Technical Assistance Consultant’s Report€¦ · REHABILITATION OF RAILWAY IN CAMBODIA Executive...

Technical Assistance Consultant’s Report

This consultant’s report does not necessarily reflect the views of ADB or the Government concerned, and ADB and the Government cannot be held liable for its contents. (For project preparatory technical assistance: All the views expressed herein may not be incorporated into the proposed project’s design.

Project Number: 37269 November 2006

Cambodia: Preparing the Greater Mekong Subregion: Rehabilitation of the Railway in Cambodia (Financed by the Japan Special Fund)

Prepared by

Japan Railway Technical Service in association with

Nippon Koei Co., Ltd. and Engconsult Ltd.

Tokyo, Japan

For the Ministry of Public Works and Transport, Royal Government of Cambodia

Asian Development Bank TA 6251-REG

GMS REHABILITATION OF THE RAILWAY IN CAMBODIA

FINAL REPORT (Volume 2)

November 2006

in association with

Engconsult Ltd.

REHABILITATION OF RAILWAY IN CAMBODIA Final Report (Volume 2) ADB T.A. NO. 6251-REG Contents

FINAL REPORT

CONTENTS

• VOLUME 1 – The Study for Main Lines

APPENDICES

Appendix 1 Initial Environmental Examination (separate volume)

Appendix 2 Resettlement Plan (separate volume)

Appendix 3 Hydrological Data (separate volume) Appendix 4 Track Condition Survey Report

Appendix 5 Structure Condition Survey Report (separate volume)

Appendix 6 Sleepers Condition Survey Report (separate volume)

Appendix 7 Description of Requirements for Detail Design and Construction Supervision

Appendix 8 Tender Documents (separate volumes)

Bidding Document for Design and Construction of Railway Rehabilitation

Volume 1 Instructions, General Conditions, Particular Conditions, Bid, Forms, Schedules, Eligible Countries

Volume 2 Employer’s Requirements, Design Criteria, Specifications Volume 3 Employer’s Requirements, Bridge & Culvert Data Volume 4.1 Drawings RRL 1 – Southern Line Volume 4.2 Drawings RRL 2 – Northern Line: Section 1 – Phnom Penh to Sisophon Volume 4.3 Drawings RRL 2 – Northern Line: Section 2 – Sisophon – Poipet

• VOLUME 2 – The Study for Branch Lines

APPENDICES

Appendix 9 Preliminary Engineering Design Drawings for Branch Lines (separate volume)

Appendix 10 Preliminary Train Operation Plans

Appendix 11 Resettlement: Socio-economic Indicators

Appendix 12 Economic and Financial Analysis

REHABILITATION OF RAILWAY IN CAMBODIA Final Report (Volume 2) ADB T.A. NO. 6251-REG Table of Contents

VOLUME 2

THE STUDY FOR BRANCH LINES

TABLE OF CONTENTS

Abbreviations and Definitions Executive Summary ........................................................................................................... i

1. INTRODUCTION .............................................................................................................. 1-1 1.1 Purpose of Supplementary Study ............................................................. 1-6

2. REVIEW OF THE PREVIOUS STUDIES ....................................................................... 2-1 2.1 Review of Inception and Draft Final Report ......................................................... 2-1

2.1.1 Inception Report ....................................................................................... 2-1 2.1.2 Draft Final Report .................................................................................... 2-1

3. PRELIMINARY ENGINEERING DESIGN ..................................................................... 3-1 3.1 General .................................................................................................................. 3-1

3.1.1 Geometric Design .................................................................................... 3-1 3.1.2 Track Structure ......................................................................................... 3-3 3.1.3 Bridge and Culvert ................................................................................... 3-4 3.1.4 Cost Estimate ........................................................................................... 3-12

3.2 Branch Line to Cement Factory at Touk Meas ...................................................... 3-14 3.2.1 Outline of the Branch Line ....................................................................... 3-14 3.2.2 Hydrological Conditions .......................................................................... 3-16 3.2.3 Geotechnical Conditions .......................................................................... 3-21 3.2.4 Environmental Issues ............................................................................... 3-23 3.2.5 Resettlement and Socio-economic Issues ................................................ 3-27 3.2.6 Preliminary Engineering Design .............................................................. 3-31 3.2.7 Cost Estimate ........................................................................................... 3-36 3.2.8 Selection of Recommended Alignment and Project Implementation Schedule ............................................................ 3-37

3.3 Branch Line to Cement Factories at Kampot ........................................................ 3-38 3.3.1 Outline of the Branch Line ....................................................................... 3-38 3.3.2 Hydrological Conditions .......................................................................... 3-39 3.3.3 Geotechnical Conditions .......................................................................... 3-42 3.3.4 Environmental Issues ............................................................................... 3-44 3.3.5 Resettlement and Socio-economic Issues ................................................ 3-47 3.3.6 Preliminary Engineering Design .............................................................. 3-51


3.3.7 Cost Estimate ........................................................................................... 3-55 3.3.8 Recommended Alignment and Project Implementation Schedule ........... 3-56

3.4 Branch Line to Phnom Penh Port (GTW) ............................................................. 3-58 3.4.1 Outline of the Branch Line ....................................................................... 3-58 3.4.2 Hydrological Conditions .......................................................................... 3-59 3.4.3 Geotechnical Conditions .......................................................................... 3-61 3.4.4 Environmental Issues ............................................................................... 3-64 3.4.5 Resettlement and Socio-economic Issues ................................................ 3-67 3.4.6 Preliminary Engineering Design .............................................................. 3-71 3.4.7 Possibility to Use Piers in GTW as a Base of Conveyor for Cement Transportation ....................................................................... 3-76 3.4.8 Cost Estimate ........................................................................................... 3-79 3.4.9 Recommended Alignment and Project Implementation Schedule ........... 3-80

3.5 Rail Access to Phnom Penh Airport ...................................................................... 3-81 3.5.1 Outline of the Branch Line ....................................................................... 3-81 3.5.2 Hydrological Conditions .......................................................................... 3-82 3.5.3 Geotechnical Conditions .......................................................................... 3-83 3.5.4 Environmental Issues ............................................................................... 3-84 3.5.5 Resettlement and Socio-economic Issues ................................................ 3-86 3.5.6 Preliminary Engineering Design .............................................................. 3-90 3.5.7 Cost Estimate ........................................................................................... 3-93 3.5.8 Recommended Alignment and Project Implementation Schedule ........... 3-94

3.6 Rail Access to Kampong Chhnang Airport ........................................................... 3-95 3.6.1 Outline of the Branch Line ....................................................................... 3-95 3.6.2 Hydrological Conditions .......................................................................... 3-96 3.6.3 Geotechnical Conditions .......................................................................... 3-101 3.6.4 Environmental Issues ............................................................................... 3-103 3.6.5 Resettlement and Socio-economic Issues ................................................ 3-106 3.6.6 Preliminary Engineering Design .............................................................. 3-110 3.6.7 Cost Estimate ........................................................................................... 3-113 3.6.8 Recommended Alignment and Project Implementation Schedule ........... 3-114

4. PRELIMINARY DESIGN OF SIGNALLING AND TELECOMMUNICATION .......... 4-1

4.1 Technical Survey of Infrastructure ........................................................................ 4-1 4.1.1 General ..................................................................................................... 4-1 4.1.2 Block System ........................................................................................... 4-1 4.1.3 Train Operation ........................................................................................ 4-3 4.1.4 Train Radio .............................................................................................. 4-4 4.1.5 Signals, Signs and Markers ...................................................................... 4-7


4.1.6 Level Crossings ........................................................................................ 4-8 4.1.7 Maintenance of Equipment and its Organisation ..................................... 4-9

4.2 Preliminary Engineering Design ........................................................................... 4-10 4.2.1 Urgent Basic Plan With Required Minimum Facilities ........................... 4-10 4.2.2 A Future Improvement and Upgrading Plan ............................................ 4-21

4.3 Preliminary Cost Estimate ....................................................................................... 4-26 4.3.1 Cost Estimation for Rehabilitation ........................................................... 4-26

5. ECONOMIC AND FINANCIAL ANALYSIS .................................................................. 5.1 5.1 Introduction ........................................................................................................... 5-1 5.2 Methodology ......................................................................................................... 5-1 5.3 Revision of the Main Traffic Demand Forecast .................................................... 5-2

5.3.1 Cement Traffic Forecast ........................................................................... 5-2 5.3.2 Cement Input Forecast ............................................................................. 5-5 5.3.3 Petroleum Traffic Forecast ....................................................................... 5-7

5.4 Revision of the Main Project Evaluation Results .................................................. 5-9 5.5 Economic Assessment of Individual Branch Lines ............................................... 5-10

5.5.1 Outline of the Branch Line ....................................................................... 5-10 5.5.2 Branch Line to Cement Factories in Kampot ........................................... 5-13 5.5.3 Economic Impact of the Cement Branch Lines ....................................... 5-15 5.5.4 Phnom Penh Port Rail Access Line ......................................................... 5-15 5.5.5 Rail Access to Phnom Penh Airport ......................................................... 5-20 5.5.6 Rail Access to Kampong Chhnang Airport .............................................. 5-20

5.6 Financial Assessment of Individual Branch Lines ................................................ 5-20 5.7 Conclusions ........................................................................................................... 5-20

6. ALTERNATIVE ALIGNMENT AT CAMBODIA-THAI BORDER .............................. 6-1 6.1 Geophysical Conditions at the Border ................................................................... 6-1 6.2 Alignment Options ................................................................................................ 6-1 6.3 Cross-border Station .............................................................................................. 6-3 6.4 Preliminary Cost Estimate ..................................................................................... 6-4

7. RAIL ACCESS TO SIHANOUKVILLE PORT’S INLAND CONTAINER DEPOT IN PHNOM PENH ............................................................................................. 7-1

7.1 Outline of the Rail Access ..................................................................................... 7-1 7.2 Technical Survey ................................................................................................... 7-1

7.2.1 General Features ...................................................................................... 7-1 7.2.2 Land Form and Land Use ......................................................................... 7-2

7.3 Preliminary Engineering Design ........................................................................... 7-2 7.3.1 Alignment Plan ........................................................................................ 7-2


7.3.2 Track Structure ......................................................................................... 7-4 7.3.3 Civil Structures ........................................................................................ 7-5

7.4 Preliminary Cost Estimate ..................................................................................... 7-6 7.5 Project Implementation Schedule .......................................................................... 7-7

8. CONCLUSIONS AND RECOMMENDATIONS ............................................................. 8-1 APPENDICES

Appendix 9 Preliminary Engineering Design Drawings of Branch Lines (separate volume)

Appendix 10 Preliminary Train Operation Plans

Appendix 11 Resettlement: Socio-economic Indicators

Appendix 12 Economic and Financial Analysis

REHABILITATION OF RAILWAY IN CAMBODIA PROJECT Final Report (Volume 2) T.A. NO. 6251-REG Abbrevations and Definitions

ABBREVIATIONS AND DEFINITIONS Definitions Bank : Asian Development Bank Consultant : JAPAN RAILWAY TECHNICAL SERVICE in association with

NIPON KOEI CO., LTD. and ENGCONSULT LTD Project /Study : REHABILITATION OF RAILWAY IN CAMBODIA T.A. NO. 6251-REG Abbreviations AASHTO : Amerian Association of State Highway and Transportation Officials, Inc, AC : Asphalt Concrete ADB : Asian Development Bank ADT : Average Daily Traffic ADTA : Advisory Technical Assistance AFTA : ASEAN Free-Trade Area ALTID : Asian Land Transport Infrastructure Development Project AMSL : Above Mean Sea Level APEC : Asia-Pacific Economic Cooperation group ASEAN : Association of South East Asian Nations BOQ : Bill of Quantities CAD : Computer Assisted Design CBR : California Bearing Ratio CCC : Cooperation Committee for Cambodia

CDC : Cambodia Development Committee CEPT : Common Effective Preferential Tariff CMAC : Cambodian Mines Action Centre DANIDA : Danish International Development Agency

DBST : Double Surface Treatment DCP : Dynamic Cone Penetrometer DGM : Digital Ground Model EIA : Environmental Impact Assessment EOD : Explosive Ordnance Disposal ESA : Equivalent Standard Axle ESCAP : Economic & Social Commission for Asia and the Pacific FIDIC : Fédération Internationale des Ingénieurs-Conseils GDP : Gross Domestic Product GMS : Greater Mekong Subregion HDM : Highway Design and Maintenance Standards Model (World Bank) HE : High Explosive HWL : Highest Water Level IBRD : International Bank for Reconstruction and Development, World Bank IDF : Intensity-Duration-Frequency (rainfalls) IEE : Initial Environmental Examination IA : Implementing Agency (see PMU and MPW&T) ICB : International Competitive Bidding ICD : Inscribed Circle Diameter IRIC : Integrated Resource Information Center, UNDP, Cambodia IRR : Internal Rate of Return

REHABILITATION OF RAILWAY IN CAMBODIA PROJECT Final Report (Volume 2) T.A. NO. 6251-REG Abbrevations and Definitions

ISA : Initial Social Assessment ITC : Institute of Technology, Cambodia JARTS : Japan Railway Technical Service JBIC : Japan Bank for International Cooperation JICA : Japan International Cooperation Agency KOICA : Korea International Cooperation Agency LA : Los Angeles test lb : Pound; 1 lb = 0.45 kg LCB : Local Competitive Bidding LSA : Land Service Ammunition LTD : Land Titles Department, Cambodia MAFF : Ministry of Agriculture, Forestry and Fisheries, Cambodia MCLD : Medium Capacity Low Drag aircraft bomb MDE : Micro Deval test MOE : Ministry of the Environment, Cambodia MOU : Memorandum of Understanding MPWT : Ministry of Public Works and Transport, the IA of Cambodia MRC : Mekong River Commission NGO : Non-Governmental Organization NR : National Road (Cambodia) PAP : Project Affected Person PC : Prestressed Concrete PCU : Passenger Car Unit PMU : Project Management Unit PRC : People’s Republic of China ROW : Right of Way RETA : Regional Technical Assistance, ADB

RC : Reinforced Concrete RHS : Right Hand Side

RN : National Road (Cambodia) ROW : Right of Way RRAP : Resettlement and Rehabilitation Action Plan RRC : Royal Railway of Cambodia

SEI : Significant Environmental Impact SIA : Social Impact Assessment

SIDA : Swedish International Development Authority STD : Sexually Transmitted Disease TA : Technical Assistance TIR : Customs Convention on International Transport of Goods TOR : Terms of Reference TRS : Transport Rehabilitation Study (Cambodia) UNCTAD : United Nations Conference on Trade and Development UNDP : United Nations Development Programme. UNDTCD : United Nations Department of Technical Cooperation for Development UNECE : UN Economic Commission for Europe

UNICEF : United Nations Children's Fund USAID : United States Agency for International Developemnt UXO : Unexploded Explosive Ordnance. VOC : Vehicle Operating Cost WB : World Bank WTO : World Trade Organisation

Final Report (Volume 2)

REHABILITATION OF RAILWAY IN CAMBODIA Executive Summary ADB T.A. NO. 6251-REG Page i of xiii

EXECUTIVE SUMMARY

The railway in Cambodia consists of two lines, the Northern Line and the Southern line. The Northern Line, was built in the 1920s and extends for approximately 388 kilometres from Phnom Penh to Poipet, on the border with Thailand. The last 48 kilometres of the total length to the border with Thailand (the missing link) were destroyed during the war. The Southern line with a total length of approximately 264 kilometres was constructed in the late 1960s and links Phnom Penh with Sihanoukville, Cambodia’s main seaport.

The objectives of the Supplementary Study are to perform a feasibility study for the construction and rehabilitation of the railway branch lines of the Northern and the Southern Lines for enhancing the transport network, providing a better transport and linkage between cement factories, airports and a river port as follows;

(1) Branch Line to Cement Factory at Touk Meas (2) Branch Line to Cement Factories at Kampot (3) Branch Line to Phnom Penh Port (GTW) (4) Rail Access to Phnom Penh Airport (5) Rail Access to Kampong Chhnang Airport (6) Rail Access to Sihanoukville Port’s Inland Container Depot in Phnom Penh

The Supplementary Report illustrates, firstly, the main issues relating to the initial engineering aspects, including technical survey of the condition of existing/planned alignments, hydrological and geotechnical investigations together with the technical specifications and bidding documents, which have been prepared for the main line rehabilitation works and applicable for the contracts for the construction or rehabilitation works. Secondly, based on the field investigations, the assessment of the general environmental profile, specific environmental conditions and detail environmental impacts together with the mitigation plans. Moreover, presently there are numbers of houses and dwelling cum small business units made of semi-permanent materials are encroaching on the railway lines, especially on the branch line to GTW. When the railway tracks will be rehabilitated people utilizing the structures sitting closed to the railway alignment will be adversely affected. The census of land and properties and the socio-economic surveys had been conducted for determining the impact of the project then draw up the resettlement plan for the households that are negatively affected. Furthermore, in the line with the engineering design for construction/rehabilitation works, it comments on the proposed approach to an economic evaluation, together with the measurement of the distribution of project benefits, risk analysis and a plan for future monitoring of project benefit.

TRACK STRUCTURE

In general, track structure of a branch line shall be same as that of the main line to which the branch line is to be connected. However, when the same track material is not available or not recommendable, such as 30 kg rail in Northern Line, it is desirable to use a standardized track material.

Rail

There will be 3 types of rail material after the rehabilitation works completed, namely, 30 kg/m rails for Northern Line, 43kg/m rails for Southern Line, and BS 80A (39.68 kg/m) rails for the


REHABILITATION OF RAILWAY IN CAMBODIA Executive Summary ADB T.A. NO. 6251-REG Page ii of xiii

Missing Link. From the point of track maintenance aspects, the use of a same track structure and materials is desirable in one line including its branch lines.

Due to the existing poor condition it was recommended, in the Draft Final Report, to replace 30 kg/m rails with heavier rails in near future. Among the branch lines in this study, 3 lines are branching from Northern Line, namely, branch line to GTW at Phnom Penh, that to Phnom Penh Airport and that to Kampong Chhnang Airport. The branch line to GTW is to rehabilitate the existing track and the other two lines to airports are to construct new lines.

Due to the limited budget for the rehabilitation work and the existing condition of the rail material, it was decided to re-use the existing rail material for the rehabilitation work. However, in the same reason for the main line track structure of Northern Line, early replacement of the rail is strongly recommended since the life of rail is nearly finished.

For the two airport access lines, it is recommended to use 43kg/m rail due to a reason to be mentioned later. Same 43 kg/m rail shall be used for the branch lines to cement factories along Southern Line.

Sleepers

Sleepers will also be 3 types after the rehabilitation works, namely wooden, steel and PC sleepers. New PC sleepers will be used for the Missing Line and Southern Line, and the existing steel sleepers are to be used for Northern Line.

According to site surveys, about 50% of the existing steel sleepers used in the branch line to GTW Phnom Penh shall be replaced because of heavy corrosion of steel materials. For this replacement, it is recommended to utilize the salvaged steel sleepers from Southern Line. According to the sleepers condition survey, about 5% of the existing sleepers in the Southern Line is steel and almost all of them are re-usable. This means the salvaged steel sleepers can be used for the construction of 13 km long track structure, and this quantity is enough to replace all the sleepers in this branch line.

For the branch lines to cement factories located along Southern Line, PC sleepers are recommended in the same standard as the main line track structure.

For the two airport access lines which located along Northern Line, PC sleepers are also recommended together with the usage of 43 kg/m rail. This is based on the idea that the up-grading of Northern Line in future to be utilized track materials of the existing Southern Line track materials. Since the forecasted passing tonnage of Southern Line will exceed 11 million ton/year, which requires 50 to 60 kg/m rails, around year 2017. By that time track structure of Southern Line shall be up-graded, and the salvaged track structure to be used in Northern Line. The forecasted passing tonnage of Northern Line is 3.8 million ton/year at year 2030. This means that 43 kg/m rail is still workable in that time.

ROUTES

The study comprises following 5 branch lines; 1) New branch line to cement factory at Touk Meas, 2) New branch line to cement factories at Kampot, 3) Rehabilitation of existing branch line to Phnom Penh Port (Green Trade Warehouse), 4) New access line to Phnom Penh Airport, and 5) New access line to Kampong Chhnang Airport.

Based on the site condition, hydrological condition and construction cost with considering appropriate and efficient train operation service, the proposed location and alignment has been examined and selected in this study. Location of each branch lines and general information of alignment are shown in the figures below.


1) Branch line to cement factory at Touk Meas:

Tram Sasar St .PK 110+600

CementFactory(KC Factory)

Access Road

Proposed Rout e

Route Length: 5.6 kmMin. Radius Curve: 300mAve. Gradient : 3.2‰

Touk Meas St .PK 118+600

2) Branch line to cement factories at Kampot

REHABILITATION OF RAILWAY IN CAMBODIA Executive Summary ADB T.A. NO. 6251-REG Page iii of xiii

Sect ion 1

Sect ion 2

Kampot Stat ionPK 166+000

New CementFactory(TBR Factory)

Exist ing CementFactory(AZ Factory)Nat ional Road No.3

Route Length: 12.7 kmMin. Radius Curve: 600mAve. Gradient: 2.2‰



3) Branch line to Phnom Penh Port (GTW)

Green TradeWarehouse

CALTEXGTW Yard

WFP

Sokimex

ICD

Branch Line

PK 0+000Phnom Penh

StationPK 0+000

PK 6+700

PK 4+950

PK 4+800

Route Length: 6.7 kmMin. Radius Curve: 300mAve. Gradient: Level

REHABILITATION OF RAILWAY IN CAMBODIA Executive Summary ADB T.A. NO. 6251-REG Page iv of xiii


4) Airport access line to Phnom Penh Airport

PedestrianDeck

National RoadNo.3

Airport Access Line

Route Length: 4.5 kmMin. Radius Curve: 300mAve. Gradient: Level

5) Airport access line to Kampong Chhnang Airport

Proposed Route


REHABILITATION OF RAILWAY IN CAMBODIA Executive Summary ADB T.A. NO. 6251-REG Page v of xiii


REHABILITATION OF RAILWAY IN CAMBODIA Executive Summary ADB T.A. NO. 6251-REG Page vi of xiii

BRIDGES AND CULVERTS New bridges and culverts in the branch lines will be designed under the conditions of single line and the maximum axle load of 20 tonnes. Based on the site survey and an analysis of aerial photos, three different bridge lengths (10m, 20m and 30m) will be necessary for the branch lines. In addition to these bridges and culverts, two types of box culverts of 3.0m in width and 2.0m in height and of 3.0m in width and 2.5m in height, and pipe culverts of φ 1 m will also be installed. In the Northern Line and the Southern Line of RRC there are steel bridges and concrete bridges. From the economical view point of construction, concrete bridges will be recommended, because steel materials have to be imported and the unit cost of steel bridges is relatively higher than that of concrete bridges. For bridges with length of 10m and 20m, monolithic concrete bridge or reinforced concrete bridge of T-type girder is recommended. For a bridge with length of 30m prestressed concrete girder is recommendable although monolithic concrete bridge can also be adopted. However, depending upon the locations of bridges, the burden on abutments can be reduced and easier construction is enabled in some cases by adopting the built-up girder or trough girder type bridges, or steel bridges with steel deck girders and so forth. The existing box and pipe culverts along the railway lines mostly have a double function. They act as the drainage system to prevent water from flooding the railway embankment and as well as irrigation system to the rice fields. Based on the actual data of spacing of pipe culverts, pipe culverts of branch lines shall be installed at 500m intervals. The diameter of pipe culvert will be 1m.

• Branch Line to Cement Factory at Touk Meas

The following table summarizes the civil structures needed for this branch line.

Type Option 1 Option 2 Option 3 Length of Branch Line 5.2 km 7.2 km 5.8 km Bridge L=20 m: 1

L=10 m: 3 L=30 m: 2 L=10 m: 1

L=20 m: 1 Box Culvert 3 m x 2 m: 1 3 m x 2m: 1

3 m x 2.5m: 1 No

Pipe Culvert (φ 1 m) 11 22 12

• Branch Line to Cement Factories at Kampot


Type Section 1 Section 2 Length of Section L=11.6 km L=12.9 km Bridge L=10 m: 1 No Box Culvert 3 m x 2.5 m: 6 3 m x 2 m: 2 Pipe Culvert (φ 1 m) 24 26


REHABILITATION OF RAILWAY IN CAMBODIA Executive Summary ADB T.A. NO. 6251-REG Page vii of xiii

• Branch Line to Phnom Penh Port (GTW)


Type Section 1 Section 2 Section 3 Section 4 Section 0+500 – 5+500 5+500 –

SOKIMEX 5+500 – GTW 5+500 - ICD

Bridge No No Pier L=166 m* No Box Culvert No No No 3 m x 2.5 m: 1 Pipe Culvert (φ 1 m) No 1 No No

* The pier can be used as a base of a conveyor for cement transportation with no or minor repair.

• Airport Access to Phnom Penh Airport


Type Option 1 Option 2 Length L=4.4 km L=4.8 km Bridge No No Box Culvert No No Pipe Culvert (φ 1 m) 10 11

• Airport Access to Kampong Chhnang Airport


Type Option 3 Length of Branch Line L=24.7 km Bridge L=10 m: 4 Box Culvert 3 m x 2.5 m: 4 Pipe Culvert (φ 1 m) 50

HYDROLOGICAL CONDITIONS

After many years of neglect and with recent economic development perspective, railway transportation in Cambodia has lastly received comparative attention from the government and the publics at large. Full rehabilitation of the whole existing railway lines is being planned. In the planning, in addition to existing lines, new connecting lines to the most important key economic zones of the country are also included as supplement to the rehabilitation plan namely: the connection of the southern line with the two new cement factories, the Kampot Cement factory in Touk Meas and the Thai Boon Roong Cement factory in the northeast of Kampot; the connection of the northern line with the Kampong Chhnang and Phnom Penh airport and the connection with Phnom Penh Port on the Tonle Sap River were also included. The connection lines to the two cement factories runs through part of the flood prone areas of the Touk Meas and the Kamchay river catchments needs due consideration on the impacts of the part of the new lines on local drainage conditions important for local subsistence rice cultivation and other development infrastructure. In Phnom Penh, local city development plan guiding comprehensive


REHABILITATION OF RAILWAY IN CAMBODIA Executive Summary ADB T.A. NO. 6251-REG Page viii of xiii

drainage system analysis has not been developed and need more data on future city comprehensive development plan. The connection line with the Kampong Chhnang airport was planned outside of the flood prone areas, however due consideration is required related to coordination with water resources development and management in the region.

GEOTECHNICAL CONDITIONS

All project areas for five branch lines are lying on soft ground areas of alluvial plain. Hence, it is recommended that the embankment height of all branch lines shall be limited less than 2m to protect slope failure and reduce consolidation settlement. Regarding depth of the bearing strata for substructures of bridges, it is expected to have ranges of 10m - 25m in depth. It is recommended that geotechnical examinations such as boring, SPT, and various laboratory tests shall be conducted to decide the countermeasure work more accurately in detail design stage.

ENVIRONMENTAL ISSUES

The environmental issues that prepared for fulfilling the requirement of supplementary report of GMS Rehabilitation of the Railway in Cambodia, and will be use as an environmental report that presented the social and environmental condition and described the expectation impact on the social and environmental resources which will be happened from design, construction and operation of five different branch line namely (1) Branch Line to Cement Factory at Touk Meras (KC factory), (2) Branch Line to Cement Factories at Kampot and Dang Tung (AZ, Lafarge, and TBR factory), (3) Branch Line to Phnom Penh Port (GTW), (4) Airport Access to Phnom Penh Airport, and (5) Airport Access to Kampong Chhnang Airport. Field investigation on the environmental and social resources in/around alignment of each proposed branch line was conducted by local environmental specialist together with hydrology and resettlement specialist. Team discussion with all specialists expatriate and local whom ongoing prepare the project GMS Rehabilitation of the Railway in Cambodia is regularly done. Screening the positive and negative impact on the social and environmental resources caused by the project activities had described at point c, d and e in each subtitle (3.2.4; 3.3.4; 3.4.4; 3.5.4; and 3.6.4) of the report contents, and mitigation measure had included following the significant impact in each paragraph of the subtitle social an environmental consideration and recommendations. The four proposed branch lines (Branch Line to Cement Factory at Touk Meras, Branch Line to Cement Factories at Kampot, Branch Line to Phnom Penh Port, and Airport Access to Kampong Chhnang Airport) have a good feasibility to include in project implementation, based on recently environmental screening on social and environmental impacts that were described in environmental sections in the Report. Brief positive impacts caused by four proposed branch lines are: - bring to life the existing branch lines and new branch lines for providing transportation means for

cement products and bulk goods; - provide comfort and safe transportation with effective costs comparing with other transportation

means; - reduce traffic and road accident on auto-routes in the country and road maintenance costs; and - provide employment opportunity to local communities in construction and operation phases;

While the proposed airport access to Phnom Penh International Airport is not feasible to include in the project implementation, because of negative social and environmental impacts and there is not any notably positive impacts due to project design, construction and operation.

However justification on some of environmental issues for each branch line may be needed in the detailed engineering design and construction period.


REHABILITATION OF RAILWAY IN CAMBODIA Executive Summary ADB T.A. NO. 6251-REG Page ix of xiii

RESETTLEMENT AND SOCIO-ECONOMIC ISSUES

In general, the proposed railway lines have less resettlement impacts on structure, except for Phnom Penh Port branch line. However, it has significant impact on land acquisition. Assessment of impoverishment risks range from low to medium except for Phnom Penh Port branch where the joblessness and homeless are potentially high. In rural village the socio-economic profile of the affected households are similar. The proposed branch lines will affect on a range of land, structure and crops and tress.

Touk Meas branch line is envisaged to have affected about 50 households including the minor affect. About 20 households will be affected their [other] structure and crops and trees. The estimate resettlement cost for Touk Meas branch line is 67,619.50. Kampot branch line will affect approximately 558 households, including the minor affect. About 130 households will be affected their [other] structure, basically at the Section 1 and crops and trees, at Section 2. The estimated resettlement cost for Kampot branch line is 159,510.00. Phnom Penh Port is estimated having affected about 800 households, including the minor affect. About 450 households will be affected their main structures. The estimated resettlement cost is 999,180.00. Phnom Penh Airport branch will affect approximately 100 households, including the minor affect. About 25 households will be affected their [other] structure and crops and trees. The estimated resettlement cost for Kampot branch line is 2,341,950.00. Kampong Chhnang Airport branch is estimated having affected about 450 households, including the minor affect. About 150 households will be affected their structure. The estimated resettlement cost is USD 271,076.00.

PROJECT COST ESTIMATION

The summary of the estimated project costs for each branch line are shown in a table below.

(Unit: Million US Dollar)

To Cement Factory at Touk Meas

To Cement Factory at Kampot

(Section 1)

To Phnom Penh Port

To Phnom Penh Airport

To Kampong Chhnang Airport

1. Construction Cost 2.07 2.87

2.40

6.81

9.52

2. Engineering Service Cost 0.21 0.29

0.24

0.68

0.95

3. Administrative Cost 0.11 0.16

0.13

0.37

0.52

4. Contingencies 0.23 0.32

0.26

0.75

1.05

Sub-total (1.+2.+3.+4.) 2.62 3.63

3.04

8.61

12.05

5. Land Acquisition & Compensation Cost

0.07 0.02

1.00

2.34

0.27

Sub-total (1.+2.+3.+4.+5.) 2.69 3.64

4.04

10.95

12.32

6. Price Escalation 0.08 0.10

0.24

0.90

1.11

Total 2.77

3.74

4.28

11.86

13.43


REHABILITATION OF RAILWAY IN CAMBODIA Executive Summary ADB T.A. NO. 6251-REG Page x of xiii

ECONOMIC AND FINANCIAL ANALYSIS

Investment in the construction or rehabilitation of three freight only branch-lines may be expected to generate robust economic benefits as a result of their capacity to remove or at least to avoid additional heavy vehicular traffic on the country’s primary road system.

Additional information which has recently become available on plans for the construction of new cement plants in Kampot Province has revealed that the potential for rail haulage of cement may have been understated to a substantial extent in the main traffic demand forecast which formed the basis of the evaluation of the mainline rehabilitation project. Current plans for domestic cement production are likely to generate demand for the transportation by rail of more than 2 million tonnes per year of cement by 2010, rising to 4.5 million tonnes by 2030. These volumes are some 75 per cent in excess of those in the earlier forecast and would be supplemented by the transport of about 700,000 tonnes per year of input materials for cement production, comprising coal, gupsum, heavy fuel oil and biomass.

Realization of the revised traffic forecast will depend on the provision of branch-line connections between two new plants in Kampot Province (those of the Kampot Cement and Lafarge Cement companies) and the Southern mainline. With these branch-line connections, rehabilitation of the Southern Line is likely to yield an EIRR (Economic Internal Rate of Return) of nearly 30 per cent in the base traffic case. Without them, the EIRR would fall to only 7 per cent, which is well below the ADB cut-off rate for loan funding of 12 per cent. An incremental analysis of the net economic benefits likely to be generated by construction of the cement branch-lines shows that both projects have the potential to yield EIRR’s in excess of 40 per cent.

Rehabilitation of the Phnom Penh Port Access Line will restore a link between the railway and inland waterway transfer facilities on the Tonle Sap River. Since nearly 30 per cent of the production of one cement company will be destined for consumption centres in provinces to the north of Phnom Penh, restoration of this link will also be critical for the achievement of the cement traffic forecast. The link also has the potential to generate about 900,000 tonnes of petroleum traffic per year, comprising the full range of refined petroleum, not just diesel fuel as at present. An incremental analysis of investment in the rehabilitation of this link has revealed a potential EIRR of 36 per cent in the base traffic case.

Analysis of the potential financial returns available from all three freight branch-line projects suggests that these returns will be sufficiently attractive to encourage investment participation by the private sector.

On the other hand, the analysis of two passenger branch-line projects (Phnom Penh Station to Phnom Penh International Airport and Phnom Penh Station to Kampong Chhnang Airport) has shown that neither is likely to generate sufficient passenger revenue to be able to cover capital and operating costs. The lack of a direct rail connection between the airports and Phnom Penh City hotels will restrict the attractiveness of rail services to tourists and in the case of the Kampong Chhnang Airport line, a rail shuttle service will not be cost competitive with bus transport.

SIGNALLING AND TELECOMMUNICATION

In general, the minimum extent to which the existing facilities should be upgraded depends on the increase in frequency of train operations, train speed, necessary effective length at stations and so forth, according to basic train operation plan proposed in the report, based on traffic demand forecast.

In order to realize a degree of better safety, it is indispensable to introducing essential railway equipments with cost effectiveness shown in below, not only avoiding the collisions between trains on


REHABILITATION OF RAILWAY IN CAMBODIA Executive Summary ADB T.A. NO. 6251-REG Page xi of xiii

the line and between a train and passers-by at the level crossing, but also reducing operation time through releasing the work on handling of mechanic switches.

(1) Restricted Automatic Block System

(2) Railway Crossing Warning Facility

(3) Spring Switch Machine

Moreover, if installed the minimum required facilities described in above, as a result, it should be emphasized that a train dispatcher in the operation center will be able to monitor train movements and manage the train operation.

In the future, it is recommended that the improvement and upgrading plan should be accomplished with increase in frequency and in speed of train operation in the followings.

(1) Interlocking equipment

(2) Centralized Traffic Control system

(3) Reinforcement of radio system on the operation for Block, Dispatch and Maintenance with full and reliable coverage

(4) Railway telephone network with extensions in offices, stations, rolling stock workshop, maintenance depots

ALTERNATIVE ALIGNMENT AT CAMBODIA-THAI BORDER

It was suggested by NEDA during the meetings among MPWT, ADB, NADA, RRC, Consultants, and

other Cambodian Government authorities in June 2006 that, in order to avoid environmental impacts to the society along the railway line, Thai Government may consider the diversion of the railway alignment at the border section.

The study was conducted to find potential detour alignments which can avoid built up areas in both Cambodia and Thailand.

Since there is no railway structure remained in Cambodia side, and the existing railway structure is under operation up to Aranyaprathet station in Thai side, re-alignment study was made in the section of 8km, i.e. 4 km both side of the border which does not cover Aranyaprathet station but covers Poipet station.

There are three alternative routes were suggested as follows:


NR- 33

NR- 5

Option- 1

Option- 2BOption- 2A

AranyaprathetPoipet

Thai - Cambodia Border

Buil- up Area

• Option 1 (Diversion to North)

New alignment is running to northeast at 4 km after Aranyaprathet station and 1.8 km from the border. It is running 2.2 km towards northeast then turn to southeast direction towards the border 400 m ahead. After crossing the border, the alignment is running straight to avoid crossing a golf course and turns to further south direction approximately 4 km before crossing NR5 and reaching the original alignment in Cambodia.

• Option 2A (Diversion to South Short)

New alignment is going southwards at 2.4 km after Aranyaprathet station and 3.4 km from the border and cross NR-33 (Thialand) at 2.8 km. It is running 2.2 km to the south then turn to southeast direction running about 1.6 km. Next, it turns to east direction and is running about 1.2 km to cross the border river and is further running 800 m in same direction before reaching the original alignment in Cambodia.

Cross-border station is recommended to construct in Cambodia side because of the easier access to the new station.

• Option 2B (Diversion to South Long)

The first half of this alignment is same as in Option 2A. The New alignment is running further southwards of approximately 3.4 km then turns to northeast direction in about 1.3 km up to the border river and further running in same direction in about 600 m before reaching the original alignment in Cambodia.

Cross-border station is recommended to construct in Cambodia side for both Options 2A and 2B for the easier access to the new station.

RAIL ACCESS TO SIHANOUKVILLE PORT’S INLAND CONTAINER DEPOT IN PHNOM PENH

The study was requested by ADTA consultant which intends to make ROC develop this area as freight terminal. The Inland Container Depot is located at the 14km southwest from the center of Phnom Penh city, near a crossing point of NR4 and Southern Line. The ICD has a possibility to be used as the main freight terminal in Phnom Penh because the ICD has an extensive undeveloped land around the existing developed ICD, good location extremely close to Southern Line and NR4, and good access from/to the center of Phnom Penh by NR4.

REHABILITATION OF RAILWAY IN CAMBODIA Executive Summary ADB T.A. NO. 6251-REG Page xii of xiii


Schematic drawing in and around the ICD is shown in the figure below.

650m

660m

90m

25m 30m

300m180m

230m

230m

Developed ICDArea

(EmbankmentHeight : App 2m)

Undeveloped Land owned by ICD(Paddy Field)

Southern Line

Pond

wi t hin ROW of RRC (Paddy Field & Drainage Di t ch)

(PK14+500 to PK15+160, Embankment Height : App. 2m)to Phnom Penh to Sihanoukville

The related area is divided into three areas, i) Developed ICD Area, ii) Undeveloped Land owned by ICD, and iii) within ROW of RRC.

Based on the request from ADTA consultant, the following alignment in the ICD was planned.

Legend : Track Alignment : Culvertnote: 2m height embankment to be required for track aligementexcept on the developed ICD area.

Culvert

Southern Lineto Phnom Penh to Sihanoukville

Pond

Developed ICD

Undeveloped Land owned by ICD(to do land developed)

There are total six lanes in the ICD. Short car unit freight trains use the above three lanes, and middle or long car unit freight train use the lower three lanes in the figure.

The estimated project cost is approximately USD 2.48 million.

CONCLUSIONS

The study proved that the rehabilitation and construction of the branch lines to Cement factories at Touk Meas and Kampot, and the access to Phnom Penh Port (GTW) are technically, economically and environmentally viable with an adequate economic internal rate of return. Therefore, it is recommended that the projects should be implemented as scheduled. However, due to the low demand forecast and high project cost, it will be very difficult to make the project viable for the construction of the spur lines access to Phnom Penh and Kampong Chhnang Airports.

REHABILITATION OF RAILWAY IN CAMBODIA Executive Summary ADB T.A. NO. 6251-REG Page xiii of xiii


REHABILITATION OF RAILWAY IN CAMBODIA Chapter 1 ADB T.A. NO. 6251-REG Page 1 of 2

REHABILITATION OF RAILWAY IN CAMBODIA ADB T.A. NO. 6251-REG

FINAL REPORT

VOLUME 2

THE STUDY FOR BRANCH LINES 1. INTRODUCTION

1.1 PURPOSE OF THE STUDY FOR BRANCH LINES

The objectives of the Study for Branch Lines are to perform a feasibility study for the construction and rehabilitation of the railway branch lines of the Northern and the Southern Lines for enhancing the transport network, providing a better transport and linkage between cement factories, airports and a river port as follows;

(1) Branch Line to Cement Factory at Touk Meas (2) Branch Line to Cement Factories at Kampot (3) Branch Line to Phnom Penh Port (GTW) (4) Airport Access at Phnom Penh (5) Airport Access at Kampong Chhnang

The main purpose of the Report for the study for the Branch Lines is to portray the findings drawn from the review of the previous studies, preliminary tasks and investigations including:

- preliminary engineering design of branch lines; - an assessment of the condition of existing track up to Green Trade Warehouse (GTW); - preliminary environmental survey; - preliminary resettlement and socio-economic survey; - economic and financial analysis; and - implementation schedule.

The Report for the study for the Branch Lines illustrates, firstly, the main issues relating to the initial engineering aspects, including technical survey of the condition of existing/planned alignments, hydrological and geotechnical investigations together with the technical specifications and bidding documents, which have been prepared for the main line rehabilitation works and applicable for the contracts for the construction or rehabilitation works. Secondly, based on the field investigations, the assessment of the general environmental profile, specific environmental conditions and detail environmental impacts together with the mitigation plans. Moreover, presently there are numbers of houses and dwelling cum small business units made of semi-permanent materials are encroaching on the railway lines, especially on the branch line to GTW. When the railway tracks will be rehabilitated people utilizing the structures sitting closed to the railway alignment will be adversely affected. The census of land and properties and the socio-economic surveys had been conducted for determining the impact of the project then draw up the resettlement plan for the households that are negatively affected. Furthermore, in the line with the engineering design for construction/rehabilitation works, it comments on the proposed approach to an economic evaluation, together with the measurement of the distribution of project benefits, risk analysis and a plan for future monitoring of project benefits.


Missing Link

Nort hern Line

Sout hern Line

Kampong ChhnangAirport Access

Phnom PenhAirport Access

Phnom Penh PortBranch Line

Branch Line t o CementFact ory at Touk Meas

Branch Line t o CementFact or ies at Kampot

Figure 1.1 – Location Map




2. REVIEW OF THE PREVIOUS STUDIES

2.1 REVIEW OF INCEPTION AND DRAFT FINAL REPORTS

2.1.1 Inception Report

(1) Branch Lines to Cement Factories

It was confirmed that the same standards of the main line track structure shall be applied to the branch lines to cement factories.

At the time of the Inception Report, the construction of Thai Boon Roong cement factory which is under construction at 22km north of Kampot station, was not informed and, therefore, not mentioned in the report.

(2) Branch Line to Phnom Penh Airport

The following options of Airport approach were mentioned in the Inception Report;

a) Elevated railway crossing over NR-3

b) At-grade railway and flyover of NR-3

c) Pedestrian deck connection

Due to the limited space in front of the Airport Terminal Building, and comparison of the construction costs, Option c) above was recommended.

The branching point from the main line was not studied in the report.

(3) Branch Line to Kampong Chhnang Airport

No technical study was made in the Inception Report. Only the necessity of higher speed train operation is pointed out to make the passenger train more attractive.

2.1.2 Draft Final Report

(1) Branch Line to Phnom Penh Port Facilities

Due to the same track structure, it was considered that the same rehabilitation method as that of Northern Line could be applied for this branch line.

The section for the rehabilitation was considered up to the Inland Container Depot which was under construction. The importance of rehabilitation up to Green Trade Warehouse (GTW) which has pier structure at Tongle Sab River was not recognised at the stage.

(2) Branch Line to Cement Factory at Touk Meas

Two options of the branch line were planned. Option 1 is branching from the existing Touk Meas station (PK 118+600) and running along the existing village road towards the factory. Option 2 is


branching from a new station location (around PK 114+600) and running along the newly constructed access road to the factory.

It was planned to take aerial photos to select the optimum alignment.

Fig. 2.1.2 (2) Branch Line to Cement Factory at Touk Meas

Option 1:connect fromTouk Meas Stn.

Option 2:connect fromNew Station

Access Road

(3) Branch Line to Cement Factories at Kampot

It was informed that Thai Boon Roong Cement is constructing a cement factory at 22 km northeast of Kampot station. Since there is a trace of branch line structure up to 11 km, where old and product suspending cement factory is locating, the branch line is planned to extend the old alignment.

After the Draft Final Report was issued, new information was given that Lafarge, French company, is also planning to build a cement factory nearby the old cement factory. Then, the study of this branch line was divided into 2 sections; namely, Section 1 from Kampot station to old cement factory (or Lafarge factory), and Section 2 from the end of Section 1 to Thai Boon Roong cement factory.



Fig. 2.1.2 (3) Branch Line to Cement Factory at Kampot

New CementFactory

National RoadNo. 3

New Track toCement Factory

Abandond Alignment fromKampot Stn.Kampot

Station

(4) Phnom Penh Airport Rail Access

There are 2 potential branching stations near the airport. The nearest station is Pochentong, locating about 1.8 km northeast of the airport terminal building. The next station is Fork station, locating 2.2 km northwest of the same.

According to site surveys, it was found that the area between Pochentong station and the terminal building of Phnom Penh airport is densely built-up and there is no room to construct a railway track without land acquisition and resettlement activities.

On the contrary to Pochentong route, there are continuous open spaces are found by the satellite photo survey in the area between Fork station and the airport terminal building. Therefore, it was decided to prepare the preliminary design of this branch line from Fork station.



NR- 3

Phnom PenhStation

PochentongStation

ForkStation

Phnom PenAirport Terminal

AirportStation

New Line

Built- up Area

Fig. 2.1.2 (4) Phnom Penh Airport Rail Access

(5) Kampong Chhnang Airport Rail Access

The RRC planned alignment connecting from Krang Skea station (PK 93+834) was not recommended because of the poor soil condition, requirements of bridge structure and high embankment,

New alignment study was recommended connecting form Romeas station (PK 76+458) to the airport terminal.




3. PRELIMINARY ENGINEERING DESIGN

3.1 GENERAL

3.1.1 Geometric Design

Table 3.1.1.1 and Table 3.1.1.2 show geometric design criteria of the Northern Line and the Southern Line respectively. Main features of these design criteria are very similar. The major differences between the two lines are maximum gradient and axle load.

In the Northern Line the maximum gradient is at maximum of 6.5 %o and axle load is 15 tonnes, while the maximum gradient is 7 %o and axle load is 20 tonnes in the Southern Line.

Table 3.1.1.1 – Geometric Design Criteria of the Northern Line 1. Track gauge 1,000 mm

Main track 300 m (mostly 500 m) 2. Minimum radius Side track 150 m

3. Maximum gradient 6.5 %o Cmax = 100 mm General cant = 6V2 / R ( h = ( S * V2 ) / ( g * R ))

4. Cant

C : mm, V: km/h, R: m 5. Length of transition curve L > 0.6C L > 0.008CV

s = 20 mm R < 200 m s = 15 mm 200 m < R < 250 m s = 10 mm 250 m < R < 300 m

6. Gauge widening

s = 5 mm 300 m < R < 500 m Main track 5.0 m 7. Distance between track

centers Side track 4.2 m 8. Axle load 15 tons 9. Width of roadbed formation L = 5.0 m

Source: RRC

Table 3.1.1.2 – Geometric Design Criteria of the Southern Line 1. Track gauge 1,000 mm

Main track 300 m (mostly 500 m) 2. Minimum radius Side track 150 m


4. Cant

C : mm, V : km/h, R : m 5. Length of transitional curve L > 0.6C L > 0.008CV

s = 20 mm R < 200 m s = 15 mm 200 m < R < 250 m s = 10 mm 250 m < R < 300 m

6. Gauge widening

s = 5 mm 300 m < R < 500 m Main track: 5.0 m 7. Distance between track centers Side track: 4.2 m

8. Axle load 20 tons 9. Width of roadbed formation L = 5.0 m

Source: RRC



In accordance with these existing criteria, the basic geometric design criteria for the branch lines is decided as shown in the Table 3.1.1.3 below.

Table 3.1.1.3 – Geometric Design Criteria for Branch Lines 1. Track gauge 1,000 mm

Main track 300 m 2. Minimum radius Side track 150 m


4. Cant

C : mm, V: km/h, R: m Main track 5.0 m 5. Distance between track

centers Side track 4.2 m 6. Axle load 20 tons 7. Width of roadbed formation L = 5.0 m



3.1.2 Track Structure

In general, track structure of a branch line shall be same as that of the main line to which the branch line is to be connected. However, when the same track material is not available or not recommendable, such as 30 kg rail in Northern Line, it is desirable to use a standardized track material. The standard track structure and materials will be described hereinafter and in Section 7, Conclusions and Recommendations.

(1) Rail

There will be 3 types of rail material after the rehabilitation works completed, namely, 30 kg/m rails for Northern Line, 43kg/m rails for Southern Line, and BS 80A (39.68 kg/m) rails for the Missing Link. From the point of track maintenance aspects, the use of a same track structure and materials is desirable in one line including its branch lines.

Due to the existing poor condition it was recommended, in the Draft Final Report, to replace 30 kg/m rails with heavier rails in near future. Among the branch lines in this study, 3 lines are branching from Northern Line, namely, branch line to GTW at Phnom Penh, that to Phnom Penh Airport and that to Kampong Chhnang Airport. The branch line to GTW is to rehabilitate the existing track and the other two lines to airports are to construct new lines.

Due to the limited budget for the rehabilitation work and the existing condition of the rail material, it was decided to re-use the existing rail material for the rehabilitation work. However, in the same reason for the main line track structure of Northern Line, early replacement of the rail is strongly recommended since the life of rail is nearly finished.

For the two airport access lines, it is recommended to use 43kg/m rail due to a reason to be mentioned later. Same 43 kg/m rail shall be used for the branch lines to cement factories along Southern Line.

(2) Sleepers

Sleepers will also be 3 types after the rehabilitation works, namely wooden, steel and PC sleepers. New PC sleepers will be used for the Missing Line and Southern Line, and the existing steel sleepers are to be used for Northern Line.

According to site surveys, about 70% of the existing steel sleepers used in the branch line to GTW Phnom Penh shall be replaced because of heavy corrosion of steel materials. For this replacement, it is recommended to utilize the salvaged steel sleepers from Southern Line. According to the sleepers condition survey, about 5% of the existing sleepers in the Southern Line is steel and almost all of them are re-usable. This means the salvaged steel sleepers can be used for the construction of 13 km long track structure, and this quantity is enough to replace all the sleepers in this branch line.

For the branch lines to cement factories located along Southern Line, PC sleepers are recommended in the same standard as the main line track structure.

For the two airport access lines which located along Northern Line, PC sleepers are also recommended together with the usage of 43 kg/m rail. This is based on the idea that the up-grading of Northern Line in future to be utilized track materials of the existing Southern Line track materials. Since the forecasted passing tonnage of Southern Line will exceed 11 million ton/year, which requires 50 to 60 kg/m rails, around year 2017. By that time track structure of Southern Line shall be up-graded, and the salvaged track structure to be used in Northern Line. The forecasted passing tonnage of Northern Line is 3.8 million ton/year at year 2030. This means that 43 kg/m rail is still workable in that time.



3.1.3 Bridges and Culverts

(1) Design Issues

a) Design Axle Load

1) Axle load

The design axle load is 15 tonnes in the Northern Line and 20 tonnes in the Southern Line respectively. The present railway infrastructures in the Northern Line and the Southern Line were designed for these axle loads. However, in the rehabilitation of railway bridges and culverts in the Northern Line an axle load of 20 tonnes will be applied for the preparation of the future improvement.

Therefore, in designing structures such as bridges and culverts of the branch lines an axle load of 20 tonnes shall be applied.

2) Axle load diagram

Figure 3.1.3.1 shows the axle load diagram for the design of railway infrastructures of RRC. The bridges and culverts of the branch lines shall be designed to carry the loads shown in Figure 3.1.3.1.

Figure 3.1.3.1 – Axle Load (Loading Diagram) (Unit: ton) Source: RRC

b) Bridge Design Standard

The Cambodia Bridge Design Standard (CAM PW.04.102.99) shall be used for the design of all railway bridges in the Kingdom of Cambodia. The Cambodian Bridge Design Standard consists of the following complementary documents.

- CAM PW 04-101-99 Australian Bridge Design Code 1996 (the Base Document) and

associated Commentary; - CAM PW 04-102-99 this document (the Amendments) which contains amendments and

additions to the Base document; and - The Commentary on the Cambodian Bridge Design Standard which contains amendments

and additions to the Commentary on the Base Document.



These documents shall be considered together. In the case of a conflict between the provisions of the Base Document and the provisions of the Amendments, the Amendments shall override the Base Document.

From time to time the Base Document may be changed by the Australian Authorities. Any such change shall be automatically incorporated into the Cambodian Bridge Design Standard unless it conflicts with a provision of the Amendments.

For the purpose of regulating and interpreting the provisions of this Standard, the AUTHORITY shall be the Cambodian Ministry of Public Works and Transport.

c) Construction gauge and rolling stock gauge

The railway structure shall not be build within the construction gauge. Figure 3.1.3.2 shows the construction gauge and rolling stock gauge of RRC.

Figure 3.1.3.2 – Construction gauge and rolling stock gauge. Source: RRC



(2) Bridge Type

a) Design Condition and Bridge Type 1) Design Condition and Bridge Length

Bridges in the branch lines are designed under the following conditions. - Single line - Maximum axle load is 20 tonnes - Not electrified line

Based on the site survey and an analysis of aerial photos, three different bridge lengths (10m, 20m and 30m) will be necessary for the branch lines.

2) Bridge Type

In the Northern Line and the Southern Line of RRC there are steel bridges and concrete bridges. From the economical view point of construction, concrete bridges will be recommended, because steel materials have to be imported and the unit cost of steel bridges is relatively higher than that of concrete bridges.

Especially in the case where the distance between the bottom of the beam and the water level is 4 to 5m, reinforced concrete bridge construction is less expensive than steel bridge construction, because concrete can be cast in place with temporary supports for concrete form assembled in place. In this case, however, quality control of concrete and supervision of construction at the site are important.

In the case where the bridge length is about 20m, the one-span structure is recommendable in terms of construction cost, because the two-span structure requires pier construction. For bridges with a length of about 20m or less, it is allowable to adopt the monolithic concrete structure, rigid-frame type concrete structure, or reinforced concrete structure. However, the prestressed concrete structure is desirable for 30 m bridges. Table 3.1.3.1 shows an outline of the scope of concrete bridge length together with the corresponding bridge structure types.

Table 3.1.3.1 – Selection of Concrete Bridge Type

Bridge Length Structure Type

10 to 20m Monolithic concrete bridge, or rigid-frame type concrete bridge (A1-Type, A2-Type, B1-Type and B2-Type)

Reinforced concrete T-type girder 15 to 30m Monolithic concrete bridge, or rigid-frame type concrete bridge

(A2-Type and B2-Type) Prestressed concrete T-type girder

For girders with a length of about 20m, it is recommendable to adopt the double main girder structure consisting of two T-shaped girders produced at a factory are carried to the construction site, where they are transversely pressed and the concrete roadbed is cast. For PC girders, however, production supervision at the factory is especially important.

Depending upon the locations of bridges, the burden on abutments can be reduced and easier construction is enabled in some cases by adopting the built-up girder or trough girder type bridges, or steel bridges with steel deck girders and so forth.



In any case, it is necessary to conduct detailed investigations in the future to decide the bridge structure types to be adopted.

b) Concrete Bridges

Concrete bridges recommended to be adopted in the branch lines are shown in the following drawings. In this section bridges with lengths of 10m and 20m are shown. As for a bridge with a length of 30m, please refer to 3.2.6.X Bridges and Culverts.

1) Bridge Length of 10m：A1-Type (Figure 3.1.3.2)

A1-Type is single span concrete bridge with a bridge length of about 10m. For reference, A2- Type is multiple simple span concrete bridge, which is used for longer bridge length of about 20m.

Figure 3.1.3.2 – A1-Type Concrete Bridge



2) Bridge Length of 10m: B1-Type (Figure 3.1.3.3)

B-Type is 3-span monolithic concrete bridge, or rigid-frame type concrete bridge. B-Type is also classified into two types, B1, pier height of which is less than 3.25m, and B2, whose pier height is greater than 3.25m. In this case, B1-Type can be used for bridges with a length of about 10m.

Figure 3.1.3.3 – B1-Type Concrete Bridge 3) Bridge Length of 20m: T-shaped RC beam (Figure 3.1.3.4)

For girders with a length of about 20m, it is recommendable to adopt the double main girder of reinforced concrete structure consisting of two T-shaped girders as shown in Figure 3.1.3.4.



Figure 3.1.3.4 – B1-Type Concrete Bridge

c) Steel Bridges

In this study concrete bridges are planned to be adopted in the branch lines. However, the following shows types of steel bridges with length of 10m and 20m for reference.

1) Bridge Length of 10m：J1-Type (Figure 3.1.3.5)

J-Type is a built-up steel girder, or trough girder type bridge with the standard span length of 8.35m (J1) and 11.55m (J2). This type of steel bridge can be used for the bridge with a length of 10m.



Figure 3.1.3.5 – J1-Type Steel Bridge 2) Bridge Length of 20m：A1-Type (Figure 3.1.3.6)

Figure 3.1.3.6 shows steel deck girders with a length of 20m and Table 3.1.3.2 shows main dimensions of this girder.

Table 3.1.3.2 – Dimension of Steel Deck Girder

Item Dimension Span length 20,000mm Bridge length 20,300mm Web height 1,800mm Distance between base of rail and shoe 2,200mm Distance between base of rail and the lower part of girder 2,100mm Total weight of girders about 23 tonnes



As described above, this type of bridge has the following advantage;

- Reduction of the burden on abutments - Easy erection

Therefore, in some cases this type of bridge can be recommended depending upon the locations of bridges. Anyway, it is necessary to carry out more detailed investigations in the future when bridge structure should be decided.

Figure 3.1.3.6 – Steel Deck Girder

(3) Culverts

a) Existing Culverts The existing box and pipe culverts along the railway lines mostly have a double function. They act as the drainage system for discharging water to prevent water from flooding the railway embankment and as well as irrigation system for the farmers to irrigate the rice fields.

The summary of culverts in the existing lines is shown in Table 3.1.3.3.

Table 3.1.3.3 – Types and Numbers of Culverts

Type Northern Line Southern Line Box Culvert 47 74 Pipe Culvert 229 414

Total 276 488

b) Pipe Culverts

Based on the actual data of spacing of pipe culverts, pipe culverts of branch lines shall be installed at every 500m. The diameter of pipe culvert will be 1m.

c) Box Culverts

Based on the site survey and an analysis of aerial photos, two different box culverts (3m width x 2m height, 3m width x 2.5m height) will be necessary for the branch lines.



3.1.4 Cost Estimate

(1) Basis Conditions of Cost Estimate

The Project cost is estimated based on the following basic conditions.

1) The unit prices of the various work items were decided based on a construction cost guide issued by MPWT on November 2005, various engineering estimates, and actual bidding prices of the on-going and previous railway and road projects in Cambodia.

2) Each cost was calculated by the US Dollars, breaking down into foreign portion and local portion.

3) Price level in this Report is as of June 2006. 4) The currency exchange rates applied are as followings: 1 THB=0.0263 USD 1 Euro=1.2826 USD

(2) Composition of the Project Cost

The composition of the project cost is shown in Figure 3.1.4.1. The project cost consists of construction cost, engineering services cost, administrative cost, physical contingencies, land acquisition and compensation costs, and price escalation as shown below:

(Note: E/S: Engineering Services, F.P.: Foreign Portion, L.P.: Local Portion)

Figure 3.1.4.1 – Composition of the Project Cost

a) Construction Cost

The construction cost is divided into foreign portion (F.P.) and local portion (L.P.). Furthermore, the each portion is divided into “material cost (including equipment cost)” and “labour cost”. Proportion of F.P. and L.P. of each item was decided in the same manner as those of the other projects in Cambodia.

Project Cost

1. Construction Cost

2. E/S Cost[1.*6%]

3. Administrative Cost [(1.+2.)*0.5%]

5. Land Acquisition & Compensation

6. Price Escalation[F.P.:(1.+2.+3.+4.+5.)*2%, L.P.:(1.+2.+3.+4.+5.)*5%]

4. Physical Contingencies[(1.+2.)*1.5%]

Foreign Portion

Local Portion

Material cost

(inc. Equipment)

Labour cost

Material cost

(inc. Equipment)

Labour cost



b) Engineering Services

Engineering service cost is assumed as 10% of the construction cost

c) Administrative Cost

Administrative cost is assumed as 5% of the total of construction and engineering costs. The cost is allocated as local portion.

d) Land Acquisition and Compensation Cost

Land acquisition and compensation costs are calculated based on the land area to be acquired and unit price of compensation applied to the other projects. These costs are allocated as local portion.

e) Physical Contingencies

Physical contingencies are assumed as 10% of the construction cost and the engineering services. The proportion of foreign and local portion in the cost is fixed as 60% and 40%.

f) Price Escalation

Price escalation rate is assumed to be 2% per annum for foreign portion and 5% per annum for local portion. The price escalation is considered to the construction cost, the engineering services, the administrative cost, the land acquisition and compensation costs, and contingencies.



3.2 BRANCH LINE TO CEMENT FACTORY AT TOUK MEAS

3.2.1 Outline of Branch Line

Kampot Cement (or K-Cement) is constructing a new cement factory (hereinafter called KC factory) at 5 km west of Touk Meas Station (PK118+600). The KC factory is connected by access road with length of 5.4 km from National Road No.31. The access road was newly constructed by the company but belongs to public. The southern line is running along the National Road No.31 at this section.

Three optional routes have been considered for branch line to the KC factory. Option 1 is to construct from Touk Meas Staition and running along the existing local road with total length of 5.2 km. Option 2 is to construct from PK 114+200 (new station) and running along the new access road with total length of 7.2 km. Option 3 is to construct from Touk Meas Staition and running along the edge of the mountain with total length of 5.6 km. The location of routes is shown in Figure 3.2.1.1.

Option 1L=5.2 km

Option 2L=7.2

Option 3L=5.6 km

Touk Meas St.PK 118+600

New StationPK 114+200

Tram Sasar St.

CementFactory(KC Factory)

Access Road

Figure 3.2.1.1 – Branch Line Location Map (Touk Meas)



According to the information from the factory, they have planed to produce cement from July 2007 with capacity of 1.1 million ton per year and 1.5 million ton at 2010. Detail information regarding production forecast is described in Chapter 5. Assuming that 80% of product shall be transport by rail, 2 trips in 2007 and 3 trips in 2010 are required if the freight train consist of 20 wagons. At present, Touk Meas Station has one abandoned loop track, and this track can be utilize as arrival/departure track for cement freight.



3.2.2 Hydrological Conditions

3.2.2.1 Introduction The Kampot Cement factory project (KC factory) is located near to Touk Meas (Batteay Meas) town along the national road RN31, in a limestone area to the right hand side from Phnom Penh see Figure 3.2.1.1 – Branch Line Location Map (Touk Meas). There are three options proposed for linking the railway between the Southern line railway with the KC cement factory: (i) starting the line from the Touk Meas station and runs parallel to the existing local road to Phnom To Tung; (ii) starting from a new proposed Touk Meas station and runs parallel to the cement factory access road; (iii) starting from the existing Tuk Meas station and run along the northeastern edge of the limestone hills of Touk Meas. The region is extremely flat and prone to regular flooding, dominated by extensive rice field at a general altitude of approximately 20m or below. The main feature of the region is the series lime stone hills to northwestern side of the Touk Meas town of which the Phnom To Tung culminates the region with an altitude of 328m.

The cement factory is under construction at the immediate western edge of the Phnom To Tung. Two major non perennial streams drain the immediate of the area namely the O Kandol originated from a series of natural lakes at the western side of the Phnom To Tung. The O Kandol joints O Kralao after crossing the RN31 at Touk Meas. Further downstream the O Kralao and the Prek Touk Meas feed to vast areas of wetland of vital importance for the inland fisheries ecosystem of the country. To the north of the RN 31, a network of canals built during the Democratic Kampuchea (DK) period run east to west and north to south across the region. At the immediate southern vicinity of the Phnom Totung there is a short dike built across the two mountains from north to south with a network of canal to the east. The dike might be built to protect the agricultural land downstream from regular flooding. Water supply to the area was made through a north-south main canal currently cutoff by the new KC cement factory access road. The KC cement factory access road has two main water crossing structures, one crosses the O Kandol, the second one the branch of O Kandol. Two main irrigation canals were cutoff by this access road. The overall general drainage pattern of the region is from north to south.

The area is located within a broader catchments delimited to the west by the chain of mountains, running almost from north to south direction (district border Kampot/Kampong Trach), culminated by the Phnom Chum Teav Mao (316m), stretches from the relatively flat area with general altitude of about 20m inland and about 10m near to the Southern line. To the north by the Chain of the Elephant mountains of which the Stung Taken sub-catchments is also contributing to the area overland flow due to a diversion dike and canal built on this river, to the north the sub-catchment of the Stung Kraing Sbow and to the north east by the Pnom Darey Romiel running north south and further to the south east by a range of mountains (Phnom Veal Thlok and Phnom Chrouh Ta Pok. The total catchments area at the RN31 is about 1366 Km2. The area is dominated predominantly by subsistence traditional rain fed rice cultivation. A number of dikes and canals have been built during the DK period to control surface runoff for rice cultivation. The current status of those infrastructures is not well known due to lack of readily available information on their size, extension and method of management.

3.2.2.2 Hydrological conditions At the exit of the catchment considering the southern railway line as lower boundary, on the railway embankment three existing bridges provide the surface water cross drainage of the region namely the bridge S22, a 6m long bridge near Tram Sasar station and S23, a 55 m long bridge near to Banteay Meas town, and another bridge further south of the existing Banteay Meas station; on the national road RN 31 there are also two major bridges, the first one on the same west-east canal as the railway bridge S22 near to Tram Sasar and the second one on the O Kandol at Touk Meat town. The three



structures as well as the railway embankments seem to resist well the recent floods of 1995, 2000 and 2006. Similarly the embankment of the National Road RN31 and its two bridges seem to resist well to recent floods. Major features influencing the natural surface water drainage of region are namely: (a) in the upper part of the catchment, the diversion dike of the Stung Taken and its diversion canal which adds additional water flow to the region and drain faster the area north to the RN3; (b) the national road RN3 crossing two major natural streams: the O Treung and Stung Kraing Sbow at Treung and Chhook respectively; (c) a network of local roads namely the north to south Chhook-Kampong Trach road, the Angkor Meas Dang Tong – linking with the Dambok Kpuos-Chhook roads; and (d) there are a number of dikes and shallow retention reservoirs, and network of canals of which information related to their function, capacity, current status, operation and management are currently not available. On the northern side, the main natural stream, the O Treung, joined by O Trabek forms the Stung Damnak Sok, than continued into a network of canals in the east- west and north- south direction. Similarly the Stung Kraing Sbow drains a network of streams from the northeastern valley of Chum Kiri, and then crosses the RN3 near to Chhook, further downstream it is diverted by dikes and network of canals across the region. On the eastern side, the Stung Slanh in north south direction drains the eastern catchments of the Phnom Chrouh Pok to the south. With numerous network of dikes and canals without proper design and documentation, it is not possible to provide an in depth analysis on current water resources development and management of the region. A more detail survey is required to properly understand the overland flow distribution of the region and enable sound recommendation with respect to integrated water resources management. Since the project area is located in the middle of the flood plain surrounded by mountains, the surrounding of the Phnom To Tung is often flooded (see Photo 3.2.2.2). This exceptional condition makes flooding in this region spectacular as a result of rapid accumulated overland flow from the surrounding area. The proposed alignment (option 3 runs along the mountain edges above the limit of the flood plain) and does not add additional obstruction to the flood passage of the areas. Furthermore there is no need for important water crossing infrastructure, since it is concerned only with small catchments of the Touk Meas limestone hills. The most important part of the region overland flow must be conveyed through the O Kandol to O Kralau through the access road to the KC cement factory. The land fill for the cement factory was made on existing natural stream without providing sufficient substitute to the natural drainage, see Photo 3.2.2.2. The access road of the KC cement factory was built across the O Kandol catchment above Touk Meas crossing the O Kandol itself and one of its branch. Two bridges were built on this access road but two presumably main irrigation canals were cutoff. Currently it is not clear about the function and management of the two main canals and other existing secondary canals in the area. One of the main canal located near to the Phnom Totung was connected to the canal network on the southern side of Phnom Totung which crosses the Southern line further south of Tuk Meas, thus can provide additional drainage capacity. The area is an important rain fed rice crop production of the province. The rain fed rice crop of the region is extremely vulnerable to risk of droughts and floods, according to FAO reports, on rice ecology in South East Asia, Cambodia low land rice ecosystem has the highest risk to droughts and floods (57% as compared to Thailand only 24%)1. There is no major water conservation infrastructures built for irrigation in the upper catchment. Specific consideration should be made on the impact of existing and the proposed infrastructure on the crop production of the region, draining too fast affects water demand during critical years such as during the dry years but during extreme floods, flood duration should be minimize in such a way that loss of crop during flood could be minimized. The recent flood of 15 to 20 August was one of the most severe floods occurring in the region in addition to previous severe floods of 1995 caused by the Typhoon Linda and the flood of the year 2000. The damage which the 2006 tropical storm has caused to the overall infrastructure of the Kampot province is not yet known. Areas of rice crop affected by flood are estimated at 27,000 ha and areas totally damaged by flood are estimated at 3,100 ha. Data specific to Touk Meas region is still not yet known but could be 1 Rain fed low land rice ecosystem in Asia, Wade et al., 1999.



comparatively higher than other region of the province due to the prolonged duration of flooding of more than one week. During this recent flood, flood water has overtopped the road between Kampong Trach and Kampot and Kampot to the AZ cement factories of TBR in many places. The bridges of the access road to the cement factory could stand the flood with some damage of one of the abutment but the direct damage which might be caused by the new road to rice crop could not be assessed , see photos 3.2.6.3 and 3.2.2.1. It should be noted that the railway bridge no 23 of the southern line has a total length of 55 m is much larger than the one on the access road to the KC factory. The bridge on the local road across O Kandol at the edge of the Phnom To Tung to the north seems to have also larger carrying flow capacity than of the two bridges on the access road to the KC cement factory. On the other hand during the beginning of the flood period, until the 16 August, only one of the crossing bridges of the access road was put to operation (the second bridge flow was cutoff by coffer dam). During the recent flood, the access road has built impressive water accumulation upstream of the road side (see photos from 3.2.6.1 to 3.2.6.3). The total rainfall recording at Kampot station during the recent 2006 floods was 311mm (15 August 117 mm, 16 August 121 mm and 17 August 73 mm). Significant rain continues to fall on 17 of August in many places of the basin. There is no stream flow data available in the project area and long time series rainfall data are available only for Kampot station. The table 3.2.2.1 provides depth-intensity-frequency for short duration rainfall for Kampot station . Table 3.2.2.1 Depth-Intensity-Frequency-Duration for short duration rainfall at Kampot station Kampot Depth (mm) Intensity (mm/hr)D/T RRt 2.33 5 10 25 50 100 2.33 5 10 25 50 100 5min 0.18 18.0 22.0 25.2 29.3 32.3 35.3 216.54 263.93 302.53 351.30 387.50 423.4010 min 0.24 24.1 29.3 33.6 39.0 43.1 47.0 144.36 175.95 201.69 234.20 258.34 282.2715 min 0.3 30.1 36.7 42.0 48.8 53.8 58.8 120.30 146.63 168.07 195.17 215.28 235.2230 min 0.42 42.1 51.3 58.8 68.3 75.3 82.3 84.21 102.64 117.65 136.62 150.70 164.661 h 0.54 54.1 66.0 75.6 87.8 96.9 105.9 54.14 65.98 75.63 87.83 96.88 105.852 h 0.65 65.2 79.4 91.0 105.7 116.6 127.4 32.58 39.71 45.52 52.86 58.31 63.714 h 0.75 75.2 91.6 105.0 122.0 134.6 147.0 18.80 22.91 26.26 30.50 33.64 36.758 h 0.84 84.2 102.6 117.7 136.6 150.7 164.7 10.53 12.83 14.71 17.08 18.84 20.5812 h 0.9 90.2 110.0 126.1 146.4 161.5 176.4 7.02 8.55 9.80 11.38 12.56 13.7218 h 0.96 96.2 117.3 134.5 156.1 172.2 188.2 5.35 6.52 7.47 8.67 9.57 10.4524 h 1 100.3 122.2 140.1 162.6 179.4 196.0 4.18 5.09 5.84 6.78 7.48 8.17 Bridge and culvert hydraulics Hydrology when use to design bridges, culverts and highway drainage is concerned with the estimation of maximum and peak flows. It is a sub-subject often referred to as Flood Hydrology concerned exclusively with the runoff generated by large or intense rainfall. The Ministry of Public Works and transport (MPWT) have a design Standard for Drainage produced in 1999 with the assistance of AUSAID. The rational method estimates peak discharge. It is based on the simplistic assumption that peak discharge occurs when the rainfall duration equals the time of concentration of the catchments, as expressed algebraically by the formula 2:

2 Detail on conditions of the application of the formula and the hydraulic computation of the Bridge and culvert

are provided in the section 3.3.6 of the main report on “ GMS Rehabilitation of the Railway in Cambodia”



Qp = 0.277 x C x I x A x ARF Where Qp: is peak discharge in m3/s

0.277: is a conversion constant to express discharge in the required units C: is the runoff coefficient I: is the rainfall intensity in mm/h during the time of concentration (Tc) is the

tome of concentration A: is the catchment area in km2

ARF: is the areal reduction factor The flow volume through the bridge might be calculated through the Manning’ s formula: 2/3

Q = ( )PA

nA

s1/2 Where Q: Flow volume (m3/s) A: cross-section area of flow (m2) P: length of wetted perimeter (m) S: gradient of water surface or bed slope n: Manning’s ‘n’ representing the channel roughness The formula are provided for guiding further data collection for verification of existing water crossing infrastructures in the region in a more comprehensive way.

3.2.2.3 Conclusions and recommendations The project area is located in the concentrations zone of overland flow from a large catchment area surrounded by mountain ranges. Subsistence rice cultivation dominates the region economic activities and the water resources are still under-developed. Existing water management infrastructures are not well understood and of little use for local people. Flooding is swift and prolonged for long period of time. Affected by erratic rainfall regime the region is also pone to risk from droughts. Development plan in the area should avoid from increasing people vulnerability to flood and droughts risks. From hydrological point of view, the option 3 of the proposed connection line (along the edge of the Touk Meas lime stone hills) seems to be ideal for not adding further flooding problem to agricultural activities of the region. Existing drainage conditions of the area should be further carefully reviewed under the light of recent flood conditions and future water resources development plan of the region and appropriate measure taken if found that some neglect has been made and might cause further damage to the surrounding due to inadequate drainage capacity has been allowed.



Photo 3.2.2.1 – The bridge on the access road to KC Cement factory on 16 August 2006

Photo 3.2.2.2 – The Northeastern corner of the KC Cement factory, the culvert is submerged (all rice fields are under water)

Photo 3.2.2.3 – The bridge on the local road at the Northeastern corner of the KC factory

Photo 3.2.2.4 – View of the edge northeastern Touk Meas limestone hills and canal



3.2.3 Geotechnical Conditions

(1) General Description of Geotechnical Condition in the Project Area

Geological condition of the Project area is composed of floodplains, coastal plain deposits, and pediments, which belong to alluvial strata as shown in Figure 3.2.3.1. According to the field observations, existing ground is classified as soft ground. It is recommended that the embankment height shall be limited less than 2m to protect slope failure and reduce consolidation settlement. Material for the embankment shall be imported, not side borrow. It is recommended that geotechnical examinations such as boring, SPT, and various laboratory tests shall be conducted to decide the countermeasure work more accurately in detail design stage.

Figure 3.2.3.1 – Geological Map of Project Area3

(2) Depth of Bearing Layer for Substructure of Bridges in the Project Area

Based on the existing geotechnical data from the other projects, depths of the bearing strata for substructures of bridges around the project area are shown in Figure 3.2.3.2. According to the figure, the deepest bearing strata of 25m range are found at Kampot river. In the other areas, the bearing strata of between 10 to 15m in depth are dominant.

The data shown in this section is reference only, and detailed soil investigations at each bridge site shall be carried out to decide the pile lengths in the detailed design stage.

3 Source: MPWT

New Station Cement Factory

Touk Meas Station

Opt. 2

Opt. 1

Opt. 3



Figure 3.2.3.2 – Map of Available Existing Borehole Data and Depth of Bearing Layer

(3) Ballast Quarry Site in the Project Area

In this study, quarry site survey and existing material report study were conducted to find some available quarry sites. According to the survey result, the following quarry site is available for this branch construction.

< Kampong Trach Quarry Site (along Southern Line) >

The quarry site is located along Southern line and approximately 15km far from the project site. The quarry site supplies ballast to RRC at present, and has a branch line linking with Southern Line.

Figure 3.2.3.3 – Map of Available Quarry Sites for Ballast

According to the owner, the current conditions of the quarry are as follows.

- Ballast Production Capacity of Existing Crusher: 400m3/day (in case of 24hrs operation, 800m3/day).

- Unit Cost: 7 USD/m3 (Price at the site, as of June 2006)

Project Site

Project Site



3.2.4 Environmental Issues

a) Introduction In additional scope of works for the GMS rehabilitation of the railway in Cambodia prescribed to include new branch line connecting to a few cement factories in Kampot province, Cement Factory at Touk Meas district (called KC factory) and three cement factories at Kampot and Dang Tung district (called AZ factory, Lafarge factory, and TBR factory). This part describes only environmental issues of the KC Factory at Touk Meas. The environmental issues that expected to occur from project design, construction and operation of these branch lines are described in the following part.

b) Magnitude of the proposed facilities and Alternative

Branch line to KC Factory is new construction line from Southern line railway with several alternative options (see Figure 3.2.1.1 – Branch Line Location Map (Touk Meas)):

Option 1: Connect from existing Touk Meas station to cement factory and passes behind two densely settlement village in Touk Meas commune. The total length is approximately 5.2 km. Importance and producible land use of community was found along the proposed alignment. Option 2: Straight line connects from main line at PK 114+200 to cement factory, parallel to new construction access road, one new constructed station on Southern line at PK 114+200 is needed. The total length of this option is approximately 7.2 km and passes Sre Prey village and Chrok Khlei village in Wat Ang and Touk Meas commune, Banteay Meas district, Kampot province.

Option 3: is preferable option for preparing preliminary design of Branch Line to cement factory at Touk Meas (KC factory). This option has approximately 5.8 km of length connects from existing Touk Meas station at PK 118+600 to cement factory and running along the mountain leg (Phnum Kuhea Luong and Phnum Koun Sat) and bend behind one community. Grass/shrub land and common rice field was found on the proposed alignment. Based on environmental point of view can compare above alternative option and describe in table below.

Table 3.2.4.1 – Comparison Alternative for each Option

Option # Advantage Disadvantage 1 - Easily to build and to maintenance

- Connection from existing Touk Meas station at PK 118+600

- Less investment cost (5.2 km and small drainage structure is required)

- Significant impact on social environment of the Touk Meas village, some families will lost of their importance and producible land use, land acquisition and resettlement is required.

- Disturb and high risk to community in operation phase, lie on closely between three villages.

2 - Easily to build and operate

- Straight connection and parallel to new construction access road

- Significant impact on social environment of the Sre Prey village, some families will lost most of their residential land (Photo 3.2.4.1) and rice field, land acquisition and resettlement



Option # Advantage Disadvantage is required.

- Cumulating impact due to blockage of water bodies in the area, the new constructed access road ready built with improperly water release structure crossed local streams, flooded rice field caused by heavy rail was long time companied by villagers.

- High investment cost (7.2 km length , big release water structure and new station at PK 114+200 is require)

3 - Easily to build and operate, mostly on

the public land and far from the village,

- Connection from existing Touk Meas station at PK 118+600

- Less investment cost (5.8 km and small drainage structure is required)

- Minor/no social and environmental impact

- Not straight and strong two bends with short distance, very low speed in this point is required

c) Social and Environmental conditions

The following paragraphs described the social and environmental condition of the preferable option (Option 3) for branch line to cement factory at Touk Meas. The proposed alignment lies on the leg of three mountains Phnum Kuhea Luong, Phnum phnum Koun Sat and Phnum Chruoh Chek. Top soil is loam and clay. An average annual rainfall in last ten years is 1800-2000mm, it is higher than central plain of the country caused by effluence rainfall from the coastal area. The geological of the area consist of terrace alluvial (Ta), pediments (Pd), coastal plain (Cp), and alluvial plain (Ap). The hydrological system in the area is mostly small streams/creeks and man-make canal which collected water from main catchments in the west part of the area reach to Domrei Mountain chain. The area has been flooded every year with heavy rain because area as low plain, except mountain, and limited of natural drainage and blocked by NR31. Drainage system in the project area is one of environmental factor to be considered in the project design. The natural resources here is limestone mountain, shrub land and field crop (Photo 3.2.4.2). The main ecological resource is fishery in the low land habitat (in natural lake, pond, rivulet, streams, etc.) between Phnum Domrei chain and many mountains in Banteay Meas district. 100% of the community is rural area and not electricity system, unsafe water supply (open well and pond), limited of public services facilities (health centre, school, market, etc.). Most of the people living in the project area are farmer, rained rice field is mostly found and other crop such as sugar can, vegetable is presented in the area. At present dozen of local people become worker in cement factory. So the main development activity of the area is agricultural product and expectation that cement product will be produced here in future soon.

d) Social and Environmental consideration

Small encroachment to common rice field from leg of Phnum Konsat to factory will be happened due to proposed alignment. Lost of land use and damage crop may be occurred due to project construction.



This is insignificant impact; however land acquisition and Detail Measurement Survey (DMS) on effected properties land crop is needed in detail design and before the project implementation. Collaboration with local authority is very importance to deal with the above issues. The access road to the factory is completely constructed with low capacity of water release structure on the natural stream (Photo 3.2.4.3). The KC factory is under constructing on the water course and not diversion system and poor drainage structure (Photo 3.2.4.4). Both construction facilities are ready created significant environmental impact on the hydrological system in the area, flooded level and flooded period in the area is higher and longer than before the KC factory project activities, according to field investigation and complaining of local people living in community close to the factory. Properly drainage structure on the proposed branch line to factory in Option 3 is also required to avoid any cumulative impact on the hydrological conditions in the area. The construction of rural road, dam, access road to factory, and railway branch line to the factory creates cumulative impact on the fish species and number, because disturbed their migrated way. Properly and adequately release structure (culvert and bridge) on the road, dam, and railway should be provided to reduce the impact on the fish. Insignificant environmental impact caused by noise and vibration in construction and operation phase is expected happen in small partial of community Touk Meas due to the branch line alignment is running along the leg of mountain. Occasional employment as railway construction worker and factory construction and operation is expected give more chance to communities living close to the proposed alignment. Priority worker recruitment for the project construction should be provided to local people in place. The branch line to connect Cement Factory at Touk Meas will provide easy and cheap for the transportation of cement product from KC factory to Phnom Penh as well as to other provinces, and reduce the traffic on the auto route. Reduction of road accident and road maintenance is expected from the project operation too.

e) Conclusions and Recommendations

Branch line to cement factory at Touk Meas will provide some positive environmental and social impacts:

- has a branch line of railway from existing Touk Meas station to KC cement factory; reduce traffic on the access road that pass some communities in the area.

- safe and easily for transportation cement product from KC factory, and cheaper cost than other transportation means; and

- can provide employment chance to local communities in construction and operation phase;

Insignificant on social and environmental resources in project alignment were expected from the project activities such as:

- small encroachment to common rice field may be occurred in project design and construction;

- cumulative impact on the hydrological resources and fishery species caused by road, dam, and railway may be occurred;

- temporary disturb to community caused by noise and vibration in construction and operation phase of the Project.

From the environmental study some importance recommendations can provide in following:

- Good collaboration with local authority, community development council and community to solve small land lost by railway constructed here



- Disclosure of the project information/activities to local people is needed before the project implementation to avoid any damage of their crop on the proposed alignment even it was very small lost as expectation.

- The hydrological system in area is very important factor on the environmental impact in the project area, so properly design of drainage structure to ensure flooding and fishery migration way here is strongly recommended.

- Safety facilities shall be installed and safety education campaign shall provide to the community in construction and operation phase.

Photo 3.2.4.1 – Family that lost their land by access road and will completed lost importance land by proposed railway behind their house

Photo 3.2.4.2 – The environmental condition on proposed alignment in Option 3

Photo 3.2.4.3 – Access road to factory at Touk Meas

Photo 3.2.4.4 – Water block by access road and factory built on the water course with improperly drainage structure



3.2.5 Resettlement and Socioeconomic Issues

Among the three options proposed by PPTA Option 3 is the most feasible option because it involves less land acquisition, better flood protection, and no settlement will be affected.

3.2.5.1 Geographical Coverage

The total proposed railway line is 5.5 km connecting K Cement Factory to Touk Meas Railway Station. It cut across two villages of Touk Meas commune namely Touk Meas and Chrak Kley. The two villages are rural having 522 families.

3.2.5.2 Socioeconomic Profile

Socioeconomic information at village level is taken from Commune database 2004 while information at provincial and national levels are taken from Cambodia Socioeconomic Survey 2004. The information describe below is a summary. Please see Annex 3.2.5.2 for more information.

HOUSEHOLD CHARACTERISTICS

The total populations living in the two villages are 2761 (CDB 2004) of which 52.0% are female and is slightly bigger than the provincial average4 of 52.2% (CSES 2004). The percentage of female-headed household in average is 18.0% and is significantly less than the provincial average of 31.2%. Four female-headed households are reported the mother of one child or more under the age of 5. Average household size is 5.3 and is bigger than provincial average of 5.0 or national average of 5.0. There is no data on poverty rate in each village. However, according to the National Poverty Map the affected communes are rated from 10% to 25% of poverty rate. Economic active persons aged from 15-64 are 59.7% (male = 28.5% and female = 31.2%), and bigger than the provincial average of 55.4%. Majority of households are farmer.

Land and Structure Occupancy

In average a household owns less than one hectares of land for rice paddy plus village land. Land conflict in the area is low reported 5 cases in the past year. There are 520 housing units having moderate to good condition. Percentage of housing unit having roof materials as thatch are 22.3%; tile are 32.1%; fibro are 15.2% and zinc are 30.0%. Only two houses have concrete roof. It is reported that 89 households (or 17%) have some irrigated rice land. No data on tenure status at commune and village levels. However, at provincial level, data in 2004 shows that 98.1% is owner, 0.5% is renter, 1.2% is occupier with permission (free) and other is 0.2%.

Household Assets There are 304 households reported having cattle(s) and/or buffalo(s) and 280 households have pig(s). There is no specific data for other assets per household. However, it is reported that within the two villages there are 101 motorcycles, 3 tractors/koyons/cars, 216 horse and ox carts, 376 bicycles, and 211 tvs.

4 Provincial average of Kampot and Kep. The two provinces are combined in the CSES 2004 study.



Sources of Income, Expenditure and Employment Rate There is no specific data at village level in this section. However, according to rapid assessment and interview with some villagers it is found that an average income per household is approximately equal to US$2.5-3.0. The main expenditure is for food consumption. There is no or little saving from the income generated. Apart from farming some people have other source of income i.e. stone quarry, fishing and motor-taxi driver. Based on provincial data the employment rate is 64.8% (aged 7+)

Environment, Health and WATSAN It is reported that 397 families used chemical fertilizer and 167 families used pesticide in the past year for agriculture purpose. 14 families used traditional birth attendant and 13 used trained mid-wife in the past year. Women deliver baby in villages have 27 cases in the past year. There are 19 latrines in the two villages. Numbers of families have access to private pump well or ring well all year round with distance less than 150m or at home are 168 and within 150m of their house are 293. The rest of 61 families use water from river, pond and rainwater.

Education According to village database the illiteracy rate of female and male over 15 years old are more or less equal, 11.2%. These figures are very low compared to the illiteracy rate at provincial level of 36.7% for female but very similar compared to male (13.8%), CSES 2004. Percentage of female and male aged 6-17 who goes to school are 93.4% and 94.4%.

Religion and Ethnic Groups No specific data for this section. However, based on interview with villagers the majority of villagers are Khmer ethnic and Buddhism religion and a small portion of Cham (Muslim).

3.2.5.3 Scope of Land Acquisition and Resettlement Framework

The proposed railway will be required the total land of 5500m by 14.7m or equal to 80850 sqm in order to operationalize the train. The width of 14.7m is included 12.7m bollards and embankment and 2m-pavement reserving for safety. At present the land is used primarily for rice farming and a portion of which located along the hillside.

According to the Prakas No.06 dated on September 27, 1999 an Order issued by RGC entitled "Measures to Crack Down on Anarchic Land Grabbing and Encroachment” set out the right of way for railway in rural area of 50m both side of the rail and 100m from each side of the hillside. However, ADB’s policy is to minimize impact as result of resettlement and land acquisition. Therefore, lands located outside the clearance corridor of 14.7m will be remained same of its present tenure status. About 2km cuts across the hillside where the land belongs to the public and, thus, no need to purchase. Only 3.5km will be required to purchase by the Project Authority at replacement cost or market value. The compensation will be paid to all affected households who are occupying and using the land regardless their tenure status to land.



3.2.5.4 Impacts and Entitlement

The proposed railway line, to some extend, affects to land, other structures, perennial crops and trees, and some community properties. It is estimate that about 50 households will be affected including the minor affect. About 20 households will be affected their [other] structure and crops and trees. Therefore, households who own property within the clearance corridor will be entitled to the following.

- Those whose land is partially affected and the rest are viable for use will be entitled for cash

compensation at replacement cost or at market value. - Those whose land is partially affected and the rest are not viable for use will be entitled for

replacement land and the non-affected portion can be remained by the occupier or can be sale to the Project at the market value. The purchased land will be given to community for public purpose. The household will also be entitled for other assistance.

- Those whose land is fully affected will be entitled for replacement land and other assistance.

- Those whose house and or other structures are affected will be entitled for cash compensation at

replacement cost for the affected part. No deduction for salvage materials. Household whose house or main structure is fully affected will received other assistance.

- Those whose crops and trees are affected will be entitled for cash compensation at replacement

cost. If the affected crops are already harvested by the household no compensation will be paid.

- Other assistance includes cost of transport, disturbance allowance, assistance to vulnerable household etc.

- Those whose agricultural land is affected more than 10% will be entitled to receive income

restoration program. - Those whose business operation will be lost permanently as result of land acquisition will be

entitled to receive income restoration program.

3.2.5.5 Impoverishment Risks

Below table is risk assessment using Impoverishment Risks developed by Michael Cernea in his publication: Risks Assessment and Management in Involuntary Resettlement.

Risks Low Medium High Landlessness ?? Homelessness x Joblessness and business opportunity x Marginalization x Increase morbidity and mortality ?? Food insecurity x Lost of access to common property x Social disarticulation x



Therefore, the proposed railway does not have significant resettlement impact except for agriculture land.

3.2.5.6 Minimization of Impacts

To avoid or minimize impact on main structures especially the house the proposed railway should be shifted closed to the hillside. Restoration program for those who lost more than 10% of agriculture land should be properly developed during the resettlement planning.

3.2.5.7 Compensation Rates and Resettlement Costs

Compensation rate developed for the Northern and Southern line will be adopted for this resettlement costing. The following resettlement cost is based on rough estimate.

Items Unit Quantity Rate US$ Amount

Land acquisition sqm. 51,450.00 0.70 36,015.00 Affected assets (structure, crop, trees etc.)

hhs 50.00

200.00 10,000.00

Other assistance hhs 20.00 100.00 2,000.00 Relocation site development - Income restoration hhs 20.00 200.00 4,000.00 Sub-total 52,015.00 Administrative cost (10%) 5,201.50 Contingencies (20%) 10,403.00 Grand Total 67,619.50



3.2.6 Preliminary Engineering Design

(1) Existing Condition

a) Option 1

The total length of branch line is 5.2km. The location of the route is mainly in the rice field and swampy area. The planned alignment is running parallel with the local road and distance from road is between 100m and 300m. The change of grand height is gentle. There are many small streams and cannels running in this area. One 20m span bridge and two 10m span bridges are required in this route as for the main structure. The required height of the embankment will be 2.0m in average, and average gradient of this route is 3.6‰ and minimum radius curvature is 300m. Accessibility to the construction site is good.

b) Option 2

The total length of branch line is 7.2km. The location of the route is in the rice field along the access road. The change of the grand height is gentle. There are two major streams crossing in this area, 30m span bridges will be required to cross the rivers. The required height of the embankment will be 2.0m in average, and average gradient of this route is 2.5‰ and minimum radius curvature is 300m. The route is running along the access road so that accessibility to the construction site is very good.

c) Option 3

The total length of branch line is 5.6km. The location of the route is in the swampy area along the edge of mountain. The change of grand height is gentle. There are two streams crossing this area, 20m span bridge and 10m span bridge are required. The required height of the embankment will be 2.5m in average, and average gradient of this route is 3.2‰ and minimum radius curvature is 300 m. The route is running close to the mountain and quite far from the local road so that accessibility to the construction site is poor.

Recommended Route

During our study period, flooding by rain has occurred in middle of August. The field was totally covered by water along the access road (see photo 3.2.6.1 to 3.2.6.3). The local road was flooded and both side of the field was also covered by water (see photo 3.2.6.4 to 3.2.6.6).

Considering above condition and result of the hydrological conditions mentioned in section 3.2.2, Option 3 is recommended as the route for branch line to cement factory at Touk Meas.

Design characteristics are shown in Section 3.1.1 and the alignment drawing of this route is shown in Appendix 9.



Photo 3.2.6.1 Access road (1)



Photo 3.2.6.4 Local road (1)





(2) Track Structure

From the point of track maintenance aspect, the use of a same track structure and materials is desirable in one line including its branch lines. Therefore, track structure of branch line shall be same as that of main line. 43 kg/m rails with PC sleepers are recommended in the same standard as the main line structure. Typical cross section of this branch line is shown in Figure 3.2.6.1.

Figure 3.2.6.1 Typical Cross Section

Construction work for new track structure shall proceed in the following way;

i) Prepare subgrade by filling, grading and compacting borrow material

ii) Spreading lower ballast layer in 20 cm thick

iii) Placing PC sleepers on the ballast and assemble track panel using rail material

iv) Spread upper ballast and tamping to adjust the alignment

Rail welding is desirable in this section in order to strengthen the track structure and to reduce maintenance cost.



(3) Bridges and Culverts The access road from the cement factory at Touk Meas to the National Road No. 31 is under construction and is almost complete. The road is 6 km long, 10 m wide and the embankment is 1.5 m tall. It has two 30-m long concrete bridges and 10 pipe culverts. Three design options are available for this branch line. Based on the site survey, the above-mentioned information of the access road, and aerial photos, the following bridges and culverts are required for each of the options. a) Option 1: From the existing Touk Meas Station (PK 118+600) through an old road to the cement

factory

There are three rivers on the route, which necessitate one 20-m bridge and three 10-m bridges for crossing. To prevent water from flooding the railway embankment and to irrigate the rice fields, a drainage system with one box culvert 3.0 m wide and 2.0 m tall and pipe culverts of φ 1 m at 500-m intervals are needed to discharge the water.

b) Option 2: Along the access road to the cement factory

There are two rivers on the route; consequently, two 30-m long bridges will be needed for crossing. A drainage and irrigation system with two box culverts, one 3.0 m wide and 2.0 m tall and another 3.0 m wide and 2.5 m tall, is required. In addition, one tree-row pipe culvert of φ 1 m and one two-row pipe culvert of φ 1 m are necessary, as

well as pipe culverts ofφ 1 m at 500-m intervals.

c) Option 3: Along the mountain route (variation of Option 1) to the cement factory

There are two rivers on the route. To cross the rivers, one 10-m bridge and one 20-m bridge will be needed. For the drainage and irrigation system, pipe culverts of φ 1 m at 500-m intervals are necessary. No box culvert is required for Option 3.

Table 3.2.6.1 below summarizes the civil structures needed for this route.

Table 3.2.6.1 – Necessary Civil Structures

Type Option 1 Option 2 Option 3 Length of Branch Line 5.2 km 7.2 km 5.8 km Bridge L=20 m: 1

L=10 m: 3 L=30 m: 2 L=10 m: 1

L=20 m: 1 Box Culvert 3 m x 2 m: 1 3 m x 2m: 1

3 m x 2.5m: 1 No

Pipe Culvert (φ 1 m) L=12 m: 11 (500-m interval)

L=12 m: 22 φ 1 m x 3

φ 1 m x 2 (500-m interval)

L=12 m: 12 (500-m interval)

The Option 2 of this branch line requires a 30-m bridge. For a bridge of this length, an A-2 Type multiple simple span concrete bridge suffices, but a prestressed concrete bridge is also a viable alternative of bridge types. The prestressed concrete bridge requires a double main girder structure consisting of two T-shaped girders. Because the prestressed concrete girder will be made at the factory or at the site of girder erection, it is very important to control the quality of the prestressed concrete. Figure 3.2.6.2 shows the schematic drawing of a 30-m prestressed concrete girder.



Figure 3.2.6.2 – Prestressed Concrete Girder



3.2.7 Cost Estimate

The summary of the estimated project cost is shown in Table 3.2.7.1.

Table 3.2.7.1 – Summary of Estimated Project Cost (Unit: Million US Dollar) Option 1 Option 2 Option 3

1. Construction Cost F.P. 1.43

1.83

1.43

L.P. 0.62

0.85

0.64

Total 2.05

2.68

2.07

2. Engineering Service Cost F.P. 0.14

0.19

0.14

L.P. 0.06

0.08

0.06

Total 0.20

0.27

0.21

3. Administrative Cost F.P. -

-

-

L.P. 0.11

0.15

0.11

Total 0.11

0.15

0.11

4. Contingencies F.P. 0.14

0.18

0.14

L.P. 0.09

0.12

0.09

Total 0.23

0.29

0.23

Sub-total (1.+2.+3.+4.) F.P. 1.70

2.19

1.71

L.P. 0.89

1.20

0.91

Total 2.59

3.39

2.62

5. Land Acquisition & Compensation Cost F.P.

-

-

- L.P.

0.09

0.19

0.07 Total

0.09

0.19

0.07 Sub-total (1.+2.+3.+4.+5.) F.P.

1.70

2.19

1.71 L.P.

0.98

1.39

0.98 Total

2.68

3.58

2.69 6. Price Escalation F.P.

0.03

0.04

0.03 L.P.

0.05

0.07

0.05 Total

0.08

0.11

0.08 Total F.P.

1.74

2.24

1.74

L.P. 1.03

1.45

1.03

Total 2.77

3.69

2.77

Note) F.P.: Foreign Portion, L.P.: Local Portion



3.2.8 Selection of Recommended Alignment and Project Implementation Schedule

(1) Selection of Recommended Alignment

Considering results of hydrological condition and cost estimation of 3 options, Option 3 (along the edge of the mountain route) is recommended as the route for branch line to cement factory at Touk Meas.

(2) Project Implementation Schedule

Project Implementation Schedule is shown on the figure below. This schedule is prepared based on the assumption that funds from the KC factory will be available from the first quarter of 2007.

Prior to the procurement of construction contracts, consultants shall be selected to assist the activities of the cement factory.

Construction contract is assumed to be commenced from April 2007. Construction period of the branch line is estimated as 9 months.

Tender Stage Design-Build Stage2007

1 2 3 4 5 6 7 8 9 10 11 12B M E B M E B M E B M E B M E B M E B M E B M E B M E B M E B M E B M E

1 Selection of Consultant

2 Preparation of Tender Documents/Drawings

3 Prequalification

4 Tendering

5 Tender Evaluation

6 Negotiation

7 Land Acquisition

8 Notice to Proceed ▼9 Design

10 Mobilization

11 Temporary Work

12 Procurement of Ballast

13 Procurement of PC Sleepers and the fasteners

14 Procurement of PC 43kg rail

15 Earthwork for Embankment

16 Ballst Spreading & Track Installation

17 Track Adjustment Work

18 Bridge

19 Culvert

20 Level Crossing Construction Work

21 Demobilization

22 Commisioning

23 Completion ▼

Work ItemNo.

Implementation Schedule of Branch Line to Cement Factory at Touk Meas



3.3 BRANCH LINE TO CEMENT FACTORIES AT KAMPOT

3.3.1 Outline of Branch Line

Thai Boon Roong Cement Company is constructing a new cement factory (hereinafter called TBR factory) at 22km Northeast of Kampot station. TBR factory is connected by access road with length of 1km from National Road No.3. The existing cement factory (hereinafter called AZ factory), which has been suspended two years ago, is located between Kampot station and TBR factory at 11km Northeast of Kampot station. AZ factory and Kampot station had been connected by a blanch line.

Lafarge Cement Company is also planning to construct a cement factory near AZ factory. However, exact location of Lafarge factory has not been confirmed.

According to the information from Thai Boon Roong and Lafarge, they have planed to produce cement from 2008 with capacity of 0.1 million and 0.5 million ton per year, 0.5 million and 1.5 million ton at 2010 respectively. However, so far Thai Boon Roong has no plan to transport by rail at present. Detailed information regarding production forecast is described in Chapter 5.

Considering above situation, staged construction plan was provided for this branch line. Section 1 is starting from PK 166+000 to AZ factory with total length of 11.6 km. Section 2 is new blanch line connecting from AZ factory to TBR factory with total length of 12.7 km. The total length of this branch line is 24.3km. The location of branch line and factories are shown in Figure 3.3.1.1.

Section 1L=11.6km

Section 2L=12.7km

Kampot StationPK 166+000

Southern Entrance Route

Nor thern Entrance Route

New Cement Factory(TBR Factory)

Existing Cement Factory(AZ Factory)National Road No.3

Figure 3.3.1.1 – Branch Line Location Map (Kampot)




3.3.2.1 Introduction

The proposed railway linkage extends from the existing alignment of about 11.6 km from Kampot station to the AZ cement factory to the Phnom Laang new cement factory, the Thai Bun Roong Factory (TBR) project at a distance about 12.5km from the AZ factory, see Figure 3.3.1.1 - Branch Line Location Map (Kampot). The existing line and the proposed extension line are located in the O Roluos sub-catchment, the upper catchment of the Prek Kampong Pou which flow to the Golf of Thailand near Kampot. The existing line crosses a low lying area around Kampot with general land elevation below 10 m and is subject to frequent flood caused by the Stung Tuk Chhou and its tributary, the Stung Sangker. During high flood such as the 2000 and 2006 floods, flows of flood water overtopped over long stretch of the national road RN3 between Kampot and Chakey Ting village near to the AZ Cement factory. The abandoned railway line runs parallel to the RN3 until the AZ cement factory. Major land use of the area is rain fed rice cultivation with high population concentration along major roads and railway embankment around the Prek Kampong Pou flood plain. The extension line runs across the upper part of the O Roluos sub-catchment, a sparsely populated area with general land elevation varying between 40m and 20 m. The area is dominated by shrub and grass land, with minimal development activities but new land reclamation is progressively expanding.

3.3.2.2 Hydrological Conditions

The area is influenced by the coastal rainfall regime with higher rainfall than further inland to the north, especially the area under the shadow effect of the Elephants and Cardamom chain of mountains. The most recent flood recorded in the region are the 1995 (The Typhoon Linda), the 2000 flood and the 2006 flood (from 15 to 20 August 2006). They are widespread floods and cover over large areas. The 2006 flood has high record of rainfall, about 311mm of rain have been observed during the first three days of the storm at Kampot station. Major features influencing surface runoff of the project area are namely: the national road RN3, the abandoned railway embankment between Kampot and AZ cement factory, the embankment of the southern line railway, the national road NR33 between Kampong Trach and Kampot. In addition there are many local roads built across the area. In the Prek Kampong Pou flood plain and estuaries, there are numerous dikes built along the Prek and its estuaries mainly for salt production. The operation and status of those dikes and canals as well as their impacts on the region overland flow are not known. It should also be noted that the Prek Kampong Pou and its flood plain are influenced by tide from the Gulf of Thailand. During high flood (extreme flood), similar to the one in 2000 and the most recent flood of August 2006 flood, most parts of the Kampot town are under water (see Photo 3.3.2.2), flood water overtopped a great length of the RN3 from Kampot to the AZ factory (see Photos 3.3.2.4.and 3.3.2.5) and the NR 33 between Kampong Trach and Kampot (see Photo 3.3.2.1). The southern section of the existing and abandoned railway line which runs almost in parallel to the RN3 could have been also over topped in many places mainly from flow from the western side of the RN3. While the southern line at both sides of the RN3 stand well above flood water, the culvert directly on the eastern side of the RN3 seems suffering from high flow and high velocity (see Photos3.3.2.3 and 3.3.2.7.). Photo 3.3.2.7 indicates that flood water entering Kampot from the river side and not through to railway embankment.



3.3.2.3 Conclusion and recommendation

The proposed extension line runs across the upper part of the O Roluos catchment, crosses O Roluos at a location near to the access road to the AZ cement factory, it follows the north western edge of the southern hills (Phnom Boh Dambang, and Phnom Trasiet). Some small culverts could be foreseen across natural streams draining to the O Roluos. With the help of existing aerial photos, and the provided depth duration intensity table for Kampot station, carrying capacity of each respective culverts could be computed by applying the Rational Methods recommended by the MPWT 5. Between the Phnom Laang and the Trasiet, the proposed new line crosses a low valley, care should be made in the detail design to assure as less as possible to the ecosystem of the surrounding area. The embankment of the existing line seems suffering also from the recent 2000 and 2006 floods from lack of maintenance. Detail survey should be made as soon as possible to assess damage and collect the status of existing water crossing structure.

Photo 3.3.2.1 – The NR31 between Kampong Trach and Damak Chang Eur on 16 of August 2006

Photo 3.3.2.2 – The Kampot road to the market on 16 August 2006

Photo 3.3.2.3 – A culvert on the Southern line at the junction with the RN3 on 16 August 2006

Photo 3.3.2.4 – The RN 3 near to Kampot on 16 August 2006

5 Road Design Standard Part 3. Drainage CAM PW.03.103.99. MWPT, 2003.



Photo 3.3.2.5 – Rice field on the left hind side of NR3 on 16 August 2006

Photo 3.3.2.6 – Land use near to the edge of the where the railway line is proposed.

Photo 3.3.2.7 – The Southern Line look from the RN3 on 16 August 2006





Geological condition of the Project area is divided into two types, tidal flats deposits of Section 1 and pediments of Section 2, which belong to alluvial strata, as shown in Figure 3.3.3.1. Regarding Section 1, there are remaining embankment and structures, which was used for ex-railway before. Height of the embankment is approximately 2m. It means that, the limit embankment height is more than 2m at least, although the ground of the site is classified as soft ground. Hence, it is recommended that the embankment height shall be limited less than 2m to protect slope failure and reduce consolidation settlement. It is recommended that geotechnical examinations such as boring, SPT, and various laboratory tests shall be conducted to decide the countermeasure work more accurately in detail design stage.



Based on the existing geotechnical data from the other projects, depths of the bearing strata for substructures of bridges around the project area are shown in Figure 3.3.3.2. According to the figure, the deepest bearing strata of 25m range are found at Kampot river. In the other areas, the bearing strata of between 10 to 15m in depth are dominant.

6 Source: MPWT

New Cement Factory

Kampot Station

Section 1

Section 2

Lafarge Cement Factory






Same quarry site recommended in clause 3.2.3 (3) is available for this branch line construction.

Project Site



3.3.4 Environmental Issues a) Introduction In additional scope of works of the GMS rehabilitation of the railway in Cambodia prescribed to include new branch line connecting to cement factories in Kampot and Dang Tung district. Three cement factories includes in the area: (1) new cement factory, at Dang Tung district, called TBR factory (Thai Boon Roong Cement Company), (2) existing cement factory (Chakrei Ting) called AZ factory, and (3) new factory near by AZ factory called Lafarge factory, both (2) and (3) located in Kampot district. The environmental issues that expected to occur from project design, construction and operation of this branch line is described in following subtitle.


Branch line connecting to cement factories at Kampot consist of two sections: section 1 is starting from Kampot station at PK 166+000 to AZ factory (some part of the track was broken and lost of rail/sleepers) and section 2 is new expansion line from section 1 at AZ factory to TBR factory (see Figure 3.3.1.1 – Branch Line Location Map (Kampot)). Two alternative options for Section 2 were proposed namely Northern Entrance Route and Southern Entrance Routes. However the Southern Entrance Route was a preferable for a new construction line to a TBR Cement Factory.

The first section will be rehabilitation of existing track with total length of 11.6 km that running parallel to NR3 till AZ factory; second section is new construction line connecting from AZ factory to TBR factory with total length of 12.9 km and running along flooded plain of the valley, appeared by many mountains in the region, then running behind Phnum L’ang and connects to southern entrance of the factory.


Some communities settled on the both side of the existing alignment in first section since existing cement factory (Chakrei Ting) constructed in 1960s. However more households have been settled in the villages near by the railway after 1990s, but not encroach to the track embankment. In second section of the branch line is passed the rural area with low density of population and not electricity system, unsafe water supply (open well and pond), limited of public services facilities (health centre, school, market, etc.). Most of the people living in the project area are farmer, rained rice field is mostly found and other crop such as corn, beans, pump kin, sugar can, vegetable is also presented in the area. Development activities in the area are agricultural product, salt product, sea product, and cement product. Beside described above the area is a buffer of the tourism zone such as Tuek Chhou, Bokor and Keb recreation/resort, so some people can earn money from tourism activities. An average annual rainfall in last ten years is 1800-2000mm (Kampot Station), some effluent of heavy rainfall (Typhoon rainstorm) from the coastal zone is generally happened in the area. The geomorphology of the area consists of tidal flats (Ft), coastal plain (Cp), pediments (Pd), and quartzite (Csq). Geography of the first section comprises coastal plain and flushed flood of Kamchay catchments with very small sloop (plate) and second section is mostly on the valley of the mountain in the region. The hydrological system in the first section is effluent from Kamchay River which a big catchments of Bokor mountain chain where high density of rainfall (2000-2600mm rainfall distribution map, 1981-2004, MoWRAM). Down part of Kamchay river, from Kampot town to sea, called Prek Kampong Bay where much of sedimentation in bottom for many year and no dredging be conducted. Prek Kampong Po has importance role as natural drainage in the area. Near by main line at Prek Kampong Po salt paddy field was found and enlarging year to year. In dry season sea water can dissolve a bit far in Prek



Kampong Po upstream, passing main railway line at PK 162, but it was flushed back by runoff water in rainy season. Groundwater in shallow aquifer around the Kampot station is brackish and salty, infiltration from the sea water. However depth aquifer had not study yet. In the second section present of some small streams and creeks for instance O’Rolous lie on the valley where the proposed alignment was parallel to it.

The natural resources here is limestone rock mountain, shrub land and field crop. The main ecological resource is fishery in the low land habitat (in natural lake, pond, rivulet, streams, etc.). However there is not report study to emphasis the specie or number of the fishery in the area.


Small encroachment to common rice field and farm land in second section may be occurred due to proposed alignment. Lost of land use and damage crop may be happened in project construction phase. This is insignificant impact; however land acquisition and Detail Measurement Survey (DMS) on affected properties land crop is needed in detail design and before the project implementation. Collaboration with local authority and land management department is very importance to deal with the above issue. Insignificant or minor impact caused by the noise and vibration due to project construction and operation is expected, because the area was calm place with low density of population, no protected area, no wildlife/forest conservation, and no archaeological/cultural resources. The first section of the branch line was faced in high risk of flooding caused by heavy rain (typhoon rainstorm) in the area, for instance high flooded with over flow the national road #3 and railway track, in 1995, 2000, and 2006 (see Photo 3.3.4.3 and 3.3.4.4). Track embankment and drainage system along the track in first section of the branch line is needed to consider with properly design to avoid damaging railway and other properties in the area in operation phase. Small impact to the fishery, disturbed fish migration in the area, may be happened caused by combination of development activities such as construction of rural road, dam, access road to factory, and railway branch line. Properly and adequate release structure (culvert and bridge) on the road, dam, and railway should be provided to reduce the impact on the fishery resources in the area.

Occasional employment as workers in railway and factory constructions and operation is expected giving more chance to communities living close to the proposed alignment. Priority worker recruitment for the project construction should be provided to local people in place. The branch line to connect cement factories at Kampot and Dang Tung district will provide easy and cheap for the transportation of cement product from three cement factories (AZ, Lafarge, and TBR factory) to Phnom Penh capital as well as to other provinces, and reduce the traffic on the auto-route, reduction of road accident and road maintenance is expected from the project operation too.


Branch line to cement factories that described above will provide some positive environmental and social impacts:

- bring in functioning of the existing branch line from Kampot station to existing cement factory (Chakrei Ting = AZ factory) and has new expansion line from AZ factory to TBR factory at Phnum L’ang;

- reduces traffic on auto-route in the country and reduce road accident and road maintenance - safe and easily for transportation cement product from cement factories, and cheaper cost

than other transportation means; and - provides employment chance to local communities in construction and operation phase.



Insignificant on social and environmental resources in proposed alignment were expected from the project activities such as:

- small encroachment to common rice field and shrub land in second section may be occurred in project design and construction phase

- small cumulative impact on the hydrological resources and fishery-ecology caused by road, dam, and railway may be happened

From the environmental study some importance recommendations can provide in following:

- Good collaboration with local authority and land management department to solve small land lost by railway constructed in second section.

- Second section alignment shall be running along the mountain leg would be better due to hydrological condition in the area and less of land acquisition too.

- Disclosure of the project information/activities to local people is needed before the project implementation to avoid any damage of communities’ crop on the proposed alignment even it was very small lost as expectation.

- The hydrological system in area is very important factor on the environmental impact in the project area, so properly design of drainage structure to ensure flooding here strongly recommended.

- Safety facilities shall be installed and education campaign shall provide to the community in construction and operation phase.

Photo 3.3.4.1 – The environmental condition on proposed alignment in section 2 of the

branch line

Photo 3.3.4.2 – Flooding condition before

passing NR3.

Photo 3.3.4.3 – Few kilometres flooding NR3 on 17 August 2006

Photo 3.3.4.4 – Flooding status on the railway

in Kampot area, 17 August 2006

The branch line from Kampot station to Chakrei Ting factory was flooded





The total proposed railway line is 25.1 km, including existing line of 11.6 km, connecting Kampot Railway Station to two cement factories. It cut across eight villages of Kampot and Dang Tong districts. The eight villages are rural having total families of 2232.




The total populations living in the eight villages are 11423 (CDB 2004) of which 51.6% are female and is smaller than the provincial average7 of 52.2% (CSES 2004). The percentage of female-headed household in average is 21.2% and is significantly less than the provincial average of 31.2%. 63 female-headed households are reported the mother of one child or more under the age of 5. Average household size is 5.1 and is slightly bigger than provincial average of 5.0 or national average of 5.0. There is no data on poverty rate in each village. However, according to the National Poverty Map the affected communes are rated from 25% to 40% of poverty rate. Economic active persons aged from 15-64 are 58.7% (male = 28.1% and female = 30.1%), and bigger than the provincial average of 55.4%. Majority of households are farmers, self-employed and sellers.


In average a household owns less than one hectares of land for rice paddy plus village land. At this stage there is no data on landless people. Land conflict in the area is reported 17 cases in the past year. There are 2104 housing units having moderate to good condition. Percentage of housing units having roof materials as thatch are 38.4%; tile are 16.8%; fibro are 24.1% and zinc are 20.4%. Only three houses have concrete roof. Only 5 households are reported having some irrigated rice land. No data on tenure status at commune and village levels. However, at provincial level, data in 2004 shows that 98.1% is owner, 0.5% is renter, 1.2% is occupier with permission (free) and other is 0.2%.

Household Assets

There are 1672 households reported having cattle(s) and/or buffalo(s) and 1346 households have pig(s). There is no specific data for other assets per household. However, it is reported that within the eight villages there are 376 motorcycles, 26 tractors/koyons/cars, 895 horse and ox carts, 1317 bicycles, 463 tvs.

7 Provincial average of Kampot and Kep. The two provinces are combined in the CSES 2004 study.



Sources of Income, Expenditure and Employment Rate There is no specific data at village level in this section. However, according to rapid assessment and interview with some villagers it is found that an average income per household is approximately equal to US$2.5. The main expenditure is for food consumption. There is no or little saving from the income generated. Apart from farming some people have other source of income i.e. stone quarry, fishing and motor-taxi driver. Based on provincial data the employment rate is 64.8% (aged 7+).

Environment, Health and WATSAN It is reported that 1655 families used chemical fertilizer and 90 families used pesticide in the past year for agriculture purpose. 40 families used traditional birth attendant and 108 used trained mid-wife in the past year. Women deliver baby in villages have 148 cases in the past year. There are 76 latrines in the eight villages. Numbers of families have access to private pump well or ring well all year round with distance less than 150m are 328 and within 150m of their house are 535. The rest of 1369 families use water from river, pond and rainwater.

Education According to village database the illiteracy rate of female and male over 15 years old are 18.4% and 19.0%. Illiteracy rate of female at village level is much lower compare to provincial level rate of female of 36.7%. However, for male, the rate is higher than that of provincial level of 13.8 (CSES 2004). Percentage of female and male aged 6-17 who goes to school is more or less equal 77.1%.

Religion and Ethnic Groups

No specific data for this section. However, based on interview with villagers the majority of villagers are Khmer ethnic and Buddhism religion and a small portion of Cham (Muslim).


The proposed railway will be required the total land of 25100m by 13.2m or equal to 331320 sqm in order to operationalize the train. The width of 13.2m is included 11.2m bollards and embankment and 2m-pavement reserving for safety. The first 11.6km, or Section 1, from Kampot Station already exist and land acquisition for this section is only 11600m by 2m. For Section 2 of 13.5km presently the land is used primarily for rice farming and a portion of it located along the hillside.

According to the Prakas No.06 dated on September 27, 1999 an Order issued by RGC entitled "Measures to Crack Down on Anarchic Land Grabbing and Encroachment” set out the right of way for railway in rural area of 50m both side of the rail and 100m from each side of the hillside. However, ADB’s policy is to minimize impact as result of resettlement and land acquisition. Therefore, lands located outside the clearance corridor of 13.2m will be remained same of its present tenure status for Section 2. Prakas 06 will be applied for Section 1. However, households who are presently using and occupying the land within the ROW will receive compensation for land use right.

The proposed Section 2 of about 3km cuts across the hillside where the land belongs to the public and no need to purchase. Therefore, Only 10.5km of Section 2 will be required to purchase by the Project Authority at replacement cost or market value. The compensation will be paid to all affected households regardless their tenure status to land.




The proposed railway line, to some extend, affects to land, other structures, perennial crops and trees, and some community properties. It is estimate that about 558 households will be affected including the minor affect. About 130 households will be affected their [other] structure, basically at the Section 1 and crops and trees, at Section 2. Therefore, households who own property within the clearance corridor will be entitled as the following.



replacement land and the non-affected land can be remained by the owner or sale to the Project at the market value. The purchased land will be given to community for public purpose. The household will also entitled for other assistance.

- Those whose land is fully affected will be entitled for replacement land and other assistance. - Those whose house and or other structures are affected will be entitled for cash compensation at


- Those whose crops and trees are affected will be entitled for cash compensation at replacement

cost. If the affected crops are already harvested by the household no compensation will be paid. - Other assistance includes cost of transport, disturbance allowance, assistance to vulnerable

household etc. - Those whose agricultural land is affected more than 10% will be entitled to receive income





Risks Low Medium High

Landlessness ?? Homelessness x Joblessness and business opportunity x Marginalization x Increase morbidity and mortality ?? Food insecurity x Lost of access to common property x Social disarticulation x

Therefore, the proposed railway does not have significant resettlement affect except for agriculture land.



3.3.5.6 Minimization of Impacts

To avoid or minimize impact on main structures especially house the proposed railway should be shifted closed to the hillside. Restoration program for those who lost more than 10% of agriculture land should be properly developed during the resettlement planning.



Items Unit Quantity Rate,

US$ Amount

Land acquisition Section 1 sqm. 23,200.00 0.50 11,600.00 Land acquisition Section 2 hillside sqm. 39,600.00 0.50 19,800.00 Land acquisition Section 2 non-hillside sqm. 138,600.00 0.50 69,300.00 Affected assets (structure, crop, trees etc.) hhs 130.00 100.00 13,000.00 Other assistance hhs 50.00 100.00 5,000.00 Relocation site development - Income restoration hhs 20.00 200.00 4,000.00 Sub-total 122,700.00 Administrative cost (10%) 12,270.00 Contingencies (20%) 24,540.00 Grand Total 159,510.00





a) Section 1

The length of Section 1 is 11.6km. The track structure of the branch line was removed during civil war. However, the trace of the track is clear and only few encroachments to the track area are observed. Therefore, this old alignment shall be utilized as a route of section 1. The average gradient of this section is about 1.2‰ and minimum radius curvature is 300m. The condition of the track bed and shoulders are poor because many weeds are growing and local residents are using the track as a footpath to shortcut their walking routes. Erosion of the embankment is found at some locations. Therefore, rehabilitation of track bed and shoulders will be required at whole section.

b) Section 2

From AZ factory to TBR factory, two optional routes have been considered. One is entering from northern side of TBR factory, and the other is entering from southern side. The alignment shows that northern entrance route is shorter and accessibility to construction site is better than the southern entrance route. However, considering facilities and building location of the TBR factory, it is preferable to access from southern side. Moreover, southern entrance route can be located inside the premises of cement factory. Therefore, southern entrance route is recommended for this section.

The length of Section 2 is 12.9km. The route is running mainly in the rice field and some wasteland area. The change of grand height is gentle. The average gradient of this section is about 2.2‰ and minimum radius curvature is 600m. There is no big stream which requires bridge structure. The required height of the embankment will be 2m in average.




(2) Track Structure

From the point of track maintenance aspect, the use of a same track structure and materials is desirable in one line including its branch lines. Therefore, track structure of branch line shall be same as that of main line. 43 kg/m rails with PC sleepers are recommended in the same standard as the main line structure. Typical cross section of this branch line is shown in Figure 3.3.6.1.


The track structure of the section 1 was removed during civil war. However, the trace of track is clear and this old alignment can be utilized. Section 2 is new track. Construction work for track structure shall proceed in the following way;

i) Rehabilitate or Prepare subgrade by filling, grading and compacting borrow material







(3) Bridges and Culverts This 22 km branch line will be constructed in two phases: Section 1 and Section 2. Section 1: From the existing Kampot Station on the Southern Line of RRC to the existing cement

factory.

Section 2: From the existing cement factory to the new cement factory, which is under construction.

Based on the site survey, the following bridges and culverts are needed for the two sections:

a) Section 1

This section bears traces of railway from Kampot Station to the existing cement factory but track materials were removed and a bridge girder was dismantled. To rehabilitate the section, a 10-m bridge and six box culverts 3.0 m in width and 2.5 m in height will need to be completely reconstructed. An irrigation system for the rice fields, consisted of pipe culverts ofφ 1 m at 500-m intervals, shall be installed.

b) Section 2

Section 2 from the existing cement factory to the new cement factory will be newly constructed. Bridges will not be needed for this section because of topographical conditions. For the drainage and irrigation system, two box culverts 3.0 m in width and 2.0 m in height are required. Pipe culverts ofφ 1 m at 500-m intervals will be installed.

Table 3.3.6.1 summarizes the civil structures needed for this branch line.


Type Section 1 Section 2 Length of Section L=11.6 km L=12.9 km Bridge L=10 m: 1 No Box Culvert 3 m x 2.5 m: 6 3 m x 2 m: 2 Pipe Culvert (φ 1 m) 24 (500-m interval) 26 (500-m interval)

Figure 3.3.6.2 shows the A1-Type concrete bridge with a length of 10 m.



Figure 3..3.6.2 – A1-Type Concrete Bridge



3.3.7 Cost Estimate The summary of the estimated project cost is shown in Table 3.3.7.1.

Table 3.3.7.1 – Summary of Estimated Project Cost (Unit: Million US Dollar)

Section 1 (to Lafarge Factory)

Section 2 (to New Factory) Total


2.48

4.75

L.P. 0.60

1.06

1.65

Total 2.87

3.54

6.40


0.25

0.45

L.P. 0.09

0.11

0.19

Total 0.29

0.35

0.64


-

-

L.P. 0.16

0.19

0.35

Total 0.16

0.19

0.35


0.23

0.42

L.P. 0.13

0.16

0.28

Total 0.32

0.39

0.70

Sub-total (1.+2.+3.+4.) F.P. 2.66

2.96

5.62

L.P. 0.97

1.51

2.48

Total 3.63

4.47

8.10


-

-

-

L.P. 0.02

0.14

0.16

Total 0.02

0.14

0.16

Sub-total (1.+2.+3.+4.+5.) F.P. 2.66

2.96

5.62

L.P. 0.98

1.66

2.64

Total 3.64

4.61

8.26

6. Price Escalation F.P. 0.05

0.18

0.23

L.P. 0.05

0.25

0.30

Total 0.10

0.43

0.54

Total F.P. 2.71

3.14

5.85

L.P. 1.03

1.91

2.94

Total 3.74

5.05

8.79




3.3.8 Recommended Alignment and Project Implementation Schedule

(1) Recommended Alignment

Based on the result of several study and analysis in previous sections, proposed route is recommendable for branch line to cement factory at Kampot.


This branch line has two sections. Project Implementation Schedule for each sections are shown on the figure below. The schedule for Section 1 is prepared based on the assumption that funds from the AZ factory will be available from the first quarter of 2007. On the other hand, the schedule for Section 2 is prepared based on the assumption that funds from the TBR factory will be available from the first quarter of 2009.

Prior to the procurement of construction contracts, consultants shall be selected to assist the activities of these cement factories.

Construction contract of each sections are assumed to be commenced from April 2007 and April 2009, respectively. Construction period of each sections are estimated as 9 months, respectively.





3 Prequalification

4 Tendering

5 Tender Evaluation

6 Negotiation

7 Land Acquisition


10 Mobilization

11 Temporary Work




15 Rehabilitation of Existing Embankment

16 Ballast Spreading & Track Installation


18 Bridge Reconstruction

19 Culvert Reconstruction

20 Demobilization

21 Commisioning

22 Completion ▼

Work ItemNo.

Implementation Schedule of Branch Line to Cement Factory at Kampot (Section 1)







3 Prequalification

4 Tendering

5 Tender Evaluation

6 Negotiation

7 Land Acquisition


10 Mobilization

11 Temporary Work







18 Culvert


20 Demobilization

21 Commisioning

22 Completion ▼

Work ItemNo.

Implementation Schedule of Branch Line to Cement Factory at Kampot (Section 2)



3.4 BRANCH LINE TO PHNOM PENH PORT (GTW)

3.4.1 Outline of the Branch Line

Green Trade Warehouse (GTW) is located at 6 km north of Phnom Penh Station. Branch line is starting from main line PK 0+500 and running parallel with main line till PK 0+950. From PK 0+950, the branch line is apart from main line and heading to north up to GTW with total length of 6.7 km. The blanch line was constructed at the same time of Northern Line, using 30 km rail with steel sleepers. Beside the marshalling yard in GTW, there are two spur lines passing through World Food Programme (WFP) and CALTEX respectively. There is one spur line into Sokimex from branch line PK 4+950 with length of 500m. At present, branch line is used by Sokimex only with 1 to 2 trains per week. The freight train transportation service to the CALTEX has been suspended since 2004. New spur line will be required to connect Phnom Penh Port Inland Container Depot (ICD) from PK 4+800 of the branch line. The above mentioned lines are shown in Figure 3.4.1.1.


CALTEXGTW Yard

WFP

Sokimex

ICD

Branch LineL=6.7km

Phnom PenhStationPK 0+000

PK 0+000

PK 6+700

PK 4+950

PK 4+800

Figure 3.4.1.1 – Branch Line Location Map (GTW)



3.4.2 Hydrological Conditions 3.4.2.1 Introduction

The Phnom Penh city is located at the junction of four main river branches, the Upper and Lower Mekong, the Tonle Sap and the Bassac rivers. The four river branches form complex river morphology and flow distribution. Most part of the city is built on reclaimed land from the flood plain creating by the four river branches. The city itself is protected from the Mekong high floods by a dyke system which was developed and improved through the years since the city has been created. Drainage of rainfall water and waste water and their disposal are common problem in Phnom Penh especially during heavy rainfall and specifically for the northwestern part of the city where new city expansion has just taken place recently in an un-organized way. Often existing city plan are ignored by the authority of the municipality and no new development plan has been developed. Law and order enforcement related city facility improvement and operation systems are weak. The proposed railway line to be rehabilitated starts from the Phnom Penh station, bypass the Boeung Kak, an important sewage and rainfall water collector lake at the heart of Phnom Penh and then runs almost in parallel with the Tonle Sap River to the Great Lake direction until the Green Trade Warehouse on the Tonle Sap river bank, see Figure 3.4.1.1 - Branch Line Location Map (GTW). Generally the railway embankment is higher than the surrounding areas. Major parts of railway embankment surrounding areas are newly developed on lands reclaimed from the river flood plain which once was swampy and serving as excess water retention area. Two pumping stations serve the Boeung Kak, drainage system, of which only one is currently remaining operational. A main canal connects the pumping stations with a water gate at the city ring road near to the Km 6 area on the Tonle Sap. Behind the water gate, the drained water is further transferred to another low lying area behind the city flood protection dike of Kap Srouw to the northern part of the city. Large area at both sides of the main drain has no apparent drainage system, subsequently in many low lying areas, stagnant water remains present during many months of the wet season. In the same way large areas between the city ring road and the Kap Srow flood protection dike has no proper drainage system and risk of local flooding is also increasing with unorganized land fill. Whereas the areas between the railway embankment and the river, waste water and rainfall water are drained directly to the Tonle Sap River through some kind of sewage system. The drains could not be operated during high stage on the Tonle Sap. The drainage system of this part of Phnom Penh needs a comprehensive long term master plan development. Risk of flooding for the surrounding of Phnom Penh has increased considerably in the last few years with speed of widespread of land encroachment from the flood plain and lack of a comprehensive city planning. Development elsewhere in the flood plain such as the currently under study RN8, a planned road across the flood plain at the northeastern side of Phnom Penh could only further increase flood risk for the surrounding of Phnom Penh if flood flow passage has not been given sufficient attention. A comprehensive plan for the development of the areas has not been followed by the municipality authority. Major drainage works implemented in the southern part of the city are mostly financed by donors. In addition to weak technical and law and regulation capacity data collection is also weak. No prevention measures have been taken.

3.4.2.2 Urban hydrology In the development of new urban centres, hydrological knowledge of the areas is required at two stages. The first is the planning stage when the general lay-out of the new town is being decided. Estimates of the discharge hydrographs (and corresponding stage hydrographs) for chosen return periods are wanted at a few selected points on the natural water courses in this case open drainage channel, perhaps where water crossing structures are to be constructed. The second stage of hydrological involvement occurs at



the detailing stage, the designing of the storm water drainage channels and pipes to carry the surface water into the rivers. The principal objective of the planning stage is the determination of the size of flood, with is return period that the planning authority is prepared to accommodate. The design of the drainage system is dependant on a satisfactory assessment of the flood magnitude-return period-relationship and the subsequent of the design flood. The problem of estimating the runoff from the storm rainfall is very much dependant on the character of the catchment surface. The city centres are normally considered as impervious areas where roof areas and large expanses of paved surface of which there is very little of even no part of the ground surface into which rainfall could infiltrate. The calculation of the runoff from these relatively small catchments is the most straightforward, since the area can be easily defined and measured. Over such limited areas, the storm rainfall can be assumed to be uniformly distributed with 100% runoff occurring. The response of the impervious surface is rapid, resulting in a short time of concentration of the flow in the drainage system. The Rational Formula can thus provide the peak discharge:

Q(m3/s) = 360

)/(*)( hrmmihaA

3.4.2.3 Conclusion and recommendation

Since the railway line to be rehabilitated was constructed well above mean highest ground level of the area, there is no need for consideration of new cross drainage. One consideration which requires further careful analysis is the impact the neighborhood might caused to the railway as temporary refuge during flood disturbing the train traffic and the environment quality of the area and the drainage plan the municipality might consider in the future which could disturb the railway operation in the future including increasing number of squatters along the railway. On the other hand further consideration should be made when there is a need to coordinate in order to establish an effective drainage system in the area, which currently no comprehensive data/information are available for analysis. Data on sewage and rainfall runoff flow did not exist for Phnom Penh. Depth duration frequency distribution established for Pochentong could be used for drainage study for Phnom Penh. Table 3.4.1.1 – Depth-Intensity-Duration- Frequency for short duration rainfall at Pochentong Pochentong Depth (mm) Intensity (mm/hr) D/T RRt 2.33 5 10 25 50 100 2.33 5 10 25 50 100 5min 0.18 15.453 18.72 21.42 24.84 27.36 29.88 185.44 224.64 257.04 298.08 328.32 358.5610 min 0.24 20.604 24.96 28.56 33.12 36.48 39.84 123.62 149.76 171.36 198.72 218.88 239.0415 min 0.3 25.755 31.2 35.7 41.4 45.6 49.8 103.02 124.8 142.8 165.6 182.4 199.230 min 0.42 36.057 43.68 49.98 57.96 63.84 69.72 72.114 87.36 99.96 115.92 127.68 139.441 h 0.54 46.359 56.16 64.26 74.52 82.08 89.64 46.359 56.16 64.26 74.52 82.08 89.642 h 0.65 55.803 67.6 77.35 89.7 98.8 107.9 27.901 33.8 38.675 44.85 49.4 53.954 h 0.75 64.388 78 89.25 103.5 114 124.5 16.097 19.5 22.313 25.875 28.5 31.1258 h 0.84 72.114 87.36 99.96 115.92 127.68 139.44 9.0143 10.92 12.495 14.49 15.96 17.4312 h 0.9 77.265 93.6 107.1 124.2 136.8 149.4 6.4388 7.8 8.925 10.35 11.4 12.4518 h 0.96 82.416 99.84 114.24 132.48 145.92 159.36 4.5787 5.55 6.35 7.36 8.11 8.8524 h 1 85.85 104 119 138 152 166 3.5771 4.33 4.96 5.75 6.33 6.92





Geological condition of the Project area is composed of alluvial plain deposits and organic deposits (swamps) as shown in Figure 3.4.3.1. Although the ground condition of the site is classified as soft ground, the existing branch line has embankment whose height is 0.5 – 1m. Therefore, slope failure and harmful consolidation settlement may not occur because the existing embankment height is not increased in the rehabilitation work. It is recommended that geotechnical examinations such as boring, SPT, and various laboratory tests shall be conducted to decide the countermeasure work more accurately in detail design stage.


8 Source: MPWT

GTW

Phnom Penh Station




Based on the existing geotechnical data from the other projects, depths of the bearing strata for substructures of bridges around the project area are shown in Figure 3.4.3.2. According to the figure, the bearing strata of between 10 to 20m in depth are dominant.

The data shown in this section is reference only, and detailed soil investigations at each bridge site shall be carried out to decide the pile lengths in the detailed design stage, especially for a pier on the Tonle Sap River, that is expected to have deep bearing strata comparatively.



In this study, quarry site survey and existing material report study were conducted to find some available quarry sites. According to the survey result, two (2) quarry sites are available for this branch construction as follows, although distance between these quarry sites and the project site is far comparatively.

Project Site




< Kampong Trach Quarry Site (along Southern Line) >

Same quarry site recommended in clause 3.2.3 (3), approximately 133km far from the project site, is available for this branch line construction.

< Kampong Chhnang Quarry Site >

The quarry is located near Kampong Chhnang airport along the National Road No.5, and approximately 90km far from the project site. According to a staff of the quarry, the current conditions of the quarry are as follows.

- Ballast Production Capacity of Existing Crusher: 100m3/day.

- Unit Cost: 7 USD/m3 (Price at the site, as of June 2006)

- Experience of Ballast Selling to RRC: None.

Project Site




a) Introduction Phnom Penh is capital of Cambodia with total area approximately 400 Km2 and had population of 1.3 million in 2005. The capital located in junction of four rivers namely Mekong up stream, Mekong downstream, Tonle Sap, and Bassac. The existing Phnom Penh Port is situated on the Tonle Sap river with 1km northeast of the city center (Don-Penh Mountain). The present railway terminal, Phnom Penh station, is located at the west of the existing Phnom Penh Port with 1.5 Km distance. b) Magnitude of the proposed facilities Branch Line to Phnom Penh Port at Green Trade Warehouse is one of five additional branch line of the GMS Rehabilitation of the Railway in Cambodia. The existing line here still remaining of rail and sleeper, but 50% of sleeper and some of the rail need to be replaced, according to the evaluation result of current study (2005-2006). The proposed facilities includes (i) rehabilitation of 7.5 km from Phnom Penh station to Green Trade Warehouse (Previous warehouse at Kilometer # 6), (ii) new 670m length connection line at PK 5+500 to SOKIMEX yard, and (iii) new 560m length connection line at PK 5+300 to Phnom Penh Port container depot (ICD). See drawing alignment in Figure 3.4.1.1 - Branch Line Location Map (GTW). c) Social and Environmental conditions At the present the Phnom Penh city is very fast development activities. Enlargement of urbanization, high industrialization, more setting of commercial centers, and increasing tourism activities have been attracting to rural people migration for the job or make small business. Some infrastructures have been improved to supplementary of the social service peak requirement. Water supply system is most satisfactory improvement with 100% and 80% coverage in downtown and suburb (Annual Report, 2005, PPWSA). Electrical provider is much more increasing their capacity every year to ensure 24 hours supply. Telecommunication system is also satisfactory improved. However road network and sewerage/drainage system are limited improvement. Many places in the city are busy traffic, traffic congestion and traffic jump is happened, in morning/midday and evening time (at the time in and out to the work). Flooded in some areas of the city is happening in every heavy rain in place. Many factories settled in suburb or outskirt of the city with more attractive to rural people come and works there and temporary settlement or renting local house is commonly practiced. Poor sanitations have been occurred in these areas. Some business activities have increased in last few years, for instance few dry ports development was found not far away from city center. Some of them located in western of Phnom Penh airport, one is next to Phnom Penh Port compound, and new development once nearby the railway to Green Trade Warehouse (GTW) with about 5Km from the existing port. The GTW situated at the northwest of the city, on the National Road #5 in previous Kilometer #6 warehouse. The warehouse had existing railway connected but not functioning in last two year and the temporary settlement started encroach to the railway corridor. One second drainage canal of the north part Phnom Penh city connected from Beung Kok to Tonle Sap river at Kilometer #9 where is an outlet of city drainage. The canal is paralleled to railway track from PK 4+000 to PK 6+500 and become narrow and shallow by land development activities in the area. Many water hyacinth and garbage densely presented in canal, and some poor stand-pole houses settled on railway embankment and canal space. d) Social and Environmental consideration Removing or shifting some poor settlement on the railway embankment to improve railway corridor from PK 1+500 to PK 6+500 will happen in design and construction phase. Disclosure of the project activities to local people is needed before the project implementation and shifting back of temporary



shops and houses on the existing embankment is required due to improvement of the branch line to Phnom Penh Port. Collaboration with local authority is very importance to deal with the above issue. Many communities living both side of the embankment and use railway corridor for walking, riding bike/motor bike and car, therefore safety facilities and campaign shall provide in construction and operation phase to avoid any dangerous from the project activities. Short environmental impact in construction period and temporary disturbance in operation phase that caused by noise and vibration to communities will be occurred due to the branch line rehabilitation and construction. Lower speed of the train in this area is recommended to reduce noise and vibration, and accident too. Damaging properties and land lost of the community may be happened due to new connection line to SOKIMEX yard and Phnom Penh Port depot and more study on land acquisition and resettlement is required in period of detail design of the project. Compensation should be properly done before the project implementation; payment shall be followed ADB and Government policy guideline and based on the actual rate in place. The new connecting line to Phnom Penh Port depot will build cross the existing drainage so good structure for supporting railway is required, and discussion with sewerage and drainage department of municipality is needed for the final sizing of the structure to avoid water blockage. Branch Line improvement to connect to GTW and new connection line to SOKIMEX yard and Phnom Penh Port depot can reduce congestion traffic on the road way in city and reduce traffic accident caused by the big truck. Improve the environmental conditions in city. Easy, safe, and more benefit for the transportation goods in area comparing to other transportation means. e) Conclusions and Recommendations Branch Line improvement to connect to Green Trade Warehouse and new connection line to SOKIMEX yard and Phnom Penh Port depot can provide much more positive social and environmental impacts:

- bring the existing branch railway from terminal station to big combination warehouse (at GTW) functioning after not working for while;

- safe and easily for transportation bulk goods in the area, and cheaper cost than other transportation means;

- reduce traffic and accident on the road way in city; and - improve environmental condition in city.

However insignificant impact can be happened from the project activities in construction and operation phase such as:

- small damage when removing and shifting back of temporary shops and houses that encroached on the requirement space for the railway corridor;

- damage of some properties of the communities on the proposed new alignment connecting to Phnom Penh port container depot;

- land lost and resettle few households in the new connection line to SOKIMEX yard From the environmental study some importance recommendations can provide in following:

- Good collaboration with importance stakeholder such as local authority, department of sewage and drainage of municipality, and department of land management to prepare and solve the above issue description.

- Disclosure of the project information/activities to local people is needed before the project implementation.

- Safety facilities shall be installed and campaign shall provide to avoid any dangerous from the project activities in the community here.



- Minimum speed of the train in this area is properly practice prevent accident and to reduce noise and vibration.

- More study on land acquisition and resettlement is needed in detail design of the project and compensation should be followed ADB and Government policy guideline and based on the actual rate in place.





The total proposed railway line is 7.4 km, including existing line of 7.2 km, connecting Main Railway Station to three warehouses, including Sokimex, PP dry port and Caltex. It cut across 10 villages of Toulkok and Russei Keo districts. The 10 villages are core urban areas having total families of 8665.




The total populations living in the 10 villages are 48984 (CDB 2004) of which 53.5% are female and is bigger than the provincial average of 52.2% (CSES 2004). The percentage of female-headed household in average is 6.0% and is significantly less than the provincial average of 28.6%. 92 female-headed households are reported the mother of one child or more under the age of 5. Average household size is 5.6 and is slightly bigger than provincial average of 5.5. There is no data on poverty rate in each village. However, according to the National Poverty Map the affected communes are rated from 10% to 25% of poverty rate. Economic active persons aged from 15-64 are 71.1% (male = 32.4% and female = 38.6%), and is bigger than the provincial average of 68.9%. No specific data about occupation of household in each village. However, based on rapid assessment during the field visit, occupation of people in the Project area are garment worker, construction workers, sellers, and government officials.


It is a built-up area. Each household own land less than 100 sqm. Those who are living along the railway are basically poor household. Land conflict in the area is low reported 35 cases in the past year. There are 7077 housing units having poor, moderate to good condition. Percentage of housing unit having roof materials as thatch are 1.2%; tile are 6.3%; fibro are 7.7%; zinc are 71.9% and concrete are 12.8%. No data on tenure status at commune and village levels. However, at provincial level, data in 2004 shows that 83.8% is owner, 12.6% is renter, 3.3% is occupier with permission (free) and other is 0.3%.

Household Assets

5310 families have motorbikes; 764 families have truck/koyons; 1240 families have bicycles; and 6742 families have tvs. Apart from household assets, it is reported that within the villages there are 44 industrial establishments, 101 handicrafts, and 349 small-scale business establishments.

Sources of Income, Expenditure and Employment Rate

There is no specific data at village level in this section. However, according to rapid assessment and interview with some villagers it is found that an average income per household is approximately equal



to US$5. The main expenditure is for food consumption, approximately 70%. Based on provincial data the employment rate is 49.8% (aged 7+). This figure is very low compare to Kampot and Kampong Chnang.

Data from Socioeconomic survey in the affected area indicates that the average income and expenditure of affected household are US$186 and US$168 per month. More than 70% spend for food consumption.

Environment, Health and WATSAN

It is reported that 3075 families have access the garbage collection; 5635 families have access to piped water; 6943 families have access to electricity; 6905 families have own latrines. Foe health service, there are 27 clinics and 23 pharmacies in the villages.

SES data from the affected area indicated that about 19% of affected household have no own latrine at home; 99% have access to piped water and gridline electricity. As far as environmental issues are concern, severe issues include sanitation 37%, solid waste 40% and drainage 40.6%.

Education

According to village database the illiteracy rate of female and male over 15 years old are 44.1% and 2.7%. These figures are very high compared to the illiteracy rate at provincial level of 16.2% for female but low compare to 5.3% for male, CSES 2004. Percentage of female aged 6-17 who goes to school is 96.0% compare to 97.9% of male.

Religion and Ethnic Groups No specific data for this section. However, based on interview with villagers the majority of villagers are Khmer ethnic and Buddhism religion and a small portion of Muslim, Vietnamese and Chinese.


The proposed railway is divided into four sections, including Section 1 of 5000m, Section 2 of 500m, Section 3 of 1700m and Section 4 of 200m. Land acquisition for Section 1+2+3 will be 7200m by 6.7m where Section 4 will be 200m by 13.2.

Section 1+2+3 is the existing railway line where many settlement and poor community are living along. Section 2 is the most build-up area and settlement are very closed the railway line, leaving the corridor space of less than 4.5m. Section 4 is a new proposed line connecting the Branch line to Phnom Penh dry port.

According to the Prakas No.06 dated on September 27, 1999 an Order issued by RGC entitled "Measures to Crack Down on Anarchic Land Grabbing and Encroachment” set out the right of way for railway in urban area of 40m both side of the road. However, ADB’s policy is to minimize impact as result of resettlement and land acquisition. In this regard, in Section 1+2+3, land located outside the clearance corridor of 6.7m will be remained and continued for use by the existing occupied households. The acquired land within these Sections will not be purchased at market value, as it is the property of the Royal Railway of Cambodia. However, the affected household will receive compensation for land use right. Acquired land in Section 4 will be purchased at present market value.




The proposed railway line, to some extend, affects to land, other structures, perennial crops and trees, and some community properties. It is estimate that about 800 households will be affected including the minor affect. About 450 households will be affected their main structure. Therefore, households who own property within the clearance corridor will be entitled as the following.






- Those whose standing crops and trees are affected will be entitled for cash compensation at

replacement cost. If the affected crops are already harvested by the household no compensation will be paid.

- Other assistance includes cost of transport, disturbance allowance, assistance to vulnerable

household etc. - Those whose business operation will be lost permanently as result of land acquisition will be





Landlessness x Homelessness x Joblessness and business opportunity x Marginalization ?? Increase morbidity and mortality x Food insecurity x Lost of access to common property x Social disarticulation x




3.4.5.6 Mitigation and Restoration Measures

To avoid or minimize impact on main structures especially house the proposed railway should be cut across the rice field. Restoration program for those who lost more than 10% of agriculture land and lost permanently their business operation must be properly developed during the resettlement planning.



Items Unit Quantity Rate, US$ Amount

Land acquisition Section 1+2+3 sqm. 14,400.00 5.00 72,000.00 Land acquisition Section 4 sqm. 2,640.00 65.00 171,600.00 Affected assets (structure, crop, trees etc.) hhs 450.00 500.00 225,000.00 Other assistance hhs 200.00 150.00 30,000.00 Relocation site development hhs 100.00 2,500.00 250,000.00 Income restoration hhs 100.00 200.00 20,000.00 Sub-total 768,600.00 Administrative cost (10%) 76,860.00 Contingencies (20%) 153,720.00 Grand Total 999,180.00





a) Branch Line

The branch line alignment with route length of 6.7 km is starting from main line chainage of PK 0+500 and ended at entrance of GTW yard. Minimum radius curvature is 300m, which is located near PK 0+900 and PK 3+400 and gradient of this section is almost level.

According to the field survey, it is found that the condition of the rail is fair to good, but that of sleepers are generally poor. More than half of the sleepers are partially or totally covered by weeds and soil. Rusty fishplates and missing bolts are found in many locations. Fresh ballast can not be found in this blanch line. Ballast is contaminated with soil and cemented at whole section. Average width of track bed is about 2.0m to 2.5m and badly eroded track shoulders are found between PK 5+000 and PK 6+500. The line and level of track is sub-standard. The place where shops and houses are located along the track, the concreted entrance ways have been built on top of the track bed and shoulders.

There are seven level crossings on this branch line, of which, two level crossings are equipped with barrier and the rest of them have no protection. The concrete bridge, length of 15m, is located at PK 1+900.

Based on the survey results, existing rails are generally in good condition for the usage of rehabilitated track, but it is estimated that 70% of sleepers and 50% of fishplates are need to be replaced. The rehabilitation of track bed shall be required in whole section. The embankment with total length of 300m must be rebuilt before setting the track structure.

b) GTW yard

The GWT yard consists of four storage tracks, one run around track and two loading / unloading tracks. The length of storage tracks varies between 250m and 400m and these have the capacity to hold between 15 and 25 wagons each. The loading / unloading track running through the territory of WFP has length of 500m which can hold 30 wagons. The other loading / unloading track running through the Caltex is mainly used for handling oil for Caltex and has facilities for discharging oil from tank wagons to the storage tank or direct loading to the vessel. The total length of track is approximately 3.5 km and 150 wagons can be accommodated leaving one run around track for locomotives. Track layout of the yard is shown in Fig. 3.4.6.1.

About one third of track structure is totally covered by soil and weeds. The condition of the rail is generally fair to good, but it is hard to verify the quality of sleepers and turnouts because of hidden by sand and weed growth. Based on the field inspection of the branch line condition, more than half of sleepers might be poor condition.

It can be said that, existing rails are generally in good condition for usage of rehabilitated track for marshalling yard, but 50% of sleepers and 30% of fishplates in this section are need to be replaced. Moreover, repair of nineteen turnouts installed in this yard are required.




CALTEX

WFP

To Phnom PenhStation

abandoned track

Figure 3.4.6.1 GTW Track Layout

c) Spur Line to Sokimex

Spur line for Sokimex is starting from PK 4+950 with 280m radius curvature. The track length of this line is 500m up to the entrance gate. Condition of the rail and sleepers are fair to good but the line and level of track is sub-standard. Shops and houses are encroaching both side of track up to the entrance gate of Sokimex.

Existing rail is generally good condition for use as a spur line to Sokimex, but 50% of sleepers in this section are need to be replaced and rehabilitation of track bed shall be required.

d) Spur Line to Inland Container Depot (ICD) Access

Phnom Penh Port Inland Container Depot (ICD) is under construction near the spur line to Sokimex. Spur line for ICD is starting from PK 4+800 with 200m radius curvature. The track length of this line is 560m including one arrival/departure track inside the ICD. New spur line can be connected to ICD easily, and crossing canal and road before entering the ICD.




(2) Track Structure

The branch line to GTW is to rehabilitate the existing track. As described in section 3.1.2 (2), the condition of track structure of this line is generally poor. Based on the survey results, existing rails are generally in good condition for the usage of rehabilitated track, but 70% of the existing steel sleepers are need to be replace. 30 kg/m rails with steel sleepers are used in this branch line. Typical cross section of this branch line is shown in Figure 3.4.6.2.


Rehabilitation work for existing track structure shall proceed in the following way;

i) Remove the existing track panel. (Select re-usable steel sleepers and store them in a certain place.)

ii) Prepare track bed.

iii) Spread new ballast on the track bed.

iv) Place new track panel using steel sleepers or salvaged steel sleepers from Southern Line.

v) Spread upper ballast and tamping to adjust the alignment.




(3) Bridges and Culverts

In this branch line, Section 1 and Section 3 from Phnom Penh Station to the Phnom Penh Port (GTW) are on the existing spur line, which has the following civil structures.

Table 3.4.6.1 – Existing Structures on the Spur Line to Phnom Penh Port

No. PK Structures Type Dimension 1 2+296 Concrete Bridge B2 16.00 m 2 4+800 Box Culvert BC 5.50 m 3 6+000 Appontement (pier) on the Tonle Sap 166.00 m

A structural condition survey of this spur line was carried out to identify the conditions of the existing structures. The concrete bridge at PK 2+296 and the box culvert at PK 4+800 are in sound condition but the appontement (pier) at PK 6+000 is not. A preliminary engineering judgement without detailed inspection of this appontement (pier) categorizes the structure as requiring complete reconstruction. Section 2 and Section 4 will be constructed anew. Section 2 does not require any bridge or box culvert. Section 4 requires one box culvert 3 m in width and 2.5 m in height. Table 3.4.6.2 summarizes the civil structures needed for this branch line.


Type Section 1 Section 2 Section 3 Section 4 Length of Section 0+500 – 5+500 5+500 – SOKIMEX

(500 m) 5+500 – GTW 5+500 - ICD

Bridge No No Pier L=166 m (Complete reconstruction)

No

Box Culvert No No No 3 m x 2.5 m: 1Pipe Culvert (φ 1 m) No 1 No No

Figure 3.4.6.3 shows the drawing of an appontement (pier) on the Tonle Sap.



Figure 3.4.6.3 - An existing appontement (pier) on the Tonle Sap.



3.4.7 Possibility to Use the Pier in GTW as a Base of Conveyor for Cement Transportation

(1) Background

As mentioned in “(3) Bridges and Culvert of 3.4.6 Preliminary Engineering Design”, the condition of the pier in GTW is categorized as “Complete Reconstruction”. However, it means the result as a pier for a base of railway track. In case that the objective of the pier is changed, the category should be also changed. It is expected that the main objective to use the pier is to unload cement. According to the objective, it is studied whether there is a possibility to use the pier as a base of conveyor for cement transport or not.

(2) Technical Survey

The site survey was conducted on 7th October 2006 to confirm the current condition of the pier. Conditions of the substructure and reverse side of the superstructure were surveyed from the Tonle Sap river by boat.

According to the survey, following conditions are confirmed.

vi) There is no serious damaged member.

vii) 80% of the substructure is in sound condition.

viii) Three of all piers had an experience to be reinforced by steel frames in 1969 due to settlement of girder on the piers. The settlement of the girder is still left and some cracks are found on the girder.

ix) There are 20cm - 40cm’s openings among girders.

x) Reinforcement bars are exposed on some parts of the superstructure.

xi) Almost pavement on the deck slab have deteriorated.

Schematic survey result of the pier is shown in Figure 3.4.7.1.

(3) Result and Recommendation

As a result of the site survey, it is judged that the existing pier can play a role as a base of a conveyor for cement transportation without any repair for a while. However, reinforcement bars and steels will be rusted soon if any repair work is not conducted. Therefore, it is recommended to conduct minor repair to extend the remaining life period.

The survey data sheet is shown in Figure 3.4.7.2.



Cond

ition

of thi

sse

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cou

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chec

ked

due

toba

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wing

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.

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men

t

Larg

e Cr

ack

Wing

wall

40cm

's op

ening

betw

een

girde

rsBr

oken

pav

emen

t20

cm's

open

ing b

etwee

ngir

ders

Dam

eged

pile

Re-b

ar e

xpos

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infor

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subs

tructu

rein

1969

Alm

ost S

ubstr

uctur

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re in

good

con

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Figu

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.4.7

.1

Sche

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TW



Line Name : B.L.to GTW Survey Date: 07 / 10 / 2006

Identified No. : Pier in GTW PK. : N/A

Type of Bridge : Concrete Bridge Constructed Year: 1953

Bridge Length : 166 m

Bridge Conditions:

Concrete Structure (G: Good, C: Cracked, R: Re-bar exposed, B: Broken) :

Steel Structure (G: Good, C: Cracked, B: Broken, Co: Corroded)

Observation Result: Minor Repair( i) Complete Reconstruction, ii) Major Repair, iii) Minor Repair, iv) Sound )

Girder : Type : (Steel / RC) Abutment : Type : (RC / Other)

Damage : Land side G1: R Damage : Land side A1: -

G2: R

River side G3: R Pier : Type : (RC / Other) P9: G

Damage : Land side P1: - P10: G

P2: - P11: R

P3: - P12: G

P4: G P13: G

P5: G P14: G

Wing wall: Type : RC / Other P6: G P15: G

Damage : Land side A1: R P7: G P16: G

P8: G River side P17: G

Photo

Comments :G1 is settled and partially cracked. P4, P5, and P6 were reinforced in 1969 due to G1's settlement..

Figure 3.4.7.2 – Survey Data Sheet



3.4.8 Cost Estimate


Table 3.4.8.1 – Summary of Estimated Project Cost (Unit: Million US Dollar) Section 1 Section 2 Section 3 Section 4 Total


0.01

0.85

0.14

1.59

L.P. 0.19

0.02

0.55

0.05

0.81

Total 0.78

0.03

1.40

0.19

2.40


0.00

0.10

0.01

0.17

L.P. 0.02

0.00

0.04

0.01

0.07

Total 0.08

0.00

0.14

0.02

0.24


-

-

-

-

L.P. 0.04

0.00

0.08

0.01

0.13

Total 0.04

0.00

0.08

0.01

0.13


0.00

0.09

0.01

0.16

L.P. 0.03

0.00

0.06

0.01

0.11

Total 0.09

0.00

0.15

0.02

0.26

Sub-total (1.+2.+3.+4.) F.P. 0.70

0.01

1.04

0.17

1.92

L.P. 0.29

0.02

0.73

0.08

1.12

Total 0.99

0.03

1.77

0.25

3.04


-

-

-

-

-

L.P. 0.53

0.08

0.22

0.17

1.00

Total 0.53

0.08

0.22

0.17

1.00

Sub-total (1.+2.+3.+4.+5.) F.P. 0.70

0.01

1.04

0.17

1.92

L.P. 0.82

0.10

0.96

0.25

2.12

Total 1.51

0.11

1.99

0.42

4.04


0.00

0.04

0.01

0.08

L.P. 0.06

0.01

0.09

0.02

0.17

Total 0.08

0.01

0.13

0.02

0.24

Total F.P. 0.72

0.01

1.08

0.18

1.99

L.P. 0.87

0.11

1.04

0.26

2.29

Total 1.60

0.12

2.12

0.44

4.28






Based on the result of several study and analysis in previous sections, proposed route which is to rehabilitate the existing track is recommendable for branch line to GTW.


Project Implementation Schedule is shown on the figure below. This schedule is prepared based on the assumption that funds from ADB will be available from the last quarter of 2007.

Prior to the procurement of construction contracts, consultants shall be selected to assist the activities of PIT (Project Implementation Team).

Construction contracts are assumed to be commenced from January 2008. Construction period is estimated as 6 months.

Tender Stage Design-Build Stage2007 2008

10 11 12 1 2 3 4 5 6B M E B M E B M E B M E B M E B M E B M E B M E B M E



3 Prequalification

4 Tendering

5 Tender Evaluation

6 Negotiation

7 Land Acquisition


10 Mobilization

11 Temporary Work


13 Procurement of Steel Sleepers and the fasteners

15 Earthwork for Existing Embankment



18 Pier in GTW


21 Demobilization

22 Commisioning

23 Completion ▼

Work ItemNo.

Implementation Schedule of Branch Line to Phnom Penh Port (GTW)



3.5 RAIL ACCESS TO PHNOM PENH AIRPORT

3.5.1 Outline of Access Line

Phnom Penh Airport is located at 8.2 km west of the Phnom Penh city. The nearest railway station to the airport is Pochentong Station (PK 6+723), and next is Fork Station (PK 9+400). Distance between airport and each station are 1.9 km and 2.2 km respectively. Based on the site inspection, it was found that access from Pochentong Station has to passing through a built-up area and there is no space to construct a new railway track structure to the airport. On the other hand, there are many open spaces at south area of Fork Station. Therefore, airport access line will be connected from Fork Station.

As for the location of airport station, the consultants recommended to build the station opposite side of the National Road No.3 and connecting with airport terminal by a pedestrian deck. Since the distance between Airport terminal and planned airport station is 100m only, the construction cost of the pedestrian deck will be much more economical than the constructing railway viaduct structure or highway flyover structure.

The location of access line is shown in Figure 3.5.1.1.

Pedestrian Deck

National RoadNo.3

Airport Access LineL= 4.5 km

Figure 3.5.1.1 Access Line Location Map (Phnom Penh Airport)




3.5.2.1 Introduction The project area is located in a relatively higher ground outside the Tonle Sap flood plain at a general elevation of 10m, see Figure 3.5.1.1 – Access Line Location Map (Phnom Penh Airport). The terrain is generally flat and as any other part of the surrounding of Phnom Penh, the location is a new development area, previously occupied by rice field. The drainage system is mainly controlled by existing infrastructures (road, railway, drainage canal and sewage). The drainage canal and sewage systems are under developed, only the Phnom Penh Airport has appropriate drainage system and facilities.

3.5.2.2 Hydrological conditions Major infrastructures influencing the surface water drainage pattern are namely the railway embankments of the southern and northern lines, the national road RN3, RN4, the road joining the Kab Srouw dike. Since the area is apparently on the two water divider, the drainage could use the two existing natural drainage systems: (i) the Preak O Khnea or (ii) using the airport drainage system. The first alternative might be most appropriate due to land accessibility and drained water might be used for crop growing.

3.5.2.3 Conclusion and recommendation As any other part of the Phnom Penh municipality especially for newly reclaimed land such as the current project site, the lack of a comprehensive development plan as well as of an organized data collection are major problems in designing individual projects which are related to land surface and sewage drainage. Detail plan could only be realistically done with more detail survey during the implementation phase since landfill in one location near to the project site could have significant impact on the plan.





Geological condition of the Project area is composed of terrace alluvial deposits as shown in Figure 3.5.3.1. According to the field observations, existing ground is classified as soft ground. It is recommended that the embankment height shall be limited less than 2m to protect slope failure and reduce consolidation settlement. It is recommended that geotechnical examinations such as boring, SPT, and various laboratory tests shall be conducted to decide the countermeasure work more accurately in detail design stage.

Figure 3.5.3.1 Geological Map of Project Area9


This branch line will have no bridges.


Same quarry sites recommended in clause 3.4.3 (3) are available for this branch line construction.

9 Source: MPWT

Fork Station

Phnom Penh Station

Phnom Penh Airport

Opt. 2

Opt. 1




a) Introduction Phnom Penh is capital of Cambodia with total area approximately 400 Km2 and had population of 1.3 million in 2005. The present railway terminal (Phnom Penh station) is located at the town centre. The Phnom Penh International Airport situated at about 7 km west of railway terminal and about 2 km from the main line at Pochetong Area. b) Magnitude of the proposed facilities Branch Line to Phnom Penh Airport will connect from Fork Station at PK 9+400 and running parallel to Southern line then bending on the left to connect airport at opposite of domestic entrance with total length approximately 5 km. One station and pedestrian desk at connection to airport will provide. See drawing alignment in Figure 3.5.1.1 - Access Line Location Map (Phnom Penh Airport). c) Social and Environmental conditions At the present the Phnom Penh city is very fast development in the last few years. Enlargement of urbanization and increasing industrialization to the west side of the city is high potentially happened. Dongkor district is one of boom industrial and township development, where covered the branch line to connect airport. The land price there is very high price stand as second rate after downtown. Many unclear planning constructions of factories and plates are under constructing in the area. Water supply and electricity is available in the recently. However road network and sewerage/drainage system are poor. The highway to Phnom Penh international airport is very busy traffic, traffic congestion and traffic jump is happened, in morning/midday and evening time (at the time in and out to the work). There is not know the Phnom Penh master plan (no main master plan) as well as the development plan in area, for example airport enlargement, industrial development zone, township development, etc. d) Social and Environmental consideration Encroachment to high price land use will happen in design and construction phase. Few households will be resettled caused by the proposed alignment. Disclosure of the project activities to local people is needed before the project implementation and DMS on the land lost by project is required due to proposed branch line to Phnom Penh international airport. Collaboration with local authority and land management department is very importance to deal with the above issue. Purchasing land and compensation costs for damaging properties will be high. Short time of environmental impact in construction period and temporary disturbance in operation phase that caused by noise and vibration to communities will be occurred due to the branch line alignment. Traffic congestion at connection place to the airport will happen and traffic facilitator/police and traffic sign is required in construction and operation phases.

Branch Line to Phnom Penh International Airport could not only reduce traffic on the highway in Pochetong area but also can be caused traffic congestion in the connection place in operation phase. Another thing is the branch line seem not interest to the traveller and business men taken it as transportation mean between Phnom Penh airport and Phnom Penh city. e) Conclusions and Recommendations The proposed Branch Line to Phnom Penh Airport can not provide notably positive social and environmental impacts. However some negative social and environmental impact would be occurred from the project design, construction and operation as describes below:



- complex and costly for land acquisition and resettlement few households; big investment for construction and operation is expected

- there is not potential for traveller and business men to taken it as transportation mean between Phnom Penh airport and Phnom Penh city

According to negative impact on social and environmental and not any notably positive impact due to project design, construction and operation, so the proposed airport access to Phnom Penh International Airport is not economically investment.





The total proposed railway line is 5.0 km connecting Phnom Penh Airport to Samrong Railway Station. It cut across 3 villages of Dangkor districts, namely Kakab, Kbal Damrey and Trapeang Chrey. The 3 villages are urban and have total families of 412.


Socioeconomic information at village level is taken from Commune database 2004 while information at provincial and national levels is taken from Cambodia Socioeconomic Survey 2004. The information describe below is a summary. Please see Annex 3.5.5.2 in Appendix 11 – Resettlement: Socio-economic Indicator for more information. However, socioeconomic information expressed herewith may be reflect the real affected people as majority of rice field were reportedly sold out to outsiders by the previous owner, the villagers. The proposed railways basically cut across the rice field.


The total populations living in the 3 villages are 2072 (CDB 2004) of which 50.5% are female and is smaller than the provincial average of 52.2% (CSES 2004). The percentage of female-headed household in average is 19.4% and is significantly less than the provincial average of 28.6%. Three female-headed households are reported the mother of one child or more under the age of 5. Average household size is 5.0 and is smaller than provincial average of 5.5. There is no data on poverty rate in each village. However, according to the National Poverty Map the affected communes are rated from 10% to 25% of poverty rate. Economic active persons aged from 15-64 are 66.9% (male = 31.7% and female = 35.2%), and smaller than the provincial average of 68.9%. No specific data about occupation of household in each village. However, based on rapid assessment during the field visit, occupation of people in the Project area are garment worker, farmer, seller, and government official.


Only few households own small portion of rice field, less than 0.5 hectares. Land conflict in the area is low reported 3 cases in the past year. There are 341 housing units having moderate to good condition. Percentage of housing unit having roof materials as thatch are 0.1%; tile are 30.4%; fibro are 35.2% and zinc are 33.4%. No single house with concrete roof is reported. No data on tenure status at commune and village levels. However, at provincial level, data in 2004 shows that 83.8% is own, 12.6% is rental, 3.3% is living with permission (free) and other is 0.3%.

Household Assets

326 families have motorbikes; 32 families have truck/koyons; 328 families have bicycles; and 370 families have tvs. Apart from household assets, it is reported that within the villages there are 14 industrial establishments, 3 handicrafts, and 11 small-scale business establishments.

Sources of Income, Expenditure and Employment Rate



There is no specific data at village level in this section. However, according to rapid assessment and interview with some villagers it is found that an average income per household is approximately equal to US$4. The main expenditure is for food consumption, approximately 70%. Based on provincial data the employment rate is 49.8% (aged 7+). This figure is very low compare to Kampot and Kampong Chnang.

Environment, Health and WATSAN It is reported that 142 families have access the garbage collection; 210 families have access to piped water; 231 families have access to electricity; and 230 families have own latrines. No single clinic or pharmacy is available within the three villages.

Education

According to village database the illiteracy rate of female and male over 15 years old are 4.0% and 2.5%. These figures are very low compared to the illiteracy rate at provincial level of 16.2% for female and 5.3% for male, CSES 2004. Percentage of female aged 6-17 who goes to school is 86.0% compare to 83.0% of male.

Religion and Ethnic Groups No specific data for this section. However, based on interview with villagers the majority of villagers are Khmer ethnic and Buddhism religion and a small portion of Vietnamese and Chinese.


The proposed railway will be required the total land of 5000m by 10.2m or equal to 51000 sq.m in order to operationalize the train. The width of 10.2m is included 8.2m bollards and embankment and 2m-pavement reserving for safety. At present the land is used primarily for rice field and a small portion of build-up.

According to the Prakas No.06 dated on September 27, 1999 an Order issued by RGC entitled "Measures to Crack Down on Anarchic Land Grabbing and Encroachment” set out the right of way for railway in urban area of 40m both side of the road. However, ADB’s policy is to minimize impact as result of resettlement and land acquisition. Therefore, lands located out side the clearance corridor of 10.2m will be remained same of its present tenure status. The total acquired land will be purchased by the Project Authority at replacement cost or market value. The compensation will be paid to all affected households regardless their tenure status to land.


The proposed railway line, to some extend, affects to land, other structures, perennial crops and trees, and some community properties. It is estimate that about 100 households will be affected including the minor affect. About 25 households will be affected their [other] structure and crops and trees. Therefore, households who own property within the clearance corridor will be entitled as the following.


compensation at replacement cost or at market value.



- Those whose land is partially affected and the rest are not viable for use will be entitled for replacement land and the non-affected land can be remained by the owner or sale to the Project at the market value. The purchased land will be given to community for public purpose. The household will also entitled for other assistance.












Landlessness x Homelessness x Joblessness and business opportunity x Marginalization x Increase morbidity and mortality ?? Food insecurity x Lost of access to common property x Social disarticulation x



To avoid or minimize impact on main structures especially house the proposed railway should be cut across the rice field. Restoration program for those who lost more than 10% of agriculture land and lost permanently their business operation must be properly developed during the resettlement planning.





Items Unit Quantity Rate US$ Amount

Land acquisition sqm. 51,000.00 35.00 1,785,000.00 Affected assets (structure, crop, trees etc.)

hhs 100.00 100.00 10,000.00

Other assistance hhs 25.00 100.00 2,500.00 Relocation site development -Income restoration hhs 20.00 200.00 4,000.00 Sub-total 1,801,500.00 Administrative cost (10%) 180,150.00 Contingencies (20%) 360,300.00 Grand Total 2,341,950.00





Access line to Phnom Penh Airport with route length of 4.5km is starting from separation point of Southern and Northern Line at PK 9+600. Fork Station is required one additional track as arrival and departure for airport access line operation. Airport Station will be one island platform with two tracks. The length of platform is 80m, which can be accommodated maximum of 3 cars train in each track. Minimum radius curvature is 300m and gradient of this section is level. The route is running in the rice field area and there is no big stream or canal which requires bridge structure. The required height of the embankment will be 0.5m in average. Accessibility to the construction site is good.




(2) Track Structure

As described in section 3.1.2 (2), use of 43 kg/m rails with PC sleepers are recommended in the same standard as the main line structure. Typical cross section of this branch line is shown in Figure 3.5.6.1.











There are two options for this branch line. Based on the site survey, bridges and box culverts will not be necessary for both options. A drainage and irrigation system with pipe culverts of φ 1 m at 500-m intervals shall be installed. Table 3.5.6.1 summarizes the civil structures needed for this branch line.


Type Option 1 Option 2 Length L=4.4 km L=4.8 km Bridge No No Box Culvert No No Pipe Culvert (φ 1 m) 10 (500-m interval) 11 (500-m interval)



3.5.7 Cost Estimate


Table 3.5.7.1 – Summary of Estimated Project Cost (Unit: Million US Dollar) Option 1 Option 2


6.36

L.P. 0.51

0.53

Total 6.81

6.89


0.48

L.P. 0.20

0.21

Total 0.68

0.69


-

L.P. 0.37

0.38

Total 0.37

0.38


0.46

L.P. 0.30

0.30

Total 0.75

0.76

Sub-total (1.+2.+3.+4.) F.P. 7.22

7.30

L.P. 1.39

1.42

Total 8.61

8.72


-

-

L.P. 2.34

2.53

Total 2.34

2.53

Sub-total (1.+2.+3.+4.+5.) F.P. 7.22

7.30

L.P. 3.73

3.95

Total 10.95

11.25


0.45

L.P. 0.46

0.48

Total 0.90

0.93

Total F.P. 7.66

7.74

L.P. 4.19

4.43

Total 11.86

12.18






Based on the result of several study and analysis in previous sections, proposed route is recommendable for access line to Phnom Penh Airport.


Project Implementation Schedule is shown on the figure below. This schedule is prepared based on the assumption that funds from ROC will be available from the last quarter of 2008.

Prior to the procurement of construction contracts, consultants shall be selected to assist the activities of ROC.






3 Prequalification

4 Tendering

5 Tender Evaluation

6 Negotiation

7 Land Acquisition


10 Mobilization

11 Temporary Work







18 Culvert

19 Station Building & Pedestrian Deck


21 Signalling & Telecom. Procurement & Installation

22 Demobilization

23 Commisioning

24 Completion ▼

Work ItemNo.

Implementation Schedule of Airport Access to Phnom Penh Airport



3.6 RAIL ACCESS TO KAMPONG CHHNANG AIRPORT

3.6.1 Outline of Access Line

Kampong Chhnang city is located at 83 km north of Phnom Penh, and Kampong Chhnang Airport is located 11 km west of the city.

The railway track is running along the edge of mountain area from Southeast to northwest of the city with distance of 25 to 30 km. Kampong Chhnang city has been developed along Tonle Sab rever. The ground elevation is lowering from southwest mountainous area to northeast Tonle Sab river direction in general.

The nearest railway railway station to Kampong Chhnang city is Romeas Station (PK76+458), and the distance is about 27 km. National Road No.53 is connecting the station and the city. First 7 km is paved from the city and remaining is unpaved. The condition of the road is good and well maintained. The nearest station to the Kampong Chhnang Airport is Krang Skear Station (PK 93+834), and the distance is about 20 km. The access road to the station is very poor condition. Only 4 Wheel Drive vehicles can run on this access road.

There are three optional routes have been considered for access line from railway station to airport. Option 1 is to construct from Krang Skear Station and running along the existing local road with length of 20.1 km. Option 2 is to construct from Romeas Station considering the shortest way to reach the airport with length of 23.1 km. Option 3 is to construct from Romeas Station and running along the existing road with length of 24.7 km.

The location of routes is shown in Fig. 3.6.1.1.

Figure 3.6.1.1 – Access Line Location Map (Kampong Chhnang Airport)




3.6.2.1 Introduction The Kampong Chhnang airport is located at about 11 km to the west of the Kampong Chhnang provincial capital directly behind of the group of western hills overlook the Tonle Sap River. The proposed line linking the northern line with the Kampong Chhnang airport starts at the Romeas station at PK 76+458 for a distance from 25 to 30 km. It runs parallel to the national road RN53 from Romeas station before diverging to the north west direction at a location between Kraing Ta Mom and Prey Mul villages and then turns north at a location near to the Tuk Laak village until the Kampong Chhnang airport, see Figure 3.6.1.1 – Access Line Location Map (Kampong Chhnang Airport). From hydrological point of view it could be considered that the proposed connecting line runs almost along the water divider between two sub-catchments of the Tonle Sap namely the Stung Trapeang Kam and Stung Choeung Kriev both tributaries of the Tonle Sap. The topography of this area is relatively flat with elevation varies between 30m near to the junction with the Northern Line to 20 m in the air port area. The most direct road leading from the Romeas railway station to the airport where the proposed linking line will follow could be subdivided in three sections as follows: (i) the national road RN 53, an unpaved road with laterite surface and the embankment well above flood level; (ii) the local road leaving the NR53 between the Prey Mul and Tavak villages on the NR53 ( this road section has been recently improved up to a location where it meets with a cross road north to the Tuk Laak village); (iii) the road section between the intersection linking Phnom Touch to Phum Phnum-Ta Sam (at PT 21+29284 and the airport. This last portion of the section (iv) does not have a complete road; the last few kilometers of this road is consisting only of car tracks without embankment (see Photos 3.6.2.3) and small dike at the hill side with a canal running parallel to western edge of the hills. The region has the same climatic conditions as the whole western side of the Tonle Sap Great Lake. The rainfall regime is influenced by the shadow effect of the Cardamom chain of mountains, characterized by an erratic rainfall regime with distinctive wet and dry season. About 90% of rainfall is falling between May to October. Most rainfalls are of convective type. However heavy rainfall could occur when affected by tropical storms originated from typhoon from the South China Sea. Often this period occurs late in the rainy season e.g. September - October when the Tonle Sap Great Lake is at its highest level. For detail rainfall data please refer to the Appendix 3.3.1 – Hydrological Data. The general land use is rain fed rice with supplement irrigation in small plots extending from the foot of the hills to the west. Villages are scattering around the major local and national roads and higher grounds. The region near to the airport region is sparsely populated. The western side of the northern line part of the catchments is mountainous with sparse to dense forest cover and steep slope.

3.6.2.2 Hydrological conditions The general topography of the project area is relatively flat and the overland flows are influenced by the following features, the group of hills at the western side of the Kampong Chhnang town, the national road RN53 linking the Romeas Railway station with the Kampong Chhnang provincial capital, a number of local roads crossing the region, the northern railway line and, most importantly a dike and associate canal of some 30 kilometers long built during the Kampuchea Democratic (DK) period stretching from the Upper Stung Boribor at the provincial border between Kampong Chhnang and Pursat through Kraing Skear in the southeast direction until it meets with the road connecting Andaung Prieng village and Kraing Leav village road where the side canal ceased to exist before changing the direction to the northeast until the Kol Kop village on the NR53 at the eastern side of the Kampong Chhnang western hills. Between Andaung Prieng road and Trapeang Kravan road according to the topographical map, the dike ceased to exist and is followed by the canal until Trapeang Kravan for a section of about 6 km long.



The cross sections of the dike at one of the breaches point at its intersection with the local road between the Tuk Laak and Prey Mul villages (between PT 16.000 and PT17.000) is shown in the Photos 3.6.2.5 and 3.6.2.6. Apparently, the dike diverts part of Boribor reservoir water and other smaller river to the east through a canal parallel to the dike. The current status of the dike is not well known due to accessibility and need further investigation for detail design. Reports indicate that there are a number of breaches along the dike. Water flow distribution between Tuk Laak and Trapeang Kravan is quite complicate due to lack of appropriate operational water control structures and other technical information. Surface runoff retained by the dike and conveyed by the canal could be important since it captures all water from the upper catchments of the railway from Romeas to Toul Tbeng Cheu Thom of the northern part of the Northern line. The total catchment area is about 467 Km2. The surface runoff of the airport area is drained by two side canals (see Figure 3.6.2.1) built parallel to the runway connecting with a branch of the Stung Preal which forms the Stung Trapeang Kam after crossing the RN5. At its lower part the Stung Trapeang Kam supports a series of small lakes constituting important part of the Tonle Sap River wetland. The local road/dike following the western edge of the Kampong Chhnang hills (section iii) collect surface water from the hills in a side ditch and cross drains to the west through, six pipe culverts (see Photos 3.6.2.3 and 3.6.2.9). At the end of the section (iii) at the airport side (PT 23+000), the cross drainage is made by a box culvert (see photo 3.6.2.2). Between the junction (PT21+29284), end of the section (iii) and the Tuk Laak village, the side ditch is becoming quite important see photo 3.6.2.10. Part of the flow is drained to the eastern side of the road (see Photo 3.6.2.11). The drainage between the junction and Tuk Laak village is from east to west (see Photo 3.6.2.4). After the dike towards the RN53, flow on the eastern side is becoming less and less see Photo.3.6.1.12. Along the RN53 there are four water crossing structures most of them bridges with spans over 10 m width; during the site visit it was observed that flow level increases from Romeas to Prey Mul. Typical bridges along this road section are shown in Photo 3.6.2.7 (PT 11+000) and Photo 3.6.2.8 (PT8+000). Flow at the downstream of the bridge in Photo 3.6.2.8 was quite important and almost flooded the side local road. Generally it could be concluded that the existing cross drainage across the RN 53 is satisfactory. However the drainage conditions around Prey Mul, Trapeang Kravan and Tuk Laak village is quite complex due to lack of clear water control infrastructures development and flow concentration in this area. Additional information on future water resources development plan in the area is needed for proper design of the railway connection line.

3.6.2.3 Conclusion and recommendation In general, the proposed alignment caused minimal obstruction to the hydrology of the region since it runs almost parallel to existing infrastructures and existing water crossing facilities seems adequate which did not have history of damage due to heavy flood in the region and seems to serve well the drainage of the area with one exception at the DK dike. It is not clear that the breach of the dike was caused by flood or by its removal for local road construction. Further investigation is required on the status of the dikes and related canal and gates in the next phase of the study. There is no flow information available within the area except on the river Boribor at Boribor. Long time series rainfall data is available only for Kampong Chhnang and the depth duration frequency distribution for short duration rainfall is given in Table 3.6.2.1 below. The cross drainage structure computation should follow the MPWT guidelines (reference 3).



Table 3.6.2.1 Depth-Intensity-Frequency of short duration rainfall at Kampong Chhnang Kampong Chhnang Depth (mm) Intensity (mm/hr)D RRt 2.33 5 10 25 50 100 2.33 5 10 25 50 100 5min 0.18 18.49 23.83 28.18 33.68 37.76 41.81 221.9 286.0 338.2 404.2 453.1 501.710 min 0.24 24.66 31.78 37.58 44.91 50.35 55.75 147.9 190.7 225.5 269.5 302.1 334.515 min 0.3 30.82 39.72 46.97 56.14 62.94 69.68 123.3 158.9 187.9 224.6 251.7 278.730 min 0.42 43.15 55.61 65.76 78.59 88.11 97.56 86.3 86.3 86.3 86.3 86.3 86.31 h 0.54 55.47 71.50 84.55 101.05 113.29 125.43 55.47 71.50 84.55 101.05 113.29 125.432 h 0.65 66.77 86.07 101.78 121.63 136.36 150.98 33.4 43.0 50.9 60.8 68.2 75.54 h 0.75 77.05 99.31 117.44 140.35 157.34 174.21 19.3 24.8 29.4 35.1 39.3 43.68 h 0.84 86.29 111.22 131.53 157.19 176.22 195.12 10.8 13.9 16.4 19.6 22.0 24.412 h 0.9 92.46 119.17 140.92 168.42 188.81 209.05 7.2 9.3 11.0 13.1 14.7 16.318 h 0.96 98.62 127.11 150.32 179.64 201.40 222.99 5.5 7.1 8.4 10.0 11.2 12.424 h 1 102.73 132.41 156.58 187.13 209.79 232.28 4.3 5.5 6.5 7.8 8.7 9.7

Photo 3.6.2.1 – Head of side drainage near airport

Photo 3.6.2.2 – Access road from kampong Chhnang and culvert for side drainage from the hill side

Photo 3.6.2.3 – Portion (iii) of the access road parallel to the proposed line near to junction

Photo 3.6.2.4 – Rural road between Trapeang near Kravan and Tuk Laak villages



Photo 3.6.2.5 – The dike cross section and canal look towards Stung Boribor

Photo 3.6.2.6 – The dike cross section look towards Kampong Chhnang direction

Photo 3.6.2.7 – The culvert on RN53 near the junction to Tuk Laak village (PT 11+000)

Photo 3.6.2.8 – The second bridge from the junction to Romeas (PT8+000)

Photo 3.6.2.9 – Typical cross drainage near to Kampong Chhnang hills

Photo 3.6.2.10 – Side canal after the end of the edge of the section (iii), start of section (ii) towards NR53.



Photo 3.6.2. 11 – Drainage to the eastern side of the local road (section ii)

Photo 3.6.2.12 – Eastern side drainage on local road near to RN53





Geological condition of the Project area is composed of pediments, which belong to alluvial strata as shown in Figure 3.6.3.1. According to the field observations, existing ground is classified as soft ground. It is recommended that the embankment height shall be limited less than 2m to protect slope failure and reduce consolidation settlement. In addition, regarding Option 1, material for the embankment shall be imported, not side-borrow, due to non-cohesion. It is recommended that geotechnical examinations such as boring, SPT, and various laboratory tests shall be conducted to decide the countermeasure work more accurately in detail design stage.



Based on the existing geotechnical data from the other projects, depths of the bearing strata for substructures of bridges around the project area are shown in Figure 3.6.3.2. According to the figure, it is expected that the bearing strata of between 15 to 20m in depth are dominant.

10 Source: MPWT

Romeas Station

Kraing Skea Station

Kampong Chhnang Airport

Opt. 2

Opt. 1

Opt. 3






Kampong Chhnang Quarry Site, which is recommended in clause 3.4.3 (3), is quite available for this branch construction because the quarry is located near Kampong Chhnang airport along the National Road No.5, 25 km from Kraing Skear station and 34 km from Romeas station.


Project Site

Project Site




a) Introduction Kampong Chhnang Airport was constructed in Pol Pot time and proposed as international airport in Cambodia, but it was not completed built and could not use for big aircraft landing since that time. In the same time of airport construction one connected railway line to airport had propose to connect from Kraing Skea station to airport with straight line but it was not completed construction too, remaining embankment about one kilometer length from Kraing Skea station was found. However in additional scope of works of the GMS rehabilitation of the railway in Cambodia prescribed to include new branch line connecting to proposed international airport at Kampong Chhnang. The environmental issues that would be occurred from design, construction and operation of this branch line is described in following subtitle.


Branch line connecting to proposed new international airport at Kampong Chhnang is a new construction line to connect airport and northern line railway with several alternative options (see Figure 3.6.1.1 – Access Line Location Map (Kampong Chhnang Airport)): Option1: Straight line construction to connect Airport with Kraing Skea station as previous proposed alignment in time of airport construction. The total length of this option is approximately 20 km and will pass few communities in Tuek Pos and Rolea B’Ier district. Option 2: Connect from Romeas station to airport, first four kilometer from Romeas station is parallel national road #53 and continue straight direction till boundary line between Tuek Phos and Rolea B’Iea district then likely bend up to left and connect airport with direction parallel to running way. The total length is approximately 23 km. Option 3: is preferable option for preparing preliminary design of Branch line to connect Kampong Chhnang Airport. This option has approximately 25 km of length, from Romeas station to airport, the alignment has eleven kilometers length parallel to NR53 start from Romeas station and bend up at boundary line between Tuek Phos and Rolea B’Iea district then running behind Trapeang Kravan village and Tuek L’ak village parallel to rural road from Prey Mul village to Tuek L’ak village and connect to airport at same location of Option 1 and Option 2.


The following paragraph described the social and environmental condition of the option 3 for the airport access to Kampong Chhnang Airport. The proposed alignment lies on the flooded plain in wet season and no special geographical feature except Phnum Touch and Phnum Ta Bang situated about one to two kilometer from airport. The affected area includes Kraing Leav commune and Romeas commune of Rolea B’Iea and Tuek Phos district, Kampong Chhnang provice. Top soil is sandy-loam. Temperature and rainfall is typically (1100-1400mm) as other flood plain in Cambodia. In first five kilometers from Romeas station and four kilometers before connecting to airport, the alignment running behind the Veal Sbov village crossing common rice field and running parallel oxcart road before connecting to airport. The partially alignment passes evergreen forests (Photo 3.6.4.1), shrubland, and rice field which were common natural resources in the area. The remaining is concerned with social environment because proposed track is passed behind the community living along the



National Road 53 and rural road from Prey Mul to airport, importance land use of community such as farm and high productive paddy field presented. However there were not valuable natural resources and social resources in project area, based on field investigation of the study team, except small worship (Photo 3.6.4.2) and grave found in Krang Ta Mom village and small worship on the mound near alignment connecting to airport was found. 85-90% of the households here is farmer, so growing rice is main job in the area and second job is sugar pump maker and worker in town. Rained rice field is mostly found in the area. The community is rural area with no electricity system, unsafe water supply (open well and pond), limited of public services facilities (health centre, school, market, etc.). Rural road network ongoing improve and easy to communicate between communities and town. Fencing evergreen forest and cutting forest for land occupation in Krang Ta Mom and Veal Sbov Thmei village where the proposed alignment passing found in current study (August 2006). See Photos 3.6.4.3-4.


Some encroachment to farm land and rice field is commonly happened due to proposed alignment. Lost of land use and damage crop may be occurred due to project design and construction. Disclosure of the project activities to local people, land acquisition and Detail Measurement Survey (DMS) on affected land uses and crop is needed in detail design and before the project implementation. Collaboration with local authority and land management department is very importance to deal with the above issues. Clearing evergreen forest for construction railway at Veal Sbov Thmei village is required, so limited clearing corridor is needed to identify in environmental clause and put it in bidding document for construction of the project. The proposed alignment crosses flood plain of two range mountains on left and right of the track line, therefore drainage structure could be provide properly to ensure flooding in the area. The hydrological system in the area is a bit complex, so more study is needed in detail design phase. Short environmental impact in construction period and temporary disturbance in operation phase that caused by noise and vibration to communities will be occurred due to the branch line alignment. However occasional employment as railway construction worker is expected more chance to communities living close to the proposed alignment. Priority worker recruitment for the project construction should be provided to local people in place. The area will be raised up its value after project implementation and the development activities would be increased in both towns Romeas and Kampong Chhnang. Beside providing safe and easy for the transport of bulks goods to/from the Kampong Chhnang International Airport as a part of external trade development of the country - Branch Line here can provide other transportation mean for local community to travel and transport of goods to Kampong Chhnang, to Romeas town as well as to Phnom Penh city and other province along the railway network.


Branch line to connect Kampong Chhnang Airport can provide some positive social impacts:

- the area has a railway from Romeas station to Kampong Chhnang Airport; - safe and easily for transportation bulk goods in/out airport, and cheaper cost than other

transportation means; - can provide employment chance to local communities in construction and operation phase;

and - increase development activities in the area and improve economic in place and entire

country.



Insignificant on social and environmental resources in project alignment were expect from the project activities such as:

- encroachment to farm land and rice field and lost of land use and damage crop may be occurred in project design and construction.

- small among of evergreen forest will lost by railway construction, at Veal Sbov Thmei village

- temporary disturb to community caused by noise and vibration in construction and operation phase

From the environmental study some importance recommendations can provide below:

- 150-200m from the national road #53 and rural road (Prey Mul to Tuek L’ak village) and next to oxcart from junction road at the end of Tuek L’ak village to airport shall be selected to reduce the impact.

- Good collaboration with importance stakeholder such as local authority, community development council, department of land management, and other key institution to solve the above issues.

- Disclosure of the project information/activities to local people is needed before the project implementation.

- additional studies on hydrological system in area is needed in detail design phase and drainage structure to be provided properly to ensure flooding in the area.

- Safety facilities shall be installed and safety education campaign shall provide to the community in construction and operation phase.

- More study on land acquisition and DMS on damaged properties and lost of land use is required in detail design of the project and compensation should be followed ADB and Government policy guideline and based on the actual rate in place.

Photo 3.6.4.1: Evergreen and rice field in the area

Photo 3.6.4.2: Worship in Krang Ta Mom village

Photo 3.6.4.3: Fencing forest land occupation Photo 3.6.4.4: Cutting forest for land occupation




Among the three options proposed by PPTA Option 3 was selected as the most feasible option for the study.


The total proposed railway line is 24.7 km connecting Kampong Chhnang Airport to Romea Railway Station. It cut across several villages of three communes namely Kraing Leav, Prey Mul and Romeas. There are five villages where the proposed railway cut across settlement namely Teuk La’ork, Trapeang Kravan, Trapeang Russei, Kraing Tamom and Veal Sbov. All the five villages are rural and have 905 families.


Socioeconomic information at village level is taken from Commune database 2004 while information at provincial and national levels are taken from Cambodia Socioeconomic Survey 2004. The information describe below is a summary. Please see Annex 3.6.5.2 in Appendix 11 for more information.


The total populations living in the five villages are 4145 (CDB 2004) of which 54% are female and is bigger than the provincial average of 52.6% (CSES 2004). The percentage of female-headed household in average is 16.2% and is less than the provincial average of 24.4%. 27 female-headed households are reported the mother of one child or more under the age of 5. Average household size is 4.6 and is smaller than provincial average of 4.9 or national average of 5.0. There is no data on poverty rate in each village. However, according to the National Poverty Map the affected communes are rated from 25% to 40% of poverty rate. Economic active persons aged from 15-64 are 59% (male = 27% and female = 32%), and bigger than the provincial average of 54.7%. Majority of households are farmer.


In average a household owns about one hectare of land for rice paddy plus village land. Land conflict in the area is low reported 8 cases in the past year. There are 894 housing units having moderate condition. Percentage of housing unit having roof materials as thatch are 49%; tile are 26%; fibro are 10%; and zinc are 15%. There is no single concrete roof house. It is reported that 197 households have some irrigated rice land. No data on tenure status at commune and village levels. However, at provincial level, data in 2004 shows that 96.9% is own, 0.1% is rental and 3.0% is living with permission (free).

Household Assets There are 837 households reported having cattle(s) and/or buffalo(s) and 752 households have pig(s). There is no specific data for other assets per household. However, it is reported that within the five villages there are 186 motorcycles, 5 tractors/koyons/cars, 817 horse and ox carts, 666 bicycles, 226 tvs.



Sources of Income, Expenditure and Employment Rate There is no specific data at village level in this section. However, according to rapid assessment and interview with some villagers it is found that an average income per household is approximately equal to US$2. The main expenditure is for food consumption. There is no or little saving from the income generated. Apart from farming some people have other source of income i.e. collect NTFP and fishing. Based on provincial data the employment rate is 68.9% (aged 7+)

Environment, Health and WATSAN It is reported that 680 families used chemical fertilizer and 8 families used pesticide in the past year for agriculture purpose. 21 families used traditional birth attendant and 27 used trained mid-wife in the past year. Women deliver baby in villages have 48 cases in the past year. There are 19 pit latrines in the five villages. Numbers of families have access to private pump well or ring well all year round with distance less than 150m are 381 and within 150m of their house are 454. The rest of 70 families use water from river, pond and rainwater.

Education According to village database the illiteracy rate of female over 15 years old are 13.3% and male are 11.5%. These figures are very low compared to the illiteracy rate at provincial level of 43.8% for female and 20.8% for male (CSES 2004). Perhaps, definition of illiterate defined in the two studies may be different. It is interesting to see that percentage of female aged 6-17 who goes to school is higher than that of male, 83.4% compare to 79.2% for male.

Religion and Ethnic Groups No specific data for this section. However, based on interview with villagers the majority of villagers are Khmer ethnic and Buddhism religion and a small portion of Cham (Muslim).


The proposed railway will be required the total land of 24700m by 13.2m or equal to 326040 sqm in order to operationalize the train. The width of 13.2m is included 11.2m bollards and embankment and 2m-pavement reserving for safety. At present the land is used primarily for rice farming and some locations are covered by forest, bush and swam.

According to the Prakas No.06 dated on September 27, 1999 an Order issued by RGC entitled "Measures to Crack Down on Anarchic Land Grabbing and Encroachment” set out the right of way for railway in rural area of 50m both side of the road. However, ADB’s policy is to minimize impact as result of resettlement and land acquisition. Therefore, lands located out side the clearance corridor of 13.2m will be remained same of its present tenure status. The acquired land will be purchased by the Project Authority at replacement cost or market value. The compensation will be paid to all affected households regardless their tenure status to land.


The proposed railway line will, to some extend, affect to land, structures, perennial crops and trees, and community properties. It is estimate that about 450 households will be affected including the minor



affect. About 150 households will be affected their structure. Therefore, households who own property within the clearance corridor will be entitled as the following.


compensation at replacement cost or at market value.

- Those whose land is partially affected and the rest are not viable for use will be entitled for













Landlessness ?? Homelessness x Joblessness and business opportunity x Marginalization x Increase morbidity and mortality ?? Food insecurity x Lost of access to common property x Social disarticulation x





To avoid or minimize impact on main structures especially house the proposed railway should be shifted 200-250m away from the road where the settlement is located along. Restoration program for those who lost more than 10% of agriculture land should be properly developed during the resettlement planning.



Items Unit Quantity Rate US$ Amount Land acquisition sqm. 326,040.00 0.50 163,020.00 Affected assets (structure, crop, trees etc.) hhs 150.00 200.00 30,000.00 Other assistance hhs 75.00 100.00 7,500.00 Relocation site development -Income restoration hhs 40.00 200.00 8,000.00 Sub-total 208,520.00 Administrative cost (10%) 20,852.00 Contingencies (20%) 41,704.00 Grand Total 271,076.00





a) Option 1

Access line to airport with total length of 20.1 km is starting from Krang Skear Station by installing one tounout. Route is running along a local road which is in very poor condition. The road bed is sand or weathered sandstone. Since sand has no cohesion, and thus it is easy to get erosion by rain water, the material is not suitable for embankment. Therefore, suitable borrow material shall be used at this sandy zone. This route needs to pass a big water flow at the south of the airport. Bridge structure and high embankment will be required in the same scale of the existing local road. Minimum radius curvature is 1000m and the average gradient of this route is 3.0‰.

b) Option 2

Access line to airport with total length of 23.1km is starting from 1km north of Romeas Station by installing one turnout. Route is running shortest way to connecting Romeas Station and Airport. The route is running mainly in the rice field and some wasteland. The change of grand height is gentle and there is no big stream which requires bridge structure. The required height of the embankment will be 2.0 m in average. Minimum radius curvature is 1000m and the average gradient of this route is 6.0‰.

c) Option 3

Access line to airport with total length of 24.7km is starting from 1km north of Romeas Station by installing one turnout. About half of the route is running along National Road No.53 and other half is running along well maintained local road up to airport. The route is running mainly in the rice field and some wasteland. The change of grand height is gentle and there is no big stream which requires bridge structure. The required height of the embankment will be 2.0 m in average. Minimum radius curvature is 1000m and the average gradient of this route is 6.0‰.

Recommended Route

Considering existing conditions, access from Romeas Station, which is Option 2 & 3, is much better than the Option 1 in many aspects as summarized in Table 3.6.6.1

Table 3.6.6.1 – Comparison Table of Options From Romes St.

Option 2&3 From Krang Skear St.

Option 1 Accessibility to Construction Site Fair Very poor Track Length between Airport and Phnom Penh 101.2 113.9

Ground Condition in general Fair-Poor Very poor Availability of Borrow Material Close Far Availability of Ballast Material Very Close Close

As for the Option 2 & 3, Option 3 is 1.6 km longer than the Option 2, but accessibility to construction site is much better than the Option 2. Moreover, Option 3 route is running along the road and passing through villages. New station can be constructed between Airport and Romeas Station when this area is developed and passengers are increased in future. Option 3 route is possible to contribute to the development of the region in future.



Considering above comparisons, Option 3 is recommended as the route for access line to Kampong Chhnang Airport.




(2) Track Structure

As described in section 3.1.2 (2), use of 43 kg/m rails with PC sleepers are recommended in the same standard as the main line structure. Typical cross section of this branch line is shown in Figure 3.6.6.1.











Three Options were reviewed and Option 3 was selected as the candidate for the airport access route to Kampong Chhnang Airport. Based on the site survey and aerial photos, Option 3 incorporates the required bridges and culverts in its plan for the branch line. There are four rivers on this route, which necessitate four 10-m bridges for crossing. For the drainage and irrigation system, four box culverts 3.0 m in width and 2.5 m in height are planned and pipe culverts of φ 1 m at 500-m intervals will be installed. Table 3.6.6.2 summarizes the civil structure needed for Option 3 of this branch line.


Type Option 3 Length of Branch Line L=24.7 km Bridge L=10 m: 4 Box Culvert 3 m x 2.5 m: 4 Pipe Culvert (φ 1 m) 50 (500-m interval)



3.6.7 Cost Estimate


Table 3.6.7.1 – Summary of Estimated Project Cost (Unit: Million US Dollar)


L.P. 2.40

Total 9.52


L.P. 0.29

Total 0.95


L.P. 0.52

Total 0.52


L.P. 0.42

Total 1.05

Sub-total (1.+2.+3.+4.) F.P. 8.42

L.P. 3.63

Total 12.05


-

L.P. 0.27

Total 0.27

Sub-total (1.+2.+3.+4.+5.) F.P. 8.42

L.P. 3.90

Total 12.32


L.P. 0.60

Total 1.11

Total F.P. 8.94

L.P. 4.50

Total 13.43






Based on the result of several study and analysis in previous sections, proposed route is recommendable for access line to Kampong Chhnang Airport.


Project Implementation Schedule is shown on the figure below. This schedule is prepared based on the assumption that funds from ROC will be available from the last quarter of 2008.

Prior to the procurement of construction contracts, consultants shall be selected to assist the activities of ROC.



10 11 12 1 2 3 4 5 6 7 8 9 10 11 12B M E B M E B M E B M E B M E B M E B M E B M E B M E B M E B M E B M E B M E B M E B M E



3 Prequalification

4 Tendering

5 Tender Evaluation

6 Negotiation

7 Land Acquisition


10 Mobilization

11 Temporary Work







18 Culvert

19 Station Building


21 Signalling & Telecom. Procurement & Installation

22 Demobilization

23 Commisioning

24 Completion ▼

Work ItemNo.

Implementation Schedule of Airport Access to Kampong Chhnang Airport



4. PRELIMINARY ENGINEERING DESIGN ON SIGNALLING AND TELECOMMUNICATIONS

4.1 TECHNICAL SURVEY OF INFRASTRUCTURE

4.1.1 General

As for the network of RRC, the Northern line between Cambodia and Thailand was completed in 1942. The Southern line between Phnom Penh and the port of Sihanoukville was established in 1969.

The technical survey for the existing facilities has been done on the area of Northern Line 337 km in length connecting Phnom Penh through Battambang to Sisophon with the spur line, Missing Link 48 km in length between Sisophon and Poipet, Southern Line 262 km in length between Phnom Penh and Sihanoukville with the extension to Sihanoukville port, and the Branch lines in the Royal Railway of Cambodia (RRC) as shown follows.

4.1.2 Block system

The block system on both Southern line between Phnom Penh and Sihanoukville and Northern line between Phnom Penh and Sisophon with the spur line is so called communication block method, as one of non-automatic block systems on single track.

In the case of the mentioned block system, the interval between stations is considered to be one block section occupied by only one train.

In principle there exists one block between adjacent stations, but some halts for passenger transport service are located in the inter-station sections of the both lines.

The block length varies from 3 to 50 km, with the average length of 21 - 23 km. (Refer to Table 4.1.1)

However, it will be desirable to introduce an automatic block system, a train itself performing blocking in near future, so that in general a non-automatic block system is hardly installed in recent years for safety-operation reasons.


Table 4.1.1 - Distance between stations in both lines

Northern Line (km) Name of Station Southern Line (km) Name of Station

1 0+000 G PHNOM PENH 0+000 G PHNOM PENH2 6+723 St. POCHENTONG 9+400 G Bifircation3 9+400 St. BIFIRCATION 15+200 H Trapaing Krasaing4 12+036,50 H SAMRONG 22+000 H PRATEAS LANG5 17+929,20 St. TOUL LEAP 26+100 H DOEUM ROESS6 26+005,50 St. TRAPAING TNOT 29+900 H PREY TOTOEUNG7 31+443,40 St. BAT DOEUNG 35+000 H ANG PROCH8 36+915,90 H TRACH TORNG 40+600 H SRAS SRE9 42+563,60 H DAMNAK SMACH 44+700 St. KOMAR REACHEA

10 47+131 St. TBENG KPOS 51+500 H TOEUK AMBEL11 55+665,40 St. MEANORK 58+500 H BALEY CHAS12 66+936,15 H KRAING LOVEA 66+700 H SLAKOU13 71+313,70 H BARAING 74+500 G TAKEO14 76+458,22 St. ROMEAS 83+700 St. THAMADA15 93+834 H KRAING SKEAR 90+500 H ANG KEO16 111+147,38 H KDOL 100+500 St. TANY17 124+399,35 St. BAMNAK 110+600 H TRAM SASAR18 133+464,51 H KAMRENG 118+600 St. TOUK MEAS19 148+116,51 H TOTOEUNG THNGAI 132+900 St. Kompong Trach20 165+467,21 G PURSAT 148+600 H Damnak Chang Oeu21 173+157,15 H SNAM PREAH 158+200 H KAUN SAT22 179+729,38 H TRAPAING CHORNG 166+000 G KAMPOT23 187+541,12 St. BOEUNG KNAR 175+500 H BOKOR24 197+691,16 St. SVAY DAUN KEO 182+400 H KOH TOCH25 209+600 H KALOMPUK 197+700 H TRAPAING ROPOV26 214+754,02 H PREY SVAY 216+600 St. VEAL RIGN27 223+104,26 G MAUNG RUSSEY 230+800 H SAM HAO28 231+700 H KOH CHAR 240+600 H ROLUS29 236+643,80 H KOK TROM 247+000 St. THMAR REAP30 244+240,50 H PHNOM THIP DEY 252+500 H OIL REFINERY31 256+236,45 H RAING KESSEY 262+600 G Sihanoukville32 262+125,94 H O SRALOA33 268+158,37 H O DAMBANG G : Main station34 273+052,47 G BATTAMBANG St. : Local station35 279+367,08 H SIAM H : Halt36 284+536,68 H O TAKY37 298+171,16 H CHANDOEUR SVAR38 306+100 H CHROY SDAO39 310+332,14 H TOUL SAMRONG40 315+771,34 St. PHNOM TAUCH41 321+930,06 H CHAMKAR CHEK42 330+204,47 St. MONKOL BOREY43 337+310 St. SISOPHON44 342+380 H TOEUK TLAR45 350+400 H SALA SAMRONG46 370+110 H KAUB47 384+300,59 G POIPET



4.13 Train Operation

Basically the train operation procedure is executed through radio communication between a station master and each of train drivers.

An approval for a train to depart from a station to another station is issued by the Station master at the departing station, keeping a confirmation of the arriving station in advance.

Also, a station-staff operates a switch lever near a turn out before a train will depart or arrive at a station.

The train decreases in speed when it arrives at a point 600 m from the switch keeping the entrance to the station and shall stop near the switch until an approval information being transmitted with a radio or a hand signal to proceed being indicated.

The train dispatch centre is located near Phnom Penh Station, on the other hand, the trains are respectively controlled by the local station master.

Figure 4.1.1 – Weighted switch lever



Figure 4.1.2 – Switch lever with indicator

4.1.4 Train Radio

Also, the existing facilities are designed to allow single track operation in the both lines.

The main stations and the cabin in each of trains are equipped with the simplex type of train radio system or public mobile phones as its substitute.

Phnom Penh station is equipped with a unified radio base station, which covers communication with each of trains and the stations equipped on both lines.

All names of stations being equipped with Radio equipment are shown in Table 4.1.2.

The above circuit structure is classified as two-way communication between a base and a local station or between a local and a mobile station.

As for the simplex method, one frequency is used commonly both for transmission and reception.

The base and local/mobile station talk in turn and its method is commonly called as “press-to-talk”.

Occasionally, two frequencies are used, depending on radio interference conditions. (Refer to Figure 4.1.3 and Table 4.1.3)



Table 4.1.2 – List of the Stations installed

Item Name of Station

Phnom Penh; Fork; Bat Deung; Romeas; Bamnok; Kamreing; Toteung Thgnay; Pursat; Svay Don Keo; Mong Reusey;

Northern Line (14 stations)

Phnom Theptey; Battambang; Mongkol Borey; Sisophon Takeo; Tany; Kampong Trach; Kampot; Veal Rinh;

Southern Line

(6 stations) Sihanoukville

Figure 4.1.3 – Transmitter/Receiver



Figure 4.1.4 – Backup Battery

Figure 4.1.5 – Radio Equipment Pole Antenna



However, for the time being, the radio system has several troubles about talk quality due to weather conditions and shortage of spare parts.

That is the reason why mobile phones as its substitute are often being utilized.

Also, the radio equipment is repaired at railway workshops in Phnom Penh.

Table 4.1.3 – Characteristic of Radio

Items Content

Service Frequencies

5.83MHz 14.39MHz

Output Power

10 Wattage

Circuit Structure

Two-way communication


Communication type

Simplex (Press-to-Talk)

Power Supply / Battery

200 V ac / 12 V 50 AH

Along with the increase in number and speed of trains, the necessity of upgraded train radio system as an individual direct communication media between a station master and a train crew as well between a train dispatcher and a train crew will increase to improve traffic control functions.

In addition, needs for on-board-passenger information will grow, for example, information regarding train delay and emergency.

Therefore, other direct communication media between stationmasters and guards will also be required.

From such a viewpoint, it is desirable to introduce the upgraded train radio.

4.1.5 Signals, Sign and Marker

No home or starter signals are composed in station yard and the absolute block section between stations in the both lines.

Therefore, the Station master or his staff in charge operates to control a movement of the trains at the station and along the wayside by the handling a hand signal such as a flag in daytime or a lighted lamp at night.

There seem no signs and markers such as a station approach sign, station marker, a limit of permanent or temporary speed restriction and a warning post.

As for the protection of track works and handling of speed restriction, the track chief applies the station master for the works to be done and in turn ensures that a train is not allowed to enter in the section. Also, flagmen at end of section protect the work group.


4.1.6 Level Crossings

Level crossings have two types, the manned control type with gate barrier and unmanned type without barrier. In addition a marker is of poor one.

A train approach warning system and a signal interlocked with a crossing barrier do not exist at level crossings. Furthermore, no a warning post showing that a driver should sound the alarm exists.

The existing situation as shown above still seems to be no damage with the current train frequency and its speed, but its countermeasure will be required when increase in train speed and in number in the near future.

Figure 4.1.6 – Level Crossing with unmanned



Figure 4.1.7 – Level Crossing with manned control

4.1.7 Maintenance of Equipment and its Organization

As for the inspection period of equipment, the inspection activities have been no longer carried out for the last 5 years due to the following reasons.

Firstly, repairing of the equipments have been done on add hoc basis or as corrective maintenance.

Secondary, spare parts related equipments have been no longer available for the last 5 years.

As for the above examples, all tools on repair and inspection for radio have not been available for long time ago, and for switch machine have not been originally prepared from the construction stage.

The signalling and telecommunications office has been supervised under the Exploitation Department in the Royal Railway of Cambodia.

The employees in the office consist of 26 staffs in total, as its breakdown, 4 office staffs, 10 radio operators, 12 repair workers and other.




4.2 PRELIMINARY ENGINEERING DESIGN OF SIGNALLING AND TELECOMMUNICATIONS

4.2.1 Urgent basic plan with required minimum facilities

The basic plan of the signaling and telecommunications system on the corresponding lines and the related branch lines depends on the following conditions;

(1) Track capacity and number of train planned

In general, the track capacity of the single track section is shown as follow.

N = 1440 x f / (T + C)

where 1440 : 24 h x 60 min./h

T : Average running time per train between stations(min.) C : Block handling time (min.) f : Track utilization rate

a) Freight train operation only

The relationship between track capacity and the number of freight trains planned by RRC is described in Table 4.2.1.

For only freight train operation, it is proposed that Fork station should be planed two platforms with 3 lines at least due to shortage of track capacity.

Table 4.2.1 – Relationship between tack capacity and the number of freight trains planned

Station

Distance

between stations (km)

Track

capacity

No. of train Freight only

Planned (RRC) Sihanoukville - - Kampot 96.6 9 4 Touk Meas 47.4 18 14 Takeo 44.1 19 14 Fork 65.1 13(+2) 14 Phnom Penh 9.4 - Fork 9.4 - 6 Pursat 165.4 5(+1) 6 Battambang 107.5 8 6 Poipet 111.2 8 4

(Remarks) f = 0.75 / C = 1.5 Average speed 50 km/h



b) Freight/Passenger train operation

The relationship between track capacity and the number of both freight and passenger trains planned by RRC is described in Table 4.2.2.

As for the both train operations, it is pointed out that Fork station should be planed two platforms with 3 lines at least due to shortage of track capacity as well as only freight train operation.

Table 4.2.2 – Relationship between tack capacity and the number of both freight &

passenger trains planned

Station

Distance

between stations (km)

Track

capacity

No. of train

freight+passenger planned (RRC)

Sihanoukville - - Kampot 96.6 11 4+2 Touk Meas 47.4 22 14+4 Takeo 44.1 23 14+4 Fork 65.1 16(+2) 14+4 Phnom Penh 9.4 -

Fork 9.4 - 6+8 Romeas 67.0 15 6+8 Pursat 89.0 11(+1) 6+6 Maung Russey 57.6 18 6+4 Battambang 49.9 21 6+4 Poipet 111.2 9 4+2

(Remarks) f = 0.75 / C = 1.5

Average speed 60 km/h

The stations planned for both freight and passenger trains are described below Figure 4.2.1 and Figure 4.2.2.

Also, a basic diagram for freight & passenger trains planned according to Table 4.2.2 is shown in Figure 4.2.3.

In the following diagram, freight train with cement cargo, freight train with oil cargo and passenger train correspond to a narrow dot line, a thick dot line and a continuous line respectively.



PoipetTouk Meas

Pursat

Figure 4.2.1 – Freight and Passenger Station planned

Figure 4.2.2 – Freight, Passenger Station including the Branch lines planned

Maung RusseyBattambang

Kampot Sihanoukville

111.2 49.9 96.647.444.1

TakeoRomeas Fork Fork

65.1

Phnom Penh

9.49.467.089.057.6

Station

Distance (km)

PoipetTouk Meas

Pursataung RusseyBattambang


111.2 49.9 96.647.444.1

TakeoRomeasM Fork Fork

65.1

Phnom Penh

9.49.467.089.057.6

PoipetTouk Meas

Pursataung RusseyBattambang


111.2 49.9 96.647.444.1

TakeoRomeasM Fork Fork

65.1

Phnom Penh

9.49.467.089.057.6

Station

Distance (km)

PoipetTouk Meas

PursatMaung RusseyBattambang


111.2 49.9 96.647.444.1


65.1

Phnom Penh

9.49.467.089.057.6

Station

Distance (km)

8 Port 3 Air Port 18 K.C Air Port 8 Cement

Factory 22 Cement

Factory

PoipetTouk Meas



111.2 49.9 96.647.444.1


65.1

Phnom Penh

9.49.467.089.057.6

Station

Distance (km)

PoipetTouk Meas



111.2 49.9 96.647.444.1


65.1

Phnom Penh

9.49.467.089.057.6

PoipetTouk Meas



111.2 49.9 96.647.444.1


65.1

Phnom Penh

9.49.467.089.057.6

Station

Distance (km)

8 Port 3 Air Port 18 K.C Air Port 18 K.C Air Port 8 Cement

Factory 22 Cement

Factory


Figure 4.2.3 – Diagram for Freight & Passenger trains




(2) The minimum required facilities

In general, the minimum extent to which the current facilities should be needed to be improved depends on the increase in frequency of train operations, train speed, necessary effective length at stations and so forth, according to basic train operation plan shown in Tables 4.2.1 and 4.2.2 based on traffic demand forecast.

However, in order to keep a degree of the better safety, as a result, it is indispensable to introducing a reliable block system, avoiding the collisions between trains on the section.

a) Block system (The Special/Restricted Automatic Block system)

A block device to ensure safety between trains in a single track section shall be capable of preventing the simultaneous operation of trains running in opposite directions.

Also, the safety devices shall be given fail-safe functions to counter breakdowns if they should occur.

Particularly on single track sections in the corresponding lines where the number of trains is relatively few, the Special/Restricted Automatic Block equipment, which operates just one train on the section between stations, will be proposed to be installed in order to limit the initial investment and make more economical.

In other words, track circuits mid way between stations are omitted and a functional automatic block system is realized by check-in and check-out detection track circuits near the entry and exit of each station.

An example of the restricted automatic block equipment on a single track section is illustrated below in Figures 4.2.4 and 4.2.5.

i) Setting of block section

The block section consists of station yard and a section between stations.

ii) Block section boundaries

At start points on the boundary of each block section, home signals, starting signals shall be installed.

iii) Mutual linkage of starting signals

In particular on single track sections, linkage shall be provided between starting signals at adjoining stations.

This means that the direction of train operations between stations is set by installing a pair of traffic direction levers at adjoining stations and operating the levers jointly.


Figure 4.2.4 – Restricted Automatic Block Equipment

Figure 4.2.5 – Image of Restricted Automatic Block Equipment




iv) Signal devices

As for the main signals are entry and exit signals, but block signals are not installed. Shunting signals are installed to shunt the cars or wagons in main station, if necessary.. When necessary, distant signals can be installed as subsidiary signals. Also, Signal aspect system is organized as shown in Figure 4.2.4.

Also, as for signal aspects, the Exit signal has two signal aspects: Proceed and Stop.

The Entry signal has three signal aspects: Proceed, Caution and Stop. Speed-restriction signals are installed in case that work conditions make them necessary only in large station or yards. They are not installed in pass-through stations.

The Distant signals have three signal aspects: Proceed, Caution and Stop.

The aspects of main signal excluding distant signals, and can not be changed until the trains passes the related track circuits

b) Train Detection

To select the optimum train detection method to be applied for, its method should be comparatively studied with regards to functions, electrical characteristics and construction cost.

It is recommended to use Track Circuit instead of Axle Counter while track circuits have more advantage.

Comparing the track circuit and axle counter, the former has the following advantages over the latter as explained below:

i) In the station yards if one of the axle counters has miscount, it should be re-adjusted and reset is necessary with shunting work which brings additional man power. Therefore, the axle counter system is more costly because countermeasures against erroneous detection by shunting /maintenance cars must be taken by.

ii) The tolerance limit of track circuit is higher than axle counter for sensing the train activity

when there is very high level of rain or flood. It is more advantageous to adjust the track circuit energy automatically to optimize the use of energy and to increase the performance of track circuits during the bad weather conditions.

iii) The track circuits could detect the track breakage easily, in case of necessity of increasing

the track capacity, the track circuits could easily expand on all the section in the future.

Instead of installing track circuitry on the all sections between stations, the restricted automatic block equipment carries out train detection by check-in check-out using short track circuits installed close to home signals.

Also, the system can be called an improvement on the token-less block system.

Train detection track circuits are installed at both ends of block sections between stations near entry signals and blocking within yard is assured automatically.


These detect the entry and exit of trains from block sections and automatically secure blocking.

At present, there are hardly any portions where steel sleepers are installed on the Southern line, but, there are almost all sections where steel sleepers are used on the Northern line.

Steel sleepers have to be replaced with P.S.C sleepers at station yard and wooden sleepers at point zone.

As the types of track circuit, a double-rail DC (Direct Current) track circuit with high sensitivity detection is recommended to be installed.

Its control length will be necessary approx. 300 m or more than when installed with the improved sleeper, enabling to reducing its leakage conductance of the track circuit in near future.

The mentioned track circuit use DC as the power, it is used when a steady supply of alternating current cannot be obtained in a non-electrified section.

The floating-charge lead-acid battery is used for the DC power as shown in Figure 4.2.6. Track relays operated by DC track circuits require little power and there is almost attenuation by the rails.

As a result, its control length can be relatively long.

Figure 4.2.6 – Configuration on D.C. Track Circuit

c) Spring Switch Machine

The spring switch machine is a little different from the other switches. The facing train as shown in Figure 4.2.7 is permitted to move only in a predetermined direction, but the trailing train as shown in Figure 4.2.8 can move in either side direction. Its power is the force produced from the trailing movement of a train, and for restoration, it utilize the force of a spring.

Locking for the facing train depends on the force of the controlling spring, a Gelenk being often used. When used under the electric interlocking condition, a magnetic facing point lock is provided.



In order to operate manual switching, the machine has a handle similar to that of the switch lever with indicator. (Refer to Figures 4.2.9 and 4.2.10)

Figure 4.2.7 – Facing Switch

Figure 4.2.8 – Trailing Switch

Figure 4.2.9 – Spring Switch Machine



Figure 4.2.10 – Image of Spring Switch Machine on site d) Railway Crossing Warning Facilities

Railway crossing warning facilities shall be capable of informing the approach of a train to passers-by using the crossing road and of shutting down traffic on such a road with the approach of a train.

They must be at least capable of informing that a train is approaching even if other operations are impossible due to the specific circumstances of the facilities.

Railway crossing warning facilities should have an additional device to inform of an obstruction on a crossing road by an automobile if such an additional device is deemed to be necessary considering the train speed, traffic volume on the road and railway track and types of passing automobiles, etc.

As for the function of warning control, the warning starts when the train passes the entry point A or C shown in Figure 4.2.11 and finishes when it passes the exit point B shown in Figure 4.2.11.

In other word, once the train has passed the entry point, the warning at the level crossing must continue while the train occupies between the entry point and exit point.



Figure 4.2.11 – Standardized Train Entry/Exit Detection in single track

It is necessary to install the following types of warning equipment on level crossings depending on the range of the road traffic volumes. Moreover, these systems shall possess fail-safe functions.

i) Level crossing alarm

The device uses two red flashing lights and an alarm bell to warn people using the level crossing. A standard time of 30 seconds or more is set from the start of the alarm sound to arrival of train, etc. at the level crossing. (Refer to Figure 4.2.12)

ii) Crossing gate

The device closes off the level crossing with a gate barrier when trains pass through, and is installed on major level crossings. The gate barrier is controlled manually.

iii) Train approach display

The device uses a display light and alarm to indicate the approach of trains, etc. to gateman at major level crossing.

iv) Markers

On level crossings, it is necessary to install warning markers, etc. to inform passers-by that a level crossing exists there.

Foundation

Bell

WarningMarket

WarningLamp

Train DirectionIndicator

Crossing Alarm

Figure 4.2.12 – Level crossing alarm




e) Telecommunication facilities

Replacement and Reinforcement of radio system is necessary to achieve the full and reliable coverage of the lines.

The performance and construction cost of the Radio system depends on available radio frequency, the number of its frequencies, external noise on frequency band-width, the output of its transmitter, and the height of antenna.

At this stage VHF channel radio system is effective method and for an example, one of the radio systems may be established that the base station located at main railway stations situated about 70~80 km apart and local station located at railway stations between the base stations.

The following equipments would be provided at the station and the dispatcher centre:

i) Radio Transmitter and Receiver

ii) Antenna, Towers and Feeders

iii) Power Supplies and Batteries

iv) others.

Also, VHF radio communication has the following main functions:

i) Block radio telephone

In order to communicate the operation procedure between adjacent stations

ii) Dispatch radio telephone

In order to communicate the train operation adjustment between train dispatcher and stations

iii) Mobile radio (Train radio and Portable radio)

In order to communicate between a station and a train crew for emergency, between a dispatcher and a train crew for operation conditions.

In order to communicate between station staff, operation staff and maintenance staff for operations.

In addition, the restricted/special automatic block equipment at stations links together with the Fibre optic cables. The Fibre optic cables connects in every about 20km.

4.2.2 A future Improvement and Upgrading Plan

It is recommended that the improvement and upgrading plan should be accomplished with increase in frequency and in speed of train operation in the following.


Block system should be improved, upgrading to prevent rear-on collision as well as head-on collision.

Next, in order to contribute efficient operation of train and to improve a degree of safety by keeping the locking and interlocking of signals and switches, the Interlocking devices should be installed.

Also, level crossing protection system should be advanced to avoid crossing accidents as well as to raise the attention of the passers-by according to each of traffic situations.

In the future, it will be necessary to introduce Centralized Traffic Control for controlling the train operation along with remote control of a number of signals in an extensive control section from the control centre.

(1) Automatic Block System on a single track section

At first stage, the special/restricted automatic block equipment should be changed to the automatic block equipment on single track section.

Setting and handling of block for automatic block system are the same as that of special/restricted automatic block system.

As for the automatic block system, block section protected by block signals and continuous track circuits between stations are installed, enabling to operate plural trains in the same direction.

Generally speaking, the latter will provides a track capacity approximately 10% greater than that of the former.

As a result, all trains in stations and between stations can be detected at the location of occupied track circuit as well as rail breakage.

An example of automatic block equipment on a single track section is illustrated below in Figure 3.9.13.

Figure 4.2.13 – Automatic block system on a single track section (2) Automatic Block System on Double Track Section

At next stage, with further increase in number of train and in train speed, it is recommended that automatic block system on double track section should be introduced in parallel with improvement construction of the lines with double track.



The track capacity for double track sections is estimated from the operated train type and the combination of the kinds of trains, running time between stations, difference in running times between higher speed trains and lower speed trains and other factors. Therefore, track capacity also varies widely with the role of the line.

Figure 4.2.14 – Automatic block system on double track section

(3) Level Crossing Safety Facilities

It is necessary to install the crossing gate control equipment as well as crossing warning equipment on level crossings depending on the range of the road traffic.

The level of protection to be provided for level crossing should be considered according to the status of each road crossing.

Crossing gate control equipment closes off the level crossing with a cross-arm when trains pass through installed on major level crossings. Moreover, these devices should possess fail-safe functions.

(4) Interlocking Device

Main stations and the junction with the branch line and at crossings should be installed with interlocking device in order to keep the safety of train route, being capable of mutually interlocking a route and other signals and points which may disrupt operation on the route.

(5) Centralized Traffic Control

Centralized traffic control operations consist of a display sequence for collecting train operation data from stations, and a control sequence for controlling train routes. The functions are summarized as follows:

The dispatchers at the control centre determine the train operating status from the display board and set the station route levers at control board accordingly. The controller transmits the route settings to the stations. The station equipment selects the route control for its section, and transmits the control commands to the relevant signals and switching devices. (refer to Figure 4.2.15)



Figure 4.2.15 – Basic Configuration of Centralized Traffic Control

(6) Telecommunications Facilities

a) Radio System

Replacement and Reinforcement of radio system is necessary to achieve the full and reliable coverage of the lines.

The performance and construction cost of the Radio system depends on available radio frequency, the number of its frequencies, external noise on frequency band-width, the output of its transmitter, and the height of antenna.

At this stage VHF channel radio system is effective method and for an example, one of the radio systems may be established that the base station located at main railway stations situated about 70~80 km apart and local station located at railway stations between the base stations.

The following equipments would be provided at the station and the dispatcher centre:

i) Radio Transmitter and Receiver

ii) Antenna, Towers and Feeders

iii) Power Supplies and Batteries

iv) others

Also, VHF radio communication has the following main functions:

i) Block radio telephone

In order to communicate the operation procedure between adjacent stations

ii) Dispatch radio telephone REHABILITATION OF RAILWAY IN CAMBODIA Chapter 4 ADB T.A. NO. 6251-REG Page 24 of 28



In order to communicate the train operation adjustment between train dispatcher and stations

iii) Mobile radio (Train radio and Portable radio)

In order to communicate between a station and a train crew for emergency, between a dispatcher and a train crew for operation conditions.

In order to communicate between station staff, operation staff and maintenance staff for operations.

b) Fibre optic cable

In near future, a railway telephone network will be needed with extensions in many offices, stations, rolling stock workshop, maintenance offices and so forth.

PBX users are generally restricted to one area where the switchboard is. However, in a railway telephone network, the subscribers are distributed linearly along the track, and lines tend to be long, because it is preferable for one switchboard to handle as many subscribers as possible.

Also, optical-fibre telecommunications systems will be necessary to built because those have many advantages over conventional copper cables, including resistance to induced signals, high insulation, low loss, and wide-band transmission. Therefore, partially the system linking with the fibre optic cables in every about 20 km is recommended to install the block circuit for the restricted/special automatic block equipment between stations.

Optical telecommunications have come into wide spread use due to recent mass-production of low loss optical fibres and long life, high performance laser diodes for electro-optic signal conversion. Optical equipment can transmit vastly more data than conventional equipment.


4.3 PRELIMINARY COST ESTIMATE ON SIGNALLING AND TELECOMMUNICATIONS

Preliminary cost estimate is taken into consideration based on Basic Block Control System as shown below in Figure 4.3.1.

Figure 4.3.1 – Basic Block Control System




4.3.1 Cost Estimation for Rehabilitation

Cost estimations for signalling and telecommunication are conducted for two cases below.

- Case I: Full equipped case

- Case II: Economical equipped case

< Case I >

The summary of the estimated cost is shown in Table 4.3.1.

Table 4.3.1 – Summary of Estimated Cost (Case I) (Unit: Million US$)

Southern Line with 3 Branch Lines

Southern Line with 3 Branch Lines and Northern Line with Missing Link & 2 Airport Lines

Freight Transport only 9.82 N.A.

Freight & Passenger Transport

9.82 19.68

Cf: The Branch lines consist of the Spur line, Kampot cement factory line and Touk Meas cement factory line.

Airport lines consist of the Phnom Penh airport line and Kampong Chhnang airport line.

< Case II >

Preconditions for Cost Estimation as follows:

- No renewal of the existing Radio system

- 10% reduction of Signalling System

- Metallic cables available for Transmission between stations instead of Fibre Optic cables

The summary of the estimated cost is shown in Table 4.3.2.

Table 4.3.2 – Summary of Estimated Cost (Case II) (Unit: Million US$)

Southern Line with 3 Branch Lines

Southern Line with 3 Branch Lines and Northern Line with Missing Link & 2 Airport Lines

Freight Transport only 5.52 N.A.

Freight & Passenger Transport

5.52 10.42



As for the Southern line with 3 branch lines, the Cost Estimation of Freight Transport only is same as that of Freight & Passenger Transport because the facilities on signalling & Telecommunications for Freight Transport cover those for Passenger Transport.

Next, as for the construction schedule, it is recommended that the construction of signalling & telecommunications should be executed effectively in parallel with track works and civil works.



5. ECONOMIC AND FINANCIAL ANALYSIS

5.1 INTRODUCTION

This chapter describes the methodology and presents the results of an economic and financial analysis of the five branch-lines for which the extended Terms of Reference require an appraisal, these being: • The two branch-lines proposed for construction to new cement plants in Kampot Province

(identified respectively as the Touk Meas and Lafarge cement plants);

• The existing but partially disused access line to IWT port facilities on the Tonle Sap River in Phnom Penh; and

• The two new branchlines proposed for construction to airports in Phnom Penh and Kampong Chhnang

The recent availability of more information on the plans of three companies to build plants for domestic cement production in Cambodia necessitated a revision of the traffic demand forecast prepared earlier by the team engaged on the parallel restructuring project. The basis for and details of this forecast revision are also described in this chapter.

5.2 METHODOLOGY

The purpose of this analysis is to establish the net financial and economic benefits of constructing or rehabilitating branch-lines to connect potential rail traffic generating locations with the main-lines which are being rehabilitated under this project. For the purpose of the economic evaluation, the benefits of each branch-line project have been estimated both as decrements from and increments to the mainline project benefits.

The decremental analysis measures the costs which would be avoided and the benefits which would be forfeited as a direct result of not constructing or rehabilitating an individual branch-line. Such costs would include:

• the variable operating and maintenance (O&M) costs associated with rail transportation between a traffic origin on a branch-line and a destination off that branch-line (or vice-versa);

• the rolling stock investment needed to support the traffic generated by the branch-line; and

• the savings in fuel and other operating costs, CO2 emissions, road accident costs, and road maintenance costs which would result from a diversion of traffic from road to rail were the branch-line to be constructed or rehabilitated.

Costs which would not be avoided in this case would comprise mainly the fixed cost of track maintenance on the main-lines.

The incremental analysis involves an assessment of the relative costs and benefits resulting from the addition of the branch-line traffic to the system, including the costs of constructing or of rehabilitating the branch-line. Apart from the latter, the costs would include the variable O&M costs, the dedicated rolling stock investment costs of the branchline traffic and the fixed track maintenance costs of the branch-line itself, while the benefits would include the road cost savings identified above.



The revision of the earlier traffic demand forecast which was adopted for the main-line project evaluation formed the basis for the assessment of the freight branch-lines, while the passenger branch-line assessments required their own specific demand forecasts.

5.3 ECONOMIC ASSESSMENT OF INDIVIDUAL BRANCHLINES

The net economic benefits of each branch-line project were assessed both as decrements and increments to the mainline project benefits as described in the methodology. Each branchline will originate or terminate traffic which if added to or withdrawn from the main-line will affect the previously assessed economic results of the mainline project. Measurement of the costs and benefits of the branchline projects was undertaken in accordance with the same methodology used for the main-line project economic assessment:

• Construction and rolling stock investment costs were estimated and adjusted by the relevant shadow price factors to represent the border prices of labour, materials and equipment inputs;

• The fixed track maintenance and variable railway O&M costs were estimated and valued at the resource costs of inputs; and

• Project benefits resulting from the diversion of traffic from the road system to the rehabilitated railway were identified and measured in economic terms. These include reduced fuel consumption and other transport costs, lower costs associated with the emission of greenhouse gases, reduced road accident costs and a saving in the cost of road maintenance.

5.3.1 Branch-line to the cement factory at Touk Meas

(i) Project description

The project involves the construction of a branch-line with a length of about 6 km from Touk Meas station at Km 118.6 on the Southern Line to the site of the new cement factory now being built by Kampot Cement. The branch-line will need to be constructed and available for operation when the factory commences production in mid-2007.

Without the project rail will be denied traffic amounting to more than 1.5 million tonnes per year which would otherwise have to be transported by road at substantial additional cost to the economy.

(ii) Traffic demand

It is expected that 80 per cent of the initial factory production of 1.1 million tonnes of cement per year will be available for transport by rail to Phnom Penh, of which 500,000 tonnes would be distributed within Phnom Penh and the balance for consumption in the provinces to the north and northwest of Phnom Penh. The company is actively evaluating the use of inland waterway transport (IWT) for the distribution of bagged cement to major provincial consumption centres, such as Siem Reap and Kampong Cham, as well as to minor centres such as Kratie and Stung Treng. Use of IWT for this purpose would require that terminal facilities be developed at a suitable riverside site to allow the efficient transfer of cement from rail to river barges. The Green Trade Warehouse complex is being assessed for this purpose. Initially, it is planned to despatch most of the factory output in bagged form, although the company plans to install one bulk loading line with a capacity of 100 tonnes per hour.

The branch-line is also expected to receive nearly 300,000 tonnes per year of input materials for the cement production process, including coal, gypsum and heavy fuel oil which would be imported through coastal ports and biomass which is likely to be sourced in the Siem Reap area and transported by waterway to Phnom Penh for transfer to Touk Meas by rail.

Forecasts of the traffic likely to use the branch-line are given in Table 5.3.1


Table 5.3.1: Traffic forecast for Touk Meas branch-line

2007 2008 2009 2010 2015 2020 2030

Cement, outbound, Touk Meas-Green Trade Warehouse(mid-point forecast)Tonnes x 1000 44 192 210 335 543 884Tonne-km x 1000 5656 24562 26931 43008 69549 113287

Cement, outbound, Touk Meas-new intermodal terminalTonnes x 1000 228 635 848 990 1265 1457 1516Tonne-km x 1000 25554 71095 95021 110872 141626 163240 169828

Cement, outbound, Total Tonnes x 1000 228 679 1040 1200 1600 2000 2400Tonne-km x 1000 25554 76752 119584 137803 184635 232789 283116

Coal, inboundTonnes x 1000 40 100 115 133 177 221 265Tonne-km x 1000 6289 15593 17915 20671 27562 34452 41343

Heavy Fuel Oil, inboundTonnes x 1000 8 20 23 27 35 44 53Tonne-km x 1000 1177 2919 3353 3869 5159 6449 7739

Gypsum, inboundTonnes x 1000 20 50 57 66 88 110 133Tonne-km x 1000 3144 7797 8958 10336 13781 17226 20671

Biomass, inboundTonnes x 1000 27 126 145 194 242 290Tonne-km x 1000 14016 16103.23 18580.65 24774.19 30967.74 37161.29

Source: Consultant’s estimates

(iii) Operating assumptions

It is understood that the team working on the parallel restructuring project is presently evaluating an operating plan for use as a basis for the financial appraisal of the railway operating concession. In developing this plan the consultants are considering a range of alternative cargo handling methods, including the use of ISO containers in order to shorten the wagon cycle and reduce rolling stock investment costs. This evaluation, however, assumes the use of specialized cement tanker wagons for bulk cement transport and of conventional low sided wagons or boxcars for bagged cement transport.

Two types of operating pattern were assumed, one for bulk and bagged cement movement to a new intermodal terminal on the outskirts of Phnom Penh (possibly near the road served ICD on NR 4 owned and operated by the Sihanoukville Port Authority) and another for movement of bagged cement to a rail/IWT transfer facility at the Green Trade Warehouse (GTW) complex in Phnom Penh. In the first case trainloads of up to 35 wagons with a combined payload of 1400 tonnes would be specified, while in the second case shorter trains of 20 wagons with a payload of 800 tonnes would be specified in order to suit the limited track length available within the GTW complex. Two 1200 HP locomotives would be required to haul 1400 tonne trains, while the 800 tonne trains would be within the haulage capacity of a single 1200 HP locomotive

Wagon cycle times of 1.4 days and 1.8 days were assumed respectively for the inter-modal terminal and GTW services.



(iv) Project construction and associated costs

These have been set out in Table 5.3.2 below. In the case of the branch-line construction cost, financial estimates prepared by the engineering team were adjusted by a shadow pricing factor (SPF) of 0.8 to reflect economic costs.

Table 5.3.2 Touk Meas Branchline Project Costs


Source: JARTS engineering team

Project cost component Financial cost Economic cost

(US$ million) (US$ million)

Construction cost 2.071 1.688

Environmental Mitigation 0.002 0.002

Resettlement & Compensation 0.092 0.092

Consulting Services and Admin. 0.321 0.321

Total 2.486 2.103

A short construction phase of about 6 months was assumed to commence in early 2007, with full disbursement of project costs during this period.

(v) Rolling Stock Fleet Investment costs

The required locomotive fleet would start at 2 units in 2007, building up to 9 units by 2030. Corresponding wagon numbers would start at 50 in 2007, building up to 133 by 2010 and to 367 by 2030. Locomotives and wagons were valued at border prices estimated respectively at US$ 1 million and US$ 40,000 per unit.

(vi) Railway Operating and Maintenance (O&M) Costs

The only item of fixed cost assigned to the branch-line traffic was the fixed cost of track maintenance for the branch-line. All other costs were variable.

(vii) Measurement of economic benefits

For all benefit categories (fuel and transport cost savings, as well as reduced emission, road accident and road maintenance costs) measurement was in accordance with the method and unit costs used in the mainline project evaluation.

(viii) Economic evaluation results

Exclusion of the Touk Meas cement traffic from the South Mainline would result in an EIRR reduction in the low traffic growth scenario from 29.7 per cent to 20.4 per cent and an NPV reduction from $72.6 million to $23.5 million. This demonstrates that the economic benefits of the branch-line project contribute significantly to the economic viability of the main-line project. Detailed results are given in Annex 1.1 in Appendix 4.

An incremental analysis of the branch-line construction project indicates that the project could be expected to yield substantial economic returns, with an EIRR in the vicinity of 42 per cent and an NPV of around $38.6 million. Detailed results of the incremental analysis are given in Annex 1.2 in Appendix 4.


5.3.2 Branch-line to Cement Factories in Kampot


This branch-line was proposed for construction in two sections. The first of 11.6 km would follow the retained formation of a former branch-line which served the old Chinese cement factory northeast of Kampot City. This section would connect to the planned factory of the Lafarge/AZ consortium which is to be constructed on a site adjacent to the old factory. The second section of 12.9 km would connect to a new factory currently under development by the Thai Boon Roong Company. However, as this company appears to be a most unlikely prospect for rail transportation of cement and/or cement inputs, the extension of the branch-line beyond the Lafarge plant has been excluded from further evaluation. Hereafter, the first section of the branch-line is identified as “the Lafarge branch-line.”

The Lafarge project appears to offer a strong prospect for rail transport of cement and cement inputs. It is expected that construction of the Lafarge plant will commence soon and that the plant will start production by mid-2008.

Without the project rail will be denied traffic amounting, by 2010, to more than 1.3 million tonnes per year which would otherwise have to be transported by road at substantial additional cost to the economy.

(ii) Traffic demand

Lafarge also expects to transport 80 per cent of its production (indicated as 1.0 million tonnes per year) to Phnom Penh and is very likely to use rail for this purpose and for the inbound transport of inputs for its cement production process. These inputs, comprising about 250,000 tonnes per year of coal and 60,000 tonnes per year of gypsum, are likely to be imported through Oknha Mong Port, although the company has expressed a strong preference to ship its requirements through Sihanoukville Port. Since construction of a branch-line connection to Oknha Mong Port may take a considerable period of time, the forecast reflects a start of rail traffic to this port in 2010.

Unlike Kampot Cement, Larfage does not plan to use IWT for the transport of its product to northern provincial markets and is more likely to require access to an inter-modal terminal in Phnom Penh for the distribution of its product.

Forecasts of the traffic likely to use the branch-line are given in Table 5.3.3

Table 5.3.3 Traffic forecast for Lafarge branch-line

2007 2008 2009 2010 2015 2020 2030

Cement, outboundTonnes x 1000 250 700 960 1360 1760 2160Tonne-km x 1000 42050 117740 161472 228752 296032 363312

Coal, inboundTonnes x 1000 125 250 300 425 550 675Tonne-km x 1000 13525 27050 32460 45985 59510 73035

Gypsum, inboundTonnes x 1000 30 60 72 102 132 162Tonne-km x 1000 3240 6480 7776 11016 14256 17496

Source: Consultant’s estimates.




Since Lafarge is likely to use an intermodal terminal on the southern/western outskirts of Phnom Penh, its volume will probably be moved in longer trains (e.g. 35 wagons with a payload of up to 1400 tonnes), in order to realize operating economies.

A wagon cycle time of 1.5 days was assumed for services operating between the Lafarge plant and an inter-modal terminal in Phnom Penh.


These have been set out in Table 5.3.4 below. In the case of the branch-line construction cost, financial estimates prepared by the engineering team were adjusted by a shadow pricing factor (SPF) of 0.8 to reflect economic costs.

Table 5.3.4: Lafarge Branchline Project Costs








Total 3.331 2.716


Construction work on the branch-line would be scheduled for the second half of 2007, allowing the commencement of operations in early 2008..


The required locomotive fleet would start at 2 units in 2008, building up to 8 units by 2030. Corresponding wagon numbers would start at 57 in 2008, building up to 152 by 2010 and to 340 by 2030. Locomotives and wagons were valued at border prices estimated respectively at US$ 1 million and US$ 40,000 per unit.


The only item of fixed cost assigned to the branch-line traffic was the fixed cost of track maintenance for the branch-line. All other costs were variable.






Exclusion of the Lafarge cement traffic from the South Mainline would result in an EIRR reduction in the low traffic growth scenario from 29.7 per cent to 17.8 per cent and an NPV reduction from $72.6 million to $16.9 million. Exclusion of the Lafarge traffic would have a bigger impact on the mainline project result than would exclusion of the Touk Meas traffic. This is explained by the greater tonne-km involved in the Lafarge traffic as a result of the greater distance (168 km to the bifurcation as compared with only 115 km for Lafarge), with the associated prospect of a greater diversion of road traffic to rail. It serves to demonstrate that the economic benefits of this branch-line project contribute significantly to the economic viability of the main-line project. Detailed results are given in Annex 2.1 in Appendix 4.

An incremental analysis of the branch-line construction project indicates that the project could be expected to yield substantial economic returns, with an EIRR of around 45 per cent and an NPV of some $36.4 million. Detailed results of the incremental analysis are given in Annex 2.2 in Appendix 4.

5.3.3 Economic impact of the cement branch-lines

In the event that neither of the cement branch-lines was to be built, there would be a dramatic reduction in the economic returns of the main-line rehabilitation project. In the low growth case, the EIRR for the Southern Line would fall from 29.7 per cent to 6.99 per cent and the NPV from $72.6 million to -$11.1 million. Detailed results are given in Annex 3 in Appendix 4.

5.3.4 Phnom Penh Port Rail Access Line


This project would involve the rehabilitation of the port access line and its subsidiary spur lines which either currently serve , or have future potential to serve, four traffic generating locations (the Sokimex and Caltex distribution depots, the new Inland Container Depot (ICD) under development by Phnom Penh Autonomous Port and the Green Trade Warehouse (GTW) complex. In addition, the project would include the rehabilitation of all trackage, as well as the pier and warehousing facilities, within the GTW complex.

The project, with a combined track length of 11.3 km, can be split logically into four sections. These are: (a) the approach line of 5 km from Phnom Penh station to the points for the spur line to the Sokimex depot; (b) the Sokimex spur line of 0.5 km (which of all four locations is the only one which is currently operational); (c) the lead track between the Sokimex spur and GTW including all trackage within the GTW complex and the Caltex depot for a total of 5.2 track km; and (d) a new spur line of 0.6 km to connect with the ICD.

The TOR for the extended scope of the Railway Rehabilitation project requires among other things that the benefits of the rail connection to the Sokimex depot be evaluated in both an incremental and decremental sense and that the scope for combined railway and inland transport of oil products and cement be assessed. The division of the port railway system into these components is a necessary pre-requisite for such an assessment.

The GTW complex, which is administered by a subsidiary company of the Ministry of Commerce, is currently being evaluated by Kampot Cement as a possible site of an inter-modal facility for the transfer of cement and cement input traffic between rail and inland waterway transport (IWT). This linkage is seen by the company as necessary for the cost-effective distribution of cement to consumption centres on the waterway system, notably to Chong Kneas Port (Siem Reap) on the Tonle Sap Lake and to Kampong Cham on the Mekong River.


(ii) Traffic demand

Cement provides the biggest single traffic opportunity for a rehabilitated Port Access Line. Kampot Cement has indicated a potential volume for transfer to IWT of 300,000 tonnes per year (or 30 per cent of its initial production capacity). Most of this traffic would be destined for Siem Reap. The company is also investigating the possibility of moving cement by IWT to Kampong Cham, despite its proximity (100 km) by inland waterway to Phnom Penh.

The Kampot Cement traffic estimates were checked against cement consumption estimates for four IWT served locations on the river system – Siem Reap, Kampong Cham, Kratie and Stung Treng – these estimates being based on market intelligence for 2005 as supplied by SCT, a sister company of Kampot Cement. This source indicated that the total consumption of cement at these locations was approximately 270,000 tonnes per year. (of which Siem Reap and Kampong Cham were estimated to account for 144,000 tonnes and 108,000 tonnes respectively). For the forecast revision, it was assumed that the maximum share of the Siem Reap market which would be available for domestic cement transported by IWT was 50 per cent, with a smaller percentage (say 40 per cent) applicable in Kampong Cham owing to its proximity to Phnom Penh and therefore its susceptibility to road competition. The remaining 50 per cent of the Siem Reap market was assumed to be supplied from Thailand through Sisophon. These share assumptionnsOn this basis and allowing for high IWT shares of the cement markets in the smaller provinces such as Kratie and Stung Treng, the total volume of cement available for transport by inland waterway was estimated at 130,000 tonnes in 2005. This volume was projected at the growth rates adopted in the high and low cases to represent the revised traffic forecast.

For cement input traffic, specifically the volume of biomass likely to move on the inland waterway, forecast traffic volumes were computed by applying the relevant input/output factor to the forecast production.

Petroleum traffic was forecast in accordance with the approach outlined in Volume 1.

No traffic forecasts were prepared for the ICD under development by the Phnom Penh Autonomous Port Authority. This facility is not well located to attract third party container handling business and it is understood that its main purpose is to provide additional space for empty container storage to relieve the pressure on the congested empty storage yard at Phnom Penh Port. In fact it is not well located even for this function as the delivery of containers to and from the facility will involve truck movements along the (at times) heavily congested National Road 5.

The traffic demand forecasts for the Phnom Penh Access Line are given in Tables 5.3.5 and 5.3.6 respectively for the low and high growth scenarios.

Table 5.3.5: Phnom Penh Port Access Line – traffic forecasts, low growth scenario


Traffic/Origin-Destination 2007 2008 2009 2010 2015 2020 2030

Cement, Touk Meas-Green Trade WarehouseTonnes x 1000 42 180 193 271 380 619Tonne-km x 1000 5406 23139 24758 34725 48704 79333

Biomass, Siem Reap - Touk Meas (via GTW)Tonnes x 1000 27 126 145 194 242 290Tonne-km x 1000 14016 16103 18581 24774 30968 37161

Petroleum (Sokimex), Stung Hav-Sokimex DepotTonnes x 1000 76 84 94 134 162 224 272Tonne-km x 1000 19721 21667 24361 34602 42062 57887 70448

Petroleum (Caltex), Stung Hav-Caltex Depot Tonnes x 1000 14 58 61 81 108 131Tonne-km x 1000 3656 15208 15816 21167 28095 34182



Table 5.3.6: Phnom Penh Port Access Line – traffic forecasts, high growth scenario


Traffic/Origin-Destination 2007 2008 2009 2010 2015 2020 2030

Cement, Touk Meas-Green Trade WarehouseTonnes x 1000 42 180 193 271 380 619Tonne-km x 1000 5406 23139 24758 34725 48704 79333

Biomass, Siem Reap - Touk Meas (via GTW)Tonnes x 1000 27 126 145 194 242 290Tonne-km x 1000 14016 16103 18581 24774 30968 37161

Petroleum (Sokimex), Stung Hav-Sokimex DepotTonnes x 1000 76 84 94 134 162 224 272Tonne-km x 1000 19721 21667 24361 34602 42062 57887 70448

Petroleum (Caltex), Stung Hav-Caltex Depot Tonnes x 1000 14 58 61 81 108 131Tonne-km x 1000 3656 15208 15816 21167 28095 34182



Within the GTW complex train length will be limited by the length of the longest available track clear of the points. This has been estimated by the engineering team at 500 metres which is sufficient for 30 wagons (please see Chapter 3, Section 3.4.6). However, since the tonnage of a standard train hauled by a single 1200 HP locomotive has been determined as 800 tonnes, equivalent to 20 wagons, the available track length is more than sufficient to accommodate the prevalent length of trains operating between Touk Meas and GTW.

A wagon cycle time of 1.7 days was assumed for services operating between the Touk Meas cement plant and the GTW complex


These have been set out for the lead line and for the Sokimex spur line in Table 5.3.7 and for the entire Phnom Port Access Line and related branches and spurs in Table 5.3.8. below. In the case of the branch-line construction cost, financial estimates prepared by the engineering team were adjusted by a shadow pricing factor (SPF) of 0.8 to reflect economic costs.

Table 5.3.7: Lead Line and Sokimex spur

Project cost component Financial cost Economic cost(US$ million) (US$ million)

Construction cost 0.809 0.658 Environmental Mitigation 0.002 0.002 Resettlement & Compensation 0.604 0.604 Consulting Services and Admin. 0.125 0.125

Total 1.540 1.389



Table 5.3.8: Phnom Penh Port Access Line and related spur lines

Project cost component Financial cost Economic cost(US$ million) (US$ million)

Construction cost 2.389 1.926 Environmental Mitigation 0.004 0.004 Resettlement & Compensation 0.997 0.997 Consulting Services and Admin. 0.370 0.370

Total 3.760 3.297


Construction work involving the replacement of deteriorated steel sleepers with steel sleepers released from the Southern Line would be completed during the first half of 2008, allowing commencement of operations on the rehabilitated tracks in the last quarter of that year. In the case of the Sokimex spur line it was assumed that traffic would continue at the existing level (about 3 trains per week) until the rehabilitation work is completed whereupon service frequency would be increased.


For the rehabilitation only of the Sokimex spur and lead lines, required additions to the wagon fleet would total 2 units in 2008 rising to 9 units in 2010. Under the low and high growth scenarios, wagon fleets of 42 and 98 units respectively would be sufficient to support the Sokimex traffic by 2030. The locomotive requirement would range from 1 to 3 units, depending on the growth scenario.

For the rehabilitation of all trackage comprising the Port Access Line and branches, the wagon fleet requirement under the low growth scenario would total 53 units in 2009, rising to 181 units by 2030, The corresponding wagon fleet requirement under the high growth scenario would be 59 units in 2009, rising to 322 units by 2030. The required locomotive fleet under the low growth scenario would start at 3 units in 2008/09, building up to 5 units by 2030. Corresponding locomotive numbers under the high growth scenario would be 3 units in 2008/09 rising to 7 units by 2030.

Locomotives and wagons were valued at border prices estimated respectively at US$ 1 million and US$ 40,000 per unit.


The only item of fixed cost assigned to the branch-line traffic was the fixed cost of track maintenance for the evaluated branch-line lines. All other costs were variable.




Exclusion of the Sokimex traffic from the South Mainline would result in an EIRR reduction in the low traffic growth scenario from 29.9 per cent to 23.3 per cent and an NPV reduction from $72.6 million to $68.2 million. Detailed results are given in Annex 4.1 in Appendix 4.

An incremental analysis of the Sokimex branch-line rehabilitation project indicates that the project could be expected to yield high economic returns. In the low growth case, the project would generate an EIRR of around 22 per cent and an NPV of some $2.4 million. Corresponding numbers in the high




growth case would be an EIRR of 44 per cent and an NPV of $12.6 million. Detailed results of the incremental analysis are given in Annex 4.2 in Appendix 4.

Rehabilitation of the entire Phnom Penh Port Access Line and branches could also be expected to generate attractive economic returns. In the low growth case, the project EIRR would be 36 per cent and the NPV $15.5 million. Achievement of higher traffic growth would lift these results to 46 per cent and $31.0 million. Detailed results of the incremental analysis are given in Annex 5 in Appendix 4.

(ix) Combined transport opportunities (rail/IWT)

The transport of bagged cement from the Touk Meas plant to provincial markets north of Phnom Penh provides strong possibilities for the optimisation of transport costs through the combined use of rail and inland water transport modes. It can be shown that IWT has a significant cost advantage over all other modes, provided that:

• Use can be made of larger, more fuel efficient self propelled vessels or pushed/towed barge convoys; and

• Better handling techniques (such as mechanized handling of palletised cargo) can be applied in order to accelerate trip turnaround time and optimise vessel utilization during the fairly short navigation season.

IWT has a particular cost advantage on longer hauls, such as Phnom Penh-Chong Kneas (Siem Reap) and Phnom Penh-Kratie, but suffers an operational disadvantage in that larger vessels (of up to 500 DWT) can only operate to Chong Kneas for 7 months of the year (August-February) when there is sufficient water in the navigation channel at the entrance to the Tonle Sap Lake.

An analysis undertaken for this study of the combination of various modes and routes in the transport of bagged cement to Siem Reap showed that the lowest cost options involved the combination of rail and IWT between Touk Meas and Siem Reap. The data (see Table 5.3.9) show that if a pushed or towed barge convoy could be used from a rail/IWT transfer facility at GTW, the transport cost would only be 43-60 per cent of the cost of moving product from Thailand or from the Touk Meas plant by various other mode/route combinations.


Table 5.3.9: Cement transport costs

Item Factory to Factory to Saraburi to Saraburi to Factory to Factory to Factory toSiem Reap Siem -Reap Siem- Reap Siem -Reap Siem -Reap Siem -Reap SR (via PP)Rail/Road Rail/IWT Rail/Road Road/Road Rail/IWT Roadl/Road Rail/Road

500DWT 900DWTSelf-prop. barge convoy

Distance in Thailand (km) 270 210Distance factory to PP 130 130 130 138 130Distance PP to Siem Reap(road) 227 227 314 314Distance Poipet _Sisaphon 51 51Distance Sisaphon - SR 106 106 106Distance Poipet -SR 157Distance CN to SR - Road 16 16Distance PP to Sisap (rail) 337Total distance (km) 573 373 427 367 373 452 444Transport cost T-km rail Thailand 0.0200Rail tpt cost T-km KPT-PNH 0.0169 0.0169 0.0169 0.0169Rail tpt cost T-km PNH-SPN 0.0193Road tpt cost T-km Cambodia 0.0433 0.0602 0.0433 0.0433 0.0602 0.0384 0.0384Road tpt cost T-km Thailand 0.0333IWT tpt cost T-km CambodiaTransport cost in Thailand 7.00Transport cost rail 8.70 2.20 6.42 2.20 2.20Transport cost road 4.59 4.59 13.80 17.36 12.06Transport cost IWT Handling Chong Kneas port 0.50 0.50Handling IWT port in PNH 0.50 0.50Handling rail/road 0.50 0.50 0.50Land transport Chong Kneas -SR 0.96 0.96Customs charges 1.20 1.20Total cost ($/T) 13.79 12.71 15.00 17.36 14.75Total cost ($/TKM) 0.0241 0.0222 0.0298 0.0409 0.0201 0.0384 0.0332Total cost ($/T) PP-SR 11.59 6.07 N/A N/A 5.30 12.06 12.06Total cost ($/TKM) PP-SR 0.0262 0.0250 N/A N/A 0.0233 0.0384 0.0384

0.0181 0.0147

4.11 3.34

8.27 7.50


5.3.5 Rail Access to Penh Port Airport

(i) Background

Phnom Penh International Airport (PPIA), which is located beside National Road 3 some 8.2 km west of Phnom Penh City, is managed and operated under a 25 year operating concession by the Société Concessionaire de L’Aéroport (SCA), a joint venture between Vinci Airports of France and Muhibbah Masteron Cambodia. The latter company is 70 per cent owned by Muhibbah Engineering Berhad and 30 per cent owned by two prominent Cambodian businessmen. The concession contract has been in force since 1995 and, in addition to the management and operation of Phnom Penh International Airport, also covers the operation of the Siem Reap-Angkor International Airport. Within the terms of its concession contract, SCA is responsible for all international airport development in the country and is currently engaged in the planning and development of the Sihanoukville International Airport. In 2003 the International Finance Corporation provided long term financing in the amount of US$ 23.2 million out of a total project cost of US$ 47.1 million for the upgrading of facilities at the PPIA, including runway lengthening and widening, expansion of the apron and warehouse facilities and modernization of airport operation equipment.

Since the commencement of the operating concession, SCA has not undertaken any improvement of the land transport accesses to the airport other than the construction of a new access road and a new car-parking area, as well as the re-organization of taxi-cab queuing and ranking facilities. Apart from taxicabs, the airport is not served by public transport. Since international tourists comprise by far the greatest proportion of arriving and departing airline passengers, tour coaches and minibuses are the most widely used means of transport between the airport and the city centre. In addition to airline



passengers, the airport workforce (estimated to total about 1,500 persons) has a need to commute to and from the airport each day. Local motor-cycle taxis (or “moto-dops”) provide a cheap and flexible means of transport for those members of the airport workforce, who do not have their own motor vehicles or motorcycles.

(ii) Project description

The project would involve the construction of a new single track railway linking Phnom Penh Station with the airport. Since the airport access via National Road 3 passes through a densely populated area, it is impractical to provide a direct rail connection between the airport and the nearest railway station (Pochentong Station at PK 6 + 723). Instead, the new line would have to follow a curved alignment from the Fork Station at PK 9 + 400 to an airport station which would be built on the opposite side of NR 3 and connected to the airport passenger terminals by an elevated pedestrian deck. The length of the new line from the Fork Station to the airport would be 4.5 km, giving a total travel distance by rail from Phnom Penh Station to the airport of 14 km. Services would be operated by Diesel Railcars with a passenger capacity (net of luggage space) of 50.

(iii) Project construction and associated costs

Project construction costs, estimated by the engineering team, were adjusted by an appropriate Shadow Price Factor (SPF) of 0.8 to reflect economic costs. The resulting financial and economic costs are shown in Table 5.3.10 below.

Table 5.3.10: Project costs, Phnom Penh Airport Access Line







Contingencies and price escalation 0.676

Total 5.339 4.342


Construction would be scheduled over about 7 months in 2009, allowing services to commence in 2010.

(iv) Airport passenger traffic trends and forecasts

The number of airline passenger movements (both international and domestic) through PPIA grew by an average of .8.9 per cent per year, from 595,432 in 1998 to 1,081,745 in 2005. For the first six months of 2006 airline passenger traffic through PPIA reached 605,089 or 14.5 per cent above the corresponding period in 2005. This robust growth is largely explained by the introduction in November and December 2005 of new services by three low cost carriers: Air Asia and its subsidiary, Thai Air Asia, from Bangkok and Kuala Lumpur respectively and Jetstar Asia from Singapore. As a proportion of total airline traffic the passengers carried by the LCC’s increased steadily from 10 per cent at inception to nearly 16 per cent in June 2006, as may be seen in Figure 5.5.1 below.




(v) Forecasts of passenger traffic for a railway shuttle service to the airport

SCA is encouraging LCC’s with the inducement of discounted landing and terminal charges and a waiver of charges for the non-use by LCC’s of facilities, such as aerobridges. SCA has prepared passenger traffic forecasts through to the year 2056. SCA forecasts corresponding with the timeframe of this study (from 2007 to 2030) are given in Table 5.3.11. They show an average annual rate of growth (AARG) of about 3 per cent for the 23 year period between 2007 and 2030. Since these forecasts are considered to be unduly conservative, the approach taken in this study is to forecast from an expanded base year estimate of 1,229,713 in 2006 by applying the rates of GDP growth assumed by Canarail for the main project forecast of 3.5 per cent for the Low Growth Scenario and 7 per cent for the High Growth Scenario. These gave forecasts of Airport Passenger Traffic, in the Low Case doubling from 1.3 million in 2007 to 2.6 million in 2030 and in the High Case, quadrupling from 1.3 million in 2007 to 5.4 million in 2030.

The railway shuttle service would suffer the distinct disadvantage that it would not provide a means of directly transporting tourist passengers (considered to account for the large majority of all airline passengers through PPIA) between their hotels and the airport. Tourists starting their journeys in Phnom Penh would first have to find some means of transporting themselves and their baggage from their hotels to Phnom Penh Railway Station. Thus the shuttle service might be expected to attract no more than 5% of the total airline passenger traffic to and from the airport.

The passenger forecasts for the shuttle service had to take account of the prevailing transport costs as represented by the actual or notional charges of the various operators. In the case of tourist transport (predominantly by minibus) the cost per passenger between city hotels and the airport was estimated at only US$ 0.20 per passenger, but it was assumed that notionally tour operators would have to pay in the order of about US$ 1.00 per passenger. “Motodop” operators, whose services would be used mostly by

A better prospect would be staff of the SCA, the airlines, and of the customs and immigration services working at the airport, but even in this case only those employees located within walking distance, or within “motodop” drop-off distance of the Phnom Penh Railway Station would be able (or prepared) to avail themselves of this service. Conservatively it was estimated that only some 10 per cent of the approximately 1500 staff working at the airport would fall within this category.

Figure 5.3.1: Proportion of Low Cost Carrier Passengers in total for PPIA

0

20000

40000

60000

80000

100000

120000

Passengers (No.)

Source: SCA

Other 97088 95190 94634 91355 91303 88699 80319 76378

LCC 11033 11559 12115 13526 14843 13217 14255 14445

11/05 12/05 01/06 02/06 03/06 04/06 05/06 06/06



Table 5.3.11: Passenger forecasts and load factors for an Airport Rail Shuttle Service

Year SCA Forecast Growth Factor

Growth Airport pax Growth Airport pax 5% Airport Airport Total Req. no. Daily op. Average Load 5% Airport Airport Total Req. no. Daily op. Average Load Factor volume Factor volume of airport pax per staff per per trains per 0500-2100 pax per Factor of airport pax per staff per per trains per 0500-2100 pax per Factor

pax.by rail direction direction direction day, 1car 1 hr intervals train pax.by rail direction direction direction day, 1car 1 hr intervatrainno.per year per day per day per day per set: Trains/day no.per year per day per day per day per set: Trains/day

Pax/train 50 502006 1229713 1229713 1229712.5

1269713 1272753 13157932007 1.033 1.035 1.070 63638 88 150 238 5 16 15 29.8% 65790 91 150 241 5 16 15 30.1%2008 1351741 1.065 1.035 1317300 1.070 1407899 65865 91 150 241 5 16 15 30.1% 70395 97 150 247 5 16 15 30.9%2009 1367858 1.012 1.035 1363406 1.070 1506452 68171 94 150 244 5 16 15 30.5% 75323 104 150 254 6 16 16 31.8%2010 1442722 1.055 1.035 1411126 1.070 1611904 70557 97 150 247 5 16 15 30.9% 80596 111 150 261 6 16 16 32.6%2011 1519475 1.053 1.035 1460516 1.070 1724738 73026 101 150 251 6 16 16 31.4% 86237 119 150 269 6 16 17 33.6%2012 1522335 1.002 1.035 1511635 1.070 1845470 75582 104 150 254 6 16 16 31.8% 92274 127 150 277 6 16 17 34.6%2013 1598085 1.050 1.035 1564543 1.070 1974653 78228 108 150 258 6 16 16 32.3% 98733 136 150 286 6 16 18 35.8%2014 1674982 1.048 1.035 1619303 1.070 2112879 80966 111 150 261 6 16 16 32.6% 105644 145 150 295 6 16 18 36.9%2015 1749779 1.045 1.035 1675979 1.070 2260781 83799 115 150 265 6 16 17 33.1% 113040 155 150 305 7 16 19 38.1%2016 1823433 1.042 1.035 1734639 1.070 2419036 86732 119 150 269 6 16 17 33.6% 120952 166 150 316 7 16 20 39.5%2017 1900390 1.042 1.035 1795352 1.070 2588369 89768 123 150 273 6 16 17 34.1% 129419 178 150 328 7 16 21 41.0%2018 1977256 1.040 1.035 1858190 1.070 2769555 92910 128 150 278 6 16 17 34.8% 138478 190 150 340 7 16 21 42.5%2019 2053801 1.039 1.035 1923227 1.070 2963424 96162 132 150 282 6 16 18 35.3% 148172 203 150 353 8 16 22 44.1%2020 2093021 1.019 1.030 1980924 1.070 3170864 99047 136 150 286 6 16 18 35.8% 158544 218 150 368 8 16 23 46.0%2021 2133797 1.019 1.030 2040352 1.060 3361116 102018 140 150 290 6 16 18 36.3% 168056 231 150 381 8 16 24 47.6%2022 2175358 1.019 1.030 2101563 1.060 3562783 105079 144 150 294 6 16 18 36.8% 178140 245 150 395 8 16 25 49.4%2023 2216580 1.019 1.030 2164610 1.060 3776550 108231 149 150 299 6 16 19 37.4% 188828 259 150 409 9 16 26 51.1%2024 2258627 1.019 1.030 2229549 1.060 4003143 111478 153 150 303 7 16 19 37.9% 200158 275 150 425 9 16 27 53.1%2025 2291150 1.014 1.025 2285288 1.060 4243332 114265 157 150 307 7 16 19 38.4% 212167 291 150 441 9 16 28 55.1%2026 2324355 1.014 1.025 2342421 1.050 4455499 117122 161 150 311 7 16 19 38.9% 222775 306 150 456 10 16 29 57.0%2027 2358043 1.014 1.025 2400982 1.050 4678274 120050 165 150 315 7 16 20 39.4% 233914 321 150 471 10 16 29 58.9%2028 2392225 1.014 1.025 2461007 1.050 4912188 123051 169 150 319 7 16 20 39.9% 245610 337 150 487 10 16 30 60.9%2029 2426907 1.014 1.025 2522533 1.050 5157798 126127 173 150 323 7 16 20 40.4% 257890 354 150 504 11 16 32 63.0%2030 2457642 1.013 1.025 2585597 1.050 5415688 129280 178 150 328 7 16 21 41.0% 270785 371 150 521 11 16 33 65.1%

Railway traffic forecast High traffic growth scenario

Forecast based on Canarail GDP growthLow growth scenario High growth scenario Low traffic growth scenario

Railway traffic forecast



the commuter workforce, are understood to charge about 3,000 Cambodian rials (US$ 0.71) for a trip from the city centre to the airport. Taxicab operators on the other hand charge US$ 7.00 from the airport to the city centre or vice-versa.

The comparable fare for a rail shuttle journey was estimated at the level of the variable cost of operating the service, i.e. US$ 2.07 per passenger for the Low Growth Scenario and US$ 1.61 for the High Growth Scenario. It should be noted that these “fares” would not cover the fixed costs of the service, which would include fixed track maintenance costs, as well as rolling stock and track depreciation. These costs were determined from the Operating Schedule as defined below. If a full cost covering fare of US$ 4.39 in the Low Growth case and of US$ 3.42 in the High Growth case were applied it would be most unlikely that the rail shuttle would generate any traffic at all.

The resulting rail passenger forecasts shown in Table 5.3.11 were converted into passenger numbers per direction per day and compared with train capacities to reflect average load factors.

(vi) Operating schedule for railway passenger shuttle service

Passenger shuttle services were expected to depart from each terminal on the hour every hour between 0500 hours and 2000 hours every day of the year. An hourly service was considered necessary to cover scheduled airline arrivals and departures, but the number of cars per train was reduced to one with a capacity for 50 passengers, owing to the low level of demand forecast for the service. Even so, load factors were expected to range from 30 to 41 per cent in the Low Growth case and from 30-65 per cent in the High Growth case. At an average speed of 50 km per hour, running time between terminals would be about 20 minutes with a turn-back time of 10 minutes at each terminal. The rolling stock requirement for this service would be two single DRC units.

(vii) Results of financial analysis

Costs for the shuttle service were established with the aid of a cost model using operational data from the operating schedule defined above. Revenue flows were estimated on the basis of the forecast passenger numbers multiplied by fares equal to the variable costs (Train Crews, Fuel Consumption, Variable Track Maintenance and Diesel Railcar (DRC) Maintenance) of operating the passenger shuttle service. Fixed track maintenance costs were prorated from costs for the Southern Line and applied to the 4.5 km route of the new line. Fixed station staffing costs were calculated on the assumption that a total of four staff per shift would be provided at each terminal, for two shift coverage. Track depreciation was computed for an assumed life of 30 years. Operating results for both the Low and High Growth cases are given in Tables 5.3.12 and 5.3.13.


Table 5.3.12: Operating result, Phnom Penh Airport Rail Shuttle service, Low growth

Assumed fare, US$: 2.07Variable O&M/pax, US$ 2.07

Units: US$ millionYear Passengers Revenue Fixed Trk Variable Track R/stock Fixed stn Operating

Maint O&M Deprec. Deprec. staffing surplus/loss2010 180057 0.372 0.006 0.372 0.178 0.120 0.016 -0.3202011 182526 0.378 0.006 0.378 0.178 0.120 0.016 -0.3202012 185082 0.383 0.006 0.383 0.178 0.120 0.016 -0.3202013 187728 0.388 0.009 0.388 0.178 0.120 0.016 -0.3242014 190466 0.394 0.009 0.394 0.178 0.120 0.016 -0.3242015 193299 0.400 0.009 0.400 0.178 0.120 0.016 -0.3242016 196232 0.406 0.009 0.406 0.178 0.120 0.016 -0.3242017 199268 0.412 0.013 0.412 0.178 0.120 0.016 -0.3272018 202410 0.419 0.013 0.419 0.178 0.120 0.016 -0.3272019 205662 0.425 0.013 0.425 0.178 0.120 0.016 -0.3272020 208547 0.431 0.013 0.431 0.178 0.120 0.016 -0.3272021 211518 0.438 0.013 0.438 0.178 0.120 0.016 -0.3272022 214579 0.444 0.013 0.444 0.178 0.120 0.016 -0.3272023 217731 0.450 0.013 0.450 0.178 0.120 0.016 -0.3272024 220978 0.457 0.013 0.457 0.178 0.120 0.016 -0.3272025 223765 0.463 0.013 0.463 0.178 0.120 0.016 -0.3272026 226622 0.469 0.013 0.469 0.178 0.120 0.016 -0.3272027 229550 0.475 0.013 0.475 0.178 0.120 0.016 -0.3272028 232551 0.481 0.013 0.481 0.178 0.120 0.016 -0.3272029 235627 0.487 0.013 0.487 0.178 0.120 0.016 -0.3272030 238780 0.494 0.013 0.494 0.178 0.120 0.016 -0.327

Source: SCA, consultant’s estimates

Table 5.3.13: Operating result, Phnom Penh Airport Rail Shuttle service, High growth





These results show that the shuttle service can be provided only with the contribution of a substantial net subsidy by the Royal Government of Cambodia.

(viii) Results of economic analysis

Low ridership levels also have the effect of inflating the economic costs of the shuttle service versus those of competing modes and services. A comparison of the fuel consumption rates for the shuttle service with those for tourist minibus services shows that the shuttle is greatly disadvantaged in terms of fuel efficiency with a consumption rate of 0.1455 litres per passenger-km, as compared with only 0.0087 litres per passenger-km for the minibus. However, this involves a comparison of a fully loaded minibus carrying 15 passengers with a DRC loaded to only 30-40 per cent of its passenger capacity (of



50 persons).If justified by ridership levels, trailer vehicles could be added to trains which would improve fuel efficiency markedly, but each vehicle comprising the train would have to be operating at 100 per cent of its passenger capacity. For example, a train comprising one powered car and two trailer cars, could achieve a rate of fuel consumption which is comparable to that of a minibus (i.e. about 0.0087 litres per passenger-km), provided that it is carrying 150 passengers.

A comparison between the rail shuttle and tourist minibus services in terms of their non-fuel operating costs (vehicle capital and maintenance costs, crew wages, etc) also showed that the rail service was greatly disadvantaged owing to its low ridership levels and poor load factors. These results are shown in Table 5.3.14 below.

Table 5.3.14: Economic cost comparison, rail shuttle vs minibus, Phnom Penh Airport Rail Shuttle service

Low Growth ScenarioRail Road Notes

Fuel consumption, litres per passenger-km 0.1455 0.0087

Operating cost (economic), $ per passenger 2.33 0.12 Excludes track/roadwaydepreciation in case of bothmodes

High Growth ScenarioRail Road

Fuel consumption, litres per passenger-km 0.1130 0.0087


(ix) Concluding observations

The results of the financial and economic analyses suggest that the provision of a railway shuttle service between the Phnom Penh Airport and Railway Station is unlikely to be justified owing to poor ridership prospects and poor vehicle load factors. The absence of a direct connection between the airport and city hotels limits the traffic generating potential of the service. Such a connection is only likely to be provided satisfactorily by an elevated mass transit or light transit railway.

5.5.6 Rail Access to Kampong Chhnang Airport

(i) Background

Kampong Chhnang Airport is located about 12 km to the west of the provincial city of Kampong Chhnang and is currently accessible via Road Number 145 joining NR 5 to the northwest of the city. The road distance between the airport and Phnom Penh City is about 103 km, which is identical to the trip distance on the proposed railway.

The airport was constructed in 1977 reportedly for military use and for the purpose of permitting the export of rice to China in large cargo aircraft. It has a runway with a length of 2,400 metres and a width of 45 metres. Despite its proposed use for cargo operations, the runway is apparently of light construction with a thickness of approximately 14 cm posed on an underlay of concrete. It has recently been used by military fighter aircraft with a maximum take-off weight (MTOW) of 5 to 7 tonnes. By comparison, the commercial aircraft used today in Cambodia have MTOW’s of 40-150 tonnes. There is no navigation equipment, apart from the remains of an old VOR at the end of the runway. Neither are there any suitable buildings for commercial or administrative use, nor a power station, consistent with the normal operation of a commercial airport.



An attempt made about 10 years ago to revive the airport as a regional cargo hub, with a promise of financial backing by a Hong Kong based logistics company, but this attempt failed after problems were encountered with the negotiation of the airport development proposal within the international airport operating concession agreement between the Royal Government of Cambodia and the SCA.

The extended TOR for the Rehabilitation Project specifies that the consultant is to make an economic and financial assessment of the construction of a branchline to connect the Northern mainline with the Kampong Chhnang Airport. This requirement is specified in the context of a proposal to develop the airport to serve low cost airlines, and would involve the branchline construction to enable operation of railway passenger shuttle services between the airport and Phnom Penh City, a distance of about 103 km.

(ii) Project description

The project would involve the construction of a new single track railway linking Phnom Penh City with Kampong Chhnang Provincial Airport. Three separate alignments for this railway were assessed by the engineering team, one involving a connection at Kraing Skea Station (PK 93+834) on the Northern mainline and two involving a more southerly connection at Romeas Station (PK 76 + 458). The technical assessment resulted in the choice of a connection at the latter station, with a total length of 24.7 km and a overall rail trip length (Airport-Phnom Penh City) of 103 km.

Passenger shuttle services would be operated by Diesel Railcars with a passenger capacity (net of luggage space) of 50.

(iii) Project construction and associated costs

Project construction costs, estimated by the engineering team, were adjusted by an appropriate Shadow Price Factor (SPF) of 0.81 to reflect economic costs. The resulting financial and economic costs are shown in Table 5.3.15 below.

Table 5.3.15: Project costs, Kampong Chhnang Airport Access Line








Total 10.175 7.155

Construction would be scheduled over 12 months in 2009, allowing services to commence in 2010.

(iv) Airport passenger forecasts

It was assumed that the intention of the RGC is to develop the Kampong Chhnang Provincial Airport as a hub for Low Cost Carrier (LCC) services between Cambodia and other countries in the Southeast Asia region. Currently, three LCC’s are serving Phnom Penh with one daily service from each of




Bangkok and Kuala Lumpur and 6 services per week from Singapore. SCA has expended considerable effort in accommodating these services at Phnom Penh International Airport and the company was understandably reluctant to discuss the possibility of relocating these services to Kampong Chhnang. Yet, in the absence of any indication about where the LCC traffic for Kampong Chhnang might originate, it was assumed that the LCC’s currently serving Phnom Penh would be made an offer to relocate and that all necessary work to prepare Kampong Chhnang Airport for their relocation would be undertaken within a timeframe which would allow commencement of services from the rehabilitated airport by 2010.

For 2006, the LCC passenger volume through PPIA is expected to reach 157,500. It was assumed that, once the LCC’s have been relocated, their passenger volume would grow at the rates for GDP growth assumed by Canarail for the main traffic demand forecasts, viz. 3.5 per cent per year in the Low Growth Scenario and 7 per cent per year in the High Growth Scenario.

The resulting forecasts of airport passenger traffic are given in Table 5.3.16.

(v) Forecasts of passenger traffic for a railway shuttle service to the airport

It was assumed that the railway shuttle service would face competition from long distance bus operators for passenger traffic between the airport and Phnom Penh City. Three operators currently provide an air conditioned bus service between Kampong Chhnang and Phnom Penh. Fares for the premium services range between CR10,000 (US$ 2.38) and CR14,000 (US$ 3.33). It was assumed that the latter fare would be a suitable model for a fare structure applying to the airport bus shuttle service. When calculated on a passenger km basis this fare is equivalent to US$ 0.0366 per passenger km, which when applied to the total distance of 103 km, gives a fare of US$ 3.77, say $ 4, for the shuttle bus trip between the airport and Phnom Penh.

By comparison, it was assumed that the rail fare would be struck at a rate which covers the variable costs of providing the airport shuttle service, i.e. US$ 13.25 in the Low Growth case and US$ 11.50 in the High Growth case, both considerably in excess of the likely bus fare..

The rail service would also compete with the bus service in terms of transit time. The rail service was assumed to be scheduled to run at an average speed of 69 km per hour, giving a journey time of 1.5 hours between Kampong Chhnang Airport and Phnom Penh. By comparison, the bus service was expected to travel at an average speed of 50 km per hour along NR 5, giving a transit time of just over two hours for the journey. While it is probable that passengers, or their tour operators, would trade off cost for travel time, the reality is more likely to be that cost will be the major factor influencing mode choice, given that this market is geared to meeting the needs of low cost airline passengers.

Consequently, the available airport passenger volume was assumed to divide between the two modes in proportion to the inverse of their fare relationship. This would result in buses taking 70 per cent, and the rail shuttle service 30 per cent, of the available passenger volume. The resulting forecasts of passenger traffic for the rail shuttle service are given for the Low and High Growth Scenarios in Table 5.3.16, below. These were converted into passenger numbers per direction per day and compared with train capacities to reflect average load factors.



Table 5.3.16: Passenger forecasts and load factors for a Rail Shuttle Service to Kampong Chhnang Airport

Year

Growth Airport pax Growth Airport pax 30% Airport Req. no. Daily op. Average Load 30% Airport Req. no. Daily op. Average LFactor volume Factor volume of airport pax per trains per 0500-2100 pax per Factor of airport pax per trains per 0500-2100 pax per F

pax.by rail direction day, 1 car 1.75 hr int. train pax.by rail direction day, 2 cars 1.75 hr int. trainno.per year per da

oad actor

y per set: Trains/day no.per year per day per set: Trains/dayPax/train 50 100

2006 157490 157490163002 1685142007 1.035 1.070 48901 67 2 4 17 33.5% 50555 70 1 4 18 17.5%

2008 1.035 168707 1.070 180310 50613 70 2 4 18 35.0% 54093 75 1 4 19 18.8%2009 1.035 174612 1.070 192932 52384 72 2 4 18 36.0% 57880 80 1 4 20 20.0%2010 1.035 180723 1.070 206438 54217 75 2 4 19 37.5% 61932 85 1 4 21 21.3%2011 1.035 187049 1.070 220889 56115 77 2 4 19 38.5% 66267 91 1 4 23 22.8%2012 1.035 193595 1.070 236352 58079 80 2 4 20 40.0% 70906 98 1 4 25 24.5%2013 1.035 200371 1.070 252897 60112 83 2 4 21 41.5% 75870 104 2 4 26 26.0%2014 1.035 207384 1.070 270600 62216 86 2 4 22 43.0% 81180 112 2 4 28 28.0%2015 1.035 214643 1.070 289542 64393 89 2 4 22 44.5% 86863 119 2 4 30 29.8%2016 1.035 222155 1.070 309810 66647 92 2 4 23 46.0% 92943 128 2 4 32 32.0%2017 1.035 229930 1.070 331497 68980 95 2 4 24 47.5% 99450 137 2 4 34 34.3%2018 1.035 237978 1.070 354702 71394 98 2 4 25 49.0% 106411 146 2 4 37 36.5%2019 1.035 246307 1.070 379532 73893 102 3 4 26 51.0% 113860 156 2 4 39 39.0%2020 1.030 253696 1.070 406100 76109 105 3 4 26 52.5% 121830 167 2 4 42 41.8%2021 1.030 261307 1.060 430466 78393 108 3 4 27 54.0% 129140 177 2 4 44 44.3%2022 1.030 269147 1.060 456294 80744 111 3 4 28 55.5% 136889 188 2 4 47 47.0%2023 1.030 277221 1.060 483672 83167 114 3 4 29 57.0% 145102 199 2 4 50 49.8%2024 1.030 285538 1.060 512693 85662 118 3 4 30 59.0% 153808 211 3 4 53 52.8%2025 1.025 292676 1.060 543455 87803 121 3 4 30 60.5% 163037 224 3 4 56 56.0%2026 1.025 299993 1.050 570628 89998 124 3 4 31 62.0% 171189 235 3 4 59 58.8%2027 1.025 307493 1.050 599160 92248 127 3 4 32 63.5% 179748 247 3 4 62 61.8%2028 1.025 315180 1.050 629118 94555 130 3 4 33 65.0% 188736 259 3 4 65 64.8%2029 1.025 323060 1.050 660574 96918 133 3 4 33 66.5% 198173 272 3 4 68 68.0%2030 1.025 331136 1.050 693603 99341 137 3 4 34 68.5% 208081 286 3 4 72 71.5%

Railway traffic forecast High traffic growth scenario

Forecast based on Canarail GDP growthLow growth scenario High growth scenario Low traffic growth scenario

Railway traffic forecast


(vi) Operating schedule for railway passenger shuttle service

Rail passenger shuttle services were expected to depart from each terminal every hour and 45 minutes 0600 hours and 2000 hours every day of the year. Running time between terminals would be 1.5 hours and turnback time 15 minutes at each terminal, giving a round trip cycle time of 3.5 hours and a round trip capability per train set of 4 per day. Two train sets would be required to operate the service, for both the Low and High Growth cases.

The above frequency was considered to be sufficient to cover current and future airline arrival; and departure schedules, but in order to boost load factors in the Low Traffic case, it was assumed that the train sets would each comprise only one DRC. The forecasted passenger volumes in the High Growth case would be sufficient to justify the addition of a second DRC to the trainsets operating the service.

(vii) Results of financial analysis

Costs for the shuttle service were established with the aid of a cost model using operational data from the operating schedule defined above. Revenue flows were estimated on the basis of the forecast passenger numbers multiplied by fares equal to the variable costs (Train Crews, Fuel Consumption, Variable Track Maintenance and Diesel Railcar (DRC) Maintenance) of operating the passenger shuttle service. Fixed track maintenance costs were prorated from costs for the Northern Line and applied to the 24.7 km route of the new line. Fixed station staffing costs were calculated on the assumption that a total of four staff per shift would be provided at each terminal, for two shift coverage. Track depreciation was computed for an assumed life of 30 years. Operating results showing the difference between the revenue and cost streams for both the Low and High Growth cases are given in Tables 5.3.17 and 5.3.18.

Table 5.3.17: Operating result, Kampong Chhnang Airport Rail Shuttle service, Low growth







Table 5.3.18: Operating result, Kampong Chhnang Airport Rail Shuttle service, High growth





Again, these results suggest that provision of a railway shuttle service will not be possible without a substantial subsidy contribution by the Royal Government of Cambodia.

(viii) Results of economic analysis

Low ridership levels also have the effect of inflating the economic costs of the shuttle service versus those of competing modes and services. A comparison of the fuel consumption rates for the shuttle service with those for premium air conditioned bus services shows that the shuttle is greatly disadvantaged in terms of fuel efficiency with a consumption rate in the Low Growth case of 0.1488 litres per passenger-km, as compared with only 0.0113 litres per passenger-km for the bus. However, this involves a comparison of a near fully loaded bus carrying 45 passengers with a DRC loaded to only 30-50 per cent of its passenger capacity (of 50 persons).If justified by ridership levels, trailer vehicles could be added to trains which would improve fuel efficiency markedly, but each vehicle comprising the train would have to be operating at 100 per cent of its passenger capacity. For example, a train comprising one powered car and two trailer cars, could achieve a rate of fuel consumption which is lower than that of a bus , provided that it is carrying 150 passengers.

A comparison between the rail shuttle and tourist minibus services in terms of their non-fuel operating costs (vehicle capital and maintenance costs, crew wages, etc) also showed that the rail service was greatly disadvantaged owing to its low ridership levels and poor load factors. These results are shown in Table 5.3.19 below.



Table 5.3.19: Economic cost comparison, rail shuttle vs premium air conditioned bus, Kampong Chhnang Airport Rail Shuttle service

Low Growth ScenarioRail Road

Fuel consumption, litres per pkm 0.1488 0.0113


High Growth ScenarioRail Road

Fuel consumption, litres per pkm 0.1270 0.0113


(ix) Concluding observations

The results of the financial and economic analyses suggest that the provision of a railway shuttle service between the Kampong Chhnang Airport and Phnom Penh Railway Station is unlikely to be justified owing to poor ridership prospects and the probable superior operating efficiency of the competing bus services. The absence of a direct connection between the airport and Phnom Penh City hotels would also limit the traffic generating potential of such a service.

5.4 FINANCIAL ASSESSMENT OF INDIVIDUAL BRANCHLINES

The foregoing analysis has demonstrated that the construction of new branchlines to serve cement factories being developed by the Kampot Cement and Lafarge companies, and the rehabilitation of the Phnom Penh Port Access Line, are justified in economic terms. However, this analysis showed that the construction of branchlines to airports in Phnom Penh and Kampong Chhnang was unlikely to generate sufficient passenger traffic either to cover the financial costs of shuttle service operation or to generate sufficient economic savings versus the operation of alternative bus services. In view of the latter findings, these passenger branchlines were excluded from further evaluation.

This section assesses the financial returns available from the construction of the three freight carrying branchlines in the light of alternatives for the ownership operation and financing of these branchlines.

5.4.1 Selection of alternatives for the ownership, operation and financing of freight branchlines

The evaluated freight carrying branchlines are of two distinct types. The branchlines connecting to the Kampot Cement and Lafarge factories are of one type and may be thought of as extensions of the cement production and distribution process. They will not be used by any other rail customer, than the cement companies with whose plants they connect. On the other hand, the branchline connecting Phnom Penh Railway Station with inland waterway port facilities beside the Tonle Sap River in Phnom Penh will be a common user facility, to be used for the transfer of cement and cement inputs traffic between rail and IWT as well as for the movement of petroleum products from Sihanoukville (Stung Hav) to Phnom Penh.

(a) The case of the dedicated use cement company branch-lines

While the dedicated use branch-lines to the cement plants could in theory be owned, operated and financed by the Railway Operating Company, there would be no argument in favour of this option if it




could be demonstrated that the cement companies would generate a commercial rate of return by investing in the construction of their own branch-lines. In fact, it has been demonstrated (in the analysis below) that the two cement branch-line projects would yield attractive rates of return for cement company investors and thus would justify such investment. In this case, the cement companies would own the branch-lines, but would grant the railway operating company the right to operate, free of charge, on the branch-line and on the railway trackage within the cement plant boundaries. The railway operating company would be responsible for the maintenance of branch-line and internal plant trackage, but would recover the cost of this maintenance in the freight rate. In return for their investment in the construction of the branchlines , the companies might pay discounted freight charges which would cover the cost of train operation and of the maintenance of track and structures, but which would exclude the cost of investment in the construction of the branchlines.

(b) The case of the common user Phnom Penh Port Access line

The Port Access Line is currently only in use for diesel traffic to the Sokimex Depot at Km 5.5. Trains have not operated beyond this depot for the past two years, but the trackage remains intact up to and within the compound of the Green Trade Company at Km 6.7.

The Green Trade Company is a State Owned Entrprise established by a Government Decree of 23 November 19981 and is under the technical supervision of the Ministry of Commerce and the financial supervision of the Ministry of Economy and Finance. This company owns and leases warehouses within its compound at the end of the Port Access Line. This compound also contains the “old French Pier” which was previously used as the main berth for cargo vessels prior to the construction of the present Phnom Penh Port and is now understood to require re-building.

The Green Trade compound is being evaluated by the Kampot Cement as a facility for the rail to IWT transfer of cement from its Touk Meas Factory, as well as for the IWT to rail transfer of biomass volume sourced in the Siem Reap area and to be used as a fuel supplement for the operation of its cement plant. A section of the Green Trade compound was also previously leased by the Caltex Company which transferred diesel fuel from rail to road tankers at its depot which also includes a river mooring for domestic petroleum barges which were previously used to transport fuel to Chong Kneas Port (Siem Reap).

Rehabilitation of 6.7 km of the Port Access Line and another 3.5 km of trackage within the Green Trade compound would provide operable rail infrastructure to the only location at which cargo can be transferred between rail and IWT. It would also permit the resumption of the Caltex petroleum traffic between Stung Hav Petroleum Port and Phnom Penh.

In essence, the Phnom Penh Port Access Line would function as a common user facility. The Railway Operating Company (ROC )would operate on the access line and the internal trackage of the Green Trade and Sokimex compounds in order to place and retrieve rail cargo consignments for several customers. Under this operating regime, the buildings, structures and internal trackage of both compounds would remain under the ownership of the proprietary companies, but ownership of the access line would remain with the government through its railway property agency. In addition to operating trains, the ROC would be responsible for the maintenance of all railway trackage within and outside of the two compounds and would recover the cost of this maintenance through a direct charge on the compound owners. .

Under the present corporate and ownership structure of the Green Trade Company it would not be possible for the ROC to hold shares in the former, although it is conceivable that the Green Trade Company could form a joint venture company with a commercial partner for the rehabilitation, development and operation of the port and warehousing facilities within its compound. Evaluation of this option would require a full assessment to be made of the requirements for port infrastructure and cargo handling equipment within the Green Tade compound, which was not possible within the time

1 ANU-KRET No 72/ANK/BK, November 23, 1998.



constraints of this study. These requirements would have to be compatible with the train operating parameters adopted for railway servicing of the compound, but the latter are currently under study by the consulting team working on the parallel railway restructuring project. They are understood to have significant implications for the design of cargo handling infrastructure within the Green Trade compound, including the possible provision of a long platform to allow unloading by forklifts of palletised bagged cement from boxcars or low-sided wagons.

For the purpose of the financial evaluation, therefore, it was assumed that the government or the ROC would be required to finance the rehabilitation of the Phnom Penh Port Access Line of 6.7 km, up to the entrance of the Green Trade and Sokimex compounds and that the upgrading of all rail trackage, structures and buildings within these compounds would be financed their owners. In fact, the evaluation has been constructed on the basis that the ROC would finance the rehabilitation of the Port Access Line from freight revenues, perhaps under a Build-Operate-Transfer contract ..

5.4.2 Financial analysis of branchline investments

Analysis of the required investments in the construction of new branchlines to connect to the cement plants of Kampot Cement at Touk Meas and of the Lafarge Company, north of Kampot City shows that these investments are likely to realise substantial financial internal rates of return (FIRR) for their investors (assumed to be the two cement companies). On the other hand, an investment by the Railway Operating Company in the rehabilitation of the Phnom Penh Port Access Line was shown to yield acceptable financial rates of return in both the Low and High Growth Traffic Forecast cases.

(a) Touk Meas Cement Branchline

The evaluation of an investment in the construction of this branchline was predicated on the basis that Kampot Cement would finance this project from commercial loan funds. In the absence of a rail connection to its plant, Kampot Cement would have to transport its cement output to Phnom Penh by road transport. It is questionable whether this would represent a practical option for the company as both National Road 3 and Road Number 31 which provide road access to the plant are in a poor condition with badly degraded pavements and inadequate shoulder width. However, on the assumption that road transport might in future represent a realistic alternative to rail for cement haulage, the benefits derived by the company from an investment in a dedicated branchline can be measured as the difference between the road freight rate it would have to pay if it had to rely exclusively on road transport and the rail freight rate it would have to pay for the rail haulage of its cement output.

The consultants engaged on the parallel railway restructuring project have, for the purposes of a financial evaluation of the operating concession, determined a rail rate for cement haulage from all domestic plants of US$ 3.25 per tonne. The comparable road rate, of US$ 4.64 per tonne, was based on the estimated long run marginal cost of road haulage of cement from Touk Meas to Phnom Penh of US$ 5.55 per tonne2, net of an amount of US$ 0.91 per tonne to allow for the additional local road delivery cost if rail linehaul transport is used. The rail rate for cement haulage of US$ 3.25 per tonne was derived after discounting the assumed net road rate by 30 per cent. The resulting saving of US$ 1.39 per tonne, expanded across the forecast tonnage to be transported by rail, was assumed to offset the construction cost of the Touk Meas branch-line.

A similar approach was used to calculate the net saving of using rail rather than road for the transport of cement inputs to the Touk Meas Plant. In this case unit rail rates per tonne-km of US$ 0.022, 0.024, and 0.032 were assumed respectively for coal and gypsum from Sihanoukville Port, heavy fuel oil from Stung Hav Petroleum Port and biomass from Siem Reap via IWT and rail.

Table 5.4.1 shows the computed annual transport cost savings which would be available from an investment in the proposed branch-line.

2 The long run marginal cost includes the costs of truck operation and maintenance in addition to an allowance

for truck depreciation.


Table 5.4.1: Transport cost savings due to investment in the Touk Meas branch-line

Cement Petroleum Coal & Gypsum BiomassRail rate, US$ per tonne 3.25 Rail rate, US$ per tkm 0.032 Rail rate, US$ per tkm 0.022 Rail rate, US$ per tkm 0.024Road rate, US$ per tonne 4.64 Road rate, US$ per tkm 0.063 Road rate, US$ per tkm 0.044 Road rate, US$ per tkm 0.045Road-rail, US$ per tonne 1.39 Road-rail, US$ per tkm 0.031 Road-rail, US$ per tkm 0.022 Road-rail, US$ per tkm 0.021

YearCement, TM- Cement, Coal&Gyp Biomass HFO Cement Cement Coal &Gyp HFO Biomass TotalGTW TM-New Inter SNV-TM GTW-TM St-H-TM TM-GTW TM-New Int. SNV-TM ST-H-TM GTW-TMMill.tonnes Mill.tonnes Mill.TKM Mill. TKM Mill.TKM Terminal

2007 0 0.228 21.37 0.00 1.177 0.317 0.477 0.037 0.000 0.8312008 0.044 0.635 25.55 3.50 2.919 0.061 0.882 0.571 0.091 0.086 1.6912009 0.192 0.848 24.12 16.10 3.353 0.266 1.179 0.539 0.105 0.394 2.4832010 0.210 0.990 27.83 18.58 3.869 0.292 1.376 0.621 0.121 0.454 2.8652011 0.235 1.045 29.68 19.82 4.127 0.327 1.452 0.663 0.129 0.485 3.0562012 0.260 1.100 31.54 21.06 4.385 0.362 1.529 0.704 0.137 0.515 3.2472013 0.285 1.155 33.39 22.30 4.643 0.397 1.605 0.746 0.145 0.545 3.4382014 0.310 1.210 35.25 23.54 4.901 0.431 1.681 0.787 0.154 0.575 3.6292015 0.335 1.265 37.10 24.77 5.159 0.466 1.758 0.829 0.162 0.606 3.8202016 0.377 1.303 38.96 26.01 5.417 0.524 1.811 0.870 0.170 0.636 4.0112017 0.418 1.342 40.81 27.25 5.675 0.581 1.865 0.911 0.178 0.666 4.2022018 0.460 1.380 42.67 28.49 5.933 0.639 1.919 0.953 0.186 0.697 4.3932019 0.501 1.419 44.52 29.73 6.191 0.697 1.972 0.994 0.194 0.727 4.5842020 0.543 1.457 46.38 30.97 6.449 0.754 2.026 1.036 0.202 0.757 4.7752021 0.577 1.463 47.31 31.59 6.578 0.801 2.034 1.056 0.206 0.772 4.8702022 0.611 1.469 48.23 32.21 6.707 0.849 2.042 1.077 0.210 0.787 4.9662023 0.645 1.475 49.16 32.83 6.836 0.896 2.050 1.098 0.214 0.803 5.0612024 0.679 1.481 50.09 33.45 6.965 0.944 2.059 1.119 0.218 0.818 5.1572025 0.713 1.487 51.02 34.06 7.094 0.991 2.067 1.139 0.222 0.833 5.2522026 0.747 1.493 51.94 34.68 7.223 1.039 2.075 1.160 0.226 0.848 5.3482027 0.781 1.499 52.87 35.30 7.352 1.086 2.083 1.181 0.230 0.863 5.4432028 0.815 1.505 53.80 35.92 7.481 1.133 2.091 1.201 0.234 0.878 5.5392029 0.850 1.510 54.73 36.54 7.610 1.181 2.100 1.222 0.238 0.893 5.6342030 0.884 1.516 55.65 37.16 7.739 1.228 2.108 1.243 0.242 0.909 5.730

Road less rail cost (units US$ million)Physical (volume) -units Mill.tonnes or Mill. tonne-km

Source: Canarail and consultant’s estimates

An estimate of the total project cost, with a breakdown by cost component as shown in Table 5.4.2, was prepared by the engineering team. It was assumed that this cost would be disbursed within the first 9 months of 2007 and would be covered by a commercial loan taken out by Kampot Cement.

Table 5.4.2: Project cost estimate, Touk Meas branch-line

Project cost component Financial cost

(US$ million)

Construction cost 2.071

Environmental Mitigation 0.002

Resettlement & Compensation 0.071

Consulting Services and Admin. 0.321


Total 2.776



The results of the financial evaluation of this project are shown in Table 5.4.3. While they do not allow for the project financing costs, they are indicative of the strong financial viability of the project, and demonstrate that the potential project returns will be more than sufficient to justify an investment by the cement company in the construction of the branch-line. If it were decided by the Railway Operating Company to provide a tariff incentive for this investment, the potential rate of return would be even higher than that shown, but it may be argued that such an incentive would not be necessary in view of the size of the transport cost savings likely to be available to the cement company were it to use rail rather than road

Table 5.4.3: Indicative financial evaluation of investment in Touk Meas branch-line construction project

Units: US$ millionYear

Construction Total Road less rail Total NetResettlement and Costs transport cost Benefits BenefitEnvironmental

2006 0.00 0.00 0.002007 2.78 2.78 0.83 0.83 -1.942008 0.00 1.69 1.69 1.692009 0.00 2.48 2.48 2.482010 0.00 2.86 2.86 2.862011 0.00 3.06 3.06 3.062012 0.00 3.25 3.25 3.252013 0.00 3.44 3.44 3.442014 0.00 3.63 3.63 3.632015 0.00 3.82 3.82 3.822016 0.00 4.01 4.01 4.012017 0.00 4.20 4.20 4.202018 0.00 4.39 4.39 4.392019 0.00 4.58 4.58 4.582020 0.00 4.77 4.77 4.772021 0.00 4.87 4.87 4.872022 0.00 4.97 4.97 4.972023 0.00 5.06 5.06 5.062024 0.00 5.16 5.16 5.162025 0.00 5.25 5.25 5.252026 0.00 5.35 5.35 5.352027 0.00 5.44 5.44 5.442028 0.00 5.54 5.54 5.542029 0.00 5.63 5.63 5.632030 -2.78 -2.78 5.73 5.73 8.51

Totals 0.000 0.00 100.03 100.03 100.03

Project cost residuals Indicators of financial worth2.77565 FNPV 20.39

FIRR 112.44%

Financial Cost Flows Financial Benefit Flows

(b) Lafarge Cement Branchline

This project would involve the re-construction of a branchline along an old railway formation of 11.6 km from Kampot Station (at PK 166.0) to the site of the cement plant proposed for construction by the



Lafarge Company of France. It is understood that this site is adjacent to the old Chinese wet process cement factory which was previously served by rail from Kampot.

Lafarge have indicated a need for a rail connection to move the output of their cement factory to Phnom Penh and to move cement inputs, comprising coal and gypsum from Sihanoukville Port to the factory.

In common with the Touk Meas cement branchline, it was assumed that the branchline to the Lafarge factory would be financed by the company with a commercial loan. As is also the case with Kampot Cement, Lafarge would receive financial benefits from its investment in the form of a transport cost saving from the use of rail rather than road. . The relevant comparison for the transport of cement to Phnom Penh is between a rail rate of US$ 3.25 per tonne (determined by Canarail, as described above) and an estimated road rate of US$ 4.92 per tonne. The latter was based on an estimated long run marginal road cost of $ 5.83 less $0.91 per tonne for local road delivery which would be incurred if rail line-haulage was used, but assumed to be avoided if road transport was used from the plant to Phnom Penh. The potential saving per tonne for cement transport would be US$ 1.67. Using the same method a unit saving was estimated for coal and gypsum transport at $ 0.024 per tonne-km (road rate of $0.046 less rail rate of $ 0.022 per tonne-km).

Expansion of the forecast transport volumes by the above unit savings gave the financial benefit flows shown in Table 5.4.4.

Table 5.4.4: Transport cost savings due to investment in the Lafarge branch-line

Cement Coal and GypsumRail rate, US$ per tonne 3.25 Rail rate, US$ per tkm 0.022Road rate, US$ per tonne 4.92 Road rate, US$ per tkm 0.046Road-rail, US$ per tonne 1.67 Road-rail, US$ per tkm 0.024

Year Cement, LAF- Coal&GypNew Interm.Term. SNV-LAF Cement Coal &Gyp TotalMill.tonnes Mill. TKM LAF-New Int.T SNV-LAF

2007 0.000 0.000 0.000 0.0002008 0.250 16.765 0.417 0.409 0.8262009 0.700 33.530 1.167 0.819 1.9862010 0.960 40.236 1.600 0.982 2.5832011 1.040 43.589 1.734 1.064 2.7982012 1.120 46.942 1.867 1.146 3.0132013 1.200 50.295 2.000 1.228 3.2282014 1.280 53.648 2.134 1.310 3.4442015 1.360 57.001 2.267 1.392 3.6592016 1.440 60.354 2.400 1.474 3.8742017 1.520 63.707 2.534 1.556 4.0892018 1.600 67.060 2.667 1.637 4.3052019 1.680 70.413 2.801 1.719 4.5202020 1.760 73.766 2.934 1.801 4.7352021 1.800 75.443 3.001 1.842 4.8432022 1.840 77.119 3.067 1.883 4.9502023 1.880 78.796 3.134 1.924 5.0582024 1.920 80.472 3.201 1.965 5.1662025 1.960 82.149 3.267 2.006 5.2732026 2.000 83.825 3.334 2.047 5.3812027 2.040 85.502 3.401 2.088 5.4882028 2.080 87.178 3.467 2.129 5.5962029 2.120 88.855 3.534 2.170 5.7042030 2.160 90.531 3.601 2.211 5.811

Road less rail costs (US$ mill.)

Sources: Canarail and consultant’s estimates REHABILITATION OF RAILWAY IN CAMBODIA Chapter 5 ADB T.A. NO. 6251-REG Page 29 of 36


Estimates of the project costs prepared by the JARTS engineering team are shown in Table 5.4.5. They cover the re-construction of the former branch-line on the remaining railway formation between Kampot Station and the site of the Lafarge plant.

Table 5.4.5: Project cost estimate, Lafarge branch-line

Project cost component Financial cost

(US$ million)

Construction cost 2.866

Environmental Mitigation 0.004

Resettlement & Compensation 0.017

Consulting Services and Admin. 0.444

Total 3.331


The relatively low construction cost reflects the lack of earthworks, since the track would be laid on an existing embankment formation. For the same reason (i.e. the existence of a railway formation), resettlement and compensation costs are likely to be low.

Investment in the construction of its branchline holds the prospect of a healthy rate of return of more than 50 per cent for Lafarge, as may been seen from Table 5.4.6. While the Touk Meas and Lafarge projects would generate about the same level of transport cost savings for their respective investors, the Laferge project would yield a lower rate of return than the Touk meas project, owing to its higher construction cost.




Table 5.4.6: in Lafarge branch-line construction project Indicative financial evaluation of investment

Units: US$ millionYear

Construction Total Road less rail Total NetResettlement & Costs transport cost Benefits BenefitEnvironmental

2006 0.00 0.00 0.002007 3.74 3.74 0.00 0.00 -3.742008 0.00 0.83 0.83 0.832009 0.00 1.99 1.99 1.992010 0.00 2.58 2.58 2.582011 0.00 2.80 2.80 2.802012 0.00 3.01 3.01 3.012013 0.00 3.23 3.23 3.232014 0.00 3.44 3.44 3.442015 0.00 3.66 3.66 3.662016 0.00 3.87 3.87 3.872017 0.00 4.09 4.09 4.092018 0.00 4.30 4.30 4.302019 0.00 4.52 4.52 4.522020 0.00 4.74 4.74 4.742021 0.00 4.84 4.84 4.842022 0.00 4.95 4.95 4.952023 0.00 5.06 5.06 5.062024 0.00 5.17 5.17 5.172025 0.00 5.27 5.27 5.272026 0.00 5.38 5.38 5.382027 0.00 5.49 5.49 5.492028 0.00 5.60 5.60 5.602029 0.00 5.70 5.70 5.702030 -3.74 -3.74 5.81 5.81 9.56

Totals 0.000 0.00 96.33 96.33 96.33

Project cost residuals Indicators of financial worth3.74457 FNPV 17.39

FIRR 53.52%

9/17/2006

Financial Cost Flows Financial Benefit Flows

(c) Phnom Penh Port Access Line

This project differs from the other two freight branchline projects in that it would be a common user facility, which would be available for the rail haulage of the consignments of several customers located either within or adjacent to the Green Trade compound. Investing parties in the project to rehabilitate this line are likely to be the successful bidder for the railway operating franchise (which is now being established as part of the parallel railway restructuring project) or a Private-Public Partnership comprising the railway operating franchisee and the Royal Government of Cambodia.

Since this evaluation is intended only to provide an indication of the overall project financial return, it has been assumed that the railway operating franchisee will provide the investment funds through a commercial loan which would be repaid by net operating profit from operation on the port branch-line,



per tonne for cement, US$ 0.024 per tonne-km for biomass and US$ 0.032 per tonne-km for petroleum.

el. They include the costs of train crews, fuel, and maintenance of locomotives and rolling-stock.

Investment costs for this project comprise the costs of:

• single track railway from Phnom Penh Station to the entrance to the Green Trade compound;

• with the Phnom Penh Port Access Line to the entrance to the Sokimex petroleum depot; and

•

from Stung Hav Petroleum Port to the Sokimex and Caltex depots on the Port Access Line.

rt investment package to be financed by the Green Trade company with a private sector partner.

abilitation schedule adopted for the former would therefore be linked to the schedule for the latter..

ement of locomotives and wagons, they had not been fully identified at the time this report was written.

t are given for the Low and High growth cases respectively in Annexes 6.1 and 6.2 of Appendix 4.

on the main Southern Line and (in the case of the cement and biomass traffic) on the Touk Meas branch-line. For the purposes of revenue estimation, the same freight rate assumptions have been used as were used in the case of the Touk Meas branch-line evaluation, viz. US$ 3.25

Expansion of the forecast traffic volumes by these rates gave the revenue flow estimates for both Low and High Growth scenarios, as shown in Table 5.4.7. This table also shows the fixed and variable operating cost estimates for the port branch-line traffic. Based on data for the Northern Line, the cost of fixed track maintenance was apportioned to the 7.2 km length of the port access line (plus the Sokimex spur line) at a rate of US$ 1,162 per km per year as from 2008. Variable O&M costs were calculated with the aid of a railway traffic costing mod

Rehabilitating 6.7 km of

Rehabilitating 0.5 km of single track spur line from the junction

Acquiring new locomotives and rolling stock for the haulage of cement from the Touk Meas factory to a rail/IWT transfer terminal in the Green Trade compound, for the haulage of biomass volume from the Green Trade compound to the Touk Meas factory and for the haulage of petroleum

The costs of rehabilitating the port access and Sokimex spur lines were apportioned from estimates prepared by the JARTS engineering team of the costs of rehabilitating the entire trackage of the port access line and of the Green Trade compound. The costs of the latter were assumed to be met as part of an IWT po

The rehabilitation cost estimates, with a breakdown by cost component are given in Table 5.4.8. The project schedule developed by the JARTS engineering team would involve construction over a period of six months in the first half of 2008, with operations commencing in the final quarter of 2008. Rehabilitation of the port access line would involve the use of steel sleepers released after the rehabilitation of the Southern Line and the reh

Estimates of the cost of locomotive and rolling stock acquisition as developed for this report were based on an assumption that all freight trains operating on the port branch-line would be comprised of 20 wagons each with a payload of 40 tonnes and hauled by a single 1,200 HP locomotive. At the time this report was being prepared, it was understood that the consulting team for the parallel railway restructuring project was in the course of evaluating the operating parameters for the port access line and indeed for all other components of the rehabilitation project. It is understood these parameters would involve the operation on the port access line of standard trains of 15 wagons with a payload of 60 tonnes each and hauled either by two locomotives of 1,200 HP or a single locomotive of about 2,500 HP. While it is conceivable that adoption of these parameters would result in greater operational efficiency and a lower requir

The locomotive and wagon fleet requirement which was derived from the operating parameters adopted for this repor


CementAssumed rate, US$ per tonne: 3.25Variable O&M, US$ per tonne-km: 0.011

BiomassAssumed rate, US$ per tonne-km: 0.024Variable O&M, US$ per tonne-km: 0.012

PetroleumAssumed rate, US$ per tonne-km: 0.032Variable O&M, US$ per tonne-km: 0.012

A. Low growth scenario B. High growth scenario

Revenue RevenueYear Cement Biomass Petroleum Petroleum Fixed Trk Variable Year Cement Biomass Petroleum Petroleum Fixed Trk Variable

TM-GTW GTW-TM Sokimex Caltex Maint O&M TM-GTW GTW-TM Sokimex Caltex Maint O&MMill.tonnes Mill.tkm Mill.tkm Mill.tkm US$ mill. US$ mill. US$ mill. Mill.tonnes Mill.tkm Mill.tkm Mill.tkm US$ mill. US$ mill. US$ mill.

2007 0.000 0.000 0.000 0.000 0.000 2007 0.000 0.000 0.000 0.000 0.0002008 0.042 3.504 1.157 0.914 0.289 0.002 0.065 2008 0.046 3.504 1.173 0.995 0.305 0.002 0.0662009 0.180 16.103 3.030 15.208 1.564 0.008 0.398 2009 0.203 16.103 5.965 17.040 1.789 0.008 0.4542010 0.193 18.581 14.435 15.816 2.050 0.008 0.566 2010 0.227 18.581 19.704 18.233 2.406 0.008 0.6552011 0.209 19.819 15.053 16.887 2.185 0.008 0.600 2011 0.262 19.819 33.027 20.213 3.039 0.008 0.8472012 0.224 21.058 15.671 17.957 2.320 0.008 0.634 2012 0.296 21.058 46.349 22.192 3.671 0.008 1.0382013 0.240 22.297 16.289 19.027 2.455 0.012 0.668 2013 0.331 22.297 59.671 24.171 4.303 0.012 1.2302014 0.255 23.535 16.907 20.097 2.589 0.012 0.702 2014 0.365 23.535 72.993 26.151 4.936 0.012 1.4222015 0.271 24.774 17.525 21.167 2.724 0.012 0.736 2015 0.400 24.774 86.315 28.130 5.568 0.012 1.6132016 0.293 26.013 18.881 22.553 2.913 0.012 0.782 2016 0.461 26.013 91.157 31.112 6.047 0.012 1.7192017 0.314 27.252 20.236 23.938 3.102 0.017 0.828 2017 0.522 27.252 95.999 34.095 6.526 0.017 1.8242018 0.336 28.490 21.592 25.324 3.291 0.017 0.874 2018 0.583 28.490 100.840 37.077 7.005 0.017 1.9302019 0.358 29.729 22.947 26.709 3.480 0.017 0.920 2019 0.644 29.729 105.682 40.059 7.484 0.017 2.0352020 0.380 30.968 24.303 28.095 3.669 0.017 0.967 2020 0.705 30.968 110.524 43.041 7.963 0.017 2.1412021 0.404 31.587 28.917 28.703 3.929 0.017 1.034 2021 0.749 31.587 117.187 44.230 8.373 0.017 2.2392022 0.428 32.206 33.532 29.312 4.188 0.017 1.102 2022 0.794 32.206 123.850 45.419 8.784 0.017 2.3372023 0.452 32.826 38.146 29.921 4.448 0.017 1.170 2023 0.838 32.826 130.513 46.608 9.194 0.017 2.4362024 0.475 33.445 42.761 30.529 4.708 0.017 1.238 2024 0.882 33.445 137.177 47.797 9.605 0.017 2.5342025 0.499 34.065 47.375 31.138 4.968 0.017 1.306 2025 0.927 34.065 143.840 48.987 10.015 0.017 2.6332026 0.523 34.684 51.990 31.747 5.228 0.017 1.374 2026 0.971 34.684 150.503 50.176 10.426 0.017 2.7312027 0.547 35.303 56.604 32.355 5.488 0.017 1.441 2027 1.015 35.303 157.166 51.365 10.837 0.017 2.8302028 0.571 35.923 61.219 32.964 5.748 0.017 1.509 2028 1.060 35.923 163.830 52.554 11.247 0.017 2.9282029 0.595 36.542 65.833 33.573 6.008 0.017 1.577 2029 1.104 36.542 170.493 53.743 11.658 0.017 3.0272030 0.619 37.161 70.448 34.182 6.268 0.017 1.645 2030 1.149 37.161 177.156 54.932 12.068 0.017 3.125

Costs Costs


Table 5.4.7: Revenue, fixed and variable O&M cost estimates, Phnom Penh Port Access Line


Table 5.4.8: Project cost estimates, Phnom Penh Port Access Line

Project cost component Financial cost(US$ million)

Construction cost 1.010 Environmental Mitigation 0.016 Resettlement & Compensation 0.610 Consulting Services and Admin. 0.145 Contingencies and price escalation 0.180

Total 1.961

Estimates of revenue, cost and net revenue flows for the Low and High Growth scenarios show that the project has the prospect of generating acceptable rates of financial return in both cases , as may be seen from Tables 5.4.9 and 5.4.10.

Table 5.4.9: Indicative financial evaluation of investment in Phnom Penh Port Access Line construction project

1. Rehabilitation Low Growth Case

Year Financial Benefit FlowsConstr. Rolling otal Revenue Total NeT tResettle& Stock Fixed Track Fixed Stn O&M Costs Benefits BenefitEnviron. Maint. Staffing variable

2006 0.00 0.002007 3.44 3.44 -3.442008 1.96 1.72 0.002 0.003 0.065 3.75 0.289 0.289 -3.462009 0.54 0.008 0.012 0.398 0.96 1.564 1.564 0.602010 0.22 0.008 0.012 0.566 0.81 2.050 2.050 1.242011 0.18 0.008 0.012 0.600 0.80 2.185 2.185 1.382012 0.18 0.008 0.012 0.634 0.83 2.320 2.320 1.492013 0.18 0.013 0.012 0.668 0.87 2.455 2.455 1.582014 0.28 0.013 0.012 0.702 1.01 2.589 2.589 1.582015 0.22 0.013 0.012 0.736 0.98 2.724 2.724 1.742016 0.24 0.013 0.012 0.782 1.05 2.913 2.913 1.872017 0.22 0.018 0.012 0.828 1.08 3.102 3.102 2.022018 0.32 0.018 0.012 0.874 1.22 3.291 3.291 2.072019 0.22 0.018 0.012 0.921 1.17 3.480 3.480 2.312020 0.36 0.018 0.012 0.967 1.36 3.669 3.669 2.312021 0.30 0.018 0.012 1.035 1.37 3.929 3.929 2.562022 0.28 0.018 0.012 1.103 1.41 4.188 4.188 2.782023 0.38 0.018 0.012 1.170 1.58 4.448 4.448 2.872024 1.36 0.018 0.012 1.238 2.63 4.708 4.708 2.082025 0.34 0.018 0.012 1.306 1.68 4.968 4.968 3.292026 0.28 0.018 0.012 1.374 1.68 5.228 5.228 3.542027 4.44 0.018 0.012 1.442 5.91 5.488 5.488 -0.422028 2.06 0.018 0.012 1.509 3.60 5.748 5.748 2.152029 0.84 0.018 0.012 1.577 2.45 6.008 6.008 3.562030 -1.96 -9.30 0.018 0.012 1.645 -9.59 6.268 6.268 15.85

Totals 0.000 9.30 0.34 0.27 22.14 32.06 83.61 83.61 51.55

Project cost residuals Indicators of economic worth


1.961312 9.3 NPV (US$mill) 4.85 Date:EIRR 20.23% 9/19/2006

Financial Cost FlowsRailway O&M costs


Table 5.4.10: Indicative financial evaluation of investment in Phnom Penh Port Access Line construction project


Growth Case

Year Financial Benefit FlowsConstr. Rolling

2. Rehabilitation High

otal Revenue Total NeT tResettle& Stock Fixed Track Fixed Stn O&M Costs Benefits BenefitEnviron. Maint. Staffing variable

2006 0.00 0.002007 3.48 3.48 0.00 -3.482008 1.96 2.00 0.002 0.003 0.066 4.03 0.30 0.305 -3.732009 0.74 0.008 0.012 0.454 1.21 1.79 1.789 0.572010 0.76 0.008 0.012 0.655 1.44 2.41 2.406 0.972011 0.74 0.008 0.012 0.847 1.61 3.04 3.039 1.432012 1.78 0.008 0.012 1.039 2.84 3.67 3.671 0.832013 0.78 0.013 0.012 1.230 2.04 4.30 4.303 2.272014 0.74 0.013 0.012 1.422 2.19 4.94 4.936 2.752015 0.60 0.013 0.012 1.614 2.24 5.57 5.568 3.332016 0.60 0.013 0.012 1.719 2.34 6.05 6.047 3.702017 1.62 0.018 0.012 1.824 3.47 6.53 6.526 3.052018 0.70 0.018 0.012 1.930 2.66 7.01 7.005 4.342019 0.70 0.018 0.012 2.035 2.77 7.48 7.484 4.722020 1.44 0.018 0.012 2.141 3.61 7.96 7.963 4.352021 0.52 0.018 0.012 2.239 2.79 8.37 8.373 5.582022 0.50 0.018 0.012 2.338 2.87 8.78 8.784 5.922023 0.56 0.018 0.012 2.436 3.03 9.19 9.194 6.172024 0.50 0.018 0.012 2.535 3.07 9.60 9.605 6.542025 0.62 0.018 0.012 2.633 3.28 10.02 10.015 6.732026 0.54 0.018 0.012 2.732 3.30 10.43 10.426 7.122027 3.48 0.018 0.012 2.830 6.34 10.84 10.837 4.502028 2.48 0.018 0.012 2.928 5.44 11.25 11.247 5.812029 2.18 0.018 0.012 3.027 5.24 11.66 11.658 6.422030 -1.96 -14.03 0.018 0.012 3.125 -12.84 12.07 12.068 24.90

Totals 0.000 14.03 0.34 0.27 43.80 58.45 163.25 163.25 104.80

Project cost residuals Indicators of economic worth1.961312 14.03 NPV (US$mill) 11.55 Date:

EIRR 25.11% 9/19/2006

Financial Cost FlowsRailway O&M costs

It should be noted, however, that these results are indicative of those which might be achieved by the project with the train operating company as the sole investor. They do not reflect financing costs nor the returns to equity which might be available under various investment participation scenarios (involving for example, a Private Public Partnership with participation by the rail operating company in partnership with an RGC agency).

5.7 CONCLUSION

The analysis in this section of the Supplementary Report has considered the economic and financial viability of five branch-lines which might be expected to generate traffic for the two mainlines which have been evaluated for rehabilitation in the current TA project.

Two of these five branch-lines are intended to provide railway links to domestic cement factories either now under construction or in the advanced stages of pre-construction planning. The viability of a third branch-line, to be rehabilitated in order to provide an operable rail link to the inland waterway port in Phnom Penh will also have a vital dependence on traffic from at least one of these domestic cement



factories. Thus the two cement plant projects underscore the importance of cement transportation to the viability of the entire railway rehabilitation project. The latest available information on the production plans of the two factories with the best prospects for rail connection suggest that both of these plants will be in operation by mid-2008 and that one (the Kampot Cement Plant at Touk Meas in Kampot Province) will be in operation as early as July 2007, indicating a need to accelerate the rehabilitation of the Southern mainline. These plants are also expected to generate rail transport volumes which are 70-80 per cent greater than those projected when the main transport demand forecasts were prepared in April 2006. In order to provide an updated basis for the branch-line assessment, it was therefore necessary to revise the earlier demand forecasts.

The branch-line assessment also included an analysis of the economic and financial viability of two passenger only branch-lines connecting Phnom Penh Station with airports in Phnom Penh and Kampong Chhnang.

The main findings of the branch-line assessment are that:

(i) The two cement branch-lines and the Phnom Penh Port Access Line have strong justification in both economic and financial terms;

(ii) Failure to proceed with the construction of both cement branch-lines will reduce the economic returns available from the mainline rehabilitation project to non-viable levels, while failure to proceed with either branch-line project will significantly reduce the economic returns available from the mainline project;

(iii) The two passenger branch-lines are unlikely to be viable in economic and financial terms, given the prospect that they will generate only low traffic volumes;

(iv) The two cement branch-line projects have a strong possibility of yielding highly attractive financial rates of return (FIRR’s of more than 50 per cent) which would justify cement company investment in their construction; and

(v) The rehabilitation of the Phnom Penh Port Access Line would yield acceptable financial rates of return for an investment either by a private railway operator or by a Private Public Patrnership involving participation by the private operator and the Royal Government of Cambodia.

These findings are, however, qualified by the need to develop a comprehensive plan for freight traffic operations which will result in efficient equipment utilization (i.e. minimized locomotive and wagon cycle times) and an optimal level of investment in locomotive and wagon resources. At the time of writing such a plan was in the course of being prepared by the consulting team engaged on the parallel railway restructuring project.



6. ALTERNATIVE ALIGNMENT AT CAMBODIA-THAI BORDER

It was suggested by NEDA during the meetings among MPWT, ADB, NADA, RRC, Consultants, and

other Cambodian Government authorities in June 2006 that, in order to avoid environmental impacts to the society along the railway line, Thai Government may consider the diversion of the railway alignment at the border section.

The following study was conducted to find potential detour alignments which can avoid built up areas both in Cambodia and in Thailand.

6.1 GEOGRAPHICAL CONDITIONS AT THE BORDER

6.1.1 Cambodia Side

Banteay Meanchey is the province of Cambodia side bounding with Sa Kaeo province in Thai side, locating 300 km northwest of Phnom Penh. The last section of RRC Northern Line between Sisophon and Poipet, 48 km long, has been destroyed and removed during civil war. Before the civil war, the RRC Northern Line was connected with SRT Eastern Line and through operation of trains to Bangkok had been carried out.

After the removal of track structure, squatters are encroaching in the RRC R.O.W. at Poipet, and many casino hotels are constructed at border zone. As the trace of the railway, a steel bridge above the border river and a ruin of Poipet station building are remained.

Terrain is generally flat with shallow and meandering valleys which are forming natural border line at this area. In parallel with Northern Line, National Road No. 5 is running north side of the railway line. In the south side of railway and NR-5, the border line is intruding 9 km into Cambodia side along with a river flow. The width between railway line and the border line is 400m to 500m only at this area.

Poipet town is developing by small scale trading and casinos. Many people are crossing the border everyday carrying goods for the market near the border. Visitors and guests of casino hotels are coming mainly from Thai side and that from Cambodia side are limited.

6.1.2 Thai Side

Sa Kaeo is the province of Thai side bounding with Banteay Meanchey province at Cambodia side, locating 245 km east of Bangkok with the area of 7,195 km2. Sa Kaeo has its border facing Cambodoa of approximately 165 km. Generally, the area varies from plains to highlands. Highlands and mountains are in the north, while the south is covered with wavy plains and hills.

Aranyaprathet is the border city in Thai side. Aranyaprathet station is the terminal station of SRT Eastern Line, locating 255 km from Bangkok Hualampong station. Two local trains are operating every day between Bangkok and Aranyaprathet within 5.5 to 6.5 hours. National Road No. 33, which is connecting to National Road No. 5 of Cambodia, is running south side of the railway line. Since NR-5 is running north side of the railway in Cambodia, the railway should cross the NR-33 or NR-5 at somewhere.

6.2 ALIGNMENT OPTIONS

Since there is no railway structure remained in Cambodia side, and the existing railway structure is under operation up to Aranyaprathet station in Thai side, re-alignment study was made in the section of 8km, i.e. 4 km both side of the border which does not cover Aranyaprathet station but covers Poipet


station.

The re-alignment study was made based on the satellite photo taken at January 2005. The alternative routes are shown on the satellite photo map in Appendix 9.

NR- 33

NR- 5

Option- 1

Option- 2BOption- 2A

AranyaprathetPoipet

Thai - Cambodia Border

Buil- up Area

Figure 6.2 – Cross-Border Detour Options

6.2.1 Option 1 (Diversion to North)

SRT alignment shall divert to northeast at 4 km after Aranyaprathet station, which is 1.8 km to the border. New alignment is running 2.2 km towards northeast then turn to southeast direction towards the border 400 m ahead. After crossing the border, the alignment is running straight to avoid crossing a golf course. After diverting the golf course, the alignment turns to further south direction running around 4 km and coming to the original alignment. Just before reaching to the original alignment, the railway track will cross NR-5.

This alignment will not cross NR-33 in Thailand, and will cross NR-5 in Cambodia at the outside of Poipet town. Cross border station can be constructed at either side of the border.

6.2.2 Option 2A (Diversion to South Short)

SRT alignment shall divert to south at 2.4 km after Aranyaprathet station, which is 3.4 km to the border. New alignment is running 2.2 km towards south then turn to southeast direction running about 1.6 km. Then the alignment turns to east direction running about 1.2 km to the border river. After crossing the river the alignment is running 800 m in same direction, then reaching to the original alignment.

This alignment will cross NR-33 at 2.8 km from Aranyaprathet station, outside of the town. Cross-border station is recommended to construct in Cambodia side because of the easier access to the new station.

6.2.3 Option 2B (Diversion to South Long)

The first half of this alignment is same as Option 2A. SRT alignment shall divert to south at 2.4 km after Aranyaprathet station, which is 3.4 km to the border. New alignment is running 2.2 km towards south then turn to southeast direction running about 3.4 km. Then the alignment turns to northeast direction running about 1.3 km to the border river. After crossing the river the alignment is running 600 m in same direction, then reaching to the original alignment.



This alignment will cross NR-33 at 2.8 km from Aranyaprathet station, outside of the town. Cross-border station is recommended to construct in Cambodia side because of the easier access to the new station.

6.3 CROSS-BORDER STATION

When cross border train operation between Cambodia and Thailand is resumed, there shall be a cross border station at either side of Cambodia or Thai.

The border between Thai and Malaysia, there is a cross border station at Padang Besar in Malaysia and no station at Thai side. A building on the main platform has a cross border offices and accommodates for passengers from both country to immigrate and emigrate in the same building.

Passengers from Thai shall enter the building on the main platform and passing Thai Immigration office first, then, go through Cambodian Immigration and Custom offices. Passengers to Thai shall enter the building from the other side. They shall pass the Cambodian Immigration office first, then, go through Thai Immigration and Custom offices. Passenger flow of both directions will be separated completely.

A schematic drawing of cross border station facilities at Poipet station is shown on Figure 6.3.1.

Entrance Exit

ThailandImmigration

Office

CambodianImmigration and Custom

ThailandImmigrationand Custom

CambodiaImmigration

Office

Train from/to Thailand

Platform

National Road No. 5

EntranceExit

Quarantine

Quarantine

Train from/to Thailand Train from/to Thailand Train from/to Thailand Train from/to Thailand Train from/to Thailand

55m

80m

120m

18m

4 m

Total space required for the station is; for Staion building: 3,120 m2 Platform: 240 m2 Track structure: 840 m2__ Total: 4,200 m2

Car Parking: 2,700 m2 Entrance: 900 m2 Grand Total: 7,800 m2

7 m

Entrance/Exit

Tick

etin

g O

ffice

Station MasterRoom

StationAdministration

office

Rest Room

RestRoom

Stat

ion/

Trai

nC

ontro

l Cen

ter

Information Center

Kiosk

Fence

Waiting RoomWaiting Room

Entrance/Exit

18m

Car Park(Optional)

Car Park(Optional)

120m

Station Electrical/Mechanical Equipment3m

Figure 6.3.1 – Cross Border Station Facilities at Poipet (Single Track Operation)



6.4 PRELIMINARY COST ESTIMATE

Since the study was made based on satellite photos, quantity of the structures were assumed in the same manner as other branch line studies.

Estimated quantities are summarized in the following Table.

Table 6.4.1 Estimated Quantity of Detour Alignments

Work Item Unit Option 1 Option 2A Option 2BNew Track Structure in Thai NewTrack Length m 2,530 4,980 6,830 Rail Material (BS 80A) ton 210 400 550 PC sleepers no. 3,800 7,400 10,200 Ballast m3 3,400 6,600 9,000 Borrow Material in Thai m3 41,500 82,000 112,000 Steel Bridge m 36 36 36 Culverts m 110 210 280 Level Crossing with Barrier unit 1 4 4 Cross-border Station unit 1 0 0

New Track Structure in Cambodia Track Length m 4,810 780 500 Rail Material (BS 80A) ton 382 62 40 PC sleepers no. 7,200 1,200 750 Ballast m3 6,300 1,100 700 Borrow Material in Thai m3 78,900 13,000 8,200 Steel Bridge m 0 36 36 Culverts m 200 36 24 Level Crossing with Barrier unit 8 0 0 Cross-border Station unit 0 1 1

New Track Structure in Total Track Length m 7,340 5,760 7,330 Rail Material (BS 80A) ton 592 462 590 PC sleepers no. 11,000 8,500 10,950 Ballast m3 9,700 7,700 9,700 Borrow Material in Thai m3 120,400 95,000 120,200 Steel Bridge m 36 72 72 Culverts m 310 246 304 Level Crossing with Barrier unit 9 4 4 Cross-border Station unit 1 1 1

Estimated project costs of the above alignments are summarized below;




Table 6.4.2 – Summary of Estimated Project Cost (Unit: Million US Dollar)

Option 1 Option 2A Option 2B 1. Construction Cost Thai side 1.19 1.57 2.03 Cambodia side 1.20 0.75 0.69 Total 2.39 2.32 2.71 2. Engineering Service Cost Thai side 0.12 0.16 0.2 Cambodia side 0.12 0.08 0.07 Total 0.24 0.23 0.27 3. Administrative Cost Thai side 0.07 0.09 0.11 Cambodia side 0.07 0.04 0.04 Total 0.13 0.13 0.15 4. Contingencies Thai side 0.13 0.17 0.22 Cambodia side 0.13 0.08 0.08 Total 0.26 0.26 0.30

Sub-total (1.+2.+3.+4.) Thai side 1.50 1.99 2.56 Cambodia side 1.52 0.95 0.87 Total 3.02 2.94 3.43 5. Land Acquisition & Thai side 0.23 0.46 0.63 Compensation Cost Cambodia side 0.19 0.03 0.02 Total 0.42 0.49 0.65

Sub-total (1.+2.+3.+4.+5.) Thai side 1.74 2.45 3.19 Cambodia side 1.71 0.99 0.89 Total 3.45 3.43 4.08 6. Price Escalation Thai side 0.13 0.18 0.24 Cambodia side 0.14 0.08 0.07 Total 0.27 0.26 0.31

Total Thai side 1.86 2.63 3.43 Cambodia side 1.86 1.06 0.96 Total 3.72 3.69 4.39

Note: Unit prices in Cambodia are applied to estimate the construction cost for Thai side 6.5 RECOMMENDATION

Option 1 route gives the minimum impact to the environment in Thai because the alignment will not cross NR-33 and goes in open space. It requires only one small level crossing before the border. However, this route requires long diversion in Cambodia side and it will cross 11 level crossings including NR-5. Since this option creates inconveniences in Cambodia, this it is not recommendable.

Option 2A and 2B are also running mainly open space and rice fields. Therefore, impacts to the environment can be much smaller than the original alignment. However, these options require level crossings at NR-33 and local roads, and steel bridges at 2 locations. The great merits are given to Cambodian side. Option 2A can shorten 800 m and Option 2B can shorten 1.8 km of the track length by diverting the most congested area. Comparing 2A and 2B, 2A alignment can secure enough space for station yard having 600 m loop length. And 2A station can be located close the border and the city center.

Since the re-alignment is originated by Thai side in order to avoid environmental issues, it is desirable to minimize the construction cost in Cambodia side. Therefore, Option 2A is recommended.


7. RAIL ACCESS TO SIHANOUKVILLE PORT’S INLAND CONTAINER DEPOT IN PHNOM PENH

7.1 OUTLINE OF THE RAIL ACCESS

The Inland Container Depot in Phnom Penh owned by Port Authority of Sihanoukville (hereinafter, ICD) is located at the 14km southwest from the Center of Phnom Penh city, near a crossing point of NR4 and Southern Line. The ICD is operated by Cambodia-CWT Dry Port Corporation, which is a joint venture by some foreign capital companies and Port Authority of Sihanoukville. The ICD has a possibility to be used as the main freight terminal in Phnom Penh because the ICD has an extensive undeveloped land around the existing developed ICD, good location extremely close to Southern Line and NR4, and good access from/to the center of Phnom Penh by NR4.

7.2 TECHNICAL SURVEY

The site survey and hearing survey to Cambodia-CWT Dry Port Corporation were conducted on 6th October 2006 to confirm the current condition in and around the ICD, for example, the area of the ICD, the land use on the planned alignment of the branch line and the current undeveloped land owned by Port Authority of Sihanoukville, topographical condition, hydrological condition, etc.

The survey results are indicated as follows.

7.2.1 General Feature

Schematic drawing in and around the ICD is shown in the figure below.

650m

660m

90m

25m 30m

300m180m

230m

230m

Developed ICDArea

(EmbankmentHeight : App 2m)

Undeveloped Land owned by ICD(Paddy Field)

Southern Line

Pond

wi t hin ROW of RRC (Paddy Field & Drainage Di t ch)

(PK14+500 to PK15+160, Embankment Height : App. 2m)to Phnom Penh to Sihanoukville

Figure 7.1 – Schematic drawing in and around the ICD

The related area is divided into three areas, i) Developed ICD Area, ii) Undeveloped Land owned by ICD, and iii) within ROW of RRC. According to the brochure of the ICD, the developed ICD area is approximately 7 hectares and it will be spread over 16 hectares as the figure above.



7.2.2 Landform and Land Use

Landform of these areas are generally flat except the artificial developed lands which mean the embankment of Southern Line and the developed ICD area whose height become approximately 2m.

Almost of the undeveloped land is used as paddy field, although there are some small houses in the area. The land within ROW of RRC is used as paddy field cum drainage ditch. The elevation of the both areas are 2m lower than the crown of Southern Line’s embankment and the developed ICD, and these are apt to have stagnant water. Hence, appropriate soft ground treatment and drainage measure shall be considered in a design stage.

The following figure, which was taken from the embankment of Southern Line, is the whole view of the area.

Figure 7.2 –Whole View in and around the ICD

7.3 PRELIMINARY ENGINEERING DESIGN

According to the results of the technical survey and request from ADTA consultant, the preliminary engineering design was prepared.

7.3.1 Alignment Plan

Based on the request from ADTA consultant, the following alignment in the ICD was planned.

Legend : Track Alignment : Culvertnote: 2m height embankment to be required for track aligementexcept on the developed ICD area.

Culvert

Southern Lineto Phnom Penh to Sihanoukville

Pond

Developed ICD

Undeveloped Land owned by ICD(to do land developed)

Figure 7.3 –Planned Alignment and Drainage in the ICD



Detailed alignment design is shown in Appendix 9 “Preliminary Engineering Design Drawing for Branch Lines”

There are total six lanes in the ICD. Short car unit freight trains use the above three lanes, and middle or long car unit freight train use the lower three lanes in the figure. All locomotive can change the position by using the adjacent empty lane and turnout near the termination as shown in the figure below.

Step 1: Coming from Sihanoukville to ICD to Sihanoukvilleto Phnom Penh

Step 2: Entering to Lane A to Sihanoukvilleto Phnom Penh

Lane A

Lane A

Lane B

Lane B

Southern Line

Southern Line

Step 3: Change of Locomotion Position Using Lane B to Sihanoukvilleto Phnom Penh

Lane A

Lane B

Southern Line

Step 4: Connection and Pushing Wagons to Sihanoukvilleto Phnom Penh

Lane A

Lane B

Southern Line

Step 5: To Sihanoukville, etc. to Sihanoukvilleto Phnom Penh

Lane A

Lane B

Southern Line

<Legend> : Locomotive : Wagon

Figure 7.4 –Procedure to Change the Direction of Locomotive



Image picture of “after-completion” viewing from the Southern Line is shown in the following figure.

Figure 7.5 – Image Picture of “After-Completion” Viewing from the Southern Line

7.3.2 Track Structure

From the point of track maintenance aspect, the use of a same track structure and materials is desirable in one line including its branch lines. Therefore, track structure of branch line shall be same as that of main line. 43 kg/m rails with PC sleepers are recommended in the same standard as the main line structure. Typical cross section of this branch line is shown in figure below.

Figure 7.6 Typical Cross Section





Prepare subgrade by filling, grading and compacting borrow material

i) Spreading lower ballast layer in 20 cm thick

ii) Placing PC sleepers on the ballast and assemble track panel using rail material

iii) Spread upper ballast and tamping to adjust the alignment


7.3.3 Civil Structure

(1) Embankment

Approximately 2m height embankment will be required except the developed ICD area, due to the difference of elevation between the crown of the embankment of Southern Line and the current paddy field passing the planned alignment. According to the site survey, there is high possibility that the area is soft ground. In case of normal soft ground, some measure work will be usually required if the embankment height is more than 2m. As abovementioned, the estimated embankment height is 2m. Therefore, it is assumed that the embankment will not require any soft ground treatment work in the preliminary study. However, it is recommended that appropriate geological survey with boring and laboratory tests shall be conducted to review the above assumption in the detailed design stage.

(2) Drainage

Water in the ROW of RRC and Undeveloped Land will be dammed up by the embankment. Especially, the Undeveloped Land will be surrounded by the embankment and Developed Land. Hence, culverts to drain water shall be installed appropriately. In case of around PK14 in Southern Line, pipe culverts with were installed at 300m interval. The preliminary design followed the example as shown in Figure 7.3. Following table summarizes the culvert needed for this branch line.

Table 7.1 – Necessary Culvert Structure

Type Quantity Remarks

Box Culvert (h:1.5m@w:2m) 1 For the embankment passing through ROW of RRC.

Twin-typed Pipe Culvert (φ:1m) 3 For the embankment passing through the Undeveloped Land.



7.4 PRELIMINARY COST ESTIMATE

The summary of the estimated project cost is shown in Table 7.2.

Table 7.2 – Summary of Estimated Project Cost (Unit: Million US Dollar)


L.P. 0.30

Total 1.89


L.P. 0.06

Total 0.19


L.P. 0.10

Total 0.10


L.P. 0.08

Total 0.21

Sub-total (1.+2.+3.+4.) F.P. 1.84

L.P. 0.55

Total 2.39

5. Land Acquisition & F.P. -

Compensation Cost L.P. 0.00

Total 0.00

Sub-total (1.+2.+3.+4.+5.) F.P. 1.84

L.P. 0.55

Total 2.39


L.P. 0.04

Total 0.09

Total F.P. 1.90

L.P. 0.58

Total 2.48


7.5 PROJECT IMPLEMENTATION SCHEDULE

Project Implementation Schedule is shown on the figure below. This schedule is prepared based on the assumption that funds from the ROC that will be available from the first quarter of 2007.

Prior to the procurement of construction contracts, consultants shall be selected to assist the activities of the ROC.

Construction contract is assumed to be commenced from July 2007. Construction period of the branch line is estimated as 11 months.


7 8 9 10 11 12 1 2 3 4 5B M E B M E B M E B M E B M E B M E B M E B M E B M E B M E B M E



3 Prequalification

4 Tendering

5 Tender Evaluation

6 Negotiation

7 Land Acquisition


10 Mobilization

11 Temporary Work







18 Culvert

19 Demobilization

20 Commisioning

21 Completion ▼

Work ItemNo.

Implementation Schedule of Rail Access to Sihanoukville Port’s Inland Container Depot in Phnom Penh




8. CONCLUSIONS AND RECOMMENDATIONS

8.1 CONCLUSIONS

8.1.1 Branch Line to Cement Factory at Touk Meas

Kampot Cement is constructing a factory at Touk Meas near National Road No. 31 (NR-31), and the factory is scheduled to start the production of cement from July 2007.

The following 3 alignment options have been considered;

- Option 1: Along the existing village road

- Option 2: Along the new access road

- Option 3: Along the mountain area

Each option has some advantages, such as, track length in Option 1, easier construction and operation in Option 2, and less land acquisition and environmental impact in Option 3.

Having experienced flooding of the area, eventually Option 3 was selected and recommended because the main water flow is crossing Option 1 and 2 alignments, and it is anticipated that the water flow will damage the embankment structure when flooded. Water flow shall be considered carefully for the design of Option 3 alignment. However, since the stream crossing Option 3 alignment is a branch stream, flooding problem can be solved by the design of culverts.

According to the result of the economic analysis, the construction of this branch line will be economically viable.

8.1.2 Branch Line to Cement Factories at Kampot

There are 3 cement factories near Kampot station in different situation as follows;

- AZ Company plant: existing plant, but suspending production at present

- Lafarge plant: under planning, to be constructed near AZ company plant

- Thai Boon Roong (TBR) plant: under construction

Among those plants, only Lafarge expressed the intention of cement transportation by rail. Therefore the branch line construction was planned in 2 sections; namely Section 1 from Kampot station to AZ plant, following the trace of track structure, and Section 2 from AZ company plant to TBR plant.

The trace of track up to AZ company plant is very clear and there is no difficulty to re-construct the branch line in same alignment. Some box and pipe culverts need to be reconstructed.

There will be no difficulty to extend the branch line to TBR plant because there is no village and buildings on the planned alignment. Since TBR has no idea to transport their product by rail, this study is reference only.

According to the result of the economic analysis, the construction of the branch line to the Lafarge plant (Section 1) will be economically viable. Since TBR plant has no idea for railway transportation, economic analysis for Section 2 was not made.



8.1.3 Branch Line to Phnom Penh Port (GTW)

Track structure of the branch line to Phnom Penh Port (GTW) is same as that of Northern Line, i.e., 30 kg/m rail with steel sleepers. However the condition of the track is much worse than that of the main line track. Since sleepers are covered with soil, it is difficult to estimate the number of sleepers which requires replacement. For the cost estimate purpose, it was assumed that 70 % of the existing sleepers to be replaced. It was also assumed that the salvaged steel sleepers from the Southern Line can be utilized for this replacement.

Rails are also heavily worn and weathered. If rails are so judged that the removal will give severe damage to the rail, it shall be left untouched at the position.

Resettlement will also be a problem of this rehabilitation. Small houses are encroaching to the limit of rolling stock gauge at some locations. In order to minimize the resettlement cost, some concrete structure to be constructed to support ballast layer.

According to the result of the economic analysis, the rehabilitation of this branch line will be economically viable. However, even after the completion of the rehabilitation work, the remaining life of the track structure will be around 10 years. Early grade up of the track structure is strongly recommended.

8.1.4 Phnom Penh Airport Rail Access

The shortest route which connects Phnom Penh station and Phnom Penh Airport is branching from Pochentong station (PK 6+723). However, the area along this route is heavily built-up and therefore it will require huge amount of land acquisition and resettlement costs.

It is possible to find a route from Fork station (PK 9+400) to the Airport passing through rice fields and vacant land at this moment. However, since the development of Phnom Penh city towards west is very fast, those vacant lands will be filled shortly.

Technically there is no problem to operate shuttle train service between Phnom Penh station and the Airport terminal station by using diesel motor car trains. It may take 20 minutes and operating every 20 min. However, due to the limited number of passenger demands and very high project cost, it will be difficult to make the project viable.

8.1.5 Kampong Chhnang Airport Rail Access

Three optional routes have been studied connecting Northern Line to Kampong Chhnang Airport as follows;

- Option 1: Branching from Krang Skear station (PK 93+834)

- Option 2: Branching from Romeas station (PK 76+458)

- Option 3: Branching from Romeas station and going along existing road

Option 1 is planned by RRC selecting the shortest distance. However this route is passing through very poor soil condition zone and deep valley where high embankment and a bridge are required. Access road to this alignment is also very bad condition. In addition to the above, it was found that the route makes longer distance to Phnom Penh.

Option 2 route makes the shortest distance to Phnom Penh. However this alignment is passing through rice fields and some wastelands, access to the construction site will be difficult.

Option 3 route makes slightly longer distance than Option 2. However, since the alignment is along NR-53 and well maintained local road, the access to the construction site will be easy.



Considering above, Option 3 can be recommended technically. However, due to the low demand forecast and high project cost, it will be very difficult to make the project viable.

8.1.6 Re-alignment at Thai-Cambodia Border

Since the idea of re-alignment was raised by Thai side, the route selection was started from Thai side. Due to limited information and the geographical data in Thai side, the re-alignment study was made based on the assumption that Aranyaprathet Station (Border station in Thai side) is fixed.

As shown on the satellite photo covering the border area, the railway alignment can go either north or south direction avoiding passing through built-up area. The alignment goes to north (Option 1) requires long diversion detouring Poipet town because of the border line at south side. This route has an advantage that the alignment will not cross a major road in Thai territory, but lot of disadvantages in Cambodian territory by crossing many roads including NR-5.

The alignment goes to south (Option 2A and 2B) requires longer route than existing alignment. This route requires crossing NR-33 and a river 2 times. The advantage this route is mainly in Cambodian territory because of the short length of construction and diversion of the busy town center area.

As the conclusion, Option 2A route was recommended.

8.1.7 Preliminary Engineering Design of Signaling and Telecommunication Systems

Basic plan of the Signaling and Telecommunication systems was provided based on the track capacity of each line and related branch lines.

In order to avoid collisions of trains on the increased train frequency and speed, introduction of a reliable block system is indispensable. A block device to ensure the safety between trains in a single track section shall be capable of preventing the simultaneous operation of trains running in opposite directions.

To select the optimum train detection method to be applied for the rehabilitated lines, its function, electrical characteristics and construction cost shall be examined. Due to various advantages, it is recommended to use Track Circuit instead of Axle Counter system. Train detection track circuits are installed at both ends of block sections between stations near entry signals, and blocking within yard is assured automatically. Since insulation between rails is required for the track circuit, all the steel sleepers in station yards shall be replaced with PC sleepers, and with wooden sleepers at point zone.

The usage of Spring Switch Machine is also recommended to avoid human errors in switching operation at station entrance.

Railway Crossing Warning Facilities, such as, level crossing alarm, crossing gate, train approach display, markers (level crossing sign boards), shall be installed. The combination of the facilities ahll be selected depending on the volume of road traffic.

Replacement and reinforcement of the telecommunication system is necessary to achieve the full and reliable coverage of the lines. At this stage VHF channel radio system is effective and recommended. Telecommunication Base Stations located at every 70 to 80 km apart and Local Stations in between those Base Stations. The following equipment shall be provided at each station and the dispatcher center; i) Radio Transmitter and Receiver, ii) Antenna, Tower and Feeder, iii) Power Supply and Battery, iv) Others.



8.2 RECOMMENDATIONS

8.2.1 Urgent Rehabilitation Work

Kampot Cement is constructing a factory at Touk Meas near National Road No. 31 (NR-31), and the factory is scheduled to start the production of cement from July 2007.

Since the pavement structure of NR31 is not designed for heavy traffic, and some part of NR-31 between Touk Meas and NR-3 has been severely damaged, the factory is considering transporting their products by rail. However, the rehabilitation of Southern Line is scheduled to start from July 2006 and to complete by the end of year 2009. Until completion of the track rehabilitation work, the axle load of 20 ton cannot be guaranteed.

Therefore, if transportation of cement from Touk Meas to Phnom Penh by rail is required from July 2007, some urgent rehabilitation work of the track and structures shall be executed prior to that time. In order to avoid derailments of the cement trains, at least the following works shall be executed;

• At least 20% of the sleepers shall have a designated holding power. According to the Sleeper Conditions Survey, 16% of the existing sleepers are in good condition at this section. Therefore, if 20% of the wooden sleepers are replaced with new PC sleepers, more than one third of the sleepers will have enough holding power, then the derailment of trains can be avoided. At the same time, screw spikes shall be added to those wooden sleepers having good condition but less screw spikes.

• Adding required minimum volume of ballast to allow the adjustment of track irregularities.

8.2.2 Fork Station Improvement

There is no function as a station at Fork station (PK 9+400) at present. When number of trains is increased after the rehabilitation project, there shall be loop tracks to manage efficient train operation. This improvement will be required soon after the track rehabilitation work is completed. It is recommended to be implemented together with Phnom Penh Station Improvement work which is described in the next clause. The recommended track layout is shown on the figure below.

The recommended track alignment is not only for the management of trains on Northern and Southern Lines. When a branch line to Phnom Penh Airport is required, the branch line can be easily connected.


Existing Layout

Proposed Track Layout

Existing TrackNew Track for Main Line OperationAdditional Track for Double Track Line to Phnom Penh StationTrack RemovalNew Track for Airport Access Operation

Phase 1 : Construct two addit ional tracks (red track) with 600m effective length.Phase 2 : Construct one addit ional track (pink track) up to Phnom Penh Station.Phase 3 (Option) : Construct one addit ional track for Airport Access Line, if necessary.

To Phnom Penh

Northern Line

Southern Line

Fork StationPK 9+400

To Phnom Penh

Northern Line

Southern Line

Airport Access

600m

8.2.3 Phnom Penh Station Improvement

Railway track from Phnom Penh station up to Fork station is common to both Northern Line and Southern Line, and the structure is same as that of Northern Line, using 30 kg/m rail with steel sleepers. This means that the maximum axle load shall be 15 ton. Existing condition of the track is very poor, and therefore it is strongly recommended to upgrade of this section.

The recommended track structure is same as that of Southern Line with double track. In order to accommodate to increasing number of trains from Southern and Northern Lines, it is preferable to have double track from Fork station up to Phnom Penh terminal.

8.2.4 Track material

Considering the estimated passing tonnage on the Northern Line of 3.8 million ton/year at yare 2030, the class of BS 80A rail (39.68 kg/m) is adequate. On the contrary, the estimated passing tonnage on the Southern Line is 18 million ton/year at 2030, and this will require heavier rail than the existing 43 kg/m rail. It should be 50 to 60 kg/m rail when the passing tonnage exceeds 11 million ton/year.

SRT is now adopting BS100A rail (50.18 kg/m) for the trunk line. If Cambodian railway will follow SRT standards, it is recommended to use same type of rail for Southern Line. When the track structure of Southern Line is upgraded, the old rails can be transferred to Northern Line.


List of Drawings - Branch Lines

1. Branch Line to Cement Factory at Touk Meas Sta.19+000-Sta.20+000 KP-AL-020 6. Alternative Alignment at Cambodia - Thai Border

Outline of the Line to Cement Factories at Touk Meas TM-OL-001 Sta.20+000-Sta.21+000 KP-AL-021 Outline of the Alternative Alignment CT-OL-001

Sta.0+000-Sta.1+000 TM-AL-001 Sta.21+000-Sta.22+000 KP-AL-022 Alternative Alignment from Aranyaprathet to Poipet CT-AL-001



Sta.3+000-Sta.4+000 TM-AL-004 Sta.24+000-Sta.24+325.229 KP-AL-025

Sta.4+000-Sta.5+000 TM-AL-005

Sta.5+000-Sta.5+570 (Touk Meas Cement Factory) TM-AL-006 3. Branch Line to Phnom Penh Port (GTW) 7. Rail Access to Sihanoukville Port's

Outline of the Line to Phnom Penh Port (GTW) PP-OL-001 Inland Container Depot in Phnom Penh

2. Branch Line to Cement Factories at Kampot Sta.0+000-Sta.1+000 PP-AL-001 Alignment in Sihanoukville Port's ICD in Phnom Penh ICD-AL-001

Outline of the Line to Cement Factories at Kampot KP-OL-001 Sta.1+000-Sta.2+000 PP-AL-002

Sta.0+000-Sta.1+000 KP-AL-001 Sta.2+000-Sta.3+000 PP-AL-003





Sta.5+000-Sta.6+000 KP-AL-006 Green Trade Warehouse PP-AL-008

Sta.6+000-Sta.7+000 KP-AL-007 Green Trade Warehouse PP-AL-009

Sta.7+000-Sta.8+000 KP-AL-008

Sta.8+000-Sta.9+000 KP-AL-009 4. Airport Access to Phnom Penh Airport

Sta.9+000-Sta.10+000 KP-AL-010 Outline of the Access to Phnom Penh Airport PA-OL-001

Sta.10+000-Sta.11+000 KP-AL-011 Sta.0+000-Sta.1+000 PA-AL-001




Sta.14+000-Sta.15+000 KP-AL-015 Sta.4+000-Sta.4+494.308 (Phnom Penh Airport) PA-AL-005

Sta.15+000-Sta.16+000 KP-AL-016

Sta.16+000-Sta.17+000 KP-AL-017 5. Airport Access to Kampong Chhnang Airport

Sta.17+000-Sta.18+000 KP-AL-018 Sta.0+000-Sta.24+664.678 (Kg. Chhnang Airport) KA-AL-001

Sta.18+000-Sta.19+000 KP-AL-019


APPENDIX 10

PRELIMINARY TRAIN OPERATION PLANS

1. PHNOM PENH AIRPORT ACCESS LINE

1.1 OPERATIONAL REQUIREMENT

As the airport rail access, it is assumed that the main users of the railway are tourists and business men. In order to compete with road transport, the airport access train shall connect Phnom Penh and the Airport within a competitive time with convenient frequency. For the comparison purpose, it is assumed that taxi and private car transportation between Airport and central city will take 40min. On the other hand, train (DC: diesel car) can connect Phnom Penh and Airport within 20min.

1.2 BASIC CONDITION FOR TRANSPORTATION PLAN

In order to prepare the train operation plan, the following conditions were assumed;

• Planed Route: Between Phnom Penh Station and Airport Station (14.4 km). • Average Operation Speed: 50 km/h • Train Formation: 2 cars train (diesel car), with capacity of 128 (64x2) passenger. All the

passengers are seated. • Operation Hours: 06:00 to 21:00 with on time operation diagram. • Stopping Time at terminal station: Phnom Penh St. minimum 5min., Airport St. minimum 15min.

1.3 OPERATION PLAN (1) 30 minute headway (with 2 train sets)

Each train can operate 15 round trip per day. Stopping time at Phnom Penh and Airport station is 7 min. and 18 min. respectively. Transportation capacity is 512 passengers per hour and 7,680 passengers per day.

30 min. head way (single track)6 7

Phnom Penh 0 10 20 30 40 50 0 10 20 30

Fork Station

Airport0 10 20 30 40 50 0 10 20 30

Average Speed km/ h

PP and Fork km 12 min.Fork and Airport km 6 min.Total km 18 min.

50

9.45.014.4

Figure 1.1 Operation Diagram (30 min. headway) REHABILITATION OF RAILWAY IN CAMBODIA Appendix 10 ADB T.A. NO. 6251-REG Page 1 of 7


(2) 20 minute headway (with 3 train sets)

Each train can operate 15 round trip per day. Stopping time at Phnom Penh and Airport station is 5 min. and 20 min. respectively. Transportation capacity is 768 passengers per hour and 11,520 passengers per day.

20 min. head way (single track, utilized Pochentong St. loop track)6 7 8

Phnom Penh 0 10 20 30 40 50 0 10 20 30 40 50

Pochentong

Fork Station

Airport0 10 20 30 40 50 0 10 20 30 40 50

Average Speed km/ h

PP and Poch km 8 min.Poch and Fork km 4 min.Fork and Airport km 6 min.Total Length km 18 min.

50

6.72.75.014.4 Figure 1. 2 Operation Diagram (20 min. headway)

REHABILITATION OF RAILWAY IN CAMBODIA Appendix 10 ADB T.A. NO. 6251-REG Page 2 of 7


2. KAMPONG CHHNANG AIRPORT ACCESS LINE

2.1 OPERATIONAL REQUIREMENT

As the airport rail access, it is assumed that the main users of the railway are tourists and businessmen who are going to or coming from Phnom Penh.

In order to compete with road transport, the airport access train shall connect Phnom Penh and the Airport within a competitive time with convenient frequency.

For the comparison purpose, it is assumed that bus transportation between Kampong Chhnang Airport and Phnom Penh will take 2 and half hours. On the other hand, train (DC: diesel car) can connect Phnom Penh and Kampong Chhnang Airport within 1 and half hours.

1.2 BASIC CONDITION FOR TRANSPORTATION PLAN

In order to prepare the train operation plan, the following conditions were assumed;

• Passenger train (diesel cars) can connect Phnom Penh station and Kampong Chhnang station within 90 min.

• First train departing at Phnom Penh station at 6:00 AM, and the last train departing between 18:00 to 17:00 PM.

• Trains stop at each terminal for 15 min. • Capacity of one Diesel Car (DC) with driver’s cabin is 64 persons, and that of without driver’s

cabin is 72. • Capacity of 2 cars train is 128 (64 + 64), 3 cars train is 200 (64+72+64), and that of 4 cars train is

272 (64+72+72+64), in the condition that all the passengers are seated.

1.3 OPERATION PLAN

(1) 2 Train Sets Operation

6:00 9:00 12:00 15:00 18:00 21:00Phnom Penh

Tbeang Khpuos

Kampong ChhnangNote: Departing both terminal station at every 1h 45min.

Figure 2.1 Operation Diagram (2 train sets)

Each train can operate 4 round trips per day. Trains can be departed each terminal at every 1 hour 45 min.

Total number of passengers per day is;

2 cars train case: 128 x 2 x 2 x 4 = 2,048

3 cars train case: 200 x 2 x 2 x 4 = 3,200 REHABILITATION OF RAILWAY IN CAMBODIA Appendix 10 ADB T.A. NO. 6251-REG Page 3 of 7




6:00 9:00 12:00 15:00 18:00 21:00Phnom Penh

Bat Doeng

Baraing

Kampong ChhnangNote: Departing both terminal station at every 1h 10min.


Each train can operate 4 round trips per day. Trains can be departed each terminal at every 1 hour 10 min.


2 cars train case: 128 x 3 x 2 X 4 = 3,072




6:00 9:00 12:00 15:00 18:00 21:00Phnom Penh

Toul LeapTrapeang Tnot

Tbeng Khpuos

Romeas(New Station)

Kampong ChhnangNote: Departing both terminal station at every 52min.


Each train can operate 4 round trips per day. Trains can be departed each terminal at every 52 min.


2 cars train case: 128 x 4 x 2 X 4 = 4,096






3. NORTHERN LINE & SOUTHERN LINE

3.1 GENERAL

The railway in Cambodia consists of two lines, the Northern Line and Southern Line. The Northern Line with length of 388 km is connecting between Phnom Penh and Sisophon, and length of 48 km of the missing link between Sisophon and Poipet on the border of Thailand (the missing link). Total length of the Northern Line will be 436 km, when the missing link has been rehabilitated. The Southern Line with total length of 264 km is connecting between Phnom Penh and Sihanoukville.

At present, freight and passenger trains are operating in the Northern Line section. Passenger train is operating one trip in a week and freight train is operating 3 to 4 trips in a day. The commodities for freight transport are mainly miscellaneous daily goods and food stuff. On the other hand, Southern Line is only for non-regular freight train with approximately 10 trips in a month. The major commodities are oil and cement product to Phnom Penh.

The rehabilitation of the railway line is completed, it is expected that transport efficiency will be improved and freight transport by rail is become an important means of goods transportation to compete with road transport, especially for cement product.

3.2 PLANED FREIGHT TRANSPORTATION

Northern Line

Once missing link has connected, cement and petroleum product will be transport from Poipet to Battambang.

Southern Line

Kampot Cement factory is located 5 km west of Touk Meas Station. The length of the route will be 124.4 km from factory to Phnom Penh. It can be connect about 2 and half hour with maximum haulage volume of 1400 ton per trip.

Thai Boon Roong Cement and Lafarge Cement factory is located 11 km and 22 km northwest from Kampot Station respectively. The length of the route will be 179.6 km and 192.0 km from the factory to Phnom Penh. It can be connect about 3 and half hour with maximum haulage volume of 1400 ton per trip.

Coal, Gypsum and oil product are planed to transport from Sihanoukville to each factory. The cement, petroleum and containers are also transported directly from Shianoukville to Phnom Penh.

Phnom Penh Port (GTW) Branch Line

GTW yard is located 6 km north of Phnom Penh Station. The length of the route is 6.7 km. It can be connect about 12 minutes with average speed of 40 km/h. Maximum haulage volume in this section is 800 ton per trip.

3.3 DEMAND FORECAST AND TRACK CAPACITY

From the design of urgent basic plan for signaling and telecommunication system (refer to Chapter 4) and demand forecast (refer to Chapter 5) for railway transportation, the relationship between track capacity and number of trains in each lines are described in Table 3.1 and 3.2.


Table 3.1 Forecast of Train Number

Northern Line : Forecast of train numbers (High Scenario)unit: No.of trains both direction

year year year year yearCement Poip- Battanb 800t 372 1.0 1 1704 4.7 5 4480 12.3 13 6184 16.9 17 7888 21.6 22

Petroleum Poip- Battanb 800t 88 0.2 1 142 0.4 1 223 0.6 1 254 0.7 1 285 0.8 1Containers Poip- PP 405t 535 1.5 2 851 2.3 3 1357 3.7 4 1783 4.9 5 2209 6.1 6Passengers Poip- PP 320t 341 0.9 1 1292 3.5 4 2349 6.4 7 3029 8.3 9 3708 10.2 10

TOTAL 5 13 25 32 39

day day day day2015 2020 2025 2030Item Route Payloads 2010

day

Southern Line : Forecast of train numbers (High Scenario)unit: No.of trains both direction

year year year year year1400t 1416 3.9 4 1808 5.0 5 2084 5.7 6 2126 5.8 6 2168 5.9 6800t 526 1.4 2 840 2.3 3 1358 3.7 4 1784 4.9 5 2210 6.1 6

Sub- total 6 8 10 11 12Coal+Gypsum 1) SV- TMeas 800t 498 1.4 664 1.8 830 2.3 912 2.5 994 2.7

H.Fuel Oil 2) SV- TMeas 800t 68 0.2 90 0.2 112 0.3 122 0.3 134 0.4L Cement Kampot- PP 1400t 1372 3.8 4 1944 5.3 6 2516 6.9 7 2800 7.7 8 3086 8.5 9

Coal+Gypsum 3) SV- Kampot 800t 930 2.5 3 1318 3.6 4 1706 4.7 5 1900 5.2 5 2094 5.7 6Cement SV- PP 1400t 142 0.4 1 504 1.4 2 1330 3.6 4 1836 5.0 5 2342 6.4 7

Petroleum SV- PP 1400t 224 0.6 1 1448 4.0 4 1860 5.1 5 2070 5.7 6 2281 6.2 6Containers SV- PP 405t 779 2.1 2 2614 7.2 7 3976 10.9 11 5324 14.6 15 6672 18.3 19Passengers SV- PP 320t 174 0.5 1 522 1.4 2 1053 2.9 3 1832 5.0 5 2611 7.2 7Biomass 4) PP(GTW)- TM 800t 364 1.0 1 484 1.3 1 606 1.7 2 666 1.8 2 726 2.0 2

TOTAL 21 36 50 60 71

1) From Oknha Mong Port2) From Stung Hav Port3) From Oknha Mong Port4) From Green Trade Warehouse

Item Route Payloads 2010day

2015 2020 2025 2030daydaydayday

K Cement TMeas- PP

2 2 3 3 3

Table 3.2 Track Capacity

Northern Line : Track Capacity

Section111.2km 107.5km 89.0km 67.0km 9.4km

Track Capacity 9 18 12 15 -(Ave.Speed of 60km/ h)

2010 5 3 3 3 (+16) 3 (+16&60)2015 13 7 7 7 (+16) 7 (+16&60)2020 25 11 11 11 (+16) 11 (+16&60)2025 32 14 14 14 (+16) 14 (+16&60)2030 39 16 16 16 (+16) 16 (+16&60)

(+16) : 8 round trip per day bitween Kampong Chhnang Airport and Phnom Penh Station (KC Airport Access Line)(+60) : 30 round trip per day bitween Phnom Penh Airport and Phnom Penh Station (PP Airport Access Line)

No. of Train

Poipet Pursat Fork Phnom PenhBattambang Romeas

Southern Line : Track Capacity

Section96.6km 47.4km 109.2km 9.4km

Track Capacity 11 22 18 -(Ave.Speed of 60km/ h)

2010 10 11 16 162015 21 23 30 302020 31 33 42 422025 39 42 52 522030 48 51 62 62

No. of Train

Sihanoukville Kampot Touk Meas Fork Phnom Penh




3.4 RECOMMENDATION

As it shown in Table 3.2, section between Poipet and Battambang in Northern Line, and section between Sihanoukville and Fork in Southern Line will exceed the track capacity after the year of 2010. Therefore above each exceeded section will be required to increase track capacity by adding another block section in appropriate time. Installation of block equipment and signaling system for one place will be about USD 0.30 million.

Both Northern and Southern Line trains are running same track between Fork and Phnom Penh section. In order to provide appropriate and efficient train operation service, it is recommended that Fork Station should be planed two island platform with 4 tracks. Moreover, this section will become the bottleneck when the numbers of trains are increased. To prevent from bottleneck problem, construction of double track is required in early stage.

TotalQuestionID Short Name Question Name Tuk Meas Chrok Khley

1 FAMILY Total number of families FAMILY 197 325 5222 FEM_TOT Total number of females FEM_TOT 533 904 14373 MAL_TOT Total number of males MAL_TOT 488 836 13244 FEM_0_5 # Girls 0-5 years old (under 6's) FEM_0_5 56 144 2005 MAL_0_5 # Boys 0-5 years old (under 6's) MAL_0_5 60 127 1876 FEM_6_14 # Girls 6 to 14 years old FEM_6_14 107 176 2837 MAL_6_14 # Boys 6 to 14 years old MAL_6_14 125 159 2848 F6_14_go # Girls 6 to 14 who go to school F6_14_go 107 176 2839 M6_14_go # Boys 6 to 14 who go to school M6_14_go 124 159 28310 FEM15_17 # Women 15 to17 years old FEM15_17 40 131 17111 MAL15_17 # Men 15 to17 years old MAL15_17 36 128 16412 FEM18_64 # Women 18 to 64 years old FEM18_64 299 392 69113 MAL18_64 # Men 18 to 64 years old MAL18_64 247 377 62414 F_OVER65 # Women over 65 years of age F_OVER65 31 61 9215 M_OVER65 # Men over 65 years of age M_OVER65 20 45 6516 F_ILT_15 # Illiterate women over 15 years old F_ILT_15 56 51 10717 M_ILT_15 # Illiterate men over 15 years old M_ILT_15 27 69 9618 THATCH_R # Houses with thatched roof THATCH_R 27 89 11619 TILE_R # Houses with tiled roof TILE_R 42 125 16720 FIBRO_R # Houses with fibro roof FIBRO_R 49 30 7921 ZINC_R # Houses with zinc roof ZINC_R 75 81 15622 CONCR_R # Houses with concrete roof CONCR_R 2 0 223 TOILET # Latrines TOILET 16 3 19

24 H2O_HOUSE # Families with piped water, private pump well or private ring well, usable year round, at their house, less then 150m. H2O_HOUSE 123 45 168

25 H2O_150M # Families with a communal tap, pump well or ring well, usable year round, within 150m of their house. H2O_150M 56 237 293

26 H2O_OTHER Most common source of water for other families: pond, river, rain water, other. H2O_OTHER 18 43 6127 COW_FAMI # families with cattle and buffalo in village COW_FAMI 84 220 30428 PIG_FAMI # families with pigs in the village PIG_FAMI 87 193 28029 PAD_PRICE Average farm gate price of paddy in Riel for this month, December PAD_PRICE 650 700 135030 MOTO_NUM # Motorcycles MOTO_NUM 78 23 10131 CAR_NUM # Tractors/koyons/cars CAR_NUM 2 1 332 OX_CART # Horse carts and ox carts OX_CART 55 161 21633 BICY_NUM # Bicycles BICY_NUM 266 110 376

Tuk Meas Line

Annex 3.2.5.2: Socioeconomic Indicators for Touk Mean LineProvince: KampotYear: 2004

Page 1 of 3

QuestionID Short Name Question Name Tuk Meas Chrok Khley34 ROW_BOAT # Row boats ROW_BOAT 0 0 035 MOTOBOAT # Boats with motor MOTOBOAT 0 0 036 TV_MUM # TVs TV_MUM 81 130 21137 TBA_USE # families who used a traditional birth attendant in the past year TBA_USE 0 14 1438 MWIFE_USE # families who used a trained midwife in the past year MWIFE_USE 8 5 1339 TBA_NUM # traditional birth attendants in the village TBA_NUM 0 3 340 MWIFE_NUM # government trained midwives in the village MWIFE_NUM 0 0 041 NUM_IRRI # family who have some irrigated rice land NUM_IRRI 59 30 8942 NUM_FERT # family using chemical fertilizer in the past year NUM_FERT 186 211 39743 NUM_PEST # family using pesticide in the past year NUM_PEST 152 15 16744 INSECURITY # murder, robbery, theft cases in the past year INSECURITY 0 0 045 NUM_LANDC # land conflict case in the past year NUM_LANDC 3 2 5

46 F_HH_UD5 # female headed household/families, where the head is a mother with one or more children with under 5 yrs old F_HH_UD5 1 3 4

47 HH_VIOLEN # families having problems with violence in home HH_VIOLEN 5 0 548 MARK_LOC Name of the nearest market villager frequently go to buy goods MARK_LOC 7021308 7021308 1404261649 HRS_MARK Time taken to get from village to this nearest market by motor or motorboat HRS_MARK 0 15 1550 KM_ROAD Distance in Km to nearest year-round road (4 wheel motor vehicles) KM_ROAD 0 0 051 HRS_ROAD Time taken to get from village to nearest year-road by motor or motorboat HRS_ROAD 0 0 052 GARBAGE # Houses which have access to garbage collection by a garbage collector? GARBAGE53 PIPWATER # Houses which have access to piped water PIPWATER54 ELECTRIT # Houses with electricity ELECTRIT55 TOIL_FAM # Families with latrines TOIL_FAM56 MOTO_FAM # families with motorcycles MOTO_FAM57 CAR_FAM # families with tractors/koyons/cars CAR_FAM58 BICY_FAM # families with bicycles BICY_FAM59 TV_FAM # families with TVs TV_FAM60 TRAFFICKI # trafficking cases reported in the past year TRAFFICKI61 CROOM_P # primary school classrooms in the commune62 CROOM_S # secondary school classrooms in the commune63 TEACH_P # primary school teachers in the commune64 TEACH_S # secondary school teachers in the commune65 WET-RAINFED Area wet season rain fed rice land in Ha66 WET _IRRI Area wet season supplemental irrigated rice land in Ha67 WET _PADDY Rice production in wet season, MT68 DRY_IRRI_FULL Area of full-irrigated dry season rice land in Ha69 DRY_RECESS Area of recession dry season rice land in Ha70 DRY_PADDY Rice production in dry season, MT71 CROOM_K # kindergarten classrooms72 TEACH_K # kindergarten teachers in the commune

Page 2 of 3

QuestionID Short Name Question Name Tuk Meas Chrok Khley73 F_HHH # Female household headed F_HHH 28 66 9474 M_ILT15_17 # illiterate men from 15-17ys M_ILT15_17 12 16 2875 M_ILT18_64 # illiterate men from 18-64ys M_ILT18_64 10 22 3276 M_ILT_Ov65 # Illiterate men over 65 years old M_ILT_Ov65 5 31 3677 M15_14SCH # boy 15 to 17ys who go to school M15_14SCH 22 118 14078 M6_17SCH # boy 6 to 17ys who go to school M6_17SCH 146 277 42379 F_ILT15_17 # illiterate women from 15-17ys F_ILT15_17 6 9 1580 F_ILT18_64 # illiterate women from 18-64ys F_ILT18_64 22 11 3381 F_ILT_Ov65 # Illiterate women over 65 years old F_ILT_Ov65 28 31 5982 F15_14SCH # girl 15 to 17ys who go to school F15_14SCH 21 120 14183 F6_17SCH # girl 6 to 17ys who go to school F6_17SCH 128 296 42484 H_THATCH # family living in thatched roof H_THATCH 27 89 11685 H_TILE # family living in tiled roof H_TILE 42 125 16786 H_FIBRO # family living in fibro-cement roof H_FIBRO 49 30 7987 H_ZINC # family living in zinced roof H_ZINC 77 81 15888 H_CONCR # family living in concrete roof H_CONCR 2 0 289 Lat_that # Latrine in total thatch house Lat_that 0 0 090 Lat_tile # Latrine in total tiled house Lat_tile 3 0 391 Lat_fibro # Latrine in total fibro-cement house Lat_fibro 6 1 792 Lat_zinc # Latrine in total zinc house Lat_zinc 5 2 793 Lat_conc # Latrine in total concrete house Lat_conc 2 0 294 TV_that # TVs in total thatch house TV_that 5 31 3695 VT_tile # TVs in total tiled house VT_tile 15 35 5096 TV_fibro # TVs in total fibro-cement house TV_fibro 22 23 4597 TV_zinc # TVs in total zinc house TV_zinc 37 41 7898 VT_conc # TVs in total concrete house VT_conc 2 0 299 Baby_born # Women deliver baby in village Baby_born 8 19 27100 Pri_class # Primary classes in commune101 Sec_class # Secondary classes in commune102 Kid_class # Kindergarten classes in commune103 Ric_area Rice land area in commune104 M0_5SCH # boy 0 to 5ys who go to school M0_5SCH105 F0_5SCH # girl 0 to 5ys who go to school F0_5SCH

Page 3 of 3

QuestionID Short Name Question Name Teuk La'k Romeas Veal Sbov Krang Tamom Trapang Kravan Total1 FAMILY Total number of families FAMILY 166 236 177 210 116 9052 FEM_TOT Total number of females FEM_TOT 391 563 463 559 263 22393 MAL_TOT Total number of males MAL_TOT 355 504 409 389 249 19064 FEM_0_5 # Girls 0-5 years old (under 6's) FEM_0_5 62 80 67 78 36 3235 MAL_0_5 # Boys 0-5 years old (under 6's) MAL_0_5 53 82 56 74 38 3036 FEM_6_14 # Girls 6 to 14 years old FEM_6_14 73 119 118 145 54 5097 MAL_6_14 # Boys 6 to 14 years old MAL_6_14 63 104 113 70 56 4068 F6_14_go # Girls 6 to 14 who go to school F6_14_go 73 78 94 145 54 4449 M6_14_go # Boys 6 to 14 who go to school M6_14_go 63 95 106 70 42 37610 FEM15_17 # Women 15 to17 years old FEM15_17 21 60 33 66 12 19211 MAL15_17 # Men 15 to17 years old MAL15_17 29 74 31 45 25 20412 FEM18_64 # Women 18 to 64 years old FEM18_64 225 282 228 231 146 111213 MAL18_64 # Men 18 to 64 years old MAL18_64 200 231 193 184 123 93114 F_OVER65 # Women over 65 years of age F_OVER65 10 22 17 39 15 10315 M_OVER65 # Men over 65 years of age M_OVER65 10 13 16 16 7 6216 F_ILT_15 # Illiterate women over 15 years old F_ILT_15 24 45 72 37 10 18817 M_ILT_15 # Illiterate men over 15 years old M_ILT_15 14 32 50 37 5 13818 THATCH_R # Houses with thatched roof THATCH_R 42 141 144 70 42 43919 TILE_R # Houses with tiled roof TILE_R 51 49 14 56 58 22820 FIBRO_R # Houses with fibro roof FIBRO_R 36 21 9 15 14 9521 ZINC_R # Houses with zinc roof ZINC_R 37 25 10 58 2 13222 CONCR_R # Houses with concrete roof CONCR_R 0 0 0 0 0 023 TOILET # Latrines TOILET 10 0 6 2 1 19

24 H2O_HOUSE# Families with piped water, private pump well or private ring well, usable year round, at their house, less then 150m.

H2O_HOUSE 0 163 60 42 116 381

25 H2O_150M # Families with a communal tap, pump well or ring well, usable year round, within 150m of their house. H2O_150M 166 73 47 168 0 454

26 H2O_OTHER Most common source of water for other families: pond, river, rain water, other. H2O_OTHER 0 0 70 0 0 70

27 COW_FAMI # families with cattle and buffalo in village COW_FAMI 166 208 150 203 110 83728 PIG_FAMI # families with pigs in the village PIG_FAMI 166 156 120 198 112 752

29 PAD_PRICE Average farm gate price of paddy in Riel for this month, December PAD_PRICE 550 550 650 600 500 2850

Province: Kampong Chhnang (4)Year: 2004

Annex 3.6.5.2: Socioeconomic Indicators for Kampong Chnang Airport Line

Page 1 of 4

QuestionID Short Name Question Name Teuk La'k Romeas Veal Sbov Krang Tamom Trapang Kravan Total30 MOTO_NUM # Motorcycles MOTO_NUM 46 28 22 41 49 18631 CAR_NUM # Tractors/koyons/cars CAR_NUM 2 0 0 1 2 532 OX_CART # Horse carts and ox carts OX_CART 160 207 160 191 99 81733 BICY_NUM # Bicycles BICY_NUM 166 123 55 215 107 66634 ROW_BOAT # Row boats ROW_BOAT 0 0 0 0 0 035 MOTOBOAT # Boats with motor MOTOBOAT 0 0 0 0 0 036 TV_MUM # TVs TV_MUM 37 59 39 70 21 226

37 TBA_USE # families who used a traditional birth attendant in the past year TBA_USE 10 5 4 0 2 21

38 MWIFE_USE # families who used a trained midwife in the past year MWIFE_USE 0 2 7 16 2 27

39 TBA_NUM # traditional birth attendants in the village TBA_NUM 3 1 3 0 0 740 MWIFE_NUM # government trained midwives in the village MWIFE_NUM 0 1 2 3 1 741 NUM_IRRI # family who have some irrigated rice land NUM_IRRI 0 0 0 180 17 197

42 NUM_FERT # family using chemical fertilizer in the past year NUM_FERT 160 85 120 200 115 680

43 NUM_PEST # family using pesticide in the past year NUM_PEST 0 0 0 0 8 8

44 INSECURITY # murder, robbery, theft cases in the past year INSECURITY 0 0 7 2 0 9

45 NUM_LANDC # land conflict case in the past year NUM_LANDC 1 0 3 3 1 8

46 F_HH_UD5# female headed household/families, where the head is a mother with one or more children with under 5 yrs old

F_HH_UD5 1 8 7 9 2 27

47 HH_VIOLEN # families having problems with violence in home HH_VIOLEN 2 3 6 3 4 18

48 MARK_LOC Name of the nearest market villager frequently go to buy goods MARK_LOC 4060706 4080101 4080101 4080101 4061002 20362011

49 HRS_MARK Time taken to get from village to this nearest market by motor or motorboat HRS_MARK 60 30 30 30 30 180

50 KM_ROAD Distance in Km to nearest year-round road (4 wheel motor vehicles) KM_ROAD 0 0 0 0 0 0

51 HRS_ROAD Time taken to get from village to nearest year-road by motor or motorboat HRS_ROAD 0 0 0 0 0 0

52 GARBAGE # Houses which have access to garbage collection by a garbage collector? GARBAGE

53 PIPWATER # Houses which have access to piped water PIPWATER54 ELECTRIT # Houses with electricity ELECTRIT55 TOIL_FAM # Families with latrines TOIL_FAM56 MOTO_FAM # families with motorcycles MOTO_FAM57 CAR_FAM # families with tractors/koyons/cars CAR_FAM

Page 2 of 4

QuestionID Short Name Question Name Teuk La'k Romeas Veal Sbov Krang Tamom Trapang Kravan Total58 BICY_FAM # families with bicycles BICY_FAM59 TV_FAM # families with TVs TV_FAM60 TRAFFICKI # trafficking cases reported in the past year TRAFFICKI61 CROOM_P # primary school classrooms in the commune

62 CROOM_S # secondary school classrooms in the commune

63 TEACH_P # primary school teachers in the commune

64 TEACH_S # secondary school teachers in the commune

65 WET-RAINFED Area wet season rain fed rice land in Ha

66 WET _IRRI Area wet season supplemental irrigated rice land in Ha

67 WET _PADDY Rice production in wet season, MT

68 DRY_IRRI_FULL Area of full-irrigated dry season rice land in Ha

69 DRY_RECESS Area of recession dry season rice land in Ha70 DRY_PADDY Rice production in dry season, MT71 CROOM_K # kindergarten classrooms72 TEACH_K # kindergarten teachers in the commune73 F_HHH # Female household headed F_HHH 23 15 24 76 9 14774 M_ILT15_17 # illiterate men from 15-17ys M_ILT15_17 0 15 7 2 0 2475 M_ILT18_64 # illiterate men from 18-64ys M_ILT18_64 11 13 35 20 5 8476 M_ILT_Ov65 # Illiterate men over 65 years old M_ILT_Ov65 3 4 8 15 0 3077 M15_14SCH # boy 15 to 17ys who go to school M15_14SCH 0 51 7 32 17 10778 M6_17SCH # boy 6 to 17ys who go to school M6_17SCH 63 146 113 102 59 48379 F_ILT15_17 # illiterate women from 15-17ys F_ILT15_17 0 10 12 5 0 2780 F_ILT18_64 # illiterate women from 18-64ys F_ILT18_64 20 21 45 15 5 10681 F_ILT_Ov65 # Illiterate women over 65 years old F_ILT_Ov65 4 14 15 17 5 5582 F15_14SCH # girl 15 to 17ys who go to school F15_14SCH 15 42 13 61 10 14183 F6_17SCH # girl 6 to 17ys who go to school F6_17SCH 88 120 107 206 64 58584 H_THATCH # family living in thatched roof H_THATCH 42 141 144 80 42 44985 H_TILE # family living in tiled roof H_TILE 51 49 14 56 58 22886 H_FIBRO # family living in fibro-cement roof H_FIBRO 36 21 9 15 14 9587 H_ZINC # family living in zinced roof H_ZINC 37 25 10 59 2 13388 H_CONCR # family living in concrete roof H_CONCR 0 0 0 0 0 089 Lat_that # Latrine in total thatch house Lat_that 1 0 2 0 0 390 Lat_tile # Latrine in total tiled house Lat_tile 4 0 2 1 1 891 Lat_fibro # Latrine in total fibro-cement house Lat_fibro 3 0 0 1 0 492 Lat_zinc # Latrine in total zinc house Lat_zinc 2 0 2 0 0 493 Lat_conc # Latrine in total concrete house Lat_conc 0 0 0 0 0 0

Page 3 of 4

QuestionID Short Name Question Name Teuk La'k Romeas Veal Sbov Krang Tamom Trapang Kravan Total94 TV_that # TVs in total thatch house TV_that 4 6 9 11 2 3295 VT_tile # TVs in total tiled house VT_tile 20 12 12 36 13 9396 TV_fibro # TVs in total fibro-cement house TV_fibro 10 21 8 9 4 5297 TV_zinc # TVs in total zinc house TV_zinc 3 20 10 14 2 4998 VT_conc # TVs in total concrete house VT_conc 0 0 0 0 0 099 Baby_born # Women deliver baby in village Baby_born 10 7 11 16 4 48100 Pri_class # Primary classes in commune101 Sec_class # Secondary classes in commune102 Kid_class # Kindergarten classes in commune103 Ric_area Rice land area in commune104 M0_5SCH # boy 0 to 5ys who go to school M0_5SCH105 F0_5SCH # girl 0 to 5ys who go to school F0_5SCH

Page 4 of 4

QuestionID Short Name Question Name Kakab Kbal Damrei Trapang Chrey Total1 FAMILY Total number of families FAMILY 118 210 84 4122 FEM_TOT Total number of females FEM_TOT 365 527 156 10483 MAL_TOT Total number of males MAL_TOT 307 552 165 10244 FEM_0_5 # Girls 0-5 years old (under 6's) FEM_0_5 52 27 8 875 MAL_0_5 # Boys 0-5 years old (under 6's) MAL_0_5 32 34 20 866 FEM_6_14 # Girls 6 to 14 years old FEM_6_14 80 108 10 1987 MAL_6_14 # Boys 6 to 14 years old MAL_6_14 102 122 27 2518 F6_14_go # Girls 6 to 14 who go to school F6_14_go 71 108 10 1899 M6_14_go # Boys 6 to 14 who go to school M6_14_go 78 122 27 22710 FEM15_17 # Women 15 to17 years old FEM15_17 17 57 6 8011 MAL15_17 # Men 15 to17 years old MAL15_17 33 64 12 10912 FEM18_64 # Women 18 to 64 years old FEM18_64 207 324 118 64913 MAL18_64 # Men 18 to 64 years old MAL18_64 134 315 99 54814 F_OVER65 # Women over 65 years of age F_OVER65 9 11 14 3415 M_OVER65 # Men over 65 years of age M_OVER65 6 17 7 3016 F_ILT_15 # Illiterate women over 15 years old F_ILT_15 11 0 19 3017 M_ILT_15 # Illiterate men over 15 years old M_ILT_15 5 1 11 1718 THATCH_R # Houses with thatched roof THATCH_R 0 0 4 419 TILE_R # Houses with tiled roof TILE_R 35 70 26 13120 FIBRO_R # Houses with fibro roof FIBRO_R 3 134 15 15221 ZINC_R # Houses with zinc roof ZINC_R 67 51 26 14422 CONCR_R # Houses with concrete roof CONCR_R 0 0 0 023 TOILET # Latrines TOILET 0

24 H2O_HOUSE# Families with piped water, private pump well or private ring well, usable year round, at their house, less then 150m.

H2O_HOUSE 0

25 H2O_150M # Families with a communal tap, pump well or ring well, usable year round, within 150m of their house. H2O_150M 0

26 H2O_OTHER Most common source of water for other families: pond, river, rain water, other. H2O_OTHER 0

27 COW_FAMI # families with cattle and buffalo in village COW_FAMI 028 PIG_FAMI # families with pigs in the village PIG_FAMI 0

29 PAD_PRICE Average farm gate price of paddy in Riel for this month, December PAD_PRICE 0

30 MOTO_NUM # Motorcycles MOTO_NUM 0

Province: Phnom Penh (12)Year: 2004

Phnom Penh Airport Line

Annex 3.5.5.2: Socioeconomic Indicators for PP Airport Line

Page 1 of 4

QuestionID Short Name Question Name Kakab Kbal Damrei Trapang Chrey Total31 CAR_NUM # Tractors/koyons/cars CAR_NUM 032 OX_CART # Horse carts and ox carts OX_CART 033 BICY_NUM # Bicycles BICY_NUM 034 ROW_BOAT # Row boats ROW_BOAT 035 MOTOBOAT # Boats with motor MOTOBOAT 036 TV_MUM # TVs TV_MUM 0

37 TBA_USE # families who used a traditional birth attendant in the past year TBA_USE 0

38 MWIFE_USE # families who used a trained midwife in the past year MWIFE_USE 0

39 TBA_NUM # traditional birth attendants in the village TBA_NUM 040 MWIFE_NUM # government trained midwives in the village MWIFE_NUM 041 NUM_IRRI # family who have some irrigated rice land NUM_IRRI 042 NUM_FERT # family using chemical fertilizer in the past year NUM_FERT 043 NUM_PEST # family using pesticide in the past year NUM_PEST 044 INSECURITY # murder, robbery, theft cases in the past year INSECURITY 0 0 0 045 NUM_LANDC # land conflict case in the past year NUM_LANDC 2 0 1 3

46 F_HH_UD5 # female headed household/families, where the head is a mother with one or more children with under 5 yrs old F_HH_UD5 2 1 0 3

47 HH_VIOLEN # families having problems with violence in home HH_VIOLEN 7 2 1 10

48 MARK_LOC Name of the nearest market villager frequently go to buy goods MARK_LOC 0

49 HRS_MARK Time taken to get from village to this nearest market by motor or motorboat HRS_MARK 0

50 KM_ROAD Distance in Km to nearest year-round road (4 wheel motor vehicles) KM_ROAD 0

51 HRS_ROAD Time taken to get from village to nearest year-road by motor or motorboat HRS_ROAD 0

52 GARBAGE # Houses which have access to garbage collection by a garbage collector? GARBAGE 0 142 0 142

53 PIPWATER # Houses which have access to piped water PIPWATER 0 210 0 21054 ELECTRIT # Houses with electricity ELECTRIT 0 231 0 23155 TOIL_FAM # Families with latrines TOIL_FAM 28 182 20 23056 MOTO_FAM # families with motorcycles MOTO_FAM 64 198 64 32657 CAR_FAM # families with tractors/koyons/cars CAR_FAM 5 25 2 3258 BICY_FAM # families with bicycles BICY_FAM 70 188 70 32859 TV_FAM # families with TVs TV_FAM 81 205 84 37060 TRAFFICKI # trafficking cases reported in the past year TRAFFICKI 0 0 0 061 CROOM_P # primary school classrooms in the commune 0

Page 2 of 4

QuestionID Short Name Question Name Kakab Kbal Damrei Trapang Chrey Total62 CROOM_S # secondary school classrooms in the commune 063 TEACH_P # primary school teachers in the commune 064 TEACH_S # secondary school teachers in the commune 065 WET-RAINFED Area wet season rain fed rice land in Ha 0

66 WET _IRRI Area wet season supplemental irrigated rice land in Ha 0

67 WET _PADDY Rice production in wet season, MT 068 DRY_IRRI_FULL Area of full-irrigated dry season rice land in Ha 069 DRY_RECESS Area of recession dry season rice land in Ha 070 DRY_PADDY Rice production in dry season, MT 071 CROOM_K # kindergarten classrooms 072 TEACH_K # kindergarten teachers in the commune 073 F_HHH # Female household headed F_HHH 25 38 17 8074 M_ILT15_17 # illiterate men from 15-17ys M_ILT15_17 0 0 0 075 M_ILT18_64 # illiterate men from 18-64ys M_ILT18_64 3 0 11 1476 M_ILT_Ov65 # Illiterate men over 65 years old M_ILT_Ov65 2 1 0 377 M15_17SCH # boy 15 to 17ys who go to school M15_17SCH 3 60 8 7178 M6_17SCH # boy 6 to 17ys who go to school M6_17SCH 81 182 36 29979 F_ILT15_17 # illiterate women from 15-17ys F_ILT15_17 0 0 0 080 F_ILT18_64 # illiterate women from 18-64ys F_ILT18_64 5 0 14 1981 F_ILT_Ov65 # Illiterate women over 65 years old F_ILT_Ov65 6 0 5 1182 F15_17SCH # girl 15 to 17ys who go to school F15_17SCH 2 47 1 5083 F6_17SCH # girl 6 to 17ys who go to school F6_17SCH 73 155 11 23984 H_THATCH # family living in thatched roof H_THATCH 085 H_TILE # family living in tiled roof H_TILE 086 H_FIBRO # family living in fibro-cement roof H_FIBRO 087 H_ZINC # family living in zinced roof H_ZINC 088 H_CONCR # family living in concrete roof H_CONCR 089 Lat_that # Latrine in total thatch house Lat_that 090 Lat_tile # Latrine in total tiled house Lat_tile 091 Lat_fibro # Latrine in total fibro-cement house Lat_fibro 092 Lat_zinc # Latrine in total zinc house Lat_zinc 093 Lat_conc # Latrine in total concrete house Lat_conc 094 TV_that # TVs in total thatch house TV_that 095 VT_tile # TVs in total tiled house VT_tile 096 TV_fibro # TVs in total fibro-cement house TV_fibro 097 TV_zinc # TVs in total zinc house TV_zinc 098 VT_conc # TVs in total concrete house VT_conc 099 Baby_born # Women deliver baby in village Baby_born 0100 Pri_class # Primary classes in commune 0

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QuestionID Short Name Question Name Kakab Kbal Damrei Trapang Chrey Total101 Sec_class # Secondary classes in commune 0102 Kid_class # Kindergarten classes in commune 0103 Ric_area Rice land area in commune 0104 M0_5SCH # boy 0 to 5ys who go to school M0_5SCH 0 0 1 1105 F0_5SCH # girl 0 to 5ys who go to school F0_5SCH 0 0 0 0120001 ofphan number of ofphan ofphan 0 0 0 0120002 childrent drug user number of childrent using drug childrent drug0 0 0 0120003 Child-parent-died Number of Childrent that parent died by AID-IV Child-parent-d1 0 0 1120004 community number of community community 0 0 0 0120005 People in community Number of People in community People in com0 0 0 0120006 family in community Number of family in community family in com 0 0 0 0120007 villa-mid-villa Villa and mid-villa villa-mid-villa 0 7 0 7120008 number of flat number of flat number of flat0 5 0 5

120009 wooden house number of wooden house ( roof tile, firo cement, zince wooden hous 119 171 95 385

120010 number of cottage ( number of cottage ( 3 X4 m) number of cot0 0 0 0120011 small-scale bussunes number of small-scale bussuness small-scale bu0 11 0 11120012 Number of Clinic Number of Clinic Number of Cli0 0 0 0120013 hotel number of hotel hotel 0 0 0 0120014 guest-house Number of guest house guest-house 0 0 0 0120015 truck number of truck truck 0 2 0 2120016 small truck small truck one tonne small truck 2 2 0 4120017 bus number of bus bus 0 0 0 0120018 mini-bus Number of mini-bus mini-bus 1 7 0 8120019 car number of car car 4 32 0 36120020 Lambreuta Number of Lambreuta Lambreuta 0 0 0 0120021 Moto byke Number of Moto byke Moto byke 73 164 85 322120022 Romak Moto Number of Romak Moto Romak Moto 0 0 0 0120023 Romak Kang Number of Romak Kang Romak Kang 0 0 0 0120024 tri-cycle Number of tri-cycle tri-cycle 0 0 0 0120025 Tractor Number of Tractor Tractor 0 0 0 0120026 handicraff Number of handicraft handicraff 1 2 0 3120027 industry Number of Industry industry 0 5 9 14120028 phamarchy Number of Phamarchy phamarchy 0 0 0 0120029 oil station Number of oil station oil station 0 0 0 0120030 big market number of big market big market 0 0 0 0120031 small market number of small market small market 0 0 0 0120032 small service Number of small service small service 0 7 0 7

Page 4 of 4

uestion Short Name Question Name Phum 14 Phum 21 Phum 22 Phum 23 Kraol Kou Spean Khpos Mittakpheap Khleang Sang Boeng Salang Tul Sangke Total1 FAMILY Total number of families FAMILY 232 177 385 183 1270 1023 802 714 802 3077 86652 FEM_TOT Total number of females FEM_TOT 662 459 737 405 3993 3126 2293 1846 2298 10368 261873 MAL_TOT Total number of males MAL_TOT 627 405 692 357 4260 2926 2200 1707 2200 7423 227974 FEM_0_5 # Girls 0-5 years old (under 6's) FEM_0_5 10 37 71 33 322 132 165 92 165 791 18185 MAL_0_5 # Boys 0-5 years old (under 6's) MAL_0_5 30 35 67 28 208 111 171 110 171 765 16966 FEM_6_14 # Girls 6 to 14 years old FEM_6_14 79 90 105 78 750 688 447 249 447 1219 41527 MAL_6_14 # Boys 6 to 14 years old MAL_6_14 98 78 90 93 665 757 465 297 465 1007 40158 F6_14_go # Girls 6 to 14 who go to school F6_14_go 79 82 105 71 689 395 402 224 402 1219 36689 M6_14_go # Boys 6 to 14 who go to school M6_14_go 98 75 90 90 631 460 419 267 419 1007 355610 FEM15_17 # Women 15 to17 years old FEM15_17 102 41 125 36 192 221 211 118 211 114 137111 MAL15_17 # Men 15 to17 years old MAL15_17 127 50 88 20 114 147 221 141 221 480 160912 FEM18_64 # Women 18 to 64 years old FEM18_64 459 280 340 245 2360 1765 1357 1280 1357 8131 1757413 MAL18_64 # Men 18 to 64 years old MAL18_64 357 233 334 208 3006 1636 1240 1070 1240 4958 1428214 F_OVER65 # Women over 65 years of age F_OVER65 12 11 96 13 369 320 113 107 118 113 127215 M_OVER65 # Men over 65 years of age M_OVER65 15 9 113 8 267 275 103 89 103 213 119516 F_ILT_15 # Illiterate women over 15 years old F_ILT_15 71 15 53 11 166 250 0 0 0 8358 892417 M_ILT_15 # Illiterate men over 15 years old M_ILT_15 31 3 60 7 149 126 0 0 0 91 46718 THATCH_R # Houses with thatched roof THATCH_R 3 0 6 1 35 15 11 0 11 5 8719 TILE_R # Houses with tiled roof TILE_R 5 25 3 4 76 80 43 36 43 130 44520 FIBRO_R # Houses with fibro roof FIBRO_R 15 10 2 5 18 65 92 20 92 228 54721 ZINC_R # Houses with zinc roof ZINC_R 269 115 182 129 787 581 594 423 594 1416 509022 CONCR_R # Houses with concrete roof CONCR_R 58 9 4 29 109 75 22 99 22 481 90823 TOILET # Latrines TOILET 0

24 H2O_HOUSE

# Families with piped water, private pump well or private ring well, usable year round, at their house, less then 150m.

H2O_HOUSE 0

25 H2O_150M# Families with a communal tap, pump well or ring well, usable year round, within 150m of their house.

H2O_150M 0

26 H2O_OTHER Most common source of water for other families: pond, river, rain water, other. H2O_OTHER 0

27 COW_FAMI # families with cattle and buffalo in village COW_FAMI 0

28 PIG_FAMI # families with pigs in the village PIG_FAMI 0

29 PAD_PRICE Average farm gate price of paddy in Riel for this month, December PAD_PRICE 0

Annex 3.4.5.2: Socioeconomic Indicators for PP Port Line

Khan Toul Kok Khan Russei Keo

Province: Phnom Penh (12)Year: 2004

Page 1 of 5

uestion Short Name Question Name Phum 14 Phum 21 Phum 22 Phum 23 Kraol Kou Spean Khpos Mittakpheap Khleang Sang Boeng Salang Tul Sangke Total30 MOTO_NUM # Motorcycles MOTO_NUM 031 CAR_NUM # Tractors/koyons/cars CAR_NUM 032 OX_CART # Horse carts and ox carts OX_CART 033 BICY_NUM # Bicycles BICY_NUM 034 ROW_BOAT # Row boats ROW_BOAT 035 MOTOBOAT # Boats with motor MOTOBOAT 036 TV_MUM # TVs TV_MUM 0

37 TBA_USE # families who used a traditional birth attendant in the past year TBA_USE 0

38 MWIFE_USE # families who used a trained midwife in the past year MWIFE_USE 0

39 TBA_NUM # traditional birth attendants in the village TBA_NUM 0

40 MWIFE_NUM # government trained midwives in the village MWIFE_NUM 0

41 NUM_IRRI # family who have some irrigated rice land NUM_IRRI 0

42 NUM_FERT # family using chemical fertilizer in the past year NUM_FERT 0

43 NUM_PEST # family using pesticide in the past year NUM_PEST 0

44 INSECURITY # murder, robbery, theft cases in the pastyear INSECURITY 3 0 0 4 1 5 0 0 0 61 74

45 NUM_LANDC # land conflict case in the past year NUM_LANDC 1 0 0 1 1 9 0 1 0 22 35

46 F_HH_UD5# female headed household/families, where the head is a mother with one or more children with under 5 yrs old

F_HH_UD5 0 1 0 7 10 9 1 0 1 63 92

47 HH_VIOLEN # families having problems with violence in home HH_VIOLEN 2 0 0 4 4 4 0 0 0 79 93

48 MARK_LOC Name of the nearest market villager frequently go to buy goods MARK_LOC 0

49 HRS_MARK Time taken to get from village to this nearest market by motor or motorboat HRS_MARK 0

50 KM_ROAD Distance in Km to nearest year-round road (4 wheel motor vehicles) KM_ROAD 0

51 HRS_ROAD Time taken to get from village to nearest year-road by motor or motorboat HRS_ROAD 0

Page 2 of 5

uestion Short Name Question Name Phum 14 Phum 21 Phum 22 Phum 23 Kraol Kou Spean Khpos Mittakpheap Khleang Sang Boeng Salang Tul Sangke Total

52 GARBAGE # Houses which have access to garbage collection by a garbage collector? GARBAGE 350 157 31 148 453 310 0 166 0 1460 3075

53 PIPWATER # Houses which have access to piped water PIPWATER 350 157 197 104 953 550 297 540 297 2190 5635

54 ELECTRIT # Houses with electricity ELECTRIT 350 137 193 103 1013 810 760 578 760 2239 694355 TOIL_FAM # Families with latrines TOIL_FAM 232 140 230 160 985 711 746 714 746 2241 690556 MOTO_FAM # families with motorcycles MOTO_FAM 153 155 260 141 645 395 622 512 622 1805 5310

57 CAR_FAM # families with tractors/koyons/cars CAR_FAM 18 35 0 13 0 65 0 70 0 563 764

58 BICY_FAM # families with bicycles BICY_FAM 31 65 110 64 186 2 171 142 171 298 124059 TV_FAM # families with TVs TV_FAM 201 165 202 155 992 801 720 682 720 2104 6742

60 TRAFFICKI # trafficking cases reported in the past year TRAFFICKI 0 0 0 0 0 1 0 0 0 2 3

61 CROOM_P # primary school classrooms in the commune 0

62 CROOM_S # secondary school classrooms in the commune 0

63 TEACH_P # primary school teachers in the commune 0

64 TEACH_S # secondary school teachers in the commune 0

65 WET-RAINFEDArea wet season rain fed rice land in Ha 0

66 WET _IRRI Area wet season supplemental irrigated rice land in Ha 0

67 WET _PADDY Rice production in wet season, MT 0

68 DRY_IRRI_FUArea of full-irrigated dry season rice land in Ha 0

69 DRY_RECESSArea of recession dry season rice land in Ha 0

70 DRY_PADDY Rice production in dry season, MT 071 CROOM_K # kindergarten classrooms 0

72 TEACH_K # kindergarten teachers in the commune 0

73 F_HHH # Female household headed F_HHH 16 30 10 45 34 21 77 67 77 138 51574 M_ILT15_17 # illiterate men from 15-17ys M_ILT15_17 11 0 10 2 7 25 0 0 0 17 7275 M_ILT18_64 # illiterate men from 18-64ys M_ILT18_64 17 3 27 2 117 80 0 0 0 53 29976 M_ILT_Ov65 # Illiterate men over 65 years old M_ILT_Ov65 3 0 23 3 25 21 0 0 0 21 9677 M15_17SCH # boy 15 to 17ys who go to school M15_17SCH 127 47 88 18 107 120 199 127 199 463 149578 M6_17SCH # boy 6 to 17ys who go to school M6_17SCH 225 134 188 119 738 620 703 449 703 1627 550679 F_ILT15_17 # illiterate women from 15-17ys F_ILT15_17 27 0 8 2 6 30 0 0 0 114 187

Page 3 of 5

uestion Short Name Question Name Phum 14 Phum 21 Phum 22 Phum 23 Kraol Kou Spean Khpos Mittakpheap Khleang Sang Boeng Salang Tul Sangke Total80 F_ILT18_64 # illiterate women from 18-64ys F_ILT18_64 32 11 23 4 135 170 0 0 0 8131 850681 F_ILT_Ov65 # Illiterate women over 65 years old F_ILT_Ov65 12 4 22 5 25 50 0 0 0 113 23182 F15_17SCH # girl 15 to 17ys who go to school F15_17SCH 102 35 125 21 167 215 190 106 190 111 126283 F6_17SCH # girl 6 to 17ys who go to school F6_17SCH 181 125 240 110 856 655 673 370 673 1423 530684 H_THATCH # family living in thatched roof H_THATCH 085 H_TILE # family living in tiled roof H_TILE 086 H_FIBRO # family living in fibro-cement roof H_FIBRO 087 H_ZINC # family living in zinced roof H_ZINC 088 H_CONCR # family living in concrete roof H_CONCR 089 Lat_that # Latrine in total thatch house Lat_that 090 Lat_tile # Latrine in total tiled house Lat_tile 0

91 Lat_fibro # Latrine in total fibro-cement house Lat_fibro 0

92 Lat_zinc # Latrine in total zinc house Lat_zinc 093 Lat_conc # Latrine in total concrete house Lat_conc 094 TV_that # TVs in total thatch house TV_that 095 VT_tile # TVs in total tiled house VT_tile 096 TV_fibro # TVs in total fibro-cement house TV_fibro 097 TV_zinc # TVs in total zinc house TV_zinc 098 VT_conc # TVs in total concrete house VT_conc 099 Baby_born # Women deliver baby in village Baby_born 0100 Pri_class # Primary classes in commune 0101 Sec_class # Secondary classes in commune 0102 Kid_class # Kindergarten classes in commune 0103 Ric_area Rice land area in commune 0104 M0_5SCH # boy 0 to 5ys who go to school M0_5SCH 0 12 10 11 0 40 85 55 85 157 455105 F0_5SCH # girl 0 to 5ys who go to school F0_5SCH 0 8 10 18 0 45 81 40 81 93 376#### ofphan number of ofphan ofphan 0 0 0 0 0 0 0 0 0 6 6#### childrent drug unumber of childrent using drug childrent drug10 0 10 2 30 55 12 16 12 85 232

#### Child-parent-diNumber of Childrent that parent died by AID-IV Child-parent-d2 0 0 6 7 9 1 3 1 11 40

#### community number of community community 1 101 3 1 4 3 0 19 0 3 135#### People in commNumber of People in community People in com325 151 816 573 283 5979 0 2 0 1176 9305#### family in commNumber of family in community family in com 65 37 217 119 63 958 0 60 0 659 2178#### villa-mid-villa Villa and mid-villa villa-mid-villa 20 11 0 4 0 5 22 60 22 8 152#### number of flat number of flat number of flat58 23 0 3 109 42 12 3 12 481 743

#### wooden house number of wooden house ( roof tile, firo cement, zince wooden hous 258 127 255 140 881 762 672 99 672 1766 5632

#### number of cott number of cottage ( 3 X4 m) number of cot4 5 32 4 35 7 56 476 56 5 680#### small-scale bu number of small-scale bussuness small-scale bu15 0 5 11 56 19 17 0 17 209 349#### Number of ClinNumber of Clinic Number of Cli0 0 1 0 0 0 0 8 0 18 27#### hotel number of hotel hotel 0 0 0 0 0 0 0 1 0 0 1

Page 4 of 5

uestion Short Name Question Name Phum 14 Phum 21 Phum 22 Phum 23 Kraol Kou Spean Khpos Mittakpheap Khleang Sang Boeng Salang Tul Sangke Total#### guest-house Number of guest house guest-house 1 0 0 0 0 1 0 0 0 0 2#### truck number of truck truck 0 0 0 0 4 0 11 0 11 13 39#### small truck small truck one tonne small truck 0 3 0 0 12 9 3 11 3 67 108#### bus number of bus bus 0 0 0 0 2 0 0 13 0 14 29#### mini-bus Number of mini-bus mini-bus 1 0 0 13 0 3 7 0 7 9 40#### car number of car car 17 32 0 1 65 25 79 4 79 218 520#### Lambreuta Number of Lambreuta Lambreuta 0 0 0 0 0 0 1 42 1 3 47#### Moto byke Number of Moto byke Moto byke 153 192 309 151 548 411 668 0 668 1790 4890#### Romak Moto Number of Romak Moto Romak Moto 0 0 0 0 4 4 2 512 2 15 539#### Romak Kang Number of Romak Kang Romak Kang 0 0 0 0 0 0 0 0 0 5 5#### tri-cycle Number of tri-cycle tri-cycle 1 0 2 2 0 1 1 0 1 5 13#### Tractor Number of Tractor Tractor 0 0 0 0 0 0 0 0 0 1 1#### handicraff Number of handicraft handicraff 4 0 0 0 5 11 6 37 6 32 101#### industry Number of Industry industry 1 0 0 0 1 5 1 11 1 24 44#### phamarchy Number of Phamarchy phamarchy 0 0 0 1 0 1 3 2 3 13 23#### oil station Number of oil station oil station 0 0 0 0 1 2 0 3 0 0 6#### big market number of big market big market 0 0 0 0 0 0 0 2 0 0 2#### small market number of small market small market 0 0 0 0 1 0 0 0 0 3 4#### small service Number of small service small service 2 0 3 0 18 6 3 0 3 79 114

Page 5 of 5

QuestionID Short Name Question Name Trapang ChrePrey Khmum Prey Tom Thmei Trasek KoangDamnak LounBor Khnong Antong Baek Total1 FAMILY Total number of families FAMILY 118 365 298 239 208 445 380 179 22322 FEM_TOT Total number of females FEM_TOT 310 985 736 659 636 1077 983 510 58963 MAL_TOT Total number of males MAL_TOT 351 878 672 584 554 1073 967 448 55274 FEM_0_5 # Girls 0-5 years old (under 6's) FEM_0_5 21 127 86 68 90 113 202 74 7815 MAL_0_5 # Boys 0-5 years old (under 6's) MAL_0_5 25 120 88 91 91 95 137 101 7486 FEM_6_14 # Girls 6 to 14 years old FEM_6_14 98 248 137 145 171 206 191 161 13577 MAL_6_14 # Boys 6 to 14 years old MAL_6_14 113 240 165 150 150 278 189 122 14078 F6_14_go # Girls 6 to 14 who go to school F6_14_go 98 220 137 121 160 206 120 152 12149 M6_14_go # Boys 6 to 14 who go to school M6_14_go 113 224 121 145 140 278 130 122 127310 FEM15_17 # Women 15 to17 years old FEM15_17 14 82 70 54 50 94 134 31 52911 MAL15_17 # Men 15 to17 years old MAL15_17 18 86 71 37 43 82 206 35 57812 FEM18_64 # Women 18 to 64 years old FEM18_64 163 478 402 356 287 596 449 230 296113 MAL18_64 # Men 18 to 64 years old MAL18_64 178 414 334 285 249 583 427 169 263914 F_OVER65 # Women over 65 years of age F_OVER65 14 50 41 36 38 68 7 14 26815 M_OVER65 # Men over 65 years of age M_OVER65 17 18 14 21 21 35 8 21 15516 F_ILT_15 # Illiterate women over 15 years old F_ILT_15 34 6 151 28 48 125 240 62 69417 M_ILT_15 # Illiterate men over 15 years old M_ILT_15 26 57 44 5 47 57 320 87 64318 THATCH_R # Houses with thatched roof THATCH_R 7 124 78 65 70 93 261 110 80819 TILE_R # Houses with tiled roof TILE_R 9 36 39 37 52 123 35 23 35420 FIBRO_R # Houses with fibro roof FIBRO_R 15 73 78 91 50 106 61 34 50821 ZINC_R # Houses with zinc roof ZINC_R 84 94 84 41 25 94 7 2 43122 CONCR_R # Houses with concrete roof CONCR_R 2 0 0 0 0 1 0 0 323 TOILET # Latrines TOILET 15 10 14 10 2 25 0 0 76

24 H2O_HOUSE # Families with piped water, private pump well or private ring well, usable year round, at their house, less then 150m. H2O_HOUSE 2 0 0 0 42 80 181 23 328

25 H2O_150M # Families with a communal tap, pump well or ring well, usable year round, within 150m of their house. H2O_150M 116 0 0 0 60 120 137 102 535

26 H2O_OTHER Most common source of water for other families: pond, river, rain water, other. H2O_OTHER 0 365 298 239 106 245 62 54 1369

27 COW_FAMI # families with cattle and buffalo in village COW_FAMI 104 365 271 186 105 203 279 159 167228 PIG_FAMI # families with pigs in the village PIG_FAMI 107 363 257 150 135 57 128 149 134629 PAD_PRICE Average farm gate price of paddy in Riel for this month, December PAD_PRICE 450 700 600 500 600 550 550 550 450030 MOTO_NUM # Motorcycles MOTO_NUM 24 77 57 35 26 127 16 14 37631 CAR_NUM # Tractors/koyons/cars CAR_NUM 0 0 0 6 0 12 5 3 2632 OX_CART # Horse carts and ox carts OX_CART 28 94 105 136 65 134 192 141 89533 BICY_NUM # Bicycles BICY_NUM 35 226 294 181 50 221 140 170 131734 ROW_BOAT # Row boats ROW_BOAT 0 0 0 0 0 0 0 0 035 MOTOBOAT # Boats with motor MOTOBOAT 0 0 0 0 0 0 0 0 036 TV_MUM # TVs TV_MUM 30 29 54 42 49 166 69 24 46337 TBA_USE # families who used a traditional birth attendant in the past year TBA_USE 0 4 4 0 7 4 9 12 4038 MWIFE_USE # families who used a trained midwife in the past year MWIFE_USE 5 7 21 31 15 12 17 0 10839 TBA_NUM # traditional birth attendants in the village TBA_NUM 1 4 1 0 1 1 8 4 2040 MWIFE_NUM # government trained midwives in the village MWIFE_NUM 0 2 1 1 1 2 1 0 841 NUM_IRRI # family who have some irrigated rice land NUM_IRRI 0 0 0 0 0 5 0 0 542 NUM_FERT # family using chemical fertilizer in the past year NUM_FERT 117 337 291 200 180 45 326 159 165543 NUM_PEST # family using pesticide in the past year NUM_PEST 0 0 7 40 17 10 16 0 9044 INSECURITY # murder, robbery, theft cases in the past year INSECURITY 2 0 5 5 3 2 3 0 2045 NUM_LANDC # land conflict case in the past year NUM_LANDC 0 4 4 4 0 1 4 0 17

46 F_HH_UD5 # female headed household/families, where the head is a mother with one or more children with under 5 yrs old F_HH_UD5 34 3 7 2 5 0 10 2 63

47 HH_VIOLEN # families having problems with violence in home HH_VIOLEN 0 3 2 0 1 0 10 1 1748 MARK_LOC Name of the nearest market villager frequently go to buy goods MARK_LOC 7080301 7080301 7080301 7080301 7080301 7080301 7050201 7050201 56582208

49 HRS_MARK Time taken to get from village to this nearest market by motor or motorboat HRS_MARK 7 30 0 25 30 45 40 10 187

50 KM_ROAD Distance in Km to nearest year-round road (4 wheel motor vehicles) KM_ROAD 0 0 0 0 0 0 0 12 12

51 HRS_ROAD Time taken to get from village to nearest year-road by motor or motorboat HRS_ROAD 0 0 0 0 0 0 0 30 30

Dang Toung District

Annex 3.3.5.2: Socioeconomic Indicators for Kampot LineProvince: KampotYear: 2004

Kampot District

Page 1 of 2

QuestionID Short Name Question Name Trapang ChrePrey Khmum Prey Tom Thmei Trasek KoangDamnak LounBor Khnong Antong Baek TotalDang Toung DistrictKampot District

52 GARBAGE # Houses which have access to garbage collection by a garbage collector? GARBAGE 0

53 PIPWATER # Houses which have access to piped water PIPWATER 054 ELECTRIT # Houses with electricity ELECTRIT 055 TOIL_FAM # Families with latrines TOIL_FAM 056 MOTO_FAM # families with motorcycles MOTO_FAM 057 CAR_FAM # families with tractors/koyons/cars CAR_FAM 058 BICY_FAM # families with bicycles BICY_FAM 059 TV_FAM # families with TVs TV_FAM 060 TRAFFICKI # trafficking cases reported in the past year TRAFFICKI 061 CROOM_P # primary school classrooms in the commune 062 CROOM_S # secondary school classrooms in the commune 063 TEACH_P # primary school teachers in the commune 064 TEACH_S # secondary school teachers in the commune 065 WET-RAINFED Area wet season rain fed rice land in Ha 066 WET _IRRI Area wet season supplemental irrigated rice land in Ha 067 WET _PADDY Rice production in wet season, MT 068 DRY_IRRI_FULL Area of full-irrigated dry season rice land in Ha 069 DRY_RECESS Area of recession dry season rice land in Ha 070 DRY_PADDY Rice production in dry season, MT 071 CROOM_K # kindergarten classrooms 072 TEACH_K # kindergarten teachers in the commune 073 F_HHH # Female household headed F_HHH 84 89 61 86 20 67 39 27 47374 M_ILT15_17 # illiterate men from 15-17ys M_ILT15_17 0 3 20 0 0 7 100 30 16075 M_ILT18_64 # illiterate men from 18-64ys M_ILT18_64 17 54 23 5 39 32 214 39 42376 M_ILT_Ov65 # Illiterate men over 65 years old M_ILT_Ov65 9 0 1 0 8 18 6 18 6077 M15_14SCH # boy 15 to 17ys who go to school M15_14SCH 18 0 21 5 32 71 106 5 25878 M6_17SCH # boy 6 to 17ys who go to school M6_17SCH 131 224 142 150 172 349 236 127 153179 F_ILT15_17 # illiterate women from 15-17ys F_ILT15_17 0 2 8 0 0 14 70 10 10480 F_ILT18_64 # illiterate women from 18-64ys F_ILT18_64 26 4 125 8 38 73 166 48 48881 F_ILT_Ov65 # Illiterate women over 65 years old F_ILT_Ov65 8 0 18 20 10 38 4 4 10282 F15_14SCH # girl 15 to 17ys who go to school F15_14SCH 14 24 14 10 15 80 64 21 24283 F6_17SCH # girl 6 to 17ys who go to school F6_17SCH 112 244 151 131 175 286 184 173 145684 H_THATCH # family living in thatched roof H_THATCH 8 135 80 66 70 101 268 115 84385 H_TILE # family living in tiled roof H_TILE 9 44 45 38 52 130 39 28 38586 H_FIBRO # family living in fibro-cement roof H_FIBRO 15 82 82 93 60 112 65 34 54387 H_ZINC # family living in zinced roof H_ZINC 84 104 91 42 26 101 8 2 45888 H_CONCR # family living in concrete roof H_CONCR 2 0 0 0 0 1 0 0 389 Lat_that # Latrine in total thatch house Lat_that 0 0 0 0 0 0 0 0 090 Lat_tile # Latrine in total tiled house Lat_tile 1 1 6 2 2 12 0 0 2491 Lat_fibro # Latrine in total fibro-cement house Lat_fibro 3 7 5 7 0 7 0 0 2992 Lat_zinc # Latrine in total zinc house Lat_zinc 9 2 3 1 0 5 0 0 2093 Lat_conc # Latrine in total concrete house Lat_conc 2 0 0 0 0 1 0 0 394 TV_that # TVs in total thatch house TV_that 0 3 5 1 2 15 28 3 5795 VT_tile # TVs in total tiled house VT_tile 3 3 16 20 26 63 17 13 16196 TV_fibro # TVs in total fibro-cement house TV_fibro 8 8 21 16 17 48 16 7 14197 TV_zinc # TVs in total zinc house TV_zinc 17 15 12 5 4 39 8 1 10198 VT_conc # TVs in total concrete house VT_conc 2 0 0 0 0 1 0 0 399 Baby_born # Women deliver baby in village Baby_born 5 11 25 31 22 16 26 12 148100 Pri_class # Primary classes in commune 0101 Sec_class # Secondary classes in commune 0102 Kid_class # Kindergarten classes in commune 0103 Ric_area Rice land area in commune 0104 M0_5SCH # boy 0 to 5ys who go to school M0_5SCH 0105 F0_5SCH # girl 0 to 5ys who go to school F0_5SCH 0

Page 2 of 2



APPENDIX 12 ECONOMIC AND FINANCIAL ANALYSIS (ANNEXES TO CHAPTER 5)


ANNEX 1.1

Economic evaluation of railway rehabilitation project in Cambodia

For: Southern Line without Touk Meas cementSouthern Line…1

1. Case: R1 (Rehabilitation Low Growth)

Year Fuel savingsConstr. Rolling Total Reduced road Reduced Reduced Reduced Total Net (included inResettle& Stock Fixed Track Other Operating Costs tpt cost due CO2 emission Road Acc. Road Maint. Benefits Benefit reduced roadEnviron. Maint. Maint. traffic diversion cost Cost Cost tpt cost)

2006 0.00 0.00 0.00 0.002007 4.02 3.52 0.26 0.09 0.36 8.23 1.26 0.03 0.04 0.05 1.38 -6.86 0.9392008 12.54 0.60 0.26 0.31 0.53 14.24 2.72 0.08 0.11 0.15 3.06 -11.18 1.5032009 8.65 14.58 0.26 0.74 0.93 25.15 6.53 0.17 0.22 0.34 7.26 -17.88 3.6672010 0.03 3.30 0.26 1.29 2.51 7.38 10.89 0.28 0.38 0.58 12.14 4.76 6.1212011 2.58 0.26 1.42 2.97 7.23 11.75 0.30 0.42 0.64 13.11 5.88 6.6002012 0.66 0.26 1.55 3.44 5.91 12.61 0.32 0.46 0.70 14.09 8.18 7.0792013 1.68 0.39 1.68 3.91 7.66 13.47 0.34 0.50 0.75 15.06 7.40 7.5582014 1.70 0.39 1.81 4.38 8.28 14.32 0.36 0.54 0.81 16.03 7.76 8.0382015 0.86 0.39 1.94 4.84 8.03 15.18 0.38 0.60 0.86 17.03 9.00 8.5172016 0.96 0.39 2.06 5.09 8.50 16.18 0.41 0.61 0.92 18.12 9.62 9.0752017 0.98 0.52 2.17 5.35 9.01 17.18 0.43 0.65 0.97 19.23 10.22 9.6332018 2.34 0.52 2.29 5.62 10.77 18.23 0.46 0.69 1.02 20.40 9.63 10.2192019 4.66 0.52 2.43 5.97 13.57 19.45 0.49 0.75 1.09 21.77 8.20 10.9062020 0.42 0.52 2.57 6.32 9.82 20.67 0.52 0.79 1.16 23.13 13.30 11.5932021 0.44 0.52 2.65 6.65 10.25 22.59 0.55 0.83 1.19 25.15 14.90 12.7052022 0.42 0.52 2.73 6.97 10.64 23.19 0.56 0.84 1.22 25.82 15.18 13.0392023 0.50 0.52 2.80 7.30 11.12 23.80 0.57 0.87 1.26 26.50 15.38 13.3732024 0.44 0.52 2.88 7.63 11.47 24.41 0.59 0.91 1.29 27.20 15.73 13.7082025 0.38 0.52 2.96 7.95 11.81 25.02 0.60 0.92 1.33 27.86 16.05 14.0422026 0.48 0.52 3.04 8.28 12.32 25.63 0.61 0.95 1.36 28.55 16.23 14.3762027 0.50 0.52 3.12 8.60 12.74 26.24 0.62 0.98 1.39 29.24 16.50 14.7102028 0.50 0.52 3.20 8.93 13.15 26.85 0.64 1.02 1.43 29.93 16.78 15.0442029 17.90 0.52 3.28 9.26 30.95 27.46 0.65 1.03 1.46 30.59 -0.36 15.3782030 -25.22 -30.20 0.52 3.36 9.58 -41.97 28.07 0.66 1.06 1.50 31.29 73.26 15.712

Totals 0.000 30.20 10.33 52.37 133.37 226.26 433.69 10.62 16.15 23.48 483.94 257.68 243.53

Project cost residuals Indicators of economic worth25.22496 30.2 NPV (US$mill) 23.50

EIRR 20.35% 8/29/2006

Economic Cost Flows Economic Benefit FlowsRailway O&M costs



ANNEX 1.2

Economic evaluation of railway branchline construction in Cambodia

For: KC branchline, Touk Meas


Year Fuel savingsConstr. Rolling Total Reduced roReduced Reduced Reduced Total Net (included inResettle& Stock Fixed TrackOther Operating Costs tpt cost dueCO2 emissRoad Acc. Road Main Benefits Benefit reduced roadEnviron. Maint. Maint. traffic diver cost Cost Cost tpt cost)

2006 7.52 7.52 0.00 -7.522007 2.10 2.64 0.00 0.24 0.08 5.07 1.90 0.05 0.01 0.09 2.05 -3.01 1.082008 2.12 0.01 0.56 0.19 2.87 4.40 0.12 0.04 0.22 4.78 1.91 2.492009 0.88 0.01 0.83 0.28 2.00 6.63 0.18 0.05 0.33 7.20 5.20 3.772010 0.48 0.01 0.96 0.33 1.77 7.65 0.21 0.06 0.38 8.30 6.53 4.342011 2.56 0.01 1.03 0.35 3.94 8.16 0.23 0.06 0.41 8.86 4.92 4.632012 0.44 0.01 1.09 0.37 1.91 8.68 0.24 0.06 0.43 9.41 7.51 4.932013 0.40 0.01 1.16 0.39 1.96 9.20 0.26 0.07 0.46 9.98 8.02 5.222014 0.56 0.01 1.22 0.42 2.20 9.71 0.27 0.07 0.48 10.54 8.33 5.512015 0.44 0.01 1.29 0.44 2.17 10.23 0.28 0.07 0.51 11.09 8.92 5.812016 0.48 0.01 1.35 0.46 2.30 10.75 0.30 0.08 0.53 11.66 9.36 6.102017 0.60 0.01 1.41 0.48 2.51 11.28 0.31 0.08 0.56 12.23 9.72 6.402018 0.48 0.01 1.48 0.51 2.48 11.80 0.33 0.08 0.59 12.80 10.32 6.702019 0.44 0.01 1.54 0.53 2.53 12.33 0.34 0.11 0.61 13.39 10.86 7.002020 1.36 0.01 1.61 0.55 3.53 12.85 0.36 0.11 0.64 13.96 10.42 7.302021 0.20 0.01 1.64 0.57 2.42 13.12 0.36 0.11 0.65 14.25 11.83 7.452022 0.28 0.01 1.68 0.58 2.54 13.39 0.37 0.11 0.66 14.54 11.99 7.602023 0.24 0.01 1.71 0.59 2.55 13.66 0.38 0.11 0.68 14.83 12.28 7.762024 0.24 0.01 1.74 0.60 2.59 13.93 0.39 0.11 0.69 15.12 12.52 7.912025 0.36 0.01 1.77 0.62 2.76 14.20 0.39 0.12 0.71 15.42 12.66 8.062026 5.72 0.01 1.81 0.63 8.17 14.47 0.40 0.12 0.72 15.71 7.54 8.222027 2.68 0.01 1.84 0.64 5.17 14.74 0.41 0.12 0.73 16.00 10.83 8.372028 2.36 0.01 1.87 0.65 4.90 15.01 0.42 0.12 0.75 16.29 11.39 8.522029 1.08 0.01 1.90 0.66 3.66 15.28 0.42 0.12 0.76 16.58 12.92 8.682030 -2.10 -17.28 0.01 1.94 0.68 -16.76 15.55 0.43 0.12 0.77 16.87 33.63 8.83

Totals 0.000 17.28 0.22 33.68 11.59 62.77 268.95 7.47 2.08 13.35 291.86 229.08 152.68


EIRR 39.48% 9/19/2006




ANNEX 2.1


For: Southern Line without LafargeSouthern Line…1



2006 3.40 3.40 0.00 -3.402007 4.02 3.00 0.26 0.21 0.40 7.88 2.30 0.05 0.07 0.10 2.53 -5.35 1.5302008 12.54 1.80 0.26 0.48 0.59 15.67 4.14 0.11 0.15 0.22 4.63 -11.04 2.3062009 8.65 14.70 0.26 0.75 0.93 25.28 6.60 0.18 0.23 0.35 7.35 -17.93 3.7102010 0.03 3.30 0.26 1.25 2.49 7.33 10.58 0.27 0.37 0.57 11.79 4.46 5.9442011 2.74 0.26 1.37 2.95 7.32 11.29 0.29 0.41 0.62 12.61 5.29 6.3402012 0.62 0.26 1.48 3.42 5.77 12.00 0.31 0.45 0.67 13.43 7.65 6.7362013 1.68 0.39 1.59 3.88 7.54 12.71 0.32 0.48 0.72 14.24 6.70 7.1332014 0.66 0.39 1.71 4.34 7.09 13.42 0.34 0.52 0.76 15.05 7.96 7.5292015 0.94 0.39 1.82 4.80 7.94 14.13 0.36 0.56 0.81 15.87 7.92 7.9252016 0.88 0.39 1.92 5.04 8.23 15.00 0.38 0.60 0.86 16.84 8.61 8.4062017 1.22 0.52 2.02 5.29 9.04 15.86 0.40 0.61 0.90 17.78 8.74 8.8882018 2.38 0.52 2.12 5.55 10.57 16.78 0.42 0.65 0.95 18.80 8.23 9.3962019 4.66 0.52 2.24 5.90 13.32 17.86 0.45 0.69 1.01 20.00 6.68 10.0062020 1.50 0.52 2.36 6.25 10.63 18.94 0.47 0.73 1.07 21.21 10.58 10.6162021 0.52 0.52 2.44 6.57 10.04 20.80 0.50 0.76 1.10 23.16 13.12 11.6952022 0.54 0.52 2.51 6.89 10.46 21.35 0.51 0.79 1.13 23.78 13.33 11.9962023 0.46 0.52 2.58 7.22 10.77 21.90 0.53 0.80 1.16 24.39 13.61 12.2972024 0.48 0.52 2.65 7.54 11.19 22.45 0.54 0.84 1.20 25.02 13.83 12.5972025 0.58 0.52 2.73 7.86 11.68 23.00 0.55 0.87 1.23 25.64 13.95 12.8982026 0.40 0.52 2.80 8.19 11.90 23.55 0.56 0.88 1.26 26.24 14.34 13.1982027 0.54 0.52 2.87 8.51 12.44 24.10 0.57 0.91 1.29 26.86 14.43 13.4992028 0.58 0.52 2.94 8.83 12.87 24.65 0.58 0.94 1.32 27.49 14.62 13.8002029 16.10 0.52 3.01 9.16 28.79 25.20 0.59 0.98 1.35 28.12 -0.67 14.1002030 -25.22 -31.84 0.52 3.09 9.48 -43.98 25.75 0.60 0.99 1.38 28.72 72.70 14.401

Totals 0.000 31.84 10.33 48.93 132.08 223.17 404.35 9.88 15.27 22.04 451.54 228.37 226.95


EIRR 17.78% 8/29/2006




ANNEX 2.2


For: Branchline to Lafarge cement plant

Year Fuel savingsConstr. Rolling Total Reduced roadReduced Reduced Reduced Total Net (included inResettle& Stock Fixed TrackOther Operating Costs tpt cost due CO2 emiss Road Acc. Road MaintBenefits Benefit reduced roadEnviron. Maint. Maint. traffic diversio cost Cost Cost tpt cost)

2006 0.00 0.00 0.002007 2.72 6.00 0.00 0.00 0.00 8.72 0.00 0.00 0.00 0.00 0.00 -8.72 0.002008 1.64 0.00 0.20 0.08 1.92 2.00 0.06 0.01 0.10 2.16 0.24 1.142009 1.44 0.01 0.49 0.20 2.14 5.11 0.14 0.05 0.25 5.56 3.41 2.912010 0.52 0.01 0.64 0.27 1.44 6.80 0.19 0.05 0.34 7.38 5.95 3.872011 2.52 0.01 0.69 0.29 3.51 7.37 0.21 0.05 0.36 7.99 4.48 4.202012 0.48 0.01 0.74 0.31 1.55 7.94 0.22 0.06 0.39 8.61 7.07 4.522013 0.52 0.02 0.80 0.33 1.67 8.50 0.24 0.06 0.42 9.22 7.56 4.842014 1.48 0.02 0.85 0.36 2.70 9.07 0.25 0.06 0.45 9.84 7.13 5.172015 0.48 0.02 0.90 0.38 1.78 9.64 0.27 0.07 0.48 10.45 8.67 5.492016 0.56 0.02 0.96 0.40 1.94 10.21 0.28 0.07 0.50 11.07 9.13 5.812017 0.48 0.02 1.01 0.42 1.94 10.77 0.30 0.08 0.53 11.68 9.75 6.142018 0.48 0.02 1.06 0.45 2.01 11.34 0.32 0.08 0.56 12.29 10.28 6.462019 0.56 0.02 1.12 0.47 2.17 11.91 0.33 0.08 0.59 12.91 10.74 6.782020 0.20 0.02 1.17 0.49 1.88 12.47 0.35 0.11 0.62 13.54 11.66 7.102021 0.28 0.02 1.20 0.50 2.00 12.76 0.36 0.11 0.63 13.85 11.85 7.272022 0.24 0.02 1.22 0.51 2.00 13.04 0.36 0.11 0.64 14.16 12.16 7.432023 0.24 0.02 1.25 0.52 2.04 13.32 0.37 0.11 0.66 14.46 12.43 7.592024 0.28 0.02 1.28 0.54 2.11 13.61 0.38 0.11 0.67 14.77 12.65 7.752025 0.20 0.02 1.30 0.55 2.07 13.89 0.39 0.11 0.69 15.07 13.00 7.912026 0.28 0.02 1.33 0.56 2.19 14.17 0.40 0.12 0.70 15.39 13.20 8.072027 3.20 0.02 1.35 0.57 5.15 14.46 0.40 0.12 0.71 15.69 10.54 8.232028 1.88 0.02 1.38 0.58 3.86 14.74 0.41 0.12 0.73 16.00 12.13 8.402029 3.68 0.02 1.41 0.59 5.70 15.02 0.42 0.12 0.74 16.30 10.60 8.562030 -2.72 -13.82 0.02 1.43 0.60 -14.48 15.31 0.43 0.12 0.76 16.61 31.08 8.72

Totals 0.000 13.82 0.43 23.77 9.98 48.00 253.47 7.06 1.95 12.53 275.01 227.01 144.36


EIRR 45.31% 9/19/2006




ANNEX 3


For: Southern Line without Touk Meas and LafargeSouthern Line…1



2006 0.00 0.00 0.00 0.002007 4.02 0.00 0.26 0.09 0.36 4.71 0.64 0.05 0.07 0.10 0.87 -3.85 0.3262008 12.54 0.00 0.26 0.11 0.46 13.36 0.93 0.11 0.15 0.22 1.42 -11.94 0.5302009 8.65 11.06 0.26 0.17 0.71 20.85 1.57 0.18 0.23 0.35 2.32 -18.53 0.9422010 0.03 3.30 0.26 0.35 2.15 6.09 3.61 0.27 0.37 0.57 4.82 -1.27 1.5912011 0.26 0.26 0.40 2.59 3.51 4.13 0.29 0.41 0.62 5.45 1.93 1.6932012 0.26 0.26 0.46 3.03 4.00 4.64 0.31 0.45 0.67 6.07 2.07 1.7952013 1.32 0.39 0.51 3.47 5.69 5.16 0.32 0.48 0.72 6.69 1.00 1.8972014 0.26 0.39 0.56 3.91 5.12 5.68 0.34 0.52 0.76 7.31 2.19 1.9992015 0.54 0.39 0.61 4.34 5.88 6.20 0.36 0.56 0.81 7.93 2.05 2.1002016 0.52 0.39 0.65 4.57 6.12 6.59 0.38 0.60 0.86 8.43 2.31 2.2812017 0.66 0.52 0.68 4.79 6.65 6.98 0.40 0.61 0.90 8.89 2.25 2.4622018 1.94 0.52 0.72 5.03 8.21 7.42 0.42 0.65 0.95 9.44 1.22 2.6702019 4.22 0.52 0.78 5.35 10.87 8.02 0.45 0.69 1.01 10.17 -0.71 2.9802020 0.26 0.52 0.84 5.68 7.30 8.63 0.47 0.73 1.07 10.90 3.60 3.2892021 0.24 0.52 0.88 5.99 7.63 9.85 0.50 0.76 1.10 12.21 4.58 4.2132022 0.30 0.52 0.92 6.30 8.04 10.29 0.51 0.79 1.13 12.72 4.68 4.3582023 0.26 0.52 0.96 6.61 8.35 10.73 0.53 0.80 1.16 13.22 4.86 4.5042024 0.24 0.52 1.00 6.92 8.68 11.17 0.54 0.84 1.20 13.74 5.05 4.6492025 0.26 0.52 1.04 7.23 9.05 11.61 0.55 0.87 1.23 14.25 5.19 4.7942026 0.24 0.52 1.08 7.54 9.39 12.05 0.56 0.88 1.26 14.74 5.36 4.9402027 0.30 0.52 1.12 7.86 9.80 12.49 0.57 0.91 1.29 15.25 5.46 5.0852028 0.30 0.52 1.16 8.17 10.15 12.93 0.58 0.94 1.32 15.77 5.63 5.2312029 12.26 0.52 1.20 8.48 22.46 13.37 0.59 0.98 1.35 16.29 -6.17 5.3762030 -25.22 -19.50 0.52 1.24 8.79 -34.17 13.81 0.60 0.99 1.38 16.78 50.95 5.521

Totals 0.000 19.50 10.33 17.59 120.32 167.74 188.48 9.88 15.27 22.04 235.66 67.92 75.23

Project cost residuals Indicators of economic worth25.22496 19.5 NPV (US$mill) -11.12

EIRR 6.99% 8/29/2006




ANNEX 4.1 Economic evaluation of railway rehabilitation project in Cambodia

For: Southern Line without Sokimex (revised traffic forecast 18 August 2006) Southern Line…1



2006 3.40 3.40 0.00 -3.402007 4.02 6.52 0.26 0.12 0.05 10.96 0.62 0.01 0.04 0.05 0.72 -10.24 0.5912008 12.54 2.40 0.26 0.59 0.28 16.06 4.02 0.11 0.15 0.24 4.51 -11.55 2.2482009 8.65 11.64 0.26 1.21 0.70 22.45 9.35 0.23 0.30 0.48 10.35 -12.10 5.2752010 0.03 3.30 0.26 2.04 2.22 7.85 15.65 0.49 0.56 0.87 17.56 9.71 8.8262011 4.92 0.26 2.23 2.68 10.09 16.90 0.54 0.61 0.95 18.99 8.90 9.5292012 0.82 0.26 2.41 3.15 6.64 18.15 0.59 0.67 1.02 20.44 13.80 10.2312013 0.78 0.39 2.60 3.61 7.38 19.40 0.65 0.72 1.10 21.87 14.49 10.9342014 1.96 0.39 2.78 4.08 9.21 20.65 0.70 0.79 1.18 23.32 14.11 11.6372015 0.82 0.39 2.97 4.54 8.71 21.90 0.76 0.83 1.26 24.74 16.03 12.3392016 0.92 0.39 3.13 4.75 9.19 23.17 0.80 0.88 1.32 26.17 16.98 13.0472017 1.10 0.52 3.29 4.97 9.88 24.43 0.84 0.92 1.39 27.58 17.70 13.7552018 1.38 0.52 3.46 5.21 10.57 25.74 0.89 0.98 1.47 29.07 18.50 14.4912019 5.66 0.52 3.65 5.53 15.35 27.22 0.93 1.02 1.55 30.73 15.38 15.3282020 1.50 0.52 3.83 5.85 11.70 28.70 0.98 1.09 1.63 32.41 20.71 16.1642021 0.64 0.52 3.94 6.16 11.26 30.79 1.03 1.12 1.68 34.62 23.36 17.3722022 0.46 0.52 4.04 6.48 11.50 31.56 1.06 1.14 1.72 35.49 23.99 17.8022023 0.50 0.52 4.15 6.79 11.96 32.34 1.09 1.18 1.77 36.38 24.42 18.2312024 0.54 0.52 4.26 7.11 12.42 33.12 1.12 1.21 1.81 37.26 24.84 18.6612025 0.54 0.52 4.36 7.42 12.84 33.89 1.15 1.25 1.85 38.15 25.30 19.0912026 0.50 0.52 4.47 7.74 13.22 34.67 1.18 1.29 1.90 39.04 25.81 19.5202027 0.54 0.52 4.57 8.06 13.69 35.45 1.21 1.32 1.94 39.92 26.23 19.9502028 0.58 0.52 4.68 8.37 14.15 36.22 1.24 1.36 1.99 40.81 26.66 20.3792029 14.06 0.52 4.79 8.69 28.05 37.00 1.27 1.40 2.03 41.70 13.65 20.8092030 -25.22 -32.74 0.52 4.89 9.00 -43.55 37.78 1.30 1.43 2.08 42.58 86.14 21.238

Totals 0.000 32.74 10.33 78.45 123.45 244.96 598.72 20.14 22.26 33.27 674.40 429.44 337.45


EIRR 27.16% 8/29/2006




ANNEX 4.2 Economic evaluation of railway branchline construction in Cambodia

For: Port Access Line plus Sokimex spur, Phnom Penh

1. Case: Rehabilitation Low Growth


2006 0.00 0.002007 1.00 1.00 -1.002008 1.39 0.00 0.01 0.01 0.00 1.40 0.05 0.00 0.00 0.00 0.05 -1.35 0.032009 0.00 0.01 0.01 0.01 0.03 0.12 0.00 0.00 0.01 0.13 0.10 0.072010 0.00 0.01 0.07 0.03 0.10 0.56 0.02 0.00 0.04 0.62 0.52 0.342011 0.00 0.01 0.07 0.03 0.11 0.59 0.02 0.01 0.04 0.65 0.55 0.352012 0.00 0.01 0.07 0.03 0.11 0.61 0.02 0.01 0.04 0.68 0.57 0.372013 0.00 0.01 0.08 0.03 0.12 0.64 0.02 0.01 0.04 0.71 0.59 0.382014 0.00 0.01 0.08 0.04 0.12 0.66 0.02 0.01 0.05 0.73 0.61 0.392015 0.00 0.01 0.08 0.04 0.13 0.68 0.02 0.01 0.05 0.76 0.63 0.412016 0.00 0.01 0.09 0.04 0.14 0.74 0.02 0.01 0.05 0.82 0.68 0.442017 0.00 0.01 0.10 0.04 0.15 0.79 0.02 0.01 0.05 0.88 0.73 0.472018 0.00 0.01 0.10 0.04 0.16 0.84 0.02 0.01 0.06 0.93 0.78 0.502019 0.00 0.01 0.11 0.05 0.17 0.90 0.03 0.01 0.06 0.99 0.83 0.532020 0.00 0.01 0.11 0.05 0.18 0.95 0.03 0.01 0.07 1.05 0.87 0.572021 0.00 0.01 0.14 0.06 0.21 1.13 0.03 0.01 0.08 1.25 1.04 0.672022 0.00 0.01 0.16 0.07 0.24 1.31 0.04 0.01 0.09 1.45 1.21 0.782023 0.00 0.01 0.18 0.08 0.27 1.49 0.04 0.01 0.10 1.64 1.37 0.892024 0.00 0.01 0.20 0.09 0.30 1.67 0.05 0.01 0.12 1.84 1.54 1.002025 0.00 0.01 0.22 0.10 0.33 1.85 0.05 0.02 0.13 2.05 1.71 1.102026 0.00 0.01 0.24 0.11 0.36 2.03 0.06 0.02 0.14 2.24 1.88 1.212027 1.00 0.01 0.27 0.12 1.39 2.21 0.06 0.02 0.15 2.44 1.05 1.322028 0.00 0.01 0.29 0.13 0.43 2.39 0.07 0.02 0.17 2.64 2.21 1.432029 0.00 0.01 0.31 0.14 0.46 2.57 0.08 0.02 0.18 2.84 2.38 1.532030 -1.39 -1.00 0.01 0.33 0.15 -1.90 2.75 0.08 0.02 0.19 3.04 4.94 1.64

Totals 0.000 1.00 0.21 3.32 1.46 5.99 27.50 0.80 0.22 1.92 30.44 24.44 16.42

Project cost residuals Indicators of economic worth1.388994 1 NPV (US$mill) 2.44

EIRR 22.45% 9/19/2006



For: Port Access Line plus Sokimex spur, Phnom Penh

1. Case: Rehabilitation High Growth


2006 0.00 0.002007 1.00 1.00 -1.002008 1.39 0.00 0.01 0.01 0.00 1.40 0.05 0.00 0.00 0.00 0.05 -1.35 0.032009 0.00 0.01 0.03 0.01 0.05 0.23 0.01 0.00 0.02 0.26 0.21 0.142010 0.00 0.01 0.09 0.04 0.14 0.77 0.02 0.01 0.05 0.85 0.71 0.462011 0.00 0.01 0.16 0.07 0.23 1.29 0.04 0.01 0.09 1.42 1.19 0.772012 0.00 0.01 0.22 0.10 0.32 1.81 0.05 0.02 0.13 2.00 1.68 1.082013 0.00 0.01 0.28 0.12 0.41 2.33 0.07 0.02 0.16 2.57 2.16 1.392014 0.00 0.01 0.34 0.15 0.50 2.85 0.08 0.02 0.20 3.15 2.64 1.702015 0.00 0.01 0.41 0.18 0.59 3.37 0.10 0.04 0.23 3.75 3.15 2.012016 0.00 0.01 0.43 0.19 0.63 3.56 0.10 0.05 0.25 3.95 3.33 2.122017 0.00 0.01 0.45 0.20 0.66 3.75 0.11 0.05 0.26 4.16 3.50 2.242018 0.00 0.01 0.47 0.21 0.69 3.93 0.11 0.05 0.27 4.37 3.67 2.352019 0.00 0.01 0.50 0.22 0.73 4.12 0.12 0.05 0.29 4.58 3.86 2.462020 0.00 0.01 0.52 0.23 0.76 4.31 0.13 0.05 0.30 4.79 4.03 2.572021 0.00 0.01 0.55 0.24 0.81 4.57 0.13 0.05 0.32 5.08 4.27 2.732022 0.00 0.01 0.58 0.26 0.85 4.83 0.14 0.05 0.34 5.36 4.51 2.892023 0.00 0.01 0.61 0.27 0.90 5.09 0.15 0.05 0.35 5.65 4.75 3.042024 0.00 0.01 0.65 0.28 0.94 5.35 0.16 0.06 0.37 5.94 5.00 3.202025 0.00 0.01 0.68 0.30 0.99 5.61 0.16 0.06 0.39 6.23 5.24 3.352026 0.00 0.01 0.71 0.31 1.03 5.87 0.17 0.06 0.41 6.51 5.48 3.512027 1.00 0.01 0.74 0.33 2.08 6.13 0.18 0.06 0.43 6.80 4.72 3.662028 0.00 0.01 0.77 0.34 1.12 6.39 0.19 0.06 0.45 7.09 5.97 3.822029 0.00 0.01 0.80 0.35 1.17 6.65 0.19 0.07 0.46 7.38 6.21 3.972030 -1.39 -1.00 0.01 0.83 0.37 -1.18 6.91 0.20 0.07 0.48 7.67 8.84 4.13

Totals 0.000 1.00 0.21 10.83 4.77 16.81 89.77 2.62 0.97 6.25 99.61 82.80 53.61

Project cost residuals Indicators of economic worth1.388994 1 NPV (US$mill) 12.57

EIRR 44.34% 9/19/2006




ANNEX 5 Economic evaluation of railway branchline construction in Cambodia

For: Port Access Line, Phnom Penh

1. Case: Rehabilitation Low Growth


2006 0.00 0.002007 3.24 3.24 -3.242008 3.30 0.76 0.01 0.05 0.02 4.14 0.44 0.01 0.00 0.02 0.48 -3.66 0.252009 0.04 0.01 0.27 0.11 0.43 2.32 0.07 0.02 0.13 2.53 2.09 1.332010 0.08 0.01 0.35 0.15 0.58 2.95 0.08 0.02 0.17 3.22 2.64 1.702011 0.08 0.01 0.37 0.16 0.62 3.15 0.09 0.02 0.18 3.44 2.82 1.822012 0.04 0.01 0.40 0.17 0.61 3.35 0.09 0.02 0.19 3.65 3.04 1.932013 0.08 0.01 0.42 0.18 0.69 3.55 0.10 0.04 0.20 3.89 3.20 2.052014 0.12 0.01 0.44 0.18 0.76 3.75 0.11 0.04 0.21 4.11 3.35 2.162015 0.12 0.01 0.47 0.19 0.79 3.95 0.11 0.04 0.22 4.33 3.53 2.272016 0.08 0.01 0.50 0.21 0.80 4.22 0.12 0.05 0.24 4.62 3.82 2.432017 0.12 0.02 0.53 0.22 0.89 4.49 0.13 0.05 0.26 4.92 4.03 2.592018 0.12 0.02 0.56 0.23 0.93 4.76 0.13 0.05 0.27 5.21 4.28 2.742019 0.12 0.02 0.59 0.25 0.98 5.03 0.14 0.05 0.29 5.52 4.54 2.902020 0.12 0.02 0.63 0.26 1.02 5.31 0.15 0.05 0.30 5.81 4.79 3.062021 0.08 0.02 0.67 0.28 1.04 5.66 0.16 0.05 0.32 6.20 5.15 3.272022 0.16 0.02 0.71 0.30 1.18 6.01 0.17 0.05 0.35 6.58 5.40 3.472023 0.12 0.02 0.75 0.32 1.20 6.37 0.18 0.05 0.37 6.97 5.77 3.682024 1.12 0.02 0.80 0.33 2.27 6.72 0.19 0.06 0.39 7.36 5.10 3.882025 0.12 0.02 0.84 0.35 1.33 7.08 0.20 0.06 0.41 7.75 6.43 4.092026 0.12 0.02 0.88 0.37 1.39 7.43 0.21 0.06 0.43 8.14 6.75 4.302027 4.24 0.02 0.92 0.39 5.57 7.79 0.22 0.07 0.45 8.53 2.97 4.502028 0.88 0.02 0.96 0.41 2.27 8.14 0.23 0.07 0.47 8.92 6.65 4.712029 0.16 0.02 1.01 0.43 1.61 8.50 0.24 0.07 0.50 9.31 7.70 4.922030 -3.30 -6.06 0.02 1.05 0.44 -7.85 8.85 0.25 0.07 0.52 9.69 17.54 5.12

Totals 0.000 6.06 0.30 14.17 5.95 26.47 119.83 3.39 1.07 6.89 131.18 104.70 69.19


EIRR 35.91% 8/29/2006



For: Port Access Line, Phnom Penh

1. Case: Rehabilitation High Growth


2006 0.00 0.002007 3.24 3.24 -3.242008 3.30 0.76 0.01 0.06 0.02 4.14 0.47 0.01 0.00 0.02 0.50 -3.64 0.272009 0.04 0.01 0.31 0.13 0.48 2.62 0.07 0.01 0.12 2.82 2.34 1.512010 0.08 0.01 0.41 0.17 0.66 3.43 0.10 0.02 0.16 3.70 3.04 1.982011 0.08 0.01 0.51 0.21 0.81 4.26 0.12 0.02 0.19 4.60 3.79 2.472012 0.04 0.01 0.60 0.26 0.91 5.09 0.14 0.04 0.23 5.51 4.60 2.962013 0.08 0.01 0.70 0.30 1.10 5.93 0.17 0.05 0.27 6.41 5.31 3.452014 0.12 0.01 0.80 0.35 1.28 6.76 0.19 0.05 0.30 7.30 6.02 3.932015 0.12 0.01 0.90 0.39 1.42 7.59 0.22 0.05 0.34 8.20 6.77 4.422016 0.08 0.01 0.98 0.42 1.50 8.26 0.24 0.06 0.37 8.93 7.43 4.812017 0.12 0.02 1.06 0.46 1.65 8.94 0.25 0.06 0.40 9.66 8.00 5.202018 0.12 0.02 1.14 0.49 1.77 9.62 0.27 0.06 0.43 10.38 8.61 5.592019 0.12 0.02 1.22 0.52 1.88 10.29 0.29 0.07 0.46 11.12 9.24 5.992020 0.12 0.02 1.30 0.56 2.00 10.97 0.31 0.07 0.49 11.84 9.85 6.382021 0.08 0.02 1.37 0.59 2.05 11.53 0.33 0.07 0.52 12.45 10.40 6.712022 0.16 0.02 1.44 0.62 2.23 12.10 0.34 0.08 0.54 13.06 10.84 7.032023 0.12 0.02 1.50 0.64 2.28 12.66 0.36 0.08 0.57 13.67 11.39 7.362024 1.12 0.02 1.57 0.67 3.38 13.23 0.38 0.08 0.59 14.28 10.90 7.692025 0.12 0.02 1.64 0.70 2.47 13.79 0.39 0.11 0.62 14.91 12.44 8.022026 0.12 0.02 1.70 0.73 2.57 14.36 0.41 0.11 0.65 15.52 12.95 8.352027 4.24 0.02 1.77 0.76 6.79 14.92 0.42 0.11 0.67 16.12 9.34 8.672028 0.88 0.02 1.84 0.79 3.52 15.48 0.44 0.12 0.70 16.74 13.22 9.002029 0.16 0.02 1.91 0.82 2.90 16.05 0.46 0.12 0.72 17.34 14.45 9.332030 -3.30 -6.06 0.02 1.97 0.85 -6.52 16.61 0.47 0.12 0.75 17.95 24.47 9.66

Totals 0.000 6.06 0.30 26.70 11.45 44.51 224.96 6.40 1.54 10.12 243.02 198.50 130.78


EIRR 46.40% 8/29/2006





ANNEX 6.1 Fleet requirement and purchase schedule for Phnom Penh Port Access Line - Low Growth Scenario

Locomotives Cement/biomass wagons Petroleum wagons. Purch.val.ue Year

Requirement. Purchases. Requirement.

Purchases. Requirement. Purchases. US$ mill

2007 0 3 11 0 3 3.62 2008 3 0 11 31 3 8 1.72 2009 3 0 42 3 11 7 0.54 2010 3 0 45 4 18 1 0.22 2011 3 0 49 3 19 1 0.18 2012 3 0 52 3 20 1 0.18 2013 3 0 55 3 21 1 0.18 2014 3 0 58 3 22 2 0.28 2015 3 0 62 4 24 2 0.22 2016 3 0 66 3 25 2 0.24 2017 3 0 69 4 27 1 0.22 2018 3 0 73 5 28 2 0.32 2019 3 0 78 4 30 1 0.22 2020 3 0 82 3 31 4 0.36 2021 3 0 85 3 35 3 0.30 2022 3 0 88 4 38 2 0.28 2023 3 0 92 5 40 3 0.38 2024 3 1 97 3 43 4 1.36 2025 4 0 100 4 47 3 0.34 2026 4 0 104 4 50 2 0.28 2027 4 1 108 3 52 3 4.62 2028 5 0 111 4 55 4 2.06 2029 5 0 115 4 59 3 0.84 2030 5 0 119 0 62 0 0.22 Total 5 119 62 19.18




ANNEX 6.2 Fleet requirement and purchase schedule for Phnom Penh Port Access Line -High Growth Scenario

Locomotives Cement/biomass wagons Petroleum wagons. Purch.val.ue Year

Requirement.

Purchases. Requirement.

Purchases. Requirement. Purchases. US$ mill

2007 0 3 0 12 0 3 3.66 2008 3 0 12 32 3 12 2.00 2009 3 0 44 5 15 9 0.74 2010 3 0 49 7 24 8 0.76 2011 3 0 56 5 32 9 0.74 2012 3 1 61 6 41 9 1.78 2013 4 0 67 6 50 9 0.78 2014 4 0 73 5 59 9 0.74 2015 4 0 78 9 68 4 0.60 2016 4 0 87 9 72 4 0.60 2017 4 1 96 8 76 5 1.62 2018 5 0 104 10 81 5 0.70 2019 5 0 114 10 86 5 0.70 2020 5 1 124 5 91 4 1.44 2021 6 0 129 7 95 4 0.52 2022 6 0 136 5 99 5 0.50 2023 6 0 141 8 104 4 0.56 2024 6 0 149 5 108 5 0.50 2025 6 0 154 8 113 5 0.62 2026 6 0 162 6 118 5 0.54 2027 6 0 168 6 123 4 3.66 2028 6 0 174 6 127 4 2.48 2029 6 1 180 6 131 5 2.18 2030 7 0 186 136 0 0.76 Total 7 186 136 29.18


Technical Assistance Consultant’s Report€¦ · REHABILITATION OF RAILWAY IN CAMBODIA Executive...

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