHS as shown in Figure 5.3.28.
17) On-time 25%

Time
16) Waiting time is shorter 13%
15) Total travel time is shorter 12%

Payment
14) Easy to make payment 12%

Fares/
13) Affordable fare level 43%
12) Secured from infection risk 2%

Safety
11) Secured from crime 15%
10) Secured from traffic accident 36%
9) No bus service is available 3%
8) No car or motorcycle is available 15%

Comfort and Convenience
7) No need to transfer 8%
6) Weather is not good 14%
5) No need to find parking place 18%
4) No need to find how to get there 19%
3) Comfortable 17%
2) Easy to book 38%
1) No need to walk 38%
0% 5% 10% 15% 20% 25% 30% 35% 40% 45% 50%
Note: Multiple answers are allowed. Therefore, total percentage of share exceeds 100%.
Source: JST
Figure 5.3.28 Major Reason for Using RHS (RHS Users)
3) Opinion on City Bus

Car users, motorcycle users and RHS users were interviewed about the reasons for not using City Bus.
The major reasons are “Comfort and ease of own vehicle” both in Car users (39%) and MC users (32%),
followed by “Slow speed of bus”, “Bus stop far from origin/destination”, and “Bus routes are limited”.
On the other hand, the major reasons for RHS users are “Bus stop far from origin/destination” raised by
19% of RHS users.
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Final Report
Source: JST
Figure 5.3.29 Major Reasons Not to Use City Bus
In the interview survey, integration of City Bus and RHS was proposed as a possible solution to improve
the public transport service. Also, the important measures to realize the integration was asked to the
respondents. In general, measures related to payment attracts the largest votes such as “Integration of
payment” at 45% and “Discount for mixed use of BUS & RHS” at 39%”. Additionally, other measures
were also regarded as important measures e.g. “Integration of booking” at 34%, “Improve transfer point”
at 33%, and “Integration of route search” at 30%.
Note: Multiple answers allowed up to 2 choices are allowed. Therefore, total

percentage of share exceeds 100%.
Source: JST
Figure 5.3.30 Important Measures to Realize Integration of City Bus & RHS
To consider the measures for the modal shift of private mode users to City Bus, willingness of modal
shift was asked raising two measures (See Figure 5.3.31). 83% of the respondents answered they would
use City Bus when the bus priority lane is installed, and 72% of them would use City Bus when the
access discount with RHS or e-bike is available.
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Final Report
Do you use city bus when the bus Do you use city bus if the discount
priority lane is installed and driving RHS or e-bike is available between
speed & time reliability are bus stops and your
improved? origin/destination?
No, I don't I don't

10% know, 7% know, 13%
No, 15%
Yes, 72%
Yes, 83%
Source: JST
Figure 5.3.31 Willingness to Use City Bus When Measures are Implemented
(CAR, MC, RHS Users)
The result of City Bus users shows that 94% of the respondents perceive the current fare (1,500 KHR)
as a reasonable level and no respondents answered the current fare level is “Expensive”. 98% of the
respondents answered the current operation hour is “Reasonable”.
Source: JST
Figure 5.3.32 Opinion on Fare Level and Operation Hour of City Bus
4) Opinion on Illegal Roadside Parking

Figure 5.3.33 shows the opinion on illegal roadside parking. 71% of respondents disagree or won’t agree
to “current situation is acceptable for convenience” and about 90% of respondents are agreed with
“illegal parking should be strictly controlled”. In contrast, 63% of respondents disagree or won’t agree
with “people should not come to city centre by car”. The respondents consider the current situation is
harmful for both traffic flow and pedestrian environment. However, they won’t agree with forcing car
users to give up on coming to city centre by car. These results indicate that they want more legal parking
space and strict control of illegal parking.
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Final Report
Source: JST
Figure 5.3.33 Opinion on Illegal Roadside Parking
5) Opinion on Commuter Bus

Figure 5.3.34 shows the reason of using the Commuter Bus. The major two reasons which about 60%
of the respondents answered were “Available mode is only commuter bus” and “Bus pick me up near
my home”. Considering 96% of the commuter bus passengers are female and most of the commuter
buses are pickup or truck without a seat.
Note: Multiple answers are allowed (up to 2 reasons)

Source: JST
Figure 5.3.34 Reason for Using Commuter Bus
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Final Report
5.3.5 Roadside Traffic Survey (RTS)

The roadside traffic count aims to identify the present condition of traffic at the congested road sections
inside the CBD.
(2) Survey Coverage

Survey Location:
The locations of survey points are shown in Figure 5.3.35.
Source: JST
Figure 5.3.35 Map of the Roadside Traffic Survey Location
(3) Survey Results

Table 5.3.11 shows the summary of the Roadside Traffic Count Survey results. Compared to the results in
2012, traffic volume has increased at the boundary of CBD: RS-14, RS-21(Road 271) and RS-1(Sisowat
Blvd.). Also, the volume has increased in front of AEON 1, RS-4(Sothearos (Road 3)). Contrarily, the
volume decreased near the new flyover, Techno Sky Bridge, at RS-18 (Kampuchea Krom Blvd. (Road
128)) and RS-19 (Mao Tse Toung Blvd. (Road 245)).
Table 5.3.11 Summary of Roadside Traffic Count Results

Peak Ratio of 3-
Traffic Traffic Sedan
Ratio Daily Motorbike Wheeler
Volume in Volume in Ratio
ID Road Name ** Traffic Ratio Ratio
2012 2022* (veh
(PCU (PCU (veh basis) (veh
(PCU/24hr) (PCU/24hr) basis)
basis) basis) basis)
RS-1 Sisowat Blvd. 32,138 40,018 10% 1.36 67% 14% 14%
RS-3 Sothearos (Rd. 3)***** N/A 16,044 8% 1.57 71% 16% 11%
RS-4 Sothearos (Rd. 3) 27,387 38,720 7% 1.57 65% 17% 13%
RS-5 Norodom Blvd. (Rd. 41) 37,910 49,487 8% 1.48 64% 11% 20%
RS-13 Mao Tse Toung Blvd. (Rd. 245) 44,831 44,535 8% 1.47 67% 13% 15%
RS-14 Road 271 49,351 71,109 7% 1.50 72% 11% 12%
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Final Report
Peak Ratio of 3-
Traffic Traffic Sedan
Ratio Daily Motorbike Wheeler
Volume in Volume in Ratio
ID Road Name ** Traffic Ratio Ratio
2012 2022* (veh
(PCU (PCU (veh basis) (veh
(PCU/24hr) (PCU/24hr) basis)
basis) basis) basis)
RS-15 Road Chekoslovaki (Rd. 169) 40,795 43,565 7% 1.46 70% 11% 14%
RS-16 Kampuchea Krom Blvd. (Rd. 128) 33,186 31,316 8% 1.45 62% 16% 17%
RS-17 Nerhu (Rd. 125) 33,100 33,958 8% 1.31 63% 14% 17%
RS-19 Mao Tse Toung Blvd. (Rd. 245) 52,822 48,036 7% 1.38 69% 10% 16%
RS-21 Road 271 53,303 66,595 7% 1.51 66% 13% 14%
RS-24 Road 289 34,417 38,350 8% 1.49 62% 10% 23%
* 16 hours traffic volume is converted into the 24 hours traffic volume based on the survey result of the 24 hours traffic count
survey.
** Peak rate is ratio for 24 hours.
Source: JST
5.3.6 Intersection Traffic Survey (ITS)

The Intersection Traffic Survey aims to identify the locations of congested intersections, time of day of
traffic congestion and seriousness of congestion.
(2) Survey Coverage

Survey Location:
The locations of survey points are shown in Figure 5.3.36. There are thirteen (13) major intersections
including roundabouts and flyovers.
Source: JST
Figure 5.3.36 Map of Intersection Traffic Survey Location
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Final Report
(3) Survey Results

Comparison of the traffic volume at intersections between 2012 and 2022 such as IS-2, IS-3, IS-4, IS-7,
and IS-8 (St.271: inside the Inner Ring Road) in the city centre is flat or in a downward trend. On the other
hand, an increasing trend is seen at major intersections such as IS-01, IS-06, IS-09, IS-11, and IS-13 on the
fringe of the CBD. This clearly shows the sprawl in recent years. In suburban areas where traffic volume is
increasing, traffic management such as construction of new signalized intersections and connection of
existing signals to the traffic control system is necessary.
200,000
180,248
180,000 171,062
160,000 153,116
145,632 144,139
137,791
140,000
115,669 114,672 112,730
120,000
100,230 96,350
100,000 95,422
75,621 86,465
81,345 64,509
56,719 64,162 77,296 76,233
80,000
64,103 65,369
58,586 59,281
60,000 50,077
40,000
20,000
0
IS-01 IS-02 IS-03 IS-04 IS-05 IS-06 IS-07 IS-08 IS-09 IS-10 IS-11 IS-13 IS-15
Inflow Traffic in 2012 (PCU/16hr) Inflow Traffic in 2022 (PCU/16hr)
Note: Survey was not conducted at IS-15 in 2012.

Source: JST
Figure 5.3.37 Comparison of Inflow Traffic at Intersections (2012 and 2022)
5.3.7 Travel Speed Survey (TSS)

The main objective of this survey is to understand the current road traffic situation and to identify
congestion bottlenecks on arterial roads in Phnom Penh.
(2) Survey Coverage

Survey Location and Sample:
The average travel speed will be collected from three (3) different transport modes.
Passenger car: 13 survey routes in the target area (CBD and suburb) as shown in Source: JST
 Figure 5.3.38
 RHS (tuk-tuk): Tuk-tuk with RHS will be selected from 3 locations in CBD and 2 locations in
suburb. Target is 50 samples of RHS from the five (5) locations (25 vehicles for 2 days).
 Commuter bus: Commuting bus/truck services operating from city centre to PPSEZ or industrial
parks in the suburb. The target is 50 samples of commuter buses (25 routes for 2 days).
It should be noted that travel speed of City Bus was analysed with GPS log data shared by PiBO.
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Final Report
Source: JST
Figure 5.3.38 Travel Speed Survey Routes for Passenger Car
Survey Duration:
In general, the survey was conducted on one (1) weekday between Tuesday and Thursday.
 Passenger car: morning peak hours (07:00-09:00), evening peak hours (17:00-19:00), and off-peak
hours (12:00-14:00)
 RHS (tuk-tuk): 12 hours (07:00-19:00). 2-day record is collected for each vehicle
 Commuter bus: morning peak hours (07:00-09:00) and evening peak hours (17:00-19:00). 2-day
record is collected for each vehicle
 City bus: vehicle movement were analysed for 5 consecutive days with the GPS record.
(3) Survey Result

The following table describe the average travel speed of passenger car. The average travel speed on most
routes in CBD was lower than 15.0 km/h. Travel speed slows down the most in CBD in the evening peak
hours to around 14.0 km/h for inbound direction and around 11.5 km/h for outbound on average.
Table 5.3.12 Average Travel Speed (Passenger Car)

Average Travel Speed (km/h)
Route ID / Street Name Direction Morning Afternoon Evening
7:00-9:00 12:00-14:00 17:00-19:00
TS-01 Inbound 13.4 20.0 15.1
France/ Norodom (Rd 47/41) Outbound 15.0 19.1 11.3
TS-02 Inbound 11.4 14.5 15.3
Monivong Blvd. Outbound 14.1 12.5 11.5
TS-03 Inbound 9.9 12.1 11.4
Charles De Gaulle/Monireth (Rd 217) Outbound 14.4 13.4 10.3
TS-04 Inbound 14.1 17.7 15.5
Russian Blvd. Outbound 22.8 18.3 9.0
TS-05 Inbound 14.9 23.3 14.4
Inner Ring Road (Rd 271) Outbound 13.6 19.9 11.5
TS-06 Inbound 15.5 14.3 13.2
Sisowath/Sothearos/Mao Tsetung/Kim Il Sung
Outbound 14.4 18.6 14.3
(Rd 1/3/245/289)
TS-07 Inbound 14.1 14.6 13.4
Sihanouk/Nehru Blvd. (Rd 274/215) Outbound 12.5 14.9 12.7
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Final Report
Average Travel Speed (km/h)

Route ID / Street Name Direction Morning Afternoon Evening
7:00-9:00 12:00-14:00 17:00-19:00
TS-08 Inbound 23.3 17.2 24.0
NR5 (City Bus Line1) Outbound 30.5 28.8 21.4
TS-09 Inbound 22.5 32.0 27.6
NR2/ St.211/ St.21A (City Bus Line2) Outbound 24.6 24.7 16.8
TS-10 Inbound 12.6 24.4 24.0
NR1 (City Bus Line1) Outbound 19.5 22.8 11.5
TS-11 Inbound 26.7 31.4 29.2
Chamkar Doung St. (City Bus Line 4C) Outbound 26.9 29.2 20.8
TS-12 Inbound 13.2 15.7 19.9
Monireth/ Veng Sreng/ NR4 (City Bus Line 4) Outbound 16.2 18.3 14.8
TS-13 Inbound 17.9 22.3 22.9
Kampuchea Krom/ Russian Blvd./ NR3
Outbound 20.7 22.9 16.8
(City Bus Line3)
Average Travel Speed in CBD Inbound 13.3 16.7 14.0

(TS-01 to TS-07) Outbound 15.3 16.7 11.5
Average Travel Speed outside CBD Inbound 19.4 23.8 24.6
(TS-08 to TS-13) Outbound 23.1 24.4 17.0
Note: TS-09’s inbound routes and outbound routes are different.
Note: Outbound of circular routes (TS-05, TS-06, TS-07) indicate counter clock wise direction.
Source: JST
Figure 5.3.39 describes the average travel speed on major corridors during morning peak hours. According
to the travel speed surveys in 2001, 2012 and 2022, the gradual decline with travel speed can be observed
except for Russian Blvd. The improvement on Russian Blvd is considered from the construction of two
flyovers: Techno Sky Bridge and Seven Makara Sky Bridge.
Average travel speed (km/h)
30
20
31.5
28.2
21.4 22.7 22.8 22.9
10 20.4
18.1
15.6 14.1 15.6 14.6 14.4
14.3
11.4 12.4 13.3 14.4 11.6
14.1
9.9
0
Inbound Outbound Inbound Outbound Inbound Outbound All
Monivong Monireth Russian Average
2001 M/P Surrvey 2012 M/P Survey 2022 Survey
Source: JST
Figure 5.3.39 Comparison of Average Travel Speed (Morning Peak) (2001, 2012 and 2022)
Figure 5.3.40 illustrates trajectories of RHS movements. The coverage of RHS is sufficient especially in
CBD. On the other hand, many “parking” and “stopping” records were observed in suburban areas where
demand forecast is small. In addition, no GPS record was found on a certain section of Norodom, where
RHS is prohibited to drive.
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Final Report
RHS Vehicle Movement RHS Drivers Stopping/Parking Spots

Note: Error records are excluded. Note: Error records are excluded.
Source: JST Note: Less than 2km/h was assumed as stopping/parking.
Figure 5.3.40 RHS Vehicle Movement
Figure 5.3.41 describes the average travel speed of both directions of City Bus line, Line 4B. CBD and
Monireth Blvd. / Veng Sreng Blvd., where Line 4A/4B pass, showed a significant drop in the average travel
speed.
Note: Records of which travel speed is higher than 100km/h were omitted as errors.
Source: JST
Figure 5.3.41 Average Travel Speed of City Bus (Line 4B) (All Time)
5.3.8 Parking Condition Survey (PCS)

The main purpose of the survey is to obtain updated information about parking facilities and parking
conditions in central business and commercial area of Phnom Penh Capital City for better traffic
management and transport planning. This survey consists of the following items:
 Inventory Survey
 User Counting Survey
 User Interview Survey
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Final Report
(2) Survey Coverage
Survey Location:
The survey locations are shown in Figure 5.3.42. There are seventeen (17) parking facilities and thirty eight
(38) street sections with on-street parking.
Off-street Parking On-street Parking

Source: JST
Figure 5.3.42 Map of the Parking Condition Survey Location
(3) Survey Method

 Inventory Survey was conducted by site investigation at parking facilities and parking facility name,
floor area, operation hour, capacity, fee, etc. were recorded.
 User Counting Survey counted the vehicles parked (legally/illegally) at different observation times
and number of entering / exiting vehicles.
 User Interview Survey targeted not less than 20% of parking users to collect the purpose, trip origin,
parking duration and user opinions.
The definition of legal/illegal parking is not clearly defined. Thus, the definition in Table 5.3.13 was
employed in the survey. Furthermore, the target of each survey contents are summarized in Table 5.3.14.
Table 5.3.13 Definition of Legal and Illegal Parking (On-street)

Type Description Sample Photo
Legal-1 L-1: a parking inventory providing legal
(PCS L-1) parking space for motorbikes and
other vehicles with red/white/yellow
line marking and parking fee.
(e.g. Central Market and City Mall
on-street parking)
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Final Report
Type Description Sample Photo

Legal-2 L-2: a parking inventory providing legal
(PCS L-2) parking space for motorbikes and
vehicles with red/white/yellow line
marking and option to pay for parking
fee.
(e.g. mart, shop, gas station, and bank
parking space)
Illegal-1 I-1: a parking on streets that provides an

(PCS I-1) illegal parking space for motorbikes
and vehicles without any line marking
and causes inconveniences to the
public or traffic congestion on streets.
Source: JST
Table 5.3.14 Target of Parking Condition Survey

Parking Condition Survey
Type of Parking Parking Inventory User Counting User Interview
Survey Survey Survey
Off-street
Parking Facility Surveyed Surveyed Surveyed
(PCF)
Legal Parking 1 (L-1) Surveyed Surveyed Surveyed
On-street
Legal Parking 2 (L-2) Not Surveyed Surveyed Surveyed
(PCS)
Illegal Parking (I-1) Not Surveyed Surveyed Surveyed
Source: JST
(4) Survey Results

Figure 5.3.43 describes the result of user counting survey for off-street parking facilities and on-street
parking. The result suggests that the parking demand remains high during daytime and drops at night time.
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Final Report
20,000
Unit: vehicles
18,000
16,000
Number of Parked Vehicles
14,000
12,000
10,000
8,000
6,000
4,000
2,000
Off-street On-street (Legal + Illegal) All (Off-street + On-street)
Note1: Off-street parking indicates “PCF”. Locations outside Block A to E are included as well.
Note2: On-street parking (legal) includes “PCS L-1” and “PCS L-2” in Block A to E.
Note3: On-street parking (illegal) indicates “PCS I-1” in Block A to E.
Source: JST based on Parking User Counting Survey
Figure 5.3.43 Transition of Parking Demand (Off-street and On-street)
Figure 5.3.44 compares the parking capacity including off-street and on-street parking in Block A to E and
the parking demand.
Parking Demand and Parking Space

(All vehicles in PCU in Block A-E)
8,000
Legal parking
space: 5,705 PCU
6,000
PCU
4,000
2,000
0
1000 - 1030
1030 - 1100
1100 - 1130
1130 - 1200
1200 - 1230
1230 - 1300
1300 - 1330
1330 - 1400
1400 - 1430
1430 - 1500
1500 - 1530
1530 - 1600
1600 - 1630
1630 - 1700
1700 - 1730
1730 - 1800
1800 - 1830
1830 - 1900
1900 - 1930
1930 - 2000
2000 - 2030
2030 - 2100
2100 - 2130
2130 - 2200
600 - 630
630 - 700
700 - 730
730 - 800
800 - 830
830 - 900
900 - 930
930 - 1000
Time
Legal parking Parking on sidewalk with marking space Illegal parking

Source: JST
Figure 5.3.44 Comparison between Parking Demand and Parking Capacity (Block A-E)
Figure 5.3.45 illustrates the distance from the facility where respondents parked vehicles to their
destinations The trend of walking longer distance is observed compared to the result of PPUTMP in 2012.
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Final Report
1% 2012 2022
1%
1%
2% 1% 1%
0% Less than 50 m 5%
2%
50-99 m 4%
13% 100-199 m
200-299 m 45%
16%
21% 300-399 m
61%
400-499 m
500-999 m 26%
Over 1,000 m
Source: JST
Figure 5.3.45 Distance from Parking Facilities to Destinations
Figure 5.3.46 shows the opinion of car users on the strict enforcement for illegal parking in CBD. 66% of
respondents answered that they would continue using car for traveling to CBD. In addition, 65% of all
respondents, 98% of respondents who answered to continue using car, answered that they would continue
using their own cars and use nearby parking facilities with fee. More than half of the users who answered
that they would not use private cars in case of strict enforcement cited high parking fees and lack of parking
lots.
Will you still use car for this If "Yes", what will you do If "No", the reason?
trip in case illegal parking for parking? 3%
fine is 25,000 KHR? 2%
34% 36%
35%
66% 98% 26%

(1) Parking fee at the paid parking facilities in
(1) Use the closest parking facility with fee CBD area is too high
(2) No legal parking facilities or insufficient
Yes No parking lots near my destination
(2) Keep using illegal parking space despite (3) Worried of being fined
the risk of being fined
(4) Others
Source: JST
Figure 5.3.46 Behaviour Change in case of Strict Enforcement for Illegal Parking
5.3.9 RHS Driver Interview Survey

The RHS Driver Interview Survey aims to get the information about actual situation of RHS drivers and to
establish the future transport policy in Phnom Penh.
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Final Report
(2) Survey Coverage

Survey Location:
The survey was conducted at the following 8
locations on November 23 and 24, 2021. 427
samples were collected.
 Chrang Chamreh Market
 Phsar Tauch Market
 Central Market
 AEON Mall 1
 Chbar Ampov Market
 Steung Mean Chey Thmei Market
 Deum Kor Market
 Century Plaza or Pochentong Market
Source: JST
Figure 5.3.47 Map of the RHS Driver Interview

Survey Locations
(3) Survey Results
As for driver’s age, 25 to 39 years old drivers account for 50% of all interviewed drivers and 40 to 54 years
old driver shares 39%. All respondents were male drivers. 83.4% of all respondents were without side
business. 79.2% of the drivers work 7 days a week. Many of drivers started using RHS in 2018 to 2019 as
shown in Figure 5.3.48 and Figure 5.3.49.
1% 1%
Before 2016
2015
4% 1% 6% 5%
5% 2016
2016
9% 7%
2017 19%
2017
26%
2018
2018
37% 2019 2019

37%
2020 42% 2020
n = 427 2021 2021

n = 427
Figure 5.3.48 Year of Starting the Job of Figure 5.3.49 Year of Starting RHS
Tuk-tuk Driver (RHS Drivers) Application (RHS Drivers)
Daily driving distance with passengers for most drivers is less than 100 km as shown in Figure 5.3.50 and
many drivers wait for orders at roadside or parking space.
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1% 1%
7%
a. 0 to 49 km 13%
24% a. 0 to 49 km
20% b. 50 to 99 km
c. 100 to 149 km b. 50 to 99 km
d. 150 to 200 km
48% 86%
c. 100 to 150 km
e. > 200 km
(n = 427) (n = 427)
Average daily distance with passengers Average daily distance without passengers
Source: JST
Figure 5.3.50 Average Daily Driving Distance by RHS Drivers
2%
1% 1. Keep driving
9%
17%
6% 2. Roadside
3. Parking space
4. Your home
27%
38% 5. Café
6. Near bus stop
7. Other
(n = 427)
Source: RHS Driver Interview Survey (JST)
Figure 5.3.51 Location when Waiting for Passengers (RHS Drivers)
Figure 5.3.52 illustrates the areas that RHS drivers indicated as their regular coverage of driving service in
the RHS Driver Interview Survey. According to the interviews, one RHS driver covers 2.2 districts on
average. The city centre is covered by RHS drivers sufficiently while districts in the suburbs are covered
by fewer drivers meaning a less convenient situation of RHS.
Drivers perceive “more customers”, “more revenue”, “saving wait time” as the advantage of using RHS
while they perceive “app errors”, “commission fee” and “cannot change fare” as the disadvantages. RHS
enables passengers to take a ride without a bargain with drivers, which is a significant advantage for
passengers. On the other hand, drivers have no discretion on fares, which results in their revenue being
affected by decisions of an RHS company.
In addition, 73.3% of respondents register at one RHS company only. The registration percentage for
PassApp is 84.8% and that of Grab is 31.1% respectively.
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Note: Multiple selections were allowed.

Figure 5.3.52 Coverage of Driving Service by RHS Drivers (by Districts)
Revenue of RHS Drivers and Influence by COVID-19 Pandemic

Figure 5.3.53 represents the RHS driver’s current revenue received from RHS companies. It should be
noted that the current revenue is already affected by the COVID-19 pandemic. The average monthly
revenue is USD 315 and the drivers whom revenue varies from USD 250 to USD 499 account for 66.5%
of all respondents. Average monthly fuel/ maintenance cost is USD 97 and 60.9% of respondents spend less
than USD 100. The RHS driver’s actual revenue is estimated by deducting the fuel/maintenance cost from
the revenue from RHS companies. The actual revenue is USD 219 on average and the actual revenue of
56.1% of all drivers is in the range of USD 100 to USD 249. Given that the average salary for workers in
Phnom Penh is USD 2224, the revenue of RHS drivers is relatively lower.
4 Source: https://www.jetro.go.jp/world/search/cost_result?countryId%5b%5d=800
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AVERAGE MONTHLY REVENUE "AVERAGE MONTHLY REVENUE"

(CURRENT) - "MONTHLY FUEL/MAINTENANCE COST"
1% 0%
0%
a. < 100$
a. < 100$
11% 11%
22% b. 100$ to 249$
b. 100$ to 249$
32%
c. 250$ to 499$
c. 250$ to 499$
d. 500$ to 749$
d. 500$ to 750$ 56%
67% e. 750$ to 1000$
(n = 426)
(n = 427)
Source: JST Note: It is estimated by deducting monthly fuel/

maintenance cost from monthly income.
Figure 5.3.53 RHS Driver’s Revenue Note: USD 1 = KHR 4100
(Current) Source: JST
Figure 5.3.54 RHS Driver’s Estimated

Actual Revenue
Figure 5.3.55 illustrates the distribution of RHS driver’s revenue before/after the COVID-19 pandemic.
Before the pandemic, 34.7% drivers used to gain USD 500 to USD 749, however, the percentage dropped
to 10.5% after the pandemic. 83.2% of all drivers answered that their revenue decreased after the pandemic.
According to the interview to RHS drivers, the high commission fee by RHS companies (mostly 15%) is a
huge burden on RHS drivers. RHS drivers needed to bear some portions of fare discount applied by RHS
companies during the pandemic, which is considered to have given a certain impact on drivers. It turned
out that there were drivers that stopped using RHS as a result. Therefore, the sustainability of RHS should
be considered if RHS is regarded as public transport.
1600 Group of drivers whom

revenue decreased
1400
(before COVID-19 Pandemic)
Average Monthly Revenue
1200
1000
800
Group of drivers whom
revenue increased
600
400
200
(n = 394)
0
0 200 400 600 800 1000 1200 1400 1600
Average Monthly Revenue (Current)
Unit: USD/month
Note: Samples that have no answers for “the revenue before pandemic” are excluded.
Source: JST
Figure 5.3.55 Comparison of RHS Driver’s Revenue before/after COVID-19 Pandemic
Although around 80% drivers have already finished the traffic safety education, only 19.0% of drivers
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subscribe for insurance for traffic accidents. Improving the insurance subscription rate is required if RHS
plays a role in public transport.
5.3.10 Truck Interview Survey (TIS)
(1) Survey Objective

The main objective of Truck Interview Survey is to understand the current trip information of freight
transport including the origins and destinations. The following survey items will be conducted.
 Company Interview Survey
 Driver Interview Survey
 Traffic Counting Survey
(2) Survey Coverage
Survey Location:
The target survey locations include 15 major logistics facilities including PPSEZ, industrial parks, factories
as well as ports as shown in Figure 5.3.56. To capture the changes of truck movement in 2012 and 2022,
JST tried to conduct the survey at the same locations chosen in 2012. However, most of them are no longer
exist or rejected to conduct the survey in 2022. On the other hand, new cargo generation points such as
AEON 1 and AEON 2 were identified. Therefore, JST conducted the survey at the same location as the
survey 2012 as much as possible and as well as the new cargo generation points.
Note: TI-18 (AEON 1) and TI-19 (AEON 2) surveyed. AEON Cambodia operates a supermarket.
AEON Mall operates a specialty store.
Source: JST
Figure 5.3.56 Survey Locations of Truck Interview Survey
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(3) Survey Result

The table below describes the comparison of the survey result between 2012 and 2022. Large number of
trucks were observed at PPSEZ and Phnom Penh Port.
Table 5.3.15 Result Comparison of Truck Interview Survey between 2012 and 2022
Counted Counted Interviewed Interviewed

Sample Sample CAGR
Trucks in Trucks in Trucks in Trucks in
ID Company Name Ratio in Ratio in from 2012
2012 2022 2012 2022
2012 2022 to 2022
(Veh./day) (Veh./day) (Veh./day) (Veh./day)
TI-2 Cam Paint - 34 - - 5 14.7% -

Ming Yung Hung
TI-3 Enterprise (Cambodia) - 14 - - - - -
Co.,LTD
TI-6 Chip Mong Industries - 48 37 0.0% 22 45.8% -
N.V.C Corporation Co.,
TI-14 24 108 41 170.8% - - 16%
Ltd.
TI-15 Phnom Penh Port 170 1,553 66 38.8% - - 25%
Phnom Penh Special
TI-16 - 4,570 - - 138 3.0% -
Economic Zone
Toll Royal Railway
TI-17 Phnom Penh Dry Port/ - 304 - - 48 15.8% -
Toll Cambodia Dry Port
AEON 1 (AEON
TI-18-1 - 106 - - 15 14.2% -
Cambodia)
TI-18-2 AEON 1 (AEON Mall) - 94 - - 25 26.6% -
AEON 2 (AEON
TI-19-1 - 30 - - 8 26.7% -
Cambodia)
TI-19-1 AEON 2 (AEON Mall) - 41 - - 8 19.5% -
TI-20 ISI Steel - 44 - - 22 50.0% -
TI-22 Vireak Buntham Express - 68 - - - - -
Hong Leng Huor
TI-23 (Transport Imp. Exp & - 54 - - - - -
Dry Port) co.,Ltd.
TI-25 So Nguon Dry Port - 141 - - - - -
194 7,209 144 - 291 - -
Source: JST
Based on the survey result in 2022, the expansion factor for each survey location was obtained according
to the result of the traffic count and the truck driver interview survey. As shown in Figure 5.3.57, the major
truck OD can be observed from Kamboul District to Pou Senchey District at around 670 vehicles per day,
followed by from Kamboul District to outside Phnom Penh at around 580 vehicles per day.
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Note: The data includes “Truck (two axles)” and “Heavy Truck and Trailer”.
Note: This figures shows the distribution of trucks generated/concentrated from the location where the freight
vehicle traffic survey was conducted, and does not show the distribution of trucks in the entire Phnom
Penh city.
Source: JST
Figure 5.3.57 Estimated Truck OD Distribution in 2022
BOX 3: Definition and Estimation of Trips by Mobile GPS Probe-data and Possible Replacement of
PT Surveys
PT surveys conducted to determine the current transport demand require significant cost, time, and
technology and which makes it difficult for developing countries including Cambodia to implement them
without technical and financial support from donors including JICA. And it is one of the factors that
prevent developing countries from formulating and updating their urban transportation master plans
autonomously.
In Japan, studies have been conducted on the use of big data such as GPS probe-data, Wi-Fi access point
data, and traffic IC cards as part of comprehensive urban transport surveys, and estimates and definitions
of trips have been made using big data. Recently, as a result of these studies, the Ministry of Land,
Infrastructure, Transport and Tourism (MLIT) has published a guidebook on methods to supplement PT
surveys using big data, and the use of big data in comprehensive urban transport surveys in Japan is
becoming mainstream in the future.
This Project collaborated with Professor Kuniaki Sasaki of Waseda University and Dr. James Goulding
of the University of Nottingham (Dr. James participated in the Survey as a member of the JST) to confirm
the nature of commercially available location data generally available in developing countries, and to
examine the possibility of replacing PT surveys and how to utilise such data for transport planning.
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1. Description of GPS probe-data
The GPS probe-data used in this Project was obtained from Lifesight, Inc. The data was obtained from
location-aware mobile applications, and logs from multiple applications are centrally managed by the
Lifesight, with usage rights sold. These data were obtained for January 2020, just before the new
coronavirus outbreak, January 2021, during the coronavirus disaster, and again in March 2022, totaling
for a three months period. In addition to the identification ID, 21 other items, including latitude and
longitude and time stamps, were obtained.
2. Review of empirical studies
To extract trips from irregular and large GPS probe-data, Ohno et al. 1) group logs that stay more than a
certain time within a certain range as Stay Points (SP), and plot between them as trips. They also grouped
the nearest stay points into stay areas to improve the accuracy of the trip logs and estimate the travel
routes. To infer its purpose from the extracted trips, Furletti et al. 2) and Feng et al. 3) use a database of
POIs (Points of Interest) obtained from Open Street Map. In addition to these, numerous other studies
have been conducted on trip extraction, trip purpose, and mode estimation. However, the data used in
most of these studies were newly obtained for the study and are relatively small in scale; in this Project,
trip estimation was conducted using large-scale data commercially available at the above-mentioned
Lifesight, Inc.
3. Trip estimation and comparison with PT survey by Prof. Kuniaki Sasaki
3-1) Simple data aggregation
Sasaki et al. used GPS data from January 2020, when the traffic was unaffected by coronavirus, to
compare trips estimated from GPS data and trips from the PT survey. The number of logs and IDs for all
of Cambodia and the Phnom Penh metropolitan area are shown below.
Table 5.3.16 Number of GPS Data Logs and IDs

GPS logs IDs
Cambodia 117,123,391 87,876
Phnom Penh 74,771,575 45,176
Source: JST
3-2) Define Stay Point (SP)
It is necessary to set conditions on the GPS data to determine which plots are traveling and which are
staying. Here, a group of plots that are presumed to be staying are extracted as stay points. Sasaki et al.
set two basic conditions, "stay within 50 m for at least 5 minutes" or "stay within 100 m for at least 15
minutes," and defined SP as a group of plots that fit either condition.
3-3) Classification of trips
The GPS data obtained in this survey varied widely in terms of acquisition interval and accuracy, making
it necessary to estimate trip ends other than SP. Therefore, Sasaki et al. classified the GPS data according
to the conditions shown in the figure below and compared them with the PT survey conducted in
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November 2012. As a result, they found that trips meeting conditions "A to I" had the highest accuracy
rate (small mean absolute percent error) with the PT survey.
Plot interval is Yes

Yes A
500m on avg.
105,785 (7.0%)
and 1km at max.
Yes No B
Dep. / Arr. Time
is clear 30,264 (2.0%)
Log interval is Yes C

No within 10 min. 432,772 (28.6%)
Yes There are other No D

plots than both
118,105 (7.8%)
ends
Trip length is Yes E

within 2 hrs. 364,115 (24.0%)
No
Both ends are No F
stay points 32,002 (2.1%)
Yes
G
17,891 (1.2%)
Yes Plot interval is No

H
500m on avg.
76,765 (5.1%)
and 1km at max.
Yes I
Internal-external 74,781 (4.9%)
No trip
Yes Plot interval is No J
500m on avg.
254,190 (16.8%)
and 1km at max.
There are No K
No multiple plots 7,666 (0.5%)
Source: JST
Figure 5.3.58 Classification of GPS Prove-data and Trip
3-4) Estimation of trips by purpose
The locations of the selected SPs were estimated using Points of Interest (POIs), and Open Street Map
was utilised to identify the POIs. The POIs within 50 meters of each SP were assigned to the facility
category as a place to stay, starting with the closest ones, and categorised into trips for "To home," "To
work," "To school," "Business," "Personal matters," and "Other" purposes.
Table 5.3.17 Location Categories and Purpose Groupings by POI

Purpose Group Facility Category
To home Home
To work Office, Administration building, Factory/Warehouse
To school School
Business Commercial building
Others Park/Lake and others
Source: JST
As a result, as for trips of To home, To work, Personal matters, and other trips, the ratios of trip estimates
based on GPS data were almost identical to those in the PT survey. On the other hand, the ratio of trip
estimates To school tended to be lower than in the PT survey due to the low smartphone ownership rate
among students and the fact that some schools do not allow students to have smartphones, suggesting
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that trip expansion processing is necessary for estimating trips To school using GPS data. Although the
estimated value of Business trips tends to be larger than that of the PT survey, it is possible that many
detailed business trips that are not usually answered in the PT survey can be extracted, and in this respect,
the accuracy of trip estimation by GPS can be expected to improve the PT survey.
Table 5.3.18 Share of trips by Purpose Estimated from GPS Data vs. PT Survey
Purpose Estimation by GPS (%) PT survey (%)
To home 52.78 49.17
To work 15.84 19.80
To school 2.65 14.45
Business 19.17 5.23
Personal matters 5.87 9.16
Others 3.68 2.19
Source: JST
4. Trip estimates by Dr. James, University of Nottingham
4-1) Simple data aggregation
To analyse the impact of novel coronavirus infection on traffic behaviour by GPS data, James et al.
analysed data for January 2020, just before the epidemic, January 2021, during the coronavirus disaster,
and March 2022, when a further PT survey was conducted and identified 152,248,405 logs and 349,492
IDs throughout Cambodia.
Table 5.3.19 Number of GPS Data Logs and IDs

Month/Year Data logs IDs
JAN 2020 96,041,202 84,320
DEC 2020 2,461,833 23,076
JAN 2021 50,093232 134,927
MAR 2022 3,651,705 144,465
APR 2022 433 128
Source: JST
4-2) Data cleaning
Data cleaning was performed excluding "speed (zero or negative) between GPS logs," "location accuracy
(over 2 km)," "speed (over 35 m/s) between GPS logs," "GPS outside Cambodia," etc. As a result,
37,490,979 logs, or 25% of the total, were excluded from the GPS data.
Table 5.3.20 Number of GPS logs cleaned

Number of GPS Logs
Cleaning items Share
Excluded
i. Spurious speeds (negative or null) 17,957,575 11.8%
ii. Insufficient locational accuracy ( > 2km) 17,266,401 11.3%
iii. Spurious inter-point speeds (> 35m/s) 2,149,044 1.4%
iv. longitude / latitudes outside of Cambodia 105,471 0.1%
v. Excessive declared speeds (> 35m/s) 12,198 0.0%
vi. Spurious gps accuracies (negative) 290 0.0%
Source: JST
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The GPS data was then cleaned by setting conditions to exclude duplicate GPS data, excessive number
of logs per individual ID, travel distance and time, and errors in GPS location information.
4-3) Trip definition and estimation of trips by purpose
James et al. defined a trip by setting the following conditions: "two or more events (logs)," "a duration
of stay at the event of at least 5 minutes," and "less than 4 hours between events”.
The GPS data obtained was accompanied by personal attribute data, which identified the geohash6
(1,200m x 609.4m) of the home and workplace (91% of the personal attribute data identified home and
84% identified work). In order to identify trips for To work, To home, and other purposes, the following
conditions were used: "multiple trip ends exist in the same geohash within a month," "daytime hours
(10AM to 2PM)," "nighttime hours (7PM to 3AM)," "maximum number of trips of 15 trips (but only 3
trips for airport-related trips)," and "small variation in geohashes identified as home and work by the
same individual" were used to estimate trips by purpose.
Table 5.3.21 Share of Trips by Purpose, Estimated from GPS Data

Purpose ALL DATA 2020 2021
Home to Work 16,598 (44,145*) 12,479 (28,513*) 3,783 (14,780*)
Work to Home 15,704 (43,251*) 11,060 (27,094*) 4,353 (15350*)
Home to Other 145,890 84,488 58,820
Other to Home 147,159 86,418 58,006
Other to Other 300,168 160,140 133,531
Source: JST
4-4) Basic aggregate results for trips in 2020 and 2021
Trips obtained from GPS data in January 2020, prior to the new coronavirus infestation, and estimates
of trips in January 2021 during the coronavirus pandemic are summarised below. The results of the
analysis for the impact on the trips by the new coronavirus are presented in the main text.
Table 5.3.22 Basic aggregate results of trips estimated from GPS data by year
Feature ALL DATA 2020 2021
Total Trips Detected 626,318 385,518 224,063
Total MAIDS with Trips 24,335 13,073 10,767
Mean Trips per MAID 25.74 29.49 20.81
Min 1 1 1
Max 448 367 223
Variance of Trips per MAID 1578.36 1410.98 844.50
Note: MAID, Mobile Advertising ID, means the unique ID for each mobile phone.
Source: JST
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6.1 Transport Demand Forecasting Approach
6.1.1 Outline of Transport Demand Forecasting

Figure 6.1.1 shows the flow of transport demand forecast. At first, a micro population is synthesised based
on the socio-economic framework. Then, household vehicle ownership information is added by using a
vehicle ownership model. After that, a disaggregated four step model is applied to estimate future transport
demand. The detail of each model and estimated parameter is described in Appendix 2.
Source: JST
Figure 6.1.1 Flow of Transport Demand Forecast
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6.1.2 Vehicle Classification

Table 6.1.1 shows the vehicle classification for the transport demand forecast. The same classification and
PCU (Passenger Car Unit) are applied as PPUTMP. The average occupancy for each vehicle type is shown
for the Screen Line Survey and Cordon Line Survey separately.
Table 6.1.1 Vehicle Classification
Average Average
Assignment
Name PCU Occupancy Occupancy
Group
(SLS) (CLS)
1 Motorcycle 0.30 1.43 1.30 1
2 Tuk Tuk (3 Wheelers) 0.75 1.83 2.10 2
3 Motorumok 1.25 1.67 1.80 2
4 Passenger Car 1.00 1.69 2.30 3
5 Taxi 1.00 1.65 2.00 3
6 Minibus (8-15 seats) 2.00 5.52 4.40 4
7 City Bus 3.00 12.13 - 4
8 Medium & Large Bus (16+ seats) 3.00 8.85 12.00 4
Light Truck (<4 Tons) & Pick Up (For
9 2.00 1.72 2.40 5
Goods Only)
10 Medium Truck (>4 tons) 2.50 1.90 2.20 5, 6
Heavy Truck and Trailer (Rigid 3 axles or
11 3.00 1.61 1.50 5, 6
more)
Note: Average Occupancy includes drivers.
Source: JST
6.1.3 Zone System and Target Area

In this study, 163 TAZs (Traffic Analysis Zones) are defined as shown in the figure below. In Phnom Penh,
TAZ boundaries are basically defined based on the commune boundaries. For the areas which require a
more detailed analysis, a TAZ is divided into multiple TAZs using village boundaries. The area inside
Phnom Penh is divided into 145 TAZs. In addition, 14 LTAZ (Large TAZ) were set based on district
boundaries in order to analyse medium- and long-distance traffic behaviours.
The TAZs outside Phnom Penh are set using the province boundaries, grouping several provinces into a
TAZ by direction. Only Kandal Province, which surrounds Phnom Penh, is divided into several TAZs based
on the district boundaries. The LTAZ boundaries outside Phnom Penh are the same as TAZ boundaries.
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Source: JST
Figure 6.1.2 TAZ Boundary inside CBD
Source: JST
Figure 6.1.3 TAZ Boundary inside CBD and Suburbs
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Source: JST
Figure 6.1.4 TAZ Boundary inside Phnom Penh
Source: JST
Figure 6.1.5 TAZ Boundary in Whole Cambodia
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Source: JST
Figure 6.1.6 Large TAZ (LTAZ) Boundary inside Phnom Penh
Source: JST
Figure 6.1.7 Large TAZ (LTAZ) Boundary in Whole Cambodia
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6.1.4 Road and Public Transport Network

The road network was developed based on the Geographic Information System (GIS) data developed in
PPUTMP and road links were added/updated in those cases where it was confirmed with a satellite image
that an arterial road was newly constructed or improved. Major changes are road widening of Veng Sreng
Blvd., Hanoi Blvd., Russian Blvd., the southern part of RR-II, NR-1, NR-3 and NR-5 and the opening of
Hun Sen Blvd. The daily traffic capacity and free flow speed for each road classification are set as the same
as PPUTMP (See Table 6.1.2).
Source: JST
Figure 6.1.8 Current Road Network and Capacity
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Table 6.1.2 Capacity and Speed by Road Classification

PPCC Suburban Area
Classification No. of Unpaved Low Capacity Standard Unpaved Low Capacity Standard
Operation
of Road Lanes Speed Capacity Speed Capacity Speed Capacity Speed Capacity Speed Capacity Speed Capacity
(km/h) (pcu/day) (km/h) (pcu/day) (km/h) (pcu/day) (km/h) (pcu/day) (km/h) (pcu/day) (km/h) (pcu/day)
2 Two-way 100 30,200
Expressway 4 Two-way 100 60,400
6 Two-way 100 90,600
2 Two-way 45 8,500 50 10,900 55 12,900 60 15,200
2 One-way 45 16,400 50 21,000 55 24,700 60 29,300
3 Two-way 45 24,600 50 31,600 55 37,100 60 43,900
Arterial
4 Two-way 45 32,900 50 42,100 55 49,500 60 58,600
Road
5 Two-way 45 41,100 50 52,600 55 61,900 60 73,200
6 Two-way 45 49,300 50 63,200 55 74,300 60 87,900
7 Two-way 45 57,600 50 73,700 55 86,700 60 102,500
2 Two-way 35 5,200 40 7,500 10 4,350 45 8,700 50 11,600
2 One-way 35 10,100 40 14,500 10 8,400 45 16,800 50 22,200
Semi-
3 Two-way 35 15,200 40 21,800 45 25,200 50 33,400
Arterial
4 Two-way 35 20,200 40 29,100 45 33,600 50 44,500
Road
5 Two-way 35 25,300 40 36,300 50 55,600
6 Two-way 40 43,600 50 66,800
1 One-way 10 100 25 200 30 800 10 100 35 200 40 800
2 Two-way 10 1,950 25 3,900 30 5,300 10 3,850 35 7,200 40 9,000
2 One-way 25 7,600 30 10,200 35 14,000 40 17,400
Collector
3 Two-way 25 11,400 30 15,300 35 21,000 40 26,100
Road
4 Two-way 25 15,200 30 20,500 35 28,000 40 34,900
5 Two-way 25 19,000 30 25,600 35 35,000 40 43,600
6 Two-way 25 22,800 30 30,700 35 42,000 40 52,300
Note: Unit for road capacity is PCU/day (both directions), PPCC (Phnom Penh Capital City)
Source: JST
6.2 Assumptions for Transport Demand Forecasting
6.2.1 Future Road Network and Public Transport Network

Two scenarios “Do thing” case and “With” project case were set for future road and public transport network.
Table 6.2.1 summarises the development status of road network in each scenario. Road projects that were
already completed are included in any scenarios. Projects proposed in PPUTMP that are not completed and
expressway projects are included in “With” case and not included in “Do Nothing” case. Further detail
information is described in Chapter 3.
Table 6.2.2 summarises the development status of the public transport network in each scenario. As of 2022,
only four lines of City Bus are in operation due to the COVID-19 pandemic. However, it was assumed that
all 13 lines of City Bus will be in operation even in “Do Nothing” case in 2035. In addition to these 13
lines, the introduction of bus priority lanes on Line 1 to 4 including an exclusive bus lane on major sections
of Line 1, 3 and 4 and the urban railway along Veng Sreng Blvd. are assumed in “With” case.
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Table 6.2.1 Future Road Network Scenario

2022 2035 Do Nothing 2035 With
Projects proposed in PPUTMP (Completed)*1 ○ ○ ○
Projects proposed in PPUTMP (Not Completed)*2 ○
New Airport Access ○
2nd Ring Road (East Section) ○
Phnom Penh Sihanoukville Expressway ○ ○ ○
Phnom Penh-Kandal Expressway ○
Phnom Penh-Bavet Expressway ○
Completed *1:【Completed】projects and the completed section of 【Partially complete】 projects in Figure 7.1.2.
Not Completed *2: 【Incomplete】and【Constructing】 projects and the incomplete section of【Partially complete】
projects in Figure 7.1.2.
Source: JST
Table 6.2.2 Future Public Transport Network Scenario

2022 2035 Do Nothing 2035 With
Current City Bus Routes (Line 1 to 4) ○
All City Bus Routes (Line 1 to 13) ○ ○
Bus Priority Lane (Line 1 to 4) ○
Urban Railway (Veng Sreng Blvd.) ○
Source: JST
Table 6.2.3 describes the operation headway of public transport in current and future scenario. The headway
in 2022 was set referring to the actual operation in November 2021 with the impact of the COVID-19
pandemic. The headway in “Do Nothing” scenario in 2035 was set as a bus map of these 13 routes in 2020.
The headway of bus lines was set higher especially where a bus priority lane is planned to be introduced.
Table 6.2.3 Future Public Transport Operation Headway Scenario

Headway (min)
2035 Do 2035
Mode Line 2022
Nothing With
Bus 1A 20 15 7
Bus 1B - 30 15
Bus 2 30 15 10
Bus 3 20 15 7
Bus 4A 40 30 15
Bus 4B 20 15 15
Bus 4C - 30 15
Bus 5A - 30 15
Bus 5B 20 10
Bus 6 - 20 10
Bus 7 - 30 15
Bus 8 - 30 15
Bus 9 - 20 10
Bus 10 - 30 15
Bus 11 - 30 15
Bus 12 - 30 15
Bus 13 - 30 15
Urban Rail - - - 7
Source: JST
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Final Report
6.2.2 Trips from/to External Zones
(1) Future Trips by Non Phnom Penh Residents

OD matrix of trips by non Phnom Penh residents in the future was estimated based on the result of Cordon
Line Survey. The following equation that was developed in the Preparatory Survey for Phnom Penh Urban
Railway Development Project was employed for the trip estimation process. The base population, which
covers regular or normal households, was obtained from the General Population Census (GPC) in 2019.
The population of each TAZ was estimated with the method mentioned in Table 6.2.4.
𝐹𝑂𝐷𝐸𝑥𝑡𝑒𝑟𝑛𝑎𝑙
𝑖𝑗 = 𝐸𝑂𝐷𝐸𝑥𝑡𝑒𝑟𝑛𝑎𝑙
𝑖𝑗 × 𝑅𝑖 × 𝑅𝑗
𝐹𝑂𝐷𝐸𝑥𝑡𝑒𝑟𝑛𝑎𝑙
𝑖𝑗 : 𝑁𝑢𝑚𝑏𝑒𝑟 𝑜𝑓 𝑡𝑟𝑖𝑝𝑠 𝑏𝑦 𝑛𝑜𝑛 𝑟𝑒𝑠𝑖𝑑𝑒𝑛𝑡𝑠 𝑏𝑒𝑡𝑤𝑒𝑒𝑛 𝑧𝑜𝑛𝑒 𝑖 𝑎𝑛𝑑 𝑧𝑜𝑛𝑒 𝑗 𝑖𝑛 𝑡ℎ𝑒 𝑓𝑢𝑡𝑢𝑟𝑒
𝐸𝑂𝐷𝐸𝑥𝑡𝑒𝑟𝑛𝑎𝑙
𝑖𝑗 : 𝑁𝑢𝑚𝑏𝑒𝑟 𝑜𝑓 𝑡𝑟𝑖𝑝𝑠 𝑏𝑦 𝑛𝑜𝑛 𝑟𝑒𝑠𝑖𝑑𝑒𝑛𝑡𝑠 𝑏𝑒𝑡𝑤𝑒𝑒𝑛 𝑧𝑜𝑛𝑒 𝑖 𝑎𝑛𝑑 𝑧𝑜𝑛𝑒 𝑗 𝑎𝑡 𝑝𝑟𝑒𝑠𝑒𝑛𝑡
𝑅𝑖 : 𝐺𝑟𝑜𝑤𝑡ℎ 𝑟𝑎𝑡𝑒 𝑜𝑓 𝑝𝑜𝑝𝑢𝑙𝑎𝑡𝑖𝑜𝑛 𝑖𝑛 𝑧𝑜𝑛𝑒 𝑖

𝑅𝑗 : 𝐺𝑟𝑜𝑤𝑡ℎ 𝑟𝑎𝑡𝑒 𝑜𝑓 𝑝𝑜𝑝𝑢𝑙𝑎𝑡𝑖𝑜𝑛 𝑖𝑛 𝑧𝑜𝑛𝑒 𝑗
Table 6.2.4 Estimation of TAZ Population

Items Method
Future Population of Phnom
As mentioned in Chapter 2
Penh
Population in 2020
The base population was obtained from the GPC in 2019. The CAGR from 2012 to 2020 of
provincial population was computed with the population forecast in 2008 GPC and applied to
the population in 2019.
Future Provincial Population
outside Phnom Penh
Population in 2021 to 2035
In order to forecast population in 2021 to 2035, the forecasted population in 2020 was
expanded with the CAGR from 2020 to 2030 of provincial population forecasted in the 2008
GPC.
While TAZ in Kandal Province is district basis, the present district boundary does not
Population of Districts in correspond to TAZ boundaries. Thus, the population of each TAZ was estimated by
Kandal Province distributing each district’s population proportionally depending on the area in a TAZ that a
district accounts for.
Population of Neighbouring
Used population estimates released by World Bank.
Countries
Source: JST
Table 6.2.5 describes the population projected in GPC in 2008 and the CAGR of each province. The CAGR
was used for future population forecast to expand the population in 2019.
Table 6.2.5 Forecasted Provincial Population by GPC in 2008 and CAGR

Projected Population in 2008 Population
CAGR
Province Census
Y2012 Y2020 Y2030 Y2012 to Y2020 Y2020 to Y2030
1 Banteay Meanchey 760,770 883,494 1,017,936 1.89% 1.43%
2 Battambang 1,148,444 1,327,559 1,519,185 1.83% 1.36%
3 Kampong Cham 1,745,184 1,726,096 1,648,438 -0.14% -0.46%
4 Kampong Chhnang 520,398 577,366 628,577 1.31% 0.85%
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Final Report
Projected Population in 2008 Population

CAGR
Province Census
Y2012 Y2020 Y2030 Y2012 to Y2020 Y2020 to Y2030
5 Kampong Speu 775,704 831,537 882,184 0.87% 0.59%
6 Kampong Thom 673,247 701,861 724,456 0.52% 0.32%
7 Kampot 615,944 648,799 716,987 0.65% 1.00%
8 Kandal 1,383,298 1,544,180 1,716,290 1.38% 1.06%
9 Koh Kong 137,033 171,920 218,811 2.88% 2.44%
10 Kratie 357,249 408,639 465,960 1.69% 1.32%
11 Mondul Kiri 73,080 94,648 126,725 3.29% 2.96%
12 Phnom Penh 1,637,473 2,126,617 2,450,717 3.32% 1.43%
13 Preah Vihear 188,297 211,488 243,681 1.46% 1.43%
14 Prey Veng 980,811 1,000,313 1,089,316 0.25% 0.86%
15 Pursat 430,837 479,585 553,067 1.35% 1.44%
16 Ratanak Kiri 169,609 196,570 233,141 1.86% 1.72%
17 Siemreap 1,023,990 1,213,200 1,414,727 2.14% 1.55%
18 Preah Sihanouk 253,654 305,149 360,684 2.34% 1.69%
19 Stung Treng 125,166 148,356 187,442 2.15% 2.37%
20 Svay Rieng 500,745 514,333 559,726 0.34% 0.85%
21 Takeo 879,328 909,643 997,025 0.42% 0.92%
22 Otdar Meanchey 227,353 294,030 365,010 3.27% 2.19%
23 Kep 41,420 56,839 88,797 4.04% 4.56%
24 Pailin 92,379 132,932 181,801 4.65% 3.18%
25 Tboung Khmum N/A N/A N/A -0.14% -0.46%
Total 14,741,413 16,505,154 18,390,683 1.42% 1.36%
CAGR: Compound Annual Growth Rate
Note: Population includes all population as well as regular or normal household population.
Note: There is no data for Tboung Khmum Province as it was established being separated from Kampong Cham Province in
2013. The CAGR of Kampong Cham Province was used for Tboung Khmum Province alternatively.
Note: Estimated by JST based on GPC 2008
Population in Cambodia
20,000,000
19,000,000
18,000,000
Population
17,922,251
17,000,000
17,120,667
16,000,000
15,000,000
15,389,019
14,000,000
13,000,000
2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035
Year
2019 Census Population and Projection based on 2008 Census CAGR
Source: JST
Figure 6.2.1 Forecasted Population of Cambodia
In order to estimate the population in Kandal Province at TAZ level, the area proportion shown in Table
6.2.6 was applied for distributing each district’s population proportionally to each TAZ. Also, the
population forecast of the surrounding countries is shown in Table 6.2.7.
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Final Report
Table 6.2.6 District Area Proportion by TAZ in Kandal Province

District TAZ 2022 Area Proportion
Kandal Stueng 146 100%
150 60%
Kien Svay
151 40%
Khsach Kandal 154 100%
149 36%
Kaoh Thum
150 64%
Leuk Daek 150 100%
152 48%
Lvea Aem
153 52%
Mukh Kampul 155 100%
Angk Snuol 157 100%
Popnhea Lueu 156 100%
148 26%
149 29%
S'ang
150 29%
151 16%
Krong Ta Khmau 147 100%
Source: JST
Table 6.2.7 Population Forecast of Surrounding Countries

Country Y2019 Y2022 Y2025 Y2030 Y2035
Vietnam 96,462,108 98,954,000 101,107,000 104,164,000 106,296,000
Lao PDR 7,169,456 7,481,000 7,775,000 8,226,000 8,626,000
Thailand 69,625,581 70,078,000 70,329,000 70,346,000 69,899,000
Source: Population Estimates and Projections, World Bank (Last updated on 7th January, 2022)
(2) Future Trips of Airport Passengers

Future trips from/to external zones include trips by Phnom Penh International Airport (PPIA) passengers.
The methodology of estimating future trips by PPIA passengers are elaborated below.
As mentioned in the report of the Preparatory Survey for Phnom Penh Urban Railway Development Project
(2020), the total number of Phnom Penh International Airport passengers is strongly corrected with the
national economic growth. In this preparatory survey, the following equation was developed based on the
total number of annual airport passengers and the GDP of Cambodia at constant 2000 prices for 10 years
of 2006 to 2015. The number of annual passengers can be estimated with the equation and the transition of
GDP. 12.46 million annual passengers is estimated in 2035 given that the steady growth continues.
𝑇 = −850759 + 351.91 × 𝐺𝐷𝑃

𝑇 : 𝑇𝑟𝑖𝑝 𝑜𝑓 𝐴𝑛𝑛𝑢𝑎𝑙 𝐴𝑖𝑟𝑝𝑜𝑟𝑡 𝑃𝑎𝑠𝑠𝑒𝑛𝑔𝑒𝑟𝑠 𝑖𝑛 𝑃ℎ𝑛𝑜𝑚 𝑃𝑒𝑛ℎ 𝐼𝑛𝑡𝑒𝑟𝑛𝑎𝑡𝑖𝑜𝑛𝑎𝑙 𝐴𝑖𝑟𝑝𝑜𝑟𝑡
𝐺𝐷𝑃: 𝐺𝐷𝑃 𝑖𝑛 𝑚𝑖𝑙𝑙𝑖𝑜𝑛 𝑈𝑆𝐷 𝑎𝑡 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡 2000 𝑝𝑟𝑖𝑐𝑒
However, in fact, the number of annual passengers dropped drastically in 2020 at 39.3% of that in 2016 due
to the COVID-19 pandemic. As of 2022, it is predicted that the stagnation will continue for a certain period.
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Final Report
Thus, it was assumed in the Survey that this low air traffic trend would continue until 2025 and fully recover
to its pre-pandemic level in 2025, which is estimated with the equation above. Table 6.2.8 summarises the
estimation method for the number of annual passengers at PPIA.
Table 6.2.8 Estimation Method for Number of Annual Passengers at PPIA

Impact of
Duration How to Estimate Number of Annual Passengers
COVID-19
Y2020: Actual statistics
Y2021: Actual statistics except for not published December record
Y2022 to Y2025 With
Y2025: Estimated with the equation above
Y2022 to Y2024: Linear interpolation between 2021 and 2025
After Y2025 Without Estimated with the equation above
Note: The number of monthly passengers in December 2021 was estimated with the monthly passengers in December 2020 and
the ratio of number of monthly passengers in November 2021 to that in November 2020.
Source: JST
Figure 6.2.2 illustrates the forecast of Cambodia’s GDP at constant 2000 price, the forecast of the number
of the annual passengers at PPIA with the equation above, and the forecast of the number of annual
passengers in 2021 to 2025 that is largely affected by the COVID-19 pandemic.
14000 40000
Annual PAX at Phnom Penh International
thousand PAX
Estimated GDP (million USD in 2000 price)

12000 35000
30000
10000
25000
8000
Airport
20000
6000
15000
4000
10000
2000 5000
0 0
2019 2021 2023 2025 2027 2029 2031 2033 2035
Year
Estimated PAX (affected by COVID) (Left axis) Estimated PAX from GDP (Left axis) Estimated GDP (Right axis)
Source (Number of Passengers): Cambodia Airports, Airport Traffic Statistics, November 2022
Source (GDP): NIS and International Monetary Fund, World Economic Outlook Database, October 2020
Source: JST
Figure 6.2.2 Transition of Cambodia’s Estimated GDP and Estimated Number of Annual
Passengers at PPIA
Figure 6.2.3 describes the number of annual passengers adopted for the estimation of airport passenger trips
considering the influence of the COVD-19 pandemic. The number of passengers in Figure 6.2.3 was
adopted for estimating future trips by airport passengers.
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Final Report
14000 40000
Annual PAX at Phnom Penh International
thousand PAX
Estimated GDP (million USD in 2000 price)

12000 35000
30000
10000
25000
8000
Airport
20000
6000
15000
4000
10000
2000 5000
0 0
2019 2021 2023 2025 2027 2029 2031 2033 2035
Year
PAX (Left axis) Estimated GDP (Right axis)
Source: JST
Figure 6.2.3 Number of Annual Passengers Adopted for Estimation of Airport Passenger Trips
The growth rate of the annual passengers compared to 2022 in Figure 6.2.3 was applied for the estimation
of the number of the annual passengers by expanding the number of air passengers’ trips in 2022.
Table 6.2.9 Growth Rate of Number of Annual Passengers

Estimation Year Growth Rate of Number of Annual Passengers since 2022
Y2025 359%
Y2030 524%
Y2035 732%
Source: JST
(3) Trips by Cargo Truck
1) Flow of Tuck Trip Estimation

The cargo truck OD was estimated based on the flow shown in Figure 6.2.4 using the truck trip generation
model and the truck registration model that were developed in PPUTMP.
Truck Trip Generation Model

Truck Trip Generation/Attraction
Secondary Industry Workers by vehicle type by TAZ Truck Registration Model
at workplace in each TAZ
Vehicle type ratio Truck Trip by vehicle type
(Control Total) Constant price GDP (est.)
Truck registration (est.)
Truck Trip Generation/Attraction Average working truck ratio
by vehicle type by TAZ Average trip rate
(After adjustment with Control total)
Truck Trip Distribution Model
Truck Trip OD by vehicle type
Frater Method
Truck Trip OD by vehicle type

(After adjustment)
Source: JST
Figure 6.2.4 Truck Trip OD Estimation Flow
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Final Report
2) Truck Trip Estimation by Truck Trip Generation Model

Based on the truck trip generation model developed in PPUTMP, the truck trip generation model used
for the Survey was updated with the number of employees and the number of daily truck trips obtained
from the Truck Interview Survey in 2022 (see Figure 6.2.5). Truck trip generation by TAZ can be
estimated with the model and the number of secondary industry workers at workplace in each TAZ.
In order to estimate the truck trip generation in each TAZ, the total number of workers at workplace in
the future was estimated by expanding the total number of workers at workplace in each TAZ in 2022
with the population growth rate. In addition, the number of secondary industry workers at workplace in
each TAZ was estimated by multiplying the share of secondary industry workers at workplace in each
TAZ by the total number of workers at workplace in each TAZ.
The truck trip generation by TAZ estimated with the generation model was multiplied by the share of
truck trip generation observed in PPUTMP for estimating truck trip generation by vehicle type. The share
of truck trip generation is described in Table 6.2.10.
2,500
Number of Truck Trip (outgoing) per day
2,000
y = 251.79ln(x) - 1097.3
R² = 0.5864
1,500
1,000
500
Number of Truck Trips per day

0
0 5,000 10,000 15,000 20,000 25,000 30,000
Number of Employees
Source: JST
Figure 6.2.5 Truck Trip Generation Model
Table 6.2.10 Share of Truck Trip Generation

Total Trips Share
Light Truck 25 10.1%
Truck (Medium) 125 50.6%
Heavy Truck & Trailer 97 39.3%
Source: PPUTMP
3) Truck Trip Estimation by Truck Registration Model (Total Control)

The total number of truck trips by vehicle type should be adjusted with the number of truck registrations.
The truck registration model, which was developed in PPUTMP, was employed to estimate the number
of registered trucks at present and in the future as there is no available statistics data. The total number
of truck trips by vehicle type, which is supposed to be used as the control total, was estimated by
multiplying the estimated number of registered trucks by vehicle type by the average working ratio and
the average trip rate.
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Final Report
RT = α + β ∙ GDP
𝑅𝑇: 𝑁𝑢𝑚𝑏𝑒𝑟 𝑜𝑓 𝑟𝑒𝑔𝑖𝑠𝑡𝑒𝑟𝑒𝑑 𝑡𝑟𝑢𝑐𝑘𝑠 𝑖𝑛 𝑃ℎ𝑛𝑜𝑚 𝑃𝑒𝑛ℎ
𝐺𝐷𝑃: 𝐺𝑟𝑜𝑠𝑠 𝐷𝑜𝑚𝑒𝑠𝑡𝑖𝑐 𝑃𝑟𝑜𝑑𝑢𝑐𝑡 𝐺𝐷𝑃 𝑖𝑛 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡 𝑝𝑟𝑖𝑐𝑒𝑠 2000 𝑜𝑓 𝐶𝑎𝑚𝑏𝑜𝑑𝑖𝑎
Table 6.2.11 Parameters for Truck Registration Model

𝛂 𝛃 Adjusted R2
Light Truck -5,377.323 3.672 0.959
Truck (Medium) 460.654 1.714 0.910
Heavy Truck & Trailer -212.38 0.118 0.863
Source: PPUTMP
Table 6.2.12 Average Truck Working Ratio and Average Trip Rate
Estimated Number of
Ave. Working Estimated Number
Registered Trucks in Ave. Trip Rate
Truck Ratio of Trips
2012 in Phnom Penh
Light Truck 27,642 100% 2.13 67,300
Truck (Medium) 15,871 95% 2.05 30,800
Heavy Truck & Trailer 852 80% 1.19 800
Total 44,365 - - 98,900
Source: PPUTMP
4) Adjustment with Control Total

The total numbers of truck trips by vehicle type estimated with the generation model need to be adjusted
with the total numbers of trips estimated by the truck registration model as a control total. The adjustment
was done in case that the total number of trips of a certain vehicle truck estimated with the generation
model exceeds the number estimated with the truck generation model. In such cases, the excess trips are
distributed equally to other vehicle types that do not exceed the control total. Table 6.2.13 summarises
the estimated truck trips with the generation model and the truck trips after the adjustment with the
control total. The truck trip generation was estimated by vehicle type and by TAZ using the truck trips
after the adjustment. It was also assumed that the truck trip attraction is equivalent to the generation.
Table 6.2.13 Estimated Truck Trip and Adjustment with Control Total
Y2022 Y2025 Y2030 Y2035
(1) Estimated Number of Trips with Truck Trip Generation Model
Light truck 8,057 8,233 8,407 8,444
Truck (medium) 40,283 41,164 42,037 42,220
Heavy Truck 31,260 31,944 32,621 32,763
(2) Estimated Number of Trips with Truck Registration Model (Control Total)
Light truck 126,145 158,468 227,188 313,879
Truck (medium) 52,975 65,067 90,775 123,205
Heavy Truck 1,550 1,957 2,823 3,914
(3) Adjustment Volume
Light truck 14,855 14,993 14,899 14,424
Truck (medium) 14,855 14,993 14,899 14,424
Heavy Truck -29,709 -29,986 -29,798 -28,849
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Final Report
Y2022 Y2025 Y2030 Y2035

(4) Estimated Number of Trips after Adjustment
Light truck 22,911 23,226 23,307 22,868
Truck (medium) 55,138 56,158 56,937 56,645
Heavy Truck 1,550 1,957 2,823 3,914
Total 79,600 81,341 83,066 83,427
Note: The excess trips of Heavy truck are distributed to other vehicle types equally.
Source: JST
5) Truck Trip Distribution Model

The truck trip distribution model developed in PPUTMP was employed to estimate the truck OD. Lastly,
the OD of each vehicle type was adjusted with the frater method in accordance with the
generation/attraction of trips by each vehicle type and by TAZ.
∙ ∙ ∙
𝑇 =𝑒
𝑇 : 𝑇𝑟𝑢𝑐𝑘 𝑇𝑟𝑖𝑝 𝑓𝑟𝑜𝑚 𝑍𝑜𝑛𝑒 𝑖 𝑡𝑜 𝑍𝑜𝑛𝑒 𝑗 (𝑝𝑒𝑟 𝑑𝑎𝑦)
𝑇𝑃 : 𝑇𝑟𝑖𝑝 𝑃𝑟𝑜𝑑𝑢𝑐𝑡𝑖𝑜𝑛 𝑎𝑡 𝑍𝑜𝑛𝑒 𝑖
𝑇𝐴 : 𝑇𝑟𝑖𝑝 𝐴𝑡𝑡𝑟𝑎𝑐𝑡𝑖𝑜𝑛 𝑎𝑡 𝑍𝑜𝑛𝑒 𝑗
𝐷 : 𝐼𝑛𝑡𝑒𝑟𝑧𝑜𝑛𝑎𝑙 𝐼𝑛𝑝𝑒𝑑𝑎𝑛𝑐𝑒 (𝑑𝑖𝑠𝑡𝑎𝑛𝑐𝑒 𝑖𝑛 𝑘𝑖𝑙𝑜𝑚𝑒𝑡𝑒𝑟)
𝛼, 𝛽, 𝛾, 𝛿: 𝑃𝑎𝑟𝑎𝑚𝑒𝑡𝑒𝑟𝑠
Table 6.2.14 Parameters for Truck Trip Distribution

α β γ δ Coefficient
Light truck 1.518 0.056 0.123 -0.198 0.249
Truck (medium) 1.200 0.148 0.096 0.000 0.321
Heavy Truck 2.156 0.061 0.038 0.000 0.108
Source: PPUTMP
6.2.3 Parameters for Network Assignment
(1) Link Performance Function

In PPUTMP, the linear QV function is employed for the road link performance function. It was confirmed
that the linear link performance function well describes the relationship between traffic and speed where
V/C is less than 0.9 while the speed was assumed to be fixed where V/C exceeds 0.9. In current scenario
and future scenarios, where V/C of many road links exceed 1.0, the linear link performance function is not
suitable to be employed. Thus, the Survey employed BPR function (α=3, β=1.4), which has the similar
level of speed reduction rate to the QV function where V/C is less than 0.9 and the speed slows down even
where V/C is more than 1.0. The relation between the speed given by BPR function and the V/C are
described below.
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Final Report
Source: JST
Figure 6.2.6 Relationship between V/C and Speed/ Travel Time by Link Performance Function
(2) Assumption for Road Network Assignment

Assumptions applied for the road network assignment are as follows.
 Assignment Method: Equilibrium assignment
 Generalized cost in route choice: Only time is considered as there is no toll way in the network
 Link performance function: BPR function (α=3, β=1.4)
 Traffic restriction: Truck traffic regulation in CBD and One-way traffic (according to current status)
(3) Speed and Cost of Modes

The speed and cost of each mode were set as shown in Table 6.2.15. The speed of modes that use roads was
set at the speed after the network assignment except for bus. A factor was applied for the speed of bus
considering boarding and alighting time. Fuel fee was assumed for the cost of car and motorbike and
parking charge was added to the cost of car further. The cost of RHS was assumed based on the fare system
of PassApp. Based on the result of Passenger Interview Survey, the access modes to public transport were
assumed to be walk in CBD, where access distance is relatively shorter, kiss&ride by motorbike in suburbs
where access distance is longer. Maximum acceptable access time was set 20 minutes based on the survey
result.
Table 6.2.15 Assumed Speed and Cost of Modes
Mode Speed Cost (Riel) Cost Remark
Car Link speed (4,000x/20 +4,000)/1.69 Fuel + Parking / Occupancy
Motorbike Link speed 4,000x/40/1.43 Fuel / Occupancy
TukTuk Link speed (1,200x +3,000)/1.51 PassApp Cost / Occupancy
Bus Link speed*0.85 1,500 Flat fare of City Bus
Bus Priority Lane Link speed*0.95 1,500 Flat fare of City Bus
BRT 17 kmph 1,500 Flat fare of City Bus
Urban Rail 28 kmph 270x + 2,000 Distance based fare
Access Walk (CBD) 4~5 kmph 0 No cost
Access kiss&ride MC (Suburb) Link speed 4,000x/40*2 Fuel for round trip
Note: x = distance in km, Fuel = 4,000 KHR/l/Fuel consumption
Source: JST
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Final Report
6.2.4 Effect of COVID-19 Pandemic

In the Survey, three approaches were taken to assess the impact of COVID-19 pandemic against passenger
traffic: 1) Questions regarding trip frequency before the pandemic and current situation in PT/CS Survey,
2) Traffic volume recovery rate monitoring through CCTV camera video image data, and 3) Trip frequency
analysis of before/after the pandemic with Mobile GPS data. The results of these analyses suggest that the
impact of the pandemic against passenger traffic was only a few to 10%. The following sub-sections
demonstrate the analysis results.
(1) Question of Trip Frequency before the Pandemic and in Current Situation
In PT Survey, some questions were added to ask respondents about changes in their frequencies, travel
modes and departure/arrival time of their commutes before/after the pandemic. Similarly in CS, additional
questions were set to ask respondents about frequency changes in their most frequent trips (commuting,
shopping and others) before/after the pandemic (See Appendix 1 for further details).
Table 6.2.16 summarises the respondents’ commuting trip frequency before the pandemic and in current
situation. The result suggests that the pandemic lowered the students’ commuting trip frequency by 3%,
while there was no decline observed with workers commuting frequency. As shown in Figure 6.2.7, about
90% of PT/CS samples were collected in March or April 2022 (the survey was suspended during Khmer
New Year).
Table 6.2.16 Commuting Trip Frequency Rate before Pandemic /

Current Situation in PT/CS
Current / Before COVID-19
CS PT
Student 0.97 0.97
Worker 1.00 1.00
Source: JST
Source: JST
Figure 6.2.7 Distribution of PT/CS Sample Collection Dates (by weeks, household basis)
(2) Traffic Volume Recovery Rate Monitoring with CCTV Video Image
As mentioned in 5.2.1, the JST continuously monitored the traffic volume in CBD to compare with the
traffic volume before the COVID-19 pandemic. Four intersections where the traffic count survey was
conducted by ADB Survey Team in 2019 and CCTV cameras are available were selected for monitoring
6-18
Final Report
(See Figure 5.2.2). The traffic in directions indicated with arrows in Figure 5.2.2 was counted by 15 minutes
intervals in three different time ranges: 1) Morning peak (7:00-8:00), 2) Off-peak (15:00-16:00) and 3)
Evening peak (17:00-18:00) by five vehicle types (Car, MC, Tuk-tuk, Bus, Truck) and they were compared
in PCU.
The traffic volume recovery rate in the peak/off-peak time compared to the volume in July 2019 by survey
in ADB project was about 70% to 80% in July to October 2021 (See Figure 5.2.3). Since December 2021,
the recovery rate transitioned at 85% to 95% except for holiday weeks. The recovery rate during PT Survey
was 92% for the off-peak time and 87% for the peak time when computed with weighted average with daily
sample size distribution.
(3) Trip Frequency Analysis of before/after Pandemic with Mobile GPS Data
For clarifying the trip frequency change before/after the pandemic, the JST purchased mobile GPS data and
analysed it. The detailed analysis result and methodology are elaborated in Appendix 2. Table 6.2.17
summarises the result of Mobile GPS data analysis. The purchased/analysed data was recorded in three
different months: 1) January 2020 (before the pandemic), 2) January 2021 (amid the pandemic) 3) March
2022 (when PT/CS Survey was conducted). However, the data in 2022 was incomparable due to the
dramatic decline in Monthly Active Users (MAU) and the average number of observation days per month
per person. A similar data quality deterioration and record number decline were found with other company’s
mobile GPS data in 2022 as well.
In comparison between data in 2020 and 2021, the average number of trips per observation day was 3.88
in 2020 and 3.12 in 2021 showing about 20% decline.
Table 6.2.17 Summary of Mobile GPS Data Analysis

2020 Jan 2021 Jan 2022 Mar
Average No. of trips per observation day 3.88 3.12 1.25
Trip Rate Ratio Before and After Covid-19 0.81 0.32
Average No. of observation days per month 9.98 9.12 2.45
Monthly Active Users 19,933 13,002 3,290
Total Number of observation day 198,970 118,619 8,055
Total Number of trips 771,858 370,454 10,098
Source: JST
6-19
Final Report
6.3 Results of Transport Demand Forecasting
6.3.1 Population Synthesis

In order to generate household/population data that satisfies the macro socio-economic indicators of each
TAZ at the same time, micro population synthesis is conducted by using PopGen. PopGen is software
developed by Arizona State University and widely used for micro population synthesis in the United States
and other countries. Considering calculation efficiency, the population synthesis is conducted for 10% of
the total population assuming that each synthesized household represents 10 households.
Table 6.3.1 shows the household and individual attributes used in the population synthesis. As input data,
the forecasted socio-economic indicators (see Chapter 2) and the current micro-household/population data
from PT/CS survey are used.
Table 6.3.1 Household and Personal Attributes used in Population Synthesis

Type Attribute Category
Household Household Income 1. Under 250 USD
2. 250 - 499 USD
3. 500 - 749 USD
4. 750 - 999 USD
5. 1,000 - 1,499 USD
6. 1,500 - 1,999 USD
7. Over 2,000 USD
Person Social Status Worker, Female
Worker, Male
Student, Female
Student, Male
Others, Female
Others, Male
Source: JST
6.3.2 Vehicle Ownership

Table 6.3.2 and Table 6.3.2 show the estimated number of households with vehicle ownership and their
proportions in the future. These figures were estimated by applying the vehicle ownership model to the
future population data. It is projected that the vehicle ownership rate will increase to 53% in 2030 and 60%
in 2035 from the current rate of 38% as household income increases. This is faster pace than projected in
PPUTMP.
In general, the increase of middle to high class income households and their vehicle ownership rate were
observed (See Figure 5.3.3).
Table 6.3.2 Estimates of Vehicle Ownership

1,000 Household 1,000 Population
HHVO Type 2022 2030 2035 2022 2030 2035
1 1 MC 108.51 71.89 51.43 399.80 244.58 168.60
2 2+ MC 225.66 235.04 225.36 857.12 855.81 797.52
3 Car 211.06 346.00 417.97 830.86 1,317.93 1,536.02
Total 545.23 652.93 694.76 2,087.78 2,418.32 2,502.14
Source: JST
6-20
Final Report
Note: Figures in 2012 and 2022 are based on expansion of survey sample while those in 2030
and 2035 are estimates
Source: JST
Figure 6.3.1 Change in Vehicle Ownership in the Future
6.3.3 Trip Generation in Internal Zones

Table 6.3.3 shows the estimated trip generation by vehicle ownership type and trip purpose in the target
area. The trips were estimated by applying the trip frequency model to the population data by vehicle
ownership type. It was estimated that the total number of trips increased 22% to 6.85 million trips in 2035
from 5.6 million trips in 2022. The estimated total number of trips in 2035 is comparable to the one
estimated in PPUTMP.
Table 6.3.3 Estimates of Trip Generation by Residents

HHVO To Home HTW HTSc HTSh HTO NHB Total
1 523.2 217.0 132.3 102.2 71.6 17.3 1,063.8
2022 2 1,123.5 481.5 269.6 218.8 153.6 46.6 2,293.6
3 1,091.7 482.3 249.7 211.6 148.0 61.0 2,244.3
Total 2,738.4 1,180.8 651.6 532.7 373.2 125.0 5,601.8
HHVO To Home HTW HTSc HTSh HTO NHB Total
1 219.1 83.6 48.1 52.3 35.0 10.1 448.2
2035 2 1,043.6 431.6 224.6 229.8 157.7 76.6 2,163.8
3 2,020.1 846.0 455.7 422.8 295.7 200.4 4,240.6
Total 3,282.8 1,361.2 728.4 704.9 488.4 287.0 6,852.6
HTW: Home to Work, HTSc: Home to School, HTSh: Home to Shopping, HTO: Home to Others, NHB: Non-Home based
Unit: 1,000 trips per day
Source: JST
6-21
Final Report
Note: Figures of 2012 was estimated with other models after PT survey samples were expanded.
Source: JST
Figure 6.3.2 Trip Generation by Trip Purpose
6.3.4 Trip Distribution in Internal Zones

Figure 6.3.3 describes the desire lines of person trip OD at LTAZ level. While the trips from suburbs to the
city centre were dominant in 2012, trips between LTAZs in suburbs increased in 2022. The total number
trip increase rate is 22% in the 13 years from 2022 to 2035, which is not long enough to show a significant
change as shown in the graphs below. The person trip OD was estimated by applying the destination choice
model to the trip generation by vehicle ownership type and trip purpose.
2022 2035
Source: JST
Figure 6.3.3 Trip Distribution (LTAZ level)
6-22
Final Report
6.3.5 Modal Share in Internal Zones

Table 6.3.4 shows the estimated modal share in internal zones. These figures were estimated by applying
the modal choice model to the trip distribution by vehicle ownership type and trip purpose.
The result shows that the share of car increased to 14.1% in 2022 from 9.9% in 2012 and the share in 2035
will further increase to 21.7% in “Do Nothing” scenario and 20.2% in “With” scenario. Under the current
vehicle ownership and modal choice trends, if population growth and economic growth continue, trips by
car in 2035 is projected to be 1.489 million in “Do Nothing” scenario and 1.387 million even in “With”
scenario. Trips by motorbike and tuk-tuk is projected to increase slightly, however, the shares of these
modes will decrease.
The share of public transport is 1.3% in “Do Nothing” scenario where no bus priority lane and urban rail
are introduced and 5.4% in “With” scenario. When it is limited to InterTAZ trips only, the modal share of
public transport is projected to be 8.6%.
Table 6.3.4 Modal Share of Internal Zones (All Trips)

1,000 Trips Share
2035 Do 2035 2035 Do 2035
2012 2022 2012 2022
Nothing With Nothing With
CAR 421.6 791.3 1,489.2 1,387.4 9.9% 14.1% 21.7% 20.2%
MC 2,223.5 3,254.3 3,616.2 3,420.3 52.4% 58.1% 52.8% 49.9%
TukTuk 570.5 871.8 949.3 944.1 13.4% 15.6% 13.9% 13.8%
BUS 76.4 91.7 273.3 0.0% 1.4% 1.3% 4.0%
Urban Rail 0.0 0.0 97.0 0.0% 0.0% 0.0% 1.4%
NMT 1,031.2 608.0 706.2 730.5 24.3% 10.9% 10.3% 10.7%
Total 4,246.8 5,601.8 6,852.6 6,852.6 100.0% 100.0% 100.0% 100.0%
Note: Figures of 2012 are estimated with other models after expanding PT Survey samples (including airport-related trips)
Note: Para-transit and tuk-tuk in 2012 were regarded as NMT for comparison
Source: JST
Table 6.3.5 Modal Share of Internal Zones (Inter TAZ Trips only)
1,000 Trips Share
2035 Do 2035 2035 Do 2035
2012 2022 2012 2022
Nothing With Nothing With
CAR 339.4 565.9 1,058.8 965.7 13.4% 16.1% 24.5% 22.4%
MC 1,551.7 2,377.1 2,604.0 2,410.2 61.5% 67.5% 60.3% 55.8%
TukTuk 361.3 356.7 388.1 377.4 14.3% 10.1% 9.0% 8.7%
BUS 76.4 91.7 273.3 0.0% 2.2% 2.1% 6.3%
Urban Rail 0.0 0.0 97.0 0.0% 0.0% 0.0% 2.2%
NMT 272.2 147.0 174.5 193.4 10.8% 4.2% 4.0% 4.5%
Total 2,524.6 3,523.1 4,317.1 4,317.1 100.0% 100.0% 100.0% 100.0%
Source: JST
6-23
Final Report
6.3.6 Network Assignment Results
(1) Validation of Base Model

The base model was validated by comparison with the results of Screen Line Survey and Travel Speed
Survey. Figure 6.3.4 shows the comparison of daily traffic by direction crossing Screen Line and the
network assignment result of 2022. The total traffic volume of all directions is estimated at 808 thousand
PCU/day, which is 6% larger than 764 thousand PCU/day observed in Screen Line Survey. North and south
traffic is estimated relatively larger whilst west traffic is smaller. Traffic on local streets where the Screen
Line Survey was not conducted can be a cause of the excessive traffic estimation.
Figure 6.3.5 compares the travel speed of the base model after the network assignment and travel speed
observed in Travel Speed Survey on major routes in the evening peak hours. It was confirmed that the travel
speed in the base model is comparable to the Travel Speed Survey.
Source: JST
Figure 6.3.4 Validation of Base Model (Screen Line Survey)
Source: JST
Figure 6.3.5 Validation of Base Model (Travel Speed)
6-24
Final Report
(2) Future Network Assignment Result

Table 6.3.6 to Table 6.3.8 describe the performance index of the road network in the study area based on
the assignment result. In the tables below, “urban” represents road links inside Inner Ring Road and Inner
Ring Road itself whilst “suburban” represents road links outside Inner Ring Road.
In the base model, the V/C was 0.81 in urban and 0.67 in suburban. Compared to V/C at 0.87 in urban and
0.44 in suburban estimated in PPUTMP, this result indicates the congestion became more severe in
suburban areas. V/C increases to 1.05 in urban and 0.90 in suburban in Do Nothing Scenario in 2035, which
means the entire road network will become congested. On contrast, V/C in With Scenario in 2035 was
estimated lower than the Base Scenario in both urban and suburban, which results in higher average travel
speed.
Figure 6.3.9 and Figure 6.3.10 illustrate the public transport assignment result of Do Nothing Scenario in
2035 and With Scenario in 2035 respectively. It was projected that the number of public transport
passengers increases on links particularly where a bus priority lane is introduced and it triggers growth of
the number of passengers on other lines as well.
Table 6.3.6 Road Network Performance Index (Base Scenario)

Total
Total Travel
Capacity Volume Total Travel Average
Total Length Distance Peak Travel
Distance Capacity Time(1,000 Travel Speed
(km) (1,000 Speed (km/h)
(1,000 Ratio pcu*h) (km/h)
pcu*km)
pcu*km)
Urban 188 3,473 3,103 0.81 142 21.88 12.33
Suburban 882 20,998 15,539 0.67 520 29.87 19.23
Total 1,070 24,472 18,642 0.69 662 28.16 23.90
Source: JST
Table 6.3.7 Road Network Performance Index (Do Nothing Scenario in 2035)
Total
Total Travel
Capacity Volume Total Travel Average Peak Travel
Total Length Distance
Distance Capacity Time(1,000 Travel Speed Speed
(km) (1,000
(1,000 Ratio pcu*h) (km/h) (km/h)
pcu*km)
pcu*km)
Urban 188 3,473 3,987 1.05 209 19.11 9.88

Suburban 882 20,998 20,651 0.90 797 25.92 15.31
Total 1,070 24,472 24,638 0.93 1,005 24.51 18.97
Source: JST
Table 6.3.8 Road Network Performance Index (With Scenario in 2035)

Total
Total Travel
Capacity Volume Total Travel Average
Total Length Distance Peak Travel
Distance Capacity Time(1,000 Travel Speed
(km) (1,000 Speed (km/h)
(1,000 Ratio pcu*h) (km/h)
pcu*km)
pcu*km)
Urban 190 3,569 3,153 0.81 136 23.16 12.18
Suburban 1,261 39,211 20,764 0.46 596 34.84 26.98
Total 1,451 42,781 23,917 0.51 732 32.67 34.49
Source: JST
6-25
Final Report
Source: JST
Figure 6.3.6 Road Assignment Result (Base Scenario)
Source: JST
Figure 6.3.7 Road Assignment Result (Do Nothing Scenario in 2035)
6-26
Final Report
Source: JST
Figure 6.3.8 Road Assignment Result (With Scenario in 2035)
Source: JST
Figure 6.3.9 Public Transport Assignment Result (Do Nothing Scenario in 2035)
6-27
Final Report
Source: JST
Figure 6.3.10 Public Transport Assignment Result (Do Nothing Scenario in 2035)
6-28
Final Report
7.1 Progress of PPUTMP Projects/Programme

The progress of the projects proposed in PPUTMP was reviewed and the reasons for the delay of the projects
are identified from such viewpoints as financial, environmental, legal and social culture through interviews
with concerned agencies.
7.1.1 Public Transport Sector

Twenty-one (21) projects were proposed for the public transport sector in PPUTMP. Out of those, the bus
location system project (PT-14) was completed. Most of the projects related to the bus sector were partially
completed or on-going. On the other hand, most of the railway projects are incomplete after the Feasibility
Study (F/S) due to the lack of budget and the financial feasibility issue as a transport business. The airport
railway project and commuter railway projects with the existing rail system were operated once but were
suspended due to the financial constraints and the COVID-19 pandemic. The passenger’s demand on the
quality of transport is increasing in Phnom Penh since the user-friendly new transport mode, RHS, has
emerged. Therefore, high quality service is required if a railway is introduced to integrate with other
transport modes. Also, it should be noted that the projects related to paratransit may need to be re-considered
since the dominant paratransit mode were changed to RHS.
Table 7.1.1 Review of PPUTMP (Public Transport Sector)

Issues
Code Project Name Details Progress Environ- Social
Financial Legal
mental Culture
Chaom Chau – 【Suspended】JICA
PT-1 Rail Transit (Phase 1) ✓
Central Market (CM) completed F/S but it
GPIC to CM and Ta was suspended because
PT-2 Rail Transit (Phase 2) of mostly financial ✓
Khmau to CM
issue.
PT-3 Rail Transit Station No. of stations= 43 ✓
Another reason is that
Rail Transit Airport
PT-4 No. of stations= 1 the PPUTMP is not ✓
Station approved by the
PT-5 Rail Transit Depot No. of depot= 2 Cambodia government ✓
or PPCA (Fin.).
【Complete】The bus
route network
proposed by PPUTMP
is almost completed in
PT-6 Bus Route Total length= 426 km
2020. No. of bus fleet
and No. of routes are
almost same as
PPUTMP.
【Partially complete】
Partially completed in
PT-7 Bus depot No. of depot= 2 ✓
2020 stage. Due to
financial issue (Fin.).
7-1
Final Report
Issues
Financial Legal
mental Culture
【Suspended】The
terminal development
Rail transit + City bus
Multi-modal is not progress because
PT-8 + Intercity bus:4 ✓
Interchange Complex of suspension of rail
terminals
transit due to financial
issue (Fin.).
【Incomplete】
Relocation of intercity
bus terminal from
City bus + Intercity CBD to fringe of
PT-9 Bus Terminal (Type 1) ✓ ✓
bus urbanized area is not
progressing because of
Financial and Legal
issue. (Fin., Leg.)
A bus terminal has
been developed in the
Freedom Park (old bus
depot site). It also has
PT-10 Bus Terminal (Type 2) City bus terminal a mode interchange ✓
function between RHS
and water transport.
However, other
terminals are not
progressed. (Fin.)
【Mostly Complete】
PT-11 Bus stop 389 stops Mostly Completed in
2020 stage
【Pre-F/S
BRT (Bus Rapid Completed】Pre-F/S
PT-12 6 lane roads
Transit) completed by ADB.
F/S is being prepared.
【Incomplete】Pilot
project was conducted
Bus priority
PT-13 4 lane roads in PiBO. Under the
measures
discussion on
implementation
【Complete】
A smartphone
PT-14 Bus location system compatible bus
location app has been
prepared.
【Incomplete】No. of
motodop has been
Restructuring of the Zone system for
PT-15 drastically decreased ✓
paratransit operation (1) Motodop
by the convenient RHS
(Soc.).
【Incomplete】
Compete with bus
Exclusive route along the trunk roads.
Restructuring of the system for Tuk-tuk operation is
PT-16 ✓ ✓
paratransit operation (2) Motorumok modern prohibited on several
(tuk-tuk) trunk roads such as
Norodom Blvd (Leg.,
Soc.).
7-2
Final Report
Issues
Financial Legal
mental Culture
【Incomplete】Not
major transport mode
Restructuring of the Zone system for anymore, because No.
PT-17 ✓
paratransit operation (3) Cyclo of drivers is decreasing
due to the aging of
drivers. (Soc.)
【Incomplete】At
least, the roof and
Improvement of benches are required,
Restructuring of the commuter trucks for but implementation is
PT-18 ✓ ✓
paratransit operation (4) factory worker in left to the driver (main
suburban areas operator), so it has not
been progressed. (Fin,
Leg.)
【Suspended】The
service started in 2018
as the airport access
and was cancelled in
2020 due to the
uncomfortable riding
conditions, low
Using existing rail
Introduction of operational speed and
PT-19 system Central St. - ✓ ✓ ✓
commuter rail system no punctuality of
PPSEZ
operation.
Reconstruction is
difficult due to illegal
occupation of railway
and the lack of custom
of using railways.
(Fin., Env. and Soc.)
【Suspended】
Commuter Stations
between Central St.
and Airport St. are not
PT-20 Commuter Rail Station developed, because the ✓ ✓
train is the direct
operation between
above 2 stations. (Fin.,
Env.)
CBA operates a water
taxi between Ta
Improvement of water Khmau – Freedom
PT-21
transport Park.
There is a mode
interchange function
between bus and RHS.
Source: JST
7-3
7-4
Source: PPUTMP
Figure 7.1.1 Location of the Public Transport Projects in PPUTMP
Final Report
Final Report
Figure 7.1.2 City Bus Provided by Japan Figure 7.1.3 Bus Depot
Source: PiBO Source: JST
Figure 7.1.4 Bus Location App Figure 7.1.5 Airport Rail Link (Suspended)
7.1.2 Highway Sector

Thirty-six (36) projects were proposed for the highway sector in PPUTMP. Out of those, 11 projects were
completed and most of the projects were partially completed or on-going. Though several projects were
completed, the pace of implementation of highway projects severely lags behind to meet the emerging
traffic demand and the traffic congestion has been worsening until the COVID-19 pandemic occurred.
Generally, the progress of existing arterial road widening project is relatively going well. On the other hand,
constructions of new roads in the suburbs have faced difficulties because of rapid and large-scale housing
development. In order to bring out the functions of the planned road network, it is necessary to promote
large-scale housing development and arterial road development in an integrated manner, and if it is difficult,
consider alternative road development. It is also important to secure lands for new roads whose target year
is 2030 or later.
Table 7.1.2 Review of PPUTMP (Highway Sector)
Issues
Length Target
Code Project Name Progress Environ- Social
(km) Year Financial Legal
ment Culture
Widening and Sidewalk of
RP-1 10.1 2017 【Complete】
Arterials in Central Area
【Partially complete】Arterial roads has
been constructed for EW and NS direction
RP-2 Boeng Kok Road 6.5 2026
and the originally planned function has
been fulfilled.
RP-3 Missing Links in Central Area 1.3 2021 【Complete】
Widening of NR-1, Chabar
Ampov - New PP Port
7-5
Final Report
Issues
Length Target
ment Culture
New E-W Arterial Road (NR-1 【Partially Constructing】Constructing
RP-5 11.5 2023
- Cheng Aek Road) between NR-20 – Ta Khmau.
New E-W Arterial Road (Cheng
RP-6 16.1 2031 【Unknown】
Aek - RR-IV)
【Partially Complete】Incomplete section
New and Widening of RR-II
RP-7 20.4 2020 through factory area in south of Veng Sreng ✓ ✓
(NR-2 – NR-5)
and section to connect NR-5. (Env.)
【Incomplete】Construction of a bridge
Extension of RR-II (NR-5-NR- over Tonlé Sap River and adjustment with
RP-8 2.9 2026 ✓ ✓
6) large scale housing development are
required. (Env.)
RR-III (NR-1 - Junction with 【Constructing】Constructing a bridge
RP-9 18.5 2023
NR-21) over Bassac River.
【Constructing】Constructing sections
RP-10 RR-III(NR-21 – NR-4) 24.5 2023
including flyovers.
Widening of RR-III(NR-4 -
4km section)
Widening of RR-III(4km from
RP-12 10.7 2019 【Complete】
NR-4 - Preak Pnob Bridge)
RP-13 RR-IV (NR-1 – NR-6) 80.8 2035 【Incomplete】 ✓
Widening of NR-2 (Junction
RP-14 12.1 2031 【Constructing】
with NR21 - RR-III)
Widening of NR-3 (Junction
with RR-III - RR-IV)
RP-16 Widening of Chaom Chao Road 8.4 2016 【Complete】
Widening of Russia/NR-4 (IRR
RP-17 15.2 2019 【Complete】
- RR-IV)
【Partially complete】Partially Complete
New E-W Arterial in Sen about 6km in urban area in 2016. Land
RP-18 15.9 2016 ✓ ✓
Sok(Toul Kok - RR-IV) acquisition or alignment change is required
for sections in west side.
Widening of Hanoi Road (RR-
II - RR-III)
Widening of NR-5 (Chruoy
RP-20 15 2017 【Complete】
Changvar Bridge - RR-IV)
【Incomplete】Land acquisition or
Chban Ampov area
RP-21 18.9 2018 alignment change is required for widening ✓ ✓
Development Road package
and new construction. (Env.)
【Incomplete】Land acquisition or
Mean Chey District Urban
RP-22 27 2028 alignment change is required for widening ✓ ✓
Development road package
and new construction. (Env.)
【Partially complete】Road widening in
Mean Chey - Diamond Island high density residential area (Env.) and
RP-23 5.8 2031 ✓ ✓
Connection Rd package construction of bridge (Fin.) is not
completed.
【Partially complete】Section between St.
AZ Green City Development 271 and NR-2 has been almost completed.
RP-24 34.2 2031 ✓ ✓
Road package NS direction is not completed. Land
acquisition is required. (Env.)
【Partially complete】North part of NS
direction completed. ES direction not
Chaom Chao South Area
RP-25 25.7 2023 completed. Land acquisition or alignment ✓ ✓
Development road package
change is required for construction in
residential area (Env.).
【Partially complete】Russian Blvd. -
Russia - Chaom Chao
Veng Sreng Blvd. connected. Section to
RP-26 Connection & Boeng Tumpun 8.5 2021 ✓ ✓
connect Russian Blvd. and St. 2004 is not
Access
completed. (Env.)
7-6
Final Report
Issues
Length Target
ment Culture
【Partially complete】North part of NS
direction and west part of EW direction is
Samraon Kraom Sub-center
RP-27 15.3 2031 not completed. Land acquisition or ✓ ✓
Development Road package
alignment change is required for some
sections in residential area (Env.).
Western Peripheral area 【Incomplete】New residential area has
RP-28 31.2 2035 ✓ ✓
development roads been developed. (Env.)
Phnom Penh Thmei district in urban area. Sections in suburban area are
RP-29 22.5 2026 ✓ ✓
Development package not completed. New residential area has
been developed in suburban area. (Env.)
【Partially complete】Section of NS
direction and 2 sections of EW direction
Krang Thnong New Sub-center
RP-30 20.8 2035 are not completed. Land acquisition is ✓ ✓
package
required for NS direction to connect
Russian Blvd. (Env.)
Camko/Grand Phnom Penh
RP-31 9.8 2022 in urban area. Widening of sections in ✓
Development package
undeveloped area are not proceeded.
Ruessei Keo, Kilolekh6 area 【Complete】Alignment was changed
RP-32 9.3 2026
Development roads from original plan but connected.
Soka, Chruoy Changvar
Development roads
Garden City Preak Pnob
Development roads
Flyover or Underpass Project in
RP-35 1.1 2019 【Suspended】 ✓
the Central Area
RP-36 Flyover or Underpass Project 9.3 2035 【Suspended】 ✓
Source: JST
Widened Lane
Figure 7.1.6 Widening of RR-III Figure 7.1.7 Widening of Russia/NR-4

(NR-4 - 4km section) (IRR - RR-IV)
7-7
Final Report
Note: Solid lines in the figure indicate completed projects. Dotted lines indicate uncompleted projects.
Note: RP-1 is not shown in the map since it is a sidewalk widening project in the city centre.
Source: JST
Figure 7.1.8 Location of the Highway Projects in PPTUMP (Detail View)
7-8
Final Report
Note: “Widening (Plan)” includes the sections constructed after PPUTMP had been formulated but it required further widening
to reach to the proposed service level in PPUTMP.
Source: JST
Figure 7.1.9 Location of the Highway Projects in PPTUMP (Whole PPCA Area)
7.1.3 Traffic Management Sector

Twelve (12) projects were proposed for the traffic management sector in PPUTMP. Three (3) projects were
completed and most of the projects were mostly completed or on-going. Progress of the pedestrian
environment, mobility management, parking project is very limited. It should be noted those projects related
to pedestrian and parking were closely related to the public transport sector.
Table 7.1.3 Review of PPUTMP (Traffic Management Sector)

Issues
Financial Legal
mental Culture
Chamkar Morn
TM-1 Signal phasing adjustment 【Complete】
Intersection
Neang Kong Revision of traffic regulation
TM-2 Heang 【Complete】
Intersection Signal phasing adjustment
7-9
Final Report
Issues
Financial Legal
mental Culture
【Suspended】Not
Chrouy start yet in terms of land
TM-3 Changvar Underpass acquisition and ✓ ✓
Intersection construction cost. (Fin.,
Env.)
Additional one-way
system in the PPUTMP
revision work was
One-way
TM-4 Introduction of one-way system proposed. But not ✓
system
progressed yet due to
lack of consensus with
roadside residents is an
issue (Soc.)
Off-road parking 【Partially complete】
On-road parking Several underground
parking facilities have
been constructed using
under the public park.
On-street parking
Parking (charged) is currently
TM-5 ✓ ✓
measures difficult to be installed,
Parking information system because it can be parked
anywhere for free.
Parking information
system has not been
implemented yet. (Fin.,
Leg.)
Dissemination to citizens along 【Partially complete】
the roads Pedestrian network at
Development Guide to remove illegal the intersections was
of comfortable sidewalk parking, etc. secured by the traffic
TM-6 ✓
pedestrian signal installation, but it
environment is still hindered by
Sidewalk widening illegal parking along the
trunk roads. (Soc.)
TM-7 Transit mall 【Studied by ADB】 ✓ ✓
Synchronized traffic signal 【Mostly complete】
control Even synchronized
Area traffic control system traffic signal and
City centre Intelligent traffic signal control centre were
traffic signal installed, traffic
Traffic surveillance system
TM-8 improvement monitoring system
project for 100 Traffic monitoring system using probe vehicles,
intersections using probe vehicles traffic information
Traffic information system system, transit signal
(Variable message sign system) priority system were not
Transit signal priority system implemented.
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Final Report
Issues
Financial Legal
mental Culture
【Incomplete】Parking
space for P&R1 is
difficult to develop.
Because of financial
Park and bus Transfer to bus from cars in the
TM-9 issue. Basically, No. of ✓ ✓
ride suburban area
P&R users are small,
but K&R2 have more
possibility than P&R.
(Fin., Soc.)
【Incomplete】Even
though government
offices have introduced
telework due to the
COVID-19, the PC
Mobility
TM-10 owned household rate is ✓
management
still low, therefore the
introduction of
telework, especially
private sector is not
progressing. (Soc.)
【Not completely
enforced】
Driver education is
occasionally conducted
Driver's
with the donor support
education and
TM-11 project and traffic ✓ ✓
traffic
enforcement activity is
enforcement
insufficient because of
lack of No. and quality
of traffic police officers.
(Fin., Soc.)
Preparation of 【Incomplete】
parking space Discussed but not yet
TM-12 ✓ ✓
for trucks in implemented. (Fin.,
the city centre Leg.)
Source: JST
Figure 7.1.10 Traffic Signal with CCTV Figure 7.1.11 Traffic Control Centre
1 P&R: Park and Ride

2 K&R: Kiss and Ride
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Final Report
Source: PPUTMP
Figure 7.1.12 Location of the Traffic Management Projects in PPUTMP
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Final Report
7.2 Issues in Urban Transport
7.2.1 Impacts Caused by Upper Planning and Urban Transport Project/Programme
(1) Uncontrolled Expansion of Metropolitan Area

Along with the uncontrolled urban sprawl of Phnom Penh Metropolitan Area, some villages in Kandal
Province have been transferred to the Phnom Penh municipality. Several mega urban development projects
such as Koh Norea, Grand Phnom Penh and Garden City are planned in suburban areas of Phnom Penh.
On the other hand, population density in CBD has been decreased due to the rising land price. Land use
regulations need to be tightened toward sustainable urban development. The future urban transport
infrastructure projects and programmes need to be taken into account for the uncontrolled urban sprawl.
Source: JST based on several brochures and articles
Figure 7.2.1 Location of the Urban Development Projects in Suburbs of Phnom Penh
(2) Emerging Mega Projects

A number of mega projects, including those of transport projects, are emerging in Phnom Penh and these
projects will adversely impact the urban mobility in Phnom Penh. The Phnom Penh New International
Airport and its airport access road, for instance, are planned in Kandal Province, which will significantly
generate the passenger travel and change the travel pattern between Phnom Penh and Kandal. On the other
hand, the Kandal Provincial Hall is located at Ta Khmau municipality bordering south of Phnom Penh
municipality and there are no plan that the area is to be absorbed.
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Final Report
It is expected that frequent commuting and business trip crossing the Phnom Penh municipality area will
be generated in the future. Accordingly, further coordination on transport planning and management with
Kandal Province and PPCA will be required.
(3) Delayed Implementation of Urban Transport Project

The following figure shows a summary of the project progress in PPUTMP. Comparing with other sectors,
the number of complete project for public transport sector is limited since most of the railway projects were
suspended after the F/S. A major reason of the suspension is budgetary constraint and the financial
feasibility issue as a transport business. The delay of implementation of the public transport project will
contribute to leading to the development of Motorised Society. The introduction of a public transport system
is essential to achieve the goal of Phnom Penh, a sustainable city. It is required to re-examine a feasible
public transport system considering the issues on implementation and constraints.
100% 0% 3% 1%
14% 19%
24% 25%
80% 6%
8% 16%
8% 4%
60%
38%
47%
40% 33% 36%
10%
20% 19%
31%
25% 23%
10%
0%
Public Transport Road Traffic Management Total
Complete Partially Complete F/S Stage Suspended Incomplete Unknown
Source: JST
Figure 7.2.2 Progress of the Projects Proposed in PPTUMP
(4) Social Culture as Key Factor for Success in Implementation and Management of Public
Transport and Traffic Management Project/Program
Most of the incomplete projects in the traffic management sector can be said as the complemental projects
to increase the accessibility and usability of public transport such as pavement, the parking and bus ride
system and mobility management. The progress of those projects is limited due to social culture obstacles.
For example, the uncontrolled on-street parking as well as the low quality and unstandardized design of
sidewalks which tend to hinder pedestrian’s walking environment is a common exercise. Another example
is the development of the bus stop which always faces opposition against it by the neighbouring property
owners. If the budgetary constraints continue, those complemental projects should be implemented to
increase the usability of existing public transport.
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Final Report
7.2.2 Institutional and Organisational Issues in Urban Transport
(1) Absence of Agreed Vision, Strategic Plan and Action Program in Urban Transport
PPUTMP is only the comprehensive transport master plan in Phnom Penh. The implementation of the
master plan would be achieved through a number of workshops and seminars to confirm with the related
upper and on-going plans/programmes. A number of stakeholders, including decision makers in Phnom
Penh and Khan need to agree with the strategic plan and action programme in PPUTMP that are not
officially included with the long-term budgetary plan of PPCA and Khan.
(2) Absence of Transport Planning and Management Agency and Lack of Coordination between
the Concerned Government Agencies
MPWT is responsible for the development of transport infrastructure at the national level, legislation related
to transport, vehicle registration and driver's licence system. DPWT is developing transport infrastructure
at the local level, and vehicle registration work has been transferred from MPWT. In addition, traffic police
is responsible for ensuring traffic safety, cracking down on traffic violations, investigating traffic accidents
and providing traffic safety education.
In addition, the overall planning and management of the urban infrastructure and service are always tasked
to three different Deputy Governors of PPCA and there isn’t transport planning and management function
in PPCA. CBA only functions as a service provider to operate commuter bus service in Phnom Penh.
The duties and responsibilities of development and management of urban transport infrastructure and
service are scattered among MPWT, DPWT, traffic police and PPCA. A close coordination among MPWT,
DPWT and traffic police should be initiated by PPCA and is required to achieve integrated and effective
management in urban transport.
MPWT PPCA Khan Private

Transport
Lack of Comprehensive Transport Planning Authority
Planning
✓ Road Law/ ✓ Traffic Control ✓ Traffic Police
Law /
Traffic Law / / Number plate / Number plate
Regulation Prakas Issue (PV) Issue (RHS) Outsourcing?
e.g. private
Infrastructure National Road Arterial Road Local Road road operators,
Construction ✓ ✓ ✓ illegal parking
Maintenance ✓ ✓ ✓ inspector
Lack of Spatial Coordination
Operation (e.g. Connected pedestrian route)
Railway Lack of Operational Coordination ✓ Cargo

Bus ✓CBA (e.g. Transit & Information) ✓ Inter-city
bus operators
Para-transit ✓RHS
(RHS) Company &
Traffic Signal ✓TCC Owner drivers
Parking ✓Public ✓Private

On/Off Parking Parking
Traffic ✓Bus / TCC ✓RHS
Information Operation Data Location data
Source: JST
Figure 7.2.3 Absence of Transport Planning and Coordination Agencies
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Final Report
(3) Lack of Management of Private Transport Operators

Recently, private transport operators of RHS are playing a key role in urban transport in Phnom Penh. On
the other hand, the government is struggling with monitoring and controlling those private operators since
there are no regulation to limit the number of operators and control the quality of services.
In Japan, to start a public transport business, it is necessary to obtain the necessary permits and licences
and/or to make a presentation to transport-related authorities in accordance with the following laws: the
Road Transport Law (needs permission of public transport business from the Minister of Ministry of Land,
Infrastructure, Transport and Tourism), the Road Law (needs permission of road administrator to install bus
stops) and Road Traffic Law (needs coordination with traffic police for the public transport routes).
(4) Absence of Enforcement of Road Traffic Law and Related Regulations

All the passenger transport operators are required to acquire the business licence from MPWT based on the
Road traffic law. DPWT is responsible for the actual licensing work in each province. When the operators
register the business licence, several document such as driver’s licence and vehicle technical inspection
certificate are required. After the licensing, traffic police monitor the transport operator from the view point
of traffic safely. However, the number and the capacity of traffic police are limited and it’s difficult to
handle increasing RHS operators.
(5) Absence of Urban Transport Management Tool/System

A number of urban transport data is collected from different agencies: Real-time bus operation data (CBA),
real-time traffic count and speed at designated intersections (TCC/DPWT), real-time RHS operation data
(private App service providers) and so forth, and these urban transport data are not integrated and translated
into planning, management and monitoring of urban transport service. To guide the transport policy
planners in government and operators, a transport management tool/system which includes integration of
those transport data is required.
(6) Absence of Urban Transport Planning and Management Training

Similar to the management tool/system, a training programme for transport policy, makers, planners and
operators is not available in any public agencies and the similar training has been conducted in ad-hoc basis
mainly under the technical support by different donors. There is also very weak coordination in
implementing such training between the public agencies and academic institutes. The capacity building of
individual planners and operators is a must to develop evidence-based planning and management of the
urban transport system.
(7) Unavailable Sustainable Funding Source

As shown in 7.1, most of the projects and programmes proposed in PPUTMP were incomplete due to the
lack of funding sources. In addition, the funding for development and management of urban transport
system is always fluctuated due to uncertainties and emergent funding requirement such as that caused by
the COVID-19 pandemic. Both lack of funding and unstable funding contribute to unplanned and delay of
implementation of urban transport infrastructure and service, therefore sustainable financial mechanism for
urban transport sector is required.
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Final Report
7.2.3 Issues on Urban Transport-related Infrastructure and Facilities
(1) City Bus
1) Absence of Terminal Facility in City Centre

As seen in the previous chapter, the average bus operation length of each bus route exceeds 20 kilometres
due to the limited availability of bus terminal facilities. The location and space of these bus terminal
facilities become part of the determinants of the bus routing/servicing. Efficient operation means that
bus runs frequently in the section of high passenger demand and runs low frequent in the section of low
demand. However, some bus routes are composed of many kilometres of dead run due to the limited bus
terminal facility. Also, the long bus route makes difficult to secure punctuality due to the uncertainty of
traffic jam.
2) Further Improvement in Comfort for Bus Users

Bus stops should be located based on passenger demand and accessibility to public facilities such as
schools, hospitals, temples and markets. However, due to strong objections by roadside building owners,
the CBA faces difficulties to place bus stops at proper locations, which hinders bus users’ accessibility
to bus stops.
Most of sheltered bus stops are equipped with lighting facilities which at minimum improve the security
of bus passengers. These sheltered bus stops are desired to be equipped with additional security tools
such as a security camera to maximize the security of bus passengers. The worst cases are seen at stand-
type bus stops where there are no proper lighting facilities and security tools.
3) Further Improvement in Spacing and Design of Bus Stop Facilities

Bus stops should be also located considering the impacts to traffic flow. However, due to limited
availability of the spaces for bus stops, some bus stops are placed near intersections. The PPCA also
encourages placing a number of sheltered bus stops which significantly improve comfortability for bus
users. However, these sheltered bus stops are placed without considering spaces for pedestrians and
sometimes hinder the flow of pedestrian traffic.
Most bus stops are placed with bus stop markings, however the illegal parking of vehicles and
motorcycles is often seen at/near the bus stops. This significantly hinders the safety of the buses and
accessibility by bus passengers.
The original bus stop design was not found to be user-friendly: The whole bus network and transfer bus
stops were not seen. The bus line information with the bus stops are too detailed and not visible. The
bus stop at glance cannot inform the bus line and direction (starting and ending terminals). The bus stop
design was gradually improved but should be further improved reflecting users’ needs.
The JICA PiBO Project has drafted Bus Stop and Facility Design Guide and bus-related infrastructure
and facilities should be designed and planned/placed following this design guide.
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Final Report
Source: JICA PiBO
Figure 7.2.4 Bus Stop Design
4) Underutilised e-Payment System

The CBA launched e-Payment system: smart card by Wing in 2018 and QR-code payment system by
Acleda in 2019 and all buses are equipped with these payment systems since then. However, less than
3% of bus passengers use those e-Payment systems before the suspension of bus operation. Fewer
number of paid passengers, lack of awareness toward e-Payment system, fixed and lower rate of fare all
contribute to lowering the usage of e-Payment system. And these e-Payment systems should be
encouraged as part of prevention measures against COVID-19. PPCA also launched an application for
City Bus in 2019. The application, which was developed by iTsumo Tec. (a subsidiary company of
FIGIX Industry Co., Ltd.), provides the real-time bus location information and bus route network
information for users. In addition, there is a plan to integrate other functions such as calling taxis,
shopping online and booking bus tickets in the application, however, these functions are still at the
demonstration phase.
(2) Paratransit
1) Lack of Terminal/Parking Facilities

The number of RHS users is becoming dominant among public transport passengers and accordingly,
the number of registered RHS vehicles has been increasing rapidly. These increased number of RHS
users and vehicles contributes to worsening the traffic congestion in Phnom Penh and integration of
RHS with mass public transport mode is inevitable to reduce severity of urban traffic congestion.
Based on the result of travel speed of RHS, around 80% of all observations are less than 26 km/h. Many
stop records were observed around Chaom Chau Market and Russei Keo Market, which suggests that it
is more difficult for drivers to find passengers in suburbs. Most of the RHS vehicles are parked on the
road since exclusive parking space for RHS vehicles are limited such as the front of shopping mall,
which tends to hinder the traffic flow of both vehicles and pedestrians. Also, there is no proper transit
facility to promote the modal transfer between City Bus as mass public transport and RHS.
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Final Report
2) Lack of Centralised and Integrated Information System

RHS companies provides a real-time location system of vehicles by each operator’s application. These
location system and data currently tend to be utilised only by the RHS passengers and companies and
would benefit the public transport agency if fully utilised to monitor the demand and security of RHS
passengers and to develop the evidence-based infrastructure and service planning. These data once
integrated among different operators and other service providers such as the CBA could also benefit the
public transport passengers to integrate the different payment systems, including issuance of discount
codes.
3) Lack of Unified e-Payment System

Currently, each public transport service provider has its own payment system: Wing card and QR code
by the CBA and credit card and top up charge by RHS companies. Integration of fare payment system
may contribute to improving user friendliness to the public transport users and security and safety of the
users to prevent from the contact of COVID-19 virus. Sometimes it may also result in increasing the
number of public transport users if any fare reduction is introduced such as the monthly subscription
payment.
(3) Other Public Transport Modes
1) Safety Issues in Commuter Truck / Motorumorque

Commuter trucks and motorumorques are used by factory workers and students for commuting in
suburban areas. The fleets of these trucks and motorumorques tend to be very old and do not meet safety
standard. Passengers basically travel by standing on the truck deck bed under the heat of the sun or in
the rain. The cost of commuting by truck may be low but passenger safety and comfort are neglected.
2) Limited Service of Taxi Boats

Since three rivers, namely, the Mekong River, the Tonlé Sap River and the Bassac River run across the
east side of Phnom Penh, the river crossing boats have been used for long time in Phnom Penh.
Following the recommendation by the Minister of Public Works and Transport, DPWT developed piers
and purchased 2 units of taxi boats and CBA currently operates these two taxi boats between Ta Khmau
and Freedom Park. These taxi boats are expected to function as part of commuter transport mode,
however, still collects very few passengers due to limited service frequency.
3) Lack of Terminal/ Parking Facilities for Taxi Boats

Although the service route of taxi boats running between Ta Khmau and Freedom Park meets the travel
demand generated in southern Phnom Penh and has potential to increase the ridership, there is no proper
terminal and parking facilities available to transfer the taxi boat to/from private car and public transport
modes.
4) Dispersed Intercity Bus Terminal

Currently, each intercity bus operator has its own terminal and parking facility mostly located and
scattered within the city centre. These intercity buses transport both passengers and small parcels and
which always generates a number of trips sending/collecting them. Traffic congestion caused by large
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Final Report
parking buses can be frequently observed at the entrance/exit of the intercity bus terminal located in an
area lined with narrow and busy streets in the CBD.
(4) Highway
1) Rapid Increase in Vehicle Ownership and Registered Vehicle

The number of newly registered vehicles in Phnom Penh, which was 282,137 in 2013, has almost
doubled to 506,226 in 2021. After 2005, the increasing trend has continued for more than 15 years.
Previously, it was possible for residents outside Phnom Penh to register vehicles in Phnom Penh. Since
it was banned around 2020, the number of newly registered vehicle has slightly decreased. The
breakdown of the number of newly registered vehicles in 2021 was 432,255 motorcycles (85.4%),
60,964 light vehicles (12.0%), and 13,007 heavy vehicles (2.6%).
To purchase a sedan car of 1000cc or less for USD 10,000 in Cambodia, required total amount is USD
17,852.5, namely USD 10,000 for vehicle, USD 3,500 for import tax, USD 2,700 for special duty, USD
1,620 for value added tax, USD 10 for registration tax, and USD 22.5 to obtain a driver's license. As for
the operation and maintenance cost, USD 37.5 per year for road tax, USD 5 per year for vehicle
inspection fee and fuel cost are required. In order to control the rapidly increasing number of vehicles,
countermeasure such as increasing taxes on vehicle purchases and maintenance and allocating them to
road development and maintenance costs are also conceivable.
In Cambodia, driver's license doesn’t required for motorcycles of 125cc or less. Introduction of a license
system for motorcycles of 1255cc or less is required not only from the viewpoint of curbing the number
of vehicles but also from the viewpoint of traffic safety.
Source: JST based on MPWT
Figure 7.2.5 Number of Newly Registered Vehicles
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Final Report
2) Increase of the Number of Traffic Accidents

Figure 7.2.6 illustrates the transition of the number of traffic accidents, injuries and fatalities in Phnom
Penh. According to the increase of registered vehicles, the injuries and fatalities are increasing year by
year.
1800 1600
Number of fatalities and injuries
1600 1400
352
Number of accidents
1400 1200
554
1200
1000
1000 210
191 800
800 947
826 600
600 698
571 400
400
200 200
220 263 223 301
0 0
2017 2018 2019 2020
Year
Fatality Serious injury Slight injury Number of accidents
Source: Phnom Penh Municipality Traffic Police
Figure 7.2.6 Number of Traffic Accidents, Injuries and Fatalities
BOX 4 : Traffic Accident Spot Analysis

1. Overview of Traffic Accident Location Data
In 2005 to 2016, Traffic Police used to record the location information where traffic accident happened.
Currently, the registration system is not functional and the most updated data was not available. Among
the available data, 2,714 records with location information are illustrated in a heat map (See Figure 7.2.7).
The location information can be utilised for identifying hotspots even though the information is limited
and more than 6 years old.
2. Result of Traffic Accident Spot Analysis
In Phnom Penh, traffic accidents are concentrated on Russian Blvd., Veng Sreng Blvd., NR-1, NR-4,
NR-5 and NR-6. On these arterial roads, traffic accidents were identified at any sections not limited to
major junctions. The intersection of Russian Blvd. And Hanoi Blvd. was transformed to a flyover in
2018, the current trend may be different. Traffic accidents is likely to decrease at the confluence point of
a short cut from NR-4 and Russian Blvd. because of the completion of grade separation at Chaom Chau
intersection. On the other hand, there is no plan of grade separation at the intersection between Russian
Blvd. and Road 2004. Thus, high traffic accident risk still remains there.
Traffic accidents in CBD are concentrated particularly in the triangle of Chroy Changver Bridge, Central
Station and Royal Palace. This area has heavily congested roads and a lot of pedestrians as well. In
addition, at-grade intersections on major arterial roads were identified as hotspots.
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Final Report
Source: JST based on the NRSC’s data (Records are not shown if there are only less than 3 cases occurred in a hexagon.)
Figure 7.2.7 Traffic Accident Hotspot
3) Lagging Improvement of Road Infrastructure against Emerging Traffic Demand

As it is mentioned in the section 7.1, several projects proposed in PPUTMP are in progress. However,
some of them are still incomplete due to the lack of budget and land acquisition issues. Considering the
above-mentioned increasing number of vehicles, further road development is required. On the other
hand, it should be noted the improving highway network further encourages a car oriented culture as
well in the future.
(5) Traffic Management
1) Limited Signalized Intersections and Unsignalized Intersection

Among the 115 signalized intersections, there are 109 signalized intersections connected to the Traffic
Control Centre (TCC). There are also signalized intersections not connected to the TCC in the large-
scale private developments and outside St.271 (Inner Ring Road) in Phnom Penh. Those unconnected
signalized intersections were developed by DPTW based on the request from private developers. There
are 55 unconnected signalized intersections in Phnom Penh as of the end of 2021. Those are mainly
located in suburban area. In addition, there are non-signalized intersections with heavy traffic in the
CBD, especially at the intersection between major thoroughfares/small roads. There is a need to increase
signalized intersections and expand the covered area of TCC.
2) Deterioration of Traffic Signal Facilities

After the Grant Aid Project, OFC (Optical Fibre Cable) related accidents (disconnection due to OFC
accidents, and traffic police disconnect not only the power supply but also the OFC network due to VIP
passage) accounted for 40% of all troubles. There were many accidents since the OFC of the traffic
control system was mixed with other messy fictitious wiring such as communication cables and thus
were accidentally disconnected.
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Final Report
Since more than 3 years have passed after the Grand Aid Project, deterioration has been observed on
facilities and equipment such as the uninterruptible power supply (UPS). The fire extinguishing
equipment and the power generation equipment which is installed in the dedicated building on the north
side of the PPCA Building were installed in the Grant Aid Project. That equipment is not regularly
maintained.
Similarly, five years have passed since the server, which is the basis of the traffic control system, was
installed when the Grant Aid Project started. Renewal of the server is required. However, it is expensive
to replace the software and countermeasures should be considered.
3) Uncontrolled On-street Parking and Limited Off-street Parking Facilities

Many private vehicles are parked on the street. Traffic police is responsible for crackdown. However,
the illegal parking has been overlooked for many years in Cambodia. Based on the result of parking
condition survey in CBD, parking occupancy ratio in peak hour was 125%, parking capacity was 7,134
PCU and parking demand was 5,705 PCU. There are not enough parking facilities. PPCA is trying to
install off-street underground parking facilities in CBD area. On the other hand, illegal parking ratio was
86% based on the parking condition survey. It is necessary to strengthen crackdowns on illegal parking,
even parking facilities are constructed in future.
4) Further Improvement of Pedestrian Environment

The radiant roads that form the main structure of Phnom Penh and the grid roads in the CBD were
formed during the French colonial era. Sufficient width of sidewalk is secured and it forms a beautiful
cityscape together with some colonial-style buildings that still remain. However, the large sidewalk
space is mainly occupied privately as a parking space. In addition, many narrow streets in the suburbs
have no sidewalks, or the sidewalks and shoulders are unpaved. Therefore, pedestrians are forced to
walk on the road. Safe and comfortable pedestrian environment isn’t secured.
Source: JST
Figure 7.2.8 Privatised Sidewalk and Unwalkable Pedestrian Walkway
Figure 7.2.9 illustrates the opinions on roadside parking collected in the Passenger Interview Survey.
71 % of respondents answered current situation is not acceptable for convenience. There are many users
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Final Report
wish for crackdowns and further improvements. As “Secured from traffic accidents” is raised as a major
reason for using RHS, pedestrians are forced to walk on roads since sidewalks are occupied by parked
vehicles and kiosks. Improving the pedestrian’s environment is vital for promoting public transport use
to improve access to a bus stop.
Source: Passenger Interview Survey (JST)
Figure 7.2.9 Opinions on Roadside Parking
5) Efficient Use of Existing Road Facility

The road spaces in Phnom Penh tend to be occupied by on-street parking, on-street stopping cars/trucks,
RHS vehicles waiting for passengers, Kiosks and so forth. Compared with other cities in surrounding
countries, the width of major roads is relatively wide in Phnom Penh due to the historical urban
development. Therefore, the road capacity will increase if illegal parking and occupancies are excluded.
6) Driver Education and Traffic Enforcement

Disregarding traffic rules and traffic lights/road markings is a long-time habit of Phnom Penh citizens
and the amendment to the Road Traffic Law in 2016 that a driver’s licence is not required to drive a
motorcycle under 125cc has made the situation worse and increased traffic accidents in Phnom Penh.
7) Others
Second-hand cars are sold along a busy carriageway/sidewalk in the CBD reducing traffic capacity.
There is no organisation that manages urban transport as a whole. For example, roads, traffic lights and
part of traffic management measures such as one-way system and traffic safety are under DPWT.
Although one-way system was introduced on some streets already, new introduction of one-way system
is not progressing due to the inadequate organisation structure of DPWT. On the other hand, City Bus
operation and parking measures are directly managed by PPCA.
In addition, the legal system that covers the entire urban transport is not sufficient; for example,
positioning of paratransit in the road related law.
On the other hand, telework started in Phnom Penh with the COVID-19 pandemic; however, it is unclear
whether telework, which is one of the effective traffic demand management measures, will take root as
a new work style.
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Final Report
7.2.4 Issues in Urban Transport Service

There are three important indicators to measure the service level of public transport, "population coverage
along routes", "transport capacity", and "operating speed". In this section, these 3 indicators are
quantitatively evaluated for the current 13 City Bus routes.
(1) City Bus
1) Function of Bus Route

City Bus has been gradually expanded from 3 routes in 2016 to 8 routes and 13 routes by 2018 in line
with the provision of Chinese Buses in 2017 and Japanese Buses in 2018, following the 10 bus routes
recommended by the PPUTMP. When planning the operation of City Bus, the CBA takes into
consideration passenger demand, roadside development status, and transfer between buses, and defines
Trunk Line (Line 1A, 2, 3, 4A / B, 9), Feeder Line (Line 4C, 5, 6, 7, 8 and 10), Regional Line (Line 1B
and 11), and Circular Line (Line 12 and 13), sets the operation frequency required for each function,
formulates an operation plan, and assigns 181 buses into 13 routes.
The number of passengers on the Trunk Line, Feeder Line, and Regional Line was steadily increasing,
with an average of 10 passengers per operation on the Trunk Line, an average of 5 passengers on the
Feeder Line, and an average of 3 passengers on the Reginal Line. On the other hand, the number of
passengers of the Circular Line has not reached the expected number due to the expansion of the RHS
services such as PassApp, and the average number of passengers of the Circular Line is less than two
passengers per operation.
In addition, as the development of urban railway is delayed, ADB is considering to support the
development of Bus Lanes along the Truck Lines to replace urban railways as the intermediate measure.
Currently, due to the influence of the new coronavirus, the City Bus service is limited to 4 Lines and 5
routes (1A, 2, 3, 4A / B), but in the short term when expanding the service routes in the post Corona, it
is necessary to reorganize bus routes to meet passenger demand, and in the medium term, it is necessary
to reorganize routes in line with the development of Bus Lanes and urban railway development, and to
assign the number of required bus fleets.
2) Missed Trips caused by Breakdown and Traffic Congestion

The City Bus operation was suspended due to the COVID-19 pandemic in March 2020. However, the
operation resumed on 4 routes (5 lines) with 60 buses on 2nd November 2021. Figure 7.2.10 shows the
latest bus route map and frequency of operation as of February 2020. Lines 1A, 2, 3 and 4B, which have
the largest number of passengers, operate every 10 to 15 minutes, Lines 5B, 6 and 9 operate every 15 to
20 minutes, and the other routes operate every 20 to 30 minutes. However, the actual operation lags
behind these pre-set frequencies.
Lines 1A, 2, 3 and 4A/B, which resumed their operation in November 2021, operate every 15 to 20
minutes currently.
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Final Report
Source: Phnom Penh City Bus
Figure 7.2.10 Operation Frequency of City Bus
The PiBO Project regularly updates the service level of the City Bus. In 2018, the average percentage
of missed trip (Actual number of missed bus trips against planned trips) was recorded at 14.8%, however
it worsened by reaching 30.0% on the average in 2019. The PiBO Project also records the reasons of
these missed trips: half of missed trips are caused by the urgent breakdown/repair work of the bus fleets
and another half of the missed trips are caused by traffic congestion. These urgent breakdown/repair
works consist of 1) failure due to clutch wearing, 2) brake failure and 3) painting/sheet metal repair due
to small-scale accidents.
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Final Report
Table 7.2.1 Bus Service Level (2018-2019)

Operation
No. of Missed Bus km Bus km per Operation

Month Bus Fleet Expected Trip Actual Trip
Route Trip per day month Speed
(route) (veh.) (round-trip/day) (round-trip/day) (%) (km) (km) (km/h)

Jan-19 13 233 839 652.5 22.2% 25,272 758,163 13.7
Feb-19 13 233 870 675.0 22.4% 25,681 770,418 13.7
Mar-19 13 235 889 672.5 24.3% 25,907 777,198 13.8
Apr-19 13 235 853 604.5 29.1% 23,167 695,001 13.7
May-19 13 235 902 626.0 30.6% 23,849 715,464 13.0
Jun-19 13 235 878 605.5 31.0% 22,878 686,337 13.3
Jul-19 13 235 860 573.5 33.3% 21,961 658,839 12.0
Aug-19 13 233 865 524.0 39.4% 19,750 592,488 10.8
Sep-19 13 235 867 519.0 40.1% 20,033 600,993 11.2
Oct-19 13 190 717 452.0 37.0% 16,644 499,326 11.9
Nov-19 13 181 644 482.4 28.0% 17,243 517,293 14.6
Dec-19 13 181 664 500.5 24.6% 18,804 564,123 15.5
Total in 2019 13 181 820 574 30.0% 21,766 7,835,643 13.1
Operation
Bus km
No. of Bus Missed Bus km Operation
Month Expected Trip Actual Trip per
Route Fleet Trip per day Speed
month
(route) (veh.) (round-trip/day)(round-trip/day) (%) (km) (km) (km/h)
Jan-18 8 155 546 494.5 9.3% 18,235 547,050 14.2
Feb-18 8 155 568 509.0 10.4% 18,818 564,549 14.2
Mar-18 8 155 570 512.5 10.1% 18,928 567,828 14.0
Apr-18 8 155 556 501.5 9.7% 18,678 560,334 15.0
May-18 8 154 545 506.5 7.1% 18,749 562,470 14.1
Jun-18 8 155 549 488.0 11.0% 18,102 543,072 14.2
Jul-18 8 155 557 487.0 12.6% 18,344 550,320 15.0
Aug-18 8 155 592 517.0 12.7% 19,426 582,768 14.1
Sep-18 8 155 572 471.0 17.7% 17,703 531,102 13.5
Oct-18 13 196 740 553.0 25.2% 21,498 644,940 13.8
Nov-18 13 213 755 599.5 20.5% 22,966 688,977 13.3
Dec-18 13 216 777 604.5 22.2% 23,377 701,307 13.7
Total in 2018 610 520 14.8% 19,569 7044717 14.1
Source: JICA PiBO
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Final Report
Source: JICA PiBO
Figure 7.2.11 Reason of Missed Trip (2018-2019)
3) Lower and Unstable Operation Speed

The average operating speed of 13 City Bus routes was measured by the PiBO Project in 2019 as shown
in Figure 7.2.12. The operating speed of the circular line inside CBD (Lines 12 and 13) was about 8~10
km/h, and that of Lines 1 to 4, connecting the CBD to the suburbs, was about 10~12 km/h. This low
speed operation is mainly caused by traffic congestion and more severe slowdown was observed in
morning and evening peak hours.
On the other hand, the 4 lines (Line 1 to 4) plying on the major corridors, which resumed the operation
on 2nd November 2021, marked the operation speed of 16.9 km/h in November and December 2021
during the COVID-19’s pandemic. Figure 7.2.13 shows the travel speed of city bus, line 4A, in April
2022. This implies that the travel speed of bus are delayed due to traffic congestion.
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Final Report
Source: JST based on the analysis made by PiBO

Figure 7.2.12 Operating Speed of City Bus in 2019
Note: Records of which travel speed is higher than 100km/h were omitted as errors.
Source: JST
Source: JST draws the map with the GPS record of city bus provided by CBA
Figure 7.2.13 Operating Speed of City Bus (4A)
4) Low Bus Service Coverage

Figure 7.2.14 shows the results of overlaying the 500 m, 1,000 m, and 1,500 m buffers of 13 City Bus
routes on the registered population density map by commune (2018). The bus routes are concentrated in
populated areas, especially in CBD, where the most of the area is covered by the 500 m buffer.
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Final Report
Table 7.2.2 shows the area and population contained in the 500 m, 1,000 m, 1,500 m buffer and the ratio
to the area and population of Phnom Penh city. On an area basis, the coverage rate of the 13 City Bus
routes is only 26% in 500 m, 44% in 1,000 m, and 55% in 1,500 m buffer areas, but on a population
basis, the coverage rate is 57% in 500 m, 77% in 1,000 m and 84% in 1,500 m buffer areas.
The actual practice proves the frequent bus users are still limited to those within 500 m walking distance
from the bus stops and therefore the improvement of access and egress environment is a key to increase
the coverage area of the bus service and the ridership of the City Bus.
Table 7.2.2 Area and Population inside the City Bus Coverage Area
Total 500m 1,000m 1,500m
Area (sqkm) 692 181 302 380
Area % 100% 26% 44% 55%
Population 1,495,379 845,392 1,144,497 1,259,468
Population % 100% 57% 77% 84%
Source: JST
Source: JST
Figure 7.2.14 City Bus Coverage Area
(2) Highway
1) Increased Traffic Demand and Lowered Travel Speed
As shown in Figure 5.3.14 and Figure 5.3.34 in Chapter 5, average travel speed on the major roads has
been decreased in inverse proportion to the traffic volume except for the roads where flyover was constructed,
Russian Blvd. It means the increasing of vehicle traffic demand has exceeded the highway capacity
improvement.
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Final Report
7.3 Issues in Urban Transport Sector and Causal Relationship Analysis
7.3.1 Fragmented Efforts to Improve Urban Transport Sectors

To improve the urban transport in Phnom Penh, several efforts such as urban road development and
widening, traffic signal instalment, City Bus operation, etc. have been made based on PPUTMP. However,
those efforts are fragmented and not effective to change the behaviour of citizens, namely shifting from
private vehicle users to public transport users.
For instance, the City Bus service has been provided. However, it has low punctuality and access route for
bus stops are not secured. Also, illegal on-street parking is a social problem since the parking demand is
beyond the supply of parking facilities and traffic police doesn’t crackdown on illegal parking. Even though
several roads are developed, the impact is limited. Although RHS improves the convenience of users, it
also has a negative impact on non-RHS users, such as reduced road traffic safety and induction of traffic
congestion.
In order to bring a behaviour change to Phnom Penh citizens, it is necessary to stand from the user's point
of view, effectively connecting fragmented efforts, and securing a series of comfortable means of transport
and space from origin to destination.
Fragmented Efforts
Road
Bus operation construction
& management / widening / Parking
improvement signal install construction
Occupied / No info. on
damaged Far from bus Occupied /
sidewalk home / hot stop/route damaged
to wait sidewalk
No punctual No discipline
/ low speed Congestion / illegal
parking
No enough
parking
Increasing car ownership rate space & Info.
and mobile phone user / no
custom of public transport Need to allocate limited budget Limited space
New city Expanding city area High dense
Source: JST
Figure 7.3.1 Past Efforts to Improve Urban Transport and Emerging Issues
As shown in 6.1, some projects proposed in PPUTMP, which required large-scale investment and relocation,
such as urban railway development and flyover construction in the CBD area, have not been implemented
due to financial and social environment constraints. Regarding traffic management measures, although the
signalized intersections project was implemented, the progress of traffic management measures that
promote public transport, such as sidewalk improvement, traffic demand management and one-way systems
is limited. In the future, it will be necessary to make maximum use of existing infrastructure, facilities and
space without large-scale investment or large-scale relocation and to improve urban transport by combining
appropriate traffic management measures.
7-31
Final Report
Progress of Proposed Projects in PPUTMP by Components

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Financial
Public Transport Rail transit system Constrain
Restructuring of the bus system including rail transit feeder
Improvement of conventional railway and water transport
Bus system with priority measures
Restructuring of paratransit
One-way system
Traffic Management
Parking regulation and off-road parking development
Signal intersection improvement Efficient Use of Funds
Driver’s education and traffic enforcement and Space is Required
Development of pedestrian environment
Traffic demand management
Highway Completion of middle ring road and outer ring road
Completion of radial-ring pattern trunk road network
Expansion of road network to new Phnom Penh Area
Construction of flyover (Mainly CBD area)
Construction of flyover (Mainly suburban area) Spacial
Constraints
Complete Partialy Complete F/S Stage Suspended Incomplete Unknown
Source: JST
Figure 7.3.2 Progress of Projects Proposed in PPUTMP and Future Direction of

Urban Transport Improvement
7.3.2 Causal Relationship Analysis on Issues to Promote Public Transport

The Survey particularly focuses on the causes of the stagnation of public transport use expansion, which is
one of the goals of PPUTMP. The following figure illustrates the issues and countermeasures that were
identified in the Survey.
Note: PI (Public Involvement)

Source: JST
Figure 7.3.3 Issues for Achieving Goals of PPUTMP and Causal Relationship
Regarding the City Bus, which plays a major role in public transport in Phnom Penh, the major reasons
why car, motorcycle and RHS users do not use the City Bus are “Car is comfortable”, “Bus stop far from
7-32
Final Report
origin/destination”, “Slow speed of bus” and “Bus routes are limited” according to the Passenger Interview
Survey conducted by JST as shown in Figure 5.3.24 in Chapter 5.
For improving access to a bus stop, shortening “psychological distance” by improving the environment of
pedestrian walkways will be effective as well as shortening “physical distance” by changing the bus stops
intervals and expanding the bus network. Furthermore, it is also possible to maximize the coverage of a bus
stop by assigning a feeder role for City Bus to RHS and building transfer points between RHS and City
Bus.
The cause of the issue of “Slow speed of bus” lies in traffic congestion triggered by the increase of private
vehicles and RHS vehicles. In order to deal with this issue, the “No Entry Policy” for RHS vehicles on
arterial roads and dividing roles of City Bus and RHS clearly in the Urban Transport sector are considered
to be effective. Opinions on these policies were collected in the RHS Driver Interview Survey and RHS
User Interview Survey.
68.5% of RHS users support the “No Entry Policy” for RHS vehicles on arterial roads while more than 50%
of RHS drivers are against it as shown in Figure 7.3.4. Although the relatively large proportion of RHS
drivers support the further integration of the City Bus and RHS, there are many drivers who do not support
the policy that City Bus is operated along major corridors while RHS is operated as a feeder of the City
Bus (Figure 7.3.5). These survey results suggest that it is required to encourage the public transport use
thoroughly by realizing the seamless transit between the City Bus and RHS so that the revenue of RHS
drivers will not be impaired.
Driver 1.4% 32.1% 24.8% 37.0% 4.7%

(n= 427)
Passenger 15.3% 53.2% 17.0% 3.5% 11.0%

(n= 517)
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
1) Absolutely agree 2) Agree 3) Won't agree 4) Disagree 5) Don't know
Source: RHS Driver Interview Survey, RHS User Interview Survey (JST)
Figure 7.3.4 Opinion on “No Entry Policy” for RHS Vehicles to Arterial Roads
(RHS Drivers and RHS Users)
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
City bus operates along major corridor and

5.9% 38.6% 24.6% 22.7% 8.2%
RHS operates as a feeder of City bus
Further integration of City bus and RHS 8.2% 53.2% 13.1% 11.9% 13.6%
1. Absolutely agree 2. Agree 3. Won't agree 4. Disagree 5. Don't know (n = 427)
Figure 7.3.5 Opinion on Integration of City Bus and RHS (RHS Drivers)
Both RHS drivers and RHS users seek the integration of booking as an item required for the integration of
City Bus and RHS. Furthermore, RHS drivers expect improvements of transfer points while RHS users
expect the integration of payment and a discount for mixed use of City Bus and RHS.
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Final Report
0 50 100 150 200 250
1. Improve transfer point 168

175
2. Integration of route search 159

119
3. Integration of booking 217

181
4. Integration of payment 190

130
5. Discount for mixed use of city bus and RHS 180

49
6. Others 19 Passenger Driver

72
*Multiple selections (up to 2) are allowed. Passenger: n = 496, Driver: n = 409
Source: RHS Driver Interview Survey, RHS User Interview Survey (JST)
Figure 7.3.6 Important Items for Integration of City Bus and RHS (RHS Drivers and RHS Users)
7.3.3 Causal Relationship Analysis on On-street Parking Issues

Illegal parking on the sidewalk is one of the reasons why the access environment to the bus stops is not
secured. The figure below shows the results of a causal relationship analysis on illegal parking based on
the results of a parking condition survey and countermeasures to improve.
As the reason for not parking in the parking lot, 36% of the respondents answered the difficulty in finding
an available parking space, followed by 19% of the respondents who answered the issue of parking fees,
17% of the respondents who assume there is no risk of crack down and 12 % of respondents who said that
there was no parking lot near the destination. In addition to the issue of parking capacity, it is also necessary
to provide parking information. Considering budgetary and land constraint, it is effective to provide parking
information since it makes the best use of existing parking facilities.
Source: JST
Figure 7.3.7 Causal Relationship on On-street Parking Issues
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Final Report
BOX 5: Smart Parking System in Santander, Spain

A smart parking system installed in a roadside parking space in the city of Santander. A magnetic sensor is
embedded in the road surface to collect information on the presence or absence of parking. It is displayed
for the driver on the information panel provided on the road. The upper part of the panel shows the entire
parking zone, and the lower part shows the availability information of the road to go.
Source: Smart Sandar https://www.smartsantander.eu/
7-35

Data Collection Survey On Urban Transport in Phnom Penh

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Data Collection Survey On Urban Transport in Phnom Penh

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Kingdom of Cambodia

Phnom Penh Capital Administration

Data Collection Survey on Urban Transport

Japan International Cooperation Agency (JICA)

Oriental Consultants Global Co., Ltd.

Data Collection Survey on Urban Transport

Japan International Cooperation Agency (JICA)

Oriental Consultants Global Co., Ltd.

4.3.1 Urban Vision and Urban Structure ...................................................................................... 4-14

6.3 Results of Transport Demand Forecasting .................................................................................. 6-20

Figure 3.1.4 Annual Revenue and Expenditure .................................................................................... 3-5

Figure 4.3.4 Road Network Proposed in PPUTMP ............................................................................ 4-16

Figure 5.3.27 Opinion on No Entry Policy of RHS on Arterial Roads................................................. 5-25

Figure 6.2.1 Forecasted Population of Cambodia .............................................................................. 6-10

Figure 7.2.12 Operating Speed of City Bus in 2019............................................................................. 7-29

Table 5.3.1 Comparison of Household Income Distribution .............................................................. 5-7

Abbreviation Full Name

Abbreviation Full Name

Abbreviation Full Name

Abbreviation Full Name

Abbreviation Full Name

Chapter 1 Background and Objectives

Chapter 2 Socio-economic Condition in Phnom Penh

2.1 Demographic Condition

2.2 Economic and Financial Condition

Chapter 3 Existing Condition of Urban Transport Sector in Phnom Penh

Transport Business Associations

Chapter 4 Upstream Policy and Plans related to Urban Transport

Table II Upstream Policy and Plans

Chapter 5 Transport Survey

5.1 Outline of Transport Surveys

Table III List of Transport Survey

Survey contents Objectives and contents Quantity

5.3 Result of Transport Surveys

Figure IV Major Reasons Not to Use City Bus by User’s Mode

Chapter 6 Transport Demand Forecast

Chapter 7 Identifying Issues on Urban Transport Sector in Phnom Penh

7.1 Progress of PPUTMP Projects/Programme

7.2 Issues in Urban Transport Sector and Causal Relationship Analysis

7.2.1 Fragmented Efforts to Improve Urban Transport Sectors

New city Expanding city area High dense

7.2.2 Causal Relationship Analysis on Issues to Promote Public Transport

Note: PI (Public Involvement)

7.2.3 Causal Relationship Analysis on On-street Parking Issues

Figure IX Causal Relationship on On-street Parking Issues

Chapter 8 Development Scenario

Figure X Draft New Conceptual Strategy for Urban Transport

a) Draft Development Scenario to Achieve the Goals of PPUTMP

Figure XI Draft Development Scenario to Achieve the Goals of PPUTMP

Figure XII Transport Sector Improvement Programmes and Time Frame

Chapter 9 Implementation Plan and Recommendation

Chapter 1 Background and Objectives

1.3 Target Area

Source: JICA Survey Team (JST)

1.4 Structure of Report

Chapter 2 Socio-economic Condition in Phnom Penh

2.1 Demographic Condition

2.1.1 Administrative Division

2.1.2 Existing Population