Technical Assistance Consultant’s Report

Project Number: 43309-012 October 2011

Cambodia: Preparing the Provincial Improvement Project (TA 7665-CAM)

Prepared by Korea Consultants International

For: Ministry of Public Works and Transport

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.

Ministry of Public Works and Transport Asian Development Bank

MINISTRY OF PUBLIC WORKS AND TRANSPORT KINGDOM OF

Asian Development Bank: TA No 7665-CAM

Preparing the Provincial Roads Improvement Project

Final Report October 2011

Korea Consultants International

In association with

Khmer Consultant Engineering Corporation

TA 7665-CAM Preparing the Provincial Roads Improvement Project

CURRENCY EQUIVALENTS (As at October 2011) Currency Unit - Riel RI 1.00 = $0.00025 $ 1.00 = RI 4,000

ABBREVIATIONS ADT Average Daily Traffic AADT Annual Average Daily Traffic ADB Asian Development Bank ADPC Asian Disaster Preparedness Centre AH Affected Household CBF Cross Border Facility CBRS Community Based Safety COBP Country Operations and Business Plan (ADB) COI Corridor of Impact CRC Cambodian Red Cross CRY Coalition for Road Safety AIPF Asia Injury Prevention Foundation CTA Cambodia Trucking Association DBST Double Bituminous Surface Treatment DDIS Detailed Design, Supervision and Implementation (consultants) DCP Dynamic Cone Penetrometer DOE Department of Environment DHrW Department of Hydrology and river Work (MoWRAM) DoM Department of Meteorology (MoWRAM) EA Executing Agency EIA Environmental Impact Assessment EMG Ethnic Minority Group EMP Environmental Management Plan FGD Focus Group Discussion RGC Royal Government of Cambodia GGFS Good Governance Frameworks GPS Global Positioning System GVW Gross Vehicle Weight HDM-4 Development and Management Model HIB Handicap International Belgium HSEBS Household Socio-Economic Baseline Survey HSWIM High Speed Weigh-in-Motion (device)

TA 7665-CAM Preparing the Provincial Roads Improvement Project

IBA Important Bird Area IDC Interest During Construction IOL Inventory of Losses IP Indigenous People IEE Initial Environmental Examination IEIA Initial Environmental Impact Assessment LGAP Labor and Gender Action Plan LSWIM Low Speed Weigh-in-Motion (device) MAG Mines Advisory Group MEF Ministry of Economy and Finance MoE Ministry of Environment MoWA Ministry of Women Affairs MoWRAM Ministry of Water resource and Meteorology MPWT Ministry of Public Works and Transport MrC River Commission MRD Ministry of Rural Development MUV Manufacturers Unit Value NAA National AIDS Authority NCDM National Committee for Disaster Management NGO Non-Governmental Organization NR National Road NRSC National Road Safety Committee NRSAP National Road Safety Action Plan NTFP Non Timber Forest Products OD Origin and Destination PAM Project Administration Manual PAOCC Permanent Axle Overload Control Committee PAWS Phnom Aural Protected Landscape PDPWT Provincial Department of Public Works and Transport PDRC Provincial Disaster Reduction Committee PMU3 Project Management Unit 3 (of MPWT) PPCR Pilot Project for Climate Resilience PR Provincial Road RRP Report and Recommendation of the President of ADB PSA Poverty and Social Assessment RCVIS Road Crash & Victim Information System RGC Royal Government of Cambodia Rl Riel RCS Replacement Cost Study

TA 7665-CAM Preparing the Provincial Roads Improvement Project

ROW Right of Way RP Resettlement Plan RS Road Safety SBST Single Bituminous Surface Treatment SES Socio-Economic Survey SIEE Summary Initial Environmental Examination TA Technical Assistance TSBR Tonle Sap Biosphere Reserve US$ United States Dollar UNAIDS United Nations AIDS (programme) UNDMT United Nations Disaster Management Team UNICEF United Nations Children‘s Fund UNESCO United Nations Education and Scientific Cooperation Organization UXO Unexploded Ordnance WB World Bank WFP World Food Programme

NOTES The fiscal year (FY) of the Government of Kingdom of Cambodia ends in December In this report, "$" or USD refers to US dollars.

TA 7665-CAM Preparing the Provincial Roads Improvement Project

CBF

Map of Project Roads NR13 and PR314D and CBF (marked in green)

iv TA 7665-CAM Preparing the Provincial Roads Improvement Project

Map of Project Roads PR150B, NR53 and PR151B (marked in green)

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PROVINCIAL ROADS IMPROVEMENT PROJECT Executive Summary Contents 1 INTRODUCTION ...... 1 2 ROAD DESIGN AND CBF ...... 4 2.1 SITE VISITS AND FINDINGS ON NR13 AND PR314D ...... 4 2.2 SITE VISITS AND FINDINGS ON ROADS PR150B, NR53 AND PR151B ...... 5 2.3 ROAD DESIGN ...... 6 2.3.1 Road Cross-sections ...... 7 2.3.2 Road Realignments ...... 9 2.3.3 Minor Adjustments Within the RoW ...... 12 2.3.4 Finished Road Levels ...... 12 2.4 PAVEMENT DESIGN ...... 13 2.4.1 Subgrade ...... 13 2.4.2 Traffic Loading ...... 14 2.4.3 Pavement Design Options ...... 14 2.4.4 Surfacing ...... 18 2.5 CONSTRUCTION MATERIALS ...... 18 2.5.1 Embankment Materials ...... 18 2.5.2 Selected Subgrade (capping layer) ...... 18 2.5.3 Sub-base ...... 18 2.5.4 Use of Stabilization ...... 19 2.5.5 Availability of Cement ...... 20 2.5.6 Availability of Lime ...... 20 2.5.7 Aggregate Base ...... 20 2.5.8 Aggregates for Surfacing ...... 20 2.5.9 Surfacing ...... 21 2.5.10 Surfacing Materials ...... 21 2.5.11 Recycling Materials ...... 21 2.5.12 Cement Concrete Pavement ...... 22 2.6 ROAD MAINTENANCE ...... 23 2.7 GEOLOGY IN THE PROJECT AREAS ...... 23 2.8 MATERIAL SOURCES FOR CONSTRUCTION OF THE SOUTHEAST ROADS ...... 24 2.8.1 Hard aggregates ...... 25 2.8.2 Materials for Subgrade and Sub-base ...... 25 2.9 MATERIALS FOR THE MIDWEST ROADS ...... 26

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2.9.1 Hard Aggregates ...... 26 2.9.2 Materials for Subgrade and Sub-base ...... 27 2.10 ...... 27 2.10.1 Design Criteria ...... 27 2.10.2 General ...... 27 2.10.3 Superstructure ...... 27 2.11 DRAINAGE ...... 28 2.12 ROAD SAFETY ...... 29 2.13 ROAD SIGNS AND MARKING ...... 29 2.14 UXO AND DEMINING ...... 30 2.14.1 Survey Methodology ...... 30 2.15 RESULTS ...... 30 2.15.1 Mine/UXO Clearance at Prey Vor ...... 32 2.15.2 Midwest Roads ...... 32 2.16 MINE/UXO CLEARANCE ...... 33 2.16.1 Clearance Techniques ...... 33 2.16.2 Roles and Responsibilities ...... 33 2.17 CROSS BORDER FACILITY: PREY VOR - MOCVA ...... 35 3 TRANSPORT ECONOMICS ...... 36 3.1 INTRODUCTION ...... 36 3.2 ROADS EVALUATED ...... 36 3.2.1 National Road NR13 ...... 36 3.2.2 Road PR314D ...... 37 3.2.3 Road PR150B ...... 37 3.2.4 National Road NR53 ...... 37 3.2.5 Road PR151B ...... 38 3.3 TRAFFIC STUDIES ...... 38 3.3.1 Moving Observer Counts ...... 38 3.3.2 Previous Traffic Counts ...... 38 3.3.3 Classified Counts ...... 39 3.3.4 Vehicle Types ...... 39 3.3.5 Estimates of Base Year Traffic ...... 40 3.3.6 Origin and Destination Surveys ...... 43 3.3.7 Traffic Growth ...... 43 3.4 EVALUATION METHODOLOGY FOR ROAD COMPONENT ...... 47 3.4.1 General Approach ...... 47

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3.4.2 Prices ...... 48 3.4.3 Evaluation Models ...... 48 3.5 COSTS ...... 49 3.5.1 Capital Costs ...... 49 3.5.2 Road Maintenance Costs ...... 51 3.6 BENEFITS ...... 51 3.6.1 Vehicle Operating Cost Savings ...... 51 3.6.2 Time Savings ...... 56 3.6.3 Other Potential Benefits ...... 58 3.7 EVALUATION OF PREY VOR CBF ...... 58 3.7.1 Existing Situation ...... 58 3.7.2 Status and Crossing Procedures ...... 58 3.7.3 Traffic and Trade Data ...... 60 3.7.4 Prey Vor Trade ...... 62 3.7.5 Diversion from the Bavet – Moc Bai Border Crossing ...... 64 3.7.6 Proposed Prey Vor CBF...... 67 3.7.7 Methodology ...... 67 3.8 RESULTS ...... 70 3.8.1 Overall Results ...... 70 3.8.2 Sensitivity Tests ...... 71 4 ENVIRONMENT ...... 75 4.1 CONDITION SURVEY...... 75 4.2 POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK ...... 75 4.3 POLICY FRAMEWORK ...... 75 4.4 LEGAL FRAMEWORK ...... 75 4.4.1 Laws on Environment ...... 75 4.4.2 Laws on Historical Monuments ...... 75 4.4.3 Laws on Nature Reserves ...... 76 4.4.4 Laws on Wildlife ...... 76 4.4.5 Subsidiary Laws: Sub-decrees and Regulations ...... 76 4.5 ADMINISTRATIVE FRAMEWORK ...... 76 4.5.1 Protected Areas ...... 76 4.5.2 Important Bird Area ...... 77 4.6 CAMBODIAN IEE REQUIREMENTS ...... 77 4.7 WATER CAPTURE PROJECTS ...... 77 4.7.1 Chiprong Dam ...... 78

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4.7.2 Svay Chek Dam ...... 79 4.7.3 Links with Ministry of Water Resources ...... 80 4.7.4 Water Capture and Distribution, PAWS ...... 81 4.7.5 Elevated Water Tank, Tuek Phos ...... 82 Khset Lake, ...... 84 4.8 DESCRIPTION OF THE ENVIRONMENT ...... 85 4.8.1 Physical Resources ...... 85 4.8.2 Geography ...... 85 4.8.3 Climate ...... 85 4.8.4 Rainfall ...... 85 4.8.5 Temperatures ...... 85 4.8.6 Topography ...... 85 4.8.7 Air Quality and Noise ...... 85 4.8.8 Surface Water ...... 85 4.8.9 Flooding ...... 85 4.8.10 Soil Types ...... 86 4.8.11 Minerals ...... 86 4.8.12 Ecological Resources ...... 86 4.8.13 Flora ...... 86 4.8.14 Fauna ...... 87 4.8.15 Fishery...... 87 4.8.16 Ecologically Protected Areas ...... 87 4.8.17 Tonle Sap Biosphere Reserve ...... 87 4.8.18 Phnom Aural Wildlife Sanctuary ...... 88 4.8.19 Phnom Samkos Wildlife Sanctuary ...... 88 4.8.20 ...... 90 4.8.21 Cardamom Mountains Wildlife Sanctuaries Project ...... 90 4.9 POTENTIAL ENVIRONMENTAL IMPACTS AND MITIGATION ...... 91 4.9.1 Impacts of Roads on Protected Areas due to Location ...... 91 4.9.2 National road NR13 ...... 91 4.9.3 Road PR314D and CBF ...... 91 4.9.4 Road PR150B ...... 91 4.9.5 Road NR53 ...... 93 4.9.6 Road PR151B ...... 97 4.9.7 Potential Impacts Due to Construction Works ...... 97 4.9.8 Potential Impacts Due to Workers Camps ...... 98

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4.9.9 Health and Safety ...... 99 4.9.10 Potential Impacts Due to Operation ...... 99 4.9.11 Positive Operational Impacts - Social Enhancement ...... 99 4.9.12 Mitigation of Impacts Due to Construction Works ...... 100 4.9.13 Mitigation of Impacts Due to Workers Camps ...... 100 4.9.14 Mitigation of Impacts Due to Operation...... 102 4.9.15 Positive Operational Impacts - Social Enhancement ...... 103 4.9.16 Consultations and Liaison ...... 104 4.9.17 Impacts of Water Capture Projects ...... 104 4.9.18 Water Capture Projects Mitigation Measures ...... 104 4.10 ANALYSIS OF ALTERNATIVES ...... 104 4.11 INFORMATION DISCLOSURE, CONSULTATION, AND PARTICIPATION ...... 104 4.11.1 General Public Consultation on Environmental Issues ...... 104 4.11.2 Perception Towards the Project NR13, PR314D and CBF...... 104 4.11.3 Perception About the Project PR150B, NR53, andPR151B ...... 104 4.11.4 Public Consultation on Water Capture Projects ...... 105 4.12 GRIEVANCE REDRESS MECHANISM ...... 106 4.13 ENVIRONMENTAL MANAGEMENT PLAN ...... 107 4.13.1 General Environmental Management Plan ...... 107 4.13.2 Contractors Environmental Management Plan ...... 107 4.13.3 Guidance on Environmental Issues ...... 107 4.13.4 Social and Environmental Unit ...... 107 4.13.5 Organisation of SEU (ESO) ...... 107 4.13.6 Duties of SEU Environmental Staff ...... 108 4.13.7 Environmental Management Monitoring Plan ...... 108 4.13.8 Environmental Monitoring ...... 108 4.13.9 Measurements ...... 108 4.13.10 Timing of Monitoring...... 109 4.13.11 Response to Complaints ...... 109 4.13.12 Costs for EMP ...... 109 4.14 CONCLUSION AND RECOMMENDATIONS ON ENVIRONMENTAL ISSUES ...... 109 5 CLIMATE RESILIENCE ...... 111 5.1 EXECUTIVE SUMMARY...... 111 5.2 BACKGROUND ...... 111 5.3 CLIMATE CHANGE NEEDS ASSESSMENT ...... 112 5.3.1 Methodology ...... 112

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5.3.2 Synthesis of Climate Change Projections ...... 112 5.3.3 Temperature Changes in the Project Area ...... 114 5.4 VULNERABILITY ASSESSMENTS ...... 114 5.4.1 Initial Identification of Areas of Concern ...... 115 5.4.2 Field Consultations with Government for Prey Veng and ...... 117 5.4.3 Field Consultation with Government for Kampong Chhnang and Kampong Speu.. 117 5.5 COMMUNITY LEVEL SURVEYS ...... 119 5.5.1 Early Warning and Emergency Response ...... 119 5.5.2 Water Capture and Storage ...... 120 5.5.3 Green Measures ―Planting‖ ...... 120 5.6 REVIEW OF EMERGENCY MANAGEMENT AND RESPONSE SYSTEMS ...... 120 5.6.1 Disasters in Cambodia ...... 120 5.6.2 National Action Plan for Disaster Reduction ...... 121 5.6.3 National Institutional Arrangements and Other Organizations...... 121 5.6.4 Provincial, Commune and Village Arrangements ...... 122 5.6.5 Field Consultations on Needs for Strengthened Early Warning Systems and Response Systems ...... 123 5.7 CLIMATE CHANGE PROJECT DESIGN ...... 123 5.7.1 Output 1: Project Road and CBF Rehabilitated. Adaptation Adjustments ...... 124 5.7.2 Output 4: Reduced Vulnerability of Project Road Area to Climate Change in All Four Provinces 125 5.7.3 OutPut 4: Water Capture Requests in Kampong Chhnang ...... 131 5.7.4 Tasks ...... 134 5.8 COST ESTIMATE ...... 135 5.9 IMPLEMENTATION ARRANGEMENTS ...... 135 5.9.1 Consultancy Services ...... 137 6 RESETTLEMENT ...... 139 6.1 INTRODUCTION ...... 139 6.2 SCOPE OF LAND ACQUISITION AND RESETTLEMENT ...... 139 6.2.1 Southeast roads ...... 139 6.2.2 Midwest roads ...... 140 6.3 MEASURES TO MINIMIZE IMPACTS AND RESETTLEMENT ...... 140 6.4 LEGAL AND POLICY FRAMEWORK...... 140 6.5 PARTICIPATION, DISCLOSURE AND GRIEVANCE REDRESS ...... 140 6.6 ETHNICITY, VULNERABILITY, AND GENDER ISSUES...... 141 6.7 IMPLEMENTATION ARRANGEMENTS ...... 141 6.8 MONITORING ...... 141

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6.9 RESETTLEMENT BUDGET AND SCHEDULE OF RP IMPLEMENTATION ...... 141 7 POVERTY AND SOCIAL ANALYSIS ...... 142 7.1 INTRODUCTION ...... 142 7.2 BACKGROUND ...... 142 7.2.1 Country Context ...... 142 7.2.2 Project Location and Impact Areas ...... 143 7.2.3 Demographic Characteristics ...... 144 7.2.4 Physical Descriptions of the Project Areas ...... 144 7.3 CIVIL WORKS TO BE UNDERTAKEN IN THE PROJECT ...... 144 7.4 SUMMARY OF ADVERSE SOCIAL IMPACTS OF THE PROJECT ...... 145 7.5 SCOPE AND OBJECTIVES OF THE STUDY ...... 145 7.6 METHODOLOGY ...... 146 7.6.1 Instruments of the Study ...... 146 7.6.2 Sampling Technique ...... 146 7.6.3 Statistical Tools Used ...... 148 7.7 FINDINGS BASED ON EXISTING STUDIES/CENSUS ...... 148 7.7.1 Demographic Characteristics in the Project Areas ...... 148 7.7.2 Agricultural Yields and Households‘ Access to Irrigation ...... 148 7.7.3 Land Ownership ...... 148 7.7.4 Labor Force and Livelihood Skills (macro context) ...... 149 7.7.5 Occupations and Economic Activities in the Project Areas (Micro Context) ...... 149 7.7.6 Social Related Data (Health and Education) ...... 149 7.7.7 Health and Nutrition Status ...... 151 7.7.8 Maternal Health and Medical Services ...... 152 7.8 COMMUNITY AND STAKEHOLDER CONSULTATION ...... 152 7.8.1 Methodology Used ...... 152 7.8.2 Summary of Consultations with Women ...... 152 7.8.3 Summary of Consultations with Men ...... 154 7.8.4 Consultation with the IPs/Ethnic Minority Groups ...... 155 7.8.5 Perception of the Stakeholders About the Project ...... 156 7.9 INDIGENOUS PEOPLES ASSESSMENT ...... 156 7.9.1 Demographic Profile of the IPs in the Project Areas ...... 156 7.9.2 Other Socio-Demographic Data on the IPs in the Project Areas ...... 156 7.9.3 Accessibility of the IPs to Education and Health Facilities ...... 157 7.9.4 IPs Accessibility to Markets, Mode of Transportation and Frequency of Travel ...... 157 7.9.5 IPs‘ Proposed Socio-Economic Development Priorities ...... 158

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7.9.6 IPs Perception About the Road Project ...... 159 7.10 GENDER ASSESSMENT ...... 159 7.10.1 Overview on Gender Situation in Cambodia ...... 159 7.10.2 Gender Issues and Characteristics in the Project Areas ...... 160 7.10.3 Profile of the Respondents in the Project Areas by Gender ...... 160 7.10.4 Level of Participation in Community Activities ...... 161 7.10.5 Vulnerable Groups and Other Health Related Gender Issues ...... 161 7.10.6 Accessibility of Children to School ...... 163 7.10.7 Women‘s Economic Activities, and Accessibility to Market and Other Facilities ... 164 7.10.8 Accessibility to Basic Facilities and Mode of Transportation ...... 166 7.10.9 Mode of Transportation by Gender ...... 167 7.10.10 Kinds of Transportation Households would like to Buy in the Next 3-5 Years..... 167 7.10.11 Positive Project Gender Impacts ...... 168 7.10.12 Positive Impacts of the Projects ...... 168 7.10.13 Other Positive Impacts of the Project ...... 168 7.10.14 Negative Impacts of the Projects ...... 169 7.10.15 Risk of Spread of HIV/AIDS and Human Trafficking, and its Gender Impact ...... 169 7.10.16 HIV Prevalence in the General Population in Cambodia and other Updates ...... 169 7.10.17 Data on HIV/AIDS in the Project Areas...... 170 7.10.18 Mitigation Measures to Address HIV/AIDS Concern ...... 171 7.10.19 Specific Training ...... 172 7.11 ESIMTATED COST ...... 173 7.12 ADDITIONAL PROJECT IMPACTS ...... 173 7.13 LABOR-BASED APPROPRIATE TECHNOLOGY APPROACH ...... 173 7.14 GENDER MAINSTREAMING AND CAPACITY BUILDING ...... 173 7.14.1 Opportunity for Unskilled Men and Women to Engage in Income Generating Activities 174 7.14.2 Other Challenges Foreseen During Project Implementation ...... 174 7.15 POVERTY AND SOCIAL ASSESSMENT ...... 175 7.15.1 Cambodia‘s Poverty Rate and Reduction ...... 175 7.15.2 Poverty Situation in the Project Areas ...... 175 7.15.3 Poverty Reduction Strategies and Other Development Projects ...... 178 7.16 SOCIAL SAFEGUARDS ...... 179 7.16.1 Involuntary Resettlement ...... 179 7.16.2 Project Impacts on the Indigenous Peoples ...... 180 7.16.3 Potential Risks of HIV/AIDS and Human Trafficking ...... 180 7.16.4 Prevention of Gender Discrimination and Ensuring Gender Equity ...... 181

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7.16.5 Mitigation Measures for Health and Road Safety ...... 181 7.17 MANAGEMENT OF SOCIAL RISKS ...... 181 7.18 CONCLUSIONS ...... 183 7.19 RECOMMENDATIONS ...... 183 7.20 MONITORING AND EVALUATION OF PROJECT IMPACTS ...... 183 8 ROAD SAFETY STUDY ...... 187 1.1 INTRODUCTION ...... 187 1.2 NATIONAL FRAMEWORK ...... 189 8.1.1 National Road Safety Committee ...... 189 8.1.2 National Road Safety Action Plan 2011 – 2020 ...... 190 1.3 ROAD SAFETY STAKEHOLDERS ...... 190 8.2 DATA COLLECTION ...... 191 8.2.1 Road Crash Data (from HIB‘s RCVIS annual report 2010) ...... 191 8.3 BASELINE SURVEYS ...... 192 8.3.1 Purpose of Surveys ...... 192 8.3.2 Outline of Surveys ...... 192 8.3.3 Outcome of Surveys ...... 193 8.4 APPLICATION OF 7 PILLARS OF NATIONAL ROAD SAFETY ACTION PLAN 2011 – 2020 TO CBRS ACTIVITIES 198 8.4.1 Pillar 1: Road Safety Management ...... 198 8.4.2 Pillar 2: Safe Infrastructure ...... 198 8.4.3 Pillar 3: Simple Safe Vehicles Check ...... 200 8.4.4 Pillar 4: Safe Road User Behaviour ...... 200 8.4.5 Pillar 5: Post-Crash Care at Site ...... 200 8.4.6 Pillar 6: Strengthening Traffic Enforcement ...... 201 8.4.7 Pillar 7: Obtaining Motorcycle Driver Licensing ...... 201 8.5 COMMUNITY-BASED ROAD SAFETY PROGRAM ...... 201 8.5.1 Rationale ...... 201 8.5.2 Project area ...... 202 8.5.3 Objectives ...... 205 8.5.4 Preparation Phase ...... 205 8.5.5 CBRS institutional Structure ...... 206 8.5.6 CBRS Coordinating Team...... 207 8.5.7 CBRS Facilitators at District Level ...... 207 8.5.8 CBRS Facilitators at Commune Level ...... 207 8.5.9 CBRS Village Volunteers ...... 207 8.5.10 Activities ...... 208

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8.5.11 CBRS Program ...... 211 8.6 SUSTAINABILITY ...... 214 8.7 MONITORING AND EVALUATION...... 214 9 AXLE LOAD CONTROL STUDY ...... 215 9.1 INTRODUCTION ...... 215 9.2 HISTORICAL BACKGROUND ...... 215 9.3 SUB-DECREE ON VEHICLE OVERLOADING ...... 216 9.4 WEIGH STATION SYSTEMS AND OPERATIONS ...... 216 9.5 KEY TECHNICAL ISSUES ...... 217 9.5.1 Overloading Patterns at the Weigh Stations ...... 218 9.5.2 Operating periods at the Weigh Stations ...... 218 9.6 EQUIPMENT SYSTEMS AND PROCESSES ...... 219 9.7 OUTCOME OF THE REVIEW OF THE SUB-DECREE ...... 220 9.8 SAFE USE OF HEAVY VEHICLES ...... 220 9.9 FAIR COMPETITION ...... 221 9.10 FURTHER RECOMMENDATIONS ...... 221 9.10.1 Operations involving two directional traffic ...... 221 9.10.2 Weigh station systems ...... 222 9.10.3 Physical improvements to weigh stations ...... 222 9.10.4 Enforcement ...... 223 9.10.5 Transparancy, accountability and Financial Sustainability ...... 223 9.11 POLICY AND STRATEGY ...... 223 9.12 DESIGN OF NEW WEIGH STATIONS ...... 224 10 PROCUREMENT ...... 229 10.1 GOOD GOVERNANCE FRAMEWORKS ...... 229 11 PROJECT DESIGN...... 235 11.1 FINANCIAL UNIT RATES ...... 235 11.2 CIVIL WORKS PACKAGES ...... 236 11.3 PROJECT COSTS ...... 236 11.4 INTEREST DURING CONSTRUCTION ...... 237 11.5 CONSULTING SERVICES ...... 237 11.5.1 Preparation for a Future Project ...... 238 11.6 MINES AND UXO AWARENESS ...... 238 11.7 ROAD ASSET MANAGEMENT ...... 238 11.8 ROAD SAFETY PROGRAM ...... 238 11.9 HIV AWARENESS AND HUMAN TRAFFICKING PREVENTION PROGRAM ...... 238

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11.10 CLIMATE CHANGE ADAPTATION PROGRAM ...... 238 12 PROJECT IMPLEMENTATION ...... 239 12.1 EXECUTING AGENCY ...... 239 12.2 PROJECT MANAGEMENT ...... 239 12.3 IMPLEMENTATION PLAN ...... 239 13 CONCLUSIONS AND RECOMMENDATIONS ...... 242 14 REFERENCES AND BILIOGRAPHY ...... 245

APPENDICES Volume I: (Draft) Final Report) Appendix I-A: 2011 Base Year Traffic Estimates (AADT) Page 72 Appendix I-B: Cost and Benefit Flows for the Project Page 73 Appendix I-C: Labor and Gender Action Plan (LGAP) Page 185 Appendix I-D: Axle Load Limits and Gross Vehicle Weights Page 226 Volume II: Main Appendices Appendix II-A: Measured Road Cross-sections and Topographic plans Appendix II-B: Road Strength from DCP Profiling and Laboratory Test Results Appendix II-C: Material Sources and Maps Appendix II-D: Intersections, Bridges and Drainage Structures Appendix II-E: Climate Resilience Appendix II-F: Sub-decree on Setting Weight Limits on Trucks Travelling on National Highways Volume III: Supplementary Appendices Appendix III-A: Initial Environmental Examination Appendix III-B: Poverty and Social Analysis Appendix III-C: Resettlement Plans

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Executive summary

1. The Government of Cambodia has requested the Asian Development Bank (ADB) for project preparatory technical assistance (TA) to prepare the Provincial Roads Improvement Project. This project is a priority project in the Government‘s key infrastructure development agenda as it provides all-year access to provincial and rural agricultural communities of Prey Veng and Svay Rieng provinces of southeastern Cambodia and Kampong Chhnang and in the midwest of Cambodia. The project aims to rehabilitate 87 kilometers (km) of provincial roads in the southeast and 69 km of rural roads in the midwest to a paved condition to provide a safer, cost-effective provincial road network with all-year access to markets and other social services for provincial centers. A new cross border facility (CBF) will be constructed at Prey Vor - Mocva in the southeast to facilitate efficient cross border transport and trade between Cambodia and . The project will support a sustainable road maintenance regime in the Ministry of Public Works and Transport (MPWT), HIV/AIDS and human trafficking prevention program, and climate change adaptation measures. 2. Roads are the principal mode of transportation in Cambodia. The road network of approximately 39,600 km includes: (i) national roads (primary national highways) with a total length of about 2,100 km; (ii) provincial roads (secondary national highways) with a total length of about 9,500 km; and (iii) about 28,000 km of rural roads. Management of national and provincial roads is the responsibility of MPWT, whereas management of rural roads is the responsibility of the Ministry of Rural Development. 3. The remote rural economy is becoming increasingly dependent on the improved national road network, yet the provincial road network, with a paved ratio of 11%, continues to deteriorate because of the rapid growth in traffic, combined with a lack of maintenance financing, and poor road maintenance standards. National Road (NR) 13 that links NR1 and NR8 in north-south direction and Provincial Road (PR) PR314D linking NR1 with the CBF at Prey Vor - Mocva are two provincial roads in the southeast that are vital for transport within Prey Veng and Svay Rieng provinces and for cross-border transport and trade. In the midwest PR150B, NR53 and PR151B serve the rural communities. These roads do not provide all-year accessibility and some are narrow. 4. The TA is included in the ADB Cambodia Country Operation and Business Plan (COBP) 2009– 2012. The business plan aims to provide pro-poor and socially inclusive growth by enhancing environmentally sustainable agriculture and rural development by diversifying rural growth and bolstering poverty reduction efforts. The impact of the project is improved access to markets, jobs, social services, and cross border transport and trade. The outcome of the project is the safe, cost effective, all-year access provided in the road network of provincial agricultural areas. 5. The TA includes: (i) a preliminary design for the road improvements that are climate resilient and the improvement of the cross border facility; (ii) an economic project analysis including sensitivity and project risk analyses; (iii) an initial environmental examination (lEE); (iv) a climate change study with adaptation measures (v) social safeguards studies with a poverty and social analysis (PSA), Labor and Gender Action Plan (LGAP) and HIV and Human trafficking awareness program (vi) Resettlement plans (RP) and (vii) a Community Based Road Safety plan in-line with the National Road Safety Action Plan. 6. The report presents cost estimates for all aspects of the project and an implementation plan. The report is presented in one volume containing the components listed above. The Initial Environmental Examination (IEE), Poverty and Social Analysis and Resettlement Plans (RPs) are presented in supplementary appendices. 7. The existing roads are located in predominantly flat relatively open terrain. With the exception of 40 km of NR13 which is paved, they are gravel or earth surfaced and have high roughness values, including the paved section of NR13. The paved section of NR13 is deteriorated and costly to maintain. Along some lengths their vertical alignment is too low, and PR150B is too narrow, with an existing width of only 4 m. 8. Road design features are generally in accordance with the Cambodia road design standards. The project roads are classified as undivided, non-access controlled two digit national highways or provincial roads. The road cross-section for the southeast roads provides a 3.5 m traffic lane, a

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1.5 m sealed shoulder and a 0.5 m unsealed shoulder margin on each side. For the midwest the road cross-section provides a 3.0 m traffic in each direction with unsealed shoulders. In town areas kerbed sidewalks and covered lined drains are provided. The sealed shoulders will be used by motorcycles and other vulnerable road users. The design speed for the improved road is 60kph for rural areas and 40kph for built up areas. Curvature is in accordance with the Standards. 9. All the bridges along the southeast roads will be replaced with two lane concrete bridges. In the midwest the single lane bridges will be repaired as necessary, but retained. One new (two lanes) will be provided on PR150B to facilitate a realignment which will shorten the road. The realignment will also protect a village. Cross drainage structures will be widened or replaced as necessary to match the new road widths. 10. The pavement design is in accordance with the Cambodia Road Design Standard which is based on ORN31 (TRL 1993). The pavement design is based on Chart 2 of the standards although Chart 1 maybe used provided that the option of a stabilized sub-base instead of an unbound material is used. All of the roads will have a stabilized sub-base which will improve resilience of the roads to climate change. Both charts use an aggregate roadbase. A double bituminous surface treatment (DBST) will be used for the southeast roads and a single bituminous surface treatment (SBST) will be used for the midwest roads. The midwest roads will receive a further SBST within four years of construction. The cumulative traffic loading for the design life of 20 years varies from T1 to T5 for the individual roads. The pavement thicknesses have been designed accordingly. 11. Materials for raising and widening the existing road embankment will be taken from borrow pit locations close to where they will be used. A capping layer (improved subgrade) is required. Often this will be formed from the existing gravel wearing courses (GWC) although some new material will be required if the existing thickness is found to be insufficient at the time of construction. GWC‘s are continually abraded by the action of traffic and climate. 12. The stabilized sub-bases will provide an impermeable pavement layer restricting the movement of moisture into the upper pavement from below or into the improved subgrade from above. Locally available lower quality materials can be used for the host material for the stabilization. Cement or lime will be used to stabilize the sub-bases, whichever is more technically suitable. 13. Quarries for the aggregate base are available but long haul distances are required. If a stabilized sub-base (Chart 2) is used the thickness of the aggregate base is reduced by 25%, thereby reducing haulage. The quarries will also provide suitable materials for concrete and road surfacing aggregate. The existing roadbase along the paved section of NR13 will be recycled to produce graded aggregates, again reducing the need for new materials and thereby haulage. 14. The risk of mines and unexploded ordnance (UXO) is present in all project areas and the project provides for clearance especially at the bridge and cross drainage sites. 15. The improvement of the cross border facility will be similar to that used at other cross-border locations in Cambodia, but it will build on previous experience to provide an efficient facility. 16. All potential environmental impacts have been identified. The project is confirmed as being Category B according to ADB guidelines. 17. None of the southeast roads are in close proximity to any protected areas of ecological significance. For the western roads, none traverses the transition, buffer or core zones of ecologically protected areas. The closest road to TLSBR is PR150B, but it is still approximately 5 km outside the reserve. There will be no impacts on TLSBR. 18. NR53 runs alongside part of the eastern boundary of Phnom Aural Wildlife Sanctuary (PAWS) for a distance of approximately 6.5 km. It has been confirmed that NR53 does not intrude into the PAWS. 19. An IEE has been prepared. To avoid or mitigate negative impacts arising from the project, an environmental management plan (EMP) detailing mitigation measures and monitoring activities has been prepared as part of the IEE. 20. No environmental impacts were identified that would warrant the conduct of an environmental due diligence study.

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21. The climate change resilience measures are financed through a million $10 million loan and $7 million grant from the Pilot Program on Climate Resilience (PPCR). These measures also referred to as adaptations, will be implemented through Outputs one and four of this project. Output 1 will include engineering adjustments to account, in particular, to increase flood level and duration. These include: (i) Changes to the design of road embankments and roadside ditches which are susceptibility to erosion causing failure of the structure, and (ii) Using less moisture susceptible materials or hydraulically stabilized materials (with cement or lime usually) within the road structure so that structural layers do not loose significant strength when soaked. 22. Output four will complement the engineering using green engineering, or planting, to improve the run-off characteristics of the watershed away from the road. Further, they will test small scale approaches to improving water capture capacity using, for instance borrow pits created for embankment materials as well as some other small scale water capture systems. This will be accompanied by the piloting of an emergency management system in Kampong Chhnang. Throughout these activities, capacity will be built in the MPWT to assess their infrastructure‘s vulnerability and to make changes through their guidelines and standards. 23. Two resettlement plans have been prepared, one for the southeast roads and the other for the midwest roads the RP for the midwest roads addresses the potential concerns for the resident Cham. The plans include an Inventory of Losses, and a social and economic assessment study. A Replacement cost study (RCS) was carried out in parallel with the former two studies. The land required for the southeast roads and the midwest roads is 7.5 ha and 3.6 ha, respectively. The resettlement costs are approximately US$1,676,977 and US$773,779 for the southeast and the midwest roads, respectively. In addition, 5.3 ha of land are required for the improvements to the CBF of which one ha is government land. 24. The road safety component of this TA study is aimed at formulating a community-based road safety program based on (i)) the information gathered from road safety stakeholders such as NGOs‘ activities and latest road crash data, (ii) interview surveys concerning the road safety consciousness of the residents living in the project areas (motorcycle driver‘s helmet wearing ratio is much lower than the in city and many villagers believe that the occurrence of road accidents is in proportion to the road traffic volume), and (iii) seven pillars of National Road Safety Action Plan in Cambodia 2011 – 2020 (NRSAP) formulated in May 2011 in-line with the UN‘s Global Road Safety Action Plan 2011 – 2020. One of the characteristics of this formulation of community-based road safety program is the adoption of the NRSAP into the community-based activities. A detailed community based road safety program has been designed for the project areas. 25. A detailed social safeguards study and social and poverty Analysis has been carried out for the project areas. Overall, almost 100% of the people consulted, including the respondents of the baseline survey are in favor of the project. The view is that the benefits far outweigh any negative impacts however there are concerns out road safety. 26. Benefits include increasing households‘ income, and the road improvement project is also perceived by the people as an intervention that could help reduce poverty especially in these rural areas, where the majority of the households are poor. 27. Implementation of the road project is feasible form a social safeguards perspective. However, mitigation measures that will address social risks are imperative, i.e., HIV/AIDS, human trafficking to prevent, minimize or mitigate negative impacts of the project. Key gender issues that may arise due to the project will be mitigated with the implementation of the Labor and Gender Action Plan (LGAP). A PSA, LGAP and an HIV awareness and Human Trafficking Prevention Program (HHTPP) have been prepared. 28. The main component of the economic analysis was a conventional appraisal for road improvement schemes. That is, the situation forecast to occur with improvements to the roads, referred to as the ―with project case‖, was compared with the situation expected if the roads are maintained at their present standard, the ―base case‖. All of the roads included in the study are open to traffic for all or the majority of the year and benefits will therefore be predominantly from road user cost savings. The evaluation of the roads was carried out using HDM-4, the Highway Development and Management Tool. Some calibration of HDM-4 was carried out to reflect local conditions, mainly in relation to speed prediction and the impact of motorcycle traffic on road condition.

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29. In addition to the road upgrading the scope of the study included the appraisal of the CBF at Prey Vor. This should be evaluated independently of the roads, but it was not possible to do this. 30. In the case of the roads annual cost and benefit streams were considered over a 25-year period from 2011. It was assumed that works would be implemented in the period 2013-15, giving a benefit period of 20 years. Economic viability was determined in terms of the Net Present Value (NPV) and the Economic Internal Rate of Return (EIRR). The unit prices used for costing purposes and for assessing benefits were based on prices in Cambodia in mid-2011. Costs and benefits were calculated from prices expressed in economic terms, rather than using market prices. The evaluation was based on current prices with the exception of fuel, where the long-term economic price was considered, and passenger time values, which included an allowance for an increase in the real value of time. 31. Motorized traffic is dominated by motorcycles, which is typically about ten times that of light vehicles. Truck traffic is about half that of light vehicles. The majority are light and medium trucks but there is regular heavy truck traffic on PR314D. traffic is negligible. Traffic growth was considered in terms of normal, generated, induced and diverted traffic. Normal traffic growth forecasts were based on assumed GDP growth and the estimated elasticity of demand for transport with respect to GDP. 32. The capital costs included the civil works costs, including design and supervision, and a preliminary estimate of the land and resettlement costs, with all costs expressed in economic terms. Bridges and other structures were considered to be integral components of the road and appropriate works were added to the road costs where necessary. Bridge replacement was not included in the cost of upgrading NR53 as the existing single-lane bridges are in good or fair condition, and given the low traffic level it is considered that they should be retained until traffic levels increase substantially. The cost of road maintenance is not a major factor, but upgrading from unsealed to sealed standard normally results in lower maintenance costs and this cost reduction is considered as a benefit. Vehicle operating cost (VOC) and passenger time savings were estimated within the HDM-4 model. The level of VOCs is determined by many factors but the two main determinants are surface roughness and speed. Time saving values were based on average GDP per head. Accident savings were not included because of the lack of adequate data. 33. The Prey Vor border crossing was upgraded to international status on 11 January 2011. It has basic immigration police and customs facilities, which would be replaced by the proposed new CBF. Most of the vehicles crossing the border are locally based motorcycles, with about 2,000 crossing each day without formal controls. A few light vehicles cross, and about 250 Cambodia trucks go to the border each year to load imports brought there by Vietnamese trucks. In 2010 these amounted to about 2000 tonnes. No Cambodian exports are made via road at Prey Vor, and do not cross the border at Prey Vor. 34. Although no Cambodian exports cross the road border at Prey Vor there is a substantial unmilled rice export trade to Vietnam via inland water transport. The trade is not recorded and the exact volumes are not known, but are at least 100,000 tonnes per year, and could be close to 200,000 tonnes. It is probable that some of the rice export trade would divert to road transport at Prey Vor following the provision of a CBF and the liberalization of border procedures for vehicles. The benefits of the CBF would be time savings for vehicles and passenger from faster processing and checking at the border with the CBF in place. 35. All of the road sections are shown to be viable, with positive NPVs and EIRRs above the target rate of 12%. Overall the project has an EIRR of 15.5%. The EIRRs are similar for all sections. The higher traffic levels on NR13 and PR314D produce higher benefits, but the higher design standard results in much higher costs per km for the upgrading. 36. By far the largest source of benefits is VOC savings, being on average five times those of passenger time savings. Sensitivity tests showed that viability is robust; only in the extreme case of costs increasing by 20% and at the same time benefits being reduced by 20% does the overall project EIRR fall below 12%, and then only marginally. 37. The cost of the project is US$79.15 million to be financed by US$52 million from ADB funds, US$17 million from PPCR funds and the remainder by the Government of Cambodia. The costs

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include physical and price contingencies and Interest During Construction. The project provides financing for each of the five project outputs. 38. The project will be implemented over a 5-year period from 2012 to 2017. Three main civil works contract packages have been identified and a fourth is planned to conduct (relatively minor) carry out civil works associated with the climate change adaptation measures under output 4. Four consulting service packages are planned. The primary package is for the Detailed Design, Supervision and Implementation DDIS consulting services who will also carry out the road safety consulting services and the preparation for a future project, and facilitate the remaining three consulting services packages. A separate consulting service is planned for the construction of the two new permanent weigh stations. An equipment package is planned to provide equipment for the stations. The HHTTP will be carried out by under a third consulting services package. A largely specialist consulting services package is planned for the climate change adaptation program, under output 4. Loan effectiveness is likely to be in January 2012 and the earliest planned commencement date is 1 April 2012.

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PREPARING THE PROVINCIAL ROADS IMPROVEMENT PROJECT

1 INTRODUCTION 1. The Government of Cambodia has requested the Asian Development Bank (ADB) for project preparatory technical assistance (PPTA) to prepare the Provincial Roads Improvement Project. This project is a priority project in the Government‘s key infrastructure development agenda as it provides all-year access to provincial and rural agricultural communities of Prey Veng and Svay Rieng provinces of southeastern Cambodia. The project aims to rehabilitate 87 kilometers (km) of provincial roads in Prey Veng and Svay Rieng provinces to paved condition to provide a safer, cost- effective provincial road network with all-year access to markets and other social services for provincial centers of southeastern Cambodia. A new cross border facility (CBF) will be constructed at Prey Vor - Mocva to facilitate efficient cross border transport and trade between Cambodia and Vietnam. The project will support a sustainable road maintenance regime in MPWT, HIV/AIDS and human trafficking prevention program, and climate change adaptation measures. 2. Roads are the principal mode of transportation in Cambodia. The road network of approximately 39,600 km includes: (i) national roads (primary national highways) with a total length of about 2,100 km; (ii) provincial roads (secondary national highways) with a total length of about 9,500 km; and (iii) about 28,000 km of rural roads. Management of national and provincial roads is the responsibility of MPWT, whereas management of rural roads is the responsibility of the Ministry of Rural Development. 3. The TA is included in the ADB Cambodia Country Operation and Business Plan (COBP) 2009–2012. The business plan aims to provide pro-poor and socially inclusive growth by enhancing environmentally sustainable agriculture and rural development by diversifying rural growth and bolstering poverty reduction efforts. 4. The remote rural economy is becoming increasingly dependent on the improved national road network, yet the provincial road network, with a paved ratio of 11%, continues to deteriorate because of the rapid growth in traffic, combined with a lack of maintenance financing, and poor road maintenance standards. NR13 that links NR1 and NR8 in north-south direction and PR314D linking NR1 with the CBF at Prey Vor - Mocva are two provincial roads that are vital for transport within Prey Veng and Svay Rieng provinces and for cross-border transport and trade. These roads do not provide all-year accessibility. During the inception phase the improvement of continuous sections of PR150B, NR53 and PR151B which traverse Kampong Chhnang and Kampong Speu provinces were included in the project scope. The output for these roads is civil works. This output has associated detailed design and implementation supervision (DDIS) consulting services, and land acquisition and resettlement studies required for the project roads. 5. The impact of the project is improved access to markets, jobs, social services, and cross border transport and trade in Prey Veng and Svay Rieng provinces. 6. The outcome of the project is the safe, cost effective, all-year access provided in the road network of provincial agricultural areas of Prey Veng, Svay Rieng Kampong Chhnang and Kampong Speu provinces. 7. During the inception phase of the project, the scope of works was increased to include a symposium on axle load control for the EA‘s staff and to prepare a two day training course on FIDIC for the Executing Agency (EA) staff. Also the civil works output was expanded to include roads in the mid-west, mainly in . The outputs are:

i. Civil works to: (a) improve, to paved condition, NR13 connecting NR8 and NR1, between Komchay Mear and Prosot, 65 km; and PR314D from Prosot town to the border of Vietnam at Prey Vor - Mocva, 25 km; and construct a new CBF at Prey Vor - Mocva and (b) Civil works to improve roads PR150B, NR53 and a short length of PR151B, Total length 69 km approximately. This output has associated DDIS consulting services, and land acquisition and resettlement required for roads and the CBF.

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ii. The second output is improved road asset management through axle load control at strategic locations along national and provincial roads, to expand the ongoing axle load control programs of MPWT. iii. The third output is increased road safety and safeguards by implementing: (a) a community-based road safety awareness program in-line with the national program; (b) an HIV/AIDS and human trafficking prevention program; and (c) a sex- disaggregated baseline socio-economic survey of beneficiaries. iv. The fourth output is climate change adaptation to assess vulnerability to climate change of national roads and vulnerability mapping for NRs to improve planning for climate changes by introducing ecosystem-based adaptation strategies. The output will also develop emergency management planning for NRs and planning water capture and storage systems. v. The fifth output is efficient project management support to MPWT. As well as the support in the design, approach and methodology for the improvement of the project roads from the engineering perspective, there are many innovative features. These include road asset management through axle load control, road safety, social safeguards, effective gender mainstreaming, and climate change adaptation. With the CBF at Prey Vor - Mocva, the project has regional cooperation features as well. These subjects provide the opportunity for the staff of the PMU to gain further experience in all the requirements for effective road improvements in the 21st century.

8. The overall objective of the TA is to prepare the ensuing project that will achieve these outputs. The TA has undertaken the following studies. 1. Preparation of the engineering design for the upgrading of two project roads NR13 and PR314D in the southeast to a paved road standard with a DBST to provide safe, cost effective all year (all weather) access. Including preliminary pavement design. The overall length of these roads is 88 km. 2. Preparation of the engineering design for the upgrading of PR150B, NR53 and PR151B to a paved road standard with an SBST to provide safe, cost effective all year (all weather) access including preliminary pavement design. For the project these roads begin at Ta Ches Market on PR150B and end at Village on PR151B, length 70 km. 3. Preparation of the outline engineering design for a Cross Border Facility at Prey Vor - Mocva, that will provide efficient cross border transport and trade between Cambodia and Vietnam. 4. The economic analysis for the project roads and the CBF and the preparation of the benefit monitoring framework and the establishment of the sex-disaggregated baseline data for the design and monitoring framework for the ensuing project. All have been prepared according to ADB guidelines and Government guidelines, as applicable. 5. Preparation of the IEE for the project roads and the CBF to comply with both ADB and the Government guidelines, and confirmation that the project is category B. Recommendations on mitigation measures for the Environmental Management Plan including its implementation and monitoring have been prepared. 6. Preparation of Resettlement Plans for the project roads and the CBF and the preparation of the Resettlement Policy Framework. 7. Preparation of the Poverty and Social Analysis for the project including the preparation of an HIV/AIDS and Human Trafficking awareness prevention program, and a labor and gender action plan for the project, for effective mainstreaming in all project outputs. 8. Preparation of a community based road safety plan for the project area, in-line and consistent with the national road safety plans.

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9. Preparation of the outline designs for two new weigh bridge stations to the prescribed capacity and proposals to improve the existing over-loading control program for the existing and new stations. 10. Preparation of climate proofing design for the engineering design of the project roads, and the design of a disaster mitigation plan for all national roads against flooding based on an assessment of the climate change adaption measures needed for MPWT‘s roads. 11. Preparation of the procurement plan and a draft the Project Administration manual for the ensuing project, including suggestions for a remedial action plan for the MPWT‘s procurement capacity to reduce financial risks, and preparation of the good governance framework for the ensuing project and provide assistance in loan processing as required. 9. This draft final report for the TA describes the studies that have been carried out leading to the definition of the provincial roads improvement project. Each study is described in detail and the results and recommendations used to develop a viable and effective project are presented. Separate reports have been prepared where required to meet the needs of the ensuing project. These include an Initial Environmental Examination, a Poverty and Social Analysis and the Resettlement Plans.

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2 ROAD DESIGN AND CBF

2.1 SITE VISITS AND FINDINGS ON NR13 AND PR314D 10. Numerous site visits have been undertaken to the project areas in the southeast (NR13 and PR314D). The northern end of NR13 starts at the junction with NR8. For the first 22 km the road is an unpaved road with a gravel wearing course. In places the gravel surface is well shaped and in good condition. In numerous other areas, the gravel has deteriorated and is rough and potholed, or it has been completely worn away exposing the subgrade. The underlying subgrade is weak and would not be passable during wet weather. 11. From km 22, approximately, through to the intersection with Road 3130, NR13 is paved with a DBST laid on a macadam road base The macadam base consists of large (75mm) single sized stones with fine material in the voids, as is usual, but it is unstable. Exceptionally, very large (200mm) deformations were seen and extensive areas were severely cracked. The existing road cannot be simply overlaid with the macadam base left in place in its present condition. Maintenance operations were observed along lengths of the paved road on multiple occasions. Operations were being undertaken to replace large areas of the base and apply a DBST. The road has very extensive and many very large areas of patching, and is in urgent need of structural improvement. South of the junction with road 3130 the road surface is worn, but in better condition with little evidence of severe distress in the road base. The paved road is very rough with an estimated IRI greater than 6 m/km. 12. The road width for the unpaved length is approximately 5.5 m with 1 m wide shoulders on each side. The paved section is 6 m wide with 1 m wide shoulders on each side. It was generally possible to maintain speeds of 40kph and 60kph on the unpaved section (where it was in good condition) and 60kph on the paved sections. South of the junction with road 3130 and approaching NR1 the road traverses Lake Viaco, a major lake in the area. It was noted that the road was particularly low, with lake/river water lapping at the shoulders. This location in particular is prone to flooding and the existing road is clearly too low. It is understood that the road was flooded in the year 2000 and flood defenses placed at that time were either severely deteriorated or missing. On one site visit the water was seen lapping at the top of the road shoulders. The road terminated at NR1; length approximately 62 km. 13. After travelling east along NR1, PR314D is located on the right side. The road is unpaved with a gravel surface. The gravel wearing course is whitish in color (unlike many other roads in Cambodia where red laterite is used). 14. Road building material sources are scarce in Prey Veng and Svay Rieng provinces, and gravels and aggregates have been supplied from quarries close to Phnom Ba, approximately 65 km west of NR1 5 km on the Mekong river. It is explained later in this report that the existing road base once removed will be recycled, either crushed locally for pavement and concrete aggregate or used as is to line slopes or ditches where this is necessary. 15. Location references (waypoints) were recorded with a hand held GPS unit. The positions of intersections and structures were noted. NR13 has four bailey bridges each 4 m wide. One at Romeas Haek is about 83 m long. The remaining three were relatively short spans of between 36 m and 12 m, approximately. Box culverts and pipe culverts were also noted. Generally these need to be replaced. On PR314D there is one bridge (length 21 m) a box culvert 8 m long and a water gated box culvert 7.5 m long. It was noted that the pipe culverts were broken and some were being replaced. 16. Traffic on the project roads included heavy trucks which, especially on PR314D, many of which were clearly overloaded. Some trucks carrying imported goods from Vietnam were also observed. Close to the border Cambodian rice trucks were off-loading onto canal bound for Vietnam. 17. Using the GPS coordinates the project roads were located on MPWT maps and on JICA maps to view the project area. The area is rural and land use is rice farming, currently rain fed and industrial tree plantations. The major towns on NR13 are Romeas Haek and Rumduol and on PR314D there is a town under development at Prey Vor, at the border.

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About 7 km south from the border (in Vietnam), is the substantial city of Moc Hoa. Ho Chi Min City is about 50 km from Moc Hoa. 18. The principal design features are:

i. the finished road will be 11 m wide with a 7 m carriageway and 2 m paved shoulders on each side. This is consistent with the design for NR8 and NR1; ii. the road base will be either graded crushed stone, or because of the lack of aggregates available, more locally available materials will be stabilized, as used for the southern stretch of NR1, for the same reason. The MPWT pavement design guide will be used. This is consistent with Overseas Road Note 31 (ORN31) for flexible pavements; iii. the bridges will be replaced and will have the same width as the road. The culverts will be extended or replaced as necessary; iv. ditch erosion is severe along the northern length of NR13 (say 22 km) caused by the poor existing shape and length and the type of local soils, and will have to be stabilized by improving shape, use of bioengineering, or lined; v. the ditches through the major town will be lined and covered; vi. NR13 will be raised where it passes across Lake Vieco, and vii. both NR13 and PR314D will be designed to be climate change resilient by considering either raising the roads or increasing the capacity of structures, or both. Eco engineering and other measures will also be utilized as required.

2.2 SITE VISITS AND FINDINGS ON ROADS PR150B, NR53 AND PR151B 19. The roads form a near continuous length of 70 km. in Kampong Chhnang and Kampong Speu provinces, predominantly in Kampong Chhnang. Where PR150B meets NR53 there is a section break along a length of NR53 where DPWT have very recently upgraded the road to a paved standard. Each road section is considered separately in the following paragraphs. 20. PR150B east, (of NR5) length 5.4 km starts in Kampong Chhnang province at Ta Ches market in a fishing village on the bank of Tonle Sap. The road traverses flood plains on route to NR5. At Ta Ches, the road serves the quite large village community located along the river bank to the north and south of the road and provides their access to NR5 for services and larger markets. The road is narrow (4 m) and is on high embankment up to 3 m above the original ground and with steep side-slopes. It has a gravel wearing course which for the most part is trafficable but is in a very poor condition in the village. There are steep gradients down to the side roads in the village. This section of road is approximately 4.5 km south of the Tonle Sap Biosphere reserve. Generally, the land either side of the road is under rice cultivation. 21. PR150B west 26.5 km extends from the junction with NR5 towards the west crossing extensive flat plains mainly under rice cultivation. The road was upgraded under the TRIP program. It is on a low embankment and has a 4 m wide gravel wearing course. The area is generally populated along the road side and there are a number of small well established villages. The alignment is generally straight but has a number of bends with small radii. Importantly the road passes around the perimeter of Alngkae village, very close to a school and other buildings and crosses a river over a newly constructed concrete bridge (2009) which is 3 m wide. A realignment has been proposed for this section, as described in Section 2.3.2. The road section terminates at NR53. 22. After following the alignment of NR53 along a length that is currently being improved to paved road standard, the section of NR53 under this project begins at culvert number 7 and continues for 31.3 km and terminates at a junction with PR151B. The road design for the length that is being upgraded by MPWT is a 6 m wide carriageway with 1 m unpaved shoulders on each side, total 8 m. For the section under this project the width is generally 7 m

5 TA 7665-CAM Preparing the Provincial Roads Improvement Project to 8 m wide and some of the culverts are newly built. The road has a gravel wearing course. There are 5 bridges each 4.5 m wide, four have a short span, but one bridge is 63 m long. There are approximately numerous pipe culverts (800mm diameter) and one water-gate; all are in good condition. Along the length at km 17 there is an access road to a waterfall and park area (approximately 4.3 km from NR53). Part of NR53 is on the edge of the boundary of the park. It should also be noted that where PR150B joins NR53 at Tuek Phos, and nearby, the road crosses the railway three times. 23. PR151B starts at the junction with NR53 and terminates at Thnal Bambaek, Amleang. The length of the project road is 3.6 km. the road is between 8 m and 11 m wide with a gravel wearing course. 24. The principal design features are: i. PR150B east. This sub-section is important for the local communities, for access to services and livelihoods, therefore, Widening within the construction limits and paving (SBST) to provide safe all weather access for two-directional traffic; ii. provision of a hand-laid cement concrete road within Ta Ches market town to provide strong safe permanent road without excessive impact on surrounding existing buildings, together with improvements to levels (at least, or paving) of adjoining side roads. The existing roads are suitable for the provision of a one- way system within the town. The one way system will provide a wide single lane (approximately 5 m) road with lined drains; iii. PR150B west: widening within the construction limits to provide safe passage for two-way traffic, at present it is too narrow; iv. a realignment at Alngkae village to avoid passing too close to the town. The realignment will be predominantly along existing roads, and v. construction of a new two-lane bridge across the Steung Leang Sangkae river, parallel to the existing railway bridge. 25. NR53 the road geometry (8 m wide on low embankments) is largely set by the standard of the existing road section that is currently under construction and by the dimensions of the new culverts that have been constructed by DPWT. Whereas this may be suitable historically, changes may have to be made because the road is under consideration for resilience to climate change. The current design for an 8 m wide road and with an SBST may not be adequate. 26. PR151B this section provides a 3.6 km link to connect to other roads that will be improved by MPWT. This section will be 8 m wide, as for road NR53.

2.3 ROAD DESIGN 27. Guidance from the detailed terms of reference indicates that the road design should be within the existing construction limits, and with no widening or realignment. However it will be seen below that three realignments are recommended. Further guidance given during the inception mission indicated that the pavement design should incorporate an aggregate base course, and not a cement stabilized base course. Stabilization is under consideration for the use of a cement or lime stabilized sub-base course, in particular for the southeast roads. 28. The road lengths accurately measured using GPS tracking devices are given in Table 1. PR150B west will be realigned to the east to bypass the village of Alngkae. Within Ta Ches market the road length maybe adjusted slightly (0.5 km) to provide paving within the town, without widening. PR150B will be realigned just east of the village of Alngkae to pass directly to Tuek Phos. This will protect the village community. The length on the realigned route is 1.4 km shorter than the existing route through the village. The existing alignment of PR150B through the village will be paved to ensure the community is not isolated. Minor road pavement works will be carried out and it will be surfaced, all within the existing width with no resettlement. For NR53 the project begins where the ongoing DPWT improvements end. This is approximately 8.6 km southwest of Tuek Phos. The project roads terminate at Thnal Bambaek in Amleang. The MPWT is planning other road improvements that will connect end

6 TA 7665-CAM Preparing the Provincial Roads Improvement Project of the project roads to the important centre at Odong, to the west on NR5 and to Aural town to the east. Both connections are along continuations of PR151B.

Table 1 Project Road Lengths

Road Province From To Length, km NR13 Prey Veng/ Svay NR8 NR1 62.4 Rieng PR314D Svay Rieng NR1 at Border at Prey 25.6 Proseth Vor 150Beast Kampong NR5 Ta Ches 5.8 (east of NR5) Chhnang market 150Bwest Kampong NR5 Tuek Phos 25.6 (west of NR5) Chhnang Alngkae Local Kampong PR150B PR150B 3.0 road Chhnang NR53 Kampong Tuek Phos Junction with 31.8 Chhnang (culvert 7) PR151B PR151B Kampong Speu NR53 Thnal Bambaek 3.6 (Amleang) Total 157.8

Source: Consultant‘s surveys

2.3.1 ROAD CROSS-SECTIONS 29. For each of the project roads cross-section surveys have been undertaken at 3 km to 5 km intervals and where the road is seen to be significantly different to the preceding length. The cross-section surveys are principally to assist with ensuring the road heights are suitable for the surrounding terrain and with respect to climate resilience, and to assist with estimating quantities for civil works. The design approach for road height and finished road levels is given in the next section. The measured cross-section profiles are given in Appendix II-A. The road cross-sections for the roads in the south east are shown in Figure 1. 30. These are typical for NR13 and PR314D with two exceptions; these are (i) for the northern most section of NR13 the side-slopes will be eased to 1:3 because the soils are erodible and (ii) along the length susceptible to flooding the road will be raised by up to 1 m and slope protection, albeit of different technologies, will be provided for both of these exceptions. For the erodible side-slopes suitable bio engineering and or top soiling will be used to prevent erosion. For the length along Lake Viaco the slopes will be armored with mortared stone. Movement of the lake waters tends to rise and fall seasonally without strong flows, however gabion protection will be placed at the toe of the slopes. 31. The carriageway will be 7 m wide with 2 m paved shoulders on each side. The surfacing will be a Double surface treatment including a 1.5 m width of the 2 m shoulders. The remaining width of the shoulder will provide an outer margin for the transition onto the side- slopes. The carriageway and the shoulders will have the same cross-fall to maintain an even grade across the surface so that vulnerable road users can easily travel on the shoulders. NR13 and PR314D will appear to drivers to be very similar in cross-section to NR8 and NR1, easing their perception of change. 32. Where side drains are to be provided these will be trapezoidal in shape with shallow slopes and will be grassed or otherwise bioengineered to promote plant growth. The previously used preference to dig deep ditches close to the toe of the side-slopes and to borrow material from these locations is to be avoided in favor or more substantial borrow areas outside the road reserve. The previous approach is a danger to road users and

7 TA 7665-CAM Preparing the Provincial Roads Improvement Project presents a health hazard to the local people more often than it provides useful water in the dry season. Along, in particular the northern 22 km of NR13 there is a considerable number of water buffalo who apart from frequently crossing the road use the side drains as part of their daily cycle of resting and cooling. The local population have been seen even widen and deepen the side drains to make them for suitable for use by the buffalos. The location of the contractor‘s borrow areas, providing the extracted materials are suitable for construction use, should be guided towards locating their borrow areas to make a suitable alternative provision for livestock. 33. Within the town areas the cross-section will be altered to provide a more suitable solution for these built up areas. The cross-section is shown in Figure 2. Along NR13 most of these town areas have shops on both sides of the road. This will limit resettlement and the effects on main structures and provide a safer environment for road side vendors and pedestrians. The shoulders will be paved and a raised kerb will be provided leading onto a 2 m wide sidewalk in front of the businesses. Vehicles should be prevented from parking in front of the shops and businesses and the kerbs will have a vertical face to prevent vehicles using the sidewalks, and so prevent pedestrians from having to walk in the road. They are provided for pedestrian use only. Vehicles may park on side roads or beyond the length of the paved sidewalks. Longitudinal, concrete, lined and covered drains will be provided beneath the sidewalk. 34. For the midwest roads the cross-section is narrower as shown in Figure 3. On PR150B the existing 4 m wide carriageway, including the shoulder will be widened to a total of 6 m, a 6 m sealed carriageway with one-metre wide unsealed shoulders on each side. For NR53 the existing cross-section design for the paved lengths to the start of the project road will be maintained. However, the side-slopes will be formed at 1:2 slopes instead of the 1:1 slopes seen along the newly finished section constructed by DPWT. The same profile will be retained along PR151B.

Figure 1 Cross-section for NR13

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Figure 2 Typical Cross-section for Town Areas

Figure 3 Typical Road Cross-section for the Midwest Roads

2.3.2 ROAD REALIGNMENTS 35. Generally, the project roads will follow their existing alignments. However two realignments are proposed. Topographic surveys have been conducted at each of these locations to support the road design. 36. A realignment is proposed within the town of Kampong Rou on PR314D as shown in Figure 4. PR314D is shown in pink extending from the top to the bottom left in the picture. The road to the left is PR314C. This will be an improvement to provide curvature through two right-angled bends and protect access to a school. The realignment will take part of the land of a Government office located on the west side of the road. Access to the town will be provided on each side of the realigned PR314D.

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Figure 4 Realignment at Kampong Rou (PR314D)

37. PR150B will be realigned at Alngkae village. The existing route (blue line) and the realigned route (red line) are shown in Figure 5. The existing route has 3 curves will very low radii, the first immediately in front of a school and the others as the road traverses the edge of the village. Also the approaches to the existing bridge donated by in 2009 are extremely poor, suitable for a community road but unsuitable for an MPWT road where heavy traffic will pass in the future. As well as providing a more direct route to Tuek Phos the realignment reduces the number of railway crossings from three to one. The railway is shown as a black line on the Figure. The realignment is along existing local roads and near parallel and slightly (30 m) to the east of the existing railway line. Where it crosses the river a new bridge will be provided. The new bridge will be approximately parallel to the existing railway bridge, as shown in Figure 6 On the northern bank of the river the land is open and largely unused. This area may provide a suitable civil engineering construction camp. It is 0.6 km into Tuek Phos along the existing local road. The existing access roads to Alngkae village will be improved and paved to promote access.

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Figure 5 PR150B, Realignment at Alngkae Village

Figure 6 New Bridge Site at Tuek Phos

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2.3.3 MINOR ADJUSTMENTS WITHIN THE ROW 38. Two minor adjustments of the road centerline within the RoW are recommended. The first is along PR150B from where it passes the second junction road (western most) to Alngkae village the road should be offset within the road reserve by a few metres along a length of approximately 600 m towards the western end and the junction with NR53 to both avoid impinging on the row of main structures along the north side of the road, as much as possible. The south side is open land leading to the railway line. The second is to avoid the main structures of two buildings located on the south corner of the junction. The adjustment is achieved by locating the centerline slightly, a few metres to the north at the junction with NR53 and a few metres to the south at the junction of the road to Alngkae village. 39. The second minor adjustment is along NR53 where it passes close to the boundary of PAWS. A perimeter marker for PAWS is located on the west side of the road within the RoW. At this location the road is straight and is approaching a curve to the west, when viewed travelling south. The centre-line of the road should be adjusted several meters to the east to avoid construction works impinging on the marker. This will also increase the radius the curve and improve the line-of-sight. The map reference of the marker is given in Section 4 on the environment studies.

2.3.4 FINISHED ROAD LEVELS 40. There is a balance between raising road heights because of the risk of climate change causing flooding and preserving the current heights to maintain access to roadside properties and intersections. Unnecessary raising of the road is not aesthetic and also presents a greater hazard to road users, in the event that they have an accident. Care and attention must also be paid to the provision of side drains to ensure run-off water does not concentrate in roadside properties. 41. For the roads in the southeast, the view is that the roads are outside the catchment area of the Mekong and that they are not generally at risk from increased rainfall and flooding. The approach for the roads is to raise the northern 22 km of NR13 by the thickness of the sub-base and roadbase to the height of the adjoining paved length of NR13. This is an increase in height of approximately 350mm. The second major section through to the junction with Road 3130 will remain substantially at the same height. The existing road base (Macadam) will be removed and the sub-base will be processed as required and the roadbase will be replaced with an aggregate base. The surfacing DBST only has a nominal thickness of 25mm. The southernmost section is generally too low and in the wet season ponded water can be seen on the roadside within 300mm of the existing finished road level. For pavement design purposes this length will be raised by the thicknesses of the road pavement, again approximately by 350mm. The exception is the 1 km length along Lake Viaco where the road will be raised by up to 1 m, as mentioned above. PR314D is generally at an adequate height. Localized height adjustments will be attended to during detailed design. 42. The roads in the mid west are at a greater risk from increased rainfall and the collection of run-off water. While the 5.5 km length of the PR150B east of NR5 into Ta Ches market on Tonle Sap is at an adequate height for most of its length, the western length is at risk and it will be raised by the thickness of the pavement. For the eastern section the sub- base will be processed and finished at its existing height, and the road raised only by the thickness of the roadbase, 150mm. The road within Ta Ches market is liable to flood to a depth of 150mm reported to be every other year from the rising waters of Tonle Sap river. It was noted from discussions with the residents that the roads in the village were flooded to a depth of 1.7 m during the floods of the year 2000, indeed flooding the whole village. It is not feasible to raise the road within the market by a significant height without destroying the village itself. The road will only be raised by the thickness of the cement concrete pavement, 200mm. The use of the cement concrete road design will provide a durable pavement flooded or not. NR53 and PR151B will be raised by the height of the pavement, approximately 250mm. 43. Raising the road which is generally advantageous in the rural areas but can lead to an unsuitable design in suburban areas, especially through towns. This is because raising the road through these areas gives rise to problems such as difficult access, visual constraints and dealing with water runoff from the sealed surface into adjacent properties. While drainage

12 TA 7665-CAM Preparing the Provincial Roads Improvement Project can be provided, the visual and access problems are not resolved. For these town areas, the insitu pavement should be excavated to the depth necessary, and replaced using new or existing materials processed (as necessary) with lime or cement, for the required subgrade at least to be formed without raising the road. The principal town areas are the three on NR13; Romeas Haek, Rumduol and Ank Prasae and Tuek Phos in the mid-west, along PR150B. 44. All of the project roads will be provided with a water resilient stabilized sub-base to mitigate the effects of high water levels alongside the roads, as described in the section on pavement design.

2.4 PAVEMENT DESIGN 45. The Pavement design for the project road is based on the Cambodian Road Design Standard Part 2 Pavement (MPWT, 2003), which for flexible pavements is itself based on Overseas Road Note 31 (TRL, 1993). 46. To determine an appropriate pavement design, information is required on the strength of the natural subgrades and the cumulative traffic loading over the design period. Information is also required about the availability and location of materials for construction of the pavement. From this information a suitable pavement design can be selected from one (or more) of the tables given in the design manual. At this early stage of project development, which is before the detailed design stage, the pavement selection is only indicative in many respects but allows the material quantities and therefore costs to be determined with sufficient accuracy for the project to move ahead. The objective is to select an appropriate design that minimizes the costs and produces a durable pavement. At the same time the road designs are required to be resilient towards climate change. Minimum cost and a durable pavement in the past has meant durable with respect to accepted engineering standards, durable now means resilient to changes in the future. This approach has been taken in the pavement design. Roads are threatened mostly by increases in water within the structure and consequential early failure because of the loss of strength. Decreases in water within the structure generally mean increases in strength and therefore greater durability, although shrinkage cracking can occur and these must be sealed promptly to prevent an easy path for water to enter the structure when it does rain. Increases in water are often gradual changes caused by water movement in the liquid or gaseous phase as the road moves into equilibrium with the environment, which itself is changing with the effects of climate change. The conditions in the road are likely to change seasonally, especially in Cambodia where a five- month dry season is followed by a long, seven-month wet season, and where rainfall and run- off water levels are high.

2.4.1 SUBGRADE 47. The existing subgrades have been formed by excavations alongside the road or from very local borrow areas. Thus the soils in the road are indicative or those that will be used for widening the roads. The strengths of the existing subgrades (and pavements gravel or paved) of the project roads have been tested to determine their in-situ strength to a depth of approximately 0.8 m using a Dynamic Cone Penetrometer (DCP) at a frequency of approximately one test per kilometre. Details of the results are given in Appendix II-B. Tests were carried alternately in the left and right outer wheel paths of the roads. Commonly the outer wheel paths provide the best transverse location for design purposes. The depth of the test encompassed the depth affected by traffic loading. Test pits have been excavated at ten kilometer intervals to the same depth, and the materials seen have been logged and sampled for testing in the laboratory to determine their classification and strength using standard laboratory test including CBR to measure the strength using the soaked CBR test (see Appendix II-B). Use of the soaked test is appropriate given the climate of Cambodia, and that the project roads are located in the central plains where flooding occurs or drainage is impeded either naturally or for growing rice and that the water-table is expected to be close to the ground surface or above it for much of the year. Collectively the data can be used to find a representative strength of those soils in the road and those available nearby which may be used for road widening.

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48. Because the water-table is expected to be within one metre of the ground surface or above it determines that the road must be located on an embankment of a suitable height to avoid saturation of the pavement from below and of course inundation from the side. 49. To decide on a suitable design CBR for the subgrade the lower 10-percentile of the measured strengths is used to ensure virtually the entire road will be strong enough to withstand the cumulative loads imposed by the traffic over the design life. Except for the southern most section of PR314D, the suitable subgrade design strength for the natural subgrade is between CBR 5% and CBR 7% which is classified as S3 in the range of categories provided in the design tables. For the southernmost section of PR314D the suitable subgrade class is S2 because the indications are the soils are weaker (CBR 3% to 4%).

2.4.2 TRAFFIC LOADING 50. Traffic loading over the design life has been estimated from the classified traffic counting studies undertaken for this project. For the purposes of the pavement design, only the heavier vehicles contribute significantly to structural deterioration of the road. To accumulate the loading, information is required on the current daily numbers of heavy vehicles, an equivalency factor for each heavy vehicle type, which will allow for those that are loaded and those that are unloaded, a day to night factor if night traffic has not been measured for 24 hour periods, and a seasonal factor to allow for variations such as harvesting in a rural environment, for example. Importantly, estimations must be made for the growth of traffic. 51. The AADT base-year traffic levels have been estimated for the roads. These are summarized in Table 15, with traffic grouped into five categories; non-motorized, motorcycles, light vehicles, buses, and trucks. A table showing all vehicle types is given in Appendix I-A on Page 72. 52. The equivalency factors for each vehicle type are shown in Table 21. These were estimated from an analysis of the WIM data from NR5 in 2007. These are regarded as being typical for the heavy vehicle fleet in the country. The growth rates are shown in Table 16. The resulting calculations of the cumulative equivalent standard axles (millions) in one direction over a 20 year design period are shown in Table 2. Where the cumulative equivalent standard axles is close to the upper limit of the traffic classes, the class assigned is the next highest class in accordance with the design manual. Table 2 Traffic Class for Pavement Design

Road ESA, millions Traffic class NR13 – gravel 0.41 T2 NR13 –sealed 0.57 T3 PR314D (km 0 to 7.5) 2.95 T5 PR150B east 0.81 T3 PR150B west 0.70 T3 NR53 0.04 T1 PR151B 0.19 T2

Source: Consultant‘s calculations

2.4.3 PAVEMENT DESIGN OPTIONS 53. The considerations in selecting a suitable design chart for the project roads are the availability of materials that will meet the specifications required in the pavement design manual and the additional requirement that the roads should be climate resilient. For all roads, high quality materials for an aggregate road base are distant from the project roads, and in the southeast there is also a lack of quality materials for sub-base within reasonably short haul distances. Overall, the project must make the best use of local materials wherever

14 TA 7665-CAM Preparing the Provincial Roads Improvement Project this is possible. The subgrade classification of S3 and the cumulative traffic loadings as given in Table 2 for the individual roads indicate that Chart 2 the Cambodian Pavement Design Standards is the most suitable for the pavement design overall. The principal difference between Charts 1 and 2 is that the sub-base in Chart 2 is actually a second (lower) roadbase placed below the aggregate upper roadbase. It is termed a roadbase because the strength requirement is significantly higher than that required for a stabilized sub-base (ii) given this higher strength (and stiffness) it is laid on a capping layer with a strength requirement that is lower than that usually required for a sub-base. The strength requirement is CBR 15%. For the project roads the existing gravel wearing course (often laterite) or sub-base will provide the capping layer, and less new material is required. 54. The use of a stabilized sub-base or lower road-base has many technical advantages for all of the project roads. Firstly it‘s important to note that stabilized sub-bases placed below aggregate granular road bases will not tend to transmit cracks that may form in the stabilized layer to the surface, thus removing the problems perceived with stabilized (upper) roadbases. This is because they are unbound and crack stresses are dissipated in the voids within the roadbase. 55. In uncertain times caused by climate change, especially greater wetting of the roads, and flooding, a stabilized sub-base will not, by design, lose its strength significantly if it becomes inundated with water. The concepts are shown in Figure 7. It will also resist the movement of ground water up into the roadbase if conditions in the road environment are significantly wetter. It will also provide a virtually impermeable layer to prevent any water entering the road base through any defects in the surfacing or from the edge of the shoulder. The aggregate road base must be exposed on the edge of the side-slope as required by design; then any water entering will rapidly drain out of the roadbase. It will be recalled that graded crushed stone is very permeable and water will drain away very rapidly, leaving the roadbase to perform well. The main benefits are that: i. prevents water entering the capping layer from the surface; ii. prevents water rising into the upper pavement from below; iii. stiffens the aggregate base; iv. aggregate base can be thinner; v. compared with the stabilized bases, cracks in a stabilized sub-base cannot propagate through the surfacing.

Figure 7 Uses of a Stabilized sub-base (blue arrows indicate the direction of water movements)

56. For the mid-west roads where, by project design requirement, the shoulders will not be sealed seasonal wetting of the road cross-section from the road shoulder as well as the side-slopes is be expected. This is caused by direct rainfall and more so by run-off water from the sealed surface. Wetting will rapidly penetrate the crushed stone roadbase if it is exposed

15 TA 7665-CAM Preparing the Provincial Roads Improvement Project tending to weaken the materials under the outer wheel paths. The use of a stabilized lower road-base will greatly reduce these effects. Pavement edge and shoulder detail are shown in Figure 8. 57. Often the aggregate roadbase will be covered with a thin layer of say lateritic gravel with clayey fine material to provide a marginally tolerable seal and also to provide a more suitable surface for vulnerable road users. However the thin cover will, over time, filter down and penetrate the aggregate base and reduce its permeability. Permeability must be retained to ensure the road does not become a notorious ―boxed in design‖ whereby water in the roadbase cannot escape rapidly. If this happens pavement failure is likely to occur, and very rapidly. For these reasons, technical and road safety, the shoulders should be sealed with at least an SBST as soon as possible after construction. 58. The alternative of a natural sub-base such as the clayey lateritic gravels often used in Cambodia would saturate if flooding or high water levels surround the road for long periods, and because they have a low permeability once they will become weak, they stay weak for a very long time. In this state they will not perform well under traffic loading. It will be recalled that the requirement for testing sub-base strengths in the laboratory is after soaking so at first sight they maybe be perceived that they will tolerate saturation. But the laboratory testing calls for a period of draining before testing to ensure there are no positive pressures in the specimen. In the road, positive pressures are very likely to be present, they will be exacerbated by traffic loading and they may cause the strength to fall below the design limits.

Figure 8 Road Cross-section Edge Detail Source ORN31 (1993)

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59. Chart 1 is also suitable, but, given the constraints of climate resilience among other design factors mentioned above, only if the note given under the Chart stating that ―a cement or lime stabilized sub-base can be used‖, is used as the alternative to the unbound sub-base indicated in the Chart itself. The use of an unbound granular sub-base is not recommended. If this option is used, instead of Chart 2 there are no sub-base thickness savings to offset the cost of the stabilizer, but the strength requirement for the stabilized sub-base is lower. The thickness design for Chart 1 is shown in Table 4. Although the choice must be made primarily on an economic basis, it should borne in mind that the requirement to provide resilience against wetter conditions caused by climate change is also a requirement. Table 3 Pavement Design Thicknesses (Chart 2)

Aggregate Cemented Road Section Surfacing (Select) Subgrade Base Sub-base Southeast roads NR13 (km 01 to km 22) DBST 125 150 125 NR13 (km 22 to 62.5) DBST 150 150 125 PR314D (km 02 to 7.5) DBST 150 225 150 PR314D (km 7.5 to 25.6) DBST 150 250 200 Midwest roads PR150B east SBST 150 150 125 PR 150B west SBST 150 150 125 NR53 SBST 125 150 100 PR151B SBST 125 150 125 Note: (1) km 0 is the junction of NR13 with NR8. (2) km 0 is the junction of PR314D with NR1

Source: Consultants: selection from ORN31 pavement design charts Table 4 Pavement Design Thicknesses (Chart 1 --- Stabilized Sub-base Option)

Aggregate Cemented Road Section Surfacing (Select) Subgrade Base Sub-base Southeast roads NR13 (km 01 to 22) DBST 150 250 0 NR13 (km 22 to 64.5) DBST 200 225 0 PR314D (km 02 to 7.5) DBST 200 325* 0 PR314D (km 7.5 to 25.6) DBST 200 275 200 Midwest roads PR150B east SBST 200 225 0 PR 150B west SBST 200 225 0 NR53 SBST 150 200 0 PR151B SBST 150 250 0 Note: (1) km 0 is the junction of NR13 with NR8. (2) km 0 is the junction of PR314D with NR1 *Up to 100mm of sub-base may be substituted with selected fill provided the sub-base is not reduced to less than the roadbase thickness or 200mm whichever is the greater

Source: Consultant‘s selection from ORN31 pavement design charts

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2.4.4 SURFACING 60. The surfacing for Charts 1 or 2 is a DBST. This provides a waterproof seal for the pavement below and adequate skid resistance properties. It does not contribute directly to the structural strength of the road. It has been noted that only an SBST is to be used for the mid- west roads A second seal will be placed later.

2.5 CONSTRUCTION MATERIALS 61. The materials quality to be used in the aggregate roadbase is CBR80% and the hardness and grading requirements. for the sub-base, an unconfined compressive strength of 1.5 to 3.0 MPa for pavement design Chart 2 (lower roadbase) or 0.75 to 1.5 MPa for pavement design Chart 1 is required. Stabilized materials must conform to the requirements of internationally accepted durability tests, such as those given in the British Standard BS1924. CBR as an alternative testing regime for the stabilized materials is not suitable. Unconfined compressive strength equipment is available for concrete testing and it should be used. A CBR of 15% is required for the improved subgrade. The embankments that also form the subgrade are generally required to have a CBR of between 5 and 7 per cent (S3 in the pavement design), although S2 (CBR2% to CBR4%) is required for part of PR314D. Given the climate in Cambodia and the moisture environment surrounding the road, the CBR should be measured in the laboratory in the soaked condition at the appropriate density.

2.5.1 EMBANKMENT MATERIALS 62. The pavement has been designed to use the materials which are close to the road alignment for the road embankments so that the haulage of large quantities of better quality materials is minimized. Materials close to the road are weak, but there is no indication of instability or swelling that could disrupt the embankment. It is unlikely that these materials will be taken from the formation of ditches or generally from within the road reserve. Indeed a situation of creating greater potential for standing water directly alongside the embankment by creating side ditches that do not drain should be avoided. Materials are likely to be taken from borrow areas outside the road reserve. Using this approach also, potentially, provides frequent borrow pits which it is understood are valued by local land owners if safely left open, because they provide dry season water reserves for livestock and other purposes. 63. The surface of the embankment should be shaped to a crossfall at least equal to that of the pavement layers to induce better drainage should water enter the pavement.

2.5.2 SELECTED SUBGRADE (CAPPING LAYER) 64. It is expected that the existing gravel wearing course will provide much of the materials for the selected subgrade. However the roads are being widened and considerable quantities of new material will be required. 65. The strength requirement for the capping layer is CBR 15%. This material may be found from borrow areas close to the road, albeit at significantly less frequency than the embankment materials. It can also be found at materials sites as overburden or otherwise wasted material, 66. It may also be obtained by modifying the embankment materials themselves. Modification is achieved by adding a stabilizer, likely to be lime, given the properties of the local soils, but in lower quantities than used for stabilization, such that the plasticity of the material is reduced. It is therefore stronger, but it is not bound. If this process is used it must be carried out for the full width of the road, not only for the proportion that is being widened. Again the subgrade should be finished with a cross-fall at least equal to the cross-fall of the finished road.

2.5.3 SUB-BASE 67. The pavement design requires a stabilized sub-base to be used. 68. There are concerns in Cambodia that stabilization is not as suitable as it is elsewhere because contractors do not have sufficient quality control. These concerns are

18 TA 7665-CAM Preparing the Provincial Roads Improvement Project valid and expressed by experienced engineers, but are mitigated by the specifications for stabilized materials which include durability testing to ensure the host materials are suitable. Moreover, the construction specification require the addition of an extra 1% of the stabilizer in the field compared with the quantity found suitable in the laboratory. (weight of stabilizer to total weight of dry host material) to combat variability in the field. This often equates to an additional 20% of stabilizer and so is an effective means to ensure sufficient is available for stabilization to take place. A further way of ensuring a high minimum strength is to favor the use a granular host material, a gravelly sand or a gravel wearing course material, for example. Table 5 gives the type of stabilizer to use for host materials with different properties and Table 6 gives the range of materials found suitable for stabilization. 69. It should be remembered that a good quality aggregate can be stabilized using a small addition of cement to provide a strong and stiff roadbase for the full width of the road including the very outer edge of the pavement. 70. Insitu and laboratory testing has shown that the existing sub-base under the paved length of NR13 is below strength specification with a CBR of less than 30%. The existing sub- base must be improved, as intended here by stabilization.

2.5.4 USE OF STABILIZATION 71. For processing with cement it is likely that bagged cement will be spotted on the ripped surface at suitable and frequent locations, these are then opened, raked over the surface and then blended into the raw material using an agricultural plough, or a motor grader in the conventional way. In using these processes, constraints are placed on the operations to prevent the spread of cement or lime, for example, being blown off the job site by the wind.

72. For processing with bagged lime the methodology will be similar to that used for cement. However it may be possible to use a lime slurry (lime with water) instead of dry lime which overcomes dust problems. It may also be appropriate to batch the material at an established plant and deliver the mix to the job site, but this is unlikely as it would mean removing the existing material to the batching plant and returning it mixed to the job site. However if new materials are being hauled to the job site it is possible to haul to a batching plant, batch and haul on to the job site. The type of stabilizer likely to be effective and the range of materials likely to be effectively stabilized are given in Table 5 and Table 6, respectively. Referring to Table 6, the code for the stabilized material for use in pavement design Chart 2 is CB2 and for Chart 1 is CS.

Table 5 Type of Stabilization and Host Soil Properties

Soil properties Type of More that 25% passing the Less than 25% passing the stabilization 0.075 mm sieve 0.075 mm sieve PI≤10 1020 PI≤6 PI≤10 PI>10 PP≤60 Cement Yes Yes - Yes Yes Yes Lime - Yes Yes No - Yes Lime- Yes - No Yes Yes - Pozzolan Notes: 1 Indicates that the agent will have marginal effectiveness 2 PP = Plasticity Product (see Chapter 6 of ORN31)

Source ORN31 (1993)

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Table 6 Desirable Properties of Material Before Stabilization BS test sieve Percentage by mass of total aggregate passing test sieve (mm) CB1 CB2 CS 53 100 100 - 37.5 85-100 80-100 - 20 60-90 55-90 - 5 30-65 25-65 - 2 20-50 15-50 - 0.425 10-30 10-30 - 0.075 5-15 5-15 - Maximum allowable value LL 25 30 - PI 6 10 20 LS 3 5 - Note. It is recommended that material should have a coefficient of uniformity of 5 or more.

Source ORN31 (1993)

2.5.5 AVAILABILITY OF CEMENT 73. Cement is available from two cement factories in Cambodia so it is expected that importation will not be necessary.

2.5.6 AVAILABILITY OF LIME 74. The lime to be used will be either slaked lime (calcium hydroxide) or quick lime (calcium oxide). For the latter, precautions must be taken to avoid health hazards from contact with the lime and from the heat produced as it hydrates on the job site. Both forms of lime are commonly used for road construction and are also used for agricultural purposes to reduce the acidity of soil, for example. Two small-scale lime production businesses are in operation in Cambodia, one in province and the other in province, however, imported lime may be required to maintain supply levels. The proportion of ―free‖ lime dictates the percentage of lime that will be required, agricultural lime and high quality building lime often have 65%, and 95%, respectively.

2.5.7 AGGREGATE BASE 75. Aggregate quarries have been identified in the engineering surveys. These quarries generally produce both single sized stone for general construction purposes, road surfacing aggregate, concrete works, and an ―all-in‖ graded aggregate for use as aggregate base course for roads. Haulage distances to the project roads are considerable, between 65 and 125 km. Reducing the haulage of heavy materials in large quantities also reduces traffic on the network at large and, importantly, along the project roads. Suitable construction processes must be employed to ensure contractors or suppliers do not travel excessively on the newly completed roads or indeed unnecessarily on the rural network. Further information on recycling materials is given in Section 2.5.11 below.

2.5.8 AGGREGATES FOR SURFACING 76. Example data show that the aggregates can be obtained which are hard and angular, and will be suitable as chippings for surfacing. 77. The pavement design tables provides for a DBST. An SBST can also be used although the former is preferred to mitigate construction deficiencies and provide greater durability. A DBST provides a more suitable surfacing with a far longer initial life (before resealing is necessary) and is particularly suited for the roads with higher traffic volumes, or

20 TA 7665-CAM Preparing the Provincial Roads Improvement Project those with high cumulative traffic loading. A DBST may also be more durable where vehicles are turning sharply and at intersections. It also provides a better surface texture (far less open textured) for the wide range of road user types travelling on the project roads. If an SBST is used a maintenance seal of at least another SBST should be placed within, say, four years of construction. Care must be taken to account for the smaller stone size used in the original SBST. Neither of them provides any structural strength.

2.5.9 SURFACING 78. Where a conventional DBST will be used with a larger stone applied to the first layer of bitumen and a smaller stone applied for the second layer of bitumen. TRL ORN3 or the UK equivalent (TRL RN39) should be used in preference to other design guides. The selection of either of these design guides is to ensure that the most appropriate stone sizes are used for each layer because the stone is expected by design to embed into the surface of the road base during its life in-service and smaller stone sizes are more appropriate for harder roadbases such as stabilized bases than larger stone, and conversely large stones are usually more suitable for aggregate bases where greater embedment is expected. Lack of embedment will lead to early stone loss and an excess embedment will lead to low surface texture and less skid resistance. The design guides describe the use of a device to measure the hardness of the surface during the design phase which is not indicated in other design guides.

2.5.10 SURFACING MATERIALS 79. A prime coat of bitumen will be sprayed onto the surface of the road to prepare for the bituminous treatment. This is a low viscosity bitumen which penetrates the top 10mm of the road surface, binds it and provides a key for the bituminous surfacing. 80. The bituminous surfacing will comprise a DBST. Bitumen will be spayed over the prime from a purpose-built bitumen distributor. The bitumen will be a straight run or a bitumen emulsion. The bitumen emulsion is bitumen blended with water at a specialist facility of the supplier and is delivered and laid cold. The straight run bitumen is supplied cold or hot and may be blended by the contractor or the supplier. It is laid hot. Both are conventionally used for road surfacings. For the straight run bitumen, the volatiles are rapidly evaporated. For the bitumen emulsion, the water is evaporated, but more slowly. 81. Aggregate stone for the surfacing will be sourced from existing quarry suppliers and hauled to the job site. The surfacing aggregate is immediately spread over the laid bitumen from specialist road chipping spreaders and the surface is rolled using compaction equipment, and opened to public traffic. Initially traffic movements and speed are controlled to prevent stone chippings being removed. Any excess surfacing stone should be collected and removed by the contractor. 82. All the processes involved in providing the surfacing are those conventionally used for road construction.

2.5.11 RECYCLING MATERIALS 83. The Pavement options provides for recycling existing materials (with cement or lime) and so saves on the provision of new materials. In addition the existing macadam roadbase on NR13 should be removed, and crushed using local (mobile) crushing equipment to produce aggregate road base material. Some may be preserved as is concrete works or for armouring the side-slopes where required, or for filling gabion boxes. Very approximately 30,000 m3 will become available, and this approach will reduce the requirements for hauling new materials. 84. It may be possible to use large specialist recycling machines that rip the existing material, blend in the stabilizer and water as necessary and re-lay it ready for compaction. These machines virtually eliminate the presence of dry stabilizer on the surface for any extended period during construction and can dramatically increase the rate and quality of the construction process.

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85. It is noted that the existing sub-base under the paved length of NR13 appears to be below specification with a CBR of less than 30%. This indication appears in both the laboratory and the insitu DCP testing. The existing sub-base must be improved, as intended here by stabilization.

2.5.12 CEMENT CONCRETE PAVEMENT 86. Ta Ches market on the banks of Tonle Sap has a narrow road network with a length of approximately 650 m. The road may be seasonally inundated but cannot be raised more than approximately 200mm because of the surrounding buildings. However it is important to improve the road within the town to be more suitable for the town and market. The existing road is earth without drainage. In these circumstances a cement concrete road laid on a stabilized sub-base will provide the utility required. It will retain strength under wet or dry conditions. 87. Cement concrete pavement and a stabilized sub-base are both suitable for labor intensive construction methods (hand laid). The climate in Cambodia, with low seasonal temperature variations suggests that concrete pavements such as those used in the Philippines may be appropriate. Philippine cement concrete pavements are generally unreinforced concrete laid as a continuous strip during a day after which and within 24hrs joints are cut to a shallow depth in the slab at about 4.6 m intervals transverse to the line of the road. The slab then cracks to the full depth at the cut and aggregate interlock alone provides the essential load transfer between slabs. This avoids the need for dowel connections between slabs. Clearly, if the concrete is formed in isolated single bays dowel load transfer bars will be necessary. Subgrade levels should first be adjusted to meet the usual requirements. Given the limited quantities of work required the stabilized sub-base can formed by excavating the existing road material mixing it with a stabilized and replacing it and compacting with small equipment. It can be batched in a small (one bagger) cement mixer if necessary. The cement concrete must be mixed in small concrete mixer and laid by hand. Vibratory pokers must be provided for compaction and the finished work must be kept wet and covered for at least seven days. 88. A stabilized sub-base with a compacted thickness of 150mm is suitable for use under the cement concrete. Guidance on the design of the concrete pavement is given in the Cambodian road pavement design manual. The thickness will be 150mm. For small scale construction and especially for hand laying the 28-day compressive strength requirement should be relaxed from 32 MPa to 28 MPa. However the water to cement ratio must be maintained below 0.5 (water: cement).

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2.6 ROAD MAINTENANCE

89. The project roads will provide a structural life of 20 years. Thereafter, it will require either a strengthening layer (say 125mm of aggregate base or a further stabilized layer) and a new surfacing or a structural surfacing or both depending upon the requirements and economics pertaining at that time. The cement concrete road will provide a service life that is considerably longer, say for a further 10 years. Any defects should be patched and the same heights retained indefinitely. 90. During the planned structural life, a DBST will require another seal (an SBST) as a maintenance treatment after about eight years in service. It should then provide good service for a further 8 years. The actual service life is strongly dependent on the quality control at construction. 91. If quality control is good, then the only maintenance required ought to be limited to simple tasks such as grass cutting, minor edge repairs and culvert cleaning. Any defects in the roadbase, which should be isolated and rare, may give rise to potholes which can be repaired by patching using crushed stone for roads with unbound aggregate bases, or local materials mixed with an appropriate stabilizer (cement or lime) for both those roads with aggregate bases and those with stabilized sub- bases. 92. A good quality and timely reseal is vital for the long term performance of the project roads. Delays caused by lack of technical support or lack of funds would be detrimental to this process. For this reason, the technical requirements for the resealing and the funding for the civil works should be identified and quantified through the preparation for a future project component of this project, as described in Section 11.5.1. 93. Surfacing defects can be repaired using small scale equipment such as a small bitumen tank and hand-lance for spraying and a supply of aggregate chippings. The use of bitumen emulsions is much preferred because it is sprayed cold and is safer to use.

2.7 GEOLOGY IN THE PROJECT AREAS 94. The geological surveys have indicated the difficulties in locating local hard aggregate materials for road construction in the locality of both the southwest and the midwest roads, although there are considerably more hard rock outcrops in the mid-west they have not been established as operating quarries and many are within environmentally protected areas, such as Phnom Aural Wildlife Sanctuary. Long hauls will be necessary to obtain hard materials for aggregate road base and for surfacing aggregate. A section of the geological map of Cambodia for the southeast is shown in Figure 9, and for the midwest in Figure 10. The figures show the location of NR13 and the northern end of PR314D.

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Figure 9 Section of the Geological Map of Cambodia (southeast)

Figure 10 Section of the Geological Map of Cambodia (Midwest)

2.8 MATERIAL SOURCES FOR CONSTRUCTION OF THE SOUTHEAST ROADS 95. The overall intention is to use existing commercial quarries as the sources of materials for the construction of the project roads. All quarries for aggregates are located a considerable distance from the roads whether it be for the southeast or the midwest roads. 96. A section of the materials for road construction map (2003) showing the southeastern roads is given in Figure 11. It should be noted at the outset that although the map shows hard materials to be available at Kokir alongside NR13, local knowledge has confirmed that only, lateritic gravels are available, and the supply of those is likely to be limited, or the quality poor. The maps are not entirely up-to-date, and other sources are noted in this report. It is likely that more than one material source

24 TA 7665-CAM Preparing the Provincial Roads Improvement Project will be required because the quarries individually are said to be unable to produce sufficient materials for the rates of construction required. They are also supplying other road projects. Stockpiling long in advance of construction needs will be prudent. 97. For NR13, The costs and supply needs associated with the use of hard aggregates will be mitigated by using local crushing equipment to crush the existing macadam base once it is removed to produce roadbase or concrete aggregates. The same situation exists for sub-base quality material, although the local sandy-clay soils including the existing upper road layers can be stabilized using cement or lime, where the finished road height requirements are suitable for this approach.

Figure 11 Section of the Road Construction Materials Map (southeast)

2.8.1 HARD AGGREGATES Phnom Chheu Kach () quarry has four crushed plant for aggregate production. Aggregate from the quarry has been used for the construction of NR1 and later on for project roads NR13 and PR314D, to bring them to their existing condition. Ou Reang Ov quarry has been used for the construction of NR8, Prek Tamak‘s Mekong bridge, and now provides aggregates for the roads NR8-1 and NR8-2 which are currently under construction. ( Loan and Shang Hai‘s Contractor). The road NR8-1 link from junction at CH.98 to Viet Nam border with project length 5.7 km and road NR8-2 link from CH.104 to NR7 at Pohnea Kraek District with project length 18.6 km. Sre Siem‘s Quarry which also supplied aggregates for the construction of Sokina Bridge and NR8. This quarry is also supplying aggregate for road NR8-1 and NR8-2, mentioned above.

2.8.2 MATERIALS FOR SUBGRADE AND SUB-BASE 98. The local soils at the northern end of NR13 are erodible as is seen along the road side and confirmed to be different to those existing towards the south which have a higher clay content and although they will be weaker when wet they are not susceptible to erosion to the same extent. In Figure 9 showing the geology of the area it can be seen that the soils towards the north are different, recoded as old quaternary deposits while those to the south are more recent deposits. The side- slopes of the road will be eased (from 1:2 to 1:3 [height to length] for the northern section of about 22 km. A provision will be made for top soiling the side-slopes, or for other forms of grassing. 99. A particular problem exists for PR314D. It is on a reasonably high embankment for much of its length, but the materials have been won from within the Right of Way and very close to the road, at

25 TA 7665-CAM Preparing the Provincial Roads Improvement Project the toe of the side-slope. These pits are deep (say 3 m from the existing finished road level) and are a danger to both the local communities and to road users. The communities do not want them and to improve the road to the design width they will have to be drained and filled. A local source will be found to provide suitable materials. By design, the source may provide an extensive local water reserve if left open and finished in an environmentally sound manner. 100. The above quarries also have materials sand and gravel for use as subgrade and sub- base course. A borrow pit with lateritic material suitable for sub-base is located in . This material is being used for the construction of roads NR8-1 and NR8-2. Another lateritic gravel borrow pit is located along NR13: near Romeas Haek, approximately 25 km from the NR8 junction with NR13.

2.9 MATERIALS FOR THE MIDWEST ROADS 101. Aggregates are required for roadbase and surfacing stone. Considerable quantities of local soils and materials will also be required to widen the existing roads to a finished road width of 8 m (currently 4 m). A number of possible sources are under investigation including the expansion of a lake area to the west of Alngkae village. If this is unsuitable material the alternative sources will be required which, again can be finished correctly and left open as a dry season water reserve. A section of the road construction materials map is shown in Figure 12.

Figure 12 Section of the Road Construction Materials Map (midwest)

2.9.1 HARD AGGREGATES 102. Sources of hard quarried materials for the midwest roads (PR150B, NR53 and NR151B) are given below: i. Phnom Touch quarry (Phnom Touch quarry) near Kampong Chhnang city has been widely used to produce the aggregates for the periodic maintenance of NR5, and is widely used for other road projects. ii. Peang Lvea quarry. This quarry has been used for the construction of NR51 in 2004 under a loan from the WB. The quarry provided materials for the aggregate base course, for surfacing aggregates, sizes 19mm and 12mm and for structures including bridges, box culverts, pipe culverts, ―U‖-ditch drainages and other incidental concrete structural items. It is currently being used for the maintenance of NR5 in Kampong Chhnang and provinces under an ADB loan. The materials are being used for base course repairs and for surfacing aggregates for DBST.

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2.9.2 MATERIALS FOR SUBGRADE AND SUB-BASE 103. Several borrow pits sources are available close to the project roads with softer materials suitable for subgrade and sub-base course. The materials at all sites are lateritic gravels. The sites are named below by giving the name of the village or commune (see Appendix II-C). i. Chhuk Sar commune near Wat Krong; 3 km from NR5 along PR150B on left hand side. ii. Kbal Tuek Along NR53 from Teuk Phos at Phnom Tasai. iii. Yout village, at kilometer 37 on the left side. iv. Choang Moang village, near the junction between NR53 and PR150B.

2.10 BRIDGES 104. A list of bridges is given in Table 7. Further details are given in Appendix II-D. The bridges on NR13 and PR314D are in a poor condition and will be replaced with concrete bridges. With the exception of the new bridge to be placed on the realigned section of PR150B the bridges on the midwest roads will be retained. All are in reasonable condition and traffic levels do not warrant the cost. It is highly unlikely that vehicles would attempt to cross at the same time and very unlikely that there would be traffic delays caused by waiting at the bridge. However they are single lane bridges and although they all have a good line of sight, they are not visually acceptable, barely perceivable in the distance. For road safety reasons the bridges will be marked and suitable road marking will be placed warning of their presence. 105. During the implementation stage of the project, the Contractor will be required to undertake detailed topographic surveys and foundation investigations at each bridge location before the commencement of construction and prepare detailed design drawings for the approval of the Engineer.

2.10.1 DESIGN CRITERIA 106. The Design Standards for bridges are as follows: • AASHTO Standard Specification for Highway Bridges, Seventeenth Edition, supplemented as necessary by • Cambodian Bridge Design Standard, CAM PW 04-102-99 107. The adopted design criteria as follows: • AASHTO HS 20-44 highway loading plus 25% overload. • 10 m wide roadway between railings, comprising 7.0 m carriageway and 1.5 m walk ways for the long bridges and 1.5 m shoulders for the short bridges (less than 30 m) • A vertical clearance between maximum flood water level and underside of bridge deck of 600mm for structures providing a drainage function, or crossing secondary waterways.

2.10.2 GENERAL 67. The bridges are typically of relatively short span occupying similar site conditions which allows their arrangement to be standardized. 68. Field construction activity is limited to the dry season, a period of six months from November to April. Considering these conditions, precast construction methods are the most appropriate. These are widely used in Cambodia for ADB road improvement projects and have been adopted for this project.

2.10.3 SUPERSTRUCTURE 69. The standard bridge deck form adopted for this project comprises; pre-tensioned deck units (PSC) transversely post-tensioned to form a contiguous slab. This form of construction is covered

27 TA 7665-CAM Preparing the Provincial Roads Improvement Project explicitly in the Cambodian General Specification for Road Construction with pay items already established. The form is well suited for small to medium span structures ranging from 10 m up to 25 m span. The method also allows the use of integral construction at piers and abutments with units set on mortar beds and located with anchor bars negating the need for bearings or expansion joints. 70. The form of side protection railing adopted in the bridge design is reinforced concrete post and rail barriers. This is widely used elsewhere in Cambodia and maintains a consistent appearance of structures along the project roads. Table 7 List of Bridges

Item Road Type Length, m Width, m Number

NR13a 1 Bailey 84 3.8

2 Bailey 36 3.8

3 Bailey 12 3.8

4 Bailey 27 3.8

PR314D 1 Bailey 21 3.8

PR150B east none - - -

P150B west 1 (new) Concrete 60 8

Alngkae local 1 Concrete (new) (no activities)

NR53a 1 63 4.5

2 9 4.5

3 21 4.5

4 15 4.5

5 30 4.5

PR151B none - - -

Note: a – numbered from the north Source: Consultant‘s surveys

2.11 DRAINAGE 108. The number of cross drainage structure locations is given in Table 8. Usually there is only one pipe at each pipe location and they have an 800mm diameter. The existing culverts are generally in good condition and a few are new. All existing cross drainage structures will be extended to suit the widened embankments, if they are in good condition. Where they are to be replaced they will be replaced by pipe culverts with 1000mm diameter to be able to tolerate changing conditions caused by climate change. A full list of structures with locations and condition is given in Appendix II-D.

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Table 8 Cross Drainage, Number of Locations by Type

Road Box culverts Pipe culverts Watergates

NR13 6 63 0

PR314D 1 31 1

PR150B east 7 0

P150B west 1 46 0

NR53 5 22 0

PR151B 0 3 0

Source: Consultant‘s surveys

2.12 ROAD SAFETY 57. Road safety has been considered comprehensively through all aspects of the project roads. The safety features are given below. The engineering requirements for safer road infrastructure are also listed and commented on in Section 8, on road safety. i. Inclusion of a separate cycle/motor cycle lane, namely the sealed road shoulder for the southeast roads. ii. Provision of adequate sight distances. iii. Improved horizontal geometry by providing curves, superelevation and widening on identified accident black spots and curves with small radii. iv. Road signs such as warning, information and direction signs. v. Reflectorized road and lane markings consisting of centreline, edge line and pedestrian crossing. vi. Rumble strips at the entrance to populated areas. vii. Landmarks, monuments, and physical road design constraints such as road narrowing identified and marked to reduce speeds to the desired level especially where they pass through communities. Kerbed sidewalks for town areas. viii. Guardrails on bridge approaches, box culverts and high embankments.

2.13 ROAD SIGNS AND MARKING 58. Road signs used for the project roads are classified into three types (i) regulatory signs, (ii) warning signs, and (iii) guide signs. i. Regulatory signs to give drivers notice of traffic laws and regulations. ii. Warning signs to direct attention to the condition of the road on or adjacent to potential hazards to traffic operation. iii. Guide signs to indicate route designations, directions/distances, points of interest, and other geographic or cultural information. 109. Road markings using thermoplastic paint or some other material placed on the pavement, curb, or object to convey traffic regulations and warnings to drivers may be used. The types of road markings used for this project are (i) road centreline, (ii) pavement edge markings to delineate separation of motorcycle and bicycle traffic, and (iii) pedestrian crossings. i. Road centreline marking consists of broken 0.15 m width by 3.0 m long painted strips with a 9.0 m gap on straight alignments where passing is permitted and continuous solid painted strips 0.15 m wide for non-passing road sections.

29 TA 7665-CAM Preparing the Provincial Roads Improvement Project

ii. Edge marking consists of a continuous solid 0.15 m wide painted line along the outer edges of the carriageway. iii. Pedestrian crossings consisting of 0.30 m wide by 4.0 m long solid white line with a gap of 0.30 m placed across the carriageway and shoulders. Pedestrian crossings will be provided in all built-up areas including at schools, markets and pagodas.

110. At intersections especially those with the primary national roads, being NR8, NR1 and NR5 will be widened appropriately to ensure a good line of sight and traffic calming and extensive signage will be used to control road users.

2.14 UXO AND DEMINING 111. The full UXO and demining survey is available as a separate report which contains additional information on removal and maps of the project areas showing demining activities and incidents. In the following some key points have been extracted.

2.14.1 SURVEY METHODOLOGY 112. In this preliminary study, the information about Mine/UXO contamination along project area has been based on the existing information and records review (by contacting RCAF and Demining Agencies in Cambodia), interviews with local villagers and/or the military. Visual and spot checks have been carried out. 113. Mine/UXO contamination maps of the project road (1:50,000) were produced by the consultant where data is obtained from MAG, Halo Trust and CMVIS through CMAC. As the principal Demining agencies operating in Cambodia, CMAC was consulted at length and records and database details obtained. 114. Field data was gathered by interviews. Interviews were conducted at every village and police/military checkpoint. Interviews with farmer and travelers on the road were also conducted. Questions concentrated on the military activity surrounding the area during the civil war, mine/UXO threat and clearance activity so far in the vicinity. 115. In Cambodia, interviews with the local population usually provide an abundance of evidence concerning mines and/or UXO when they exist nearby. However, evidence is offered less frequently and often along the lines that ―UXO used to exist but now are all gone‖. This is a reflection of the fact that for many years since the 1970-75 conflict, easily accessible UXO and fragmentation have been assiduously collected for breakdown and metal recovery as a tradable commodity where an illicit break down industry has flourished. 116. A visual check was carried out. This is a systematic searching of sample sites along the route using trained personnel and viewing tools (for better viewing and distant checking). Visual checks were carried out at regularly spaced intervals of 2 km and a check at every bridge site. 117. A Spot check was also carried out. This included searching of sample sites along the route using trained personnel and detection equipment in order to identify additional minefield information. Thus, in those areas where interviews and/or National Survey Level One consistently produced positive information that mines/ UXO were thought to exist in that area, samples areas were not searched. The spot checks were carried out at 20 km interval. Sample areas were generally consistent in size, being a 2 m width on either side of the road for a distance of up to 15 m from the road centerline.

2.15 RESULTS 118. The results are shown in the following tables.

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Table 9 Conflict History (southeast roads)

Year Regime Conflict Remark 1965- Royal Mines were laid by special force infiltrated Mine/UXO quantity and 1970 Government from then South Vietnam to counter the location: unknown of threat from North Vietnamese Army (NVA) Bombing quantity and Cambodia who took sanctuary inside Cambodia. In location: addition to that secret carpet bombing were launched by US air force against this sanctuary. 1970- Khmer Civil war between the government supported Mine/UXO quantity and 75 Republic by US and supported by location: unknown China. Major offensive were launched by US Bombing quantity and particularly in 1970 to push NVA deep into location: Cambodia. Ground-to-ground munitions quantity & location: unknown 1970- Khmer Khmer Rouge launched border war with Mine/UXO quantity and 79 Rouge Vietnam and mine were extensively laid in location: unknown this border province to deny the Vietnamese Ground-to-ground ground offensive. munitions quantity & location: unknown

Source: Consultant‘s summary of historical events by UXO and demining specialist

119. After the Collapse of Khmer Rouge regime, the government in Phnom Penh backed by Vietnam had established a demining military unit. In late 1990s, CMAC dispatched liaison office that took part in Mine/UXO clearance operation in this province. In 2004, CMAC EOD personnel under the supervision of Japan Mine Action Service (JMAS) had established EOD office in this province to help removed Unexploded Ordnance (UXO) that were left over from the previous conflict. Since 2006, CMAC had established database system that could be used to analyze its operation. For PR314D area, 93 anti personnel mines (AP), one anti tank (AT) mines found and almost 3,000 UXO destroyed. For NR13 area 43 AP were found and almost 1,000 UXO destroyed. 120. Most of CMAC mine clearance (where most of Anti-Personnel landmine or AP mine is found) is done at the depth of 0.2 m. UXO clearance however, is done by an ―on-call‖ basis from local villager/police. Almost all of them are UXO removal operation on the surface. It is highly likely that UXO items remain under the ground. Table 10 shows the clearance category for the southeast roads.

31 TA 7665-CAM Preparing the Provincial Roads Improvement Project

Table 10 Mine/UXO Clearance Category (southeast roads)

Clearance Cleared items Category Location depth Aerial bomb UXO** AP AT I Bridge site* 6 m Cleared Cleared Cleared Cleared Box Culvert 0.5 m Partly Mostly Cleared Cleared cleared cleared II Pipe Culvert 0.5 m Partly Mostly Cleared Cleared cleared cleared Road 0.2 m No*** Mostly Mostly Mostly Cleared Cleared Cleared III CBF (Prey Vor) 0.2 m No*** Mostly Mostly Mostly Cleared Cleared Cleared

Notes: * - Concrete evidence of deep Mine/UXO, ** - ground-to-ground munitions, *** - excluding cluster bombs Source: Consultant‘s document studies

2.15.1 MINE/UXO CLEARANCE AT PREY VOR 121. Because of the cross border facility to be improved at Prey Vor a, 0.5 m clearance depth is required to ensure the safety of the civil work.

2.15.2 MIDWEST ROADS 122. These roads are located in the center of Cambodia, North of Phnom Penh Capital (Kampong Chhnang and Kampong Speu provinces). Mine/UXO contamination in these provinces could be traced back over a period of time as shown in Table 11.

Table 11 Mine/UXO Contamination at Kampong Chhnang and Kampong Speu provinces

Year Regime Conflict Remark 1970- Khmer Civil war between the government supported Mine/UXO quantity and 75 Republic by US and Khmer Rouge supported by location: unknown China. Major offensive were launched by US Bombing quantity and particularly in between 1970-1973 to location: destroyed Khmer Rouge head quarter at Ground-to-ground Kampong Speu province (Amleang district). munitions quantity & location: unknown 1970- Khmer Khmer Rouge launched border war with Mine/UXO quantity and 79 Rouge Vietnam and mine were extensively laid in location: unknown this border province to deny the Vietnamese Ground-to-ground ground offensive. munitions quantity & location: unknown 1979- SOC Civil war between the government back by Mine/UXO quantity and 98 Vietnamese and some eastern bloc with location: unknown Khmer Rouge backed by China and other Ground-to-ground western countries. Mine were used to block munitions quantity & the traffic, cut off supply to the western part of location: unknown Cambodia and created insecurity.

Source: Consultant‘s summary of historical events by UXO and demining specialist

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123. During Vietnam War, the USA conducted aerial bombing in Cambodia which include ordinary bomb and cluster bomb. In 1990s, CMAC dispatched its team to work in these provinces but not in the vicinity of these roads. Around 2006, CMAC EOD personnel under the supervision of Japan Mine Action Service (JMAS) had established EOD office in Kampong Speu province to help removed UXO that were left over from the previous conflict. Since 2006, CMAC had established database system that could be used to analyze its operation. There were 38 AP found and almost 2,000 UXO destroyed.

2.16 MINE/UXO CLEARANCE 124. To ensure the maximum safety of civil work, Mine/UXO items must be located and removed. Additional widths must be cleared at bridge sites and cross drainage locations as detailed in the main report. 125. At the new bridge site an additional clearance width of 50 m on top of Corridor of Impact (COI) will be applied, (total 65 m). The total length of clearance is 100 m either side of the bridge abutment plus new bridge length.

2.16.1 CLEARANCE TECHNIQUES 126. Since AP, AT and UXO have been removed by CMAC within the villages, there is no known minefield found to be located close to the project roads. However to detect remnant of sub-surface mine/UXO, strip searches are essential as follows: Strip dimension: 50 m x COI x 2 sides Strip interval: 200 m (from centerline to centerline) Clearance depth: 0.2 m (unless the area is required to be used for the construction of structure such as bridge or other special purposes or the concrete confirmation of the present of deep mine/UXO beyond 0.2 m) Any evidence of mine/UXO found within this strip search is subjected to full clearance up to the neighboring strip (200 m either sides of the strip). The depth of strip search and Mine/UXO clearance is 0.2 m.

2.16.2 ROLES AND RESPONSIBILITIES It is necessary to appoint a demining expert within the DDIS team. Demining quality control personnel are appointed within the civil works contractors‘ team, and a qualified mine/ UXO Clearance Company is engaged by the civil works contractor to carry out the clearance, as shown in Table 12. Table 12 Role and Responsibility of Key Persons Involved

No. Party Responsibility 1 Mine/UXO This sub-contractor is usually within the responsibility of civil work clearance company contractor. It has a critical duty to remove mine/UXO up to the standard specified in the technical specification or its own clearance demining SOP. 2 Quality Control Contractor staff with competent mine/UXO experience. His/her role is personnel to supervise demining sub-contractor work to ensure that the work is up to the standard specified. He/she is eye and ear of the contractor. 3 Mine/UXO He/she is a mine/UXO specialist whose role is to produce guideline for Consultant detail clearance such as what type of machine is best used to deploy at certain project site, ensure that demining system is in place, provide advice on mine/UXO clearance, certify area to be cleared if it is requested by sub-contractor (through contractor).

Source: Consultant‘s studies

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Table 13 Initial Outline Road and Pavement Design

Road Finished Existing DBST (D) Final Existing Side - Chart 2 Subgrade Road Length road road SBST (S) road road slopes Roadbase Sub-base (Lower roadbase) (capping) section width width width height height Height : Type Thickness Type Thickness layer Number Description km m m m m m Length mm mm mm NR13.1 Unpaved section - also has erodible soils 23.2 11 6 D10 1.3 1 1:3 GCS 125 Stabilized 150 125 NR13.2 Paved section to intersection with road 3130 24.5 11 6 D10 1.1 1 1:2 GCS 150 Stabilized 150 125 NR13.4 Paved section to flooded area raise the road to BC 12.2 11 6 D10 0.7 0.5 1:2 GCS 150 Stabilized 150 125 NR13.5 Flooded area raise the road 1.0 11 6 D10 1.4 0.4 1:2 GCS 150 Stabilized 150 125 NR13.6 Length from Box Culvert to NR1 junction 1.5 11 6 D10 0.7 0.5 1:2 GCS 150 Stabilized 150 125 Sub-total 62.4 314D.1 From NR1 to Prey Vor (Border) (km 0 to 7.5) 7.5 11 6 D10 1.7 1.5 1:2 GCS 150 Stabilized 225 150 314D.2 From NR1 to Prey Vor (Border) (km 7.5 to 25.6) 18.1 11 6 D10 1.7 1.5 1:2 GCS 150 Stabilized 250 200 Sub-total 25.6 150B east NR5 to boundary with Taches market 5.2 8 4 S6 0.7 to 3 0.7 to 3 1:2 GCS 150 Stabilized 150 125 150B east Taches market - hand laid cement concrete 0.66 4.5 4.5 concrete +0.2 0 1:2 JCCP 150 Stabilized (a) 100 nr Sub-total 5.8 150B west NR5 to Alngkae junction to realignment section 23.3 8 4 S6 1.2 0.8 1:2 GCS 150 Stabilized 150 125 150B west Realigned section 1.6 8 4 S6 1.2 0.8 1:2 GCS 150 Stabilized 150 125 150B west Final length into Tuek Phos to junction with NR53 0.6 8 4 S6 0.7 0.5 1:2 GCS 150 Stabilized 150 125 150B west Alngkae local road 3.1 4 4 S3.5 +0.05 existing 1:2 GCS nr -mw na nr nr Sub-total 28.6 NR53.1 NR53 Culvert 7 to narrow section 17.4 8 6 S6 1.2 1 1:2 GCS 125 Stabilized 150 100 NR53.2 NR53 narrow section to Junction 151B 14.4 8 6 S6 1.2 1 1:2 GCS 125 Stabilized 150 100 Sub-total 31.8 151B Junction NR53 to Junction 151B at Thnal Bambaek 3.5 8 8 S6 1.2 1 1:2 GCS 125 Stabilized 150 125 Sub-total 3.5 Total: 157.8 D10= DBST 10m wide GCS = Graded Crushed Stone Materials Quality Note S6 = SBST 6m wide JCCP Jointed Cement Concrete pavement GCS CBR 80% S3.5 = SBST 3.5m wide Stabilized = stabilized local or existing materials Sub-base 1.5 to 3 MPa na = not applicable Stabilized (a) = stabilized insitu soils by hand labor Subgrade CBR 15% often existing GWC nr = not required GWC = Gravel Wearing Course (laterite) PCCP 28 Mpa nr -mw not required, but with minor improvements

34 TA 7665-CAM Preparing the Provincial Roads Improvement Project

2.17 CROSS BORDER FACILITY: PREY VOR - MOCVA 127. The existing cross border facilities (CBF) are very simple and lack the current needs and facilities required for Cambodia. The crossing was declared an international border crossing in January 2011. Land to the east of the road is being developed by private owners and land to the west has mainly government buildings. 128. A topographic survey has been undertaken and the outline design for the CBF has been prepared. The indications are that the CBF can be located along the final 260 m length of PR314D to the west of the existing road. CBF will be located from the centerline of the existing road and extend approximately 212 m to the west (on the southern edge). It will have an overall irregular shape to maximize the available land and minimize resettlement. The main buildings and facilities will be located within a perimeter security road, itself within the boundaries of the CBF. The existing Government buildings and the arch structure over PR314D will be removed and replaced with suitable facilities inside the CBF. 129. A large residential and market area exists to the east of PR314D with a single access road located at the extreme limit of Cambodia territory. Investigations found no existing alternative road link within this area and the existing road must remain to provide access. In the design for the CBF the width from the existing road centre-line to the perimeter of the private land (approximately 15 m) will be improved to provide a two way access road to this area. Traffic travelling into Cambodia or other parts of Prey Vor will simply pass in-front of the CBF without the need for movement control (the length will be fenced), but traffic wishing to travel into Vietnam will pass along the improved road and loop into and through the CBF to exit Cambodia. 130. It is considered that for a CBF designed on one side of the existing road a four road-way division would suit the site. Parabolic curved roads would arch into the area and carry traffic from Vietnam or from Cambodia on either side of the road, separated by a median to the control stations and with access to the main terminal. Closest to the entry and exits and PR314D would be the facilities for local traffic that wish to cross the border. Next will be facilities for cars, then buses and finally for trucks. The trucks will reach the farthest into the area towards the rear of the CBF where sufficient space will be available for all the controls required for goods movements.

Figure 13 CBF at Prey Vor

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3 TRANSPORT ECONOMICS

3.1 INTRODUCTION 131. The main component of the economic analysis has been a conventional road project economic appraisal, following standard methodology for road improvement schemes. That is, the situation forecast to occur with improvements to the roads, referred to as the ―with project case‖, has been compared with the situation expected if the roads are maintained at their present standard, the ―base case‖. It takes into account factors which can be quantified, such as the road construction and maintenance costs, forecast volumes of traffic, and the potential level of benefit per vehicle. It provides measures of the overall returns obtainable from the project, which can be compared to returns from expenditure on other types of road works and other types of investment, so that capital resources can be distributed throughout the economy as efficiently as possible. 132. All of the roads included in the study are open to traffic for all or the majority of the year. Benefits from upgrading will therefore be predominantly from road user cost savings. The accuracy of an appraisal of such roads is very dependent on the accuracy of the estimates of the base year traffic level and the future growth in traffic. 133. The evaluation of the roads has been carried out using HDM-4, the Highway Development and Management Tool. Specifically version 2.08, the latest available, was used. 134. In addition to the road upgrading the scope of the study included the appraisal of the CBF at Prey Vor, at the southern end of PR314D. Ideally this should be evaluated independently of the roads, as the benefits, such as the reduction in time of completing border crossing formalities, are not connected with those of road upgrading. However, as discussed below it was not possible to do this.

3.2 ROADS EVALUATED

3.2.1 NATIONAL ROAD NR13 135. NR13 is a north-south road connecting NR8 and NR1. The majority is in but with the first 4 km from NR8 in Prey Veng Province. It has been considered in three sections defined mainly by the existing surface type and traffic levels. The alignment is generally consistent throughout, with most of the road straight and level flat terrain. The three sections are: i. the 22 km northern gravel section, from the junction with NR8 to the start of the sealed section; ii. the central section from km 22 to a road junction at km 48, which has a sealed surface in fair to poor condition; iii. the southern section from km 48 to the junction with NR1 at km 62.4, which is sealed and is in generally fair condition, and has significantly more traffic than Section 2. 136. The gravel section is generally 6 m wide. It was reconstructed in 2009 but received little maintenance in 2010. The surface condition was good to fair in early 2011 but it has very little surface material and the condition has deteriorated after the rains in mid-year. It is currently being maintained but in some areas the surface condition is poor to bad, with the effective width only providing for a single lane carriageway. On poor sections speeds are no higher than 40-45 km/h, and can be very low when the road is in bad condition, but speeds of 75-80 km/h are possible immediately after maintenance. 137. The sealed sections have a DBST surface on a macadam base. It is generally 6 m wide but is slightly narrower in places. The road has been sealed using Cambodian Government funding at a rate of 3 – 5 km per year since 2000, starting from the southern end. Despite this it is the older, southern section that is in generally better condition than the northern section. The road is maintained and there are extensive areas of patching. Speeds are typically 70 km/h. There are two significant settlements along the road at Kampong Trach

36 TA 7665-CAM Preparing the Provincial Roads Improvement Project and Rumduol, with a busy market area also at Angk Prasrae. These are not believed to influence traffic levels significantly but friction effects reduce vehicle speeds in these areas. Near the southern end the road is subject to flooding. 138. There are several bridges on the road, including old, narrow bailey bridges that need replacing and some newer bridges.

3.2.2 ROAD PR314D 139. PR314D is a north-south road in Svay Rieng Province from Prasot on NR1 south to the border with Vietnam at Prey Vor. It is a gravel road of 25.6 km with two short sections of sealed surface, including one very short section in the town of Kampong Rou having a central median. However, these are not considered long enough to require separate analysis. The whole length is in flat terrain and most has a straight alignment, but with short sections of poor alignment at the northern end in Prasot and in Kampong Rou. Traffic is similar over the whole length of the road and it has been analyzed as a single section. 140. In 2010 the road was rehabilitated and 5cm of surface material, a sand/aggregate mixture rather than laterite, was provided. The width is nominally 6 m but it varies considerably, being 7 m in places, especially the northern sections, and only 4.5 m in some areas. The condition is generally fair and speeds are 45-50 km/h. 141. There is one old bailey bridge on the road with a length of 22 m and width of 4.2 m, plus minor structures over irrigation canals. 142. There is residential property and roadside activity along much of the length of the road, with urban conditions at the start of the road and one major settlement at Kampong Rou about 9 km from the southern end. There has been recent establishment of commercial activity in the Prey Vor border area at the southern end with four casinos currently operating.

3.2.3 ROAD PR150B 143. PR150B is an east – west road in Kampong Chhnang Province. It has been considered as two roads; i. the short section of approximately 5.6 km eastwards from NR5 to the village of Ta Ches on the bank of the Tonle Sap River, ii. the longer section of about 27 km westwards from NR5, to the junction with NR53 at Tuek Phos. 144. The east section is a gravel road, much of it on a raised embankment that is about 4 m wide. The surface is in generally fair condition. It ends in the Ta Ches market area where there is a small capable of taking vehicles across the Tonle Sap River. A minor road continues south from Ta Ches along the western bank of the Tonle Sap River. 145. The west section is also a gravel road, about 4.5 m wide. It passes through flat terrain used for rice production, and connects with numerous local access roads. The surface condition is good to fair. The current alignment is very bad in the village of Alngkae, south of Tuek Phos, where there are several 90 degree curves and a railway line is crossed two times. A new section of approximately 1.55 km is proposed. This would bypass a section of 3.0 km, avoiding the area of bad alignment and the two railway crossings, and reducing the length for through traffic by almost 1.5 km. It has been assumed that all traffic is through traffic and will benefit from this distance reduction. The existing alignment in Alngkae will be sealed as a single lane road for improved local access, but this has not been included in the analysis. 146. There is one new 3 m-wide bridge on the western section, but this is in the length of road in Alngkae to be bypassed, and a new bridge will be required on the realigned section.

3.2.4 NATIONAL ROAD NR53 147. NR53 runs from the provincial capital Kampong Chhnang, south to Tuek Phos, and then south-west to a junction with PR151B. The northern section from Kampong Chhnang to Tuek Phos has recently been upgraded to sealed standard (6 m carriageway plus shoulders) and ongoing work is continuing this upgrading westwards from Tuek Phos for approximately

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8.7 km. The proposed project would continue from the end of these works for about 31.8 km, to the end of NR53 at the junction with PR151B, just north of Amleang on the border with Kampong Speu Province. This section is a gravel road about 6 m wide in generally good to fair condition. 148. The first 17 km to Kbal Tuek passes through flat terrain used for rice cultivation that is densely populated. Beyond Kbal Tuek the land is undulating and much less intensively farmed. Traffic is also lower on this section, but the difference is not considered enough to require separate analysis. 149. There are five single-lane concrete bridges on the project section of NR53, built in 2003 and in good to fair condition. They have a carriageway width of 3.8 m; four are 15-20 m in length but one is 63 m long.

3.2.5 ROAD PR151B 150. The project is a short 3.6 km section of PR151B in Kampong Speu Province that runs from the junction with NR53 in a southeasterly direction to Amleang. At that point it connects with a section of PR151B that is to be upgraded with Chinese funding and provides a link eastwards to NR5. It has been analyzed has a separate section because it has significantly higher traffic than NR53. It currently has a 6 m wide gravel surface and is in fair condition. There are no bridges on this section.

3.3 TRAFFIC STUDIES 151. Following the usual conventions, traffic levels are expressed in terms of daily traffic flows. When expressed as total traffic over 24 hours the term Average Daily Traffic (ADT) is used. When seasonal variations are taken into account the term Annual Average Daily Traffic (AADT) is used. Estimates of AADT are required as the basis of the economic appraisals.

3.3.1 MOVING OBSERVER COUNTS 152. Moving observer counts were made during the initial field surveys in April and May, recording the levels of motorized traffic in each of four categories; motorcycles, light vehicles, trucks and buses. In these surveys only traffic traveling in the opposite direction to the survey vehicle is recorded. If the survey vehicle is traveling at the same speed as other vehicles the number of vehicles encountered in a given time period indicates the two-way traffic flow in that period. (If speeds are different the numbers recorded can be adjusted to compensate for this.) In the surveys totals were recorded at approximately 5 km intervals along the roads. Vehicle numbers were too low for these totals to be used as a reliable indicator of the traffic level on each 5 km section of road, but they could be used as a guide to levels of motorcycle traffic (because numbers of these are much higher than other vehicle types and are statistically valid), and as an indication of the general distribution of traffic along each road. The main use of the moving observer counts was in planning the manual classified counts, in particular identifying where count sites were required, and in providing information on the vehicle types in use on the study roads.

3.3.2 PREVIOUS TRAFFIC COUNTS 153. In 2010 classified counts were carried out by MPWT as part of a World Bank supported road inventory and planning program for the minor national roads and provincial roads. A count was carried out on each of roads NR13, PR314D, NR53, and PR151B, but not on PR150B. The counts were all carried out near the start of the roads, and those on NR53 and PR151B were at locations far from the sections included in this study, and the data from these two sites are not considered relevant to the analysis. The count on NR1313 was at Bak Roneas, 400 m from the junction with NR1 at the southern end of the road, and that on PR314D at Tuol Trabaek, 2.8 km from the junction with NR1 at the northern end of the road. 154. These counts were 24-hour counts carried out over two consecutive days in October 2010. The results are summarized below in Table 14. They were not adjusted and the two-day average has been used as the AADT by MPWT.

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Table 14 MPWT 2010 Count Results (AADT)

Road No. and Count Ox Cart Motor Light Bus Truck Site cycle Vehicle NR13 Bak 2 2,432 452 6 16 PR314D RonoasTuol 7 2,421 276 2 114 Tabaek Source: MPWT

155. Because there was only one count site per road, and at locations not considered to be representative of the whole road, they are not adequate as a basis for analysis of the roads. Accordingly manual classified counts have been carried out on all of the study roads. Because the individual roads are relatively long, two or three count sites have been used to verify traffic levels.

3.3.3 CLASSIFIED COUNTS 156. Manual classified traffic counts identifying different vehicle types have been carried out on all of the study roads. The counts were carried out for a minimum of two days at each site. The procedure was to carry out the count each day over a 12-hour period, from 6AM to 6PM. Counts were carried out at 11 sites, with additional counts carried out at the Prey Vor and Bavet border crossing points for the analysis of the Prey Vor CBF. The locations of the sites were chosen after a review of the moving observer count results as points where traffic levels were believed to be typical of each section of road with a broadly homogeneous traffic level. The sites are indicated in the results summary given in Table 15 below. Sites were at least 1 km from the start or end points of road, or from junctions with major roads. Also care was taken to avoid locations near markets, schools or any other site where there may be large numbers of motorcycles and bicycles making very short distance journeys not typical of the whole length of the section. Traffic was recorded separately for each hour. There is evidence from previous studies that daily variations are not significant but counts on Saturdays and Sundays, and on public holidays, were avoided.

3.3.4 VEHICLE TYPES 157. The traffic on the study roads is mainly rural in character at present, but some heavy vehicles also operate on the roads. As a result a wide range of vehicle types needs to be considered and a more extensive vehicle classification system than that used for some other studies was adopted. This is to enable the characteristics of vehicle types used in the economic evaluation to be specified more accurately. Pedestrian movements could be incorporated in the analysis but such journeys are very short and it is almost impossible to determine appropriate average pedestrian traffic levels for road sections. They are not important in terms of potential benefits and it is considered appropriate not to include pedestrian movements in the road user cost analysis. They were not included in the traffic surveys. 158. A vehicle fleet of 17 vehicles was developed for use in the study, consisting of 15 motorized vehicle types and the 2 non-motorized types. The vehicle categories identified in the counts are given below.

3.3.4.1 NON-MOTORIZED Bicycle - All two and three-wheeled non-motorized vehicles, including cyclos and those used for carrying freight, even if being pushed. Animal Cart - All animal drawn-vehicles such as; Ox-carts, Buffalo-carts, Horse and Carts. (All of these operate in Cambodia and can be defined separately but their impact on the results is minimal and in this case a compromise vehicle is preferred.)

3.3.4.2 MOTORIZED Motorcycle - Motorcycles, scooters and any other 2-wheeled motorized vehicles, but not those with trailers.

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Motorcycle with Trailer - Motorcycles with a trailer (remorque), or any 3-wheeled motorized vehicle, used for freight or passenger transport. Car - Sedan cars and station wagons (but not 4-wheel drive vehicles) with a maximum of 7 seats. 4-Wheel Drive Vehicles - All four-wheel drive (4-WD) vehicles, such as Toyota Landcruiser or Mitsubishi Pajero, with a maximum of 7 seats. Pick-up - Vehicles such as the Toyota Hi-lux designed for use as light freight vehicles, but are also used for private transport as an alternative to sedan cars, or for public transport. They are also known as utilities. (Very small trucks are also included in this category, being distinguished from the Light Truck category in having only single wheels on the rear axle.). Minibus - The minibus type is typically an 8-16 seat vehicle, such as the Mercedes MB 140D, sometimes referred to as a microbus or van. Sometimes used for freight transport in Cambodia. Bus - All buses with more than 16 passenger seats. They are distinguished from the Minibus type by having dual-wheel on the rear axle. (Very few buses operate on study roads and so a single category is suggested, rather than separating light buses, with up to 30 seats, and heavy buses as is common in other countries.) Small Koyun/Etan - Two-wheeled power tillers made into a road vehicle by attaching a single-axle trailer and used for both local freight and passenger transport. Large Koyun/Etan or Tractor - Locally-made vehicles that are much slower than conventional vehicles and are normally only used for short distance freight movements. Four-wheeled agricultural tractors (with or without a trailer) are also included in this category. Light Truck - These are trucks with a gross vehicle weight (GVW) usually in the range three to seven tonnes with a payload of up to 4 tonnes. They have two axles and dual-wheels on the rear axle. (Smaller light trucks, with single wheels on the rear axle, were counted as Pick-ups.) Medium Truck - These are larger trucks than the light truck, but also have two axles and dual-wheels on the rear axle. They usually have a GVW between 12 and 16 tonnes and have a carrying capacity up to 10 tonnes. Although sometimes difficult to distinguish from the light truck in traffic counts most are much larger and carry much heavier loads. Heavy Truck (Rigid 3-axle) - Usually these have a tandem rear axle and 10 wheels, but some with 2 front axles and 8 wheels also operate in Cambodia. Heavy Truck (Rigid 4 and 5-axle) - Trucks with 2 front axles and 2 or 3 rear axles. These vehicles are usually imported secondhand and modified in Cambodia, including the provision of an additional axle. Heavy Truck (Trailer and Semi-Trailer 4 and 5-axle) - Semi-trailers and truck-trailers with a total of 4 or 5 axles. The trailers are usually locally built. Heavy Truck (Trailer and Semi-Trailer 6 and more axles) - Semi-trailers and truck- trailers with a total of 6 or more axles. None of this type was recorded in the surveys, although they are commonly used on main inter-urban routes.

159. If any vehicle did not meet one of the above descriptions, it was recorded as the vehicle type it is closest to in appearance and size. Road construction or maintenance equipment was not included in the count data.

3.3.5 ESTIMATES OF BASE YEAR TRAFFIC 160. A number of adjustments were made to the survey data in order to estimate the 2011 traffic flows on the project roads in terms of AADT for the base year traffic levels.

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3.3.5.1 24 HOUR ADJUSTMENT 161. The counts were for 12 hours and estimates of night-time traffic are required to adjust the results to a 24-hour ADT basis. The ratio to adjust a count of less than 24 hours to an estimate of ADT is normally higher for inter-urban roads than on rural roads, and on high traffic roads compared with low traffic roads. When the 12-hour count results are for the period between 6AM and 6PM the 24/12hour adjustment factor for rural roads is normally in the range 1.1 to 1.3. It is rarely above this, and can be 1.0 on very low traffic roads where the population density is low. The Northwestern Rural Development Project1 carried out some 24-hour counts and from these assumed a factor of 1.1. A continuous 7-day 24-hour count was carried out in 2009 on one rural road2 and this indicated that a factor of 1.1 to 1.2 was consistent over a period of seven days. The 2010 counts carried out by MPWT referred to above in Section 3.3.2 were 24-hour counts. An examination of the results for these for the roads currently being studies showed 24/12 hour factors of 1.1 to 1.22 for motorcycles, and 1.28 to 1.32 for other motorized vehicles. Factors of 1.2 for motorcycles and 1.3 for other vehicles have been applied in this study, with 1.2 also applied to non-motorized traffic.

3.3.5.2 DAILY TRAFFIC VARIATION 162. Daily traffic levels often vary in a regular pattern, reflecting the distribution of activities over a week, and traffic counts are often carried out over a continuous period of seven days to improve accuracy by including the daily peaks and lows in the count period. The evidence from other studies in Cambodia is that daily variation is random, and although a longer count period obviously improves the accuracy of an estimate of ADT there is no reason to count for seven days or to adjust for the days of the week on which counting took place. In this study the emphasis was on counts at different locations to determine changes in traffic patterns along study road sections, rather than on long counts at one location.

3.3.5.3 SEASONAL VARIATION 163. Seasonal patterns to traffic need to be considered in producing an estimate of AADT. The major seasonal influences are usually crop harvesting, causing peaks in traffic flows, and rainfall, disrupting traffic on unsealed roads and reducing traffic levels over much of the road network. The peaks of traffic in harvest seasons may be predominantly caused by passenger vehicles rather than those transporting crops; the increased traffic reflecting more movement of labor and generally increased activity at that time. 164. Continuous automatic counting was carried out on a number of national roads in 2006 and 2007 but the counters are no longer operational. The results did show a seasonal pattern; with peak traffic in January/February and low traffic in August/September. They showed that traffic levels are usually below the AADT during the period July to November, with lowest traffic levels in August when traffic is on average 80% of the AADT. Some of this is likely to be caused by rainfall, with the impact of rainfall on road condition, and hence on traffic level, almost certainly higher on unsealed and flood-prone roads that are directly affected. 165. The traffic counts for this study were carried out in June and July, when significant rain was occurring and traffic was probably below the annual average. On sealed roads a seasonal adjustment factor of 1.1 would probably be appropriate, but on unsealed roads 1.2

1 Ministry of Rural Development – Northwestern Rural Development Project – ADB Loan 1862-CAM (SF) – Report on Provision of Appropriate Pavement Designs and Socio- Economic Evaluation of Rural Road Improvement from Gravel to Durable Surfaced Road - Intech Cambodia - March 2006 2 Asian Development Bank, TA No. 7199-CAM: Provincial/Rural Road Asset Management Project

41 TA 7665-CAM Preparing the Provincial Roads Improvement Project is considered to be more realistic and has been applied to derive an estimate of the AADT from the traffic count results. 166. In the case of PR314D there is significant heavy truck traffic to a point 600 m from the southern end of the road, carrying rice which is transshipped to boats at that point for export to Vietnam. (This activity is discussed in Section 3.7.) The traffic is seasonal and the count was taken close to the period of lowest traffic. An additional eight heavy truck (4/5 axle) movements per day was included in the estimates of AADT on this road. 167. On NR53 traffic is very low at present. There is an ongoing NGO project3 to provide irrigation water to the area served by the road; the communes of Tuol Khpos, Cheap and Kbal Tuek in . This has been examined to determine the potential for generating traffic. There are approximately 6,000 hectares of rice field in this area. At present 1,050 hectares are irrigated, which enables farmers to produce two crops per year, compared with a single crop on non-irrigated land. Yields vary greatly, from only one tonne to as high as five tonnes per hectare per harvest. Most of the production is for local consumption but some is exported from the area. There are plans to extend the irrigated area by 1,500 hectares, which would probably increase annual production by about 4,000 tonnes per year. Even if all were exported this would only create two or three truck movements per day. The traffic counts were carried out at a time of no rice harvesting, and there were minimal truck movements recorded. The standard allowances for seasonality, generation and growth applied to the current traffic level are inadequate to reflect the probable future traffic, consisting of trucks carrying surplus rice and other vehicle movements associated with the increased activity occurring at harvest times. An adjustment of three medium truck movements per day and a 10% increase in motorcycle and light vehicle traffic was applied to the base year traffic to improve the forecast.

3.3.5.4 DERIVATION OF BASE TRAFFIC LEVELS 168. From the information referred to above base-year traffic levels have been estimated for the roads. They are summarized in Table 15, with traffic grouped into five categories; non- motorized, motorcycles, light vehicles, buses, and trucks. A table showing all vehicle types is included as Appendix I-A on Page 72. 169. The non-motorized traffic is almost entirely bicycle traffic, and is at a significant level at all but one count site. There are benefits to bicycle traffic from sealing roads, largely as a result of higher speeds. In terms of motorized traffic the results for the roads are generally similar at all sites, in that overall traffic is dominated by motorcycle traffic, which is typically about ten times that of light vehicles, the next largest category. Truck traffic is about half that of light vehicles. The great majority are light and medium trucks but there is regular heavy truck traffic on PR314D. Bus traffic is negligible. The count results on NR13 and PR314D are similar to the 2010 MPWT counts, but with significantly fewer light vehicles. The MPWT count on NR13, carried out very close to the southern end, appears to have been in the area of highest traffic on that road. Traffic is lower on the mid-west roads than the south-east roads. This is especially so in the case of NR53 which has very low traffic on its western section. The light vehicles recorded in this count were almost all small koyun vehicles, that is power tillers, with virtually no conventional vehicles recorded. There is no evidence that this road is being used by through traffic.

3 Lutheran World Federation Cambodia, Annual Reports 2009 and 2010, Phnom Penh.

42 TA 7665-CAM Preparing the Provincial Roads Improvement Project

Table 15 Base Year (2011) Traffic Estimates (AADT)

Count Site and Non- Motor Light Bus Truck Traffic Section Length (km) motorized cycle Vehicle NR13: Traping Smach (north) 22.0 300 1,590 131 - 51 Chong Ou (central) 26.0 473 1,786 162 - 67 Preah Tonle (south) 14.4 185 3,066 307 - 83 PR314D: Brosoth (north) 17.1 306 1,178 147 3 97 Kampong Rou (south) 8.5 541 1,422 111 3 75 PR150B: Ta Ches (east of NR5) 5.8 279 992 84 5 77 Trapeang Khtum (west of NR5) 14.0 326 432 53 - 52 Tuek Phos (west) 13.0 210 816 84 - 33 NR53: Tuol Khpos (east) 16.0 333 688 36 - 15 Kbal Tuek (west) 15.8 17 158 46 - 3 PR151B: Thpong 3.6 165 844 124 - 30 Source: Consultants

3.3.6 ORIGIN AND DESTINATION SURVEYS 170. In addition to these classified traffic counts two origin and destination (OD) surveys were carried out in mid-July, together with traffic counts at the same sites. These were also carried out over 12 hours, from 6AM to 6PM. One was carried out at the border crossing point at Prey Vor, at the southern end of PR314D, and the other at the Bavet border crossing on NR1, to identify the potential for traffic diversion to PR314D. The findings from these are discussed in Section 3.7.

3.3.7 TRAFFIC GROWTH 171. To assess the benefits of road improvements it is necessary to establish future traffic levels on the project roads. In this study traffic levels need to be projected from the current year of 2011 for a period of 23 years to provide the data for a 20-year benefit period. In order to assess benefits of a road improvement traffic must be considered in three categories, because the benefits applicable to each are assessed differently: i. Normal Traffic that would use the road if no improvement were made, ii. Generated Traffic that occurs only as a result of the improvement to the road lowering transport costs and times, iii. Induced Traffic that only arises because of economic development occurring in the area of influence of the road because of the road improvement iv. Diverted Traffic that changes from an original route (or mode of transport) as a result of the improvement making travel on the route via the improved road cheaper or faster.

3.3.7.1 NORMAL TRAFFIC 172. Normal traffic flows are likely to increase over time as a result of growth in population and economic activity. Previous growth is commonly used as a basic indicator of normal growth, but there are no historical traffic data for the study roads with which current count results can be compared. Fuel sales and vehicle registrations can often be used as

43 TA 7665-CAM Preparing the Provincial Roads Improvement Project indirect indicators of traffic growth, but are not applicable in this case because the majority of vehicles operate in urban areas and on the main national roads, where growth patterns may be different from those on the study roads. Also vehicle registration data for Cambodia are clearly incomplete. 173. It is possible to forecast future traffic by relating traffic growth to predicted economic growth, as measured by gross domestic product (GDP). The demand for transport is related to the output of the economy that produces it. Traffic is almost invariably positively correlated with GDP, and traffic growth with GDP growth. The general relationship is as follows: e Q=k(real GDP) where Q is some measure of demand for transport, k is a constant and the exponent ‗e‘ is the elasticity of demand for transport with respect to GDP. 174. Elasticity is the proportional change in demand per unit change in real GDP, so an elasticity of 1.5 implies a 15% growth in travel demand in response to a 10% increase in real GDP. (As the determinant used is GDP, this implicitly includes population growth, and it is not necessary to consider population growth and increases in income per head separately.) 175. Elasticities in developing countries typically range from 1 to 2, with the higher rate applying to personal passenger traffic. Higher rates sometimes occur during periods of increasing personal vehicle ownership which, in the case of motorcycle traffic, is currently happening in rural areas of Cambodia. Elasticities tend to fall as economies develop, but this is unlikely to be a significant (and quantifiable) effect over the period in question. The elasticities assumed are: Motorcycle Traffic 2.0 Other Passenger Traffic 1.5 Freight Traffic 1.2 176. Because the roads included serve predominantly local traffic, regional variations in growth rates will affect traffic growth. However, it is not realistic to predict growth rates on a regional or provincial level, and only national rates have been considered. Cambodia has generally achieved good economic growth in recent years, largely a result of expansion in industrial production. GDP growth in real terms in 2006 and 2007 was over 10% per year, and was 6.7% in 2008. There was then a rapid deterioration in 2009 when global economic difficulties affected tourism and, in particular, the textile industry. Estimates of the GDP growth achieved in 2009 range from 0.1% (ADB) to –2.0% (World Bank). However, the recovery has been rapid, and the provisional GDP growth figures for 2010 range from 6.3% to 6.7%, higher than was predicted in 2009. The unexpected strength of this recovery was the result of three factors. First, agriculture growth (5.3% growth in 2010) benefited from a particularly good harvest. Second, two of Cambodia‘s traditional growth drivers rebounded faster than expected. Garment exports registered a 24% growth in 2010 (after shrinking 20% during the 2009 crisis) and footwear exports saw a nearly 60% expansion, together creating some 55,300 new jobs. Tourism also rebounded strongly, with a 16% increase in tourist arrivals (to 2.5 million tourists), helped by strong growth in Asia, and the depreciation of the US dollar. Third, Cambodia initiated some diversification of its production and export base, with the volume of milled rice exported almost tripling in 2010. This diversification was in particular supported by a recovery in foreign investment with a 16% growth in registered investment capital. The other traditional source of growth, construction and real estate, recovered less strongly with only a 10% growth in approved construction applications in 2010. 177. In early 2011 growth was expected by the World Bank to remain strong for the rest of the year, at 6.5% with the same rate provisionally forecast for 2012. Cambodia‘s exports were expected to remain strong, partly as a result of the relaxed rule of origin of the European Union on preferential tariffs for least-developed countries export to the EU markets, which became effective in January 2011. This level of growth could be maintained in the next few years but it may be constrained by external factors, with weak economic performance in the USA and some parts of Europe affecting the global growth. 178. Future growth rates are always difficult to predict with the current economic circumstances, given the dependence on a restoration in growth abroad. A conservative view

44 TA 7665-CAM Preparing the Provincial Roads Improvement Project of growth has been taken for the near future, with an average growth rate of 4% used for the period 2011-14, then with annual growth of 6% for the next five years, reducing slightly to 5% after 2019. 179. Using the above estimates of GDP growth and elasticities the assumed traffic growth rates are set out in Table 16. Table 16 Traffic Growth Rates

Vehicle type 2011-14 2015-19 2020 onwards Motorcycles 8.0 12.0 10.0 Passenger Vehicles 6.0 9.0 7.5 Freight Vehicles 4.8 7.2 6.0 Source: Consultants

180. Traffic growth can be affected by a change in the vehicle types used or the loading patterns following significant improvements to the road. Such changes cannot be incorporated in a standard HDM-4 analysis and no allowance for such changes has been made in the growth rates. However, non-motorized traffic has been assumed not to grow above present levels, reflecting that the growth in motorized traffic includes an element of transfer from non- motorized vehicles.

3.3.7.2 GENERATED TRAFFIC 181. Generated traffic arises because road improvement increases the number of journeys made as a result of travel cost and/or time reduction. Normally it is assumed that there must be a reduction in VOC of approximately 25% before there is measurable generated traffic. In the case of upgrading unpaved roads to sealed standard there are normally sufficient reductions for generation to occur. The standard approach to estimating generated traffic is to use demand relationships. The price elasticity of demand for transport is the responsiveness of traffic to a decline in transport costs. It has been measured in road appraisal studies in developing countries and found to fall in the range -0.6 to -2.0, with an average of about -1.0. This means that a 1% decrease in transport costs leads, on average, to a 1% increase in traffic. Evidence suggests that the elasticity of demand for passenger transport is above one, with that for freight transport usually much lower. 182. The economic benefit arising from this traffic is calculated as half the benefit to an equal amount of normal traffic. In theory, generation should be determined from costs expressed in financial rather than in the economic terms used for the calculation of project benefits, but the difference in percentage terms is small. (HDM-4 and other models use economic road user costs to calculate generated traffic benefits.) 183. For the study roads the cost reduction following improvement depends largely on the condition of the existing road, measured by roughness. Given the surface material of the roads and normal maintenance procedures in Cambodia this is expected to vary greatly over time, both seasonally and over a period of years; from low roughness immediately after periodic maintenance, increasing to high roughness over a period of three to four years before the next periodic intervention. At times the very high roughness will produce VOC reductions of more than 50%. This would suggest that generated traffic could be up to 50% of normal traffic levels. However, it is important to note that the theoretical response in terms of increased demand for travel, and hence in traffic levels, depends not on the total VOC but on the perceived cost reduction. This is mainly the cost of fuel, plus the value of time, in the case of private vehicles. In the case of public transport it is the fare reduction, again plus the value of time. The impact of cost reduction on travel demand will therefore be less than the theoretical response. 184. It is also important to note that any calculation of increased traffic due to road improvement should be based on total journey costs, and not just that part of the cost incurred on the road under study. This will vary according to the origin and destination of each

45 TA 7665-CAM Preparing the Provincial Roads Improvement Project trip, but where travel on the roads is part of a longer journey there will be a reduction in the overall journey cost saving, and in the amount of traffic generation. 185. It is probable that the shorter journey time and increased comfort also contributes to higher passenger travel demand, but this effect cannot be separated from the price effect. In fact, the true price elasticity is almost certainly less than one; if it was one or above the traveler would be deciding to spend all of the cost saving on additional trips. Almost certainly if more trips are made the traveler is not just reacting to a lower price, but also to a superior service. However, it is not a problem that this effect is incorporated in the estimate of demand elasticity, as any additional trips are given the same value in the evaluation. But if the generation of passenger trips following the sealing of roads is as much a response to quality of service as the cost reduction, the level of generated traffic will not be closely related to the reduction in cost, and it is not useful to attempt to calculate a precise relationship. A general allowance for generated traffic will be as accurate. 186. In addition to generated traffic of the type discussed above there are also additional trips made if any road closure during the rainy season is eliminated or reduced following upgrading. The benefits to such additional trips are valued in the same way as generated trips, and so are best included as generated traffic. The study roads have already been upgraded to all-weather condition in terms of surface condition, drainage and structures, but some brief wet season closures can be expected. The average number of days during for which roads will be closed, or in such poor condition that they deter road users, is difficult to determine, and some closures may still occur after sealing as a result of flooding, despite specific climate change measures. Also the number of additional trips will vary according to the degree to which temporary road closure, or difficult road conditions, can be anticipated. In some cases additional trips will be made before the rainy season to avoid the difficult conditions, so that all-year access will not necessarily lead to more traffic on an annual basis. In other words, road improvement will lead to a change in the timing of some trips, and only a limited increase in the total number of trips. 187. In order to allow for the significant increase in traffic which often occurs following road improvement to sealed standard, a general traffic increase of 30% has been assumed in the case of cars and other light vehicles, and 15% in the case of motorcycles. Generation in freight traffic theoretically occurs only if the reduction in transport costs has sufficient impact on prices of goods to induce consumers to buy more goods. Given the low proportion of transport cost to the value of goods normally carried by a truck it is unlikely that the impact will be more than one or two per cent of retail prices of goods, even if the full transport saving is passed on to consumers. However, freight traffic is normally observed to increase following sealing of roads and it has been assumed that there will be an additional 10% freight traffic. These factors have also been applied in the case of the sealed sections of NR13. These are expected to deteriorate to a high level of roughness in the base case and similar cost savings to those obtained from sealing unsealed roads are expected. 188. The effect of generation is sometimes assumed not to occur in full for a number of years, as road users adjust to the new situation following road improvement. For simplicity all generation has been assumed to occur in the first year after improvement. Generated traffic has been assumed to grow at the same rate as normal traffic.

3.3.7.3 INDUCED TRAFFIC 189. Induced traffic can occur when road improvement leads to new or expanded activities that produce additional traffic being established in the area served by the road. Often induced traffic is considered to be a component of generated traffic, and there is overlap between them, which can lead to double counting if induced traffic benefits are calculated. Theoretically induced traffic is different, being a proxy for producer surplus that can occur when the reduction in transport costs associated with road improvements is large enough to induce an increase in agricultural production in the zone of influence of the road. It can also be related to the opening up of new tourist facilities or industries. 190. No specific schemes were identified in the areas served by the roads, and because the project will involve upgrading, rather than new roads providing road access to areas for the first time, the reduction in transport costs in such cases is not considered to be large

46 TA 7665-CAM Preparing the Provincial Roads Improvement Project enough to change agricultural production patterns and produce extra traffic. Therefore no additional induced traffic has been included in the projections.

3.3.7.4 DIVERTED TRAFFIC 191. Traffic will normally travel on the quickest or cheapest route available, which may not necessarily be the shortest. Upgrading sections of the road system may cause existing traffic to divert to an improved route, if it becomes quicker or cheaper than that currently being used. The benefits arising from such diversion must be calculated separately from those relating to normal and generated traffic. 192. The potential for diversion is very limited in the present study. NR13 is a north-south route between the recently developed NR8 and NR1. As such there is potential for diversion, especially from NR11, but given that the majority of NR13 is already sealed and does not attract much through traffic when the gravel section is in good condition, this potential is limited. PR314D is also a north-south route and may attract more traffic when it is upgraded and the cross border procedures at Prey Vor are liberalized. However, the OD survey carried out at the Bavet crossing point for this study identified no traffic that would divert to PR314D from NR1. No diversion potential is apparent for either section of PR150B. NR53 has been referred to as part of a possible alternative for traffic traveling between the port at and Kampong Chhnang, and then via NR5 to Pursat and Battambang, that would avoid Phnom Penh. However, such a route would be approximately 15 km longer than via Phnom Penh, with the difference larger if a western ring road around Phnom Penh is used. Thus no significant potential is seem for diversion of this type.

3.4 EVALUATION METHODOLOGY FOR ROAD COMPONENT 193. This section presents information on the general approach to the economic evaluation of the road improvements being considered, with a general description of the evaluation methodology and inputs used.

3.4.1 GENERAL APPROACH 194. The approach follows conventional economic appraisal methodology for road improvement schemes. It takes into account the capital cost of the proposed improvement projects, road maintenance costs, the potential level of benefit per vehicle, and forecast volumes of traffic. These items are considered over an evaluation period, with costs and benefits discounted and expressed in present value terms. This process provides measures of the overall returns obtainable from the road projects that can be compared to returns from expenditure on other types of road works and other types of investment. 195. For the evaluation the subproject roads have been divided into sections that are broadly homogeneous in terms of the main parameters affecting the evaluation result. These are: i. Pavement type and condition; ii. Traffic level. 196. Minor changes in terrain and in existing road width were not considered significant enough to require further division. A key road characteristic used in determining benefits is the estimate of surface roughness. The current roughness of existing surfaces was estimated from visual inspections and from travel speeds, but it is apparent that the condition of the existing roads is highly variable over time. Developing appropriate scenarios for road condition in the base case is an important part of the analysis. It is possible for the base case to be defined as a ―do nothing‖ alternative, in which no effective maintenance or other works are assumed to be carried out during the evaluation period. However this assumption is not appropriate for roads already open to traffic and a maintenance program that keeps the roads close to their current average condition was applied. 197. Annual cost and benefit streams have been considered over a 25 year period from 2011 and discounted to 2011 values using a discount rate of 12%. It has been assumed that works would be implemented in the period 2013-15, giving a benefit period of 20 years. No benefits have been included for any savings which may occur before the opening year as a

47 TA 7665-CAM Preparing the Provincial Roads Improvement Project result of some sections of the networks being completed before the end of the overall construction period. Similarly, no costs to road users caused by disruptions to traffic during the construction period have been included. 198. Economic viability can be expressed with a number of indicators incorporating the concept of discounting and two of these have been calculated from the annual cost and benefit streams; the Net Present Value (NPV) and the Economic Internal Rate of Return (EIRR). Normally the NPV and EIRR will give the same indications of viability. The NPV is the difference between the present value of costs and the present value of benefits. If the NPV is greater than zero the project is considered to be viable. The EIRR is the discount rate at which the present value of benefits equals the present value of costs, and thus provides a measure of the return on an investment that illustrates the rate of return more readily than the NPV criterion. If it exceeds the required discount rate then the project is considered viable. There are some theoretical limitations to the use of the EIRR, for example if net benefit streams become negative in more than one period there will be more than one value for the EIRR. However, this does not prevent viability being identified.

3.4.2 PRICES 199. The unit prices used for costing purposes and for assessing benefits have been based on prices in Cambodia in mid-2011. As is usual with internationally funded projects in Cambodia the evaluation has been conducted using the United States dollar (USD) as the unit of currency. The prices for most inputs used in the evaluation are quoted in USD, and so prices can be used directly. Where prices quoted in (KHR) were used they were converted to USD assuming an exchange rate of 4100 KHR to 1 USD. 200. The economic evaluation has been conducted on the conventional basis of constant prices, that is without taking the impact of inflation on prices into effect. An exception was made in the case of fuel, where the long-term economic price was considered. Passenger time values are likely to increase in real terms, that is faster than the general price level, if economic growth rates above population growth are sustained. An allowance was made for an increase in the real value of time savings. 201. For the evaluation costs and benefits have been calculated from unit prices expressed in economic terms, rather than using actual market, or financial, prices. Economic prices reflect the resource cost or value of an item to the country. Most items included in the evaluation of roads are tradable and economic prices are been based on international border prices. A standard conversion factor for non-traded goods was estimated at 0.92. 202. There is considerable under-employment in Cambodia among unskilled labor. The degree of under-employment probably varies between provinces, but a full analysis is beyond the scope of this Study. A shadow price of 0.75 of the market rate has been used for unskilled labor.

3.4.3 EVALUATION MODELS 203. The Highway Development and Management Tool HDM-4 has been used to analyze the upgrading works. This model was developed by the International Study of Highway Development and Management (ISOHDM), funded by the World Bank, Asian Development Bank, and other sponsors. The objective was to produce a standard model to be used throughout the world to prepare road investment programs and to analyze road network strategies. The latest version available for general use is version 2.08, and this has been used in this Study. 204. The HDM-4 model simulates road condition for each road section, year-by-year, using three sets of sub-models: i. Road Deterioration - which predicts pavement deterioration and surface roughness; ii. Works Effects - which simulate the effects of road works on pavement condition and determines the corresponding costs;

48 TA 7665-CAM Preparing the Provincial Roads Improvement Project

iii. Road User Effects - which determine costs of vehicle operation and travel time. 205. These sub-models are used to analyze the costs and benefits of alternative road improvement and maintenance strategies. The size of the investment is determined by the costs of construction upgrading. The economic returns are mainly in the form of savings in road user costs due to the provision of a better road facility. These construction and road user costs plus road maintenance costs constitute what is commonly referred to as the total (road) transport cost, or the whole life cycle cost. The objective is to minimize these total transport costs by determining the best engineering and economic alternatives for individual road sections. 206. Calibration of HDM-4 is required to reflect local conditions. The model has been used in a number of road studies in Cambodia, and information from these has been incorporated in the analysis for the present study. The most comprehensive calibration of the model and listing of input values seem to have been carried out for the Location Referencing and Condition Survey (LRCS)4 undertaken as part of the Road Rehabilitation Project carried out for MPWT. Most of the input data were taken from LRCS, with updating of prices to 2011 levels. 207. Further calibration of HDM-4 was found to be required to reflect observed conditions on the project roads. For example, it was found that predicted vehicle speeds were too high for the roads, and adjustments to the speed parameters were required. Bicycle traffic has been included in the analysis. Default values in HDM-4 result in very low predicted speeds for bicycles on unsealed roads, and therefore very large time savings from upgrading. The roughness coefficient was reduced to increase speeds on existing roads. Some specific problems arose from the very high proportion of motorcycles in the total traffic flow on all roads. In HDM-4 the progression of the formation of potholes is based on the total number of axles in the traffic flow, with motorcycles regarded as two axle vehicles, and this causes an overestimate of pothole progression without adjustment. Simple calibration to compensate for this effect is possible in the model. The impact of motorcycles on the predicted speeds of all vehicles, especially on less than full two-lane carriageways, resulting from the congestion analysis incorporated in the model, also needed to be revised. This was done by adjusting the default Passenger Car Space Equivalent (PCSE) value for a motorcycle of 0.5 to a value of 0.2, which is considered more appropriate for predicting speeds on rural roads. The sensitivity of motorcycle speed to pavement width was also reduced by adjusting the speed calibration factors.

3.5 COSTS

3.5.1 CAPITAL COSTS 208. The major capital costs are the costs of the civil construction works proposed for each road section, with a single design option considered for each. Bridges and other structures were considered to be integral components of the road. The costs of appropriate works have been added to the road costs where it is necessary to replace existing bridges because of their condition or width, but no additional benefits were applied to these works. Bridge replacement has not been included in the cost of upgrading NR53 as the existing single-lane bridges are in good or fair condition, and given the low traffic level it is considered that they should be retained until traffic levels increase substantially. The overall capital costs also include costs for design and supervision and a preliminary estimate of the land and resettlement costs. These overall costs used are shown in Table 17.

4 Road Rehabilitation Project – Location Referencing and Condition Survey – WB Credit no 3181-KH - HDM-4 Configuration Report, November 2004, MWH New Zealand Ltd.

49 TA 7665-CAM Preparing the Provincial Roads Improvement Project

209. It is assumed that civil works will be implemented during the period 2013-15 with a standard preparation and construction schedule used for all subprojects. The overall implementation period used was as follows: 2011 Review and budget preparation 2012 Design, tendering and preparation 2013 Construction Year 1 (33% of costs) 2014 Construction Year 2 (33% of costs) 2015 Construction Year 3 (34% of costs)

210. Residual values, representing the remaining asset value of the works were included at the end of the evaluation period, although the impact on the result is small when an evaluation period of more than 20 years is used, because of the impact of discounting. A nominal value of 25% of the construction cost has been included as a residual value of investment costs. 211. Also incorporated in the costs are an allowance for facilities and contractors‘ overheads, 8% for consultancy services (detailed design and supervision), and 4.5% for project management. The costs were considered in detail for each road section and no provision for physical contingencies has been included in the estimates. 212. Land and resettlement costs are a relatively small proportion of the total cost for this project as most of the works will be completed within the right of way (ROW) except for the minor lengths of realignment. Some land within the ROW is being used for agricultural purposes or has buildings or structures on it. The amounts have been taken from the Resettlement Plan prepared as part of this Study. The economic cost for land is often very different from the market value or the compensation paid. It should be based on a value that represents the "opportunity cost" of the land; that is, the value for alternative uses if it was not required for the road. If it is not being used for productive purposes or does not have buildings on it that will need to be replaced then an appropriate economic value is zero. In rural areas the land value is best expressed as the net value of potential agricultural production on the land, as it is ultimately agricultural land that is lost whatever the current use. An economic value of US$6,188 per hectare, based on the net present value of rice production assuming two crops per year over the 25-year evaluation period plus a terminal value, has been used. For buildings and structures the financial cost of the compensation was taken as the basic economic cost of replacement. However, a large part of this on NR13 and PR314D is for extended roofs or canopies in front of building that will not be replaced, and so the cost was not included. Table 17 Estimated Capital Costs (US$)

Civil Works Length Design and Land and Road (km) Financial Economic Supervision Property Total per km NR13 62.4 20,264,639 16,617,004 2,077,125 386,804 19,080,933 305,549 PR314D 25.6 8,489,001 6,960,981 870,123 225,996 8,057,100 315,297 PR150B 5.8 1,567,259 1,285,152 160,644 57,912 1,503,709 257,838 east PR150B 25.5 5,641,870 4,626,333 578,292 123,335 5,327,960 208,735 west NR53 31.8 3,559,077 2,918,443 364,805 62,863 3,346,111 105,098 PR151B 3.6 458,813 376,227 47,028 11,582 434,837 122,042 CBF 5.3Ha 4,000,000 3,280,000 410,000 45,280 3,735,280

Source: Consultants

50 TA 7665-CAM Preparing the Provincial Roads Improvement Project

3.5.2 ROAD MAINTENANCE COSTS 213. The cost of road maintenance is not a major factor in the evaluation of roads, but upgrading from unsealed to sealed standard normally results in lower maintenance costs in the project case, and this cost reduction is considered as a benefit in the evaluation. 214. The amount of maintenance required each year is determined within the HDM-4 analysis according to specified interventions. The actual maintenance that would have been carried out the road sections in the base case is difficult to determine. With the exception of the southern sections of NR13 the roads are classified as having a laterite surface, although the material used is variable in type. Despite the relatively low traffic levels gravel loss rates are high, about 40mm per year, so that surface material normally only lasts for about three years. An examination of the maintenance expenditure on the roads shows that they are not always maintained in the standard way for gravel roads; that is with periodic gravel resurfacing and grading. Roads generally receive ad hoc repair works each year, involving spot regravelling and grading. It has been assumed that in the base case they would receive periodic maintenance every few years to keep the roads open to traffic, but with the condition varying year by year. Thus an effective, but not ideal, maintenance schedule has been assumed in the base case. This is to show that the proposed improvements are not economically viable largely as a result of inadequate maintenance of the existing surface. 215. For the project case it was assumed that the roads will be maintained in a conventional way, with the maintenance operations applied determined within HDM-4 according to road condition and assumed intervention standards or specified time intervals. Crack sealing, edge repair and pothole patching were assumed to be carried out as required according to the predicted surface condition. An SBST reseal was specified to be carried out if 40% of the carriageway was predicted to become cracked, or after eight years irrespective of predicted surface condition. Provision was also made for an asphalt concrete (AC) overlay if the predicted roughness reached a level of IRI 7, but this did not occur. The unit costs of the maintenance operations are shown in Table 18. Table 18 Road Maintenance Cost Rates (US$)

Cost Work Item Unit (US$) Unsealed Road Grading km 120.0 Regravelling m3 10.0 Sealed Road Crack Sealing m2 2.0 Pothole Repair m2 9.5 Edge Repair m2 7.5 SBST Reseal m2 3.0 AC Overlay (4 cm) m2 10.5 All Surfaces Annual Routine km 350

Source: MPWT

3.6 BENEFITS

3.6.1 VEHICLE OPERATING COST SAVINGS 216. Vehicle operating costs (VOC) savings have been estimated within the HDM-4 model. VOCs are a basic item in road project evaluations and the main source of benefits.

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Using a computer model they can be calculated in detail. The HDM-4 model predicts the consumption of resources for each component of vehicle operating cost per kilometer, such as the number of liters of fuel consumed and amount of tire wear, for each category of vehicles. The model takes into account a wide range of factors, including the surface condition and geometry of each road section, and the characteristics of representative vehicles. When multiplied by the appropriate unit prices, such as $ per liter of fuel and $ per tire, this consumption is converted to a cost per kilometer. 217. There are a many different vehicle types in use on the study roads, with not only conventional motorized vehicles, but also large numbers of non-motorized vehicles and unconventional motorized vehicles. HDM-4 enables a wider range of vehicle types to be specified than earlier road evaluation models, and has the flexibility to enable additional vehicle types to be defined and added to the evaluation. A maximum of 19 different types can be included in an HDM-4 analysis. On some of the roads the traffic levels are low, and dominated by motorcycles. Analysis of such roads would not normally warrant the level of detail suggested by the range of vehicle types used. Often several of the defined vehicle types were not found to be operating on individual roads, or were found in insignificant numbers. However, it is both more accurate and easier to use a wide range of types, rather than to develop a small number of compromise vehicle types and allocate vehicles identified in traffic surveys to these types. As specified in Section 3.3.4 above, a vehicle fleet of 17 vehicles was developed for use in the Study, consisting of 15 motorized vehicle types and the 2 non-motorized types. The largest type of heavy truck, the six-axle semi-trailer, was not encountered in the traffic surveys and has not been included in the analysis. 218. The key characteristics of the vehicles are based on the specified default values in the HDM-4 model, with some adjustment for Cambodian conditions, mainly related to speed prediction. The more important characteristics are shown in Table 21. HDM-4 requires a number of input values relating to vehicle age and annual utilization that are used to calculate the capital cost component of VOCs, that is depreciation and interest. Vehicle age, expressed as average life, is also used in the calculation of vehicle maintenance costs. These inputs are difficult to determine in Cambodia. HDM-4 assumes that only new vehicles enter the vehicle fleet, but most vehicles used in Cambodia are imported second-hand. Although this is becoming less common for motorcycles and cars it still applies to virtually all commercial vehicles. The numbers of new registrations in recent years and estimates made by the Department of Land Transport of the percentages that were new and used are shown in Table 19.

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Table 19 Annual Vehicle Registrations

Vehicle Type 2006 2007 2008 2009 2010 Registration 111,457 130,106 188,915 275,471 236,328 Motorcycle News 50% 60% 70% 80% 90% Used 50% 40% 30% 20% 10% Registration 18,694 14,453 15,902 20,435 15,599 Car (Sedan & s SUV) New 5% 10% 15% 20% 30% Used 95% 90% 85% 80% 70% Registration 2,486 2,284 2,338 2,514 2,410 Mini and s Medium Bus New 1% 2% 5% 10% 10% Used 99% 98% 95% 90% 90% Registration 349 401 231 324 226 Large Bus News 0% 0% 0% 1% 1% Used 100% 100% 100% 99% 99% Registration 4,364 4,197 4,808 5,065 3,750 Small and s Medium Truck New 2% 5% 5% 10% 20% Used 98% 95% 95% 90% 80% Registration 2,284 3,143 3,274 3,241 2,173 Heavy Truck News 0% 0% 0% 1% 1% Used 100% 100% 100% 99% 99% Source: Department of Land Transport

219. Motorcycles are now assembled in Cambodia and taxes are much lower on these than imports, so second-hand imports have virtually ceased, but most other vehicles are imported. The exceptions are Koyun, which are locally made with second-hand components, and most trailers for semi-trailers. Many of the cars are relatively new when imported, but most other vehicle types have been in use for many years. Heavy trucks are usually imported when 10-15 years old and then refurbished and modified in Cambodia, often being strengthened to take heavier loads, including the provision of additional axles. They then have a reported working life of an additional 10 years. Motorcycles and cars have been considered to be new when entering the fleet, and new vehicle prices were used. For other vehicles, to reflect reality, low prices, based on the reported typical second-hand prices plus the cost of local refurbishment, have been used, together with a short service life. This probably underestimates vehicle maintenance costs to some extent as these are assumed in HDM-4 to be much higher for older vehicles. 220. Economic vehicle prices have been estimated by removing taxes and duty from the selling price. Three ad valorem taxes apply to imported vehicles. Value added tax (VAT) at 10% is applied to all vehicles. Import duty is charged at 35%, the finished products rate, on cars and 15%, the capital goods, rate on all other vehicles. In addition there are special taxes ranging from 5% to 45% applied to different vehicle types. These taxes are applied cumulatively and the resulting overall rates are summarized in Table 20. There is no concession for second-hand vehicles, but in practice taxes are not normally levied on the declared value of second-hand vehicles. Instead a specific tax, based on a standard value for each vehicle type determined by the General Department of Customs and Excise for a given vehicle age and engine capacity, is applied.

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Table 20 Vehicle Tax Rates

Imported Locally Assembled Vehicle Type (% Import (Specific Tax) Value) Up to 125cc 32.825 US$65:00 Motorcycle Over 125cc 39.150 Up to 70.775 Car 1000cc Over 115.325 1000cc Bus 51.800 Truck 51.800

Source: General Department of Customs and Excise

221. The main characteristics of the vehicle types used in the analysis including estimated average utilization are shown in Table 21.

Table 21 Vehicle Characteristics

Annual Average No of Fuel Annual Crew Economic Vehicle Type working Life ESA Tires Type km No. Price ($) hours (years) Bicycle 2 150 1,500 8 0 40 Animal Cart 1,300 4,000 10 1 0 300 Motorcycle 2 P 200 6,000 10 0.4 0 700 MC +Trailer 4 P 400 12,000 10 1 0 850 Car 4 P 400 15,000 12 0.4 0.004 22,000 Jeep/4-WD 4 D 750 25,000 12 0.8 0.010 48,500 Pick-up 4 P 1,250 40,000 8 1 0.050 12,000 Minibus 4 P 1,600 30,000 8 1 0.040 14,500 Bus 6 D 1,750 40,000 8 2 1.024 22,000 Small Koyun 4 D 400 6,000 10 1 0.050 1,500 Large Koyun 4 D 400 6,000 10 1 0.200 3,000 Light Truck 6 D 1,600 30,000 8 1 0.324 15,000 Medium Truck 6 D 2,000 40,000 8 1.5 0.539 22,000 H Truck (3 axle) 10 D 2,400 45,000 8 2 6.538 30,000 H Truck (4/5 axle) 16 D 2,400 45,000 8 2 6.107 45,000 H Truck (S Trail) 18 D 2,500 50,000 8 2 3.187 45,000 Notes: P = Petrol, D = Diesel. ESA= Equivalent Standard Axles Source: Consultants

222. All tires used in Cambodia are all imported. They incur a total tax rate of 32.852%, including import duty, special tax and VAT. Average economic prices estimated from typical current tire prices are shown in Table 22.

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Table 22 Tire Prices

Vehicle Type Size Price (US$) Motorcycle 2.50x17/6PR 9.0 Car 6.00x13/12PR 45.0 4-W Drive 205/55 R 16 68.0 Minibus 7.00x16/14PR 117.0 Bus 9x20/16PR 197.0 Pick-up 6.50x16/12PR 91.0 Light Truck 8.25x16 16PR 144.0 Med Truck 9x20/16PR 197.0 Heavy Truck Rigid 10x20/16PR 220.0 Heavy Truck S Trail 11x20/18PR 239.0 Source: Consultants

223. Economic fuel prices are based on border prices of imported fuel. Fuel prices have been volatile in recent years, reflecting major changes in the price of crude oil, and the current price may not represent an appropriate price to use as the price in real terms over the evaluation period. The future pressure of demand and the limit on supply are expected to increase the oil price above general price changes. A long-term average crude oil price of US$120 per barrel in current price terms has been assumed. This is consistent with border prices of about USD 0.86 per liter for diesel fuel and USD 0.84 per liter for petrol. Given the uncertainty about future oil prices, these fuel prices are only indicative. However, it should be noted that although fuel is an important component of VOCs, it does not dominant the total, even with the relatively high fuel prices assumed. 224. The wages of vehicle drivers vary in the range US$1.1 - 1.6 per hour, with the higher rates applying to larger vehicles. Not all vehicles have a paid driver and average crew costs have been derived from the estimated number of crew for each vehicle type. 225. Wages paid for vehicle maintenance labor are in the range US$0.6 per hour for unskilled workers to US$2 per hour for senior mechanics. A workshop labor rate of US$3 per hour has been used to allow for workshop overheads. 226. The level of VOCs is determined by many factors but the two main determinants are surface roughness and speed. Speed is partially determined by roughness, and so a simple indication of VOCs can be given in terms of roughness alone. In Table 23 VOCs are shown for the vehicle types used in the study for a range of roughness levels. They are for a typical road section in flat terrain. An IRI of 3 represents the typical roughness level of improved roads over a number of years; the other IRI levels shown are examples of typical roughness levels of the existing surfaces.

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Table 23 Vehicle Operating Costs (US$/km)

Vehicle Type IRI 3 IRI 10 IRI 16 Bicycle 0.01 0.00 0.00 Animal Cart 0.11 0.15 0.18 Motorcycle 0.04 0.04 0.05 MC +Trailer 0.05 0.06 0.07 Car 0.24 0.29 0.35 Jeep/4-WD 0.39 0.57 0.72 Pick-up 0.29 0.40 0.51 Minibus 0.23 0.29 0.37 Bus 0.48 0.70 0.88 Small Koyun 0.09 0.10 0.12 Large Koyun 0.20 0.30 0.35 Light Truck 0.25 0.33 0.40 Medium Truck 0.32 0.40 0.48 H Truck (3 axle) 0.81 1.04 1.28 H Truck (4/5 axle) 0.97 1.26 1.53 H Truck (Semi Trailer) 0.87 1.19 1.51 Source: Consultants

3.6.2 TIME SAVINGS 227. Travel time savings are obtained when road improvements lead to an increase in vehicle speeds, thus reducing the journey times of passengers. A value of time per hour for each vehicle type is applied as a unit cost to journey times to produce passenger time costs. A time cost per vehicle can be included in HDM-4 to value time savings, and the costs per km are calculated directly from the speeds predicted in the VOC submodel. These savings are in addition to the time value of the vehicle itself and crew costs for commercially operated vehicles. HDM-4 allows values for work and non-work time per hour per person to be specified separately, which are combined with an average passenger load per vehicle and an estimate of the percentage of passenger trips that are work related, to produce a passenger time cost per vehicle hour. 228. Passenger time savings are not always included in road appraisals in developing countries, but it is generally considered appropriate to include them. Savings in time when journeys are related to work clearly have a value; if less time is spent traveling more time in the working day can be used for productive purposes, resulting in an increase the economic output of the country. The value of working time spent traveling is generally considered to be closely related to the wage rates of passengers. This is the standard approach used in valuing such time in transport studies, and is based on the assumption that, unless there is major distortion in the labor market, wage rates will reflect the economic value of work performed. 229. Non-working time savings do not increase national production but, as there is evidence that people are prepared to pay for such savings, they must be considered as increasing the welfare of passengers. In principle there is no reason why a monetary value should not be attached to the time spent on trips for social, educational and other non-work purposes, but the value of non-working time is more difficult to quantify than working time. There is a wide variation in the values people give to travel time savings outside working hours, but most values are in the range 25-50% of earnings. Marginal values of time may vary for the same individual, depending on the amount of time saved on each occasion and the activities for which the time saved is used.

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230. The practice for valuing travel time based on wage rates or household income data is difficult to apply in countries such as Cambodia; where many people are not in formal wage employment and there is only limited information available on household expenditures. Because of the difficulties in valuing time if detailed and reliable information on wage rates and trip purpose is not available, a more appropriate approach is to base time values on a common per capita Gross Domestic Product (GDP) value for all travelers. The advantage of the approach is that the per capita hourly value can be applied to all travelers; economically active and inactive, producers and dependants. 231. Using a value of time based on GDP per head is considered appropriate and has been adopted for the present study. However, there are a number of issues that need to be taken into account, and the simple approach, using a common GDP value for all passengers, is not considered to be suitable. It is probable that those traveling will have incomes higher than the average, especially those traveling during working time. Coupled with these points is the question that, if non-working time is to be valued, should the leisure time of higher income groups, for example those living in the main urban centers or those traveling in cars, be valued more highly than that of other road users, or of the population as a whole. A further issue is that, although the economic evaluation of projects is normally undertaken with costs at constant base year levels, passenger time values are sometimes increased over time. This is to reflect that economic growth faster than population growth will result in an increase in real income per head over time. It is considered to be a real increase because incomes, and therefore time values, tend to rise more quickly than the prices used to value other inputs in an evaluation. Most evaluation models, including HDM-4 cannot incorporate an escalating unit value of time, but it is possible to include an allowance for future increases in the time value used. Also a clear distinction between working and non-working time is not considered appropriate in countries such as Cambodia. Surveys often try to distinguish between those traveling for work purposes, those traveling to or from work, and those traveling for social or other reasons that are not work related. However, in the case of those engaged in agriculture, and others who are self-employed, their time spent traveling for any purpose may be preventing them from performing their normal work activities. 232. The level of GDP from national statistics, expressed per head of the working population, is used as the basic indication of the value of working time. The latest GDP information for Cambodia by the International Monetary Fund5 (IMF) is that the estimated annual per capita GDP in 2011 at current prices is US$900.8. Assuming that 50% of the population is economically active and on average work 2000 hours per year, the average hourly income in 2011 is US$0.90. This is higher than typical rural wage incomes, and a value of US$0.5 per hour has been used for the working time of motorcycle users and other passengers, except those in cars and 4-wheel drive vehicles. Typically passengers in these two vehicle types have incomes well above the average, usually being in the highest 20% income group. Without information on household income levels for road users being available an assumption was made that these passengers have an average working time value of US$2 per hour, that is more than twice the national average. These rates include an allowance for a real increase in incomes over the evaluation period. The overall proportions of working and non-working time are uncertain. With such a large proportion of the population engaged in agriculture, travel time will result in a greater loss of work time than indicated by the declared purpose of the journey. For this reason a general assumption was made that 30% of travel time should be valued as working time, but for car and 4-wheel drive vehicle passengers 50% was used. Non-working time was valued at U$0.3 per hour for car and 4- wheel drive passengers and US$0.15 for all other passenger time. 233. Reducing cargo delay costs can also be considered as a potential source of benefit. Freight in transit is capital and a reduction in travel times can therefore be translated into savings in inventory costs. Thus the saving in time can be valued by the price of capital, that is the rate of interest. In addition reduced travel time can produce benefits in the form of

5 World Economic Outlook Database, International Monetary Fund, April 2011

57 TA 7665-CAM Preparing the Provincial Roads Improvement Project reduced spoilage of perishable goods, or reduced disruption to production resulting from delays in the supply of materials or components. However the savings are normally small and are not normally included in rural road studies of this type. Accordingly freight time costs have not been included.

3.6.3 OTHER POTENTIAL BENEFITS 234. Accident savings are sometimes included in the evaluation of road improvements, especially where the road is widened and the alignment improved. However without accurate data on the current rate of accidents on the study roads and the likely changes in accident rates following improvement, it is not possible to quantify potential benefits with sufficient accuracy for inclusion in the evaluations. It is possible that there will be an increase in accident costs, given the higher speeds that will be possible on improved surfaces. 235. Producer surplus benefits can occur when the reduction in transport costs associated with road improvements is large enough to induce an increase in the output in the area of influence of the road. Generally these benefits are considered in terms of agricultural production, and are often referred to as agricultural development benefits, although they can also occur in the industrial sector or any other area of economic activity. Normally such benefits only arise when a project removes a transport constraint, and allows motorized transport access to an area for the first time, rather than improves a road already in use. In the case of improvement it is not likely that transport cost reductions and improvements in access would be sufficiently large to stimulate identifiable changes in agricultural production. Therefore producer surplus benefits have not been considered in the evaluation.

3.7 EVALUATION OF PREY VOR CBF

3.7.1 EXISTING SITUATION 236. The Prey Vor border crossing is located in Svay Rieng Province at the southern end of PR314D on the border with Vietnam‘s Long An Province. PR314D is approximately 26 km long and is currently unsealed, but is proposed for sealing as part of the project being prepared by this TA. At its northern end this road connects with NR1 at Prasot, approximately 30 km west of the main land border crossing point between Cambodia and Vietnam at Bavet. 237. The Vietnamese border crossing point of Moc Va is located approximately 100 m south of the Prey Vor border gate and international border marker. Most of the area between the two border gates is in Vietnamese territory and is a wide sealed road/parking area. At this point PR314D connects with Road 62 of the Vietnam road network. The first 2 km of Road 62 south from the border is a four-lane sealed road, with the remainder of the 6.5 km to the town of Moc Va a 6-7 m wide single carriageway sealed road. 238. On the Cambodian side of the border is a small police check post alongside the border gate. Just north of this, on the western side of the road, are two offices, one is used by the Immigration Police and Camcontrol (a Ministry of Commerce agency concerned with export-import controls to verify standards and prevent fraud), and the other is the Customs office. On the eastern side of the road, directly opposite the police check post, a large police compound is being developed. 239. There is a small traditional market at the border, located immediately east of the road, with access about 30 m north of the border gate. This market can be entered from Vietnam and causes problems for controlling the border area. There is new commercial development on both sides of the road immediately north of the offices and market area, with four casinos currently operating and it is believed two more are under development, one of which will include a substantial hotel. These casinos are Cambodian owned but are operated by Vietnamese and cater for Vietnamese customers; Cambodians are not allowed to patronize them. Some of the casinos include cock fighting arenas.

3.7.2 STATUS AND CROSSING PROCEDURES 240. In 2008 the Governments of Cambodia and Vietnam agreed to upgrade the border crossing at Prey Vor to international status, the same as at the main border crossing point in the area at Bavet on NR1. At the same time it was agreed that the border crossing point at

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Samroang, also in Svay Rieng should be upgraded to international status. The new status of Prey Vor came into effect on 11 January 2011. (Samroang, located between Prey Vor and Bavet, is poorly served by road, has also been declared international by Cambodia but not yet by Vietnam.) 241. Until January 2011 the border crossing at Prey Vor was designated as a national crossing point. This restricted those crossing at that point to nationals of Cambodia and Vietnam, who used identify cards as proof of identity rather than passports (although local residents passed freely without showing any identity, as they still do). Goods crossed the border, but vehicles could not. It is possible for locally-based vehicles to cross at national border crossing points if there is an agreement between the provinces on each side of the border, but it is believed that no such agreement exists between the province of Svay Rieng and the adjoining province of Long An in Vietnam. An exception was that locally-based motorcycles crossed without restriction. In addition a few vehicles crossed on an informal basis. Some Vietnamese trucks crossed the border, often bringing materials and equipment for the casino developments. Cambodian vehicles also crossed on an informal basis, for such purposes as buying fuel in Moc Va, where it is cheaper than in Cambodia. There has been no change in this pattern of border crossings now that the status has been changed to that of an international crossing point. 242. Motorcycles cross in large numbers each day without formal restriction. The procedure is that riders dismount and push the motorcycle through the border gate, which most observe. 243. Approximately 250 Cambodian trucks each year go into the zone between the two border gates to collect import freight brought to that point by Vietnamese trucks. The freight is not in containers and there are no transshipment facilities available (shelter, platforms, equipment). Loads are transferred between trucks manually, either directly or first unloaded onto the ground and then reloaded. The trucks typically wait for two days in this area before being fully loaded. This is simply waiting for loads and is not a delay caused by the border procedures, although if the trucks entered Vietnam to collect the loads this would presumably be quicker. After loading they proceed about 50 m to the Customs office for checking and processing, a process that takes about 30 minutes. No Cambodian exports are made via road at Prey Vor. 244. Buses do not operate in the area and do not cross the border at Prey Vor. 245. Now that it is an international border point means that foreign nationals can cross between Cambodia and Vietnam at Prey Vor. In the almost 4-month period from the opening on 11th January 2011 until the end of April 2011, a total of 1,694 foreign passport holders crossed the border. Almost all were Vietnamese with the great majority were recorded as tourists, and were crossing the border to use the casinos in the immediate area of Prey Vor. 246. International border crossing points are under the administrative control of provincial governments. The chief of the Prey Vor crossing is an official of the Svay Rieng Provincial Government, with the senior immigration police officer the deputy chief. International crossing points should be staffed by four major agencies; the Immigration Police, the General Department of Customs and Excise, Camcontrol of the Ministry of Commerce, and the Ministry of Health. The Ministry of Tourism also has a policy of stationing staff at international border points to provide tourism information and collect statistics. At present there are no officials from the Ministry of Health or Ministry of Tourism at Prey Vor, and the Immigration Police do not have the facilities to issue visas on arrival for foreign passport holders requiring a visa to enter Cambodia, but in other aspects it is functioning as an international crossing point, the same status as Bavet. As an international crossing it is now open from 6AM to 10PM each day, whereas previously as a national crossing point it was only open officially from 7AM to 6PM (although it is understood that previously border crossings were also made in the evenings, and so there has been no significant increase in the opportunity to travel for local residents). 247. Cambodia is part of the Greater Mekong Subregion Cross-Border Transport Agreement (GMS Agreement), which is a multilateral instrument for the facilitation of cross- border transport of goods and people. This agreement has been signed by the Governments of the Kingdom of Cambodia, the People‘s Republic of China, the Lao People‘s Democratic

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Republic, the Union of Myanmar, the Kingdom of and the Socialist Republic of Vietnam. It is a comprehensive multilateral agreement that covers all the relevant aspects of cross-border transport facilitation in one document. These include: i. single-stop/single-window customs inspection; ii. transit traffic regimes including exemption from physical customs inspection, bond deposit, escort, and agriculture and veterinary inspection etc.; iii. cross border movement of persons (i.e. visas for persons engaged in transport operations); iv. requirement that vehicles have to meet to be eligible for cross-border traffic; v. exchange of traffic rights through the delivery of cross border transport permits to vehicles; vi. infrastructure, including road and bridge design standards, road signs, and signals. 248. All six signatory Governments have ratified the GMS Agreement which entered into force in 2003, although its full implementation still requires bilateral annexes and protocols to be negotiated, signed and ratified. Presently, procedures at border crossings where the GMS agreement is not fully implemented are still heavily restricted. Thus although Prey Vor is now an international crossing point vehicles do not cross the border. (In fact only a very limited number may cross at Bavet, other than those with special arrangements such as the casinos.) These non-physical barriers are key factors hampering the development of cross border traffic. 249. There is an agreement between Cambodia and Vietnam that 300 vehicles from each country can cross the border, and operate freely in the other country, but this operates at Bavet and not at Prey Vor. The vehicles are issued with a ―vehicle passport‖ authorizing them to cross the border. The 300 vehicle quota, which was recently raised from 150 vehicles, applies to trucks and buses, although it is believed that no Vietnamese trucks are included. Vietnamese trucks do cross the border at Bavet under local arrangements, traveling only as far as the dry port or the special economic zones (SEZ) in the border area. Cars and other light vehicles can cross the Bavet border officially, but only after registering. The current procedure is that documents (passport, driving license, vehicle registration) must be submitted to the police 3 to 7 days before the intended crossing. At the border an interim entry permit is issued for a fee of $60-70, a process that takes about 30 minutes. The permit is valid for one week, with penalties applying if the vehicle does not return within this period. A few vehicles do cross under this system at Bavet and although they could do so at Prey Vor it is believed than none do so. The crossings there are unofficial and locally sanctioned. Vehicles from other signatories to the CBTA, such as Thailand, are not allowed to cross the border even at Bavet (Thai trucks have only just been given permission to operate from the Thai border to a special economic zone (SEZ) in Phnom Penh.)

3.7.3 TRAFFIC AND TRADE DATA

3.7.3.1 TRAFFIC 250. A 12-hour traffic count and an OD survey were carried out simultaneously in July 2011 to determine the number of vehicle crossing the border and the nature of the journeys. The same surveys were carried out at Bavet for comparison, and to determine the potential for diversion from that route following the upgrading of PR314D. 251. The results of the traffic count adjusted to an AADT basis are shown in Table 24.

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Table 24 Daily Traffic at Prey Vor Border Crossing

Bicycle Koyun/Etan Truck Motorcycle Jeep/ and Motorcycle Car + Trailer 4-WD Pedestrian Small Large Medium Heavy 315 2,088 9 20 3 14 1 1 1 Source: Consultants

252. This shows that over 2,000 motorcycles cross the border each day, but very few other vehicles. Some of the motorcycles carry small amounts of freight, which is allowed to pass without control or inspection. Many operate as motorcycle taxis carrying Vietnamese who work at or patronize the casinos. The two trucks recorded did not cross the border, but entered the zone between the border gates to pick up loads. 253. The OD survey showed that all of the motorcycle traffic is very local. To and from Vietnam some 70% has an origin or destination at Binh Hiep, the village and market immediately south of the border, and 30% at the town of Moc Va, 6.5 km to the south. On the Cambodian side 75% has an origin or destination at Prey Vor, with one third of this specifically at the casinos, with about 12% at Kampong Rou, the district centre 9 km north of Prey Vor. The remaining 10-15% are to or from small villages in the same area. The same pattern was shown for the koyun (small agricultural vehicles used for short-distance freight movements). With one exception, where the car had traveled from Phnom Penh, the cars were traveling between Prey Vor and either Moc Va or Binh Hiep. The medium truck was local and the heavy truck had come from Phnom Penh to collect freight at the border.

3.7.3.2 TRADE 254. Commercial trade flows, that is other than the small amounts carried on motorcycles, at the Prey Vor road crossing are monitored by the General Department of Customs and Excise. They report that there are only imports, with no exports via the Prey Vor border checkpoint. (A large amount of rice is exported to Vietnam via Prey Vor using water transport, as discussed in the following section.) Individual import loads are recorded using an eight-digit code of the international Harmonized Commodity Description and Coding System (HS), an internationally standardized system of names and code numbers for classifying traded products. The data for the period 2008-10 has been grouped into the 22 broad categories, known as Sections in the HS, and are shown in Table 25.

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Table 25 Recorded Imports at Prey Vor (tonnes)

Harmonized Commodity 2008 2009 2010 Classification Section I Animals and Animal Products II Vegetables, Fruits and Grains 4 9 III Fats and Oils IV Food, Drink and Tobacco V Fuel, Ores and Mineral Products VI Fertilizer and Chemical Products 30 2 1,010 VII Plastic and Rubber Products 121 152 142 VIII Leather Goods IX Wood Products 31 X Pulp and Paper XI Textiles and Clothing XII Footwear XIII Glass, Stone and Cement Products XIV Precious Metals XV Metal and Metal Products 750 749 XVI Electrical and Mechanical Equipment 2 30 XVII Vehicles and Transport Equipment XVIII Optical and Scientific Equipment XIX Weapons and Ammunition XX Miscellaneous Manufactured Goods XXI Works of Art and Antiques Total 153 969 1,910

Source: General Department of Customs and Excise

255. This shows that despite rapid growth in 2010 were still less than 2,000 tonnes of imports. As mentioned above, this freight is transshipped from Vietnamese to Cambodian trucks in the border area. Customs at Prey Vor reported that the number of trucks involved was 130 in 2008, 234 in 2009 and 266 in 2010. These numbers are not compatible with the trade data; the implied average load in 2008 was only just over one tonne. The 2010 truck numbers and trade volume data are broadly compatible, but the implied load is still too low as the majority of the trucks used are 4-axle heavy trucks. The trade volume is almost certainly higher than the recorded amount, but is unlikely to be more than 4,000 tonnes given the traffic level. Most of the imports are transported to Phnom Penh. 256. Some Vietnamese trucks cross the border informally, it is believed most are bringing equipment for the casinos, but this is not recorded in the trade data.

3.7.4 PREY VOR RICE TRADE 257. Although no Cambodian exports cross the road border at Prey Vor there is a substantial rice export trade to Vietnam via inland water transport. This began on a small scale in 1992 or 1993, when local rice growers began to supply unmilled rice to Vietnamese

62 TA 7665-CAM Preparing the Provincial Roads Improvement Project buyers. The trade expanded rapidly until 2000, by which time Cambodian rice was being sourced from a wide area in Cambodia and traders had established businesses in the Prey Vor area. Since then there has been steady growth. The basic pattern has remained unchanged, and all of the rice is exported unmilled. 258. The trade is not recorded officially and the exact volumes are not known; no taxes or duties are payable on rice exports and the authorities are not involved. Information was obtained from the traders involved and from the Kampong Rou District Office. Exports continue throughout the year, but with very little trade in May. The peak period is November to February. At this time of the year daily volumes are believed to be 500-600 tonnes, although apparently up to 1,500 tonnes is exported on some days. For the rest of the year it is reported that typically 150-200 tonnes are exported each day. This suggests annual volumes of at least 100,000 tonnes, far greater than the volume of import trade by road. Information from one of largest traders suggested that the annual volume of rice exports through Prey Vor could be close to 200,000 tonnes, but this could not be verified. This unregulated export of unmilled rice to Vietnam takes place at a number of places in south-eastern Cambodia. The total volume is not known but recent estimates6 are that it is probably in the range 1.5-2 million tonnes per year. 259. The rice is brought by truck to the side of an irrigation canal that crosses PR314D approximately 600 m north of the Prey Vor border crossing. Some is from local growers but most of the rice comes from the provinces of Kampong Thom, Kampong Cham, Battambang, Pursat and in north-western Cambodia. Most is transported in heavy trucks, usually 4 or 5-axle rigid trucks. (Truck trailers have been used in the past, but the Svay Rieng provincial government does not allow these to operate on PR314D at present.) The trucks are often very heavily loaded, with the 5-axle trucks reportedly carrying 40-50 tonnes, far above legal vehicle weight and axle load limits. It is believed that 10 traders operate beside the canal, of whom 3 are large-scale operators who have built substantial warehouses. About 500 m east of PR314D this canal connects to the river that forms the border with Vietnam at this point and then flows south into other rivers in Vietnam. 260. Boats from Vietnam come to the canal to collect the rice. (Some imports from Vietnam are brought by these boats on an ad hoc basis but the volumes are believed to be small.) The current price of unmilled rice, delivered to Vietnamese boats at Prey Vor, is typically KHR1,250 (US$0.25) per kg, a little above domestic Cambodian prices. The boats typically have a capacity of 50 tonnes. About 80% of the rice is loaded directly from truck to boat, during which process the bagged rice is poured into the boats as bulk cargo. The remaining 20% is put into storage before loading into the boats, but this incurs double handling. There is no equipment, and manual labor is used. The labor cost is KHR4,000- 5,000 (approximately US$1) per tonne for loading into boats or into the warehouses from trucks. 261. The rice is taken by boat to rice mills in Vietnam, mostly in the provinces of Long An, adjoining Svay Rieng, and Tien Giang, the next province to the south, which is approximately 75 km from Prey Vor. The main destination is reported to be Tien Giang. In these provinces there are major rice mills located on rivers or canals that process rice for domestic consumption and export. 262. It is not possible to predict if this system will continue for the foreseeable future. Normally transshipment to another mode of transport for a short, final stage of a journey would not be economical, and if trucks could cross the border freely it would seem logical that they would continue from Prey Vor directly to the rice mills in Vietnam. But the labor cost of transshipment is very low at present, and there is no incentive for the Cambodian rice traders to take the rice into Vietnam by road, as the Vietnamese customers provide the boats to take

6 Tom Slayton, ―A Road Map for Cambodian Rice Exports‖, unpublished World Bank working paper, 2009.

63 TA 7665-CAM Preparing the Provincial Roads Improvement Project delivery at Prey Vor. Relative transport costs could not be determined, but with bulk delivery to the mills by boat the preferred system for the mills (mechanical equipment is used to unload in bulk from the boats) it would need to be cheaper to use road transport rather than boats. As far as is known virtually no rice exports take place by road to Vietnam through Bavet (the Customs data for 2010 exports show that only 21 tonnes of rice was exported through Bavet over the whole year), so there is little reason to assume that they would take place through Prey Vor if similar facilities and administrative arrangements to those at Bavet are provided. 263. Another issue is that the Cambodian Government is trying to discourage the export of unmilled rice, in order to increase the value-added of the crop, and to make use of the rice bran for the domestic livestock industry. If rice milling capacity is increased, with large-scale mills that can compete internationally, they are unlikely to be located in Svay Rieng Province. Preferred locations are close to Phnom Penh so that exports can be made via the port at Sihanoukville or via water transport on the Mekong River to Vietnam. This would be a major change to the distribution pattern and could cause a drop in exports via Prey Vor and other places on the south-eastern and southern borders with Vietnam. One of the Cambodian traders at Prey Vor is considering establishing a rice mill there, but it is unlikely that a mill will be constructed in the near future as it would be difficult for it to compete with the major Vietnamese rice mills. 264. It is probable that some of the rice export trade would divert to road transport at Prey Vor following the provision of a CBF and the liberalization of border procedures for vehicles. But for the reasons given above it cannot be assumed that it would do so at the current scale of rice exports. It should be noted that although it is significant trade it does not generate large vehicle movements on a daily basis. Assuming exports of 100,000 tonnes, and axle load controls that restrict loads to an average of 25 tonnes per truck, the resulting truck traffic would only be less than 15 per day in each direction.

3.7.5 DIVERSION FROM THE BAVET – MOC BAI BORDER CROSSING 265. The Bavet – Moc Bai Border Crossing on NR1 is the main crossing point between Cambodia and Vietnam. It is on the main route between Phnom Penh and Ho Chi Minh City. Traffic and trade through this point have increased significantly in recent years following the upgrading of the roads, the provision of a new CBF at Bavet, and border agreements between the two countries as part of the implementation of the GMS Agreement. 266. A 12-hour traffic count and an OD survey were carried out simultaneously in July 2011 mainly to determine the potential for diversion to the Prey Vor crossing. The results of the traffic count adjusted to an AADT basis are shown in Table 26. Table 26 Daily Traffic at Bavet Border Crossing

Motorcycle Truck Jeep/ Koyun/ (inc MC Car Pick-up Minibus Bus 4-WD Etan +Trailer) Light Medium Heavy 2,753 241 136 86 1,094 88 105 5 9 130 Source: Consultants

267. The level of motorcycle traffic is similar to that at Prey Vor, but traffic of all other vehicle types is much higher. The number of minibuses is particularly high because this vehicle type is used by casinos to provide cross-border shuttle services for customers. By special arrangement with the two governments these do not stop at the border. There are 15 casinos operating at Bavet, as at Prey Vor catering for Vietnamese customers. Some are large-scale enterprises and they generate a large amount of cross border passenger traffic, but this not recorded. 268. The Bavet OD survey showed that almost all of the motorcycle traffic is very local. Apart from one traveling from Svay Rieng to Ho Chi Minh, all were traveling between places in the adjoining provinces of Svay Rieng and Tay Ninh. Very few light vehicles were interviewed (the shuttle minibuses do not stop in the border area). About 50% of the cars and

64 TA 7665-CAM Preparing the Provincial Roads Improvement Project similar vehicles were traveling between Phnom Penh and Ho Chi Minh, with most of the rest having an origin or destination in Svay Rieng or Tay Ninh. Almost 90% of buses were traveling between Phnom Penh and Ho Chi Minh City, with the remainder having a Cambodian origin or destination in Siem Reap or Sihanoukville, and a Vietnamese origin or destination in Tay Ninh. Almost 90% of truck traffic is traveling between either Ho Chi Minh or Tay Ninh and Svay Rieng, with almost all that has an origin or destination in Svay Rieng going to or from the dry port or one of the SEZs in the Bavet area. In Cambodia the only other origin or destination recorded for trucks was Phnom Penh, and in Vietnam the provinces of Dong Nai and Dalat. The great majority of the traffic is local or traveling to or from Ho Chi Minh. There is no evidence of any traffic to or from provinces in Vietnam in the delta area to the south of Ho Chi Minh that would have a potential to divert to the Prey Vor crossing point. 269. Commercial trade data for the Bavet crossing has been obtained from the General Department of Customs and Excise. The data for the period 2008-10 have been grouped into the 22 Sections used to summarize the Prey Vor data, and are shown in Table 27. Imports are significant, and are much larger than exports. These data show imports of almost 100,000 tonnes in 2009 but only 38,500 tonnes in 2008 and 32,000 in 2010. The much higher figure for 2009 compared with the other years is due almost entirely to the increase in imports of electrical and mechanical equipment (specifically electric accumulators). Customs state that the data are accurate, and there was an exceptional level of imports of equipment on a project that year. Even the 2009 figure is very low compared with the current level of truck traffic crossing the border. It was thought that it is possible that the data recorded by Customs do not include imports to the SEZ, but Customs state that all items crossing the border are recorded.

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Table 27 Recorded Imports at Bavet (tonnes)

Harmonized Commodity 2008 2009 2010 Classification Section I Animals and Animal Products II Vegetables, Fruits and Grains 1,300 4,341 2,873 III Fats and Oils 284 0 IV Food, Drink and Tobacco 643 478 68 V Fuel, Ores and Mineral Products 382 529 482 VI Fertilizer and Chemical Products 3,838 3,979 2,795 VII Plastic and Rubber Products 2,278 1,864 1,188 VIII Leather Goods 232 182 45 IX Wood Products 143 83 114 X Pulp and Paper 3,858 2,228 794 XI Textiles and Clothing 7,439 11,954 18,358 XII Footwear 567 583 370 XIII Glass, Stone and Cement Products 1,588 368 499 XIV Precious Metals 1 1 XV Metal and Metal Products 2,896 2,082 383 XVI Electrical and Mechanical Equipment 2,393 66,192 2,619 XVII Vehicles and Transport Equipment 9,333 3,787 980 XVIII Optical and Scientific Equipment 94 139 115 XIX Weapons and Ammunition 7 0.058 XX Miscellaneous Manufactured Goods 1,155 687 857 XXI Works of Art and Antiques 4 Total 38,423 99,488 32,540

Source: General Department of Customs and Excise

270. Exports also take place through the Bavet crossing and data have been obtained for 2008 and 2010. These are shown in Table 28. The recorded volumes are very small compared with imports, amounting to just a few tonnes per day.

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Table 28 Recorded Exports at Bavet (tonnes)

Harmonized Commodity 2009 2008 2010 Classification Section (na) I Animals and Animal Products 3 II Vegetables, Fruits and Grains 311 III Fats and Oils IV Food, Drink and Tobacco 991 V Fuel, Ores and Mineral Products 28 VI Fertilizer and Chemical Products 1 2 VII Plastic and Rubber Products 463 1 VIII Leather Goods 1 IX Wood Products X Pulp and Paper 1 6 XI Textiles and Clothing 311 3,392 XII Footwear 15 XIII Glass, Stone and Cement Products XIV Precious Metals XV Metal and Metal Products 64 XVI Electrical and Mechanical Equipment 215 123 XVII Vehicles and Transport Equipment 486 237 XVIII Optical and Scientific Equipment 4 XIX Weapons and Ammunition XX Miscellaneous Manufactured Goods XXI Works of Art and Antiques 1 2 Total 2,553 4,106

Source: General Department of Customs and Excise

3.7.6 PROPOSED PREY VOR CBF 271. The preliminary plan for the Prey Vor CBF is described elsewhere in this report. It is similar in concept to that provided at Bavet. It would provide separate lanes for local traffic, cars, buses and trucks, with parking space and offices. The estimated cost is US$4 million.

3.7.7 METHODOLOGY 272. The proposed CBF at Prey Vor can be implemented separately from the works to upgrade PR314D. Given the minimal use of the border crossing at present, other than local motorcycle movements, there would be no reason to provide the CBF without upgrading the road, but it would be a valid option to upgrade the road and leave the border facilities as they currently are. The CBF will have separate implementation costs and benefits from those of the road. The analysis of the CBF should thus be undertaken separately from that of the upgrading of PR314D, with the base case for the CBF evaluation including an assumption that PR314D is upgraded. The benefits of the CBF to compare with the costs would be mainly in the form of time savings for vehicles and passenger from faster processing and checking at the border with the CBF in place, compared with a base case of the existing border facilities providing services.

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273. However, it would not be easy to undertake a valid separate analysis, given the great uncertainty about the level of benefits. The future level of traffic crossing the border is impossible to forecast with any certainty, and the border crossing times in the base case, that is without the CBF, are also very difficult to estimate. The main reason for the very low number of vehicle movements across the border at present is not physical constraint; it is the administrative restrictions on such movements and cumbersome procedures, caused by the failure to implement fully the GMS Agreement. It is argued that the development of modern CBFs encourages the implementation of the GMS Agreement, and this is what appears to occur, but it would preferable to implement first, and then develop CBFs in response to the observed demand. 274. The Bavet CBF on NR1 was constructed as part of the ADB-funded Phnom Penh to Ho Chi Minh City Highway Project, which involved upgrading of major sections of that route and was implemented in the period 2000-06. As far as is known the viability of the CBF at Bavet was not assessed separately from the road upgrading, the cost of the CBF being included in the total project costs. The project benefits identified were only from improvements to the road. Certainly the evaluations carried out for the project completion report in 20077 and the performance evaluation report in 20088 were made on this basis, and did not estimate a rate return for the CBF as a separate component. The same approach was used in relation to the O‘smach CBF on the Cambodia-Thai border, with the cost included with that of upgrading NR56 and NR689. 275. In 2006 an appraisal was carried out of improvements to parts of the GMS Southern Coastal Road Corridor (SCRC), which stretches some 1000 km from Bangkok southward through Cambodia to Nam Can in the southernmost part of Vietnam‘s Ca Mau province10. This included road improvements and a CBF at Preak Chak at the Cambodian border crossing with Vietnam near the coast in , adjacent to the Vietnamese border point of Xa Xia. (The Preak Chak CBF is to be implemented with the name Kampot – Lork CBF.) This study did include a separate evaluation of the CBF. The report noted that vehicles did not cross the border at Preak Chak at the time of the analysis, and stated that in future only local traffic was likely to use the border crossing, despite it being on a designated corridor route. With no real basis for estimating the future traffic flow this was assumed ―to amount broadly to some 10% to 30% of the concurrent traffic flows using Bavet/Mac Bai‖, and ―the Consultant has applied a nominal flow of 200 vehicles a day in 2011, made up primarily of trucks, as a basis for the initial design of future border infrastructure at Preak Chak/Xa Xia.‖ This is curious as the 2008 performance evaluation report referred to above estimated cross border traffic at Bavet as only 67 vehicles per day, mostly cars and buses. This 2008 report also noted that there was transshipment of freight between vehicles at the border, but the annual freight volume crossing the border was 40,000 tons, amounting to just a few vehicles per day. There seems to be no way that the 2006 SCRC study could reasonably forecast 200 vehicles a day, mostly trucks, at the Preak Chak crossing by basing the forecast on 10% to

7 ADB Completion Report, Loan Numbers: 1659(SF) and 1660(SF), Kingdom of Cambodia and Socialist Republic of Viet Nam: Greater Mekong Subregion: Phnom Penh to Ho Chi Minh City Highway Project, Asian Development Bank, December 2007 8 ADB Performance Evaluation Report, Project Number: PPE: CAM-30513/VIE-30316, Loan Numbers: 1659-CAM(SF) and 1660-VIE(SF), Kingdom of Cambodia and Socialist Republic of Viet Nam: Greater Mekong Subregion: Phnom Penh to Ho Chi Minh City Highway Project Asian Development Bank, Operations Evaluation Department, December 2008 9 ADB Technical Assistance Consultant‘s Report, Project Number: 36354, Kingdom of Cambodia: Transport Infrastructure Development and Maintenance Project, September 2008 10 ADB TA 6235-REG, GMS Southern Coastal Corridor Project, Final Report Annex 3 Economic Analysis – Viet Nam and Cambodia, NDLea Consultants Ltd., Vancouver, , December 2006

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30% of the traffic at Bavet. The 2006 SCRC Study estimated benefits based on assumed time savings for the traffic crossing the border with a CBF, compared with a base case. The reductions in times were from 5 hours to 2 hours in the case of trucks and from 1 hour to 30 minutes in the case of buses and cars. These were converted to benefits based on the time related component of vehicle operating costs as estimated with the HDM-4 model. The benefits produced an EIRR 21.3% for the CBF, which had an estimated capital cost of $1.53 million. 276. In 2010 a reassessment of the SCRC was carried out, including an updated economic appraisal11. A change in the scope of the project meant that it assessed not only the Preak Chak CBF but also the Koh Kong CBF on the Cambodia-Thai border. This 2010 study followed a similar methodology to that of the 2006 study, but with updated costs and unit values. The Consultant also proposed a scenario with the following additional benefits: i. savings in offloading – re-loading costs for vehicles likely to benefit from cross border transport permits (as per the GMS Agreement for international road transport facilitation); ii. additional reduction in waiting and processing compared with the values adopted in the 2006 (the Consultant adopted a compromise between these values and the targets fixed in the protocol between Thailand and Cambodia for implementing the GMS Agreement at the Aranyaprathet – border crossing). 277. It is difficult to understand why the CBF is needed to produce savings in offloading – re-loading costs. It is a lack of agreements that prevents vehicles crossing borders and requires transshipment of loads between vehicles. The 2010 study clearly takes the view that development of CBFs leads to a more complete implementation of the GMS Agreement. Although it is the pattern in the GMS area that more flexible movements of vehicles take place after a CBF is provided, it is not essential that a CBF is provided for this to happen, and putting specific benefits to this introduces a bias in favor of the construction of a CBF. 278. The additional waiting times were assumed to apply after 10 years, and were based on a with-project waiting time of one hour for trucks and of 15 minutes for buses and cars. 279. The 2010 study appears to have used the same, or similar, traffic levels as the 2006 study, using traffic counts on roads in the border area as indicators, although these counts appear to show that traffic excluding motorcycles was only about 100 vehicles per day, and in 2010 vehicles were still not crossing the border. 280. The revised estimate of capital cost for the Preak Chak CBF was $1.7 million, and the resulting EIRR was 20%. The EIRR for the Koh Kong CBF was 23%, being higher because of higher assumed traffic. 281. It is not considered that an approach similar to that used for the CBFs on the SCRC is appropriate at Prey Vor. With minimal current traffic and no clear plans for industrial or commercial development that would be an indication of future freight movements there is no basis for assuming the future volume of traffic with any confidence. In addition the other main component of the potential benefit, the reduction in the time needed for this traffic to cross the border without a CBF, is also very uncertain. The traffic at Bavet is not considered to be a reliable guide. The bus and car traffic is dominated by that going between Phnom Penh and Ho Chi Minh City, with no equivalent centers applicable to generate traffic at Prey Vor. Truck traffic at Bavet is largely serving the SEZs that are located there. The improvements to the route almost certainly encouraged development of the SEZs, and similar zones could be

11 Kingdom of Cambodia, Ministry of Public Works and Transport, ADB Loan 2373– CAM (SF): GMS Southern Coastal Corridor Project, Detailed Design and Construction Supervision, Project Implementation Consultant, Economic Analysis (update), Egis BCEOM International, March 2010

69 TA 7665-CAM Preparing the Provincial Roads Improvement Project established at Prey Vor. No specific plans have been identified for an SEZ or general factory development. It is impossible to determine what scale of operations may occur there, but land has been purchased, and given the development at other upgraded crossing points, such as Bavet and Poipet, it is highly likely that similar developments will take place at Prey Vor, creating cross-border movements. Thus, although the provision of a CBF is not necessary for a liberalization of border procedures, and the generation of cross-border movements, the evidence is that it has this effect. 282. Significant cross border trade is expected but it is not possible to quantify it and estimate the level of benefits that would be obtained. There is thus no way of providing inputs to determine the EIRR for the Prey Vor CBF at an acceptable level of accuracy. Therefore the same approach as used at Bavet and O‘smach has been used, with the cost of the CBF included with that of the adjacent road improvements. Two results have been produced for PR314D, one for the road alone and one including the cost of the CBF.

3.8 RESULTS

3.8.1 OVERALL RESULTS 283. The appraisal has been carried out for six road sections. NR13 was analyzed as three sections, but the results have been combined for the whole road; all three sections are individually economically viable. The results for PR314D are shown for two cases; one with only the cost of the road upgrading and one with the capital cost of the development of the CBF at Prey Vor included. No additional benefit for the CBF has been calculated. PR150B has been analyzed as two sections, east and west of NR5, and the results are shown on this basis, as the two sections are distinct in terms of the road network. The sealing of the 3.1 km of the western section of PR150B in the village of Alngkae that will be bypassed by the proposed realignment has not been included. The analysis of the western section of PR150B includes the new alignment and the distance saving obtained applied to all traffic. NR53 and PR151B were both analyzed as single sections. The results are shown in Table 29 where they are summarized for the six road sections and for the project as a whole, with the total based on PR314D including the CBF. In this Table the values of the main components of project costs and benefits are shown as discounted present values. The Net Present Value (NPV) shown is the sum of all savings minus the capital costs, discounted to base year values at 12%. The Economic Internal Rate of Return (EIRR) is shown in the final column. Annual cash flows for the project as a whole are shown in Appendix I-B on Page 73. Table 29 Summary of Evaluation Results (US$ mill)

Road / CBF Capital Maint. VOC Pass. Non- NPV IRR Cost Cost Savings Time Motorized (%) Increase Savings Savings Savings

NR13 12.72 0.52 15.66 3.67 0.20 7.33 16.8

PR314D: Road only 5.29 0.07 8.53 1.34 0.10 4.74 18.2

With CBF 7.90 0.07 8.53 1.34 0.10 2.13 14.2 PR150B East 1.00 0.01 1.23 0.27 0.01 0.52 15.9 PR150B West 3.55 0.05 3.93 0.55 0.09 1.07 14.6 NR53 2.15 0.06 2.01 0.28 0.05 0.25 13.1 PR151B 0.27 0.01 0.64 0.08 0.00 0.46 22.7 Total 27.59 0.71 32.01 6.19 0.45 11.77 15.5 Note: Total includes option for Road PR314D With CBF Source: Consultants

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284. All of the road sections are shown to be viable, with positive NPVs and EIRRs above the target rate of 12%. Overall the project has an EIRR of 15.5%. The EIRRs are similar for all sections. The higher traffic levels on NR13 and PR314D produce higher benefits but the higher design standard results in much higher costs per km for the upgrading. 285. By far the largest source of benefits is VOC savings, being on average five times those of passenger time savings. Benefits to non-motorized traffic, almost entirely bicycles, are insignificant despite the large numbers on some road sections. There is a small net saving from routine road maintenance costs. Periodic maintenance costs are included with capital costs in the HDM-4 output. There are significant savings in these over the evaluation period, mainly as a result of the avoidance of the regravelling costs that are projected in the base case.

3.8.2 SENSITIVITY TESTS 286. The sensitivity of the Project result was analyzed with respect to changes in the benefit and cost streams. Several sensitivity test cases were examined, namely: i. construction costs increased by 20%; ii. benefits reduced by 20%, iii. base year estimate of traffic reduced by 20%; iv. traffic growth rates reduced by 20%, v. no time saving benefits, and vi. combination of capital costs increased by of 20% and benefits reduced by 20%. 287. Table 30 shows the results of the sensitivity tests. The results show that viability is robust, only in the extreme case of costs increasing by 20% and at the same time benefits being reduced by 20% does the EIRR fall below 12%, and then only marginally. With either of these tests applied separately the EIRR is over 13%. The benefits are sensitive to traffic levels, with either a 20% decrease in base year traffic or a 20% decrease in traffic growth lowering the EIRR to below 13%. Passenger time savings are not a major contributor to benefits and if they are excluded the EIRR falls to 13.8%. Table 30 Results of Sensitivity Tests

EIRR Test NPV (US$ mill) (%) Base Case 15.5 11.765 Capital Costs increase by 20% 13.6 5.793 Benefits reduced by 20% 13.3 4.036 Base year traffic reduced by 20% 12.8 2.316 Traffic growth rates reduced by 20% 12.6 1.783 No time saving benefits 13.8 5.579 Capital costs + 20% and benefits – 20% 11.5 -1.786 Source: HDM-4 analysis according to ADB requirements

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Appendix I-A 2011 Base Year Traffic Estimates (AADT)

Non-motorized Motorized

Animal Motor Motorcycle Jeep/ Pick - Mini Koyun/Etan Truck Bicycle Car Bus Road Count Site Cart cycle Trailer 4-WD up bus Small Large Light Med Heavy Heavy Heavy Bicycle, Ox or Incl. 3-wheel Max 7 Max 7 Freight 8 - 16 17+ 2-4 t >4 t Rigid 3 Rigid 4/5 S Trailer

Cyclo Horse motorized Seats Seats Use Seats Seats load load Axle Axle 4/5 Axle

NR13 Traping Smach 300 1 1,562 29 20 26 32 19 - 34 13 23 10 3 1 - (north) Chong Ou NR13 473 - 1,756 30 45 25 29 37 - 26 - 59 4 2 2 - (central) Preah Tonle NR13 184 1 3,001 66 83 48 45 101 - 30 3 58 18 4 1 - (south)

PR314D Brosoth 305 1 1,156 22 41 16 18 40 3 33 6 35 22 12 17 5 (north) Kampong Rou PR314D 541 - 1,410 12 30 17 10 15 3 39 7 27 12 9 15 5 (south)

PR150B Ta Ches 276 3 904 88 25 - 9 39 5 11 - 34 34 4 2 4 (east of NR5) Trapeang Khtum PR150B 315 11 408 24 11 11 17 4 - 10 2 27 5 19 1 - (west of NR5) Tuek Phos PR150B 202 9 770 46 15 5 5 12 - 46 2 24 6 - - - (west)

NR53 Tuol Khpos 328 6 658 30 2 2 3 3 24 4 - - - (east) Kbal Tue NR53 17 - 144 14 1 2 44 3 - - - (west)

PR151B Thpong 165 - 778 66 12 2 2 8 - 100 - 22 7 - 1 -

Source: TA 7665 traffic studies and consultant‘s analysis

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Appendix I-B Cost and Benefit Flows for the Project (US$ million) Costs Benefits

Year Capital and Road Normal Traffic Generated Traffic Net Benefits Periodic Maintenance VOC Savings Time Savings Non-Motorized VOC Savings Time Savings 2012 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 2013 13.465 -0.028 0.000 0.000 0.000 0.000 0.000 -13.437 2014 13.362 -0.053 -0.673 -0.086 -0.025 0.000 0.000 -14.093 2015 13.955 -0.027 -0.875 -0.103 -0.049 -0.057 -0.011 -15.024 2016 -0.184 -0.032 3.063 0.454 0.090 0.141 0.026 3.991 2017 -0.777 -0.630 3.346 0.520 0.092 0.154 0.029 5.548 2018 -0.304 -0.040 3.888 0.612 0.098 0.184 0.035 5.162 2019 -0.375 -0.027 4.041 0.659 0.091 0.180 0.035 5.410 2020 -0.049 -0.012 4.379 0.742 0.091 0.197 0.038 5.508 2021 -1.031 -0.951 5.687 0.981 0.113 0.276 0.055 9.094 2022 -0.184 -0.006 6.152 1.079 0.114 0.286 0.059 7.881 2023 2.811 -0.030 5.963 1.089 0.101 0.263 0.053 4.687 2024 -0.304 -0.025 7.285 1.368 0.112 0.344 0.071 9.510 2025 -0.184 0.006 8.120 1.542 0.118 0.368 0.078 10.405 2026 -0.049 0.016 7.992 1.580 0.106 0.349 0.073 10.134 2027 -0.495 -0.016 9.709 1.930 0.118 0.453 0.095 12.815 2028 -0.184 0.020 10.566 2.145 0.116 0.473 0.102 13.567 2029 -0.049 0.043 11.680 2.442 0.119 0.540 0.116 14.903 2030 -0.495 0.018 14.760 3.044 0.150 0.729 0.159 19.319 2031 -0.184 0.061 13.646 2.953 0.117 0.612 0.137 17.589 2032 -0.049 0.094 14.925 3.318 0.118 0.693 0.154 19.164

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Costs Benefits

Year Capital and Road Normal Traffic Generated Traffic Net Benefits Periodic Maintenance VOC Savings Time Savings Non-Motorized VOC Savings Time Savings 2033 -0.495 0.079 18.813 4.119 0.148 0.934 0.209 24.638 2034 -0.184 0.136 17.863 4.137 0.120 0.814 0.188 23.170 2035 -10.427 0.186 19.271 4.607 0.116 0.892 0.203 35.331 NPV 11.765 EIRR 15.52

EIRR = economic internal rate of return, NPV = net present value (discounted at 12%) The negative amounts under costs indicate savings in periodic and routine maintenance costs that would be incurred in the base case Source: ADB

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4 ENVIRONMENT

4.1 CONDITION SURVEY 288. A condition survey was carried out to identify visually environmentally sensitive locations on the ground. These included: pedestrian crossing points; watercourses, lakes, ponds, rivers, streams; schools, kindergartens; hospitals, clinics, medical centres; pagodas, temples, churches, mosques; cemeteries and individual graves; high and low tension power lines; mobile phone towers; trees, orchards and vegetation. Details are given in the IEE.

4.2 POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK

4.3 POLICY FRAMEWORK 289. In 1993 the Royal Government of Cambodia confirmed a new Constitution in which environmental considerations were included for the first time. Specifically Article 59 states: The State shall protect the environment and balance of abundant natural resources and establish a precise plan of management of land, water, air, wind, geology, ecological system, mines, energy, petrol and gas, rock and sand, gems, forests and forestry products, wildlife, fish and aquatic resources and it was within this constitutional context that the Ministry of Environment (MOE) was established. 290. The hierarchy of legislation in Cambodia is: i. Royal Decree signed by the King; ii. Sub-decree signed by the Prime Minister; iii. Ministerial Decision signed by a Minister; iv. Regulation issued by a Ministry. 291. The major legislation in Cambodia is the Royal Decree which ratifies laws passed by parliament. These can be supplemented by ―prakas‖ or ministerial decisions. These laws allow sub- decrees and regulations to be passed which can stipulate procedures and standards to be met in order to ensure compliance with the law. Many of these sub-decrees and standards have been drafted but have not yet been ratified by parliament. However, contractors are still expected to make sure their operations comply with the draft regulations.

4.4 LEGAL FRAMEWORK

4.4.1 LAWS ON ENVIRONMENT 292. 1996 the Law on Environmental Protection and Natural Resource Management (NS/RKM/1296/36) came into force and it requires the government to prepare national and regional environmental plans and sub-decrees concerning a wide range of environmental issues, including EIAs, pollution prevention and control, public participation and access to information. 293. Other ministries explicitly mentioned at the time were Ministry of Water Resources, Hydrology and Meteorology and Ministry of Land Use Management, Urbanization and Construction. The list was later expanded to include the Ministry of Public Works and Transport, Ministry of Agriculture, Forestry and Fisheries, Ministry of Rural Development, Ministry of Health and Ministry of Tourism.

4.4.2 LAWS ON HISTORICAL MONUMENTS 294. There is a general law in Cambodia which covers all national monuments. This is the "Law on Protection of Cultural and National Heritage", (1996). This is supplemented by the "Decision on the Definition of 3 Zones to Protect Temple Surrounding Areas in All Provinces and Municipalities Except ", 1996. These laws protect small temples or ancient structures.

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4.4.3 LAWS ON NATURE RESERVES 295. Royal Decree "Protected Natural Areas" issued in November 1993 gives protection to environment, land, forests, wetlands and coastal zones. This decree covers 23 locations representing 18% of Cambodia's total area and is under the jurisdiction of MoE.

4.4.4 LAWS ON WILDLIFE 296. The ―Joint Prakas of the Ministry of Environment and the Ministry of Agriculture on Prohibition of Hunting and Catching of Wildlife Animals‖ (1996) specifically bans hunting of animals and birds for food. A contractor‘s workers must observe this law.

4.4.5 SUBSIDIARY LAWS: SUB-DECREES AND REGULATIONS 297. The ―Law on Environmental Protection and Natural Resource Management‖ (1996) is ―enabling legislation‖, in that it enables the Ministry of Environment to pass sub-decrees and regulations to protect the environment. This subsidiary legislation lays down quantitative standards which must be met by contractors in their operation. 298. Several sub-decrees are already laws. Others have been drafted and are expected to become law in the near future. These standards give parameters and values which must be measured to check compliance with the regulations. Even if the regulations are in draft form, the contractors are expected to comply with them. These include: Sub-Decree on Air and Noise Pollution Control (Draft); Air Quality (Draft); Noise (Draft); Vibration; Sub-Decree on Water Pollution Control (No. 27 ANRK.BK 1999) (Draft); Sub-Decree on Solid Waste Management (No. 36 ANRK.BK 1999) (Draft); Hazardous Substances.

4.5 ADMINISTRATIVE FRAMEWORK 299. There are two particular types of areas of special ecological interest in relation to this project. These are given in Sections 4.5.1 and 4.5.2 below.

4.5.1 PROTECTED AREAS 300. Cambodia has a network of 23 natural protected areas managed through the Ministry of Environment (MoE). These areas cover 2.2 million hectares or 18% of Cambodia‘s land area and include most of its important habitats. The Forest Administration has also designated protected forests (from cancelled logging concessions) bringing the total area under protection to around 25% which is more than twice the global average. Protected Areas are sites which are protected by Royal Decrees, Laws and Regulations. Such mandatory stipulations are promulgated in . These have been obtained and if necessary, translated. The Khmer version takes precedence over the translated version. 301. In 2008 Cambodia introduced the Protected Area Law (No. NS/RKM/0208/007), which defines: National Parks (IUCN category II) – Natural and scenic area of significance for their scientific, educational and recreational values; Wildlife Sanctuaries (IUCN category IV) – Natural area where nationally significant species of flora or fauna, natural communities, or physical features require specific intervention for their perpetuation;

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Protected Landscapes (IUCN category V) – Nationally significant natural and semi- natural landscapes that must be maintained to provide opportunities for recreation; Multiple-Use Areas (IUCN category VIII) – Areas that provide for the sustainable use of water resources, timber, wildlife, fish, pasture, and recreation with the conservation of nature primarily oriented to support these economic activities. The Tonle Sap Multiple-Use Area was nominated as Cambodia‘s first Biosphere Reserve in 1997. The Boeung Chmar portion of Tonle Sap Multiple-Use Area (28,000 ha) is designated as a Ramsar site; Ramsar Sites – There are two sites in the IUCN categories IV and VIII above and one site in the middle stretches of the Mekong River between Stung Treng and the border with .

302. The Law on Forestry Management prohibits the hunting of wildlife within such protected areas. As well as maintaining checkpoints and providing rangers, the Ministry of Environment (MoE) has an active community education program to promote environmental awareness especially within the rural communities. 303. This law is recent (2008) and many of the protected areas predate this by many years. Both the original legislation and the most current have been reviewed during this project. Several protected areas, of differing designations, are located in proximity to several of the road segments, and these are discussed in this report.

4.5.2 IMPORTANT BIRD AREA 304. An Important Bird Area (IBA) is an area recognized as being a globally important habitat for the conservation of bird populations. Currently there are about 10,000 IBAs worldwide. The program was developed and sites are identified by BirdLife International. These sites are small enough to be entirely conserved and differ in their character, habitat or ornithological importance from the surrounding habitat. 305. Often IBAs form part of a country's existing protected area network, and so are protected under national legislation. Cambodia‘s Phnom Aural Wildlife Sanctuary and Phnom Samkos Wildlife Sanctuary both contain designated IBAs.

4.6 CAMBODIAN IEE REQUIREMENTS 306. On 11 August 1999 a Sub-decree (72 ANRK.BK) on Environmental Impact Assessment (EIA) processes was promulgated requiring an initial EIA (IEIA) or EIA for selected projects listed in the sub-decree annex to be submitted by public or private project owners to the MOE for review. The list of Projects that require an Initial Environmental Impact Assessment under Cambodian Law is given in the IEE. 307. The Sub-decree No 72 ANRK.BK. Date 11, August 1999 Annex ―List of the projects that require an Initial Environmental Impact Assessment‖ refers to ―National Road Construction ≥ 100 kilometers and bridges ≥ 30 tonnes‖. As this project is rehabilitation of existing roads, and bridges are 25 Tonnes capacity, an IEE will not be required. This has been confirmed in discussions with MoE.

4.7 WATER CAPTURE PROJECTS 308. This section of the report complements Section 5.7.2 on water capture requests from a climate change perspective, and the information given here forms part of the project design for climate resilience. 309. Most rural communities rely on wells, ponds, and canals. The project area experiences both very wet and very dry periods throughout the year. Very little infrastructure has been built to capture water and store it during the rainy season so that it can be available during extended dry periods. Where water storage exists in some areas, water appears to run out before the next rains. 310. Currently, when roads are being constructed, materials are being extracted from the roadside lands to be used for embankment construction. Local people ask for these ditches to remain so that rainwater can collect in them. However, these are not rehabilitated and some are eroding

77 TA 7665-CAM Preparing the Provincial Roads Improvement Project close to the road. In addition, they can pose a road safety problem if cars leave the road in places where ditches are dug deep and close to the road. 311. Rainwater harvesting to improve water supply for safe drinking water has been identified as an adaptation priority for the country (NAPA, 2006) and this project will contribute to the supply of water sources primarily for agriculture and livestock along the project road. 312. The objectives of the dam improvements and repair initiatives are to: i. provide water catchment facilities to farmers beside NR53; ii. enable the farmers to grow two rice crops per year, and possibly three crops; iii. increase use of NR53 as the farmers will take their rice crops to market in Teuk Phos and Kampong Chhnang; iv. show cooperation between Ministry of Public Works and Transport, Ministry of Water Resources and ADB; v. show that MPWT‘s activities go far beyond building infrastructure and support sustainable development.

4.7.1 CHIPRONG DAM 313. Project road NR53 exits Tuek Phos Village and runs west towards PAWS. It crosses the river west of Tuek Phos Village on a JICA funded concrete bridge. Just upstream of this crossing point there is the remains of a wooden dam constructed in earlier regime and now destroyed. MPWT have been approached by local villagers and asked to assist in rehabilitation of the dam. The dam originally was intended to obstruct water flow and divert it to a concrete dam and spillway. The spillway then controlled the flow of the river into a primary canal which irrigated downstream fields. The dam has suffered extensive bomb damage. MOWRAM have been asked to repair it. The primary canal also needs rehabilitation. 314. At a point 1 km west of Tuek Phos and 3 km south of NR53 there is a dam constructed in an earlier regime which is still operating but requires some repair and maintenance. MPWT have been approached and asked to assist in rehabilitation of the dam. The dam originally was intended to control water flow and divert it to a primary canal which irrigated downstream fields. The primary canal also needs rehabilitation and further works in order to provide irrigation to farmers. 315. The location of the Chiprong old wooden dam, the damaged concrete spillway and the primary canal are shown below in Figure 14. (Road 142 is actually NR53.) Tuek Phos is to the East (right of picture) and PAWS is to the West (left of picture). Further details are given in Figure 15 through to Figure 18.

Figure 14 Location of Chiprong Dam, Spillway and Primary Canal

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Figure 15 Old Wooden Dam Figure 16 Concrete Dam

Figure 17 Bomb Damage to Dam Figure 18 Primary Canal 316. For Chiprong dam the proposed works would include: (i) an earth dam, 65 metres wide across the main river with three gates; (ii) Refurbishment of the concrete dam; and upgrading of the Primary canal.

4.7.2 SVAY CHEK DAM 317. The location of the existing dam and primary canal are shown below in Figure 19.

Figure 19 Location of Svay Check Dam and Primary Canal

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Figure 20 Svay Check Dam 318. For Svay Chek dam, (see Figure 20) MOWRAM has already examined the dam for structural integrity and has confirmed that the foundations of the dam are structurally sound. The superstructure and railings require some repairs. The gates are in good condition, but are jammed with branches and debris. 319. The dam is still working and the gates are operated by two local farmers. The main issue is not the dam, but the off-take primary canal. The primary canal is intended to deliver water to secondary and tertiary canals when the dam gates are closed. However, the primary canal has no water gates so the water flows directly to the downstream users. This is a source of complaint from the upstream users. 320. The proposed works would include: i. refurbishment of the superstructure of the concrete dam; ii. cleaning of the gates mechanisms; iii. upgrading of the primary Canal; iv. provision of water gates to Primary Canal; v. provision of secondary and tertiary canals; vi. widening of dam slab to carry motorized transport.

4.7.3 LINKS WITH MINISTRY OF WATER RESOURCES 321. The Kampong Chhnang Provincial Department of Water Resources acts as a design consultant to LWD NGO on water resources projects. They charge US$1,000 to $2,000 for such services plus field expenses. Meetings have taken place with Mr. Eng Daravuth, Deputy Director, MOWRAM. (Mob 0975521000) He and his department have previous links with ADB. He was Project Manager on EFAP – Emergency Food Assistance Project – funded by ADB. 322. He has already prepared design drawings, Bill of Quantities and Engineers Estimated costs for similar projects, but not for these dams. The photo below (Figure 21) shows a concrete dam which MOWRAM built for a cost of US$60,000.

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Figure 21 Dam Built by MOWRAM

4.7.4 WATER CAPTURE AND DISTRIBUTION, PAWS 323. NR53 runs alongside PAWS for about 6 km in Kampong Chhnang Province. There is no intrusion of the road into PAWS and Ministry of Environment has no objection to the road project. However, the project does offer an opportunity to support the activities to preserve the park. 324. An existing NGO, LWD (Life with Dignity), are actively implementing a climate change adaptation program in PAWS. They were invited to CARM recently to discuss aspects of climate change in this area with ADB officers from Manila. 325. Under the Climate Adaptation program they are running a pilot project to capture water from a stream in the mountains. This stream flows during the dry season. The project is located in PAWS, in the outer Community Zone where development is encouraged. It is a simple system. There is a stream / small waterfall at the top of the nearby mountain where they have created a small dam. This feeds a concrete box type reservoir of 20 cubic metres capacity. This then feeds down the mountain in 150mm diameter PVC pipes to the village, about 2 km away and 80 metres lower in altitude. Individual houses then have 25mm PVC pipe connectors. The villagers must pay for their own connections out of their own pocket. Due to the altitude difference all flows are gravity driven. Simple PVC taps and valves are used to control flow. There are no moving parts, and no pumping. Materials were supplied by LWD. Labor was supplied by the villagers. 326. They currently are installing supplies to four villages and are keen to extend to more. The mountain stream flows in all seasons, even in the dry season, and the intention is to supply water to the villagers during the dry season to improve household sanitation and permit small scale irrigation of household vegetable gardens, with a view to improving food intake and general nutritional health. 327. The major items of equipment for the PAWS water distribution would be: (i) concrete construction works for a storage tank(s); (ii); PVC pipes and (iii) taps and connectors.

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Figure 22 Water Capture and Delivery in PAWS (continued)

4.7.5 ELEVATED WATER TANK, TUEK PHOS 328. The railway sidings in Tuek Phos village have an abandoned elevated water storage tank. Villagers are short of water, particularly in the dry season. By rehabilitating the tank, drilling a well, disinfecting the water and providing a controlled access point, free drinking water of potable quality could be provide to the local residents. This would improve the health of local people, especially infants who are most vulnerable to gastro-enteric diseases. The location of the tank is shown in Figure 23 and the tank is shown in Figure 24.

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329. The objectives of this water capture project are to: (i) provide a water source to local villagers; (ii) show by example how renewable resources can be used (e.g. solar power at water tank); (iii) show cooperation between Ministry of Public Works and Transport and local commune; and (iv) show that MPWT‘s activities go far beyond building infrastructure by also showing support for sustainable development.

Figure 23 Location of Water Tank in Railway Yards

Figure 24 Water Tower in Tuek Phos 330. The major items of equipment for the water tank would be: (i) a down the hole pump powered by solar panels, with associated voltage regulator and batteries; (ii) water filters and UV disinfection lamps; (iii) piping and taps; and (iv) epoxy sealant to renovate the tank internally. Solar panels and associated equipment are available in Phnom Penh. 331. An NGO, the East Meets West (EMW) Foundation, began working in Cambodia in early 2009 and has successfully completed one clean water project using a similar storage tank in April

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2011. This project provides safe drinking water for students and teachers in Soramarith school, by installation of filters and UV system run by solar panels. 332. EMW plan to select Sre Tachey village, Aphiwat Commune, Teuk Phos District in Kampong Chhnang Province for its second Clean Water and Sanitation Project in Cambodia. They intend to install a small water treatment system that will connect all households in Aphiwat Commune, Teuk Phos District.

KHSET LAKE, 333. To the south of Tuek Phos is Khset Lake. This was created artificially by the villagers who constructed an embankment across a natural drainage basin into which a stream runs. A local road runs on top of the embankment. Two spillways allow the captured water to overflow and be directed to the nearby rice fields. The villagers wish to deepen the lake by excavating and use the dredged material to widen the approach road on the embankment. This will increase the capacity of the lake and give water supplies during the dry season.

Figure 25 Location of Khset Lake Proposed Works

Figure 26 Khset Lake, Embankment and Spillways

334. The major items for the lake would be dredging and placement of the dredged overburden.

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4.8 DESCRIPTION OF THE ENVIRONMENT

4.8.1 PHYSICAL RESOURCES

4.8.2 GEOGRAPHY 335. Cambodia lies in the southwestern part of the Southeast Asian peninsula and has a land area of 181,035 km2. International borders are shared with Thailand to the west, the Lao People's Democratic Republic to the north, and the Socialist Republic of Vietnam on the east and southeast. The country is bounded on the southwest by the Gulf of Thailand and has a coastline of 440 km.

4.8.3 CLIMATE 336. Cambodia's climate is dominated by the monsoon which causes distinct wet and dry seasons. The southwest monsoon typically brings the rainy season from May to October. The northeast monsoon brings drier and cooler air from early November to March, then hotter air prevails in April and early May. The southern part of the country typically has a two-month dry season whereas the northern areas have a four-month dry season although weather patterns have been changing and what is typical is now increasingly problematic.

4.8.4 RAINFALL 337. The annual mean rainfall is 1,400mm in the central lowland regions and can reach 5,000mm in coastal areas. However, there are really no reliable rainfall databases for the Project zones and rainfall can vary from a low of less than 1,000mm to a high of 2,000mm. The relative humidity is high throughout the year, usually exceeding 90%, and even in the dry season rarely falls below 50%.

4.8.5 TEMPERATURES 338. Temperatures are fairly uniform throughout the country, with only small variations from the average annual temperature of around 28°C. January is the coldest month where temperatures as low as 12°C have been recorded and April is the warmest where temperatures reach 42°C. Most of Cambodia‘s regions have an average wind velocity of less than 3 m/s. Maximum wind speeds can reach in excess of 20 m/s during the wet season. During the dry season the maximum wind velocities are lower and are commonly in the range of 6 - 8 m/s.

4.8.6 TOPOGRAPHY 339. Cambodia is divided into three distinct topographic regions: the central plains, the flat coastal areas, and the mountain ranges with high plateaus. The central plains form 75% of the country and consist of the alluvial plains of the Mekong River and the Tonle Sap basin where the project roads are located. These are Cambodia's two dominant topographical features and this is where over 90% of the population resides. The road sections are generally in flat terrain.

4.8.7 AIR QUALITY AND NOISE 340. The Project roads traverse primarily agricultural areas and villages/residential areas in rural settings with no industrial development. Currently, main sources of air pollution are dust emission due to passage of vehicles along the unpaved project roads. Sources of noise are community activities (especially near markets) and the existing traffic largely composed of motorcycles.

4.8.8 SURFACE WATER 341. The Project roads cross a number of rivers, streams and irrigation canals. Within the Project area, surface run-off on exposed soil and erosion of river embankments cause turbidity in some of the watercourses. Surface water pollution from domestic sewage along sections where densely populated villages are found as well as run-off from surrounding agricultural fields may also be expected.

4.8.9 FLOODING 342. Generally the southeast roads are not expected to flood. There is a greater risk over future years for midwest roads. The main issues for flooding are NR13 along Lake Viaco where it is planned

85 TA 7665-CAM Preparing the Provincial Roads Improvement Project to raise the road by up to 1 m along a 1 km length and provide slope protection. The lake is not subject to high energy wave action, but might need some toe protection. The water level does vary seasonally, on occasion reaching up to the top of the shoulder, and at the moment clay dumping is taking place on the side slopes to try to prevent erosion. 343. PR150B east in Ta Ches market on Tonle Sap is intended to have a cement concrete road as a one way traffic system. Locals report the existing road is flooded by 300mm almost every other year. In the year 2000 floods the water marks on the walls are about 1.7 m above the road level. This is very localized and as one exits the market the road is about 3 m above the level of the usual flooding with locals saying it has never flooded.

4.8.10 SOIL TYPES 344. Cambodia has 27 different soil types but the main ones are either soils developed on the old alluvial terraces or the colluvial-alluvial plains. Four types – Prey Khmer, Prateah Lang, Bakan and Tuol Samroung – are where most of the agricultural production occurs although just one, the Toul Samroung, which occupies just 10% of the rice area is really suited to high yielding rice production. Soils developed on the active flood plains – Kabal Po and Krakor – are also highly suited for rice production and occupy approximately 30% of soils where rice production takes place. Such soils respond well to improved ditch and drainage irrigation and judicious application of fertilizers. Yields have increased over the past two decades with wet season yields averaging 2.4 tons per hectare and dry season yields (only 15% of rice produced) averaging almost 3.7 tons per hectare. These are below regional averages but the labor intensive system is currently recording average yields of 3.6 tons per hectare in the wet season. In 2008, Cambodia produced a surplus of 3 million tons although there are still food security problems for rice deficit households.

4.8.11 MINERALS 345. Cambodia‘s natural mineral resources include gem stones such as sapphires, ruby and zircon; coal, offshore gas and oil; basalt, granite, limestone, dolomite, quartzite; and phosphate deposits. There are no major mineral resources in the vicinity of the project roads, although there are white clay deposits in Kampong Chhnang.

4.8.12 ECOLOGICAL RESOURCES

4.8.13 FLORA 346. Forests make up a major part of the country's natural resources. Hill evergreen, tropical rain and dry land evergreen forests are found in the humid coastal ranges, humid northeastern uplands, and the very humid to sub-humid low altitude areas. Freshwater inundated forests are found in the Tonle Sap Lake and in areas of the Mekong River. Mangrove forests are found along the coasts of Kaput and Kohl Kong provinces. In 1960 Cambodia's forests covered 73% of the total land area of the country. By 1998 the forest cover had decreased to 58% and at least until the mid-2000s it was estimated that Cambodia was losing forest cover at the rate of 2% per annum. The reduction has been attributed mainly to commercial logging, illegal logging (both large and small scale), large scale agricultural concessions, fuel wood collection, non-traditional shifting cultivation and the settlement of new villages. Secondary measures include forest fires and infrastructure development. Nevertheless, Cambodia still has substantial forest cover in comparison with other GMS countries with the exception of the Lao PDR. 347. Forests are divided into concession forests and protected forests. In the Project provinces, there are some protected forest areas and indigenous tree species (e.g. the Diptherocarpus species) that are protected by Cambodia‘s Forestry Law of 1995. However, as the primary land use along the Project roads is agricultural and residential, these forests are not located in the vicinity of the roads proposed for upgrading. Community forests are managed by local residents who must abide by a management plan that is supervised by the Forestry Department. The community has access to the forest and may remove forest products and cut trees for their own use but they are prohibited from selling the trees. Timber harvesting for sale is only allowed from forest concessions. There are also non- timber forest products (NTFPs) that poorer households rely on such as bamboo, resins, wild fruits and vegetables, honey bees and other insects, and larger wildlife, although the collection of some NTFPs for commercial purposes are prohibited by Cambodian laws.

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348. Vegetation cover along the project roads largely consists of agricultural crops such as rice, while some sections traverse areas covered with shrubs, grasses and sparse trees. Lowland rice cropping is the main activity but other crops grown include soybean, cassava, and cashew. Fruit and vegetables crop are also cultivated although primarily for domestic consumption.

4.8.14 FAUNA 349. Cambodia has a rich biodiversity. The forests, wetlands and other habitats support many species of flora and fauna, including 212 species of mammals, 536 species of birds, 240 reptile species, 850 freshwater and 436 marine fish species and more than 2,300 plants (800 of these plants are used in for the local manufacture of traditional Khmer medicine). 350. Along the Project roads, fauna is mainly made up of the large and small livestock raised by some households. There are indigenous endangered species such as the Siamese Crocodile and a variety of monkeys (e.g. silvered leaf monkey) and birds (e.g. white-shouldered Ibis) within protected areas, but as no project roads are located in protected areas adverse impacts to endangered species are not anticipated.

4.8.15 FISHERY 351. Fish is the most important source of animal protein in the diet of all Cambodians, constituting upwards of 75% of total animal protein input. Fish are also an important source of calcium and Vitamin A, especially for the rural poor. On average the countrywide consumption rate is 65.5 kg/capita/year. Each year, Cambodia‘s combination of subsistence, middle-scale and large- scale commercial fishing harvests produce 300,000 to 430,000 tons of freshwater fish. This production ranks fourth in the world and is worth approximately US$300 million. However, there have been incremental declines in fish catches and it is now estimated that less than 250,000 tons of fish is being caught, consisting of approximately 105,000 tons of household fisheries, 75,000 tons of rice field fisheries and 68,000 tons of middle and large-scale fisheries (marine fisheries production account for an additional estimated 55,000 tons).

4.8.16 ECOLOGICALLY PROTECTED AREAS

4.8.17 TONLE SAP BIOSPHERE RESERVE 352. The Tonle Sap Biosphere Reserve is protected by national legislation and is recognized by United Nations Education and Scientific Cooperation Organization (UNESCO) under the MAB program. The Tonle Sap is the largest freshwater lake in the Greater Mekong Sub-Region with an area of 2,500-3,000 km2 in the dry season and 10,000 – 15,000 km2 in the wet season. The water depth ranges from 1 meter in the dry season to 10 meters in the wet season and it is home to nearly one-third of Cambodia‘s population. In 1997 it was nominated as a Biosphere Reserve under the Man and the Biosphere Reserve Program of UNESCO. Biosphere reserves are nominated by governments and remain under their jurisdiction. Reserves are intended to fulfill three complementary functions: (i) a conservation function; (ii) a development function; and (iii) a logistic function. 353. The Tonle Sap Biosphere Reserve (TSBR) has the following zones. i. Core areas are securely protected sites for conserving biodiversity, monitoring minimally disturbed ecosystems, and undertaking research and other low-impact uses such as education. The TSBR core areas cover a total of about 43,000 ha which are characterized by a flooded forest, streams and water bodies, and rich biodiversity. Nearly 100 water bird species are found there, a dozen of which are of global significance. The areas are also known for their fish, mammals, and reptiles. There are three core areas in TSBR. ii. The buffer zone covers about 541,482 ha and is used for cooperative activities compatible with sound ecological practices, including environmental education, recreation, ecotourism, and research. Its boundary corresponds to the outer boundary of the Tonle Sap Multiple-Use Area. The TSBR buffer zone surrounds the core areas up to the outer limit of the flooded forest. iii. The transition area is the outer zone which covers 899,600 ha. It is intended to be flexible and allows development in keeping with the needs of the local population. The

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transition area forms the interface between the TSBR and common land. The southern edge of TSBR transition zone forms a boundary with NR5. The flexible transition area is the integrated economic zone, which is managed for sustainable agriculture, human settlement and land uses, without having adverse effects on the flooded forest, water quality and soils of the region around the Tonle Sap Lake. None of the project roads are located within the core, buffer zones or transition zones of TSBR.

4.8.18 PHNOM AURAL WILDLIFE SANCTUARY 354. The Phnom Aural wildlife sanctuary is located in western Cambodia and lies within the Cardamom Mountain range, covering parts of the three 3 provinces of Kampong Chhnang, Kampong Speu and Pursat. (11°54′45″N 104°03′42″E) It was created by Royal Decree in 1993 and is one of the oldest protected areas in Cambodia. It covers a large area of 2,500 square km (1,000 square miles) or 250,000 hectares. 355. The Phnom Aural wildlife sanctuary has been subject to a zoning process. Following consultation with local stakeholders and a series of ecological and socio-economic surveys of the areas, a set of four zones was demarcated, as given below. i. Core zone ─ access only for research. ii. Conservation zone ─ small-scale community uses of NTFP. iii. Sustainable use zone ─ community sustainable use of resources including NTFPs, fuel-wood collection, timber cutting, fisheries, ecotourism and agro-forestry (outside of community protected area). iv. Community zone ─ in addition to the above, small animal trapping for subsistence use, agriculture, and livestock grazing for both subsistence and commercial objectives. 356. No consumptive use of resources is permitted in more than 60% of the land area. The zones are shown below in Figure 27. 357. The topography is dominated by Mount Aural which at around 1,813 m ASL is Cambodia's highest mountain. At elevations below 1,200 m ASL the vegetation is dominated by lowland evergreen forest. Elevations between 1,200 and 1,500 m ASL support lower montane evergreen forest, while elevations above 1,500 m ASL support upper montane evergreen forest. The forest types are shown below in Table 31. 358. PAWS contains an IBA which comprises all areas of evergreen and semi-evergreen forest above 400 m ASL, which is thought to be the lower altitudinal limit of the Chestnut-headed Partridge Arborophila cambodiana. 359. The IBA supports both restricted-range species found in the Cambodia-Thailand-Mountains Endemic Bird Area: Chestnut-headed Partridge and Cambodian Laughing thrush Garrulax ferrarius. 360. Within the IBA, hunting pressure on bird populations appears to be relatively low, and largely restricted to the snaring of ground birds for domestic consumption. Such snaring is mainly conducted by wood collectors. Another potential threat to biodiversity is selective logging, which can lead to habitat degradation and loss. This threat is, however, currently low, since no large-scale, commercial logging is taking place within the IBA, and small-scale, illegal logging is on the decline.

4.8.19 PHNOM SAMKOS WILDLIFE SANCTUARY 361. The Phnom Samkos Wildlife Sanctuary was established in 1994 and is located in the Cardamom Mountains in western Cambodia, adjacent to the border with Thailand. (12°16′17″N 102°58′36″E) It is a mountainous area containing three peaks: Mount Samkos which is Cambodia's second highest mountain (1,717 m), Mount Khmaoch (1,496 m) and Mount Tumpor (1,250 m). The area includes an IBA.

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Figure 27 PAWS Zones

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Table 31 PAWS Types of Forest Cover

Forest Types in Phnom Aural Wildlife Sanctuary in 2003 (hectares, ha).

Total in Conservation Sustainable Community Type Core zone PAWS zone use zone zone Agriculture and bare 5,493.24 41.13 206.17 653.74 4,592.20 soil. Evergreen hill forest 17,509.36 17,390.28 119.07 0.01 on dacite and rhyolite. Evergreen hill forest 49,886.64 49,163.27 723.34 0.03 on granite. Evergreen hill forest 13,220.91 12,457.99 732.58 29.17 1.17 on sandstone. High elevation woodland and 295.24 295.24 ─ ─ ─ grassland often with pine. Highly disturbed forest with abundant 1,519.85 774.54 570.07 154.31 20.93 bamboo. Low elevation of woodland and 126,953.25 46,711.81 51,573.18 19,835.31 8,832.95 grassland. Lowland forest: large crowned, low elevation forest with high 39,727.18 24,669.97 11,173.78 3,301.91 581.52 proportion of deciduous tree species. Montane forest. 428.54 428.54 ─ ─ ─ Grand total (rounded) 255,034 151,933 65,098 23,974 14,029

Source ADB: calculations by Ministry of Environment, Cambodia.

4.8.20 KIRIROM NATIONAL PARK 362. Kirirom National Park (11°18′37″N 104°03′04″E) is located mostly in , Kampong Speu Province, while a smaller section is in neighboring . It was established in 1993 and covers 350km2. The park extends over the eastern part of the Cardamom Mountains. It is located 112 km from Phnom Penh off National Highway 4 on the road to Sihanoukville. It is located at an altitude of 675 m (2,215 ft) above sea level and was Cambodia's first officially designated national park. Among the animals in the park are Asian elephant, deer, , Banteng, leopard, Spotted Linsang, Pileated Gibbon and tiger.

4.8.21 CARDAMOM MOUNTAINS WILDLIFE SANCTUARIES PROJECT 363. The Cardamom mountain range extends along a southeast-northwest axis from Koh Kong Province to . The highest elevation of the Cardamom Mountains is Phnom Aural. Dense tropical rain forest prevails on the wet western slopes, which annually receive from 3,800– 5,000mm of rainfall. By contrast only 1,000 to 1,500mm falls in Kirirom National Park on the wooded eastern slopes in the rain shadow facing the interior Cambodian plain. 364. Threats to the biological diversity of the Cardamom Mountain Range include habitat loss due to illegal logging, wildlife poaching, and forest fires caused by slash-and-burn agriculture. The

90 TA 7665-CAM Preparing the Provincial Roads Improvement Project government has been increasing support for protected area management but still relies extensively on donor and NGO assistance for implementing effective management. Many international conservation organizations are working in the area including Wildlife Alliance, Conservation International, Fauna and Flora International and WWF. Sections of the area have been designated as protected areas, including Phnom Samkos Wildlife Sanctuary and Phnom Aural Wildlife Sanctuary. The level of active protection in all parks in the mountains has been criticized as being too low. 365. The Cardamom Mountains are an emerging tourist destination, with the opening of Wildlife Alliance's Chi-Phat eco-tourism area in the southern Cardamoms in 2008 followed by their second Cardamom Mountains eco-tourism site in Trapeang Roung. 366. The Phnom Aural and Phnom Samkos wildlife sanctuaries were established in 1993 under the Royal Decree on the Creation and Defining of Natural Protected Areas. They are located at the south-eastern end and north-western end, respectively, of the Cardamom Mountains. The two sanctuaries combined cover nearly 600,000 ha. Surveys carried out since 2001 have shown the special importance of the two sanctuaries for biodiversity conservation and environmental services. They have diverse geography, extensive forests, and many endemic and globally threatened species. Evergreen hill forest covers most of the two sanctuaries and the area is listed among the World Wildlife Funds Global 2000 Ecoregions as a priority for biodiversity conservation 367. The two wildlife sanctuaries are home to about 30,000 people who rely on subsistence agriculture, cattle raising, and collection of non-timber forest products for their livelihoods. These communities are among the poorest in Cambodia. Under the Cardamom Mountains Wildlife Sanctuaries Project (CMWSP), a joint project of the Cambodian Ministry of Environment and Fauna and Flora International, zoning plans have been developed for both sanctuaries through participatory consultation with local stakeholders but the sanctuaries face threats from clearance of land by inwards-migrating settlers and the granting of economic concessions as in 2009 a decree was issued permitting limited economic development in PAWS.

4.9 POTENTIAL ENVIRONMENTAL IMPACTS AND MITIGATION

4.9.1 IMPACTS OF ROADS ON PROTECTED AREAS DUE TO LOCATION

4.9.2 NATIONAL ROAD NR13 368. NR13 will not pass in close proximity to any legally designated protected areas or sites of special ecological, cultural or religious interest. The only localized environmental concern at this time is the large water body through which the road passes on embankment which may be subject to periodic inundation in the short term, or extreme weather events in the long term.

4.9.3 ROAD PR314D AND CBF 369. PR314D will not pass in close proximity to any legally designated protected areas or sites of special ecological, cultural or religious interest. 370. The CBF site is already developed and in use by cross border traffic. No adverse environmental impacts are anticipated by further development and upgrading of this facility.

4.9.4 ROAD PR150B 371. PR150B has an eastern section of 5.5 km which connects NR5 to Tonle Sap river. It terminates at the village of Ta Ches at the ferry crossing point of the river. This point is the nearest that any project road approaches to the boundaries of Tonle Sap Biosphere Reserve. It is approximately 4.5 km from the boundary of the outer zone, known as the Transition zone. There will be no impacts from the road on TLSBR. This is shown below in

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Figure 28. 372. None of the project roads are located within the core, buffer zones and transition zones of TLSBR. The location of the project roads in relation to TLSBR are shown below in Figure 29.

Figure 28 Road PR150B in Relation to the Outer Zone of TLSBR

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Figure 29 Road PR150B, NR53 and PR151B in Relation to All Zones of TLSBR

4.9.5 ROAD NR53 373. NR53 runs alongside part of the eastern boundary of Phnom Aural Wildlife Sanctuary for a distance of approximately 6.5 km. 374. Figure 30 below depicts the location of PAWS based on public domain information with the project road superimposed. The road does not intrude into the PAWS but runs contiguous with the boundary. 375. This has been confirmed by detailed investigations and ―ground truthing‖ as described below. 376. Under the Royal Decree on the Protection of Natural Areas 1993 Article 3: Amendments ―The protected natural areas may be modified or expanded in the future on the basis of scientific information involved in the conservation of ecology and the maintenance of the existing landscape in the Kingdom of Cambodia.‖ It is possible that the boundary may have been modified and yet still be completely in accordance with the law. However, site visits have established this has not occurred.

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Figure 30 Road NR53 in Relation to the Outer Zone of PAWS

377. The boundary of PAWS was given in the Royal Decree of 1993 which showed a boundary line drawn on a map. The consultants obtained a copy of the original decree to confirm this. An NGO, FFI have recently been very active in PAWS with regards to the boundaries. They took coordinates off the original map and transformed these into cartographic coordinates using the UTM system. (The consultants have obtained these coordinates, called ―Waypoints‖.) The waypoints were then used by FFI on a GPS system to identify locations on the ground where concrete posts could be erected to mark the boundary of the PAWS. In some cases the intended location was inaccessible and could not be used to locate a concrete marker. In this case discussions were held between FFI, MoE, Provincial officers and local villagers to agree on a location for the marker post. 378. Site surveys were carried out together with the PAWS Rangers from the Provincial Department of Environment, and the District Village Heads. A series of concrete posts were identified which mark the boundary of PAWS. Each post is numbered, states the Royal Decree and has the UTM Coordinates written on it. Some of these have been moved slightly at the request of the villagers to avoid natural features such as a drainage ditch (see Figure 31).

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Figure 31 Concrete Marker Post 45, 46, 47, 48, 49 and 50, and UTM Coordinates Showing the Boundary of PAWS Contiguous with NR53

Figure 32 Boundary Markers for PAWS

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379. The locations were checked with a GPS unit and the findings crossed checked with the UTM coordinates written on the post. All were found to be correct. Six posts mark the boundary of PAWS where it runs contiguous to NR53. (Figure 32). 380. Having established the boundary of PAWS in relation to NR53 it is possible to show the distance of the project road from the various zones of PAWS. PAWS is divided into 4 zones which are not concentric (unlike TLSBS). The characteristics of the zones are described below (Table 32) and the location of them with respect to NR53 given in Figure 33. The distances of NR53 from the various zones are given in Table 33. It can be seen that NR53 has no adverse impact on the activities designated by the zones of PAWS. Table 32 PAWS Internal Demarcation Zones

PAWS Zone Use Area (ha) % Total

Core Zone Access only for research 151,993 60

Conservation Small-scale community uses of NTFPs 65,099 26 Zone

Community sustainable use of resources including Sustainable NTFPs, fuelwood collection, timber cutting, 23,975 9 Use Zone fisheries, ecotourism and agroforestry (outside of community protected area).

In addition to those activities above, small animal Community trapping for subsistence use, agriculture, and 14,029 6 Zone livestock grazing for both subsistence and commercial objectives.

Total 255,036 100

Source: ADB: calculations by Ministry of the Environment, Cambodia

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Figure 33 PAWS Zones in the Vicinity of NR53 381. It is intended to support activities to the villagers in PAWS to enhance their activities in-line with sustainable development in locations adjacent to project roads. Discussions have been initiated with the stakeholders in PAWS to develop collaborative assistance in the future and these are reported in the public consultations sections.

Table 33 Distance of NR53 from PAWS Internal Zones

NR53 runs contiguous to the outer boundary of PAWS for about 6.5 km. The distances of NR53 to the nearest point of each zone are: Distance to Community Zone (Red) 10 metres (for approximately 3.5 km) Distance to Sustainable Use Zone (Blue) 10 metres (for approximately 3 km) Distance to Conservation Zone (Yellow) 2 km (at nearest point) Distance to Core Area (Green) 5 km (at nearest point)

Source ADB

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4.9.6 ROAD PR151B 382. PR151B marks the most southern point of the project roads. This road is further away from PAWS than NR52 and more than 50 km from Kirirom National Park. No adverse environmental impacts are anticipated from this section of the project road on these two protected areas (Figure 34).

Figure 34 Road PR151B in Relation to Kirirom National Park Source ICEM, International Centre for Environmental Management, Cambodia 2002

4.9.7 POTENTIAL IMPACTS DUE TO CONSTRUCTION WORKS 383. Potential impacts from operating outside agreed areas demand that contractors must be instructed as to where construction works, materials storage, workers camps, fabrication yards and borrow areas may be located. Operating outside these areas may intrude into protected areas or lead to conflict with local residents. 384. Borrow areas for widening and raising of embankments will use a variety of earth, laterite and rock materials. Soil will be obtained from borrow pits or excavated material taken from trenches running lateral to the road. Temporary roads may be needed to access borrow pits. After work is completed borrow areas (borrow pits and borrow roads) must be reinstated to their original condition. 385. Rock extracted by explosives, causes blasting noise, and vibration impacts may occur. The blasting method statement must be submitted to the Resident Engineer in advance for his approval. 386. Fabrication sites such as those for the construction of bridges and culverts including sites for pre-cast concrete structures, which will be transported to site and installed, may have impacts at the site and on their surrounding areas. 387. Construction materials such as earth, gravel and rock will be hauled by trucks and so transported to the project sites. Concrete beams will be pre-cast in a fabrication yard and then

98 TA 7665-CAM Preparing the Provincial Roads Improvement Project transported to site and erected. If contractors' haulage trucks exceed weight limits there may be damage to roads and bridges. 388. Fuel and oils including lubrication oils are required for project vehicles. These may leak into watercourses. Also vehicle wash down water may cause contamination. 389. Bitumen used for bituminous surface treatments, asphalt concrete and other construction purposes and which may be used in batching plants will be stored on site. Storage areas must be strictly controlled and not located near watercourses. Bitumen that needs a fuel source for heating must not use wood as a heating fuel. Bitumen applied during rain can be washed into watercourses. 390. Noise and vibration may be generated by construction equipment, vehicles, pile driving, demolition and blasting during construction, 391. Dust from unpaved roads is a major nuisance for roadside residents, especially those in built-up areas. During construction, fabrication sites and access roads, material stockpiles, crushers and batching plants may generate dust. 392. Construction waste materials caused by the demolition of old structures or by other means may be produced. These may comprise waste concrete rubble, wood, nails and old steel re-bars. These can be sharp and pose a threat to grazing animals. 393. Erosion and sedimentation may be caused by civil works activities on borrow pits, quarries, road embankments, culverts and bridge abutments and road diversions which will expose bare soils. Work within channels and dumping of excavated material into flowing channels can cause blockage of drainage channels. 394. Damage to Services within the RoW may include effects on electrical cable, fibre optic telephone cables, mobile telephone transmission towers and underground water pipelines. Damage to such utilities must be avoided. 395. Road diversions may be necessary to divert traffic around certain areas. Drivers must be forewarned of changed road conditions. Old signage may be misleading if not removed. 396. Forest and roadside trees will be removed in order to allow widening, and this may be required in large numbers and those removed must be disposed of adequately. The requirements are discussed in detail under ―Mitigation‖. 397. Discovery of relics demands the utmost care from the contractor. While no ancient monuments have been identified along the project roads, historic artifacts may be discovered during excavation. 398. Accidents and injuries risk requires that the Contractor must have a stated policy and clear program for Occupational Health and Labor Safety. Trained first aid personnel and emergency response facilities are required.

4.9.8 POTENTIAL IMPACTS DUE TO WORKERS CAMPS 399. Location of camps and works including the conceptual layout of the construction camps, workers quarters and quarries has not yet been proposed. In addition to permanent camps there may be temporary camps for teams of workers who move around the project roads. Their exact locations are not yet specified. More details will become available as the works progress. 400. Camp amenities for fixed teams must be determined. Workers living in camps will need adequate facilities for food preparation and cooking facilities, laundry, personal hygiene and waste removal. Contractors must provide these to avoid unsanitary impacts on nearby residents. 401. Construction camps for mobile teams who move around the route as works progress may cause contractors to try to use temporary camps with containers for sleeping and temporary latrines on rented land. This is considered too disruptive to local villagers and renting houses as temporary quarters is preferred. 402. Stagnant water areas can be created in borrow pits, discarded solid waste such as plastics, old tires and metal containers and these provide temporary breeding habitats for mosquitoes. Malaria and dengue fever are prevalent. Contractors should provide preventive control measures.

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4.9.9 HEALTH AND SAFETY 403. Health and safety risks may arise during the construction stage from (i) inadequate sanitation facilities in work camps (ii) lack of preparation for accidents and injuries (iii) introduction of contagious diseases by immigrant workers (iv) outbreaks of malaria in the labor force. Contractors must take steps to avoid these. 404. Social issues, especially STI‘s, are the introduction of sexually transmitted diseases or other infections by immigrant workers and is a concern. These issues should be addressed. 405. Cleanup of the construction site when construction is completed must be carried out by the contractors by removing all equipment and buildings and carrying out site remediation work, unless the site and buildings are to be left intact and handed over to the local authorities.

4.9.10 POTENTIAL IMPACTS DUE TO OPERATION 406. Road accidents, as a result of the improved road, and with long straight stretches and relatively long distances between the villages, it will be possible for vehicle speeds to increase. This may increase road accidents. Traffic safety is an issue and a road safety program will be implemented. Full details are given in the Road Safety Section. 407. Noise from road traffic is a nuisance for roadside residents. As traffic grows, with more heavy goods vehicles, noise levels will increase. However smoother road surfaces can reduce road / wheel interaction noise. 408. Air pollution from vehicle operation, especially heavy diesel powered vehicles will increase. However, higher speeds give more engine efficiency which reduces air pollution. 409. Currently transport operators face a poor road system with the attendant risks of a high proportion of accidents attributable to these poorly maintained roads. With the new road and better road conditions transport accidents attributable to poor road conditions will decrease but accidents attributable to speed are likely to be several times greater. Thus as traffic densities and speeds increase there is increased likelihood of accidents and toxic materials being released into the air, ground and aquatic systems. To date there do not appear to have been any major accidental spills. 410. Illegal settlement and dwellings should be discouraged as encroachments and squatters can effectively reduce the road width and contribute to accidents. 411. Loss of forest can be caused by improved access to an area and can sometimes result in accelerated loss of forests due to illegal logging. Illegal logging is controlled by MoE Rangers and they reported that is not a major activity in PAWS, the main protected area near to any project roads. 412. Loss of wildlife is a concern because with increased access there is the possibility of an increase in illegal wildlife hunting and threats to endangered species. As stated above MoE Rangers patrol to control such illegal activities.

4.9.11 POSITIVE OPERATIONAL IMPACTS - SOCIAL ENHANCEMENT 413. Not all impacts are adverse. The project will have several positive benefits which include:

hiring of local communities for construction work; reduced transport costs; improved public access; improved transport of goods for rural communities; tourism benefits.

These will enhance the quality of life and living standards of the local population.

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4.9.12 MITIGATION OF IMPACTS DUE TO CONSTRUCTION WORKS 414. Intrusion into protected areas must be avoided. All of the construction activities, including structural work and laydown yards, quarries, borrow pits, fabrication yards and workers camps must be located outside any protected areas. 415. Borrow areas are still to be identified and finalized. Details of location, excavation and rehabilitation are still to be decided. Many villagers stated during consultations that they wished borrow pits to be left open so that they could be used for water reservoirs, duck ponds or fish ponds. As borrow areas will be subject to a private contract between the villagers and the contractor, the decision as to rehabilitation will be made on a case by case basis. However, should the villagers specify rehabilitation, the contractor must comply with this request. Otherwise all borrow pits must be filled in after project completion, and resurfaced with topsoil and re-vegetation, as indicated in the borrow pit excavation plan, to such a condition that they do not pose a hazard to local residents. Temporary roads will be needed to access borrow pits. After work is completed these must be removed. This includes breaking up compaction and reinstating the original ground surface. 416. Quarry and borrow sites operation requires that measures are implemented at t h e quarry and borrow sites to minimize impacts on water quality, reduce dust emission during transport, minimize erosion and siltation of nearby water courses and avoid damage to productive land and ecologically sensitive areas. Details are given in the IEE. 417. Forest and roadside trees are to be cut down. Along PR314D there are 2,234 trees and along NR13 there are 9,906 trees. On NR53 there are 3,010 trees and 2,612 trees on the other midwest roads. For road PR150B the trees on the shoulders are 15 m high and along NR13 trees planted on the shoulder/ side-slope must be removed as they must be for the short section in Prey Veng province, where they are 10 m high. Where they are under the new road it will be necessary to remove the roots where widening from 4 m to 8 m as the tap root is thought to be about 5 m long. Replacement of trees is discussed under Resettlement. 418. Discovery of relics during excavation relics must be reported to the responsible agency as required by the Law on Cultural Heritage, 1996. 419. Accidents and injuries risk demands that the Contractor shall have a Safety Officer trained in first aid and the contractor must check the response time of emergency facilities such as fire and ambulance. All workers must be issued with PPE – Personal Protective Equipment – such as safety boots, helmets, goggles and gloves. Workers must be trained in their use and reminded daily at morning ―Toolbox Briefings‖ when the day‘s tasks are assigned. Records must be kept of accidents, lost time due to fatalities, injury or medical attention. Workers should be offered incentives to report ―near misses‖ and correct carelessness. Extra efforts must be made to prevent children injuring themselves on site after working hours. Emergency telephone numbers must be displayed prominently on site. 420. Dislocation of people must be agreed by the contractor and the local people. The road is being built within an established ROW but even minor dislocations such as temporary bypasses around structures will be required.

4.9.13 MITIGATION OF IMPACTS DUE TO WORKERS CAMPS 421. Camp amenities for fixed teams must include potable water which must be supplied for cooking and washing but it is not intended for drinking. If wells are drilled on sites the supply must be 100 L / man / day. It must be stored in overhead storage tanks for gravity distribution. If no wells are planned water for personal washing, laundry, cooking and toilets must be supplied to the camp by road tanker and the supply must remain at 100 L / man / day. 422. Drinking water must be supplied. The requirement is between one and four litres per day of bottled water must be supplied per worker depending only on an individual‘s actual requirement within the limits given. 423. Sanitation includes toilets that must be flushed by water which connects to septic tanks. Prefabricated septic tanks must be used which have internal baffles and connect to underground soakaways. These are readily available in the local market. It is recommended that local subcontractors / builders be used to install them as they have local knowledge of soil conditions, water table depth and are low cost.

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Figure 35 Septic Tanks Locally Available with Installation Instructions

424. Septic tanks must be covered with concrete slabs to control odour and must have vent pipes. They must be accessible by manhole covers with grease seals to allow emptying when needed. Soakaways must be constructed below the ground surface to allow dissipation of liquid effluents and be subsurface. 425. Food must be prepared by offsite local contractors to provide 3 meals per day. Food waste must be collected daily and removed regularly to discourage vermin. 426. Camp fuel needs must be controlled. If the labor force is not supplied with adequate rations they may exert demands on local supplies of fuelwood, fruit and wildlife. The Contractor must provide gas, kerosene or similar for cooking and heating, and regular meals three times a day. 427. Wash water must be provide using potable water. It must be used for personal hygiene washing, laundry and washing cooking utensils. Such wash waters must be kept in a separate waste stream and not mixed with sanitary waste. If discharged to water courses, the waste water must first pass through a grease trap to retain detergents and oil / grease. This must be cleaned regularly and the grease waste buried. 428. Solid waste disposal must be controlled. Biodegradable waste must be buried in pits and covered with soil on a daily basis. Non biodegradable wastes such as paper, plastics, cans bottles and the like must be collected and removed from the site by a subcontractor. 429. Mobile teams are often used to move around the route as the works progress. The contractors must rent houses as temporary quarters, with full water supply, sanitation and cooking facilities for each team of workers. These locations must be determined through the approval of the Engineer. 430. Stagnant water areas must be controlled. Contractors must check borrow pits, discarded plastic sacks, old tires and metal containers for stagnant water to avoid temporary breeding habitats for mosquitoes. This must be carried out at least every 7 days to interrupt the breeding cycle of the mosquito which is 12 days. Contractors must implement regular pesticide sprays and provide mosquito nets for workers during sleeping. 431. Health and safety must include the contractors‘ implementation of a pre-employment health screening, employment of a safety officer skilled in first aid, and carrying out regular sanitary checks. They must also liaise with the local emergency services (fire, police, and ambulance) to check the response time of emergency facilities. 432. Social issues include the risk of STI‘s. Workers from outside the community must be given pre-employment HIV screening. Work camps should be sited away from local communities. An HIV/AIDS awareness program has been developed and should be implemented by a specialist subcontractor. 433. Cleanup of the construction site must be carried out when construction is completed, the contractors must clean up the construction sites by removing all equipment and buildings and carrying out site remediation work.

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4.9.14 MITIGATION OF IMPACTS DUE TO OPERATION 434. Road alignments include a short section of NR53 which will have its alignment adjusted slightly on the opposite side to PAWS to avoid a concrete marker post of PAWS which has been placed actually outside the PAWS boundary close to the shoulder of the road. 435. Embankments are being raised to a flood free height will avoid flooding of the road. This may cause runoff to be held behind the embankment and so additional cross drainage has been included. Some slopes on NR13 will be eased from 1:2 to 1:3 to improve slope stability. 436. Noise from road traffic can be a nuisance for roadside residents. The project will have positive impacts on the quality of life of roadside residents as paved roads will be less noisy, but as traffic grows with more heavy goods vehicles noise levels will increase. The paved road will assist in reducing noise. Other controls include; prohibition on the use of air horns at night and fining drivers who operate vehicles without adequate silencers. 437. Air pollution from vehicle operation, especially heavy diesel powered vehicles will increase. The project will pave roads reducing dust which will have a major immediate beneficial impact on those people living alongside the road. PR314D will be improved by filling in of old roadside narrow rectangular borrow pits which are a source of vector breeding. Provision of a concrete road on PR150B at the approach to Ta Ches market will reduce airborne dust and improve muddy conditions during rain and flooding. 438. There are no religious artifacts located near the roads. Graves will be avoided. 439. Road accidents must not increase. Control of speeding and overloaded vehicles is the responsibility of the police. A community based road safety program will be implemented. 440. Toxic spills are a hazard. Control of vehicles carrying hazardous materials is the responsibility of the police. Vehicles in Cambodia do carry HAZCHEM warning signs. To date there do not appear to have been any major accidental spills. 441. Illegal settlement must be discouraged. MPWT will discourage illegal dwellings, encroachments and squatters within the RoW. 442. Loss of forests must not occur. While the Project will improve access to PAWS protected area it is not expected to increase any forest loss beyond that taking place at the moment. The Departments of Agriculture, Forestry and Fisheries are active in controlling illegal logging and impound vehicles if caught involved in such activities. 443. Loss of roadside trees will occur. All standing annual crops will be allowed to be harvested before the start of civil works in a particular section of the Project roads. This can be achieved with the synchronization of the start of civil works and the cropping schedule of DPs cultivating plots of land in the ROW (Table 34). Details are given in the Resettlement Plan. Table 34 Summary of Impacts PR314D and NR13

Quantity Items Unit PR314D* CBF+ NR13* Perennial trees No. 584 15 966 Not yet bearing fruit No. 82 0 195 Fruit bearing class A No. 208 0 513 Fruit bearing class B No. 168 8 149 Fruit bearing class C No. 46 7 60 Fruit bearing class D No. 80 0 49 Timber trees No. 1,650 583 8,940 Class A No. 18 344 8,407 Class B No. 373 230 501

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Quantity Items Unit PR314D* CBF+ NR13* Class C No. 1,098 0 26

Source: ADB-TA7665 Resettlement Plan

444. The summary of tree removal along the midwest roads is given in Table 35. The replacement cost of 584 perennials in PR314D is estimated to be $23,826, while the 1,650 timber trees in said section are estimated to be $10,055. At the CBF, the replacement cost of 598 perennials and timbers trees thereat is estimated to be $4,599. In NR13, the replacement cost of 966 perennials is estimated to be $39,345, while the 8,940 timber trees in said section are estimated to be $44,436. 445. The estimated cost of resettlement for the rehabilitation of PR314D, CBF, and NR13 is US$1,676,977. Replacement costs for trees along PR314D, CBF, NR13 represents 7.3% of total resettlement costs.

Table 35 Summary of Tree Removal PR150B, NR53 and PR151B

Quantity Items Unit PR150B NR53 PR151B Perennial trees No. 2,278 637 95 Not yet bearing fruit No. 224 28 44 Fruit bearing class A No. 1,918 544 39 Fruit bearing class B No. 136 65 12 Timber trees no. 1,912 687 13 Class A No. 36 12 3 Class B No. 1,795 662 0 Class C No. 81 13 10

Source: ADB-TA7665 Resettlement Plan

446. The replacement cost of 2,278 perennials in PR150B is estimated to be $49,253, while the 1,912 timber trees in said section are estimated to cost $10,244. In NR53, the replacement cost of 637 perennials is estimated to be $12,000, while the 687 timber trees in said section are estimated to cost $2,576. The 95 perennials in PR151B are estimated to cost $2,071, while the 13 timber trees in said section are estimated to cost $55. 447. The estimated cost of resettlement for the rehabilitation of PR150B, NR53 and PR151B US$773,779. Replacement costs for trees along PR150B, NR53, andPR151B represents 10% of total resettlement costs. 448. Loss of wildlife must be avoided. There are no wildlife-protected areas within the immediate project area and there are considerable numbers of rangers deployed to protect wildlife.

4.9.15 POSITIVE OPERATIONAL IMPACTS - SOCIAL ENHANCEMENT 449. The project will have several positive benefits which will enhance the quality of life and living standards of the local population. No mitigation is required but efforts must be made to maximize these benefits.

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4.9.16 CONSULTATIONS AND LIAISON 450. Consultations and Liaison must be conducted. The contractors must maintain contact on a working level with the local authorities:

Provincial Department of the Environment; Provincial Department of Culture and Fine Arts; Provincial Department of Agriculture, Forestry and Fisheries.

In addition liaison with community heads, local village representatives, individual landowners and utility companies must be maintained.

4.9.17 IMPACTS OF WATER CAPTURE PROJECTS 451. All the water capture projects are rehabilitation and repair of existing structures. The planned works will simply return them to their original state or improve them. No additional impacts on the environment will be generated by these works. 452. The Cambodian legislation requires IEEs for irrigation projects greater than 5,000 hectares. All these projects are below this figure and so no IEE needs to be submitted to MoE.

4.9.18 WATER CAPTURE PROJECTS MITIGATION MEASURES 453. In view of the absence of impacts no major mitigation measures are required.

4.10 ANALYSIS OF ALTERNATIVES 454. This project was originally classified as Category B and this has been confirmed by this IEE. No Analysis of Alternatives is required.

4.11 INFORMATION DISCLOSURE, CONSULTATION, AND PARTICIPATION

4.11.1 GENERAL PUBLIC CONSULTATION ON ENVIRONMENTAL ISSUES 455. A total of 40 public information meetings/ consultations with various stakeholders were conducted in 25 communes from May-July 2011. A total of 319 people attended (50%) were women. The meetings provided information on the project, anticipated impacts (environmental, involuntary resettlement and social risks) and mitigation measures. Participants were provided opportunities to raise questions, clarify information and express their opinions. There were also 7 separate consultations with the IPs/EMGs (i.e. Cham and the Vietnamese) conducted in the districts of Kampong Tralach and Tuek Phos in Kampong Chhnang province from June-July 2011. In addition to stakeholder consultations, a total of 700 households also participated in the socio-economic baseline survey conducted in June 2011 and 437 (62%) of the respondents were women.

4.11.2 PERCEPTION TOWARDS THE PROJECT NR13, PR314D AND CBF 456. Most of the male-headed (92.0% or 47 respondents) and women-headed (81.0% or 21 respondents) Affected Households (AH) in PR314D are supportive of the Project. Percentage-wise, the sample AHs in NR13 are not as supportive as those in PR314. Only 61.0% (44 respondents) of the 72 male-headed AHs and only 50.0% (7 respondents) of the 14 women-headed AHs in NR13 expressed support for the Project. It implies that the surveyed AHs in NR13 are satisfied with the present condition of their paved (asphalt) road and are apprehensive of the disruption the rehabilitation of the road will bring about to their existing activities.

4.11.3 PERCEPTION ABOUT THE PROJECT PR150B, NR53, ANDPR151B 457. The majority (69% or 42 respondents) of the male-headed and all 4 of the women-headed AHs in PR150B are supportive of the Project. Similarly, most (82.76% or 24 respondents) and all 8 of the women-headed AHs in NR53 are supportive of the Project. Also, most (77% or 10 respondents) of the male-headed and the 2 women-headed AHs in PR151B are supportive of the Project. Among the

105 TA 7665-CAM Preparing the Provincial Roads Improvement Project reasons cited for their support of the Project are: (a) good road will facilitate the development of the villages, communes, and districts; (b) better access to health care; (c) cheaper transport cost; and (d) cleaner environment. Reasons for the negative view about the Project are (a) income loss due to disruption in business operation during construction; (b) damage to or loss of houses and other structures; and (c) the need to rebuild public structures, such as Pagoda gates, wells, and drainage system.

4.11.4 PUBLIC CONSULTATION ON WATER CAPTURE PROJECTS 458. Under the Climate Change Mitigation Measures component of TA 7665 Project, a series of five water capture projects have been identified in Kampong Chhnang Province. Each of these projects must be described in the IEE and an essential component of this evaluation is Public Consultation. Public Consultation Meetings were conducted on 7-8 September 2011 in Tuek Phos District, Kampong Chhnang Province 459. The public consultations were organized with the assistance of the Commune Chiefs in each locality. Potentially Affected Persons from the villages were invited verbally, relevant provincial government officers invited in writing by MPWT, and suitable locations organized in pagodas. The venues were:

i. Roleang Ke Pagoda, Chaong Maong Commune, Tuek Phos District, Kampong Chhnang Province; ii. Keo Buthearam Pagoda, Akphivodth Commune, Tuek Phos District, Kampong Chhnang Province; iii. Vihear Beth Meas Pagoda, Kbal Tuek Commune, Tuek Phos District, Kampong Chhnang Province; There were 3 venues for 4 meetings covering 5 communes, all in Tuek Phos District, Kampong Chhnang Province. The four meetings took two days in total.

460. In order to demonstrate Gender Equity in the meetings and ensure a correct record of comments from villagers the services of a female rapporteur were retained. A ―break out group‖ to hold discussions among females only was offered but proved not necessary. 461. It was estimated that 150 people might attend the 4 meetings over 2 days and refreshments were offered to attendees. No other incentives were offered to any persons. The budget was US$550. In the event 109 villagers attended plus provincial government staff and consultants. 462. No disputes or conflicts were raised. Competing needs were described but in general all the villagers were very supportive of the plan to provide more irrigation water for generating two rice crops a year instead of one. Some pertinent points are given below.

A dam across the river was needed but it would raise the water level upstream where people currently wade across the river because the water level is low. Could a crossing be provided on top of the dam? One lady was concerned that she was so poor she could not afford the money for a connection to a piped water supply and asked if she could offer her labor in exchange for a connection? The use of the ex-railway water tank to provide water was enthusiastically supported. Local residents asked for drinking water not general garden irrigation water. They were willing to pay for the water if it was cheaper than commercially available bottled water. They were concerned over who would manage the water supply, would it be taken over by private operators, and would the raise the price of the water. A villager offered use of his land for free to show his support for the projects

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Figure 36 Public Consultations on Water Capture Projects, Kampong Chhnang

463. Government officers from MOE, MRD and MOWRAM also concurred with the proposals and endorsed inter ministry cooperation.

4.12 GRIEVANCE REDRESS MECHANISM 464. During site preparation and construction phases, there may be complaints related to the environmental performance of the project. To ensure that there will be a mechanism to resolve such complaints, MPWT shall undertake the following prior to start of site works: i. establish a grievance redress mechanism (GRM); ii. make public the existence of the GRM through public awareness campaigns; iii. ensure that names and contact numbers of representatives of MPWT and contractors are placed on the notice boards outside the construction site and at local government offices (e.g., provincial and commune levels).

465. Through a Grievance Redress Committee (GRC), MPWT shall promptly address affected people‘s concerns, complaints, and grievances about the Project‘s environmental performance at no costs to the complainant and without retribution. The GRC, which shall be established before commencement of site works, shall be chaired by PMU to be assisted by the SEU. The GRC shall have members from the PDRD, commune councils, local NGO, and women‘s organization. Grievances can be filed in writing or verbally with any member of the GRC. The committee will have 15 days to respond with a resolution. If unsatisfied with the decision, the existence of the GRC shall not impede the complainant‘s access to the Government‘s judicial or administrative remedies. 466. PMU, through the PDRDs, shall make public the existence of this grievance redress mechanism through public awareness campaigns. PMU shall also set-up a hotline for complaints and the hotline shall be publicized through the media and numbers placed on the notice boards outside the construction site and at local government offices (e.g., provincial, district, commune levels). Locally affected people will still be able to express grievances through the commune councils and these would be referred to PMU through the usual channels in those committees. 467. The GRC, through the SEU, will receive, follow-up and prepare monthly reports regarding all complaints, disputes or questions received about the Project and corresponding actions taken to resolve the issues. The SEU will develop and maintain a database of complaints received related to the Project. The GRC will also use the punitive clauses of the 1996 Law on Environmental Protection and Natural Resources Management in conjunction with MOE to prosecute offending parties.

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4.13 ENVIRONMENTAL MANAGEMENT PLAN

4.13.1 GENERAL ENVIRONMENTAL MANAGEMENT PLAN 468. The general EMP gives guidance on how to mitigate the environmental concerns identified in connection with this project The EMP deals with mitigation and management measures to be taken during Project implementation to avoid, reduce, and mitigate adverse environmental impacts. 469. MPWT will ensure that the EMP is included in the tender documents for civil works. It will form part of the contract between MPWT and the selected contractor and the requirements of the EMP will be contractually binding on the contractor. The conformity of contractors with environmental contract procedures and specifications shall be regularly monitored by the project management unit (PMU) through the Social and Environmental Unit (SEU) during Project implementation. PMU/SEU shall be assisted by the detailed design and implementation supervision consultant (DDIS) to undertake EMP monitoring and to prepare corresponding semi-annual reports for submission to ADB.

4.13.2 CONTRACTORS ENVIRONMENTAL MANAGEMENT PLAN 470. After appointment and mobilization the contractor must prepare his own version of the EMP known as the Contractors EMP (CEMP). This must give specific details of locations of borrow areas, borrow roads, workers camps and other facilities. This must be submitted to the Supervising Consultant for their approval before works commence.

4.13.3 GUIDANCE ON ENVIRONMENTAL ISSUES 471. A document has been produced jointly by MRD and MPWT entitled ―Guidance on the Implementation of Environmental Safeguards‖. This was produced under the ―Provincial and Rural Infrastructure Project (PRIP) PHRD Grant No. TF056974. (May 2010) It is a guidance document and has no regulatory authority but the contractor should obtain a copy and follow its recommendations.

4.13.4 SOCIAL AND ENVIRONMENTAL UNIT 472. SEU is a team in MPWT who have responsibilities in socio-economics; resettlement; environment and HIV/ female trafficking. Their current duty is to implement RPs. SEU works in close cooperation with the of Inter-Ministerial Resettlement Committee and liaises on a regular basis with: Team of Working Group MPWT; Provincial Sub-Committees; Representative of District, Commune and Village authority. SEU staff with environmental knowledge will respond to complaints during the construction phase, and support the environmental inspectors in the field.

4.13.5 ORGANISATION OF SEU (ESO) 473. On 20 October 2005 MPWT engaged the services of an Independent Consultant under the Cambodia Road Improvement Project, ADB Loan 1945. His duties were to assist in the reorganizing of MPWT. The reorganized structure was to be submitted to the Council of Ministers within 24 months of loan effectiveness. 474. The Consultants responsibilities included assisting Department of Planning in preparation of the duties and job descriptions of the Social and Environmental Division, assist in its establishment and train SED staff so that they could effectively carry out their mandate. 475. In December 2006 the consultant recommended the staff needed for Social and Environmental Impact Evaluation were: Chief of Division; Social specialist; Environmental specialist; Land / property surveying supervisor.

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Job descriptions were provided. In February 2007 the SED was reviewed again and the need for further training noted. This review was repeated in October 2007. The SED staff were involved in the resettlement and land acquisition issues associated with NR5, NR6 and NR56. 476. Currently the SED is located in the Ministry of Public Works and Transport under the Department of Planning and Investment. The Director of the Department of Planning and Investment has the additional duties of being Head of SED. He reports to the General Directorate of Planning and Administration who in turn reports to the Undersecretary of State, Secretary of State and Minister. He has three staff who have a background in legal studies and the social sciences. There is a strong need for more technical skills. There mandate is oversight, monitoring and evaluation.

4.13.6 DUTIES OF SEU ENVIRONMENTAL STAFF 477. SEU Environmental Staff must coordinate the site assessment procedures undertaken by the consultant‘s site inspectors. They will be involved in the finalization of the EMP, the familiarization of the inspectors with the check lists and reporting procedures and the interaction of the inspectors with the contractors. 478. They must review the monthly reports of the inspectors and comment on them before submitting to the Project Manager for discussion at the monthly progress meetings. Where issues are identified and remedial measures proposed by the contractors, the SEU must check before the next monthly meeting if these measures have in fact been implemented, and if they proved effective. If not, the issues must be raised at the next progress meeting. 479. If the DoE or MoE are needed for environmental monitoring, or analysis, using equipment that is not available to consultants‘ inspectors, the SEU must coordinate with MoE in Phnom Penh to arrange the necessary support. SEU will be responsible for receiving any analytical data from the MoE and interpreting it in terms of the legislation, and the obligations it places on the contractors of MPWT. The duties and responsibilities of SEU must include ensuring that the contractors comply with the relevant legislation.

4.13.7 ENVIRONMENTAL MANAGEMENT MONITORING PLAN 480. The Environmental Monitoring Program is included in the EMP and so the EMP can be considered as an EMMP - Environmental Management and Monitoring Plan.

4.13.8 ENVIRONMENTAL MONITORING 481. The essence of monitoring is to ensure Compliance with Environmental Legislation. The contractors have a duty to comply with the relevant legislation. The supervising consultant must check their activities and report to MPWT. In the event of noncompliance MPWT can exert pressure on the contractor to comply.

4.13.9 MEASUREMENTS 482. It will be necessary to carry out measurements to establish if the regulations are being met. In fact, simple compliance with the standards is not necessarily the final objective. There is no harm in the contractor ―going beyond compliance‖ and running an operation better than that required by the standard. The measurements to be made and standards to be met are given below. There will be a ―hierarchy‖ of monitoring and measurements. This would be based on: Contractors; Consultants inspectors; SEU environmental staff; Ministry of Environment. 483. Initially, contractors should check daily that all operations are being conducted correctly. In general ―good housekeeping‖ must be employed. Overflowing of septic tanks must be checked by visual inspection. Dust must be controlled by covering of stockpiles and water sprays. Solid waste, engine oil and grease, must be taken away by waste removal contractors and records kept.

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484. Construction supervision inspectors must make daily spot checks and weekly formal checks on site operations. They must cross check all of the above and view records for waste disposal. They must also investigate any pollution incidents or complaints. They must use the checklists for record purposes and make sure that the complaint or incident is brought to the notice of the contractor immediately, verbally and with a follow up written notice. 485. The results must be submitted to SEU who will interpret them with respect to the relevant regulations. Discussions must then be held with SEU, the consultants‘ inspectors and the contractor to determine how to resolve any problems. 486. After extraction from borrow areas is finished, re-vegetation and reinstatement must be carried out. Warning signs must be erected to avoid drowning if deep ponds are left. Inspectors and SEU staff must make regular checks by visual inspection.

4.13.10 TIMING OF MONITORING 487. The timing of the monitoring is important and guidance is given in the IEE. In addition to regular monitoring, unannounced spot checks must be made by SEU on contractors operations. All of the above procedures should be carried out by the site inspectors, in conjunction with SEU, and where appropriate MOE/ DOE. The results should be formally recorded every week and compiled into a monthly report. This should be submitted to the Engineer, the Chief Resident Engineer and discussed with SEU and the contractors as necessary but at a minimum on a monthly basis. Monthly reports should be compiled into quarterly and annual reports to be submitted to ADB.

4.13.11 RESPONSE TO COMPLAINTS 488. Villagers and APs are encouraged to voice complaints and these are to be duly investigated and reported through the contractor to SEU and so to MPWT. As a complaints procedure exists it is recommended that this procedure be maintained and extended to include environmental issues.

4.13.12 COSTS FOR EMP 489. The estimated costs for implementing the EMP are provided in the IEE. The EMP is also given in tabular form in the IEE.

4.14 CONCLUSION AND RECOMMENDATIONS ON ENVIRONMENTAL ISSUES i. All potential environmental impacts have been identified. The project is confirmed as being Category B according to ADB guidelines. ii. Only minor environmental impacts are anticipated. Such impacts will be experienced during site works mainly due to dust and noise emissions as well as potential occupational and community health and safety risks, but can be mitigated. Some minor mitigation measures will be specified but no major impacts have been identified. iii. Some slopes on NR13 will be eased from 1:2 to 1:3 to improve slope stability. PR314D will be improved by filling in of old roadside narrow rectangular borrow pits which are a source of vector breeding. iv. Provision of a concrete road on PR150B at the approach to Ta Ches market will reduce airborne dust and improve muddy conditions during rain and flooding. v. A short section of NR53 will have its alignment adjusted slightly on the opposite side to PAWS to avoid a concrete marker post of PAWS which has been placed actually outside the PAWS boundary close to the shoulder of the road. vi. None of the eastern project roads (NR13, PR314D and the CBF) are in close proximity to any protected areas of ecological significance. vii. For the western roads, none traverses the transition, buffer or core zones of ecologically protected areas. viii. PR150B has an eastern section of 5.5 km which connects NR5 to Tonle Sap river. It terminates at the village of Ta Ches at the ferry crossing point of the river. This point is the nearest that any project road approaches to the boundaries of Tonle Sap Biosphere Reserve. PR150B is approximately 4.5 km from the boundary of the outer

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zone, known as the Transition zone. There will be no impacts from the road on TLSBR. ix. NR53 runs alongside part of the eastern boundary of Phnom Aural Wildlife Sanctuary for a distance of approximately 6.5 km. The boundary is defined in the Royal Decree 1993 and is indicated by concrete marker posts. Site surveys have been conducted to confirm the exact location of the boundary markers, and these have agreed by local villagers and the Provincial Department of Environment officers. The PDE officers confirmed that NR53 does not intrude into the PAWS. x. PR151B marks the most southern point of the western project roads. This road is further away from PAWS than NR53 and more than 50 km from Kirirom National Park. No adverse environmental impacts are anticipated from this section of the project road on protected areas. xi. The Sub-decree No 72 ANRK.BK. Date 11, August 1999 contains an annex ―List of the projects that require an Initial Environmental Impact Assessment‖. This stipulates that an IEE is required for ―National Road Construction ≥ 100 Kilometers and bridges ≥ 30 tonnes‖. As this project is rehabilitation of existing roads, and the only bridge will be 25 tonnes capacity, then according to MOE Legislation an IEE will not be required. xii. To avoid or mitigate negative impacts arising from the project, an EMP detailing mitigation measures and monitoring activities has been prepared as part of the IEE. xiii. Public consultations involving affected people and local officials have been conducted during the preparation of the IEE in compliance with ADB information disclosure and consultation requirements through focus group discussions and individual interviews in all project affected provinces. Environment was not seen as a major issue by those persons interviewed. xiv. Climate change adaptation was included in the project. The residents knowledge of climate change induced affects, and adaptation strategies, was limited. However, they were strongly in favor of water capture projects. xv. Due to their small size climate change projects do not require an IEE under Cambodian Environmental Legislation. xvi. Temporary environmental impacts caused by the civil works have been identified and mitigation measures are given in the EMP. The EMP (and EMMP) will be included in the IEE and will form part of the tender documents which becomes legally binding on the selected contractor. xvii. To ensure that the project is carried out in accordance with the EMP requirements, MPWT will specify details of the implementation of the EMP in the tender documents and civil works contracts. xviii. ESO (previously SEU) is operational but needs capacity building. The detailed design and implementation supervision consultant will provide on-the-job training to the field personnel of the ESO of MPWT to build their capacity in environmental management and monitoring. xix. No environmental impacts were identified that would warrant the conduct of an environmental due diligence study.

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5 CLIMATE RESILIENCE

5.1 EXECUTIVE SUMMARY 490. The climate change resilience measures are financed through a million $10 million loan and $7 million grant from the Pilot Program on Climate Resilience (PPCR). These measures, also referred to as adaptations, will be implemented through Outputs one and four of this project. Output four will include engineering adjustments to account, in particular, to increase flood level and duration. These include: (i) Changes to the design of road embankments and roadside ditches which are susceptibility to erosion causing failure of the structure, and (ii) Using less moisture susceptible materials or hydraulically stabilized materials (with cement or lime usually) within the road structure so that structural layers do not loose significant strength when soaked. 491. Output four will complement the engineering using green engineering, or planting, to improve the run-off characteristics of the watershed away from the road. Further, they will test small scale approaches to improving water capture capacity using, for instance borrow pits created for embankment materials as well as some other small scale water capture systems. This will be accompanied by the piloting of an emergency management system in Kampong Chhnang. Throughout these activities, capacity will be built in the MPWT to assess their infrastructure‘s vulnerability and to make changes through their guidelines and standards.

5.2 BACKGROUND 492. In Cambodia, there appears to be an overall increase in average total annual rainfall and, this increase is poorly distributed over seasons, resulting in increased floods during the rainy season as well as increased drought incidence during the dry season. 493. There are two major flood types in Cambodia: (i) Flashfloods—resulting from heavy downpours upstream on the Mekong River, which affect provinces along the Mekong and the southeastern areas of the country (e.g. 2001), and (ii) Central area large scale floods—resulting from a combination of runoff from the Mekong and heavy rains around the Tonle Sap Lake, which affect the provinces around the lake and the southern provinces (e.g. 1996 and 2000). 494. In the past, these annual floods produced more benefits than harm, and devastating floods affecting a significant population occurred every five years or more (in 1961, 1966, 1978, 1984, 1991, and 1996). Recently however, harmful floods have occurred every year since 1999, and the worst hit in 2000. Floods seem to be getting worse and more frequent, perhaps to due to climate change and human activities that degrade the environment. Flooding patterns have significantly changed in several provinces, including Takeo, Kandal, Kampong Cham, Kampong Thom, and Kampong Chhnang. While floods are typically considered in negative terms, they have also played a positive role in Cambodian‘s livelihood and food security. Positive impacts include improved soil moisture and fertility for agriculture, groundwater and surface water recharge, and ecological benefits for fisheries and forests. 495. Drought is not well-understood or monitored in Cambodia. There are four characteristics of agricultural drought in the country: (i) unpredictable delays in rainfall onset in the early wet season, (ii) erratic variations in wet season rainfall onset, amount, and duration across different local areas, (iii) early ending of rains during the wet season, (iv) common occurrence of mini-droughts of three weeks or more during the wet season, which can damage or destroy rice crops without irrigation. 496. In 2001, Battambang, Pursat, Prey Veng, Kampong Speu, Kampong Cham, and Svay Rieng were affected by drought. Food shortages affected approximately 133,000 families, about half a million people. At the start of 2002, a long dry spell affected eight provinces covering almost 72,000 hectares. The primary negative impact of drought is the shortfall in rain for agricultural crops. Surface water sources for humans and livestock dry up on a large scale, with 80% of agricultural fields lying idle in most areas for six months. 497. Some of the ways in which climate change can impact on road infrastructure is damage due to land-slides and mud-slides, increased moisture in the subsurface causing failure to the structure, increased erosion to unpaved shoulders from rapid water runoff, increased winds erosion of unpaved roads, and penetration of rainwater through poor surface treatment. Increased wind and reduced moisture on unpaved roads can increase dust levels and reduce visibility. These issues are of

112 TA 7665-CAM Preparing the Provincial Roads Improvement Project concern to the infrastructure itself as well as pose a safety issues for drivers and other road and roadside users. 498. Flooding and soil moisture content is a primary concern for protecting investments in road works and will be addressed as a priority in the adaptation strategy of this project. There is no evidence of major landslides damaging the road in what is a relatively flat topography. However, borrow pits alongside the road, created when materials are extracted for construction of the embankments, are increasingly eroded and cause safety problems to people, livestock and infrastructure. 499. Incorporating climate change into the design of the civil works related to the road will consider where current climate creates a problem, and, where and how this is likely to manifest as rainfall and temperature patterns change in the future. Current and historical patterns will be gathered from field surveys to be conducted along the project road. Future patterns of climate change and land- use degradation contributing to vulnerability will be assessed using the data and science available. 500. The project roads overlie four provinces: Kampong Chhnang and Kampong Speu in the mid- west and Prey Veng and Svay Rieng in the southeast. The proposed project roads experience regular flooding both from surface runoff during the rainy season and stream overflows each year in the rainy season. The most recent high intensity event were the 2000/2001 floods. Experts recollect this to have been the only major flood in the last 60 years in the project area (other parts of the country were affected by typhoon Ketsana in 2009). With high likelihood of increasing intensity of rainfalls causing stronger floods than usual, the roads need to be strengthened structurally to withstand intensified climate events. 501. The proposed adaptation strategy here therefore includes a combination of engineering, non-engineering and planning activities to manage the changes observed and predicted in the project area. The engineering changes have been mainstreamed in the project design itself for mainstreaming adaptation into core development planning activities. These include elevation of the road in areas where major flooding is becoming increasingly common and changing the selection of sub-grade materials to withstand higher moisture contents.

5.3 CLIMATE CHANGE NEEDS ASSESSMENT

5.3.1 METHODOLOGY 502. Climate change impact data was unfortunately not available for the project design and is an extensive undertaking, which falls outside of the scope of the TA. A climate change needs assessment therefore was done at four different levels in order to identify priorities for the project. Firstly, the existing climate data and climate change projections were studied and are summarized in Section 5.3.2 below. Secondly, a review of existing vulnerability assessments was undertaken. Thirdly, consultations were undertaken with government decision makers at the Provincial and District levels. Fourthly, community surveys were undertaken with seven-hundred participants in all four Provinces in order to identify their perceived vulnerabilities and needs. Appendix II-E contains the results of these surveys.

5.3.2 SYNTHESIS OF CLIMATE CHANGE PROJECTIONS 503. Key Finding: The northwest section of the road is more vulnerable to future increases in rainfall, up to a 30% increase from 1999 levels. This does not translate into a 30% increase in water flows. The southeast road segments will not likely be exposed to increased risks due to climate change. The emphasis for the civil engineering and emergency management systems should be in the northwest. 504. The Ministry of Environment (MoE), under the preparation of its second national communication, has been preparing a detailed climate change impact assessment over the past few years and it is the most recent and detailed assessments that could be found. As of writing, the consultant and the ADB had been unable to access the final data, however a summary presentation was sent by the MoE to the consultant. It would be very useful to have this updated information on which to base an assessment of expected climate changes in the project area. Other sources of information were also examined, including from the Global Change System for Analysts, Research and Training group (START-Bangkok), the Stockholm Environment Institute (SEI) Bangkok, United

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Nations Environment Programme (UNEP) Bangkok, and the Mekong River Commission. None of these were more detailed, recent or calibrated than the summaries prepared by the MoE.

505. The changes in rainfall for Prey Veng and Svay Rieng have been observed as: i. Average yearly rainfall will remain constant at approximately 1500mm per year. vi. Maximum monthly rainfall peaks in September at 300mm each year and does not change up to 2039, as shown in Table 36.

Table 36 Prey Veng, Svay Rieng Average Monthly Rainfall (mm)

Month 1960-1979 1980-1999 2000-2019 2020-2039 2040-2059 Jan 0 0 0 0 0 Feb 10 2 2 2 10 Mar 30 30 30 30 30 Apr 70 80 80 80 70 May 150 160 160 160 150 Jun 180 170 170 170 180 Jul 180 170 170 170 180 Aug 210 200 200 200 210 Sep 250 300 300 300 250 Oct 150 290 290 290 150 Nov 10 90 90 90 10 Dec 2 2 2 2 2 Total Annual 1242 1494 1494 1494 1242 % change annual 20% 0% 0% -17% % change peak rainfall 20%

Source: Cambodia Second National Communication to the UNFCCC, 2010, unpublished. Data analyzed by consultants.

506. The changes in rainfall for Kampong Chhnang and Kampong Speu have been observed as: i. Average annual rainfall has already increased and will increase by 31% up to 2019, ii. Maximum monthly rainfall in September has already increased by 20% to 300mm and will increase another 31% to 400mm up to 2019 and then remain constant, as shown in Table 37.

Table 37 Kampong Chhnang, Kampong Speu Average Monthly Rainfall (mm)

Month 1960-1979 1980-1999 2000-2019 2020-2039 2040-2059 Jan 0 0 0 0 0 Feb 10 2 10 10 10 Mar 30 30 30 30 30 Apr 70 80 100 100 100

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Month 1960-1979 1980-1999 2000-2019 2020-2039 2040-2059 May 150 160 240 240 240 Jun 180 170 280 280 280 Jul 180 170 290 290 290 Aug 210 200 380 380 380 Sep 250 300 400 400 400 Oct 150 290 200 200 200 Nov 10 90 20 20 20 Dec 2 2 2 2 2 Total Annual 1242 1494 1952 1952 1952 % change annual 20% 31% 0% 0% % change peak rainfall 20% 33%

Source: Cambodia Second National Communication to the UNFCCC, 2010, unpublished. Data analyzed by consultants.

5.3.3 TEMPERATURE CHANGES IN THE PROJECT AREA 507. Current average temperature in Cambodia is 28°C. The range of temperature is between 17 and 38°C. Table 38 below shows the range of projections for average temperature changes in Cambodia. For the purposes of this project, an increase of 0.79°C in average temperature by 2030 will be assumed, making the future average temperature 28.79°C. This is relevant for the selection of species for planting, favoring species with a survival threshold within this projected warming.

Table 38 Projections in Mean Annual Temperature

Study Year 2025-2030 2060 2090-2100 MOE, 2001 0.3 and 0.6°C 1.6 and 2.0°C Eastham et al., 2008; MRC, 2008 0.79°C University of Oxford (McSweeney et 0.7 to 2.7°C 1.4 to 4.3°C by 2090 al., 2008)

Source: Studies as listed in the table.

5.4 VULNERABILITY ASSESSMENTS 508. To complement the climate change modeling exercise, summarized above, it is common to assess how areas currently experience climate hazards and current coping strategies which might be further enhanced in the future. 509. There is no overall national risk assessment, and important tools like hazard, vulnerability, and risk maps are not in place. However, some progress has been made at the sub-national level. For example, the Flood Probability Maps of 14 communes in Leuk Dek District of and of Prey Veng Province are being prepared by the Mekong River Commission Secretariat under its Flood Management and Mitigation Program. Similarly, in 2007, the World Food Programme (WFP) supported the Department of Geography to produce a drought map at the commune level in selected provinces like Banteay Meanchey, Siem Reap, Kampong Thom, Kampong Cham, Kampong Speu, Prey Veng, and Svay Rieng. There are thus already some useful examples of risk maps, but they cover only small areas where projects have occurred and are not always

115 TA 7665-CAM Preparing the Provincial Roads Improvement Project comprehensive enough. Also, the indicators that are used to determine vulnerability are often specific to a given project objective. For instance, infrastructure damage is often not factored into vulnerability assessment for food relief efforts, which will focus instead at vulnerable agricultural yields and low crop diversity. 510. Statistical information on local risks, hazards, and vulnerabilities has been generated under various externally aided projects but there is no system yet at the national and sub-national levels to update such information on a periodic basis or to collect and synthesize all information and analyze where key gaps in risk mapping occur. In practice, hazard data and vulnerability information are collected, updated, and disseminated by individual national authorities and development agencies to serve their project purpose.

5.4.1 INITIAL IDENTIFICATION OF AREAS OF CONCERN 511. An initial mapping of the project road against a set of maps of flood and drought prone areas produced by the WFP was done to identify potential priority areas for adaptation interventions. These were based on a map of flood and drought prone areas produced by the World Food Programme in 2003, and overlaid with the location of the project roads. 512. The WFP/NCDM 2003 study applied long-term indicators (derived from the analysis of the Vegetation Index in a time-series of satellite images and from rainfall data), and short-term indicators (mainly derived from agricultural statistics), to prioritize the Cambodian communes in terms of risk exposure to flooding and drought. This prioritization of communes is a useful proxy for the exposure of households to drought and flooding hazards. Findings indicated that 40 per cent of Cambodian households live in areas prone to natural hazards. 513. Most information available points to Prey Veng as the most vulnerable Province in terms of floods and the second most vulnerable to droughts. Further, data produced by FAO show that Prey Veng is a ―hot-spot‖ for both floods and droughts. Field visit and consultations with Provincial and District heads revealed that in recent years, civil works in Vietnam were felt to have regulated flooding in the area. Further, the road segment in Prey Veng under this project is in a highland part of the Province. Officials felt that occasional drought was a problem but that communities were fairly well adapted. This shows the need to produce vulnerability maps which are specific to the sector at hand, in this case transport.

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Figure 37 Priority Areas for Assisting Vulnerable Populations in Drought Prone Areas, 2004.

Figure 38 Priority Areas for Assisting Vulnerable Populations in Flood Prone Areas, 2004.

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5.4.2 FIELD CONSULTATIONS WITH GOVERNMENT FOR PREY VENG AND SVAY RIENG 514. Key Finding: Flooding and road damage due to floods is of greater concern in the northwest but of little concern in the southeast. Most Districts see a need for more water capture but of a larger scale for irrigation purposes rather than improving existing borrow pits. 515. The initial mapping suggests that Svay Rieng is vulnerable in the northern segment of the road to flooding as well as the southern tip near Lake Viaco. Droughts appear to be a problem in the northern section of Svay Rieng only. 516. Field consultations were held with the Provincial MPWT departments, with the departments of hydrology and meteorology, with the local branch of the Cambodian Red Cross and with the District chiefs for Romeas Heak and Rumduol, the two districts which fall along the project roads. The major floods in 2000/01 are the reference point for many people as these were the latest major floods to affect the area. Yearly flooding is common during the rainy season and a normal and necessary part of the rice growing season. The conclusions of these meetings suggest the following priorities: 517. Prey Veng Province priorities: water capture improvements and planting alongside steam and for livestock during floods. Officials and populations confirm that the segment of road 3133 in Prey Veng is not subject to flooding because it is on a higher embankment that neighboring areas, such as NR8 which does flood occasionally. Drought does occur though the populations who cope by growing cassava which is conserved and used when rice is unavailable. Soils in the area are sandy are erode easily. Borrow pits overflow during the rains and are insufficient during the dry season. Gradual erosion occurs of the borrow pits. 518. Svay Rieng priorities: civil works to raise the provincial standard to the standard on NR1. The provincial office held a long memory of floods in the area and recalled only 2000 floods over the last 60 years. They confirmed that, as in Prey Veng, the flooding in caused by direct rainfall in the area and from Vietnam (coming south north along PR314D and transversely across NR13) and is not part of the Mekong water basin. The MPWT Provincial Director suggested that this be made the point of comparison. The Director also noted that water was scarce during the dry season in many areas. Ponds, channels, lakes are very old and require rehabilitation and repairs. Lake Viaco and other waterways have also become too shallow from sediment deposits (suggesting erosion upstream) and they require dredging. 519. Svay Rieng, Romeas Heak District priorities: for planting to reduce erosion and for livestock for floods times, civil works adjustments for transverse flooding. The whole region flooded during the 2000 floods, damaging roads in places, and the area is subject to occasional wet season droughts. The district chief suggested that planting in safe areas such as the pagodas and schools would be needed. 520. Svay Rieng, priorities: for civil works, planting needed on hills, schools, pagodas, nursery was welcome. The district chief felt that droughts were not at all a problem in the area and flooding was well controlled. Interest for water capture and storage was only for large-scale irrigation. 521. A summary of the priority areas for adaptation is provided in Table 39.

5.4.3 FIELD CONSULTATION WITH GOVERNMENT FOR KAMPONG CHHNANG AND KAMPONG SPEU 522. The initial mapping suggests that the area of the road close to the Bassac River is prone to flooding but drought does not appear to be an issue anywhere in the project area. Field consultations revealed a wider area of concern than the mapping would suggest. 523. Kampong Chhnang: (approximately 44 km section from Tuek Phos to Ta Ches): This is the section of the road which begins on the bank of the Tone Sap river and crosses NR5 to Tuek Phos. The area from the Tonle Sap inland floods annually up to 2 km inland but does not cover the carriageway but does fill the side ditches fully. Concern for road damage, based on consultations with Provincial and District officials, appears greater for segments close to the border with Kampong Speu and just west of NR5. Officials identified with the need for improved drainage, stream crossings and slope stabilization. In terms of water capture and storage, government officials themselves were keener to see irrigation types of projects. Small-scale water capture needs will need to be confirmed by speaking with individuals and households.

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524. The direction of flooding west of Tuek Phos appears to come from rainfall and flash flooding from the Aoral mountains, which are heavily deforested as communities deforest for production of charcoal for sale in local markets. Some reforestation would likely help reduce the intensity of these floods. However, without addressing the causes for deforestation the intervention is unlikely to be sustainable. 525. Field consultations with government were not conducted in Kampong Speu, where a small section of road lies. However, the project area is similar to that in western Kampong Chhnang.

Table 39 Summary Priority Areas for Adaptation by Local Decision Makers

Road Extended Green Water Capture Segment Climate climate Civil Works Measures and Storage Concern change (Activity 1.1) (Activity 4.2) (Activity 4.3) concern Prey Veng Kamchay Road flooding The area is Mea is not of not in a District, concern highly south of because the vulnerable NR8 area is elevated part of the compared to Province in the region, terms of N/A N/A N/A some drought flooding but does occur but drought communities could cope by potentially planting worsen in cassava the future Svay Rieng Romeas This area is Planting to Heak prone to Concern reduce erosion Improved borrow District increased regarding Small civil and increase pits with shading floods and erosion, floods works water infiltration and clay lining to droughts, and fodder for adjustments for alongside be implemented assume livestock during flooding riverbank and for through civil increased floods livestock for works intensity of times of flood both Rumduol Projects in District recent years The District in Vietnam chief felt that seem to Interest for large Road section Planting needed droughts were have scale water along Lake on hills, schools, not at all a managed capture for Viaco to be pagodas, problem in the flooding irrigation, no new adjusted with nursery area and though road small water safety margin welcome flooding was near Lake capture needed well controlled Viaco is close to water level Kampong Chhnang Province Kampong Normal annual Assume Paving, box Most of the area Requested a Tralach flooding 2 km greater and pipe is rice fields so dam to flood a District, from Tonle Sap severity of culverts and can only do wetland for

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Road Extended Green Water Capture Segment Climate climate Civil Works Measures and Storage Concern change (Activity 1.1) (Activity 4.2) (Activity 4.3) concern east of east of NR5, flooding ditches some planting irrigation. The NR5 only 2000 along Tonle along roadside. area does run floods caused Sap and Women‘s groups out of water damage higher exist who can be sometimes when especially to intensity consulted for wells and ponds homes, serious rainfall nurseries and run dry. 10 year floods events in the planting. future

West of Damages Rehabilitation of NR5 caused by water borrows flooding 200 m Higher volume for drainage and west of NR5 as pipe culverts Assume for use. well as a few west of NR5 Extended slope higher kilometers in than currently stabilization with intensity between Khnar exist. New heat and flood Note, low rainfall Chhmar and bridge and tolerant grasses interest by events Chnuk Sa. elevation in government for Road can be some areas. small WCS. inaccessible for Prefer larger 2 to 7 days. irrigation. Bridge at Planting Sodok Lek Assume Design bridge upstream to village very higher flood for higher storm reduce runoff none small and flow level in the frequency and clearance future sedimentation insufficient Tuek Yearly floods Tuol Khops area Phos cover 50% of is considered District NR53 unsafe because intermittently of flooding. from Tuol Needs MoWRaM Khops to More reconstruction suggested a border KS, intense of bridge, more dam and water floods from rainfall box and pipe channel with overflow of culverts flood control Chiprong and gates so that Krang Poley water could also streams be used for causing erosion irrigation.

Source: Consultant‘s surveys and analysis

5.5 COMMUNITY LEVEL SURVEYS 526. A survey was conducted with seven-hundred respondents across all four provinces. The results can be found in Appendix II-E. Below is a summary of key findings.

5.5.1 EARLY WARNING AND EMERGENCY RESPONSE Key finding: the majority of communities do not perceive floods or droughts to be of great risk and have not experienced unusual or extreme floods or droughts (62%).

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Key finding: for those respondents who have experienced floods, only 7% received warnings from village or commune chiefs and 5% from bells ringing in schools or pagodas. 81% receive the warning by watching television or radio and from personal experience and observation. Half of respondents say that they would have no idea what to do in case of floods. Key finding: in case of prolonged floods, 60% of those affected just stay at home and only 10% go to safe areas. Key finding: in cases of drought, those affected either plant more trees in advance (45%) or dig canals/have water reservoirs/tanks (55%). Key finding: during floods, people would most likely keep their livestock close to their homes or to slightly higher ground nearby, such as to a road. Key finding: to improve the management of disasters, 29% of respondents felt that the government should build better roads and canals. 22% see the need for training and drills on disaster management and response. 21% would like to organize disaster management teams in their commune/village.

5.5.2 WATER CAPTURE AND STORAGE 527. Key finding: Approximately 29% of respondents run out of water during the dry season except in Kampong Speu, where they do not experience water shortage. 27% of people felt that they need the borrow pits. Of those who use them, the primary use is for irrigation, then for livestock and then for fish ponds. The primary concern with the borrow pits is possible negative health impacts. Some would rather use this land as farmland and a few are concerned about safety for their children. 528. Key finding: The majority of respondents in the northwest do not know what borrow pits are but of those in the south, 61% of respondents in Svay Rieng would like to have more water capture and 22% in Prey Veng have that view point. Also in Kampong Chhnang, 41% would like more water capture while only 4% in Kampong Speu have the same view point.

5.5.3 GREEN MEASURES “PLANTING” 529. Key finding: 85% of respondents saw a benefit to planting to reduce land erosion. The benefits sought, in priority order are: shade from the sun, source of fruits, soil stabilization, fuelwood, and lastly as fodder for livestock. 530. Key finding: Men are usually the ones who plant trees then the order in reducing frequency is as follows: women, youth, village leaders and government.

5.6 REVIEW OF EMERGENCY MANAGEMENT AND RESPONSE SYSTEMS

5.6.1 DISASTERS IN CAMBODIA 531. The southwest monsoon begins around mid May and lasts until end of October and brings over three quarters of the country‘s annual rainfall. As a result, floods along the Mekong river, the Tonle Sap Lake and the tributaries are recurrent and often convert into major disasters. Mekong river floods affect the provinces of Kandal, Kampong Cham, Kratie, Prey Veng, Stung Treng, Svay Rieng and Takeo. Flash floods in tributaries around the Tonle Sap Lake affect several other provinces as well, including Kampong Chhnang. Delays or early ending of the Monsoon rains and erratic (volume and period) rainfall have contributed to agricultural droughts. 532. Floods (and occasional droughts and windstorms) are quite frequent in Cambodia and appear to be increasing since 1989 after which statistics are available. For example, before the 2009 typhoon (Ketsana), the flooding in 2000-2002 was the worst in recent history, resulting in a high number of internally displaced people, hundreds of deaths and economic losses. Deforestation and soil erosion exacerbates problems from flooding, and as deforestation continues the supply of water will become less regular and increased flooding could put the Phnom Penh population in danger. In many cases it is the unpredictability of the floods (e.g. floods coming at unexpected times of year) that causes problems, rather than the flood itself, as communities are in many cases well adjusted to responding to, and benefitting from, seasonal flooding.

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533. After Typhoon Ketsana in September 2009, a post disaster needs assessment was done by ADB and others (Appendix II-E). Transport infrastructure accounted for an estimated 19% of losses (USD 25.5M) due to damage to roads and bridges, which led to secondary impacts of increased operating costs due to detours and longer travel times. The major macro-economic impact, however, will be on the expenditure required to finance the reconstruction needs. These are estimated to cost a total of US$ 191 million, of which 56% is required in the infrastructure sector and 31% in the productive sector (RGC, 2010). An additional US$ 8.9 million is recommended for investment in improved national and local disaster management. The damages highlighted the need to improved standards to increase the resilience of the roads infrastructure. 534. Typhoon Ketsana highlights some of the fundamental areas for reform in Cambodia‘s emergency response and disaster management and mitigation systems and policies. The process of data collection for damage and loss assessment and tracking emergency assistance needs to be improved along with capacity building both in the Line Agencies and the National Committees for Disaster Relief in order to facilitate their effective and coordinated participation in the response and recovery process. The national early warning system is poor.

5.6.2 NATIONAL ACTION PLAN FOR DISASTER REDUCTION 535. A Strategic National Action Plan for Disaster Risk Reduction (SNAP-DRR 2008-2013) was launched during March 2009. Some of the priorities identified in the SNAP-DRR are institutional capacity building and mainstreaming of disaster risk reduction into relevant government policies and programs, including land management, urban planning, youth, health, and rural development. However, currently the disaster risk management field in Cambodia appears uncoordinated and external support fragmented. Interventions are yet to make sustainable impact but focus is shifting from post-disaster assistance to prevention. 536. This project will assist MPWT in considering disaster risk management and reduction on its planning activities, in line with recommendations made by the National Strategy for Disaster Prevention. A pilot system will be put in place for emergency evacuations and communications with local populations during disaster events. The sustainability of such an activity for the MPWT needs to be carefully considered. 537. The Post Disaster Needs Assessment Study conducted after typhoon Ketsana in 2009 (RGC, 2010) noted that the recovery of the transport and agricultural sectors was a crucial post disaster need. There is a need to adopt a ‗build it better‘ policy such that, for example, roads and irrigation infrastructure are far more resilient to the flood and storm hazard. The same goes for housing and public sector buildings such as schools and clinics. The project will contribute greatly to this.

5.6.3 NATIONAL INSTITUTIONAL ARRANGEMENTS AND OTHER ORGANIZATIONS

5.6.3.1 THE NATIONAL COMMITTEE FOR DISASTER MANAGEMENT 538. Currently, the National Committee for Disaster Management (NCDM), established by sub- decree in 1995, (NCDM, p://www.ncdm.gov.kh) is mandated to coordinate all emergency operations including the distribution of relief items during extreme events. Provincial and District level committee have also been established with the role to coordinate emergency management in those jurisdictions. The NCDM is drafting legislation on disaster management to ensure a mechanism in government to respond to disasters and clear authority for the mobilization of private and public resources. 539. In the aftermath of Typhoon Ketsana and the subsequent flooding, the National Emergency Coordination Center with the National Committee for Disaster Management assumed a more strategic coordination role than in past disasters. During the response phase, the NCDM streamlined information regarding relief distribution and the need for emergency relief, including food, clothing, medical supplies, and other emergency kits. The emergency response and relief activities were undertaken by humanitarian organizations, including national and international NGOs and the Cambodian Red Cross. Institutional arrangements and the roles of other departments in contributing to relief and response efforts are still unclear. 540. MPWT is a member of the NCDM with a mandate to protect infrastructure from disasters and to ensure operations and transport for relief efforts during disasters. To date MPWT has not had the capacity to participate and no operating procedures during disasters have been developed.

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5.6.3.2 THE CAMBODIAN RED CROSS 541. The Cambodian Red Cross works in close coordination with the provincial and district disaster management offices and local authorities to deliver basic goods and services in the most effective way to the most affected people. Non-governmental agencies like Oxfam, Care, Action Aid, Muslim Aid, and Church World Service responded with relief materials in their own project areas.

5.6.3.3 MINISTRY OF WATER RESOURCES AND METEOROLOGY 542. Cambodia has limited scientific information on its risks. Available information is not regularly developed, updated, and disseminated and also remains fragmented amongst national authorities and partner agencies. The Ministry of Water resource and Meteorology (MoWRAM) through the Department of Hydrology and river Work (DHrW) and the Department of Meteorology (DOM) is responsible for establishing, maintaining and disseminating weather and flood forecast and early warning systems. The forecast and early warning information is disseminated for free regularly during flood season (June to November) through television, mass media, FM and AM radio channels, and local newspapers. 543. However, information which is provided is often at a highly technical level which does not clearly translate into action. The NCDM is working to build their capacity to provide more usable information, particularly for flood early warnings. 544. The capacity of MoWRAM across all levels is limited due to insufficient funding, dated communication systems, and lack of equipment. The monitoring of floodwaters, droughts, and other disasters is reasonably effective; the forecast and early warning information from the national level usually reaches existing networks at the provincial but not the commune level. During Typhoon Ketsana, it was noted that the affected provinces (e.g., Kampong Thom, Ratanak Kiri, and Siem Reap) could not communicate in a timely manner with the authorities and residents of their communes, resulting in higher damage. Communication of risks with more remote communities is an issue.

5.6.3.4 MINISTRY OF NATIONAL DEFENCE AND THE GENDARMERIE 545. The Ministry of National Defense, with its nationwide network, provides mostly logistic support when needed. The gendarmerie has also recently been formed and receiving training through the US Military for emergency response logistics.

5.6.3.5 MEKONG RIVER COMMISSION 546. Some progress in risk assessment and monitoring and early warning system can be found in the works of the Mekong River Commission (MrC) which is developing flood and drought vulnerability indices for the Lower Mekong basin. The MRC issues 7 day flood forecasting and early warning for the river flood plains, available in real time which is complemented by community-based flood EWS projects of the Cambodian Red Cross. Unfortunately none of these station forecasts are relevant to the project Provinces, which fall outside of the Mekong River Basin.

5.6.3.6 UNITED NATIONS DISASTER MANAGEMENT TEAM 547. The commitment of UN agencies under the framework of the UN Disaster Management Team (UNDMT) in Cambodia is reflected in the UN Development Assistance Framework. The UN Disaster Management Team strategy combines both a rapid-response mechanism for emergency relief and rehabilitation based on a joint response plan, and a separate mechanism that addresses longer-term disaster mitigation and management capacity requirements of the country. 548. The activities of the UNDMT focus on supporting efforts of Coordination and partnership with all stakeholders, capacity-building and training, access to information by the general population. United Nations Disaster Management Team, IFRC, Oxfam and Care have well established regional response mechanisms in place.

5.6.4 PROVINCIAL, COMMUNE AND VILLAGE ARRANGEMENTS 549. During consultations with Provincial and District Chiefs, all of them identified radio and television as their source of information on flood warnings. They noted that they then pass this information on to community members, usually using vehicles from the District offices or private

123 TA 7665-CAM Preparing the Provincial Roads Improvement Project owners who volunteer. In each district, the Cambodian Red Cross played a major role in disseminating forecasts and supporting relief efforts at the community level. 550. However, of the community members surveyed, only 7% received their information from a commune or village leader. Households primarily receive their information directly through television or radio. An overwhelming number of respondents (85%) said that they would have no idea what to do in case of extended drought. Also, 68% said they would have no idea what to do in case of serious floods. Risk communication and response is a gap which this project will address.

5.6.5 FIELD CONSULTATIONS ON NEEDS FOR STRENGTHENED EARLY WARNING SYSTEMS AND RESPONSE SYSTEMS 551. The following potential project activities were identified during field consultations.

i. In partnership with the Department of Water Resources:

Set up climate and flood monitoring stations along the project area and communicate these back to the Departments for analysis and improved flood monitoring Establishment of water tanks and safe water supplies for designated safe areas such as schools, clinics, pagodas ii. In partnership with the local Cambodian Red Cross offices:

Training at village level on emergency response practices during emergencies and for Red Cross volunteers

iii. With the Provincial and District Public Works and Transport Offices Develop emergency response plans, roles and responsibilities for DPWT, in coordination with the Provincial Disaster Reduction Committee (PDRC) Train DPWT drivers in basic first aid and safety (together with road safety) Emergency mobilization vehicle in each district for emergency evacuations during extreme events. Vehicles should be multiple purpose so that are utilized usefully when not in use for extreme events such as used to respond to road accidents

5.7 CLIMATE CHANGE PROJECT DESIGN 552. The project design is shown in Table 40. As shown in the table the budget for Output 1 is $10 million loan/$1.95 million grant and the budget for Output 4 is $5.05 million grant. Total $17 million.

Table 40 Project Design

Output Notes Budget from PPCR Output 1. Project road and CBF rehabilitated. Civil engineering adjustments $10 million loan/$1.95 Adaptation adjustments are made in Svay Rieng are made to make roads million grant and Kampong Chhnang Province. more climate resilient under current and future conditions Output 4. Reduced vulnerability of project road ―Non‖-civil works $5.05 million grant area to climate change in all four Provinces 4.1 MPWT completes and uses the detailed Coordinate with NDF activities with MRD vulnerability map for climate change for project provinces: by 2016.

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Output Notes Budget from PPCR 4.2 Review the sustainability and capacity of Coordinate with NDF activities with MRD MPWT current engineering designs, standards and guidelines to withstand climate change and propose amendments 4.3 Design and implement a training program Coordinate with NDF activities with MRD, little for MPWT SEU, in coordination with NDF-MRD additional budget required. activities being planned 4.4 Planting program engaging communities Planting for three different purposes will take place: for and women is implemented to reduce flooding road embankment stabilization, for water capture and water from damaging roads and shading and for flood control. Seedlings will be surrounding areas. purchased through open bidding. 4.5 Completion and piloting of a plan for water Existing roadside ditches are dangerous and capture and storage systems integrated in road communities see little benefit in them. Those most construction features for the project province by dangerous will be filled from materials derived from 2016. Larger water capture ponds will be fewer large ponds to be built within the road reserve constructed in Prey Veng, Svay Rieng and but set back further form the road. Kampong Chhnang Provinces 4.6 MPWT contributed to strengthening national Coordination with the National Disaster Management emergency management efforts by piloting Committee and support to the Cambodian Red Cross emergency management system in Kampong is confirmed. Framework agreement with contractors Chhnang Province and operates it by 2016 needs to be developed.

Source: Consultant‘s surveys

5.7.1 OUTPUT 1: PROJECT ROAD AND CBF REHABILITATED. ADAPTATION ADJUSTMENTS 553. Engineering adjustments will be made to the road design in all project Provinces. They are based on an assessment of current concerns regarding flooding, interviews with Provincial and District representatives, the current vulnerability of the roads to damages from floods, and trends and expected climate changes in rainfall pattern. 554. A scientific calculation of exact adjustments in road design based on expected climate changes is difficult because the data on future climate change is poor. Further, the key climate change data which are needed by engineers include peak rainfall intensity and duration, average rainfall over the rainy season and, number of rainy days in a month. The climate change forecasts undertaken by the Ministry of Environment offer contradictory projection, with either an increased wetting or an increased drying during the rainy season. Probabilities of either are not given. No climate forecasts are given for peak rainfall intensity and duration or number of rainy days in a given month. 555. Therefore, a set of assumptions, based on available data and on risk appetite by decision makers is necessary. Here, current climate trends and current vulnerability were reviewed, as described in Section 5.3 of this report. The northwest section of the road has already seen a 20% increase in average monthly rainfall since 1999 and is predicted to increase up to 31% between 1999 and 2019. It is not clear, without detailed hydrological knowledge, how this translates into changes in local hydrology. This poses challenges in deciding on embankment heights or drainage capacity. Here is where some assumptions, partly based on cost effectiveness, risk tolerance, and current vulnerability. This uncertainty also provides the rationale for putting in place addition ―insurance‖ against climate changes, in the form of lower-cost ecosystem based measures. These are activities which help protect the infrastructure and its host environment using ―win-win‖ measures. Increased green measures help to regulate floods as well as droughts and have a benefit regardless of the direction of climate change. This is coupled with increasing the populations‘ capacity to respond to disasters as they might occur. These measures are described as part of Output 4 of this project. Further descriptions of the engineering adjustments to be made are described as part of civil works but are noted here below:

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556. A number of studies have examined the types of risks to roads as a result of climate change. The Committee on Climate Change and U.S. Transportation (2008), advocates planning for: Damage to roads, subterranean tunnels and drainage system due to flooding; Increase in scouring of roads, bridges and support structures; Damages to road infrastructure due to landslide and mudslide; and, Deterioration of structural integrity of roads, bridges and tunnels due to increase in soil moisture levels. Adaptation measures have also been suggested by the World Roads Association, such as: Applying a safety factor; Considering a longer return period for exceptional events when designing hydraulic structures; Consider storm water volumes over a longer period; Reduce the gradients of slopes and take account of the materials used; Protect the base of fills and discharge structures; Enclose the materials; Use materials that are unaffected by water or treat them to make them so; Check the condition of slopes regularly; Check regularly the condition and functioning of the drainage system and hydraulic structures; and, Improve the implementation of alternative routes in the event of a road closure. 557. Adaptation options are location specific and the project has identified the following measures, the technical specifications being described as part of Civil Works in this project document: i. design of road embankments and roadside ditches and their susceptibility to erosion causing failure of the structure (captured under Output 1. Civil works and Output 4.5 on Water Capture and Storage); ii. using less moisture susceptible materials or hydraulically stabilized materials (with cement or lime usually) within the road structure so that structural layers do not loose significant strength when soaked; iii. as described below, using green engineering to improve the run-off characteristics of the watershed away from the road (Output 4). Factors considered included cost-effectiveness, current climate variability and potential future risk. It is important to note that existing climate change impact assessments are insufficient to provide a scientific probability of future climate change.

5.7.2 OUTPUT 4: REDUCED VULNERABILITY OF PROJECT ROAD AREA TO CLIMATE CHANGE IN ALL FOUR PROVINCES Activities 4.1, 4.2 and 4.3 should be implemented together as part of the same consulting contracting package. These are presented as one Terms of Reference in Appendix II-E

Activity 4.1 MPWT completes and uses the detailed vulnerability map for climate change for project provinces: by 2016.

558. Together with MRD, vulnerability maps will be prepared with the objective of providing up to date information on regions of the country, which are most vulnerable to current and future climate change. The data inputs include: climate change projections, hydrology, flood and drought risk, land- use, population and topography. Data on climate change projections (including rainfall, temperature) exist at the Ministry of Environment. Other data exists and is digitized but will require some updating. These will be digitized and overlaid with road links managed by MPWT and will assist in decisions on future alignment. 559. Because the MRD is undertaking the same exercise with financing from the Nordic Development Fund, the budget for this activity under this project is therefore minimized, as the two activities can be closely coordinated. The only information that will differ is that of road links. 560. A number of regional organizations have good capacity to support such an initiative, including the Stockholm Environment Institute – Bangkok, START12-Bangkok. In 2009, IDRC13 also

12 Global Change Systems for Analysis, Research and Training

126 TA 7665-CAM Preparing the Provincial Roads Improvement Project produced a set of vulnerability maps for the region, including Cambodia. While interesting, these are done at the regional level and are not of sufficient detail to inform country level planning. In addition, indicators of vulnerability are specific to different sectors. In addition, in order to be useful, decision makers and stakeholders should be involved in defining factors that make their sector vulnerable. This exercise itself is part of the decision making process. 561. Much of the data can be collected at no or minimal cost. Data also collected from Red Cross, Oxfam, World Food Program, the Center for Hazards and Risk Research (CHRR), the Norwegian Geotechnical Institute (NGI), and the Columbia University Center for International Earth Science and Information Network (CIESIN). It is useful to update some of this data with field data, such as that collected by the DOM and sold at a nominal cost. The analysis of this data, in particular to understand the effects of rainfall changes on local hydrology, will be a more significant undertaking. 562. The vulnerability map should be comprised of a number of layers, based on an agreed set of physical and socio-economic indicators. The following are proposed: (i) Climate change trends and projections; (ii) Impacts of climate changes on hydrology, ecology and soil; (iii) Natural Environment: including topography, geology, land use, climate hazards; (iv) Social Environment including poverty levels and population density; (v) Built Environment, in particular MPWT existing and planned (as possible) transportation network; and (vi) Hazards risk mapping. Integrated Climate change and hydrological impact modeling will be done for Kampong Chhnang based on existing studies. This will be used for the vulnerability maps and to inform the water capture and storage activities that are part of Activity 4.5.

Activity 4.2 Review the sustainability and capacity of MPWT current engineering designs, standards and guidelines to withstand climate change and propose amendments

563. The Ministry current uses a set of standards and guidelines for engineering design for its transport investments. Current standards do not consider long-term implications of changes to the integrity and sustainability of transport infrastructure. MPWT will review its geometry, bridge, drainage, and pavement guidelines and make adjustments based on learning from this project and expertise. Table 41 provides a summary of potential impacts that have been identified from the scientific literature and transport sector forums.

Table 41 Climate Change Impacts on Roads

Potential climate Impacts on road transportation infrastructure change

Temperature

Increases in very Deterioration of pavement integrity e.g. softening, traffic-related rutting, hot days and heat migration of liquid asphalt due to increase in temperature (sustained air waves temperature over 32oC is identified as a significant threshold)

Increases in very Corrosion of steel reinforcing in concrete structures due increase in surface hot days and heat salt levels in some locations waves and decreased precipitation

Increases in Subsidence of roads, weakening of bridge supports due to thawing of

13 International Development Research Council

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Potential climate Impacts on road transportation infrastructure change temperature in very permafrost cold areas Reduced ice loading on structures such as bridges*

Later onset of Deterioration of pavement due to increase in freeze-thaw conditions in some seasonal freeze locations and earlier onset of seasonal thaw Reduced pavement deterioration result from less exposure to freezing, snow and ice*

Sea Level Rise

Sea level rise and Damage to highways, roads, underground tunnels and bridges due to storm surges flooding, inundation in coastal areas, and coastal erosion

Damage to infrastructure from land subsidence and land slides

Precipitation

Increase in intense Damage to roads, subterranean tunnels and drainage system due to flooding precipitation events Increase in scouring of roads, bridges and support structures

Damages to road infrastructure due to landslide and mudslide

Deterioration of structural integrity of roads, bridges and tunnels due to increase in soil moisture levels

Increases in Damage to infrastructure due to increased susceptibility to wildfires drought conditions for some regions Damages to infrastructure from mudslides in areas deforested by wildfires

Changes in Damages to roads due to increased risk of runoff, floods, landslides, and seasonal slope failures due to precipitation changes. precipitation and river flow patterns

Storms

More frequent Damage to roads infrastructure, and increase in probability of infrastructure strong hurricanes failures

Increased threat to stability of bridge decks

Increased damage to signs, lighting fixtures and supports

Decreased expected lifetime of highways exposed to storm surge

Wind

Increase in wind Suspension bridges, signs, and tall structures at risk increasing wind speeds speed

Source: Adapted from Committee on Climate Change and U.S. Transportation (2008).

564. Figure 39 provides an overview of some of the adaptation options that can be considered in the transport sector.

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Subsurface conditions

Material specifications

Engineering Cross section and standard dimensions options

Drainage and erosion Adaptation options in the Protective engineering structures transport sector

Early warning and maintenance planning

Management and Planning options Master planning, alignment and land use planning

Environmental management

Figure 39 Nature of Adaptation Options in the Transport Sector

Activity 4.3 Design and implement a training program for MPWT SEU, in coordination with NDF- MRD activities being planned

565. A series of trainings will be organized for MPWT together with MRD to train Ministry staff on the science and implications of climate change on the countries‘ infrastructure. Training session will be associated to each of the activities in this project.

Activity 4.4 Planting program engaging communities and women is implemented to reduce flooding and water from damaging roads and surrounding areas.

566. In undertaking all forms of consultation, most people saw the benefit of increased planting. Through the community surveys, 85% of respondents saw a benefit to planting to reduce land erosion. The benefits sought, in priority order are: shade from the sun, source of fruits, soil stabilization, fuelwood, and lastly as fodder for livestock. 567. The project will undertake a planting activity with three main purposes: to extend road slope- side stabilization, to provide shading and fruit trees around borrow pits, and to restore ecosystem functions for flood management. The objective is to improve ecosystem health and functions such as reducing the effects of erosion, landslides, and flash floods and increasing water infiltration into the soil. These will help manage changes in rainfall brought about because of climate change. 568. Services and materials will be procured through national competitive bidding together with the civil works for the water capture projects identified in activity 4.5 in Kampong Chhnang below. The institution would also identify women‘s groups to undertake the planting and maintenance, who should represent at least 40% of the paid workers. The institution would also train and pay the women to nurse, plant and maintain the grasses and trees. At home nursing of plants will be piloted for work from home initiatives.

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569. The planting program will be supervised through the Commune Chiefs. A consultant will be hired to design the contract, identify the winning institution and supervise the work. The consultant will work closely with the detailed design team to identify locations and type of planting and for procurement procedures. They will have expertise in ecosystem/natural resource managements.

Activity 4.5 Completion and piloting of a plan for water capture and storage systems integrated in road construction features for the project province by 2016. Larger water capture ponds will be constructed in Prey Veng, Svay Rieng and Kampong Chhnang Provinces

570. The design of this activity was based on a review of trends in rainfall and climate change projections, on interviews with provincial and District leaders, and on data collected from field surveys of 700 community members, 70% of which were farmers. While the activities above focus on minimizing losses from occurring in the first place, this activity will provide some support to ongoing efforts to provide a first response in cases where emergencies develop leading to potential loss of life and assets. Emergency management efforts also include post disaster recovery efforts, such as restoration of livelihoods and reconstruction but this will not be the emphasis of this activity. 571. The question was asked to respondents ―Do you run out of water during the dry season‖? Overall, as an average in all four Provinces, approximately 30% of people surveyed said they ran out of water during the dry season, see Table 42. This is not distributed evenly between Provinces however. Both Svay Rieng and Kampong Chhnang experience greater water shortages, at 52% of people surveyed and 41%, respectively. The majority of funding will therefore also go to these Provinces. It should be noted also that the largest sample sizes were also in these Provinces because of the dominance in the length of road.

Table 42 Percentage of Respondents Who Run Out of Water during the Dry Season

Percentage of Percentage in each population in each Province District District who run Province that run out out of water of water Kampong Rou 27% Svay Teab 25% Svay Rieng Romeas Heak 22% 52% Rumduol 23% Svay Rieng City 3% Prey Veng Kamchay Mear 100% 7% Kampong Tralach 60% Kampong Tuek Phos 20% 41% Chhnang Sameakki Mean Chey 20% Kampong Speu Thpong 0% 0%

Source: Consultant‘s surveys

572. Table 43 below shows the distribution of budget per for Water Capture and Storage by Province and within each Province, by District. A greater percentage will go towards Kampong Chhnang because of a greater expression of interest for smaller scale water capture by Provincial and District decision makers and because of greater current and expected future changes in climate trends.

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Table 43 Budget Allocation by District and Civil Works Package

Province District Civil works Budget Budget (CW) allocation for allocation for Contracting borrow pits other water Package A,B,C (CW 1,2,3) capture (CW 4) Kampong Rou B (PR314D) 270,000 Svay Teab B (PR314D) Romeas Heak A (NR13) Rumduol A (NR13) 288,000 Svay Rieng Svay Rieng City A (NR13) Prey Veng Kamchay Mear A (NR13) 100,000 Kampong Tralach C (PR150B) Tuek Phos C (NR53) 299,000 1,210,000 Sameakki Mean C (PR150B) Kampong Chhnang Chey Thpong Kampong Speu N/A Consultancy 122,000 CONSULTANCY package 1 TOTAL 957,000 1,332,000

Source: Consultant‘s estimates

573. Most rural communities rely on wells, ponds, and canals. The project area experiences both very wet and very dry periods throughout the year. Very little infrastructure has been built to capture water and store it during the rainy season so that it can be available during extended dry periods. Where water storage exists in some areas, water appears to run out before the next rains. 574. Rainwater harvesting to improve water supply for safe drinking water has been identified as an adaptation priority for the country (NAPA, 2006) and this project will contribute to the small-scale supply of water along the project road. At the same time, it will improve the road safety and stability by managing open water pits close to the road structure. 575. A survey of communities revealed that approximately 30% of respondents found the existing borrow pits useful. Of those who do find the pits useful, which is, not coincidentally, the same percentage of people who run out of water during the dry season. 576. Of those who have use for the borrow pits, their use is approximately equally divided between water for livestock, irrigation and fish ponds. There is some variation between Provinces and Districts, which is shown in Table 44 below. In the south, in Svay Rieng and Prey Veng, people predominantly use their borrow pits for Livestock watering while in the north-west people use their borrow pits for irrigation. Significant numbers of people convert borrow pits into fish-ponds.

Table 44 Use of Borrow Pits by Communities

Province Livestock Irrigation Fish Ponds Svay Rieng 63% 29% 40% Prey Veng 52% 13% 35% Kampong Chhnang 14% 67% 19%

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Province Livestock Irrigation Fish Ponds Kampong Speu 0% 80% 20%

Source: Consultant‘s surveys

577. Initial proposals include for bioengineering and lining of the pits to improve efficiency, planning for new ditches to be dug more safely away from the road and planting groundcover to control erosion close to the roads and on people‘s lands. 578. Water capture design will be implemented through civil works, along the budget distribution defined above in Table 43. Improved borrow pits will be identified by contractors and a hydraulic engineer will be hired into the DDT for this purpose. Contractors will need to meet the following criteria: 579. The existing and new borrow pits should be rehabilitated for improved water capture and storage based on the following criteria: i. demand and use driven; ii. safe distance from the roadway; iii. safe slope in case of car accidents, for people and for livestock (1:3); iv. increases water efficiency and storage volumes; v. planting of wide canopy trees to increase shade and reduce evaporation; vi. safe in terms of health; vii. fit for purpose; viii. where materials are unfit for road construction, elevated safe areas can be created and planted for stability; ix. water efficiency technologies applied, such as pit lining to reduce infiltration.

5.7.3 OUTPUT 4: WATER CAPTURE REQUESTS IN KAMPONG CHHNANG 580. In addition, small water capture rehabilitation projects were requested by officials in Kampong Chhnang Province/Tuek Phos District/Chorng Morng Commune. A hydrological analysis of the Stung Chrey Bak Catchment, in support or irrigation management, was undertaken by the Cambodia Development Resource Institute 14 , the Institute of Technology of Cambodia and the University of Sydney, using a hydrologic model developed by the Stockholm Environment Institute. The model suggests that water currently supplied in the catchment to irrigation should be sufficient to meet demands. However, this contrasts with observations by farmers of dry season water shortages. This suggests that the gaps are not as much infrastructural as they are management related. Integrated Water Resource Management, for example, is not a principle widely adopted in Cambodia. Water harvesting is rarely based on a sound knowledge of the water resources and few experts understand the relationship between surface and groundwater. 581. Because these water capture proposals are irrigation and water resource specific, agreement has been sought and achieved by MPWT with MOWRAM for interventions in these projects. Continued collaboration with MOWRAM during implementation will be needed to ensure cross-sector coordination and sustainability. A hydraulic engineer will be engaged to undertake the detailed design for these activities. Further, a climate change impact assessment on the local hydrology will be done by the consultants so that the design of the water capture activities are

14 Mr. Phalla Chem [email protected].

132 TA 7665-CAM Preparing the Provincial Roads Improvement Project consistent with expected changes in water supply and consistent with integrated water resources management. Coordination with MoWRaM will take place at each step. Pre-feasibility studies by the consulting team and an environmental impact assessment will take place before their design is completed. 582. Further information on the water capture projects to complement these requests was given in Section 4.7.

5.7.3.1 CHIPRONG AND SVEY CHEK DAMS 583. Originally built in 1989 by AFSC, and American Quaker NGO, the dam and gate were damaged by heavy water flows. Recent rainfall trends have been on the increase, this together with upstream deforestation may be culprits. Also, the construction of the original dam may have been insufficient. There have been some conflicts in recent years between upstream and downstream water users but Commune Water Council was recently established and an agreement made to give downstream users first priority.

5.7.3.2 SMALL SCALE WATER CAPTURE 584. A project was suggested to the project team by a local NGO, Life with Dignity (LWD) to build a water reservoir tank to capture water from a waterfall and distribute to four poor villages (Doung Sla, Tang Khsach, Ngoy, Moung) in KBal Tuek Commune, Tuek Phos District. The community is marginalized and live in the Aoral Mountains. Again, little is known of the water source and its sustainability. Any technology used should be efficient in terms of water and energy.

5.7.3.3 REPAIR OF A RAILWAY WATER TANK 585. Repair of an abandoned railway water tank for low-cost water supply to Tuek Phos town. The tank belongs to the PPWT who have agreed to its rehabilitation through this project. Water is pumped from the Lieng Sangke River into the tank. Currently, little is known about the water supply and its sustainability, but this will be examined further during the ensuing project.

5.7.3.4 LAKE DREDGING FOR INCREASED WATER DURING DRY SEASON 586. The lake is used for local irrigation as well as fishing, and appears to be fed by rainfall, river flow and, according to the commune chief, by groundwater. Lake levels fall during the dry season, and sediment deposits have reduced the water storage capacity of the lake. The groundwater table may be falling during the dry season due to lack of recharge and/or over-extraction. At the same time, records show that rainfall has also dropped during the dry season. Little is known about the local hydrology and so a proper assessment during the project design was difficult. A more water efficient technology would greatly enhance the justification to do this project in the light of climate change.

4.6 MPWT contributed to strengthening national emergency management efforts by piloting emergency management system in Kampong Chhnang Province and operates it by 2016

587. In preparing this activity, consultations were undertaken with NCDM, with the Provincial and District Governor, Deputy Governor and Tuek Phos District Chief, with the Provincial Red Cross, Oxfam Climate Change Advisor, Smart Mobile company and INSTEDD (a not for profit systems provider), and with the DOM. The activities were also based on responses from community level surveys and a review of post disaster needs assessments conducted in the country. 588. The community consultations revealed that most people had no knowledge of climate change and were not aware of any early warning and emergency response systems in place. Kampong Chhnang was selected as a pilot area for this activity because current climate trends as well projections show that the region is and will face greater increases in average rainfall in the coming years. Because damages and losses are more likely when people are unprepared for specific events, the Province has greater need to introduce emergency response systems. 589. It is important to know what the current gaps in the system are, and, how individuals currently respond to emergencies. A review of post disaster needs assessments, interviews with the

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Red Cross and with Oxfam and data collected from the community surveys were conducted. The following are a number of key gaps and needs, which were retained because they are areas in which the MPWT can usefully contribute. It cannot be overemphasized that global best practice indicates strongly that coordination is paramount in successful response operations. The National Committee for Disaster Response (NCDR) holds that mandate in Cambodia. Effective implementation of this activity will require participation by MPWT in that committee. The NCDR has developed yearly Provincial Disaster Management Plans to which this project will contribute. 590. The Tonle Sap regularly floods an area up to 2 km inland but this is normal flooding to which farming system are adapted. The concern will be with an increase in the intensity and severity of these floods, for which people are not prepared. Provincial and District officials were more concerned with road damage due to intense rainfall just west of NR5 and closer to the border with Kampong Speu, where water coming off the Aoral Mountains was of concern. 591. Also, Cambodia has seen an increase in deaths by lightening this year. The NCDM reported that lightning strikes killed 140 Cambodians in 2009 and 114 in 2010 year, most of them living in rural areas and mostly during the rainy season. As of May 2011, lightning had killed 59 Cambodians, and 56 others injured. This is high given that it is before the rainy season and is up from 34 deaths at the same time last year. Most of the victims were struck while still working in their fields or while sheltering under trees or near metal during storms and are preventable. The science on the link between climate change and increased lightening suggests that lightening may be increasing along with an increase in the frequency of high intensity storms. Further, lightening may also be causing greater bush and forest fires in areas which are becoming dryer as a result of extended droughts, followed by storms.

5.7.3.5 INFORMATION DISSEMINATION/EARLY WARNING AND IMMEDIATE COMMUNITY RESPONSES 592. Table 45 shows that the majority of respondents do not receive any early warning information. Information on floods and rainfall are important for emergency situations but also for seasonal forecasts for farmers to inform their farming practices, such as planting, fertilizer application and small scale irrigation planning. The project will increase information flow to communities.

Table 45 Sources of Information for Communities During Floods/ Droughts*

Province District Commune/ Neighbors/ TV/Radio Personal Village Chief local observations/ villagers No idea Kampong 6 8 17 69 Tralach Kampong Tuek Phos 14 2 0 84 Chhnang Sameakki 15 0 0 85 Mean Chey

*Note: as a percentage of 230 respondents Source: Consultant‘s surveys

During the surveys 230 people were asked where they take their livestock during floods. The results are given in Table 46, expressed as a percentage of 230 people. Table 46 reinforces the finding that communities feel that they do not have previous experience with emergency events, but should one happen, they would largely not know what to do but they would NOT bring their livestock far away from where they can watch them. Based on this, it is unlikely that people will want to remove their livestock any distance where they cannot watch them.

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Table 46 Livestock Management During Emergencies (per cent of respondents)

Province District Near Near the Road Have not experienced any Pagodas the to higher flood yet, would leave house ground animals where they are

Kampong 3 10 87 0 Tralach Kampong Tuek Phos 11 3 86 0 Chhnang Sameakki 18 3 79 0 Mean Chey

Source: consultant‘s surveys

5.7.4 TASKS Task 1. An MPWT focal point for coordination with NCDR is established. The focal point will develop an MOU between the MPWT and the NCDM to outline Standard Operating Procedures for MPWT in the case of disasters and emergencies. Task 2. Strengthen the MPWT database and data collection system to record and monitor infrastructure damages and losses from climate stressors. Use data for forward planning of maintenance and future infrastructure upgrades. This data is also collected pot emergencies by many donors to target emergency recovery efforts. In the context of the project, it will also be used to monitor the benefits (through avoided losses) of climate change adaptation adjustments applied to the civil works and green measures put in place to manage flooding. This component will provide a learning mechanism to monitor successful engineering adjustments made to increase the climate resilience of the roads. Task 3. Strengthen emergency communication system with local cell phone network providers and loudspeakers to disseminate early warnings for extreme events including storms and lightening watches, extended droughts, floods, to communities as well as seasonal forecasts. This will likely involve partnership with the Ministry of Water Resources and Meteorology who monitor and issue early warnings for weather events and for floods, and, with major cell phone network providers in the country with broad coverage in Kampong Chhnang. Smart Mobile cell phone company has currently agreed with the NCDM to provide free information dissemination to disaster coordinators across the country for two years. They have agreed to work with this project in a similar fashion and an MOU between the cell phone company and the MoWRAM for early warnings by SMS will need to be brokered by MPWT. Further detailed work and agreement on institutional arrangements is needed for this pilot activity. The consultants will design this and pilot its operations from a provisional sum in the consulting services package. Task 4. MPWT will establish a Framework agreement with local contractors for emergency mobilization of equipment during extreme events in Kampong Chhnang. One of the major gaps for emergency response operators is a lack of access to equipment and transportation. A number of local contractors have heavy equipment and vehicles in the Province, which could be mobilized to assist in emergency response situations. Purchase of vehicles by the project for evacuations is not cost effective and would mostly be used for other purposes. They would also only contribute to the objectives of the project IF there were an emergency. Instead, a Framework agreement will be established to mobilize local contractor‘s equipment to support local response efforts. They will respond to needs identified by the Provincial and District Red Cross and Disaster Management Committees. The agreement will be resources by a Provision Budget allocated under the Civil Works package C in Kampong Chhnang. Task 5. Establish emergency response protocols and train communities on emergency response and climate change adaptation, including land-use management issues such as deforestation. Existing post disaster assessments identify a lack of community level response plans and this is supported further by interviews with Provincial Red Cross members and through community level surveys, which overall highlight a lack of general awareness as well as strategies for community responses (i.e. where to go, what to do, how to avoid health risks).

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Task 6. Establishment of local safe areas and supporting safety measures. Community members surveyed generally said that they would likely stay at home in case of disasters, as well as their livestock. However, in some cases of prolonged floods, this is not always a safe option. In the case of livestock, losses are due to diseases and insufficient food stocks. Communities should be encouraged to store fodder, particularly in years where unusual droughts or floods are expected. Safe and elevated areas can be equipped with water tanks with safe water supplies for designated safe areas such as schools, clinics, pagodas.

5.8 COST ESTIMATE 593. Since the component is financed by PPCR as a mixed loan and grant, the cost estimate covers the consulting services and equipment purchase for the entire component, see Table 47.

Table 47 Adaptation Component Cost Estimate (PPCR)

Item Total Cost 1. Consultants a. Remuneration and Per Diem i. International Consultants 920,000 ii. National Consultants 350,000 iii. Provisional sum for operations of early warning 268,000 b. International and Local Travel 235,000 c. Reports and Communications 125,000 2. Equipment (computers, printing, GPS, large scale printing) 100,000 3. Training, Seminars, and Conferences a. Facilitators 40,000 b. Training Program, for MPWT 140,000 4. Surveys and data acquisition 150,000 5. Miscellaneous Administration and Support Costs 72,000 6. Civil Works for Output 1 (road adjustments, framework 11,950,000 agreement and borrow pits) 7. Civil Works for Water Capture and Storage, planting and 2,650,000 equipment (Output 4)

Total 17,000,000

Consultant‘s estimates

5.9 IMPLEMENTATION ARRANGEMENTS 594. The component will be administered by ADB, Executed by MPWT and implemented by Project Management Unit 3 (PMU3). A supervising adaptation manager will be hired through a consulting package and will work in the Detailed Design and Implementation Supervision Team (DDIS) to develop the bidding documents for the defined civil works. Recruitment of the consultants will be done by ADB and all ADB member countries will be eligible for the services. MPWT will coordinate with the grant recipient, the Ministry of Economy and Finance, and other relevant agencies for efficient implementation. The sustainability of the project will be secured by providing output related trainings across the Ministry, by integrating climate change adaptation into engineering tools and guidelines and, by producing vulnerability mapping to assist with planning.

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595. There will be two dedicated climate change contracting packages, one civil works and one consulting services. Some of the activities have also been integrated into Output 1 contract packages (packages A, B, and C). These are the improved borrow pits and the Framework Agreement for emergency response by local contractors. The budgets for borrow pits to be disbursed is described in Table 47 above. Further, the resources for the engineering adjustments will be disbursed directly through those respecting civil works packages. A consulting team will lead the implementation of Output 4. A team leader will oversee the work of all experts hired under this component. The team leader will work closely with the PMU3 and the DDIS for those activities financed under the PPCR. The civil works adjustments (Output 1) and detailed design and implementation of the improved borrow pits will be led by the DDIS, with inputs form the adaptation consultancy team. A national counterpart will be the deputy, who will be engaged for the duration of the project and will be accommodated by PMU3. The deputy will lead the team during the absence of the team leader. They will lead the knowledge management and monitoring activities, coordination with other government departments and institutions and lead in the development of a training and learning program. The team leader will be responsible for coordination of all activities within the component and with other ADB and PPCR financed components, through MPWT. 596. Below is a description of the contracting packages for the disbursement of the PPCR resources, illustrated in Table 48 below. i. Output 1. Civil Works contracting packages A, B, and C for provincial road improvement will incorporate $12.4 million from the PPCR to increase the resilience of the road to climate change impacts. Also, $1,378,000 will be disbursed through these civil works projects for improved borrow pits, as described above under activity 4.5. Further, $800,000 provision budget will be allocated to the Civil Works Package C in Kampong Chhnang to support the Framework Agreement for emergency response support by local contractors. ii. Output 4. One Civil Works contracting package D will be for the construction of the small scale water capture, for the purchase and implementation of the planting program and maintenance, for the establishment of local safe areas in Kampong Chhnang and procurement and installation of emergency communications equipment (i.e. loud speaker systems). These civil works will be supervised by the consultants in collaboration with the DDIS. The value of the civil works package D is $2.65 million and therefore will go for international bidding procedures. iii. Output 4. One consultancy services package will hire all the experts identified for the implementation of this project. In addition to the implementation of the Output 4, the experts will be responsible for the detailed design of the Civil Works package D (planting, water capture, equipment) and for preparing the associated bidding documents, under the leadership of the procurement expertise in the DDIS. Further, the consultants will develop the institutional arrangements and budget for the system for early warnings through cell phones.

Table 48 Distribution of PPCR Funds by Activity

CS-5 Climate CW-A Road CW-B Road CW-D Climate CW-C Road improvement Change only improvement improvement change only

Vulnerability Road works Road works Road works Planting mapping

Water capture Training Borrow pits Borrow pits Borrow pits works

Framework Agreement with Equipment for Guidelines local contractors for floods EMS

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CS-5 Climate CW-A Road CW-B Road CW-D Climate CW-C Road improvement Change only improvement improvement change only

Detailed design Building safe for water capture areas

Detailed design for planting

Detailed design for EMS

Note: CS5 = Consulting Services 5; CW = Civil Works packages A, B, C, and D. Source: Consultants

5.9.1 CONSULTANCY SERVICES 597. It is envisaged that 43 person months of international consultants and 84 person months of national consultants will be needed to complete the activities of the component, as shown in Table 49. Appendix II-E contains a summary of the skills and qualification as well as project outputs.

Table 49 Summary of Consultancy Services Requirements* (Length consultancy services is 38 months)

Person- Consultants team months International Team Leader/Adaptation Specialist 12 Hydrologist/Impacts Modeler 6 GIS Specialist 2 Disaster Management and Early Warning Specialist 6 Transport Specialist 5 Ecosystems Specialist 4 Hydraulic engineer 4 Climate Modeler/scientist 4 Subtotal 43

National Adaptation Specialist/Institutional Strengthening Expert 33 and Knowledge Management Hydrologist 12 GIS Specialist 4 Early warning and disaster risk management specialist 12 Transport Specialist/Engineer 1 Land use and natural resource management specialist 6

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Person- Consultants team months Hydraulic engineer 4 Social Specialist 1 Translator 3 Data collection assistant 8 Subtotal 84 Total 127

Note: * A summary of skills and qualifications for each expert is given in Appendix II-E. Source Consultant‘s estimates

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6 RESETTLEMENT

6.1 INTRODUCTION 598. The Government of Cambodia, through MPWT, has requested the ADB for TA to prepare the Provincial Roads Improvement Project. Resettlements plans have been prepared as separate documents. The following describes and outlines the scope of the resettlement required, as a summary only. The authoritative documents are the Resettlement Plans and they take precedence over the information given below. 599. The project aims to rehabilitate an aggregate of approximately 158 km of the provincial road PR314D, national road NR13, PR150B, NR53, and PR151B, located in Prey Veng, Svay Rieng, Kampong Chhnang, and Kampong Speu provinces, to paved condition to provide a safer, cost- effective provincial road network with all-year access to markets and other social services for provincial centers of southeastern and mid-western Cambodia. The existing CBF at Prey Vor-Mocva will be expanded and developed to facilitate efficient cross border transport and trade between Cambodia and Vietnam. Two resettlement plans were prepared, one for PR314D, the CBF, and NR13 in the southeast in Prey Veng and Svay Rieng provinces and the other for PR150B, N53, andPR151B in the midwest in Kampong Chhnang and Kampong Speu provinces.

6.2 SCOPE OF LAND ACQUISITION AND RESETTLEMENT

6.2.1 SOUTHEAST ROADS 600. The major impacts caused by the project in the rehabilitation of PR314D and NR13 include demolition of structures used for residence and business, and acquisition of occupied land in the ROW. According to the inventory of losses (IOL) conducted in 20 May 2011 – 2 June 2011, around 697 households (215 in PR314D and 482 in NR13) in 20 communes (7 PR314D and 11 in NR13) are affected by the loss of fixed assets and sources of incomes or livelihoods.1545 households in PR314D and 108 households in NR13 are affected by impacts on their homes and house-and-shops, of which 20 households in PR314D and 26 households in NR13 will lose entirely their homes and house-and- shops and will need to reconstruct behind the construction corridor. Moreover, 62 households in PR314D and 114 households in NR13 are affected by impacts on their independent shops (i.e., detached from other buildings), of which 45 households in PR314D and 57 households will have to relocate their business behind the construction corridor. In PR314D, some 27,936 m2 of land in the ROW are used or occupied by private households (12,004 m2 for agriculture and 15,932 m2 for residence and business), while in NR13, around 47,398 m2 of land in the ROW are used or occupied by private households (44,681 m2 for agriculture and 2,717 m2 for residence and business). Other fixed structures affected include fences, concrete pavements, extended eaves, pipe culverts and sign boards. In addition, 96 electric and telecommunication posts (75 in PR314D and 21 in NR13) need to be relocated behind the Corridor of Impact (COI). Around 12,140 perennials and timber trees (2,234 in PR314D and 9,906 in NR13) need to be removed from the COI. 601. In the expansion of the CBF at Prey Vor, an aggregate of 42,018 m2 of private land will be acquired, in addition to two houses and one store with a combined floor area of 90 m2. Fifteen perennial and 583 timber trees owned by these private individuals will likewise be acquired. Two absentee (i.e., living abroad, or in Phnom Penh) and one landed local farmer own the affected plots of land. Two other households have built structures on the land of two of the landowners to oversee the properties. The existing CBF facilities are standing on 10,982 m2 government land.

15 This number excludes the 14 houses and shops in PR314D and the 44 houses and shops in NR13 whose owners could not be determined at the time of the IOL because said structures were unattended or locked.

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6.2.2 MIDWEST ROADS 602. The major impacts caused by the Project in the rehabilitation of PR150B, NR53, and PR151B include demolition of structures used for residence and business, and acquisition of occupied land in the road ROW. According to the IOL conducted on 6 – 21 June 2011, 39 houses, 34 house- and-stores, and 89 shops in PR150B; 17 houses, and 43 shops in NR53; and two houses and ten shops in PR151B are adversely affected by the rehabilitation of the Project roads; 38 houses and house-and-stores in PR150B; 12 houses in NR53; and one house in PR151B are entirely affected and must shift behind the corridor of impact. Moreover, 67 independent shops in PR150B, 29 shops in NR53, and three shops in PR151B are entirely affected. Some150,291 m2 of ROW land in PR150B are used or occupied by private households for farming, for residence and business; while 18,229 m2 of ROW land is occupied by private persons in NR53; and 2,485 m2 in PR151B. 603. Other fixed structures affected include fences, concrete pavements, extended eaves, pipe culverts and sign boards. In addition, 41electric and telecommunication posts (39 in PR150B and two in PR151B) need to be relocated behind the COI. Approximately 3,010 perennial trees and 2,612 timber trees need to be removed from the COI of the Project roads.

6.3 MEASURES TO MINIMIZE IMPACTS AND RESETTLEMENT 604. In order to avoid or minimize displacement of people from assets and livelihoods, the existing road alignment will be followed and construction works will be confined within a COI of 10 meters measured either way from the road centerline. In addition, as part of the Project‘s resettlement strategy, DPs will be provided sufficient time to rebuild their homes and shops prior to the commencement of civil works and that they are able to continue with their present livelihood activities even during Project implementation. Also, all standing annual crops, including privately-owned trees, will be allowed to be harvested before the start of civil works in a particular section of the Project road. The MPWT, through PMU3 and the Inter-ministerial Resettlement Committee (IRC), through the Resettlement Department at the Ministry of Finance (MEF), will ensure that this resettlement strategy is carried through diligently.

6.4 LEGAL AND POLICY FRAMEWORK 605. The RP‘s have been prepared to address land acquisition and resettlement in the rehabilitation of PR314D and NR13 in the southeast, and PR150B, NR53, and PR151B in the midwest is consistent with ADB‘s Safeguard Policy Statement (June 2009) and relevant laws and regulations of the Royal Government of Cambodia, notably the 1993 Constitution, the 2001 Land Law, 2010 Expropriation Law, and Prakas (Government Order) No. 6, dated 27 September 1999. The RP includes the resettlement policy and specific time-bound and budgeted measures for mitigating the adverse social impacts of the Project, and for rehabilitating all physically and economically displaced persons (DPs). 606. The basic compensation and rehabilitation principles adopted in the RPs are: (a) land acquisition is minimized if avoidance is not possible; (b) compensation and cash and no-cash assistance will be provided to help ensure that persons displaced (more commonly referred to as displaced persons or DPs) are able to maintain, if not improve, their pre-Project living standards; (c) DPs are fully informed and consulted on compensation and relocation options; (d) existing socio- cultural institutions of DPs are supported and used; (e) the project resettlement policy will equally apply to women and men; (f) lack of formal title will not be a bar to compensation and rehabilitation; (g) particular attention will be extended to vulnerable groups, such as households headed by women and the elderly with no other social support; (h) resettlement is planned and implemented as an integral part of the project and that the budget for resettlement is part of Project costs; and (i) DPs are not displaced from assets until they are fully compensated for the same.

6.5 PARTICIPATION, DISCLOSURE AND GRIEVANCE REDRESS 607. Key information on the draft RP has been disclosed to the DPs through the holding in June 2011 and on 11-14 July 2011 of public meetings of public meetings for the southeast and midwest roads, respectively to (a) present the results of the IOL; (b) discuss the salient points of the Project resettlement policy in general term; and (c) find out from the DPs their suggestions and preferences regarding compensation, allowances and assistance, relocation of structures, grievance redress and participation. A project information leaflet in Khmer will be distributed to the DPs in the first half of

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September 2011. Likewise, during the first half of September 2011, the draft RP will be posted in provincial, district, and commune offices and on the ADB website. Following concurrence by ADB of the RP, the summary of the agreed RP will again be disclosed to the DPs with its posting at local government offices, while the full text of the approved RP will be uploaded on the ADB website. Social monitoring reports will be made available to the DPs and will be submitted to ADB for web posting. 608. In case of grievances, the DPs will first lodge their complaint with the commune office. If within 15 days settlement could not be reached, the grievance would be elevated to the district office. If the same could still not be settled at the district level, the complaint would be lodged at the provincial office. A court of law is the final arbiter of complaints that are not settled at the local government levels.

6.6 ETHNICITY, VULNERABILITY, AND GENDER ISSUES 609. There are five affected households (AHs) in NR13 that are of Vietnamese origin. In addition, the IOL has provisionally identified 157 women-headed households, 86 AHs that are headed by persons within the retirement age bracket of the Government (i.e., 60 years and older), six AHs that are headed by persons with disabilities, and 176 AHs living below the poverty line. Additional measures are incorporated in the R) to help ensure that these AHs, who are considered particularly vulnerable, are not further disadvantaged and that, along with the other AHs, they will equally benefit from the Project. 610. There are 35 AHs in PR150B, 12 in NR53, and 2 in PR151B that belong to the ethnic minority group (EMG) Cham (they are Muslims). In addition, the IOL has provisionally identified 47 women-headed households, 36AHs that are headed by persons within the retirement age bracket of the Government (i.e., 60 years and older), 3 AHs that are headed by persons with disabilities, and 48AHs living below the poverty line. Additional measures are incorporated in the RP to help ensure that these AHs, who are considered particularly vulnerable, are not further disadvantaged and that, along with the other AHs, they will equally benefit from the Project.

6.7 IMPLEMENTATION ARRANGEMENTS 611. The MPWT, through PMU3 and the Environmental and Social Office (ESO), and the Inter- ministerial Resettlement Committee (IRC), through the Resettlement Department of the Ministry of Economy and Finance (RD-MEF), are overall responsible for preparing, updating, implementing and financing the RP. At the local government level, the MPWT and IRC are assisted by Resettlement Subcommittee in the provinces and districts through the Resettlement Sub-committee Working Groups (RSWGs).

6.8 MONITORING 612. The ESO is the Project‘s internal monitor, while an organization independent of government will be hired by IRC to do external monitoring and evaluation (M&E). During RP implementation, which is reckoned to begin at the time of the detailed measurement survey (DMS), quarterly progress report of internal monitoring and semi-annual external M&E report will be submitted to ADB. Within one year after the completion of RP implementation, a resettlement completion report will be submitted to ADB that includes lessons learned to improve resettlement work in future projects.

6.9 RESETTLEMENT BUDGET AND SCHEDULE OF RP IMPLEMENTATION 613. The total cost of resettlement for PR314D and NR13 is US$1,676,977, and the total costs of resettlement for PR150B, NR53, and PR151B is estimated at US$773,779. The schedule of RP preparation and implementation is given in the Resettlement Plans.

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7 POVERTY AND SOCIAL ANALYSIS

7.1 INTRODUCTION 614. The project aims to rehabilitate the national and provincial roads in the southeast in the provinces of Prey Veng and Svay Rieng and project roads in the midwest, in the provinces of Kampong Chhnang and Kampong Speu. The roads will be paved to provide a safer, cost-effective provincial network that would help the people residing along the road and other project influence areas to have easy access to markets, facilities and social services. The said project also includes construction of a new CBF at Prey Vor-Mocva to facilitate efficient cross border transport and trade between Cambodia and Vietnam. The project will benefit around 705,738 population (140,818 households) in 4 provinces covering 10 districts, 29 communes and104 villages. 615. The Royal Government of Cambodia through its National Strategic Development Plan (NSDP) for 2009-2013 strongly supports development projects such as construction of roads, bridges and other infrastructure projects. Promoting social and economic development is a top priority of the government. The NSDP (2009-2013) mentioned 4 priority goals that the RGC would like to achieve until 2013, namely: (i) sustainability, peace, political stability, security and social order; (ii) sustainable long-term economic growth at a rate of 7 per cent per annum on a broader basis; (iii) poverty reduction at a rate of over 1 per cent per annum, and improvement of main social indicators, especially in education, health and gender equity; and (iv) increased outreach, effectiveness, quality and credibility of public services. To achieve the said goals will require rehabilitation and construction of physical infrastructure, enhancement of agriculture sector, employment generation, and capacity building and human resources development by providing quality education, enhancing health services, and implementation of gender and population policies. 616. The road improvement project is also aligned with ADB‘s plans for Cambodia. As stated in the ADB‘s country partnership strategy (CPS), 2011-2013, ADB will build on the strong foundations of its previous investments in the country. It aims to help Cambodia diversify its economy to enable the rural poor to contribute to, and benefit from economic growth. It will help reduce poverty through projects and programs to promote inclusive economic growth, social development, and equity. ADB has five priorities for Cambodia: (i) transport (rural and provincial roads); (ii) water supply, sanitation, and urban development; (iii) agriculture and natural resources; (iv) education (lower secondary schools and vocational training); and (v) finance. It also responds to the challenges of climate change; decentralization; rural-urban linkages, and regional cooperation.

7.2 BACKGROUND

7.2.1 COUNTRY CONTEXT 617. Cambodia is one of the least developed countries in Southeast Asia, and in the Asia-Pacific region, it ranks 131 of the 179 countries included in the UNDP‘s Human Development Index (HDI). It has a total population of 14.3 million as of 2010 with an annual population growth rate of 1.6%. The country‘s population in 2009 was 13.9 million and of this number, 51.23% are women. There were 2.9 million households with an average of 5 people and over 82% are in the rural areas. ADB mentioned in the Country Poverty Assessment for 2011 that based on the 2008 census, a quarter of Cambodian households (25.6%) are headed by women. The population is young, with more than half (56.1%) under the age of 25. The fertility rate has declined slightly but remains high. Rapid population growth from 1998–2008 at 1.54% per year is higher than the 1.3% average for Southeast Asia as a whole. Around 72% of the workforce is engaged in agriculture, forestry, and fishing. Urbanization is low, with just 19.5% of the population living in cities in 2008 and only a 1.3 percentage point increase over the previous decade (18.2% in 1998). While the annual growth rate of the rural population was 1.4% from 1998 to 2008, the urban population grew at 2.2% per year. 618. The country‘s national poverty incidence in 2008 was 30.1% but rural areas have higher poverty rate of 34.7%. Cambodia ranked 33 in the ―alarming‖ countries with high level of hunger and under nutrition, where 12% of the households were classified as food insecure due to increase in food prices (UNDP Poverty Reduction Report, 21 March 2011). The UN-WFP Cambodia reported that although the poverty rate in the country fell by 4.7% from 2004 to 2007, the 30.1% poverty level among the country‘s total population was still high. The unemployment rate in Cambodia is projected

143 TA 7665-CAM Preparing the Provincial Roads Improvement Project to reach 20% by end of 2011. The poverty rate in Svay Rieng province was 24% and 35% in Kampong Chhnang province (2008 Census). 619. The total population in the project areas covering 10 districts in 4 provinces (Svay Rieng, Prey Veng, Kampong Chhnang and Kampong Speu) was 705,738 with 140,818 households in 2008. Of this number, 25,755 or 18% were female-headed households (2008 Census). Agriculture is the primary source of income and food for the households. In Svay Rieng province (with 5 out of 10 districts included in the project areas), only 5% of the farmers have access to irrigation and 33% owned less than one hectare of land, and 4% do not own rice land for cultivation. Based on the international poverty line (in 2006 purchasing parity terms), 40% of the population in Cambodia lived on less than $1.25 a day, and 68% on less than $2 a day (A. Bauer et. al. 2008, World Bank‘s New Poverty Data: Implications for ADB, Sustainable Working Development Working Paper Series No. 2. Manila).

7.2.2 PROJECT LOCATION AND IMPACT AREAS 620. Cambodia, located in Southeast Asia, has a total area of 181,035 sq km. It is bounded on the northeastern part by Laos, on the west and northwest by Thailand and Vietnam on the east and southeastern part. Table 50 presents the physical profile of Cambodia.

Table 50 Physical Profile of Cambodia

Profile of Cambodia Description of Profile Location and boundaries Located in southeast Asia located with close proximity to the following countries: Thailand, Vietnam and Laos Geographic Coordinates 13.00 N, 105.00 Total Land Boundaries 2,572 km compared to neighboring countries: Thailand – 803 km; Vietnam – 1,228 km; and Laos – 541 km Total Area (land and 181,035.sq.km water) Total Land Area 176,515 sq. km Total Area for Water 4,520 sq. km Total Land Area 443 km (Coastline) Total Land Use Arable Land – 20.44%; Permanent Crops – 0.59%; and other land use – 78.97% as of 2005 Land Terrain Mostly low, flat plains with mountainous/hilly areas in the southwest and northern parts Elevation Lowest elevation is the Gulf of Thailand (0 m) and the area with the highest elevation is Phnum Aoral (1,810 m) Climate Cambodia is a tropical country with 2 pronounced seasons: Dry Season (December – April) and Wet or rainy-monsoon season (May to November) Total number of irrigated 2,700 sq. km (2003) land Total Renewable water 476.1 cu. km (1999) resources Natural hazards (disaster) Monsoon rains starts in June to November; flooding and droughts

Source: Cambodia Profile and 2008 Census

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7.2.3 DEMOGRAPHIC CHARACTERISTICS 621. The country‘s population in 2010 was forecasted by ADB to reach 14.30 million with an annual population growth rate of 1.6% (2008-2010). Cambodia‘s 2008 census has recorded a total population of 13.4 million with an annual population growth rate of 1.54%, or an increase of around 1million for 2 years. Cambodia‘s population in 2010 was estimated at 14.3 million. Only 20% of the country is classified as urban areas while 80% is rural. Based on the 2008 census, the country‘s population growth was lower (1.54%) than the projected growth, estimated at 1.8%. This is slightly above the regional population growth of 1.3%. The average family size in Cambodia is 5. A significant increase in the population of female (52%) was also noted in 2008. Urbanization rate in the country was fast from 17.7% in 1998 to 19.5% in 2008. However, urbanization rate declined in 2010 with 3.2% only and is projected to continue with the same rate until 2015. The country‘s rural population in 2009 was 80.48% while 22.2% represents the urban population, and the country‘s population is projected to increase fast in the next 5 to 10 years. The women comprised over 7 million compared to men which has a total population of 6.8 million (CSES, 2009).

7.2.4 PHYSICAL DESCRIPTIONS OF THE PROJECT AREAS 622. The project covers 4 major provinces and 10 districts with 29 communes and 104 villages. The districts that will be directly benefited by the project include: (i) in the province of Prey Veng, (ii) Districts of Romeas Haek, Rumduol, Svay Teab, Svay Rieng City and Kampong Rou in Svay Rieng province, (iii) Districts of Kampong Tralach and Tuek Phos in Kampong Chhnang province and, (iv) in Kampong Speu province. Of the 4 provinces covered by the project, 2 provinces are located in the south-eastern part of Cambodia, down to the border of Vietnam, namely: 5 districts in Svay Rieng province and 1 district in Prey Veng province. In the midwest part, it covers three districts in Kampong Chhnang province and one district in Kampong Speu province. Table 51 presents the data on the total land area per province and district, and land classification.

Table 51 Total Land Area and Land Classification per Province and District (hectares, ha)

Forest Land Total Cultivati Other Area Total Construction Province District Land on Land Land Flooded Land Area Area Area Area Area/ Forest Kampong 38,730 - - 28,013 4,075 6,642 Rou Rumduol 28,990 - - 21,643 3,014 4,333 Svay Rieng Romeas 78,461 18,346 - 32,800 12,750 14,565 Haek Svay Teab 32,039 126 - 24,363 6,728 822 Kamchay Prey Veng 35,183 555 - 23,060 5,308 5,259 Mear Kampong 4,665 258 258 754 767 1,584 Tralach Kampong Tuek Phos 176,386 127,560 - 40,070 3,311 5,445 Chhnang Sameakki 71,426 40,496 - 24,010 36,690 3,230 Mean Chey Kampong Thpong 70,600 40,814 - 10,443 9,460 9,883 Speu

Source: 2009 Data Book Per Province

7.3 CIVIL WORKS TO BE UNDERTAKEN IN THE PROJECT 623. The provincial road improvement project is a top priority of the RGC through the MPWT. It is included in the government‘s key infrastructure development agenda that will provide all-year round

145 TA 7665-CAM Preparing the Provincial Roads Improvement Project access to the provincial and rural agricultural communities in the project areas. The project will also support a sustainable road maintenance regime of the MPWT, thousands of jobs will be created for the unskilled men and women, and ensure effective gender mainstreaming, implement the HV/AIDS and human trafficking prevention program (HHTPP), road safety (RS) awareness and climate change adaptation measures. The paved road will improve access to facilities (i.e. markets, clinics and hospitals, schools, banks, and other agencies) and basic social services. Specifically, the project has five outputs: (i) civil works/rehabilitation and construction of a cross border facility in Prey Vor-Mocva; (ii) improved road asset management; (iii) increased road safety and safeguards by implementing (a) community-based RS awareness program in-line with the national program; (b) an HIV/AIDS and human trafficking prevention programs; and (c) a sex-disaggregated baseline socio-economic survey of beneficiaries; (iv) climate change adaptation to assess vulnerability to climate; develop emergency management planning; and (v) efficient project management support to MPWT.

7.4 SUMMARY OF ADVERSE SOCIAL IMPACTS OF THE PROJECT 624. Based on the scoping and assessment conducted by the Resettlement Team and the social safeguards survey team, the areas where there will be households and structures that will be directly affected by the project include the following: (i) Ta Ches village (market area) in Ta Ches commune in Kampong Tralach district (Kampong Chhnang province); (ii) Akphivoadth commune in Tuek Phos district (Kampong Chhnang province); (iii) Romeas Haek urban center (market area) in Svay Rieng province; (iv) Rumduol urban center (market area) in Svay Rieng province; and (v) Prey Vor border in Kampong Rou district (Svay Rieng province) where the CBF will be constructed. Possible relocation of around 4 families in Akphivoadth commune in Tuek Phos district, in line with the construction of the proposed by-pass structure in the said area. The project will also acquire approximately 24.4 ha of land within the existing ROW of various roads and 2.5 ha of privately owned land at the site of the Prey Vor for the CBF. Land acquisition will cause temporary and permanent displacement of an estimated 936 households. Of this number, 247 households will experience impacts on houses or house-cum-shops, including 91 requiring relocation outside the ROW. A further 319 households will experience impacts on stand-alone-shops of which 202 households will require relocation outside the ROW. Around 370 households are expected to lose use of productive land only and/or secondary structures or trees/crops (Draft RPs for TA-7665-CAM). 625. During the public consultations conducted and interview with the owners in the project areas, the AHs mentioned that there is no problem if the road will be improved. They are aware that it is the property of the government and anytime that the road will be improved, they will vacate the portions that are part of the ROW. They also expressed that what is important is the road project. They also want the drainage in the market and along the road to be improved. The owners of the commercial establishments mentioned that they decided to occupy first the sidewalks even if they knew that it is part of the ROW, because they thought the government has no plans yet to improve the road. With paved roads, they believe that the income of the vendors and the households in the project areas will increase because many customers will go to the market to buy, and more vendors especially women will be encouraged to sell products in the market. 626. The market stalls in urban centers are made of light materials and are easy to remove and/or replace. The district government also confirmed their plans to improve the market. The vendors were very happy to hear that the road will be improved, and they said their economic activities will not be disrupted as they could just move back or transfer to a vacant lot within the market area. Those with commercial centers mentioned that they will just remove the extended part of their stores encroaching on the ROW, and they still have space where they could display their products. Likewise, the women selling ready to wear clothes (RTW) and cooked foods along the road have mentioned that there is no problem on their part because during the road construction, they will just transfer to a vacant lot, and they could still continue their livelihood activities. They also plan to sell cooked foods or put up small restaurants or noodle house, where the construction workers and other people could eat. They strongly believed that the improved road will boost the economy in the district, and their income as well.

7.5 SCOPE AND OBJECTIVES OF THE STUDY 627. The PSIA was conducted in areas covered by the project, in 2 provinces (Kampong Chhnang and Kampong Speu) with 4 districts in the mid-western part, and in 2 provinces in the southeastern part (Svay Rieng and Prey Veng) with 6 districts, and in 29 communes and 104 villages.

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Methodologies used include ocular survey, consultations with various stakeholders using focus group discussions (FGDs), baseline socio-economic survey involving 700 households as respondents, observation and review of existing studies/data from census and related literature. The baseline survey conducted is essential for monitoring project impacts, and evaluate or assess the level of impacts of the projects, particularly on poverty reduction, increase in school enrollment, reduction in number of child and maternal mortality rates, decline in HIV/AIDS and human trafficking cases, etc. 628. Gender assessment (GA) was conducted in the project areas to identify key gender issues or gaps in the areas, impact of the project on gender, and to solicit insights and suggestions from various stakeholders on what else do they need in their communities, and how to mitigate possible impacts of the project to their families and the communities as a whole. Indigenous Peoples (IPs) assessment was also conducted in the project areas, particularly in the midwest, to ascertain the number of IPs/EMGs who will be affected, and the extent of project impacts. In addition to public consultations, separate consultations with the Vietnamese and Cham were also conducted in 3 areas namely: (i) Ta Ches (Kampong Tralach), (ii) Chhuk Sa (Kampong Tralach) and (iii) Tuol Khpos (Tuek Phos).

7.6 METHODOLOGY

7.6.1 INSTRUMENTS OF THE STUDY 629. The social safeguards specialist conducted a sex-disaggregated socio-economic baseline survey (social studies) utilizing 700 households who were randomly selected from the communes/villages located along the provincial roads in 10 districts. Survey questionnaire was used as the main instrument for the baseline survey and was pre-tested in 3 districts. The baseline survey consists of 7 parts, namely: (i) Profile of the Respondents, (ii) Economic Sufficiency Data, (iii) Social Adequacy Data, (iv) Road Safety Data, (v) Climate Change Data, (vi) Project Impacts and Mitigation Measures, and (vii) Other Comments and Recommendations. Six researchers or enumerators (1 male and 5 females), who are college students were trained how to conduct interviews using a survey questionnaire. They could speak fluently, both English and Khmer languages. They were trained by the consultant on basic skills in data-gathering before they were assigned in the provinces. The survey team was supervised by the international social safeguard specialists with the assistance of the national labor and gender specialist. Other tools used in data-gathering include rapid assessment, interviews, observations and stakeholder consultations. A total of 40 consultations in the project areas using FGDs with various stakeholders were conducted and participated by 319 people from various sectors (i.e., community leaders, women, men, youth, students, government agencies, policemen at the border, NGOS, IPs/EMGs, teachers, and health personnel and other sectors) from May to July 2011.

7.6.2 SAMPLING TECHNIQUE 630. The participants residing along the road in the project areas were the main respondents for the baseline survey. They were selected using systematic random sampling. In areas with IPs/EMGs, and to ensure that they will be well represented, a combined stratified and systematic random sampling were used in Kampong Tralach district to enable the EMGs (Vietnamese and Cham) to participate in the survey. A total number of 1,019 people participated during the data-gathering (baseline survey and FGDs conducted from May to July 2011. It consists of 700 respondents for the baseline survey and 319 for 40 FGDs conducted in the project areas. The females represent 58% and 42% for the combined stakeholder consultations and baseline survey. For the baseline survey alone, a total of 62% female respondents and 38% male respondents participated in the said survey in June 2011. On the other hand, the IPs/EMGs consist of the Vietnamese, Cham and Chinese represent 13% of the total stakeholders consulted and interviewed. The majority of the IPs are in living in the midwest project area (Kampong Chhnang province covering Kampong Tralach and Tuek Phos districts). Table 52 presents the number of the respondents/stakeholders consulted from May-July 2011.

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Table 52 Number of Respondents/Stakeholders Who Participated in the Baseline Survey and FGDs Conducted

Province District Number of Number of Number Number of IPs / Ethnic Number Respondents Stakehold Consulted / Minorities Consulted of FGDs (Baseline ers(FGDs) Interviewed (FGDs) Interviewed (per Survey) District) F M F M F M VN Chinese Cham Svay Kampong Rou 57 44 15 16 72 60 2 3 0 7 Rieng Svay Teab 58 28 14 12 72 40 1 1 0 2 Romeas Haek 72 34 25 24 97 58 0 0 0 6 Rumduol 37 37 15 16 52 53 0 0 0 3 Svay Rieng 8 12 8 8 16 20 0 0 0 6 Total by gender/ ethnicity 232 155 77 76 309 231 N=3 N=4 N=0 N=24 Per cent by gender 33 22 50 50 57 43 Total persons by province 387 153 540 Per cent (all provinces) 55 48 53 Prey Kamchay Mear 31 19 12 12 43 31 0 0 0 2 Veng Per cent by gender 62 38 50 50 58 42 Total persons by province 50 24 74 N=0 N=0 N=0 N=2 Per cent (all provinces) 7 8 7 K. Kampong Tralach 85 41 38 40 123 81 57 57 40 6 Chhnang Tuek Phos 48 22 16 18 64 40 0 0 30 4 Sameakki Mean 20 14 8 6 28 20 2 2 Chey Total by gender / ethnicity 153 77 62 64 215 141 N=57 N=70 N=0 N=12 Per cent by gender 22 11 49 51 60 40 Total persons by province 230 126 356 Per cent (all provinces) 33 39 35 K. Speu Thpong 21 12 8 8 29 20 0 1 0 2 Total by gender / ethnicity 33 16 49 N=0 N=1 N=0 N=2 Per cent (all provinces) 5 5 5 Total for all provinces 437 263 159 160 596 423 N=60 N=5 N=70 N=40 disaggregated Per cent for all provinces 62 38 50 50 58 42 disaggregated Total persons for all provinces 700 319 1,019 135 Per cent for all provinces 100 100 100 13 Note: ** N –Number (Frequency) ** F- Female & M- Male VN – Vietnamese K. – Kampong Source: BHSES June-July 2011

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7.6.3 STATISTICAL TOOLS USED 631. Both qualitative and quantitative data were gathered. Baseline survey data were analyzed using frequency, percentage and ranking. The data were disaggregated by sex and province, and some data were disaggregated per district. Data gathered from the FGDs substantiated the data gathered from the baseline survey.

7.7 FINDINGS BASED ON EXISTING STUDIES/CENSUS

7.7.1 DEMOGRAPHIC CHARACTERISTICS IN THE PROJECT AREAS 632. The total population in all districts in four provinces (Svay Rieng, Prey Veng, Kampong Chhnang and Kampong Speu) was 2.5 million in 2008. In the 10 districts covered by the project, the total population was 660,564 (2008 Census) from 174,476 households. The female comprised 52% of the total population and 25,787 are female-headed households or 14.7% of the total households in the project areas. The total population in Svay Rieng province as of 2008 was 563,582; Kamchay Mear (Prey Veng province) has a total population of 87,562 and over 1.1 million for the entire province. In the mid-western part of the project, Kampong Chhnang province has total population of 485,870. Two of its 8 districts are covered by the project, namely: (i) Kampong Tralach (the 2nd district in the province with the highest population next to Rolea B‘ier district); and (ii) Tuek Phos district. Also located in the mid-west part is Kampong Speu province which has a total population of 746,982 and only Thpong district is included in the project area. The said district has a total population of 53,303 which is the lowest from the 10 districts covered by the project. The top five districts in the project areas with the highest population as of 2008 are: first, Romeas Haek (Svay Rieng province) with 129,350, second Kamchay Mear (Prey Veng province) with 87,562, third in rank is Kampong Tralach (Kampong Chhnang province) with 84,938 population, fourth rank is Sameakki Mean Chey (Kampong Chhnang) with 70,764, and Kampong Rou (Svay Rieng province) ranks fifth with 66,038 total population.

7.7.2 AGRICULTURAL YIELDS AND HOUSEHOLDS’ ACCESS TO IRRIGATION 633. Agricultural land is use for planting vegetables and other crops (rice, corn, cassava and other crops, livestock raising, fishing and fish breeding and private forestry which accounts for around 93% of the total land cultivated in the project areas during dry season. During wet season, the total land area cultivated ranges from 94% to 97%. Kampong Speu‘s total area cultivated during wet season was 97% in 2008 and 91% in 2007. However, during dry season, there is a reduction in the total land area cultivated due to lack of access to irrigation facilities. Average yields of rice in the project areas in 2008 vary from 2.1 to 2.5 tons during dry season. The total yields of rice during dry season is higher than the rice yields during wet season, from 1.3 to 1.7 tons of rice (wet season) because there are rice fields located in the lowlands that are flooded during heavy rains. 634. During dry season, around 90% of the farmers, particularly in Svay Rieng and Prey Veng provinces and in areas without access to irrigation facilities, could plant rice only once a year. The USDA report stated that rice farmers in Cambodia are predominantly subsistence producers and WB estimated that only 40% of the growers are generally capable of generating a marketable surplus. Most of the agricultural areas in the country are located in lowlands. The majority of the farmers do not have access to irrigation facilities. Kampong Chhnang province has higher percentage of households with access to irrigation (Kampong Tralach-38.5%; Tuek Phos-22.1%; and Sameakki Mean Chey-27.3%). In Svay Rieng, 11% of the farmers in Kampong Rou have access to irrigation facilities while the rest of the farmers in the districts in Svay Rieng province have less than 1% of the total households have access to irrigation. Around 9% of Kamchay Mear‘s farmers have access to irrigation while Thpong (Kampong Speu), only 4.4% of the total households have access to irrigation.

7.7.3 LAND OWNERSHIP 635. Approximately 20% of the households in Cambodia are landless, either having never owned land or lost it due to population growth, indebtedness or illness. On the other hand, 45% of the total households in the country are classified as land poor as they do not have sufficient or fertile land to earn a decent living. Based on the CSES 2009 report, an estimated 47% of the country‘s total households have an agricultural land less than 10,000 sq. meters or one hectare, and 72% of the total

149 TA 7665-CAM Preparing the Provincial Roads Improvement Project households nationwide have agricultural land. Around 44% of the farmers owned less than one hectare of rice land while an average of 4% do not owned rice land.

7.7.4 LABOR FORCE AND LIVELIHOOD SKILLS (MACRO CONTEXT) 636. Analyzing the trends from the census in 2004 and the CSES 2009 data, the population in Cambodia increased by 10% or 1.3 million within a span of 5 years. The working age population also increased from almost the same as the population, from 7.6 million to 8.9 million or 16.8% with an annual average increase of 3% in 2009. Employment rate in the country also increased from 2004 to 2009, for both male and female population. The women employment rate increased in all geographical domains except in other urban areas where there was a decline in employment. Labor force participation rate for men in rural areas is higher (90% in 2009 from 90.1% in 2004) compared to women (84% in 2009 from 80% in 2004). In urban areas, men‘s labor participation rate is still higher (82%) and 73% for women. The same trend was noted in employment rate for men both sex and in rural-urban areas. 637. Unemployment rate in Cambodia is currently estimated at 19.72% and the bulk of this problem is on younger age bracket, considering the reality that Cambodia‘s labor force is dominated by younger population. The youth comprised around 23% of the total population (approximately 3.5 million) and this number is projected to increase from 3.2 million in 2005 to 3.6 million in 2011 (ILO). For the total workforce in the country, the youth comprise 32%, of which 51% are males and 49% are females (the majority are concentrated in Phnom Penh). From 2004 to 2009, there was 0.2% reduction in unemployment rate in the country in 2009 and if this rate will go on, the number of unemployment and poverty rate in the country will continue to increase.

7.7.5 OCCUPATIONS AND ECONOMIC ACTIVITIES IN THE PROJECT AREAS (MICRO CONTEXT) 638. In Kampong Tralach district, 85% of the total households are engaged in farming and handicraft work and of this number, around 70% of the farmers are engaged in fishing during off- farming season and during months that some farm lands are flooded due to water overflowing from Mekong river and Tonle Sap. In Ta Ches commune (Kampong Tralach), 95 households or 4% of its total population are Vietnamese whose primary skill is fishing. They are not engaged in farming as they do not have lands to cultivate. The majority of their houses are located just at the bank of Tonle Sap and around 5-10 meters away from Ta Ches market, where there will be road that will be improved. 639. In the provinces of Prey Veng and Svay Rieng, the primary occupation of the households (over 95%) is also agriculture with rice farming as the leading occupation. The women workers in the provinces comprised 48% to half of the total households, but most of their time spent in agriculture work is considered unpaid labor because they assist the household heads (mostly men) in doing farm- related activities, which is mostly a communal or a household endeavor.

7.7.6 SOCIAL RELATED DATA (HEALTH AND EDUCATION) 640. Table 53 shows the same trends or pattern as described under the education/literacy rates for the country (macro context).

Table 53 Educational and Literacy Rate in the Project Areas (Southeastern Part: Svay Rieng and Prey Veng Province) Prey Svay Rieng Province Veng Enrollment Status/Level (2009 Total Number and Percentage per District Item Province Data) Kampong Svay Romeas Rumduol Kamchay Rou Teab Haek Mear 1 Total children aged 6-11 years 8,173 6,532 14,539 6,872 10,537 old: 12% 12% 11% 12% 12% 1.1 Total children aged 6-11 in primary 7,766 6,209 13,385 6,432 9,826 school 95% 95% 92% 94% 93% Total children aged 6-11 not in 407 323 1,154 440 711 school 5% 5% 8% 6% 7%

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Prey Svay Rieng Province Veng Enrollment Status/Level (2009 Total Number and Percentage per District Item Province Data) Kampong Svay Romeas Rumduol Kamchay Rou Teab Haek Mear Total girls aged 6-11 years old: 4,153 3,274 7,234 3,452 5,270 12% 12% 11% 12% 12% 1.2 Total girls aged 6-11 in school 3,946 3,105 6,667 3,230 4,888 95% 95% 92% 94% 93% Total girls aged 6-11 not in school 207 169 567 222 382 5% 5% 8% 6% 7% Total boys aged 6-11 years old: 4,020 3,258 7,305 3,420 5,267 13% 13% 12% 13% 13% 1.3 Total boys aged 6-11 in school 3,820 3,104 6,718 3,202 4,938 95% 95% 92% 94% 94% Total boys aged 6-11 not in school 200 154 587 218 5,267 5% 5% 8% 6% 13% 2 Total children 12-14 years old: 4,863 4,115 8,955 4,267 6,248 7% 8% 7% 98% 7% 2.1 Total children aged 12-14 in lower 4,464 3,877 8,118 3,997 5,740 secondary level 92% 94% 91% 94% 92% Total children aged 12-14 not in 399 238 837 270 508 lower secondary level 8% 6% 9% 6% 8% Total girls aged 12-14 years old: 2,414 2,046 4,535 2,151 3,177 7% 7% 7% 7% 7% 2.2 Total girls aged 12-14 in lower 2,197 1,883 4,086 2,009 2,836 secondary level 91% 92% 90% 93% 89% Total girls aged 12 -14 not in lower 217 163 837 142 341 secondary level 9% 8% 9% 7% 11% Total boys aged 12-14 years old: 2,449 2,069 4,420 2,116 3,071 8% 8% 7% 8% 7% 2.3 Total boys aged 12-14 in lower 2,267 1,994 4,032 1,988 2,904 secondary level 93% 96% 91% 94% 95% Total boys aged 12-14 not in lower 182 75 388 128 167 secondary level 7% 4% 9% 6% 5% 3. Total number of teenagers, 15-17 4,958 4,432 9,450 4,082 6,328 years old: 3a Total children aged 15-17 not in 907 731 1,982 825 1,079 school 18% 16% 21% 20% 17% 4 Number & % of illiterate people 3,549 1,947 9,550 3,240 9,384 (15-60 years old) 9% 6% 12% 10% 17% 4.1 No. & % of illiterate females (15-60 3,549 1,47 5,659 1,936 5,328 yrs.) 9% 6% 7% 6% 10% 5 No. & % of illiterate people (15-17 2,153 114 403 95 434 yrs) 5% 3% 4% 47% 7% 5.1 No. & % of illiterate females (15-17 149 64 219 47 184 yrs) 3% 1% 2% 1% 3% 6 No. & % of illiterate people (18-24 387 278 1,402 276 1,519 yrs) 4% 3% 7% 3% 12% 6.1 No. & % of illiterate females 18-24 216 146 817 173 784 yrs) 2% 2% 4% 2% 6% 7 No. & % of illiterate people (25-60 3,013 1,555 7,745 2,869 7,431 yrs) 11% 8% 15% 13% 21% 7.1 No. & % of illiterate females (25-60 1,850 837 4,632 1,716 4,360 yrs) 7% 4% 9% 8% 12% Source: 2009 Data Book per District

641. It could be gleaned from the aforementioned data that the educational level of children aged 6-11 years old is still high, ranging from 91 to 95% in almost all districts covered by the project, except in Tuek Phos district which has the lowest educational rate (88%) among children (6-11 years old) enrolled in primary school. The areas in the midwest (Kampong Chhnang and Kampong Speu) have higher number of children aged 6-11 years old who are in school (from 8% to 12%), particularly in Thpong district (Kampong Speu) which has 8% as of 2009. In the southeastern part (Svay Rieng and Prey Veng), Kampong Rou has the lowest educational rate of 5% for children aged 6-11 years old

151 TA 7665-CAM Preparing the Provincial Roads Improvement Project who are not in school. Overall analysis shows that the districts in the southeastern part have high educational enrollment rates from 92% to 95% for children enrolled in primary level. There is no much difference between the enrollment rate in lower secondary for children aged 12-15 years old and those enrolled in primary level. However, for teenagers (15-17 years old), there was a significant increase in the number of school drop-outs (those who are no longer in school), from 16% to 24% in all districts. The district with the highest number of youth who were not in school was Thpong (Kampong Speu province). Again, the areas in the midwest have high rate of out-of-school youth (OSY) compared to the southeastern areas based on 2008 census. 642. In terms of illiteracy status of people from 15-60 years old, Kamchay Mear district (Prey Veng province) has the highest with 17%, followed by Romeas Haek (12%) in Svay Rieng province; Kampong Tralach (11%) and Tuek Phos (10%), both located in Kampong Chhnang province, and Rumduol district (10%) in Svay Rieng province. In Svay Rieng province, the OSY either work in garment factories or in farm lands (i.e., planting rice, cassava and other crops). In Kampong Tralach where Ta Ches commune is located, most of those who dropped-out of school are engaged in farming and/or in fishing because the villages are situated just beside the Tonle Sap. The younger age bracket has a lower number of illiterate people compared to those in older age groups.

7.7.7 HEALTH AND NUTRITION STATUS 643. Health and nutrition services in Cambodia still need improvement, particularly in terms of health facilities in health centers/hospitals; increase provision of medical supplies including contraceptive methods; hiring of additional qualified health personnel, and need to construct health centers in remote rural areas. These improvements will require increase in budget for health facilities and services. Per HDI in 2010, the country‘s expenditure for health was 1.7% only of the GDP, which explains why the country‘s health indicators are among the lowest in Southeast Asia. Life expectancy at birth (years) in the country in 2009 was 61% and increased to 62.2% in 2010 (HDI) and with a fertility rate of 3.6 children per woman. More than half of Cambodian married women no longer want to bear any more children if they already have at least 2 living children, or at least to delay the birth of their next child (CDHS, 2010). 644. Cambodia‘s under-5 mortality rate per 1,000 live births was estimated at 88% in 2009 (ADB Fact Sheet, 31 December 2010). Likewise, the CDHS 2010 report also stated that child mortality rate for the 0-4 years old from 2006 to 2010 in the country was 54 per 1,000, which means that about one in twenty children born in Cambodia dies before reaching their 5th birthday. Most of the mortality happened during the first year of life. Infant mortality is 45 deaths per 1,000, while mortality between the first and the fifth birthday is 9 per 1,000; mortality during the first month (neonatal mortality) is 27 per 1,000; and 18 per 1,000 for post neo-natal (between the first month and the first birthday). UNICEF also reported that the leading causes of childhood mortality in the country are diarrhea, respiratory infections and vaccine-preventable diseases. 645. The country has also very high risk for major infectious diseases such as bacterial and protozoal diarrhea, hepatitis A and typhoid fever; and vector borne diseases (i.e., dengue, malaria, etc.). Based on the CSES in 2010, 63% of the children in the country were provided assistance for fever and 59% suffered from diarrhea due to lack of access to safe drinking water. Poor sanitation practices contribute to diarrhea. In 2009, about 62% of the country‘s households have unimproved water sources (i.e., collecting rain water in a jar or water containers during wet season, open well, pond/river or well, water provided by vendors or delivered by a truck, etc.). Only 38% of the total households in the country have access to improved water sources such as piped in dwelling, public tap, tube/piped well or borehole and protected dug well. As regards sanitation, 72% of the country‘s total households do not have sanitary toilets and they use ―open land‖, which may contaminate sources of drinking water during rainy season. Only 23% of the total households have improved toilets such as pour flush connected to a sewerage (21%), pour flush to septic tank or pit (21%) or pit latrine with slab (1%). 646. Malnutrition rate in the country is also high, with 29% of children under 5 who are considered malnourished. About 30% of the country‘s population under 5 years are underweight and 31% of children (below 5 years old) in rural areas are considered undernourished. There is a slight difference in the nutritional status of girls (29%) than the boys (31%). In the project areas, the province with the lowest nutritional status is Kampong Speu with 34%, followed by Kampong Chhnang (30%), Svay Rieng (30%), and Prey Veng has the lowest (26%) compared to the three other provinces. Anemia is also common among the children in Cambodia, where 55% of the total number

152 TA 7665-CAM Preparing the Provincial Roads Improvement Project of children are anemic, 26% are moderately anemic and 28% are mildly anemic). Iodine deficiency is also common in the country, and lack of such micro-nutrient can cause goiter, hypothyroidism, impaired mental functions, retarded mental and physical development, and diminished school performance. Although 83% of the households nationwide use iodized salt but more than 50% of the country‘s population (6-59 years old) have anemia. Svay Rieng province tops the 4 provinces with the highest number of individuals with anemia with 66%, followed by Kampong Chhnang (63%), 3rd in rank is Kampong Speu (54%), and Prey Veng has the lowest with 51% anemic cases (CDHS, 2010).

7.7.8 MATERNAL HEALTH AND MEDICAL SERVICES 647. Maternal mortality in Cambodia is also high due to lack of access to basic facilities and health services. The majority of the health centers and hospitals in the project areas are located more than 3 km from the communes/villages, and there are areas without health centers yet. Inadequate medical supplies and unimproved health facilities combined with poverty are some of the major causes that contribute to maternal morbidity and mortality. Around 38% of the mothers in the project areas gave birth with the assistance of a traditional birth attendant (TBA), although it is significant to note that the number of mothers who gave birth in health centers and/hospitals or assisted by a midwife had increased from less than 50% in 2007 to over 60% in all districts, except in Svay Teab (Svay Rieng province) which has the highest number of mothers who gave birth assisted by a TBA, and only 42% of the mothers were assisted by a midwife.

7.8 COMMUNITY AND STAKEHOLDER CONSULTATION

7.8.1 METHODOLOGY USED 648. The FGDs were conducted in separate groups of women, men, students, teachers, policemen at the border in Vietnam (Prey-Vor Mocva in Kampong Rou district), commune/village leaders, provincial and district government officials, health personnel (health centers and district hospitals), NGOs (i.e., Cambodian Red Cross, Cambodia Trucking Association and Reproductive Health Association in Cambodia), representatives of government agencies (i.e., MPWT, MoWA, NAA, NCHADS, MoEYS, Ministry of Planning, and others).

7.8.2 SUMMARY OF CONSULTATIONS WITH WOMEN 649. In general, 100% of the women consulted were very happy to hear that finally the road will be improved already. They said the children‘s health is greatly affected by dust every time vehicles pass by. They do not wear masks while going to school as they do not also have masks at home. They believe that dust is hazardous to the health of children and old people, especially if they already have asthma and other respiratory related illnesses. It is also dangerous because every time vehicles pass by, they could not see approaching vehicles due to heavy dust. Likewise, the women consulted in the midwest part (Kampong Chhnang province) mentioned that having improved roads is a great help, as they do not have to wash school uniform of their children. They claimed that they wash the uniform of their children daily because they only have one or two sets. Frequent washing is time consuming and costly, as they always buy laundry soap. 650. The girls enrolled in primary school and lower secondary levels were also consulted. They were very happy to hear that the road will be improved. They mentioned that over 50% of the children who go to school, especially those coming from far communities, use bicycles when going to school. They also mentioned that majority do not have helmets as it is expensive. They usually occupy the sidewalk or outermost lane of the road when using bicycles, but they claimed that there are still children, especially boys, who are so confident to use the main road when driving bicycles and this is risky on their part. They suggested that a road safety awareness campaign in schools and in local communities could help increase the students‘ level of awareness on road safety and in reducing accidents. 651. The majority of the houses are located more than 3 km away from the markets, banks, health centers, and other facilities. This explains why they have difficulty going to clinics/health center for medical check-up due to far distance. In Thoul Khpos in Tuek Phos district (Kampong Chhnang province), the commune is 19 km from the district hospital (located in the district proper). They expressed that once the road is completed, travel time will be shortened as it will be faster and convenient. In addition to far distance of clinics/health centers, oftentimes they have to pay or donate amount ranging from 500 Riels to 1,000 Riels every consultation. They also have to buy the

153 TA 7665-CAM Preparing the Provincial Roads Improvement Project prescribed medicines that are not available at the health centers. Bad road is also a problem among pregnant women every time they undergo pre and post-natal check-up, and the worst is when it is already their schedule to give birth. They expect more women who will visit clinics for medical check- up, and increase in number of children having medical check-up and treatment at the clinics/hospitals after the completion of the project. 652. As regards positive impacts that the road improvement project will bring, 100% of the women cited all positive impacts. The only major negative impact mentioned was increase in road accidents among school children and old people, who may not be able to see fast approaching vehicles due to poor vision, especially every time vehicles pass by due to heavy dust. Having an improved road would make their travel to basic facilities easy, faster and convenient. It would also be convenient for children in going to school five days a week, and easy to transport goods from farm to market or from farm to their house (after harvest season). They also mentioned that they seldom go to clinics for medical check-up because of far distance (around 3 to 5 km or more). In addition to far distance of clinics/health centers, oftentimes they have to pay or donate amount ranging fm 500 Riels to 1,000 Riels every consultation. 653. For those with stores/shops or they sell products in the markets, it is easy to transport products to their houses or stores if the road is already improved. Most of the market vendors are women, and they are also the ones who regularly perform marketing function. They also believed that transportation costs will be reduced if the road is already improved, as maintenance costs for vehicles will reduce and travel time will be faster. They could also foresee that once the road is improved, there will be households who may be interested to invest in transportation business, which as of now is still lacking in their areas. 654. When women were asked if they are willing to work during the construction and maintenance, more than 50% expressed confidently that they would like to work so that they will have income. There are no job opportunities in the local communities and those with stores/shops in front of their houses are not also earning much because there are a lot of competitors (households selling the same products in the communities) for the same people or neighbors. Those selling in the markets are not very much interested to work during the construction as no one will take charge of their stalls, but they said they could sell cooked foods and other products that may be needed by the construction workers. It would mean increase in profit on their part. Around 20% of the women consulted claimed that they already have experience working in road projects (under the WFP food-for-work). They still would like to work in the road project, and they hope that they will be hired by the contractors. They said, what is important is they have jobs and income for their households‘ basic needs. 655. When the women were asked what community-based support programs need to be implemented in their communities, they suggested the following: (i) micro-finance projects or capital assistance (without or at least minimal interest only); (ii) livelihood skills training (i.e., food processing in Kampong Chhnang province which is rich in palm tree products and have great access to Tonle Sap, sewing, and handicraft; cell-phone repair, auto repair, etc. in other districts); (iii) basic skills in business management including basic numeracy skills; (iv) health and nutrition training; and (v) vocational skills training courses for out-of school youth (OSY). In areas with markets, the women (side-walk vendors) also suggested if there could be additional stalls that could be constructed in case the markets will be improved by the district government officials or commune council. They suggested that existing stalls made of old light materials (i.e., bamboo and wood) should be improved or replaced already. 656. In Ta Ches market, the women (especially the Vietnamese who are selling fish and other products) also suggested if ADB could include the road in Ta Ches village in the road improvement project that will be funded by ADB. The said concern was discussed with the MPWT and ADB during the project site visit in June 2011. The concern raised by the Vietnamese was discussed by the consultant with the MPWT and ADB during the mid-term meeting and project mission, and was included in the road project that will be implemented in the said area. 657. In a separate consultation with women employees/officers of government agencies (i.e., deputy governors, staff of MoWA, Gender and HIV/AIDS Focal Persons in MPWT, MoWA, MoEYS, etc.) and in NGOs (i.e. Cambodian Red Cross and Reproductive Health Association of Cambodia), 100% expressed their support and appreciation for the road project. They cited the positive project impacts such as: (i) increase in enrolment and completion rates in both primary and lower secondary level especially among girls (who usually are the first ones to drop-out of school in order to work or

154 TA 7665-CAM Preparing the Provincial Roads Improvement Project help their parents earn a living); (ii) easy and more convenient for the children to go to school (and also the teachers), especially those who are using bicycles and motorcycles; (iii) favorable to women, children and other vulnerable people (i.e. elderly, disabled and sick people) as they will have greater access to facilities and services; and (iv) more jobs will be created during the construction and maintenance, and more women will have the opportunity to work and earn income, especially that there are no or very limited job opportunities in the rural areas. 658. Likewise, government agencies and NGOs discussed possible negative impacts that the road project might bring such as: (i) some children might work in the project (due to family pressure and poverty situation); girls might drop out of school to work (MoWA reiterated that they should be kept in school as they may no longer be interested to return back to school once they started working); (ii) increase in road accidents especially among school children as majority do not wear helmets; (iii) heavy dust is a hazardous to the health of children and people living along the road especially the sick and old people; (iv) possibility for fast spread of HIV/AIDS due to increased road connectivity by and the local communities especially the girls and boys may be lured by people with money (i.e., construction workers, drivers and other mobile people) to have sex with them in exchange of money or some favors (i.e., payment of tuition fees/allowance, etc); and (v) increase of human trafficking cases due to greater transportation access from to Vietnam or Thailand, or in- migration such as from the local communities to the cities like Phnom Penh and other urban centers. 659. The following mitigation measures were suggested by the stakeholders in order to address negative project impacts: (i) conduct road safety awareness campaign in schools and local communities; (ii) conduct HIV/AIDS awareness/orientation activities and human trafficking prevention programs in schools and local communities and for the contractors/construction team; (iii) need to orient the contractors to adhere to the policy, ―no child labor‖ for the construction and maintenance; (iv) need for the schools to orient/give counseling to parents not to allow their children to work in the project to prevent cases of repeaters and school-drop-outs; and (v) gender awareness and mainstreaming training conducted in local communities.

7.8.3 SUMMARY OF CONSULTATIONS WITH MEN 660. There is not much difference in the perceptions on the project and suggestions raised by men with that of women during separate consultations conducted in the project areas. The majority of the men are commune and village leaders, and separate consultations were conducted with the men (husbands), farmers, teachers and health personnel. All of them (100%) are in favor of the road improvement project as it will bring positive impacts to their families, communities and the district/province as a whole. They were happy to learn that finally the existing road will be paved already because they experience difficulties in transporting their agricultural products as there are portions of roads that are really bad and impassable especially during heavy rains. It is also very costly to always repair and maintain roads. Transportation cost is also high if the road is bad due to high maintenance costs (tires easily worn out), travel time is longer. 661. With improved road, it would facilitate transporting agricultural products from farm to market or to their homes, easy for children to go to school, women will have greater access to health centers and hospitals, more convenient travel in going to mosques (for the Cham) or to church/pagodas. It will also hasten economic development in the rural areas and more jobs will be created during and after the road construction as there will be more factories and commercial centers that will be established within the project areas. 662. Although the positive benefits that the people will get from having improved roads are greater than the negative impacts, the men who were consulted have identified top 3 problems that may arise as a result of having improved roads: (i) increase in road accidents; (ii) danger or harm the vehicles may have on their livestock (although the commune council/leaders have plans to orient the owners of livestock, and the communes will pass an ordinance for the owners of the livestock to be responsible for their own animals); and (iii) increase of girls and young boys who may be working in casinos and other commercial establishments catering to local and foreign tourists at the border and this may facilitate spread of HIV and STDs. However, majority of the areas located far from the border such as Kamchay Mear in Prey Veng province, Kampong Tralach, Tuek Phos and Sameakki Mean Chey districts in Kampong Chhnang province or in Thpong district in Kampong Speu province did not foresee the said problems, as they claim that their areas are far from the border. Most of the areas are still agricultural and there are no casinos and other big restaurants yet. Truck drivers do not normally stay longer in their areas compared to the border. The commune council (CC) and village

155 TA 7665-CAM Preparing the Provincial Roads Improvement Project development council (VDC) also gave assurance that they will continue to remind the local residents and will request the community volunteers to conduct HHTPP at least once a month. They said the Ministry of Interior (MoI) has a mandate per commune to strictly enforce the laws on human trafficking prevention, domestic violence, crimes, drug and HIV/AIDS prevention. 663. When men were asked about their perception on women working in road construction and maintenance, around 70% are in favor as they said, it would mean additional income for women and the family, especially during off-farming season (while waiting for harvest season). Some men were not comfortable for women to work in the road project due to the following reasons: (i) it is very hot, and (ii) women have no experience on road project and it is a heavy work that women may not be able to perform (although men suggested that there could be an arrangement on what are those nature of jobs that could be assigned to women and men). The men consulted are also in favor of the enforcement of the ―equal pay for equal work” labor standard for both unskilled men and women. They also suggested that the contractors must be oriented on the said policy and at the same time allow women to work in the road construction and maintenance. An orientation or training for both unskilled men and women on labor-based equipment support (LBES), or labor based appropriate technology (LBAT) should be conducted to encourage more unskilled men and women to participate during the construction. The men also believed that if women will be trained and supervised properly during the construction, they could do construction related tasks. 664. When the men were asked what other programs they would like to be implemented in their respective communities, they recommended the following programs: (i) capital assistance or micro- finance for self-employment projects (or those who would like to establish small business; (ii) construct irrigation facilities; (iii) training on improved cropping system (modern agricultural method to increase agricultural production, and other non-farming livelihood skills training); and (iv) training on climate change adaptation (with topics on disaster risk reduction/disaster management, etc.).

7.8.4 CONSULTATION WITH THE IPS/ETHNIC MINORITY GROUPS

7.8.4.1 AREAS WHERE THE IPS/EMGS ARE LIVING 665. There are indigenous people (IPs)/EMGs that live along the Tonle Sap such as the Vietnamese and Cham (Khmer Islamic) who are mostly staying in Kampong Tralach and Tuek Phos district in Kampong Chhnang province. Both districts are included in the project areas. A total of 135 IPs/EMGs consist of the Vietnamese, Cham and Chinese which represents 13% of the total number of people stakeholders consulted. Of the 135 IPs, 60 are Vietnamese, 70 are Cham and 5 are Chinese. The Cham and the Vietnamese households are living in Kampong Chhnang province, particularly in Kampong Tralach and Tuek Phos. The Chinese are living mostly in Kampong Rou district (Svay Rieng province) and Thpong district (Kampong Speu province) and 2 of the 60 Vietnamese are living in Kampong Rou district. Over 60% of the key informants from the IPs/EMGs are women. 666. Overall, the IPs were so happy to hear that the road will be improved. In Ta Ches commune in Kampong Tralach (Kampong Chhnang province), the IPs have expressed 100% level of favorability to the road project. Positive impacts or benefits that they will get from the road project include the following: (i) improved road will increase their income as there will be more customers who will go to Ta Ches market (most of the Vietnamese women sell fish caught by their husbands from Tonle Sap river) and Cham have shops in their respective villages such as in Svay Ba Kao in Ta Ches commune; (ii) easy and faster transportation for children in going to school (distance ranges from 1 km to 3 km away from their houses); (iii) greater help for women in going to health centers and hospitals for medical check-up/treatment or pregnant women who will give birth (the district is located around 15 km from their commune while the health center is 5 km from most of the houses of the households); (iv) households could easily bring children and other household members to hospitals if they are sick; (v) paved road will reduce dust which is hazardous to children‘s health especially those with asthma and other respiratory illness; and (vi) faster and convenient when they go to mosques for spiritual activities (for Cham) and pagodas for the Vietnamese and Chinese. They said there will be no cultural and spiritual practices that will be affected by the road project because the road already exists; it just needs to be paved or improved.

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7.8.5 PERCEPTION OF THE STAKEHOLDERS ABOUT THE PROJECT 667. Almost 100% (99.6%) of the 700 respondents for the baseline survey are in favor of the road project and only 3 respondents (0.4%) are not comfortable of the road project for fear that their house and shop (small stores) might be affected during the construction. They are not opposed 100% to the project as they will also be benefited (i.e., they will have more customers if the road will be improved and there will be no more dust). They said they will just move to a vacant space at the back of their house/store. All the respondents believed that the road project will bring a lot of positive and long-term impacts, and more people will be benefited once the project is completed. 668. The respondents were also asked about possible negative impacts of the project. The majority could not think of negative impacts of the projects because they claimed that the road project will give them more benefits than negative effects. The top 5 negative impacts of the project as perceived by the respondents include the following: (i) increase in road accidents; (ii) loss of jobs and income (although the impact is only low and short term and with proper mitigation measures the impact will be minimal); (iii) of the respondents could not think of negative impacts (they just want to have improved roads); (iv) dust; and (v) noise during the construction. The majority of the respondents also mentioned that negative impacts will only be temporary, with level of impacts ranging from low to medium. 669. Other negative impacts cited include: (i) increase in women/girls who will work in casino and other entertainment business establishments once the road is completed (with high impact) and ranked sixth, (ii) an increase in child labor, and HIV/AIDS cases ranked eighth and ninth, respectively. They believed that spread of HIV/AIDS will not be a major problem due to increased level of awareness among the people in Cambodia, and HIV awareness and prevention is included in the school curricula. Likewise, there are NGOs that are active in local communities and regularly conduct HIV/AIDS and Human Trafficking prevention campaign (i.e. Cambodian Red Cross, RHAC, World Vision, Lutheran World, etc.). However, the respondents suggested that sustainability of public awareness campaign on HHTPP is vital for preventing such problems. They also believed that road accidents could be mitigated if there will be road safety awareness that will be conducted in schools and in local communities.

7.9 INDIGENOUS PEOPLES ASSESSMENT

7.9.1 DEMOGRAPHIC PROFILE OF THE IPS IN THE PROJECT AREAS 670. An IP Assessment was conducted in the districts of Kampong Chhnang province. Household socio-economic baseline survey (HSEBS) was conducted in Kampong Tralach and Tuek Phos districts in June 2011 with 72 IPs as respondents. Of this number, the females account for 72% and 28% were males. The Cham has the highest number of respondents (63%), followed by the Vietnamese (28%) and Chinese (9%). Around 70 IPs attended the public information and consultation meetings conducted in their respective communities. Of the 72 respondents (IPs) in the 3 ethnic groups, majority are married (73% Cham, 50% Vietnamese, and 14% Chinese), followed by the female-headed households (15% Vietnamese and 16% Cham). 671. The majority (43%) of the IPs completed the primary level and 39% did not complete the primary level; 13% did not complete secondary level and only 2 completed secondary level. One Cham and one Chinese did not complete college and nobody completed the tertiary level or vocational course. Of the 3 ethnic groups, the Vietnamese has the highest number (55%) who did not complete primary level, and of which 25 are women. A total of 7 (35%) completed the primary level and 20% are women. Nobody completed high school, vocational course or college. The Cham has 47% who completed the primary level and the majority (36%) were women. Nobody from both the Vietnamese and the Cham, have respondents who did not go to school but there was one Chinese who did not go to school. The majority (43%) of the Chinese completed primary level but 39% did not complete secondary level.

7.9.2 OTHER SOCIO-DEMOGRAPHIC DATA ON THE IPS IN THE PROJECT AREAS 672. The majority (55%) of the Vietnamese respondents‘ main source of livelihood is fishing, and 30% are selling fish and other products in Ta Ches market located within their village. The women claimed that they sell the fish caught by their husbands from Tonle Sap which is located few meters from their village. Only one (5%) Vietnamese mentioned that his primary source of income is rice

157 TA 7665-CAM Preparing the Provincial Roads Improvement Project farming, and the land is owned by the parents of his wife who is a Khmer. The Vietnamese mentioned that they do not have lands in Cambodia. On the other hand, the Cham‘s primary livelihood is farming as claimed by 73% respondents while 16% sells/manage shops in front of their house (i.e., car rechargeable batteries, general merchandise, cooked food/snacks, vegetables and other products). One is a construction worker and one is an auto mechanic (repairs vehicles). Likewise, majority (71%) of the Chinese sell or managed shops while 2 (29%) are farmers. There were also 7% who mentioned that they have no jobs (2 Vietnamese and 3 Cham). 673. Additional source of income of the majority (50%) of the Cham is selling fruits/vegetables and other products in front of their houses. Farming is still the primary occupation of the Cham household heads. Less than 10% of the Cham are engaged in handicraft making (i.e., making baskets, weaving palm leaves for house roofing or walling, making pots made of clay), repairing household appliances, etc.). On the other hand, 5% of the male Vietnamese mentioned that the earn additional income by repairing electrical appliances but 50% of the 20 respondents claimed that their extra income is selling fish (which their husbands caught from Tonle Sap), cooked foods and other products in Ta Ches market. 674. The majority (47%) of the IPs claimed that they were not involve in any organization or in community activities. Only 3% expressed that they have level 5 participation (which means outstanding or excellent level of community participation active in community activities (i.e., attending meetings, working as volunteers, etc.). This finding is further corroborated by 18 (25%) of the 72 IPs interviewed, who perceived that their level of participation is only in level 2 (poor). Of the number of IPs who rated their level of participation in community activities as either level 1 and 2, the combined results is 52 (72%), which implies that only one-fourth of the IPs are active in community activities, with a level of participation that ranges from level 3 to 5 .

7.9.3 ACCESSIBILITY OF THE IPS TO EDUCATION AND HEALTH FACILITIES 675. The 72 IPs who were interviewed during the baseline survey mentioned that all the children are enrolled in primary school. In Ta Ches commune in Kampong Tralach (Kampong Chhnang province), the commune chief mentioned that there are five primary schools and one secondary school in their commune. The schools are within 2-3 km from the villages and are situated along the road while other schools are in the villages which are also accessible. More than 50% of the children go to school by foot and the same number use bicycles when going to school. In Tuek Phos district (also in Kampong Chhnang province), the distance of the primary schools are within 3-4 km and are located along the road. 676. The top 5 most common diseases of the IPs include respiratory diseases (i.e., flu, colds and fever) as mentioned by 33 (46%) IPs, followed by ulcer and other intestinal related diseases as claimed by 7 (17%) IPs; 6 (8%) IPs are suffering from body pains attributed to rheumatism, and 3 (4%) have hypertension/high blood. There were 2 (3%) IPs who mentioned diarrhea as a common health problems in their community due to unsafe drinking water (especially the Vietnamese who gets water for drinking from the Tonle Sap, although they claimed that they boil the water first before drinking). Lack of sanitary toilets in the area by more than 90% of the population can also contaminate water for drinking and may also cause diarrhea. Less than 10% of the IPs in the project areas have sanitary toilets. One respondent also mentioned that one has HIV/AIDS and another has STD, one has TB and another one has diabetes.

7.9.4 IPS ACCESSIBILITY TO MARKETS, MODE OF TRANSPORTATION AND FREQUENCY OF TRAVEL 677. The IPs who were interviewed during the baseline survey and who attended public consultations conducted in their respective villages mentioned that they have no problem going to market because it is located just within their commune. Of the three ethnic minority groups, the Vietnamese are the ones with houses situated very close to Ta Ches market, and is very accessible because it is situated within Ta Ches village, where 100% of the Vietnamese are living. The market in Ta Ches is located just beside the Tonle Sap. 678. They usually buy products which they also sell in Ta Ches market or in their house-cum shops in Kampong Tralach district, around 10 km from Ta Ches commune. They usually take the moto-trailer which is the means of transportation available in the area, and picks-up other passengers who will go to Kampong Tralach district and other adjacent areas. The majority claimed that they pay

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Riels 2,000 to 4,000 per trip. The amount varies depending on the distance and weight of their luggage. Other Vietnamese households take their own motorcycle in going to Kampong Tralach district market. The Vietnamese men usually drive the motorcycle while the women do the marketing. The Vietnamese claimed that they usually go to market with their husbands if they will buy more products because they could help in carrying heavy products such as sacks of rice, large volumes of noodles and other products that they will also sell in Ta Ches market. 679. Compared to Cham population in Ta Ches commune, where the majority (489 households or over 2,000 population) are living, the Vietnamese village is located only in one village that is very close to Ta Ches market. For the Cham population, majority are engaged in ―buy and sell‖ business (self-employed) in shops which they put up in front of their houses. They sell products such as biscuits, canned goods, eggs, fruits and vegetables, and other products for daily use. The Cham living along the road sell cooked foods like noodles and other food items for snacks, and products for households‘ daily consumption. The Village Chief who is also a Cham mentioned that about 80% of the Cham population have motorcycles and bicycles, while the rest use bicycles when going to Ta Ches market. They also buy products, which they will also sell in their stores located in front of their houses at Kampong Tralach district market, because the products are cheaper compared to buying the goods in Ta Ches market. However, for their daily food consumption such as fish and other perishable items, they usually go to Ta Ches market daily because it is just near their houses. They do not buy large quantity of perishable items as they do not have refrigerators, and there is no electricity in their area. Means of transportation in going to market are bicycles and motorcycles. They go to Kampong Tralach district once a week, and they either use their personal motorcycles. Usually the males drive the motorcycles and women as passenger for long trips (like going to Kampong Tralach market or in Kampong Chhnang market). The women claimed that they take the moto- trailer/taxi which is the means of transportation in their area, if there is no household member available to drive the motorcycles. 680. In addition to Svay Ba Kao village, other Cham population live in other villages in Ta Ches commune, namely: (i) Svay Krom (214 households); (ii) Lor Pieng (1 household); (iii) Au Rung (83 households); and (iv) Som Roung (15 households). Svay Ba Kao village has the highest number of Cham population with 489 households. The next commune in Kampong Tralach district located after Ta Ches is Chhuk Sa commune. It has a population of over 7,574 Cham (1,947 households) and they account 83% of the total population, and the Khmer represents the minority with 19% only of the total population. Chhuk Sa commune is located 8 km from Kampong Tralach district. More than 50% of the Cham population in the said commune have stores in front of their houses or in the market, which is located just within the commune. The majority of the Cham in Chhuk Sa are farmers and selling is their secondary source of income. 681. In Thoul Khpos (Tuek Phos district), majority of the women during the consultations conducted mentioned that they have no problem going to market because they have one within the commune, and in fact around 30% of the Cham women sell fruits and vegetables harvested from the farm in the said market. Their only problem is going to the clinic/hospital or health center as it is located in another commune, and the hospital is situated in Tuek Phos district, around 19 km from Thuol Khpos commune. They said, the most common means of transportation in their community are bicycles and motorcycles, and almost all of the households have bicycles. More than 50% of the Cham households have motorcycles. Overall, 100% of the Cham men and women who attended the public information and consultation at the mosques, and the respondents of the baseline survey were very happy to learn that the existing road will be improved. They claimed, it would be a great help to the children in going to school, for women in going to clinics/hospitals and men in going to the farm and other areas.

7.9.5 IPS’ PROPOSED SOCIO-ECONOMIC DEVELOPMENT PRIORITIES 682. The 72 IPs‘ were asked to give suggestions on how their socio-economic condition could be improved and what development projects they think will bring positive impacts to them and their communities. The majority (16%) suggested ―road improvement project‖ as their 1st preference which they think could help improve their socio-economic status. Specific suggestions include farm to market roads and improved road network that will connect the commune roads to district/provincial roads and national highway to facilitate easy access to transportation. The 2nd preferred project that they suggested was, ―to create more jobs in rural areas for poor households, especially jobs for women (in addition to road construction and maintenance).‖ This suggestion was raised by 30 women

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(12%), and 8 (3%) men also suggested the same. Third suggestion raised was ―to conduct livelihood skills trainings and capital/loan assistance for micro-enterprise related to farm/agricultural production, fish culture and how to increase yields for agricultural products.‖ About 20 women (8%) and 5% men suggested this kind of project in their community. The focus is not only on farming but also fish culture. Fourth suggestion raised by 10% of the IPs was, ―to improve farming/agriculture, increase harvest for cassava and other root crops, rice and vegetables; provide high variety or ―good quality seedlings‖ for growing vegetables and other crops‖ as suggested by 5% women and the same number of males.

7.9.6 IPS PERCEPTION ABOUT THE ROAD PROJECT 683. One hundred per cent of the Cham and the Vietnamese households and community/village leaders in the midwest areas (Ta Ches and Chhuk Sa commune in Kampong Tralach district and the communes in Tuek Phos district where there are Cham population living in the areas) mentioned that they are in favor of the project as it will bring more positive benefits, i.e., greater access to health facilities, the road will be convenient for children to go to school, easy and faster travel time going to markets, and transportation costs will be reduced. In separate consultations with the IPs (per ethnic minority group) conducted in May-July 2011, 100% of the IPs mentioned that they are in favor of the road project. Of the 700 respondents, there was only one Vietnamese respondent in Svay Rieng province who was not comfortable with the road project, for fear that their house/shop might be affected during the road construction.

7.10 GENDER ASSESSMENT

7.10.1 OVERVIEW ON GENDER SITUATION IN CAMBODIA 684. A country‘s culture and norms influence the traditional perceptions on the roles of women and oftentimes hinder in achieving gender equality. In Cambodia, there were already initiatives done to mainstream gender and promote gender equality (i.e., laws, institutional mechanism in every government agency by creating a gender technical working group, and in the commune/village development councils, where a gender focal person has been appointed). But there are still challenges that need to be addressed to close gender gaps and ensure effective gender mainstreaming. These challenges could be seen in almost all socio-cultural, political and economic aspects (i.e., education, employment and wages, health, availment of programs and entitlements, etc.). In government agencies down to the smallest political unit in the commune/village, the number of women is much lower than men. The ratio between women and men working in government agencies, teachers, health personnel, legislators, etc., women are outnumbered compared to men. In schools and health related profession, the women comprise less than 20% of the labor force but there are more than 65% of women who are in agriculture work, and a significant number who are working in factories. More than half of the labor force in Cambodia are women and are economically active but there are still gender gaps that need to be addressed (CSES, 2010). 685. Additional areas where gender inequality is visible as described by the stakeholders during consultations include the following: (i) stereotyped or traditional roles assigned to women/girls by parents are cooking, fetching water, gathering firewood, taking care of younger siblings and sick/old members of the family, go to market, attend to family errands, serve food to the farm workers during planting and harvest season, wash the dishes at home, do the laundry, clean the house, work in the casino/garment factories and in the farm to help the family in livelihood activities; (ii) girls are the first to quit going to school compared to boys because parents believe that it is easy for girls to look for jobs; no need to continue studies because they will just marry in the future, they could not concentrate in their lessons in school especially if they will entertain suitors or if they have admirers, etc. 686. A separate consultation was also conducted with the teachers and students, and they mentioned the following additional factors that might discourage children to go to school: (i) far distance of schools; (ii) poor teaching/quality of instruction due to low qualifications of some teachers, low salary, increased workload (less number of teachers), and poor school facilities (i.e., no clean water for drinking as most of the water pumps donated by NGOs and UN agencies need repair, no separate toilets/latrines for girls and boys and existing toilets also need repair, libraries lack updated books, lack computers in school, and recreational facilities); (iii) no supplemental feeding or snacks for malnourished children (the teachers suggested if some NGOs could fund this project) because children who are hungry could not concentrate in school.

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687. In areas covered by the project, there is significant number of children/youth who dropped out of school in order to work in garment factories and migrate to other places or cross the border just to look for jobs. The Data Book 2008 in the districts/provinces covered by the project reported that the enrollment rates of girls in primary levels was almost at par with the enrollment rate for boys in the same level but significant decrease in enrollment among girls in secondary level was noted. However, there are also districts where the NER for boys is lower compared to girls especially in Kampong Chhnang province. Likewise, an increase of maternal and neonatal deaths, high incidence of morbidity and mortality were also noted in the project areas.

7.10.2 GENDER ISSUES AND CHARACTERISTICS IN THE PROJECT AREAS 688. Gender disparities are manifested in assigning roles that are culturally or ”traditionally appropriate” for women/girls and men/boys. These are manifested in various aspects such as: (i) in times a family experienced financial crisis, the decision on who should quit first in school to look for jobs is always attributed to girls; (ii) decision by parents on who will take care of younger siblings/aged and sick household members is always assigned to girls; (iii) tasks on who shall go to the market, fetch water, cook food, and the same stereotyped roles previously described, etc. Gender bias and perceptions caused by socio-cultural factors are critical factors that influence gender inequality. The succeeding discussions describe key gender issues in the project areas. These data were gathered during the stakeholder consultations, interviews, observations and review of existing data from 2008 census and other related literature.

7.10.3 PROFILE OF THE RESPONDENTS IN THE PROJECT AREAS BY GENDER 689. A household baseline survey was conducted in 10 districts within the 4 provinces covered by the project in June 2011. They were selected using systematic random sampling. Of the 700 respondents, 62% (437) were women and 38% (263) were men. The largest province with 55% (387) respondents (with 232 or 33% women) is Svay Rieng, which has four districts and one city included in the project areas. The second largest province is Kampong Chhnang with 33% (230) respondents and 22% (153) accounts for women. The provinces of Prey Veng and Kampong Speu have one district each included in the project areas. There is only commune in Kamchay Mear district (Prey Veng province) covered by the project and it has a total of 50 respondents (7%) with 4% (31) females and 3% (19) males. In Kampong Speu province, there is also one district (Thpong) with only one commune that is included in the project area, and 33 (5%) with 3% (21) women and 12 (2%) males included in the total number of respondents (see Table 54). Table 54 Sample Size and Location (District/Province) Total Number of Respondents Total Number and Percentage Province/District by Gender (Both F/M) Female Male Svay Rieng Province Number (N) Number (N) N % (i) Kampong Rou 57 44 101 14 (ii) Svay Teab 58 28 86 12 (iii) Romeas Haek 72 34 106 15 (iv) Rumduol 37 37 74 11 (v) Svay Rieng City 8 12 20 3 Total: 232 (33%) 155 (22%) 387 55% Prey Veng Province: (i) Kamchay Mear 31 19 50 7 Total: 31 (4%) 19 (3%) 50 7% Kampong Chhnang

Province: (i) Kampong Tralach 85 41 126 18 (ii) Tuek Phos 48 22 70 10 (iii) Sameakki 20 14 34 5 Mean Chey Total: 153 (22%) 77 (11%) 230 33% Kampong Speu Province: 21 12 33 5 (i) Thpong 21 (3%) 12 (2%) 33 5%

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Total Number of Respondents Total Number and Percentage Province/District by Gender (Both F/M) Female Male Svay Rieng Province Number (N) Number (N) N % Total: 437 (62%) 263 (38%) 700 100% Note: N-number. Source: Household Socio-Economic Baseline Survey (HSEBS), June 2011

690. The majority (44%) of the females respondents were in the age bracket of 18-50 years old while 28% of the males belongs to 31 to 60 years old. A total of 7 (1%) women/girls were 17 years old at the time of the baseline survey. Their parents were working in the farm so they volunteered to be interviewed on behalf of their parents. Only 14% (100) of the female respondents belong to 18 to 30 years old and 6% (40) men were in the same age bracket. There were also 2% females and 1% male who belong to the age bracket of 61 to 75 years old. 691. The majority (44%) of the women respondents during the baseline survey are married, including men which account for 36%. There were 90 (13%) female-headed households and 1% male-headed household. Only 5% (33) females and 1% (12) males were single or never married.

7.10.4 LEVEL OF PARTICIPATION IN COMMUNITY ACTIVITIES 692. Women‘s level of participation in community activities or civil society (i.e., attending meetings, membership in community based organizations or CBOs) was also noted to be very low. Based on 2009 census, only 1% of the women from the total population per district/province participated in community activities, and 1% of women have uncertain jobs or irregular jobs, which implies that 99% of women have no involvement in community activities. This was validated during the baseline survey conducted in the project areas. About 59% of the women rated their level of participation as ―level 1‖ (which means no involvement in community activities) while 21% of the males rated their level of participation also as level 1. For the male respondents, 23% rated their participation in community activities as ―level 5‖ (which means excellent) while nobody among the females rated their participation as excellent (level 5). However, 4 (1%) of women and 23 (3%) of the males rated their community participation as ―level 4‖ (or very satisfactory), and 1% of the women rated their community participation as ―level 3‖ (satisfactory) and 4% for men. This implies that the women‘s level of participation in community activities is much lower compared to men. Of the 700 respondents, only 1% of the women claimed that they have very satisfactory level of participation (level 4) and this includes the commune chief in Kandieng Reay commune in Svay Teab (Svay Rieng province). She is the only commune chief the survey team had met in the project areas within the 10 districts. Likewise, 1% of the women rated their level of participation in community activities as average (level 3).

7.10.5 VULNERABLE GROUPS AND OTHER HEALTH RELATED GENDER ISSUES 693. From the 4 districts alone, the total number of persons with HIV/AIDS was 211 as of June 2011. Kampong Rou district has 40 HIV/AIDS cases as mentioned by the District Administrator while the District Hospital in Romeas Haek has recorded a total of 144 HIV positive cases, has 18 and Kampong Tralach has 8 cases. Data from other districts were not yet included in the 211 as no data was available at the time of the consultation. The majority of the individuals with HIV/AIDS are women in their 30‘s to 50‘s and are female-headed households because their husbands died already due to HIV/AIDS. The main occupation of the women are farming and selling fruits/vegetables, while their husbands (when they were still alive had worked before in other places as construction workers and drivers, and that is where they got the HIV due to their risky behaviors while away from the family). The women (43) got the HIV from their husbands. There were 43 children (3-18 years old) who were diagnosed positive of HIV and the mode of transmission was through breastfeeding by the mother to their children. The women who have HIV/AIDS have low educational level and mostly reached only primary level (see Table 55).

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Table 55 Total Number of Persons Living with HIV/AIDS (PLWHA) in the Project Areas

Province/ District/ Total Number Breakdown Number of Age of the District Commune of Persons by Sex Children Children with HIV/AIDS with with F M HIV/AIDS HIV/AIDS Svay Rieng: Kampong District Data from 40 25 15 8 3-12 yrs. Rou District Administrator: (i) Themey 1 1 1 (boy) 3 (ii) Nhior 8 3 0 5 12-14 yrs Svay Teab Prasout 18 11 8 3 4-5 yrs Kandieng Reay 1 1 0 1 (girl) 7 Romeas District Data from 144 - - 27 - Haek R. H. Dist. Hospital: (i) Tras 3 1 2 - - (ii) Ampil 3 2 1 - - Kampong 8 Chhnang / Note: of the 8, 10, 12, 14 Ta Ches 8 0 4 Kampong 5 are & 18 yrs. Tralach Vietnamese Total: 211 51 27 43 Note: The data were gathered from 3 districts in Svay Rieng province; and 1 district in Kampong Chhnang province (June 2011). HIV/AIDS data from other districts were not included in the data in Table 57 (not available during the consultation and which is have marked as – in the table above); consultations with Hospital. Source: Consultations with Commune/Village Council & Health Records in the project areas (May- June, 2011)

694. Consultations with girls enrolled in secondary school in the project areas were conducted. Listed in Table 56 are the most common reasons why girls drop out of school. Financial or economic reason tops the list, followed by need to work to help their parents (which is still related to economic reason), and far distance of schools (more than 4 km) ranks third.

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Table 56 Most Common Reasons Why Girls Drop-Out of School

Reasons Number Per cent Rank Financial problem/economic reason 258 37 1st

Has to work already to help the parents earn a nd 231 33 2 living Far distance of school (more than 4 km) 57 8 3rd Got married 45 6 4th Take care of old/sick members the family 35 5 8th Poor health of daughters 18 3 7th Has difficulty understanding lessons 20 3 4th Too old to study (inferiority feeling) 20 3 9th

Personal Choice (not interested to go to th 16 2 6 school) Total 700 100% Source: Household Socio-Economic Baseline Survey (HSEBS), June 2011

695. Separate consultations with various stakeholders were conducted (i.e., teachers, students, parents, mothers and community leaders) and they gave the following reasons why children, particularly the girls in Cambodia and in other project areas are usually the first one to drop-out of school rather than their male siblings: (i) girls could easily look for jobs compared to boys because garment and footwear factories accept only women/girls and not men; girls could work in casinos, restaurants, hotels, and other commercial establishments, and could perform any kind of job including housekeeping, etc; (ii) girls could hardly concentrate studying in school (have low grades) than boys – who could concentrate more on their studies; (iii) girls will have to take care of younger siblings, old and sick household members (which they claim is not the job of men/boys); (iv) girls could not go to school in far places where they will stay in dormitories, pagodas or with relatives as they might be abused, become pregnant (which would mean another stigma in the family), compared to boys who could stay in pagodas and far places without any problem; (v) girls usually marry at a young age; and (vi) family pressure or decision by parents. The stakeholders also suggested the following education needs of children (both boys and girls): (i) provide school supplies, uniform and educational assistance; (ii) ensure safety of school children when crossing the road; (iii) snacks in school; (iv) provide bicycles for children who have no bicycles yet to motivate them to go to school.

7.10.6 ACCESSIBILITY OF CHILDREN TO SCHOOL 696. The distance of schools from the houses of the children ranges from 2-3 km, where more than half of the children (53%) are currently enrolled, either in primary or lower secondary. About 27% (187) of the respondents mentioned that schools are located more than 3 km from their houses and only 20% (139) mentioned that the schools where their children are enrolled are just walking distance or less than 1 km. from their house. Most of the schools are located along the road and are accessible using bicycles and other means of transportation. Once the road is improved, the respondents mentioned that it will be a great help to the children in going to school as there will be no more dust and mud. The children who were consulted during the stakeholder consultation also expressed the same, and they were very happy that their existing road will be improved. During the consultations with teachers in May-June 2011, the teachers mentioned that more than 90% of the children go to school using bicycles. This was validated during the baseline survey where the majority (55%) of the respondents mentioned that children go to school using bicycles. Thirty-seven per cent (260) go to school by foot which includes the 20% (139) with houses located less than 1 km from the school. 697. Most of the children using bicycles share a ride with their younger siblings who are also enrolled in the same school or in adjacent secondary school, where they are also enrolled. Most of the girls enrolled in primary and secondary schools are using bicycles in going to school. The 4% (28) respondents are fathers of the children, who mentioned that they use motorcycles to bring their

164 TA 7665-CAM Preparing the Provincial Roads Improvement Project children to school daily as their house is more than 3 km away from the school. They are confident that their children will not be late and will be safe when they reach the school and back home in the afternoon if they will take them to school in the morning and pick them up in the afternoon. So far, only one (1%) respondent has a car and 3% (16) mentioned that their children take the motor taxi type of vehicles owned by their family, and which they use to bring also other children to school. They usually share a ride with other children who are also enrolled in the same school where their children are studying. During the FGDs with the primary and secondary students conducted in schools, they mentioned that they have no problem using bicycles in going to school as they know how to use it. Their problem is, every time vehicles pass by, they hate the dust as most of them do not wear masks. Another problem is during rainy season because while driving, they could not also carry umbrella and not all of them have raincoats. The girls and boys were very happy to learn that the road will be improved.

7.10.7 WOMEN’S ECONOMIC ACTIVITIES, AND ACCESSIBILITY TO MARKET AND OTHER FACILITIES 698. The primary source of income in the project areas is agriculture. Women farmers in the provinces spend most of their time in agriculture work which is considered as unpaid labor. Their role is to assist the household heads (mostly men) in doing farm-related activities, which is mostly a communal or a household endeavor. The agricultural yields after the harvest period will comprise the greater share of the household income, and which they will use also for their daily food consumption. Women farmers spend 6 to 7 hours working in the farm. This is in addition to performing other household chores and taking care of other household members. Based on the baseline survey conducted in June 2011, 41% (290) were females while the male farmers represent 29% (203) of the total sample size. On the other hand, 19% (130) of the respondents were engaged in selling fruits/vegetables, fish and other products, and women accounts for 15% and 4% men (see Table 57). 699. Other economic activities of women include palm making which they also sell in the market, fishing (for the Vietnamese but their role is to assist their husbands in fishing and sell the fish in Ta Ches market), 6 (1%) works in garment factories, 7 (1%) were construction workers (2 of them are females), and 1% (1 female and 1 male) work in casino near the Vietnam border. Nobody from the women sector works in government agencies or other organizations, except the 6 teachers who are all males which account for 1% of the sample size. The women who were interviewed also mentioned that their “productive hours”, if will be computed will exceed 10 hours because they do multiple tasks, i.e., preparing foods, taking care of younger children, close their shops/stores if they are self- employed, clean the house, fetch water and a lot more. By the time they finish their work and go to bed, it is already almost 10:00 pm. They wake up early to prepare breakfast, help children prepare their things for school, attend to the needs of their husbands who will work in the farm, go to the market to buy products which they will sell in their stores and prepare food for the family, etc. The mothers claimed that household chores are routine and easy to do.

Table 57 Occupation of Household Heads in the Project Areas

Total Number and Percentage by Gender and Province Total Number and Total Prey Kampong Kampong Svay Rieng Percentage (per Both Veng Chhnang Speu Occupation occupation) Sex F M F M F M F M F F M M (%) (N) (%) (N) (%) Farming 146 128 25 13 101 51 18 11 290 41 203 29 70 Fishing 0 0 0 0 4 7 0 0 4 1 7 1 2 Selling/Owned a 60 10 3 4 37 15 2 0 101 15 29 4 19 Shop/Store Carpenter 0 1 0 0 0 0 0 1 0 0 2 0.01 0.01 Construction 1 3 0 1 0 1 1 0 2 0.01 5 1 1.01 Worker/Laborer

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Total Number and Percentage by Gender and Province Total Number and Total Prey Kampong Kampong Svay Rieng Percentage (per Both Veng Chhnang Speu Occupation occupation) Sex F M F M F M F M F F M M (%) (N) (%) (N) (%) Driver 0 2 0 0 0 0 0 0 0 0 2 0.01 0.01 Casino Worker 1 1 0 0 0 0 0 0 1 0.01 1 0.01 0.02 Factory Worker 5 0 0 0 1 0 0 0 6 1 0 0 1 Handicraft Making 2 0 0 0 1 0 0 0 3 0.01 0 0 0.02 Mechanic/ 0 4 0 0 0 1 0 1 0 0 6 1 1 Repair Vehicles Teacher 2 4 0 0 0 1 0 0 2 0.01 5 1 1.01 Making Palm Sugar/ 3 2 3 1 2 1 0 0 7 1 4 0.01 1.01 Wine Dressmaker/ 8 0 0 0 1 0 0 0 9 1 0 0 1 Tailor No Job 6 0 0 0 6 2 0 0 12 2 2 0 2 Total per province 232 155 31 19 153 77 21 12 437 62 263 38% 100 Note: F-female M-male N-number Source: Household Socio-Economic Baseline Survey (HSEBS), June 2011

700. The top two key sectors where men and women work for their livelihood activities are agriculture with 72%, and 19% are engaged in trade/sales. Agriculture sector includes those engaged in fishing, making products from palm trees, livestock/hog raising and poultry production, and farming related activities. The trade/sales sector includes those that are engaged in ―buy and sell” business, or those managing their own shops/stores, selling fish/vegetables and other products. The private sector ranks third with 3% who are working in private companies such as garment factories and casino. Only 1% of the respondents work in the government as teachers; 1% work in the transport sector and 1% in the construction sector. From all sectors mentioned, the women account for more than 60% and 43% are in agriculture sector (see Table 58).

Table 58 Sector of Paid Work in the Project Areas

Occupation Total Number and Percentage (per occupation) Total Both Sex Female (N) Female (%) Male (N) Male (%) (%) **Agriculture 299 43 207 29 72 **Trade/Sales 101 14 29 5 19 *Construction 2 0.01 8 1 1 Transport (Driver) 0 0 8 1 1 *Private (Factory and 12 2 4 1 3 Casino) *Government (Teacher) 2 0.01 5 1 1 *Service (Dressmaker/ 9 1 0 0 1

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Occupation Total Number and Percentage (per occupation) Total Both Sex Female (N) Female (%) Male (N) Male (%) (%) Tailor) No Job 12 2 2 0.02 2 Total per province 437 62% 263 38% 100% Note: * Paid services rendered by women ** Unpaid services rendered by women Source: Household Socio-Economic Baseline Survey (HSEBS), June 2011

701. Women also work or activities which fall under unpaid services or activities. They usually spent 6 hours in agriculture related work during planting and harvest season. They claimed it is not a daily task. However, the women claimed that the average number of hours spent daily is 8 hours to do the following routine tasks: attending to their shops/stores and/or selling fish/vegetables and other products in the market, and in turn perform household chores, etc. They said, they have to wake up early and prepare breakfast for the household members, so that they could go to market early or attend to their buy and sell business. Women usually spend around 3 to 4 hours when going to the market and back home because the road is very bad and the market is located far from their houses. Preparing food and planning alone what food to cook would consume already time, especially if they still have to worry and decide where to get the food to cook. The women claimed that they usually spend more than one hour preparing a meal. 702. Around 63% of the respondents have households‘ income of US$100.00 and below, where 36% have a monthly household income of $50.00 and below while 27% have a monthly income from $51.00 to $100.00. The remaining 37% have a monthly income of $151.00 and above. Of this number, only 5% have a monthly income of over $200.00; and only 10% have a monthly income of over $150.00to $200.00. Most of the respondents who claimed that their monthly income is over $150.00 a month are women but there was only 1% (8) female respondents and the same number for males who have monthly income of more than $250.

7.10.8 ACCESSIBILITY TO BASIC FACILITIES AND MODE OF TRANSPORTATION 703. Almost half of the 700 respondents mentioned that health centers and other health facilities like hospitals in the project are located more than 3 km from their communities. Only 15% (108) of the sample size mentioned that they are close to the health centers (less than 1 km). A total of 36% (257) of the total respondents claimed that their houses are within a distance ranging from 2-3 km from the health center/hospital and 49% (335) are living in areas far from the health centers (more than 3 km). Likewise, 36% (255) of the sample size mentioned that their houses are located more than 3 km from the market and 34% (231) are very accessible (with a distance of less than 1 km.) from the market, and 30% (214) live within 203 km away from the market. Most of the markets in the project areas are located in the district urban center. 704. In Thoul Khpos commune in Tuek Phos (Kampong Chhnang province), there is no health center. The people have to travel to the next commune in case they want to undergo medical check- up which is located 19 km from their commune (2009 District Data Book). However, the respondents especially the women mentioned that if the road will be improved, it will be a great help because travel time will be shortened and will more convenient. They aired out that pregnant women have difficulty going to health center for prenatal care, and the worst is when it is their due date to give birth. 705. During separate consultations with men and women in the project areas, the respondents mentioned that the task of ―going to market‖ is a woman‘s job. Of the 700 respondents interviewed during the baseline survey, 94% (658) mentioned that women (mothers) are the ones who go to the market. Only 1% (7) of the respondents are men (male headed households) who go to the market and 5% (35) mentioned that husband and wife go to the market together because the husband has to drive motorcycle but the marketing task is done by the females. The respondents do not also request their children to go to the market because they do not know what to buy and how to ask discounts. 706. A total of 35% (244) of the 700 respondents go to market twice a week and 32% (223) of them go to market once a week in order to save time and money. There were also 29% (209) of the sample size who go to market everyday as their house is located less than 1-2 km from the market.

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Only 1% (10) respondents go to market once a month and 3% (19) go to market twice a month. Households who have shops and need to buy products from the market in the urban center (district proper) usually go to market twice a week while those who claimed that they go to market daily are those living in less than 1 km away from the market (especially in Ta Ches commune, Romeas Haek and other areas with big public markets). They said they cannot store large quantity of food supplies as they have no refrigerators at home due to a lack of electric facilities in most of the project areas. The households use car rechargeable batteries for lighting purposes.

7.10.9 MODE OF TRANSPORTATION BY GENDER 707. The use of bicycles is common among the people in Cambodia, including women and children. This is economical because they do not need gasoline, although the respondents claimed that they have to periodically replace the tires due to bad road condition. Almost all of the women in the project areas know how to use bicycles, although the women claimed that they usually use bicycles for less than 2-3 km trips. For long distance travels, i.e., going to the market in the district/city or urban center, they usually request their husbands to drive motorcycles or they take the motor-trailer or motor taxi, which are common in rural areas. 708. Only 1% (2) of the respondents drive a car and none use trucks in going to basic facilities, although they rent trucks during harvest season to transport agricultural products from farm to market or direct to their houses. One per cent of women and 2% men used animals as their means of transportation (i.e., cow, buffalos or horses) especially if they have to carry heavy loads (i.e., bamboos, sacks of rice, and other products). The majority (42%) of women use bicycles in going to basic facilities and 38% use motorcycles. These are also the same transportation used by the male population which account for 46% for each mode of transportation. Those using motor-trailer or taxi (public transportation available in the project areas) account for 18% (women) and 5% men (see Table 59).

Table 59 Mode of Transportation in Going the Market and Health Center

Mode of Transportation in Going to Basic Facilities(per cent) Gender of Transport Bicycle Motor- Motor- Car Truck Others (use of Sample Users cycle trailer/ cows/ Taxi horse, etc $ No. Female 42 38 18 1 0 1 62 437 Male 46 46 5 1 0 2 38 263 Average % 44 42 12 1 0 1 100 700 Source: Household Socio-Economic Baseline Survey (HSEBS), June 2011

709. On the other hand, the respondents were also asked about the mode of transportation used by the children in going to school. More than half (56%) of the children use bicycles in going to school while 36% just walk in going to school while 5% (28) respondents drive motorcycles in taking their children to school, especially for those whose houses are located more than 5 km from their houses. They said their children might be late in school if they will not give a ride to their children. There were also 3% who mentioned that their children just take the moto-trailer that picks up other passengers in the community/village.

7.10.10 KINDS OF TRANSPORTATION HOUSEHOLDS WOULD LIKE TO BUY IN THE NEXT 3-5 YEARS 710. The respondents were also asked what kind of vehicles they plan to buy in the future, especially after the road has been improved. The majority (49%) of the respondents plan to buy motorcycles and 12% (86%) plan to buy cars or vans which they will convert to public transportation so that they will have additional income. They said this would be a good business in the project areas after the road project has been completed. There were also 5% (34) who would like to buy farm tractor which they could use for farming, and only 7% (48) plan to buy bicycles as they claimed they still have bicycles. There were also 27% (192) who have no plan to buy a new vehicle as they have no budget yet to buy motorcycles.

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7.10.11 POSITIVE PROJECT GENDER IMPACTS 711. Good and relevant infrastructure projects such as road construction is very important in helping the country achieve economic development, and in turn reduce poverty especially in rural areas, by providing the necessary mechanisms and relevant infrastructure development projects. Improved roads will redound to easy, faster and more convenient travel, greater mobility and access to facilities/services, and could pave the way to improve the households‘ socio-economic condition. Overall, positive impacts of the project include: (i) job opportunities for unskilled men and women within the project areas, and this would mean increase in income; (ii) easy access for women in going to markets and health centers; (iii) great help for children in going to school; (iv) easy to transport agricultural products from farm to market; and (v) improved roads could facilitate economic growth in the rural areas. During the consultations conducted in the project areas, almost 100% of the local community residents and commune/village leaders are in favor of the project. Unskilled women and men could work during the construction and road maintenance. It will give them opportunity to earn income because they claimed that life in rural areas is very hard and there are no jobs available.

7.10.12 POSITIVE IMPACTS OF THE PROJECTS 712. The majority of the respondents perceived that once the project is completed, travel time will be faster and shorter, and more convenient. One hundred per cent of the women interviewed during the survey were very happy to learn about the project as health centers and hospitals will be accessible already; the project will be beneficial to children as there will be no more dust or mud and it will be favorable when going to school daily; third in rank is the reason that the project will generate employment for unskilled men and women during the road construction and maintenance, and there will be more economic investors who will put up business in the provinces/districts covered by the project. The respondents also mentioned that the prices of land will increase. However, this has both positive and negative implications because farmers might sell their lands to rich businessmen, and their primary source of livelihood might be affected.

7.10.13 OTHER POSITIVE IMPACTS OF THE PROJECT 713. Opportunity for unskilled men and women to participate in road construction and maintenance project. During the road construction and maintenance, unskilled men and women would have the opportunity to be employed by the contractors, or women could be part of the sub- contracting groups in the local communities that could do road maintenance. During the stakeholder consultations with women and separate consultations with men in the project areas, more than half of the women have expressed their willingness to work during the road construction and maintenance as there are no jobs available in their local communities. About 10% of the women consulted in Kamchay Mear (Prey Veng province and in Svay Rieng province) mentioned that they have previous experience working on the road project few years ago under the UN-WFP food-for-work project. Some women are hesitant to work in the project because they have no experience yet. However, they aired out that if they will be trained and/or they will be oriented and supervised during the construction, they will be able to perform the job that will be assigned to them. 714. The ―Labor-Based Appropriate Technology Training‖ (LBAT) will be conducted in the communes/villages prior to the start of project implementation. In separate consultations with men, they mentioned that they will allow the women/spouses to work in the project as it is a rare opportunity that unskilled men and women will be given employment, and will have income. They said they need jobs while waiting for the harvest period. They also suggested that the contractors should hire women (not only men) and give them the opportunity to prove that they can also work in construction projects. The LBAT could encourage more women and women to attend the training thus, enhancing their existing knowledge and capabilities as regards infrastructure project; even unskilled men could attend the LBAT so that they could provide support and allow women to work in the project. In addition to the LBAT, there is also a need to orient the contractors on the LGAP, and labor standards to ensure that they will adhere to the policy, i.e., equal pay for equal work, no child labor, etc. 715. Another possible impact of the project is the opportunity for women to be organized, develop their leadership potentials, and boost up their level of confidence. During project implementation, the women will have the opportunity to interact with fellow women and other laborers; there will be meetings/consultations with their team, and they will be given the opportunity to voice out their concerns and suggestions. The commune council/village development council would play pivotal

169 TA 7665-CAM Preparing the Provincial Roads Improvement Project functions in ensuring that the laborers and the contractors discuss important issues, address complaints, and/or problems that may arise during project implementation. 716. The project will also provide opportunities for both unskilled men and women to attend other capacity building/trainings that will be conducted at the local level (communes/village) related to labor and gender (gender awareness/mainstreaming, HHTPP, climate change adaptation, livelihood skills and other capacity building activities. 717. In the midwest (Kampong Chhnang province) where there are IPs, the project will be an advantage for the Vietnamese, Cham and Khmer to increase their income/profit with the inclusion of the village road that will be improved in Ta Ches, where the market is located. The people consulted including the IPs believe that with the improvement of the road, other development projects will follow, i.e., improvement of their market which the commune council already announced that it is included in their plans; port near the Tonle Sap might also be developed in the future by either the local government officials or by other organizations. The IPs will also have the opportunity to work in the road construction and maintenance.

7.10.14 NEGATIVE IMPACTS OF THE PROJECTS 718. The respondents were also asked about the negative project impacts. Among the negative project impacts identified by the 700 respondents during the survey include the following: 1st rank – there will be houses/properties that will be affected by the project that may cause displacement or temporary disruption of economic activities; 2nd rank- dust and noise during construction; 3rd rank- increase in number of young girls and boys who will work in casinos, and the risk of spread of HIV/AIDS is higher; 4th rank – increase in number of migrants and human trafficking cases; and others. However, there were 29% who could not identify negative project impacts. They said the project will bring more positive benefits than negative impacts.

7.10.15 RISK OF SPREAD OF HIV/AIDS AND HUMAN TRAFFICKING, AND ITS GENDER IMPACT 719. Drivers of trucks and other vehicles, and mobile people whose nature of job entails travelling far distance and away from their families have potential risks of acquiring sexually transmitted diseases (STDs). Men and women living in local communities along the road are also at-risk or in a vulnerable situation as they may be lured by those with money and power to have sex with them, in times when they are in dire financial need. Young girls and boys working in restaurants, casinos and other business establishments that cater to local and foreign tourists. Those living along the roads are also at-high risks of acquiring STDs. A similar problem which is considered the other side of a coin is human trafficking and child labor. These were also raised as additional concerns by the MoWA, the Deputy Governor in Svay Rieng and the district administrators in Svay Rieng province. They said there is a possibility for human trafficking cases to increase due to improved road connectivity. Likewise, the Teachers who were interviewed also raised a concern, the possibility for some parents to pressure their children to work during the road construction due to economic need. This may result to high incidence of school drop-out. To mitigate this, the MoWA suggested that there should be counseling and orientation to the parents and students; orient the contractors on core labor standards; and implement the LGAP and HHTPP.

7.10.16 HIV PREVALENCE IN THE GENERAL POPULATION IN CAMBODIA AND OTHER UPDATES 720. On HIV/AIDS cases, about 63,000 people in Cambodia have HIV/AIDS, and the adult HIV prevalence was reported at 0.5% in 2009. HIV prevalence in most-at-risk populations include the following breakdown: (i) brothel-based Female Sex Workers (FSWs) – 14.7% (2006); (ii) Injecting Drug Users (IDUs) -24.4% (2007) and (iii) Men-Having Sex with Men (MSM) – 0.8 to 8.7%, mostly in the Battambang, Siem Reap, and Phnom Penh (2005). In 2010, 86% of the HIV-infected people have received ART. On the other hand, the HIV prevalence among new TB cases in the country as of 2010 was 7.8 per cent which is very high compared with the national HIV prevalence of 0.8 per cent. HIV co-infection among new cases was also high compared with the WHO regional average but just below the average of 11.0 per cent for the high-burden countries. 721. The NAA CPR 2010 stated that there was a decline on the HIV cases at 0.5% in 2009 from 1.2% in 2001. Prevalence of HIV infection among women visiting antenatal care (ANC) clinics also declined, from 2.1% in 1999 to 1.1% in 2006. There was also a gradual increase in the number of HIV

170 TA 7665-CAM Preparing the Provincial Roads Improvement Project infected pregnant women receiving ART, from 1.2% in 2003 to 11.2% in 2007 and 32.3% in 2009. The said report further states that the IDUs have the highest prevalence, estimated at 24.4% in 2007 while the HIV prevalence among the brothel-based sex workers (FSWs) decreased from 39.9% in 1998 to 14.7% in 2006 (USAID Cambodia Report, Dec. 2010). 722. For the prevention and possible interventions on HIV/AIDS, the NAA CCPR (2008-2009) further stated that the AIDS epidemic in the country is concentrated among sex workers and entertainment workers, who have sex with men (MSM) and injecting drug users (IDUs). Although prevention programs have had significant results, HIV prevalence among these most-at-risk population continue to be high and there is a general consensus that there is a real risk of a second- wave of HIV infections within these groups. The HIV was found to be highest among MSM in Phnom Penh (8.7%) and highest among transgender groups (17%). On the other hand, the HIV prevalence among the IDUs was also high (24.4%) in 2007 while those non-injecting users is much lower and is estimated to be 1.1%. 723. During the consultations using FGDs with various stakeholders (i.e., policemen at Prey Vor near Cambodia-Vietnam border, teachers, women, men, health personnel, commune leaders, etc.), they mentioned that almost all of the people in local communities are aware of HIV/AIDS (including children in primary school as this is discussed in schools). There are also NGOs that are active in the project areas such as the Cambodian Red Cross (CRC) in Prey Veng and Svay Rieng provinces (southeast part) and in the midwest (Kampong Chhnang and Kampong Speu province), the active NGOs operating in the project areas with HHTPP as mentioned by the respondents are World Vision, Cambodian Reproductive Health Association, and others. 724. The stakeholders consulted also suggested the importance of orienting the construction workers on HHTPP, the local communities and the public in general. The policemen at Prey Vor suggested that there should be big billboards that should be installed in strategic locations at the border and along the road. Although, billboards could be seen in selected places, i.e., hospitals, and few along the road, the stakeholders suggested that there should be more billboards, and distribution of IEC materials on HIV prevention could help in reducing spread of HIV/STIs. The Cambodian Trucking Association (CTA) also gave assurance that they will help in conducting public awareness on HHTPP to truck drivers. Likewise, the commune council/village development council also reported that not all health centers distribute free condoms. The people have to buy condoms and stores/pharmacies in the project areas in the local communities do not operate within 24 hours. This limitation may hinder the goal of HIV prevention. The commune leaders also mentioned that they will continue to conduct public awareness on HHTPP to their respective residents through the gender focal person assigned in each village.

7.10.17 DATA ON HIV/AIDS IN THE PROJECT AREAS 725. The data presented in Table 60 shows some improvements arising from the campaign to reduce HIV incidence by comparing the data from 2007 to 2008.

Table 60 Additional Data on HIV/AIDS in the Project Areas (2007-2009) Province/ Description 2007 2008 District 1. SVAY RIENG PROVINCE: Kampong Rou Families with family member(s) using drugs 0 family 3 families Families with family member(s) living with HIV/AIDS 73 families 89 families Children under 18 years old whose parents died of 115 114 AIDS persons persons Orphaned/abandoned children under 18 years old (all 277 278 cases) persons persons Rumduol Families with family member(s) using drugs 0 family 0 family District Families with family member(s) living with HIV/AIDS 53 families 63 families Children under 18 years old whose parents died of 98 persons 91 persons AIDS Romeas Haek Families with family member(s) using drugs 0 family 7 families Families with family member(s) living with HIV/AIDS 120 118 families families Children under 18 years old whose parents died of 183 180

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Province/ Description 2007 2008 District AIDS persons persons Svay Teab Families with family member(s) using drugs 3 families 3 families Families with family member(s) living with HIV/AIDS 52 families 52 families Children under 18 years old whose parents died of 59 persons 66 persons AIDS Orphaned/abandoned children under 18 years old (all 180 167 cases) persons persons 2. PREY VENG PROVINCE: Families with family member(s) using drugs 0 family 1 families Families with family member(s) living with HIV/AIDS 74 families 85 families Children under 18 years old whose parents died of 114 108 AIDS persons persons Orphaned/abandoned children under 18 years old (all 358 286 cases) persons persons 3. KAMPONG CHHNANG PROVINCE Families with family member(s) using drugs 0 family 5 families Families with family member(s) living with HIV/AIDS 8 families 28 families Children under 18 years old whose parents died of 25 persons 49 persons AIDS Orphaned/abandoned children under 18 years old (all 221 264 cases) persons persons Kampong Victims of sexual abuse 2 persons 2 persons Tralach District 4. KAMPONG SPEU PROVINCE Thpong Families with family member(s) using drugs 5 families 0 family District Families with family member(s) living with HIV/AIDS 22 families 25 families

Children under 18 years old whose parents died of 28 persons 27 persons AIDS Orphaned/abandoned children under 18 years old (all 299 305 cases) persons persons Source: 2009 Data Book per District

7.10.18 MITIGATION MEASURES TO ADDRESS HIV/AIDS CONCERN 726. To mitigate the risk of spread of HIV/AIDS and STIs, there is a need to conduct public awareness campaign in HIV/AIDS prevention, and include also information for the prevention of human trafficking; topics on gender awareness, reproductive health, etc. as these are cross-cutting themes that could not be discussed separately. The HHTPP should not only be conducted during project implementation but in all project cycles (pre-construction, during and post construction). The organization that will implement the HHTPP could help in strengthening the capacities of existing CC/VDC and other CBOs existing in the project areas. Each CC/VDC has a gender focal person who could be tapped to assist in conducting public awareness activities in schools and local communities. During the consultations with various stakeholders, hospitals/health centers and the commune council, they have expressed their support for the project and they would like to assist in conducting orientation on HHTPP and other social safeguards topics in the local communities. While the focus for public awareness campaigns are the local communities located along the road covered by the project, it is also imperative that the contractors should conduct HHTPP activities for the construction workers and staff. To ensure that this will be implemented, there is a need to orient the contractors on the LGAP and HHTPP activities to provide them information how to implement the said plan of action and other related activities. 727. Listed below are the specific steps and mitigation measures to address the negative impacts of the project including potential risk of HIV/AIDS: (i) inclusion of a clause in the bidding and contract documents requiring the contractor to strictly implement the LGAP and HHTPP; (ii) need to coordinate with the commune council/village development council for the implementation of the LGAP/HHTPP; strengthen the existing institutional mechanism, and conduct capacity building activities related to gender awareness/mainstreaming, HHTPP, life-skills, peer counseling training, and other related topics. Trainings at the local communities should be participatory, and it would help if community volunteers could be mobilized and/or train them to become effective facilitators, as the HHTPP

172 TA 7665-CAM Preparing the Provincial Roads Improvement Project activities are essential and must be sustained even after project completion; (iii) monitoring indicators and baseline indicators are also essential to serve as basis for future project monitoring and evaluation; (iv) mobilize health centers/hospitals in conducting HIV/AIDS public awareness and prevention; (v) distribute IEC materials on HHTPP; (vi) conduct orientation/training on HHTPP in various places (at the border, local communities covered by the project, schools, and other organizations), and coordinate with existing NGOs and government agencies to prevent duplication of services and come up with concerted and collaborative efforts, including involvement of media and various agencies/organizations. Implementation of the HHTPP could be conducted by an organization (i.e., community-based organization with experience in implementing HHTPP or an organization that is active in the project areas). 728. In line with peer counseling and life skills trainings, the youth could be mobilized to assist in reaching out their fellow youth in schools and may coordinate with the youth organization or commune/village development council in order to maximize youth involvement in conducting public awareness on HHTPP. The use of community theater or drama, puppetry, songs, and other interactive participatory strategies could be used in conducting trainings instead of the ―classroom style‖ and traditional training methodologies such as lectures. The youth could be trained on peer counseling, life skills, youth health corps with topics on gender and HIV/AIDS, reproductive health, etc. They could be mobilized to reach their fellow youth in schools by coordinating with the teachers and student organizations in schools so that they could conduct and participate in the HHTPP awareness and prevention programs. Training of Trainers for the Peer Educators’ (PEs) needs to be conducted to selected youth (at least 1or 2 per village) so that they could help in conducting the youth in their respective villages. Necessary support, i.e., training kit/materials, T-shirts printed with HHTPP related messages and that will serve as the PEs uniform when conducting similar trainings to their fellow youth. This strategy could help in scaling-up the number of youth that will be reached. The target should not only be the girls but the boys, as well. Likewise, it should be community-based as this is more sustainable.

7.10.19 SPECIFIC TRAINING 729. Peer Educators Training for the Youth (with modules on reproductive health, life skills, HHTPP, and other topics). The youth sector is usually left behind, and remains un-mobilized but they comprise the majority of the population in the community/villages. Reaching out, enhancing their level of capacities and leadership potentials, and organizing them – the youth could be empowered to assist men and women in conducting public awareness and prevention programs that will address gender issues/gaps. The training will have a practicum phase where the youth could be trained and mobilized to conduct trainings and/or assist in conducting public awareness activities at the community level and in schools. Training modules include: (a) overview on health situation (macro/micro contexts), (b) reproductive health, and health as part of human rights, life skills, etc., (c) challenges in the adolescent stage and maintaining a healthy lifestyle (with topics on HHTPP, prevention of drug abuse, accidents and human trafficking); (d) overview on gender, (e) HHTPP, (f) role of peer educators (PEs), and (g) skills in conducting ―peer counseling‖ and effective communication. The practicum phase will include exposures and will give the youth opportunity to practice skills in planning, facilitating/communicating and participate in decision-making. They will plan activities such as conducting trainings/orientation on HIV/AIDS in schools and local communities (Youth to Youth Program) where they will reach out their fellow youth; conduct public awareness programs on health and sanitation, drug abuse prevention, human trafficking; gender awareness, prevention of HIV/AIDS, road safety awareness, climate change, etc.). Various training methodologies, i.e. puppetry, community theater, songs, dance, making posters, and other interactive learning training methodologies are recommended. 730. Training/Orientation on Gender and HIV/AIDS (awareness and prevention programs). The activities need to be sustained during and after project implementation period. The training shall be conducted per batch by the contractors‘ health staff, who in turn will coordinate with the CC/ VDC if support is needed in conducting trainings in the village/work site. There will be 3 groups of participants, namely: (1) Contractors and all personnel who will be involved in the road project (owners, engineers, construction workers, health personnel and other staff who will be hired by the contractors before the project starts); (2) Local communities (priority shall be given to the communes/villages located along the road and gender equity shall be considered in the selection of participants. Training modules for this training shall be prepared); and other groups that are at-risks i.e., staff working at the casinos and business establishments that cater to local and foreign tourists.

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Other stakeholders including policemen, commune council/village development councils, schools (students and teachers), etc. 731. Training on Gender Awareness and Mainstreaming (with topics on overview on gender/ poverty and transport, sex and gender roles/gender analysis, gender issues/gaps, gender needs, how to integrate gender into the HIV/AIDS programs, etc.) will be conducted separate for the MPWT (national and provincial levels). The LGAP will also be presented in order to solicit comments/inputs on how to improve further the implementation of the LGAP and training will also be conducted at the MPWT provincial offices, as they will be the one to conduct project performance monitoring and evaluation.

7.11 ESIMTATED COST 732. The estimated cost for the implementation of the HHTPP is at least US$350,000 which will be implemented during the project implementation cycle. The said budget is intended for training materials, food/meals for the training participants, IEC materials, HHTPP community-based public awareness campaign activities, transportation costs and other related costs. There is also a need to coordinate with other NGOs implementing similar programs in the project areas in order to maximize resources.

7.12 ADDITIONAL PROJECT IMPACTS 733. The majority (50%) of the 700 respondents for the baseline survey mentioned that negative project impacts are temporary and could be mitigated. About 27% perceived that the road project will result to increase in road accidents and its impact was perceived as high. The respondents suggested that road safety awareness must be conducted in schools and local communities, and traffic aides (volunteers from the commune council) could be assigned to help the children when crossing the street/roads in front of the schools, and assist people in the market and in front of hospitals and other areas where there is heavy traffic and in accident-prone areas. This was also suggested by the commune/village leaders during the consultations conducted, and they mentioned that local community volunteers could be trained to act as traffic enforcers in schools located along the road. Other negative impacts include possible loss of income for the affected households; more trees will be cut during the road construction, although no big tress will be cut as the existing provincial roads in the mid-west and southeastern areas that will be improved have already done previous road widening. Trees that will be cut will be replaced in appropriate and areas that will be identified within the project areas. Details on these are discussed in the climate change adaption activities and environment parts of the TA Report, and Resettlement Plans for the midwest and southeast road sections.

7.13 LABOR-BASED APPROPRIATE TECHNOLOGY APPROACH 734. The LBAT will be used during the road construction and maintenance in the project areas. LBAT refers to flexible and optimal use of labor as the predominant resource, while ensuring cost- effectiveness and quality. The aim is not just to create maximum number of jobs, but to maintain optimum use of labor with cost-effectiveness and quality of work (ILO, Employment in ILO Supported Road Construction and Maintenance: The Impact of Wage Earning on Workers, August 2000). The said report also stated that ―road construction and maintenance using LBAT fills an important employment or gap in rural areas, provide rare opportunities for women to find employment in the area, and with equal payment for both sexes. However, LBAT competes with farming in the wet season. Problems occur with recruitment and with those workers already recruited, who leave their employment to prepare land for farming‖. Serious potential competition for labor happens during planting/wet season.

7.14 GENDER MAINSTREAMING AND CAPACITY BUILDING 735. Greater gender equality in labor-based road construction and maintenance will provide significant social benefits to local communities and households. Examples of road work jobs suited to women include repairing potholes, cleaning pavement, clearing ditches and culverts, maintaining embankments, planting and caring for trees to prevent erosion, and others. The LGAP includes capacity building on gender awareness and mainstreaming, labor-based methods, core labor standards (i.e. equal pay for equal work, no child labor, etc.). In addition to providing employment and income for unskilled men and women, the LBAT will also pave the way for women to participate in

174 TA 7665-CAM Preparing the Provincial Roads Improvement Project meetings of the laborers/construction workers, air out their concerns and grievances, if any; and overall, enhance the level of confidence of women, and this has a long-term impact. Opportunity given to women by the contractors to earn and have access to cash, acquire productive assets, and will give them the power to decide how to use their salary for households‘ benefits, and to overcome poverty situation. Likewise, the LBAT will enable women to attend trainings on labor-based technology, gender mainstreaming, and other livelihood trainings that may be conducted in the local communities during project implementation. 736. The LGAP will address gender concerns and ensure effective gender mainstreaming in all project outputs, namely: (i) civil works/road rehabilitation (contractors will utilize LBAT and will prioritize use of unskilled men and women; contractors will ensure at least 30% of unskilled laborers are women, and ethnic minorities will be given opportunities to work; etc.); (ii) improved road asset management (women will be involved in road maintenance, ethnic minorities are represented in the labor force; etc.); (iii) increased road safety and social safeguards program (shall include community- based road safety program, HHTPP, collect sex-disaggregated baseline data; etc.); (iv) climate change adaptation (at least 30% of the workers who are involve in climate change activities such as planting and caring of trees are women, local women will be involved in the planning stages of the vulnerability mapping for provincial roads, etc.); and (v) project management support (100% of the EA staff involved in project implementation and monitoring will be trained on gender mainstreaming, HHTPP, and other social and risk mitigation measures, etc.).

7.14.1 OPPORTUNITY FOR UNSKILLED MEN AND WOMEN TO ENGAGE IN INCOME GENERATING ACTIVITIES 737. During the road construction and maintenance, other women and men in local communities who are not directly working in the road project will also have the opportunity to engage in income generating activities, i.e., selling cooked foods for lunch and snacks of the construction workers. Another option is for the unskilled men and women involved in the LBES/LBAT, may agree among the members of the team per village or commune who will be in-charge of collecting water, cooking or preparing food, and doing construction work. Specific concern should be noted to ensure that ―traditional roles assigned to women‖ should not only be a task for women but could be assigned also to men, i.e., cooking/serving food and collecting water, etc. During gender awareness orientation which is part of the LBAT training, the contractors and the construction team must be oriented on addressing gender biases that may hinder women from performing other productive and empowering roles.

7.14.2 OTHER CHALLENGES FORESEEN DURING PROJECT IMPLEMENTATION 738. The following are the challenges that may arise during project implementation and may affect the achievement of the target goals particularly in the implementation of the LGAP: i. Although more than half of the women have expressed during the consultations conducted in May-July 2011 that they are willing to work in the road project to earn income, but there might be some factors that might prevent them to work during the actual project implementation, i.e., possible family problems such as a household member is sick, women need to take care of the children or bring them to the hospitals; or take care of them while at home. This may hinder achieving the 30% target for the unskilled women‘s participation during the road construction and 30% during the road maintenance. iv. Training on LBAT prior to start of project implementation could encourage women to work during the road construction. They also need to be oriented on what specifically they have to work on; women need supportive team leaders who will supervise and coach them on what to do during road construction and maintenance. The LBAT will also help even the unskilled men understand how they could work during road construction and maintenance, and for the husbands to appreciate the LBAT and role of women, and for them to allow their wives to work in the road project. v. Contractors may not be supportive to the labor-based and may be biased on hiring women. Thus, a need to orient them and the construction team on the targets set or defined in the LGAP, the importance of implementing the HHTPP, gender mainstreaming in all project cycles, labor laws, etc.

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vi. Contractors may not be flexible in implementing work policies, i.e., time to report in the morning and start of work in the afternoon; some women may not be able to take the pressure of time; or could not report to work if there are sick household members. There will be cases where in female-headed households may not be able to work full- time the whole day. These could be addressed if the contractors will be oriented to give special consideration to allow certain flexibility in work arrangements for women. vii. Contractors need to be oriented also on gender mainstreaming especially in assigning roles such as foreman or supervisor, checker (tasked to check daily attendance), etc. as higher positions may be assigned only to men. These tasks could be best performed and assign also to women. They just need to be oriented or coached on what to do. Orientation on this could also be included in the LBAT training. viii. Strict enforcement of the policy on equal pay for equal work, and no hiring of child labor during the road construction and maintenance must be emphasized to the contractor during project implementation. ix. The responsibility of the contractors to ensure that the construction team attend HHTPP orientation, first-aid training, gender awareness, etc. must be emphasized during the capacity building activities. Importance of hiring health personnel who will monitor and ensure that the construction team have attended orientation on First-Aid Training for injuries/accidents at worksite, bring to the nearest hospitals or clinics cases that could be remedied by first, ensuring that all construction, etc., and monitoring health records of the construction team must given priority. Health personnel could also conduct weekly or monthly orientation of mitigating occupational hazards and HIV. These will be an opportunity for the construction team to undergo medical check-up and have voluntary blood testing prior to start of construction. Thus, giving them the opportunity to have access to health facilities and services that will be provided by the contractors.

7.15 POVERTY AND SOCIAL ASSESSMENT 739. Cambodia is one of the least developed countries in the Asia-Pacific region and ranks 131 of the 179 countries included in the UNDP‘s HDI. It has a total population of 14.3 million in 2010 with an annual growth rate of 1.6% (ADB Fact Sheet, 31 Dec. 2010). In 2008, the country‘s total population was 13.4 million with an annual growth rate of 1.54% or an increase of one million within two years. The female comprised 52% of the country‘s total population and 4% are female-headed households (2008 census). Currently, the country‘s population growth rate is slightly above the regional population growth rate of 1.3%. Almost 80% of the country‘s population is living in rural areas with agriculture as the primary source of income.

7.15.1 CAMBODIA’S POVERTY RATE AND REDUCTION 740. Cambodia‘s national poverty incidence in 2008 was 30.1% but rural areas have higher poverty rate of 34.7%. The country ranked 33 in the ―alarming‖ countries with high level of hunger and under nutrition, where 12% of the households were classified as food insecure due to increase in food prices (UNDP Poverty Reduction Report, 21 March 2011). The UN-WFP also reported that although the poverty rate in the country fell from 4.74% from 2004 to 2007, but the 30.1% poverty level among the country‘s total population is still high. This is also interpreted as households with 7 members or more members have a poverty rate of 42% while those with children under 5 years old have a poverty rate of 27.7%. The women are vulnerable to poverty and other risks such as HIV/AIDS, human trafficking, and other kinds of exploitation. Unemployment rate in Cambodia is projected to reach 20% by end of 2011.

7.15.2 POVERTY SITUATION IN THE PROJECT AREAS 741. Average poverty level in the project areas was 31% in 2009. The areas situated in the midwest have higher poverty level, namely: (i) Thpong district in Kampong Speu province was 36.80%; (ii) in Kampong Chhnang province, Tuek Phos district‘s poverty level was 34.26%; Kampong Tralach district was 32.80% and Sameakki Mean Chey had 35%. Thus, the average poverty level in the projects areas located in the mid-western part is 34.62% while in the southeastern part covering Svay Rieng and Kamchay Mear in Prey Veng province is a little bit lower (27.68%) as of 2008 census.

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In general, the average poverty rate in 10 districts included in the 4 provinces covered by the project is 31.15%. Although the poverty level in the country and in the project areas declined from 2004 to 2009, but the poverty level in rural areas is still high. Table 61 outlines the poverty rate in each commune and district that are covered by the road project.

Table 61 Data on Poverty Level in the Project Areas (2004-2008)

Province District/ Poverty Rate in the Project Areas (2004 and 2009), per cent Svay Kampong Rou Commune 2004 2009 Rieng Banteay Krang 35.70 23.70 Nhor 30.90 16.60 Khasaetr 30.20 22.30 Preah Ponlea 30.70 21.30 Prey Thum 29.20 19.50 Reach Montir 32.20 24.50 Samlei 35.50 22.30 Samyaong 31.20 24.40 Svay Ta Yean 32.70 29.30 Thmei 33.10 21.70 Rumduol Bos Mon 31.60 22.40 Thmea 31.60 23.60 Kampong Chak 25.30 19.0 Chrung Popel 30.80 25.30 Kampong Ampil 34.80 29.50 Meun Chey 32.90 23.70 Pong Tuek 31.80 23.10 Sangkae 27.30 20.90 Svay Chek 27.30 20.60 Than Thnong 35.20 27.70 Romeas Haek Commune 2004 2009 Ampil 30.60 26.0 Andoung Pou 30.50 23.90 Andoung Trabaek 31.80 24.0 Angk Prasrae 32.50 23.70 Chantrei 31.10 24.60 Chrey Thum 31.70 24.40 Doung 35.20 26.30 Kampong Trach 30.10 24.80 Kokir 28.90 22.0

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Krasang 36.50 29.10 Mukh Da 30.90 24.60 Mream 30.70 25.20 Sambuour 34.70 30.10 Sambatt Mean Chey 38.50 30.80 Trapeang Sdau 31.70 25.90 Tras 38.50 32.0 Svay Teab Commune 2004 2009 Svay Rumpear 30.40 23.50 Kokir Saom 35.10 24.90 Kandieng Reay 30.40 17.70 Monourom 39.10 22.00 Popeaet 35.90 22.70 Prey Ta Ei 32.0 22.80 Prasoutr 31.0 21.70 Romeang Thkaol 27.20 17.50 Sambuor 31.70 24.80 Grand Total: Poverty Rate for the 4 Districts in Svay Rieng 32.15% 30.67% Svay Rieng Grand Total: Average Poverty Rate 22.70% Prey Veng Kamchay Mear * Commune 2004 2009 Province District Cheach 32.50 27.30 Doun Koeng 35.40 28.10 Kranhung 32.50 26.0 Krabau* 36.40 28.20 Seang Khveang 29.50 23.30 Smaong Khang Tboung 39.0 33.90 Trabaek 32.70 28.30 Average Poverty Rate 28.35 27.87 Kampong Kampong Tralach Commune 2004 2009 Chhnang Ampil Tuek 40.90 38.50 Province Chhuk Sa * 39.10 34.70 Chres 36.30 32.10 Kampong Tralach 36.80 33.60 Longveaek 34.50 27.90 Ou Ruessei 33.40 31.40 Peani 35.20 29.60 Saeb 36.10 30.50 Ta Ches * 39.40 33.50

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Thma Edth 40.30 36.50 Average Poverty Rate in Kampong Tralach: 37.20% 32.80% Tuek Phos Commune 2004 2009 Akphivoadth * 38.20 33.00 Chieb * 40.30 33.90 Chaong Maong * 37.90 33.80 Kbal Tuek * 45.50 39.40 Klong Popong 37.20 32.30 Krang Skear 43.80 35.60 Tang Krasang 39.10 32.30 Toul Khpos * 40.40 33.80 Average Poverty Rate in Tuek Phos: 40.30% 34.26% Kampong Thpong Poverty Rate Speu Commune 2004 2009 Amleang * 48.80 38.60 Monourom 41.90 32.40 Yea Angk 46.10 36.20 Prambei Mum 45.90 38.10 Rung Roeang 44.60 38.60 Toap Mean 49.60 37.40 Veal Pon 46.90 36.60 Average Poverty Rate in Thpong District 46.25% 36.80%

*Communes per District covered by the project. Source: 2009 Data Book per Province

7.15.3 POVERTY REDUCTION STRATEGIES AND OTHER DEVELOPMENT PROJECTS 742. During the baseline survey, the respondents were asked to suggest one major development project or programs that they think could help improve their socio-economic condition. The top 5 development projects the respondents suggested include the following: (i) create job opportunities, (ii) conduct livelihood skills trainings and provide capital assistance for micro-enterprises or income generating projects; (iii) improve roads (provincial and rural roads, and include also farm to market roads); (iv) construct irrigation facilities and water capture which they could use during dry season; and (v) electricity water and sanitation, and telecommunication facilities. The first and second suggestions are both related to creating jobs in the rural areas as suggested by 33% of the respondents. They mentioned that there is a need to create more jobs in the rural areas to prevent women and men from migrating to cities and even cross-border just to look for jobs in Thailand or in Vietnam. They suggested that livelihood skills trainings be conducted, and trainings alone will not be effective without capital or loan assistance, which is essential for them to start a small business. 743. The respondents suggested the following skills trainings which they think could help them if they will invest in micro-enterprises: (i) food processing (e.g., the IPs and other households who are living near Tonle Sap suggested trainings related to fish processing; farmers suggested making jam or other processed fruits, vegetables, meat, etc.); (ii) training on fish culture in areas far from Tonle Sap and Mekong River; (iii) training on ―high-yield‖ rice variety or how to increase their yields (modern techniques in farming); (iv) Training on cell phone repair, auto mechanic, sewing uniform, computer

179 TA 7665-CAM Preparing the Provincial Roads Improvement Project repair especially for the youth, and other livelihood skills trainings based on the demands or needs of the people in a particular province or district. The respondents mentioned that more factories should be established in the rural areas, and the people especially the youth could be trained on specific vocational skills that will be needed by the factories. 744. The respondents also suggested electrification projects, as it will bring positive benefits to their communities and to their own households. They could buy bigger fish storage, refrigerators and freezers where they could store perishable items (especially for those with stores/shops); and their communities will develop faster. They also suggested that more water pumps be constructed in schools so that the children will have clean water, and in communities without safe drinking water. In line with sanitation, majority of the respondents suggested if the government could donate toilet bowls to households without sanitary toilets. Absence of sanitary toilets has negative effects on the health condition of the people, especially the children; and has high risk for women/girls to be subjected to sexual abuse as there is no privacy in the ―open field‖. 745. The top eight development priorities/projects suggested by the respondents to improve people‘s health condition in local communities/villages are as follows: (i) provide free medical check- up and medicines to poor households; (ii) construct a health center in every commune with adequate number of health personnel, complete and improved facilities and adequate supply of medicines; (iii) improve roads (provincial, rural and farm to market roads); (iv) provide sanitary toilets (specifically toilet bowls and the construction costs will be the households‘ counterpart); and (v) construct water projects (i.e., water pumps in villages and schools without safe drinking water); (vi) improve health facilities (hospitals/health centers should have complete facilities and hire additional qualified health personnel); (vii) health education seminars/trainings on (HHTPP), reproductive health, and other topics; and (viii) implement a feeding program for undernourished children in every commune/village.

7.16 SOCIAL SAFEGUARDS 746. ADB‘s Safeguard Policy Framework stipulates operational policies that seek to avoid, minimize, or mitigate adverse environmental and social impacts, including protecting the rights of those likely to be affected or marginalized by the development process. The safeguard policy framework consists of three operational policies on the environment, Indigenous Peoples, and Involuntary Resettlement. The three safeguard policies involve a structured process of impact assessment, planning, and mitigation to address the adverse effects of projects throughout the project cycle. Safeguard policies require that (i) impacts are identified and assessed early in the project cycle; (ii) plans to avoid, minimize, mitigate, or compensate for the potential adverse impacts are developed and implemented; and (iii) inform and consult affected people during project preparation and implementation. The policies apply to all ADB-financed projects, including private sector operations, and to all project components (ADB Policy Paper, Safeguard Policy Statement, 2009).

7.16.1 INVOLUNTARY RESETTLEMENT 747. The project will acquire approximately 24.4 ha of land within the existing ROW of various roads and a 2.5 ha of privately owned land at the site of Prey Vor, where the CBF will be constructed. Land acquisition will cause temporary and permanent displacement of an estimated 936 households. Of the 566 households experiencing impacts on structures (houses and/or shops) most will be partially affected and will be able to remain on remaining unaffected land. Only 5 households in Akphivoadth commune in Tuek Phos district (where the proposed by-pass structure will be constructed) are expected to require relocation. The other affected households are expected to lose use of productive land within the ROW only and/or secondary structures or trees/crops. 748. To minimize or avoid displacement of people and/or experience permanent or temporary disruptions of their livelihood activities, the RPs for both the midwest and southeast roads stated that the existing road alignment will be followed and construction works will be confined within a COI of 10 meters measured either way from the road centerline. In addition, as part of the project‘s resettlement strategy, project displaced persons (DPs) will be provided sufficient time to rebuild their homes and shops prior to the commencement of civil works and that they are able to continue with their present livelihood activities even during project implementation. Also, all standing annual crops, including privately-owned trees, will be allowed to be harvested before the start of civil works in a particular section of the project roads. The MPWT, through PMU3 and the Inter-ministerial Resettlement Committee (IRC), through the Resettlement Department at the Ministry of Finance (RD-MEF), will ensure that this resettlement strategy is followed diligently.

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749. Other incidental or negative impacts that might be encountered during project implementation will be mitigated guided by the policy framework and guidelines stipulated in the environmental management plans included in the IEE, and action plans prepared by the consultants on specific areas, i.e., climate change, road safety, resettlement, labor and gender, etc. Details on the mitigation measures related to resettlement are discussed comprehensively in the two RPs prepared for the roads located in the midwest and the Southeastern part.

7.16.2 PROJECT IMPACTS ON THE INDIGENOUS PEOPLES 750. Per ADB‘s Policy on IPs, it states that for development interventions it supports or assists, ADB will ensure that affected population and persons are at least as well-off as they would have been in the absence of the intervention, or that adequate and appropriate compensation is provided. The policy ensures that ADB interventions affecting IPs are: (i) consistent with the needs and aspirations of affected IPs; (ii) compatible in substance and structure with affected IPs‘ culture and social and economic institutions; (iii) conceived, planned, and implemented with informed participation of affected communities; (iv) equitable in terms of development efforts and impact; and (v) not imposing the negative effects of development on IPs without appropriate and acceptable compensation. 751. The Resettlement Team estimated 33 IPs/households who will be affected by land acquisition and resettlement, comprising 2 ethnic Cham and 31 ethnic Vietnamese, most of them are living in the midwest areas (Kampong Chhnang province). Most of the resettlement impacts will be temporary in nature and will not cause relocation. Otherwise IPs in the project areas will not be adversely affected other than the generalized potential risks of HIV/AIDS, human trafficking and road safety. During consultations conducted separate for the Cham and the Vietnamese, 100% of the households who attended the said consultations using FGDs are in favor of the road project, as they claimed that the project will bring more positive benefits (i.e., increase in income/profit, greater access to health facilities, schools, markets, and other social services, faster and more convenient travel). Detailed discussion on the perception of the IPs toward the projects and their suggestions on how to mitigate the negative impacts are presented in part 4.4 of this report.

7.16.3 POTENTIAL RISKS OF HIV/AIDS AND HUMAN TRAFFICKING 752. Potential negative impact of the project is possible spread of HIV/AIDS/STIs during the construction of the project, usually posed by construction workers who are engaged in commercial sex, either with girls or having relationships with sexual partners, either boys or girls. In addition to the construction workers, the truck drivers who deliver construction materials and other products who usually stay for few days in one place far from their families have the tendency to engage in risky behaviors (i.e., engage in unprotected sex, use drugs, etc.), and the women/girls and/or men/boys in local communities located along existing road alignment are at potential risks to acquire HIV/STIs when they engage in relationships with those who are positive of HIV. The youth who are enrolled in schools and those who are working in casino/restaurants and other commercial establishments along the border and project sites may also be lured to engage in sexual relationship with men in exchange of small favors, i.e., payment of tuition fees or provide small amount for their allowance. Likewise, construction workers who have acquired HIV have high risks of passing on the HIV to their spouses. 753. Although HIV/AIDS was not identified by the stakeholders and the 700 respondents during the baseline survey conducted in June 2011 as a major problem, but it is still important that preventive measures be implemented during the road construction and maintenance. Prevention of HIV/AIDS/STIs would require massive public information campaign, counseling, voluntary HIV/AIDS testing, and medical treatment for those who were diagnosed positive of HIV, and correct behavior or attitudes (i.e., use of condoms or practice safe sex, loyalty to ones partner, no drugs, and have healthy lifestyle, etc.). The following are some of the activities that need to be implemented in the local communities: (i) orientation or training on HHTPP, and (ii) public awareness campaign on HHTPP in the local communities, contractors with the construction team/staff, and other groups/sectors (i.e., policemen at the border in Prey Vor, commune council/village development council officers, youth, students, teachers and other sectors). 754. The implementation of LBES or LBAT is also advantageous to local communities and can be considered as another preventive measure for HIV/AIDS and human trafficking. Hiring of unskilled men and women in the local communities during the construction and maintenance (say every 5 km) will prevent possible spread of HIV/AIDS, as the people in every commune/village know each other, and oftentimes are relatives. Hiring of child labor and human trafficking case could easily be identified

181 TA 7665-CAM Preparing the Provincial Roads Improvement Project and/or mitigated. The use of LBAT will also prevent setting-up large construction camp sites along the roads, and it is usually in construction camps where laborers from far places have the tendency to engage in risky sexual behavior that may put at potential risks the local communities and/or their spouses.

7.16.4 PREVENTION OF GENDER DISCRIMINATION AND ENSURING GENDER EQUITY 755. A major concern raised by the women sector is the possibility that contractors will not hire women as they might claim that construction work is only for men and not for women. They also raised the possibility that in case the contractors will hire women, it will only be few and the target of at least 30% of unskilled women may not be achieved. The women suggested that the LBAT training could encourage more women to work in the construction and maintenance, and a training or orientation for the contractors on the LGAP will help them understand what are the rules including the implementation of the policy on ―equal pay for equal work‖, and ―no child labor‖ during the construction/maintenance. Gender equality could be achieved if various sectors are aware of the importance of gender mainstreaming, how gender could be mainstreamed during the project implementation, etc. Even in assigning what roles to give to women and men may still be the traditional concept (i.e., women will be assigned for tasks like food preparation, fetching water, etc. while men are assigned as supervisors, time keepers, etc.). 756. To ensure gender equity and gender mainstreaming will be implemented during project implementation, there is a need to train/orient the contractors and the construction team, including MPWT/PDPWT, commune/village leaders, etc. on gender awareness and mainstreaming. This will be discussed together with other topics such as HHTPP, reproductive health, human rights, etc. Increasing level of awareness among concerned stakeholders is still considered as an effective mitigation measure that could address problems related to gender discrimination, spread of HIV/AIDS/STIs, and human trafficking.

7.16.5 MITIGATION MEASURES FOR HEALTH AND ROAD SAFETY 757. One of the negative impacts mentioned by the respondents during the baseline survey was pollution (dust and noise) during the construction period. Other impacts that may arise if construction camps will be set-up in selected local communities along the road are possible contamination of water supply for drinking due to unsanitary toilets and garbage disposal practices. These will not be considered as major problems if the contractors will strictly adhere to the mitigation measures outlined in various action plans and reports such as the IEE. Sanitary toilets and provision of safe drinking water for the construction workers/staff, and ensuring the source of water for drinking by the local communities will not be affected by the construction of the project, is really essential. Proper garbage disposal is also a must to prevent spread of diseases in the local communities. Dust that may be caused during the construction could be mitigated by putting safety nets, and ensuring that the road users and children going to school are not exposed to dust. Likewise, in areas that are located in front of schools and hospitals or residential areas, the contractors should implement necessary measures to minimize noise and pollution.

7.17 MANAGEMENT OF SOCIAL RISKS 758. Table 62 gives the management of the aforementioned major social risks and/or plans to address negative project impacts or social risks. The LGAP is given at end of this section of the report.

Table 62 Proposed Measures for Management of Social Risks

Major Social Risk Management Activity Expected Outcome Agency Responsible Risk Spread of HIV/ -A service provider to prepare -Local community - MPWT/ AIDS/STIs and implement comprehensive residents/households PDPWT/ESO; and possible HHTPP in coordination with the , sectors and the -Service increase of CC/VDC, CBOs, government contractors/constructi provider/organization human agencies and NGOs operating in on team were that will implement trafficking the project areas; and intensify informed on

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Major Social Risk Management Activity Expected Outcome Agency Responsible Risk cases public awareness campaign and HIV/AIDS/STIs the HHTPP; training/orientation on HHTPP in prevention -Contractors local communities, and other - Implemented -Local communities sectors in the project areas. HIV/AIDS awareness (CC/VDC through the -Contractor should implement its and prevention gender focal person own HHTPP by orienting the programs in local per village); construction team on HHTPP communities, -Provincial/district (include a clause in the contract schools, construction government before the start of project sites (contractors‘ agencies/officers implementation). team) -Contractors to distribute culturally appropriate IEC materials and HHTPP/ implement interventions for the construction team and local communities. -MPWT/PDPWT through the ESO to regularly monitor the contractors, and the service provider/organization that will implement the HHTPP; Increase in -Implement road safety -Road safety -MPWT/PDPWT/ Road awareness in schools, local awareness trainings ESO Accidents communities. conducted in schools -NGO tasked to (Safety) and local -Contractors should implement implement road safety communities. road safety awareness and other awareness measures to prevent road -Road safety -Local communities/ accidents. measures were implemented by the CC/VDC contractors and other -Contractors agencies. -Provincial/District local government officials Possible -Conduct LBAT/LBES Training -LBAT/LBES Training -MWPT/PDPWT/ gender for unskilled men and women. for unskilled men and ESO; discrimination women conducted; -Conduct orientation for the -CC/VDC as regards contractors on LGAP, core labor -Contractors oriented -Contractors hiring, standards and gender on labor laws. implementatio awareness/mainstreaming. Gender -Consultants hired by n of labor MPWT (social -Conduct orientation on gender mainstreaming/LGAP laws, etc. safeguards, and labor mainstreaming/ awareness and , etc. and gender) LGAP/HHTPP and other social -Concerned agencies safeguards to oriented on gender MPWT/PDPWT/ESO, CC/VDC, awareness/ and contractors. mainstreaming/ -Regular monitoring at the LGAP, etc. project sites by CC/VDC oriented MPWT/PDPWT/ESO; Involve about the project and the CC/VDC Gender Focal on effective feedback person in monitoring and mechanism and reporting & conduct regular reporting. consultations with the contractors and team.

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Major Social Risk Management Activity Expected Outcome Agency Responsible Risk Possible -Contractors to orient the -Code of conduct -PDPWTS/ESO misunderstand construction team on proper among the -Contractors ing/conflict attitudes, respecting the rights construction team -CC/VDC that may arise and culture of the IPs and local enforced by the during the residents; this will be part of the contractors; induction -District Local construction induction for all laborers/staff in for the employees Government Officials between the addition to orientation on conducted by the -Others construction HHTPP. contractors; team/contract -Promote transparency and -CC/VDC oriented on ors and the feedback mechanism from the effective feedback local communities to the mechanism and community district/province and reporting for major residents/lead MPWT/PDPWT/ESO to promptly issues/concerns. ers address conflicts or issues that may affect project implementation.

Source: Consultants

7.18 CONCLUSIONS 759. Overall, almost 100% of the people consulted, including the respondents of the baseline survey are in favor of the project. They were very happy to learn the existing provincial roads will be improved already. The benefits or positive impacts that the project will bring are much greater and will have long-term impacts compared to the negative impacts mentioned by the stakeholders. The major negative impact raised is possible increase of road accidents but these could be mitigated if road safety awareness will be implemented in schools and in local communities. Other negative impacts raised were possible spread of HIV/AIDs and increase of human trafficking cases, although these could be mitigated by implementing the LGAP and HHTPP. 760. The negative impacts of the project raised are minor, and mostly are short-term or temporary, and could be mitigated. In kampong Chhnang province, the people and local government officials do not consider HIV/AIDS and human trafficking as a major problem because they said, their districts are far from the border. However, they would welcome HHTPP in the districts in order to sustain public information and awareness campaign on HHTPP. NGOs in the project areas such as World Vision, RHAC, Cambodian Red Cross, etc, are active in the areas and they also implement HHTPP, road safety and community-based risk reduction and climate change adaptation activities. 761. Overall, the project is feasible, almost 100% of the people/stakeholders perceived the great benefits that they will get from the project, including increasing households‘ income, and the road improvement project is also perceived by the people as an intervention that could help reduce poverty especially in the rural areas, where majority of the households are poor.

7.19 RECOMMENDATIONS 762. Implementation of the road project is feasible. However, mitigation measures that will address social risks are imperative, i.e., HIV/AIDS, human trafficking, etc. to prevent, minimize or mitigate negative impacts of the project. Key gender issues that may arise due to the project could be mitigated with the implementation of the LGAP. Other environmental and unforeseen project impacts that may arise during project implementation could be mitigated, guided by other social safeguards plans related to resettlement, environment, climate change and road safety.

7.20 MONITORING AND EVALUATION OF PROJECT IMPACTS 763. The LGAP, HHTPP and other social safeguards measures will be implemented by the MPWT through the PMU and the ESO. The Provincial Department of Public Works and Transport (DPWT) will directly supervise and monitor project implementation. MWPT/DPWT/ESO will be assisted by one international social safeguards specialist, and one national labor and gender specialist to ensure effective implementation of the LGAP, HHTPP, and other social safeguards plans.

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MPWT/DPWT/ESO with the assistance of the consultants for social safeguards, and labor and gender shall conduct regular monitoring at the project sites to ensure that the LGAP, HHTPP and other social safeguards plans are implemented as planned. Consultation with the contractors/construction team, provincial/district officials, CC/VDC leaders, and other organizations will be conducted to gather information and address key issues that might arise during project implementation. Monitoring and evaluation tools shall be prepared, and the CC/VDC shall be oriented and/or involved in project monitoring of activities at the project sites. The following reports will be prepared and submitted to ADB: inception report, monthly, quarterly progress report, mid-term and final reports. 764. For future project impact monitoring, the following indicators could help in designing M&E tools and baseline instruments that will be used for conducting the sex-disaggregated baseline that will be conducted in the project areas before the start of the project: (i) net enrolment rate (NER) in primary and secondary levels disaggregated for boys and girls; (ii) Neonatal Mortality Rate (child deaths up to 6 months per 1,000 live births); (iii) Maternal Mortality Rate (deaths within one month per 100,000 live births); (iv) Percentage of households going to the market; (v) Reduction in Road Accidents; (vi) Travel Time to project areas/roads decrease by 25% from 2013-2017; (vii) Level of women participation in community activities increase from 1% to at least 5% in the project areas; (vii) number of women involved/participated in road construction and maintenance, and climate change adaptation activities (i.e., tree planting, etc.) should be at least 30% of the unskilled laborers. For the complete indicators, please refer to the DMF.

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APPENDIX I-C: LABOR AND GENDER ACTION PLAN (TA-7665-CAM)

Provincial Roads Improvement Project (TA-7665-CAM)

1. Background. The project will rehabilitate approximately 177 km of provincial roads in 10 districts in the provinces of Svay Rieng, Prey Veng, Kampong Chhnang and Kampong Speu. The paved roads will provide a safer, cost-effective provincial road network with all-year access to markets and other facilities. A new cross-border facility will be constructed at Prey Vor-Mocva. The project will benefit about than 706,000 people in 14100 households (2008 Census), where 18% of households are headed by women. Over 80% of the Cambodian population lives in rural areas. Poverty incidence in rural areas was 35% in 2007, based on a poverty line of about $17.75 per person per month (2007 CSES). This Labor and Gender Action Plan (LGAP) aims to maximize the project benefits for men, women, girls, and boys. It also includes provisions to mitigate against potential risks.

2. Gender and Infrastructure. Roads bring great benefits to the people living in the area, particularly women and children. Paved roads facilitate faster and more convenient transport services, and greater access to health facilities, markets, schools, banks, government agencies, and so on. Women and children will have easier access to clinics and hospitals. Roads facilitate access to school, and can lead to increased enrolment rates where physical access is the primary constraint to enrolment. Better access to markets can increase household income, particularly for market vendors and shop owners. Farmers can easily transport products. Road construction and maintenance can generate jobs and provide cash income for women, and for the poor. Potential risks or negative impacts of improved roads and the enhanced connectivity they bring include the spread of HIV/AIDS, child labor, human trafficking, and a greater influx of outsiders both during construction and once the road is completed. Traffic accidents can increase as a result of greater vehicle speeds. The project may also have physical and economic displacement impacts (temporary or permanent). Some affected households belong to the Cham and Vietnamese minority groups. The project will mitigate risks through road safety awareness, and HIV and Human Trafficking Prevention Program (HHTPP), and the LGAP. 3. Gender Mainstreaming. Greater gender equality in labor-based road construction and maintenance will provide significant social benefits to local communities and households. Examples of road work jobs suited to women include repairing potholes, cleaning pavement, clearing ditches and culverts, maintaining embankments, planting and caring for trees to prevent erosion. The LGAP includes capacity building on gender awareness and mainstreaming, labor-based methods, core labor standards (i.e. equal pay for equal work, no child labor). HHTPP activities will be effective and culturally appropriate. The LGAP will address gender concerns and ensure effective gender mainstreaming in all project outputs as shown in Table 1. 4. Implementation Arrangements. The LGAP will be implemented by the MPWT through the Project Management Unit and the Social and Environmental Office (SEO). The MPWT Provincial Office will directly supervise and monitor project implementation. MPWT will be assisted by one international social safeguards specialist and one national labor and gender specialist to ensure effective implementation and monitoring of the LGAP and HHTPP. The consultants will prepare detailed LGAP activities and monitoring and evaluation tools during the inception phase, including formats for monthly and quarterly progress report, mid-term and final reports to be submitted to ADB.

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Appendix I-C: Table 1 Labor and Gender Action Plan Project Proposed Activities and Targets Agency/Person Output Responsible Output 1: Civil works will utilize labor-based appropriate technology (LBAT); MPWT, contractors will prioritize use of local unskilled labor. contractors, Civil Works/ Contractors will ensure that at least 30% of unskilled laborers are international Road women. social safeguards Rehabilitation Contractors will ensure that ethnic minorities (Cham, Vietnamese, etc.) specialist, and 1 have access to construction jobs. national labor Contractors will not employ child labor. and gender Men and women will receive equal pay for equal work. specialist, Road shoulders will be paved surface for carts and bicycles to travel CC/VDC through easier (to facilitate transport for school children on bikes, women and the gender girls to collect water, and so on.) committee. Output 2: A road maintenance action plan for MPWT/provincial MPWT will be MPWT, available and will support a sustainable road maintenance regime, with contractors, 1 Improved works delegated to local communities through sub-contracting. international Road Asset Ensure that women will be engaged in road maintenance activities and social safeguards Management ethnic minorities are represented in the labor force. specialist, and 1 Local contracting industry will adopt LBAT to ensure long-term national labor employment for unskilled men and women. and gender Training provided on road maintenance and gender mainstreaming specialist, concepts for all stakeholders. CC/VDC through Ensure strict enforcement of the policy of equal pay for equal work, the gender and no child labor. committee. Output 3: All project roads will have road safety signage and speed bumps to MPWT, slow down traffic in communities, especially in front of schools, contractors, 1 Increased hospitals, markets, religious structure areas, and other public areas. international Road Safety A community-based road safety campaign will involve community social safeguards and Social leaders (commune/village chiefs, school directors, health workers, specialist, and 1 Safeguards religious leaders, etc.) as facilitators, and at least 30% of community national labor Program facilitators are women. and gender Ensure implementation of the HHTPP, which includes awareness specialist), road raising measures, dissemination of medical packages (including safety specialist, condoms), promotion of voluntary counseling and HIV/AIDS testing, CC/VDC dissemination of effective and culturally appropriate IEC materials and NGOs, schools other related activities (especially for ethnic minorities). and government Collect sex-disaggregated socio-economic baseline data. agencies Output 4. At least 40% of the workers in climate change activities (i.e. planting MoE, and caring for road-side trees/plants) will be women. MPWT team, Climate Local women will be included in the planning stages of the vulnerability CC/VDC, other Change mapping for provincial roads. agencies

Adaptation Emergency management and early warning systems will engage vulnerable groups (women, disabled persons, etc.), during planning stages and provisions will be included for such groups in actual operations of the systems. Output 5: 100% of EA staff involved in project implementation and monitoring MPWT will be trained on gender mainstreaming, HHTPP and other social and PMU/SEO, Project risk mitigation issues. MPWT Provincial Management The consultant team will include 1 international social safeguards and Office, social Support 1 national labor and gender specialist who will ensure implementation safeguards and of the LGAP, and will monitor implementation of the HHTPP and other the labor and related activities in the project areas. gender specialist. The MPWT Social and Environmental Office will include at least 25% female staff. LGAP – labor and gender action plan; HHTPP – HIV/AIDS and human trafficking prevention program; MPWT – Ministry of Public Works and Transport; PMU – Project Management Unit; SEO- Social and Environmental Office; CC – commune council; VDC – village development council; MoWA - Ministry of Women Affairs; MoE – Ministry of Environment.

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8 ROAD SAFETY STUDY

1.1 INTRODUCTION 765. In 2010, five people were killed and more than 45 were injured daily on the roads of Cambodia. Over the last five years, the number of fatalities has almost doubled. With fatalities at 11.0 per 10,000 registered vehicles, Cambodia has one of the highest mortality rates among neighboring countries such as Vietnam and Lao PDR. 766. Therefore, the increase of road accidents is one of the most serious national issues in Cambodia. For example, the support strategy to Cambodia of Handicap International Belgium (HIB), which is the largest NGO in Cambodia, aims to support land mine victims at the beginning. However, the trend in the number of victims of land mine explosions gradually decreased. On the other hand, death as a result of road accidents has drastically increased recently in Cambodia. Therefore, the support strategy of HIB has shifted from land mine victims to decrease of traffic accidents. 767. On the other hand, the speed of road infrastructure development such as road improvement and bridge construction, especially in the provincial rural area, has been remarkable. This is the power of push of the good economic condition in Cambodia. At the same time, it is reported that in villages where road accidents rarely happen, their numbers are on the rise with vehicles passing through at high speed on the newly improved rural roads. Considering these circumstances, the aim of this study is to reduce the anticipated traffic accidents along the rural roads due to the drastic change in circumstances by introducing the community-based road safety scheme. The cooperation between NGOs such as HIB and Coalition for Road Safety (CRY), both of which will work jointly in a community-based road safety program within this year, is the key to success of this study. 768. Based on the above background, road safety study proceeded in the manner shown in Figure 40.

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Figure 40 Structure of the CBRS Program and Report

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1.2 NATIONAL FRAMEWORK

8.1.1 NATIONAL ROAD SAFETY COMMITTEE 769. To counteract the growing trends in accidents and casualties, the RGC has highlighted road safety as a key national issue to resolve. 770. In 2005, the National Road Safety Committee (NRSC) was officially created by the RGC Sub- decree No. 77. NRSC is an inter-ministerial body and is chaired by the Minister of Public Works and Transport. The committee has high level representation from all government ministries most notably Public Works and Transport, Interior, Education, Youth and Sports, and Health. 771. NRSC is tasked with overall coordination, monitoring and support for the implementation of the road safety action plan activities throughout Cambodia with the aim of reducing accidents, deaths and injuries. It is also responsible for overseeing the effective implementation of the road traffic law nationally, ensuring that the public are educated on road safety, and for developing road safety-related regulations and directives such as a national policy and a helmet wearing action plan. 772. To assist NRSC in its tasks, a general secretariat has been established, chaired by the Director General of Transport of MPWT. The Secretariat is currently staffed by 6 persons. In addition, a Provincial Road Safety Committee (PRSC) has been created in all 24 provinces to carry out road safety activities at provincial level. 773. NRSC and its secretariat work closely with a variety of international organizations, local and international non-governmental organizations and private companies to conduct road safety activities. Most notably, NRSC coordinates and implements public education campaigns on national holidays and road safety week, as well as conducts driver training and traffic law education. 774. NRSC also has a plan to establish a district and a commune level road safety teams in the near future.

National Road safety Committee

NRSC General Secretariat

Provincial/Municipal RS Committee

Department of Administration and Provincial/Municipal Secretariat Finance

Department of Statistics and Road District/Khan RS Team Safety

Department of Education, Dissemination and Training Commune/Sangkat RS Team

Department of National and International Relations

Figure 41 Organization Chart of NRSC

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8.1.2 NATIONAL ROAD SAFETY ACTION PLAN 2011 – 2020 775. In 2004, a multi-sectoral National Road Safety Action Plan 2006 – 2010, was approved by the government covering 15 key road safety components including education, enforcement, engineering, emergency services, vehicle safety and management mechanisms. This is the first National Road Safety Action Plan in Cambodia to cope with the revision of the Road Traffic Law in 2007. 776. Following this, on 11 May 2011, many countries across the globe kicked off the first global Decade of Action for Road Safety 2011-2020. This initiative seeks to prevent road traffic accidents which are projected to take the lives of 1.9 million people annually by 2020. To mark the occasion, the governments in these countries, including Cambodia, hosted a high-profile launch and expressed their commitment to the Decade of Action for Road Safety, aiming to improve road safety in general and medical services for road crash victims. 777. Road safety is a huge concern in Cambodia. The numbers of road crashes, fatalities and disabilities are alarming. Over the last five years, the number of fatalities has almost doubled. Road crashes disproportionately affect the most vulnerable people in traffic. More than 70% of fatalities are motorbike riders and almost 20% are pedestrians and bicyclists. Road crashes in 2010 had an enormous impact on the social and economic welfare of Cambodia with an estimated annual cost of USD279 million, based on the HIB research, an increase of 13% compared to that of 2009 (USD248 million). 778. The Royal Government of Cambodia has introduced measures to address the problem of road safety, a key national challenge. Since the beginning of this year, with the support from all road safety partners, Cambodia has developed the 2011-2010 National Road Safety Action Plan, which is aligned to the Global Decade of Action for Road Safety. The action plan of the Global Decade of Action for Road Safety consists of 5 pillars; however; Cambodia‘s action plan consists of 7 Pillars as follows: Pillar 1: Road Safety Management Pillar 2: Infrastructure Pillar 3: Safe Vehicles Pillar 4: Safe Road User Behaviour Pillar 5: Post-Crash Care Pillar 6: Traffic Law Legislation and Enforcement Pillar 7: Driver Licensing 779. Cambodia has committed to reach a national target of reducing road crash fatalities by 30% in 2020. To reach that goal, the country‘s interventions will focus on the main risk factors of helmet wearing, speeding and drink-driving over the coming decade. This is a historical milestone, demonstrating the Cambodian government‘s commitment to road safety and its contribution towards the United Nations ‗Decade of Action‘.

1.3 ROAD SAFETY STAKEHOLDERS 780. The consultants have met with road safety stakeholders that have wide experience in carrying out community-based road safety activities in Cambodia. It is suggested to sub-contract one of these organizations. Below is a brief overview of these stakeholders: Handicap International Belgium (HIB) HIB is the first NGO in Southeast Asia working on road safety; it developed the Road Crash & Victim Information System (RCVIS) database, which it has handed over to the Cambodian government; and together with CRY, it has implemented CBRS activities. HIB has also implemented the safe school zone scheme along NR4 in Cham Chau district near the Airport in Phnom Penh. It is set to begin a two-year CBRS project in 2011. HIB going to focus on RS research in cooperation with John Hopkins University, New York and Hasselt University, Belgium.

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Coalition for Road Safety (CRY) CRY is a Cambodian road safety NGO. It is going to work with HIB in implementing CBRS activities along NR4. It is also involved in safety program in schools - CRY has conducted a trainer‘s training program. Asia Injury Prevention Foundation (AIPF) AIPF was started in Vietnam. Its focus right now is on helmet wearing (Global Helmet Vaccine), including the production of light tropical helmets. In Vietnam, is has developed road safety curricula. The AIPF‘s Cambodia office was opened in April 2011. Cambodian Red Cross (CRC) CRC is quite well known and has an extensive structure in all provinces and a wide volunteer network. It has used the CBRS approach in other provinces and has implemented a community-based health program. Phnom Penh City The alarming increase of traffic accidents was one of the most serious urban issues in Phnom Penh City until mid-2000. ‗The Project for Traffic Improvement in Phnom Penh City‘, a JICA-funded technical cooperation project for traffic safety (2007 - 2010), included a component which encouraged motorcycle drivers, especially high school students, to obtain a driver‘s license. The project also conducted public experiments for improvement of problem intersections in collaboration with 3Es (E1: Engineering, E2: Education and E3: Enforcement). Although the project was basically municipal (provincial) level project, the involvement of communes and schools was recognized as important for traffic safety education. The outcomes of the project were not only capacity development of road safety related personnel but also development of materials and tools such as manuals, leaflets, booklets and videos. The close collaboration by Phnom Penh City greatly contributed to the benefits reaped through this project.

8.2 DATA COLLECTION 781. Before starting the road safety study, the basic and related data collection is conducted. These are maps (topographical, road network and administrative boundary), population, number of students, provincial data and road crash data. Road crash data is described in the next section in detail.

8.2.1 ROAD CRASH DATA (FROM HIB’S RCVIS ANNUAL REPORT 2010) 782. In 2010, 1,816 people died on Cambodia‘s roads and 15,888 suffered injuries requiring hospital treatment. The majority of road traffic casualties occurred in rural areas and mainly along major national roads such as NR5 and NR7 (sites of more than half of the total fatalities). Data from RCVIS indicates clearly that speeding is the key problem, and it is the leading cause of crashes in Cambodia. It represented more than 50% of fatalities, while 16% were caused by drink-driving. Farmers show the largest road accident victims (36%) from the number of fatalities by occupation. 783. The RCVIS Annual Report in 2010 also provides various data by provincial level (refer to Table 63 below). These are as follows: Fatality rate per 100,000 population; The highest rate can be seen in Kandal province (15.5). The rate of the project provinces (Kampong Chhnang, Kampong Speu, Prey Veng and Svay Rieng) is about 9.0, and this is almost two-thirds that of Kandal province. Fatality rate in age bracket 15 – 29; There is a high rate of traffic accidents involving people in this age bracket in Cambodia - almost half of traffic accident fatalities. The highest rate can be seen in Phnom Penh, the

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capital city, while the lowest is the southeastern project provinces of Prey Veng and Svay Rieng. Motorcycle fatality rate; One of the most serious traffic accident issues is the high rate of fatalities by motorcycle driving. One of the reasons is that more than 90% of motorcycle drivers do not have driving licenses, and many of them belong to the age bracket of 15 – 29 years old. Phnom Penh also has the highest motorcycle fatality rate. Fatality increase rate (2007 – 2010); In Cambodia, the fatality increase rate from 2007 to 2010 is 18%. This is more moderate compared to figures in the early 2000. This is because of the continued effort of road safety stakeholders in Cambodia. Main project provinces such as Svay Rieng and Kampong Chhnang have been decreased in fatality rate. Especially, in Phnom Penh City, the decrease is very significant (47%). This drastic decrease can be attributed to the strengthening of law enforcement particularly on helmet wearing and drink-driving at night-time and public awareness campaigns, organized by all road safety related stakeholders.

Table 63 Major Findings from RCVIS Annual Report 2010 by Selected Provinces

8.3 BASELINE SURVEYS

8.3.1 PURPOSE OF SURVEYS 784. The findings of the initial assessment of the project area suggest a number of surveys to be conducted to obtain information relevant for the design of the CBRS component of the project. And using the same format of the surveys in mid-term and final stage of the road improvement project, the effectiveness of the planned CBRS can be evaluated. Additionally, some detailed road crash data is needed.

8.3.2 OUTLINE OF SURVEYS 785. Following surveys have been prepared and conducted in late July and early August: Helmet surveys (roadside count and questionnaires) The helmet survey provides an indication on helmet wearing and knowledge, attitude and practice. 193

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Road user/pedestrian and student surveys The results of these surveys - general road user survey, a pedestrian survey and student survey (mainly cyclists) - help to understand how the road users perceive dangers while travelling on the roads, and provide some statistical information. School surveys The school survey provides location information, among other things, and gives some indication of the distance traveled by students to go to school. This information is particularly important in designating the safe school zones. Hospital/clinic surveys These surveys are conducted to obtain some basic information on the health service and their capacities in treating road crash victims, and the number treated in recent years. RCVIS is yet to come up with reliable data on all provincial areas. Road safety consciousness survey To have a basic understanding of road safety, especially for students, a simple consciousness survey to road users and students are conducted on roads and in schools in and around the project roads. 786. Questions regarding current and future vehicle ownership and driving license were included in the social safeguards household survey, which has already been conducted and the results processed. 787. RCVIS has no reliable data yet for all provincial areas. 788. The Roadside Count of helmets have been conducted in the following locations for a period of two hours: Southeastern roads NR13 Krabau, Khamchay Mear district at the start of the project road NR13 Kampong Trach, Romeas Heak district NR13 Intersection with NR1 PR314D Prasot, Svay Taeb district, at the start of PR314D PR314D Kampong Rou

Midwest roads PR150B Kampong Ta Ches, intersection NR5 / PR150B, on PR150B NR53 Tuek Phos NR53 / PR151B

8.3.3 OUTCOME OF SURVEYS 789. The main outcomes from the surveys are given in the sections below.

8.3.3.1 HELMET ROADSIDE COUNT AND INTERVIEWS MIDWEST ROADS 790. The results of the midwest surveys carried out in July 2011 are given in Figure 42. A total of 75 motorcycle drivers were interviewed of whom 84% were males and 16% were females. i. From the roadside count of helmets on midwest roads, the results show that only one- fourth of motorcycle drivers wear a helmet. Almost 100% of motorcycle trailer and Kuyon (agricultural trailer) drivers do not wear helmets. Compared with that of Phnom Penh City (more than 90%), this figure is quite low.

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ii. The main reason given for wearing helmet is ―for safety‖ (64%). And the average cost for the helmet is about 40,000 Riels (USD10). iii. The reason for non-wearing of helmet is because ―travel is short distance‖ (51%). Many non-wearing helmet drivers answered that they would wear a helmet if the travel is long (57%). This would mean that almost all motorcycle drivers thought accidents are proportional to the distance traveled.

Reason for wearing helmet: because of safety (64%)

Driver with Cost of helmet: about 40,000 Riels helmet (USD10) 26%

Driver without helmet 74% Reason for not wearing helmet: because of short trip (51%)

If the trip is long, I wear the helmet (57%)

Figure 42 Helmet Wearing Survey Results 791. The results for the southeast roads indicate that. i. From the roadside count of helmets, the motorcycle helmet wearing ratio is 40%. ii. Other answers are almost the same as mid-west roads‘. iii. The motorcycle helmet wearing ratio by survey station along the southeast roads is shown in Figure 43. High ratios can be observed near the trunk roads with large volume of traffic and high large vehicle ratio such as NR1.

792. Major findings from the other surveys are summarized in Table 64 below. They are described as follows: Road user survey: i. motorcycles have a modal share of over 60%. It is observed that the Kuyon drivers are all male; ii. trips within commune are almost 60%. This shows that most of the trips are short; iii. it is the opinion of interviewees that ‗installation of traffic sign and road marking, would make road travel safer, but 80% of them do not have a clear understanding of ‗speed limit of 40 km‘, especially the women. So, it is important to educate the females in the project areas;

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iv. driving license holding ratio for male and female in mid-west roads is 28% and 15% and in southeast roads is 46% and 21%, respectively. This means that the ratios for southeast roads is almost double than mid-west; v. most of interviewees get road safety information from radio and TV.

NR 8 (3,228 veh./day) Average: 40%

30% No. 1 Krabau

NR 13 (2,734 veh./day) 26% No. 2 Romeas Heak

Rumduol No. 3

48% No. 4 NR 13/NR 1 NR 1 (7,726 veh./day) 60% No. 5 314D/NR 1

314D (2,106 veh./day) 35% No. 6 Kampong Rou No. 7 Border

Figure 43 Helmet Wearing Ratio by Survey Station Along Southeast Roads

School survey: i. modal share of bicycle is high. Therefore, the countermeasures for safe bicycle use are the key of road safety commute to schools;

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ii. most of the schools have road safety education taught mainly by teachers and sometimes by invited police officers and NGOs. Interviewees get road safety information from radio and TV. Student survey: i. modal share of bicycle is high. Therefore, the countermeasures for safe bicycle use are the key of road safety commute to schools; ii. many students answered that commuting to/from school feels unsafe because of speeding vehicles; iii. Even to students, radio and TV are the major source of road safety information. Hospital/clinic survey: i. medical facilities in the rural area are mainly health centers with poor facilities; ii. many road traffic accident victims are carried by motorcycle; iii. many health center directors feel that the road is unsafe and the reasons are speeding vehicles and the difficulty of seeing at night, and; iv. the countermeasures for road safety, according to health center directors, are ‗separate lane for slow traffic‘.

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Mid-west Southeast Items Male Female Male Female Road users Share of male and female 73% 27% 66% 34% survey Modal share 73% (M/C) 54% (M/C) 68% (M/C) 66% (M/C) 10% (Kuyon) 25% (Walk) 16% (Kuyon) 28% (Walk) 8% (Bicycle) 21% (Bicycle) 7% (Bicycle) 5% (Bicycle) Trip Within village 36% 50% Within commune 57% 61% Share of farmer (occupation) 53% 80% 45% 41% Opinion on making trips safer 30% (Traffic sign & marking) 38% (Traffic sign & marking) 26% (Traffic sign & marking) 28% (Traffic sign & marking)

21% (Slow down measure, 24% (Slow down measure, 20% (Separate lane for slow 21% (Separate lane for slow like hump) like hump) traffic) traffic) Driver's license 28% 15% 46% 21% Share of Radio/TV as the information source of 74% 86% 46% 55% road safety Share of understanding of 40km speed limit traffic 21% 10% 21% 5% sign Interviewee 10 Directors from 3 primary and 7 high schools (including 1 School survey 3 Directors from 2 primary and 1 secondary schools secondary school) Do you think it is dangerous for your students No 50% of interviewees say 'yes' who are on their way to/from school? Why is it dangerous? Traffic too fast Road safety education by school Yes Yes From whom? Teacher and police officer Mainly teacher, sometimes police officer Contents of road safety education Remind students regularly to be careful Remind students regularly to be careful Invite police, etc. to talk about road safety Make road safety a regular part of the curriculum

Make road safety a regular part of the curriculum Make road safety a regular part of the curriculum

Help students crossing the road Total No. 138 264 Student survey Share by age bracket of 6 - 10 25% 27% interviewees 11 - 15 42% 36% 16 - 20 32% 37% Primary 64% 58% Share by type of school Secondary 7% 5% High school 29% 37% Commuting time to within 15 min. 82% 68% school 15 - 30 min. 14% 18% Modal share of students 39% (Walk) 37% (Walk) 54% (bicycle) 53% (bicycle) 7% (M/C) 9% (M/C)

Do you feel unsafe commuting to school? 43% of interviewees say 'yes' 11% of interviewees say 'yes'

Why do you feel Speeding 63% 60% unsafe? Too much traffic 22% 30% Have you met an accident? 43% of interviewees say 'yes' 21% of interviewees say 'yes'

Have you had a road safety lesson at school? 88% of interviewees say 'yes' 71% of interviewees say 'yes'

Does the school use any material when teaching 44% of interviewees say 'yes' 57% of interviewees say 'yes' about road safety?

Any road safety information outside school? 78% of interviewees say 'from radio/TV' 64% of interviewees say 'from radio/TV'

Hospital/ clinic Interviewee 3 directors from health centers 3 directors from a district hospital and 2 health centers survey Submit the data to RCVIS Yes Yes No. of beds District hospital: 70 Average of 2 health centers: 1 Average of 2 health centers: 3 Facilities X-ray, emergency room and operating theatre for district hospital District hospital: 196 Annual no. of road accident victims in 2010 Average of 2 health centers: 8 Average of 2 health centers: 8 Mode of transport of victims 80 - 90% (M/C) 60 - 90% (M/C) Distance to the nearest hospital 10km 10km

Do you think that roads are dangerous? Yes Yes

State reason Speeding Speeding Difficult to see at night Difficult to see at night Drink-drive Countermeasures Separate lane for slow traffic Separate lane for slow traffic Slow down traffic (hump, etc.) Respect the law

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8.4 APPLICATION OF 7 PILLARS OF NATIONAL ROAD SAFETY ACTION PLAN 2011 – 2020 TO CBRS ACTIVITIES 793. The 7 pillars in the National Road Safety Action Plan 2011 – 2020 are the fundamental elements to include when the contents of CBRS are prepared.

8.4.1 PILLAR 1: ROAD SAFETY MANAGEMENT 794. Road safety is a multi-sector issue, and therefore requires a multi-dimensional management system that allows the responsible agencies to develop and implement appropriate strategies, policies and plans and to coordinate the various actors involved in road safety at all levels. The lead agency for road safety management is NRSC, which was established in 2006. NRSC shall improve and ensure coordination and collaboration among road safety stakeholders and partners. 795. The Community-based Road Safety (CBRS) scheme also needs this management. What is important is establishing not only vertical relations but also horizontal relations between communes or villages, because CBRS cannot be conducted in all communes and villages along the project roads at the same time.

8.4.2 PILLAR 2: SAFE INFRASTRUCTURE 796. Infrastructure plays a crucial role in road safety. For example, a well-designed road can help people use roads safely and minimize the risk that a crash will occur. Another essential element in road safety is the appropriate installation of road safety furniture such as road marking and traffic signs at hazardous locations. But the effectiveness of road safety furniture is only as good as the understanding of them by the people. CBRS can include activities to make the meaning of the road safety furniture easily understandable to the people along the project roads. 797. Figure 44 shows typical current and anticipated hazardous locations, and considering the survey results, site observation and interviews with people living along the project roads, remedial measures proposed, are as follows. i. Site visits confirmed that speed will be the key issue on the improved roads and speed- reducing measures are a priority. The speed limit of 40 km/h is not kept and dangerous overtaking rife. ii. Effective signage to MPWT standards or above should be installed where required along the project roads. iii. Conflicts between the slow moving and the fast moving traffic that leads to constant overtaking will increase considerably after upgrading the roads. A wide (2 meters where possible) shoulder with same design level as the pavement, separated by a continuous white line, to be used by all vulnerable and slow moving vehicles is required. These measures have been introduced on other ADB funded roads in Cambodia. iv. Of particular concern are the intersections NR13 with NR1 and NR8, road PR314D with NR1 and road PR150B with NR5, because these are the most serious black spots in project roads. v. Approximately 20 schools are directly located at the project roads. Handicap International Belgium has developed a Safe School Zone model that has been reviewed by a road safety specialist and will be soon be adopted by MPWT and applied in school areas. Therefore, safe school zones will be established on the project roads. vi. Some type of models will be developed, including safe pedestrian crossings in areas that are highly frequented by pedestrians (e.g. market areas in district/ commune centers). vii. Bus stop areas where safe boarding and transferring of passengers and goods to local transport are required at suitable locations along the road.

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Figure 44 Typical Current and Anticipated Hazardous Locations and Remedial Measures Proposed Along the Project Road

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798. After the installation of typical road safety furniture, it is necessary to monitor the road and traffic conditions and to evaluate them with the participation of community members along the projects roads, and to improve continuously, if necessary.

8.4.3 PILLAR 3: SIMPLE SAFE VEHICLES CHECK 799. Improvements to the crash protection and safety features in vehicles have been proven to reduce the number of road deaths and serious injuries. In recent years, there were significant advances in vehicle safety that protected occupants and other road users and improved the ability to avoid crashes. 800. Not the advanced technology but rather, a simple daily vehicle check before use can avoid serious road accident. Most important items that should be checked are brake system, steering system, tires, and lights. 801. Site visits confirmed the first impression that motorcycles and all other forms of intermediate transport are frequently found to be in bad repair with lights and brakes often not functioning. There are currently no regular technical checks for two-wheelers. 802. This led to the final decision to include a Basic Vehicle Safety component to raise the awareness on the need to maintain any vehicle in a good condition, as this adds to the overall safety. It will include checks of brakes, steering, tires and lights, as mentioned before. This test is free of charge, except costs for replacement parts and will include all kinds of vehicles which do not have to undergo a regular check by law. 803. For student’s bicycles a check will be organized at school. In meetings at a primary and secondary schools in Kampong Rou, both headmasters stated that 90% of the students use bicycle to get to school. 804. A trial with “headlights-on” in daytime for motorcycles, remorques (trailers) and farm tractors will be conducted. This leads to higher visibility of these vehicles, to ensure that they are seen from a distance and accidents can be avoided. A before-after study of the road crash figures of the project area will be included.

8.4.4 PILLAR 4: SAFE ROAD USER BEHAVIOUR 805. In order that all road users may share the use of the road system safely and responsibly, and with consideration of other road users, it is necessary to change the behaviours of the various road users and protect the vulnerable road users. For this to have a chance of happening road users‘ awareness must be increased and their attitudes changed. Risk factors that increase the probability of road crashes and casualties must be minimized through safer behaviour. 806. The current road safety curriculum in school improves the road behaviour of students. However, the adults including females have not had a chance to take a road safety education, i.e., how to drive properly. For CBRS, the road safety education for adults is one of the most serious issues. 807. How to develop safe road user behaviour is presented in detail below.

8.4.5 PILLAR 5: POST-CRASH CARE AT SITE 808. The likelihood of dying from a serious injury resulting from a road traffic crash is high in Cambodia. According to the 2010 data of RCVIS, 41% of road crash victims take more than two hours to reach a medical facility. Thus, many people die needlessly because of the insufficient first aid at the scene, slow transport to a hospital, and not enough medical help at the hospital. 809. The key principle is to provide initial stabilization of the injured party during the golden hour (i.e., the first hour after injury). Thus, a key priority in Cambodia is first aid trainings to first responders such as traffic police or community/village volunteers. 810. Simple first aid treatment at the crash site helps many victims with serious injuries, especially on the local roads located far from the fully-equipped large hospitals.

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8.4.6 PILLAR 6: STRENGTHENING TRAFFIC ENFORCEMENT 811. Traffic legislation provides the framework for traffic police and other enforcement authorities to ensure compliance with driving rules and regulations. For traffic police to be able to perform their duties an effective legal basis must exist for enforcement, i.e., traffic legislation must be updated to reflect modern traffic conditions. Legislation must then be complemented by regular and sustained traffic law enforcement of the key road risk factors. Together, effective legislation and enforcement will change road user attitudes and behaviours and reduce road crashes and casualties. 812. The number of traffic police officers, enforcement capability and enforcement equipment such as alcohol analyzer are limited in remote provinces and districts. Therefore, the collaboration between 3-Es (E1: Engineering, E2: Education and E3: Enforcement) and the participation of CBRS are more important in these local roads.

8.4.7 PILLAR 7: OBTAINING MOTORCYCLE DRIVER LICENSING 813. Driver licensing is a fundamental aspect of safe driving. Implementing a comprehensive training and testing system will ensure that there is a basic level of safety training before a driver gets on the road. In Cambodia, over 90% of the motorcycle fleet does not have driver‘s licenses. 814. Obtaining a driver‘s license is the only chance to get a road safety education, especially in the case of adults, in other countries. In Cambodia, most of the motorcycle drivers drive without driving license. This means that the non-licensed motorcycle drivers did not get a road safety education which could lead to risky driving behaviour and ultimately cause an accident. Therefore, the key to reduce road accidents is how to efficiently issue the motorcycle driving license to non-licensed drivers.

8.5 COMMUNITY-BASED ROAD SAFETY PROGRAM

8.5.1 RATIONALE 815. The participatory Community-based Road Safety (CBRS) program will provide assistance to the local people to mitigate any adverse effects arising from the improvement of the road project and to improve road safety (RS) in the project area. Local communities located along the road project will become more vulnerable as the traffic increases. The program will enable them to protect themselves and mobilize them to become road safety actors. 816. In particular road users aged 15 to 29 will be encouraged to participate and become volunteers, adding to long-term sustainability and a peer education effect. Women will also be strongly encouraged to engage themselves. Farmers are a further target group. 817. The CBRS program is divided in five segments: i. preparation phase which includes setup of institutional structure and identification of core team; ii. capacity Development16 which includes all training foreseen in the framework of CBRS; iii. community RS awareness which includes all RS awareness activities for all community members; iv. RS education which includes all activities at school or for specific groups (e.g., women or teachers);

16 The activities of segments Capacity Development, Community Awareness and RS Education are combined in a table further below.

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v. basic vehicle safety which includes basic vehicle checks, like bicycle checks at schools. 818. The production of appropriate IEC materials will be part of the program with samples provided in the final CBRS document. Training programs for teachers, trainers and other target groups will be drafted with the necessary space for adaptation. The focus will be on long-term use to be cost-effective. Information gathered during site visits is that there is a strong need for material. Materials chosen will be durable and suitable for multi-use in different settings. 819. The CBRS program is aligned with the criteria of WHO‘s Safe Communities Programme and follows the Safe System approach widely used in RS.

8.5.2 PROJECT AREA 820. The project area will consist of all communes along the project roads. It will be checked if further districts or communes are to be included as they have direct access to the project roads, thus the residents in these areas should be added as they qualify as regular users. The communes currently included are shown in Figure 45 and Figure 46. A structured list is given below each of these two Figures detailing the population in each commune.

Figure 45 Project Area for the Southeast Roads Structured list showing the population in the project area for the southeast roads

Province District Commune

No Name No. Name No. Name Populati . on

14 Prey Veng 1402 Kamchay Mear 1 140204 Krabau 8,104

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Province District Commune

No Name No. Name No. Name Populati . on NR13 & PR314D

20 Svay Rieng 2002 Kampong Rou 2 200202 Nhor 6,438 NR13 & PR314D 3 200203 Khsetr 9,347

4 200204 Preah Ponlear 4,381

5 200205 Prey Thum 2,797

6 200206 Preach Montre 3,159

7 200207 Samkos 6,456

Svay Rieng 8 200210 Svay Toea 4,674

9 200211 Thmae 5,498

2003 Rumduol 10 200303 Kampong Chak 4,859

11 200304 Chrung Popet 4,508

12 200305 Kampong Ampil 3,486

13 200308 Sangkae 4,118

2004 Romeas Haek 14 200401 Ampil 5,808

15 200402 Andouong Pou 4,827

16 200403 Andouong 6,118 Trabeak

17 200404 Angk Prasrae 5,501

18 200407 Doung 10,372

19 200408 Kampong Trach 10,891

20 200409 Kokir 3,206

21 200410 Krasang 4,810

22 200416 Tras 5,935

2006 Svay Rieng 23 200601 Svay Rieng 13,908

24 200602 Prey Chhlak 3,121

25 200603 Koy Trabaek 2,569

26 200604 Pou Ta Hao 1,736

2007 Svay Teab 27 200703 Kandieng Reay 8,050

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Province District Commune

No Name No. Name No. Name Populati . on

28 200707 Prasoutr 6,662

29 200708 Romeang 5,330 Thkaol

30 200709 Sambour 7,028

Svay Rieng 31 200710 Sangkhour 6,212

Total population 179,909

Source: District Data Books

Figure 46 Project Area for the Midwest Roads

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Structured list showing the population in the project area for the midwest roads

Province District Commune

No. Name No. Name No. Name Population

04 Kampong 0405 Kampong Tralach 1 040502 Chhuk Sa 8,470 Chhnang PR150B & 2 040509 Ta Ches 11,486 NR53 3 040510 Thma Edth 4,444

0407 Sammeaki Mean Chey 4 040702 Khnar Chhmar 6,022

0408 Tuek Phos 5 040801 Akphivoadth 8.703

6 040802 Cheib 6,708

7 040803 Chaong Maong 6,083

8 040804 Kbal Tuek 4,858

9 040805 Khlong Popok 5,459

10 040807 Tang Krasang 8,136

11 040808 Toul Khpos 3,983

05 Kampong 0508 Thpong 12 050801 Amleang 8,895 Speu PR151B (only 3.5 km

Total population 74,551

Source: District Data Books

8.5.3 OBJECTIVES 821. The CBRS program aims to: i. raise the awareness of road safety for all road users in target areas; ii. work with local communities and their members, in particular youth and women, to become agents for promoting road safety; and iii. support the communities in developing appropriate road safety planning and coordination systems based on accurate and relevant information.

8.5.4 PREPARATION PHASE 822. The findings gathered during the site visits and meetings suggest making use of the existing institutional structures, mainly the Provincial RS Committees, which have been set up in almost all provinces17. According to Ms Men Chan Sokol of NRSC, the Cambodian

17 The Svay Rieng PWT office verified at a meeting in May that the PRSC has been formed. For Kampong Chhnang and Prey Veng provinces this information needs to be confirmed.

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TA 7665-CAM Preparing the Provincial Roads Improvement Project government plans to introduce road safety committees down to commune level at a later date. The communes can involve road safety targets in their annual action plans. 823. Based on this background the CBRS institutional structure to be set up in the initial phase of project implementation will consist of three levels advised and supervised by the CBRS coordinating team and will be gender-focused. The districts, communes and villages are either on or adjacent to project roads. i. CBRS coordinating team which is led by a project manager and based at MPWT (3 team members including manager with RS background). This team will be reporting to NRSC and MPWT and participating in the respective sessions of PRSC. ii. District level facilitators who are responsible for planning and coordination of CBRS activities and link to the CBRS management team. Thirty per cent (30%) of the facilitators are female. Two members are to be assigned to participate in meetings of and report to PRSC. iii. Commune facilitators who are responsible for coordination and implementation of CBRS activities in respective communes. Thirty per cent (30%) of the facilitators are female. Two members of the team are to participate at relevant district level meetings. iv. Village level volunteers who will undertake various tasks including giving regular advice to road users or roadside communities and conducting surveys in villages. Forty per cent (40%) are females and majority of them are youth. Two members are to participate at the commune level meetings.

824. The decision on the institutions to be involved is not finalized yet. The organization selected will have previous experience with community-based programs, a strong presence in the provinces of the project areas and be able to mobilize and train volunteers accordingly. Education and health sectors will be included long-term.

8.5.5 CBRS INSTITUTIONAL STRUCTURE18 825. Cambodia has developed the national road safety structure (NRSC, national road safety action plan, policy, strategy) in recent years. The decentralization of the structure is a fundamental step to ensure long-term sustainability at grassroots level. 826. Road safety will become a task of local authorities and be included in the annual Commune action plans, reflecting the local situation. The local action plans are part of the decentralization strategy of the Cambodian government and can be submitted to the higher level for approval and funding, although financial constraints are responsible that plans are not fully implemented. 827. The road safety training provided to district and commune authorities will be a catalyst to enable local communities to draft and implement their own road safety interventions with the help of the activities offered in the CBRS program. 828. Please note that there is currently no provincial level included, as only a limited number of districts are involved. However, the provincial level will be included in the distribution list for reports and a participation in provincial RS committee meeting can be arranged.

18 The data gathered during the technical assessment can serve as initial guideline.

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8.5.6 CBRS COORDINATING TEAM 829. The CBRS coordinating team (provisional name) at the central level will help to provide support and coordination to all levels below. 830. An overarching team at central level is essential as the project roads are in different areas / provinces and are also recipients of some shared interventions (capacity development, campaigns, RS show). With a high likelihood of extending the CBRS program further and as there are already CBRS activities ongoing by the Cambodian Red Cross (CRC), HIB with CRY, it will also be necessary to have a central CBRS team for overall coordination. Ideally, the CBRS management team should be based with NRSC or at MPWT. 831. There is a possibility of outsourcing a sizeable section of CBRS to an implementing partner (CRC, HIB or CRY) or limit this to trainings and surveys. This team will also have a strong advisory function. It will Consist of 2-3 people (government staff from MPWT and education or health). This team will receive initial training on road safety, CBRS and monitoring & evaluation). It will be responsible for: i. facilitating capacity development for district / commune levels conducted by outside trainers where applicable; ii. assisting with commune road safety action plans (which are to be integrated into the annual overall action plan of the commune; iii. Providing advice to the teams in the field; and iv. Monitoring activities.

8.5.7 CBRS FACILITATORS AT DISTRICT LEVEL 832. District level CBRS facilitators will be responsible for coordinating road safety interventions of all communes, in particular campaigns and enforcement. Basic road safety training will be organized for district level authorities to increase their understanding of the issue. According to NRSC, there are intentions to set up district RS committees in future. This may comprise: i. A small group, consisting of one official each from DPWT, health, media and education, also; ii. assigned commune staff (see below), one person per commune; iii. traffic police are also to be involved.

8.5.8 CBRS FACILITATORS AT COMMUNE LEVEL 833. The CBRS commune facilitators will be responsible for coordinating the road safety action plans and activities at commune level, in particular, in the case of involvement from outside (e.g., RS show). Basic road safety trainings will be organized for commune level officials. The list of officials is given below. i. Commune leader, his deputy or assigned government staff (either PWT, health or education sector). ii. Number of facilitators will depend on number of villages. iii. Commune level facilitators in coordination with CBRS management team will decide and organize RS training at village level.

8.5.9 CBRS VILLAGE VOLUNTEERS 834. The village volunteers are from two sources: village authorities and schools. The school pillar will be particularly important as students will be lifelong road users. A strong involvement in schools will pay off in the long-term, as these students will be the first generation growing up with awareness road safety. The number of volunteers will depend on size of village. They will comprise:

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i. Village chief or deputy > must be part of volunteer team as a facilitator and represents his village at commune level. ii. Volunteers.  number will depend on village size  they can be student volunteers (see below also)  will organize all RS activities at his school  will be responsible for student volunteers

iii. Schools, one teacher of each school on village grounds. They will organize all RS activities at the school and will be responsible for student volunteers iv. Student volunteers  number will depend on the size of schools (approx. one volunteer per 100 students to keep workload reasonable)  Student volunteers involved over one school term to get – if possible – special mention in report.  Student volunteers can also be active as community volunteer

8.5.10 ACTIVITIES 835. The activities suggested for the CBRS program are listed and described in Table 65 below. The table only includes activities taking place after the preparation phase with the exception of the Road Safety Seminar. 836. There are further important safety issues which cannot be covered within this CBRS structure. The ‗toolbox‘ approach of the program allows flexibility to develop additional training modules or design activities with the help of the templates. 837. Awareness activities will mainstream social safeguards information (e.g., on HIV/AIDS) and evacuation plans in case of flooding.

Table 65 CBRS Activities by Segment

CBRS Activities Target Group Segment Road Safety Seminar The RS Seminar will be conducted after the CBRS coordinating team is in place and the facilitators are identified. Government staff of the

project area will participate, too, to build their capacity. CBRS A road safety seminar will be conducted by the RS specialist(s) to management inform and further train key facilitators (Level 1) and concerned team government staff in the project areas. The expected outcomes of this Facilitators activity include:

CBRS calendar covering all events; CBRS guidelines; RS Education program; and

CAPACITYDEVELOPMENT Basic vehicle safety education and testing program for motorcycles, farm tractors and other vehicles used for local travel. Components to be tested include steering, lights, brakes and tires. The seminar will be repeated for further training needs.

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CBRS Activities Target Group Segment Volunteer Training The training will target RS volunteers working at village. The focus is CBRS on basic road safety, speaking in public and the CBRS program. The volunteers training will be implemented at district or commune level and repeated for a further volunteer identification drive.

Road Safety Training for Teachers Selected This training will specifically target teachers who will become the road teachers who safety focal point in their school. Besides providing general road will become RS safety information, it focuses on the students and road safety around focal points in schools. their schools Road Safety Show A RS Road Show will be developed for adults and children which is All members of appropriate to Cambodian culture. This will be designed by the RS community specialists, and Level 1 facilitators will have professional inputs for the design, advertising and event agencies. Level 2 and Level 3 facilitators and volunteers will participate in the development of the road show. Topics will include: helmet wearing, drink-driving, speeding (slow and fast moving traffic), vehicle overloading, visibility issues, basic vehicle safety and pedestrian safety. The initial Road Show will be conducted in all districts in the project areas. A monitoring and evaluation program will be set up, including an impact survey. Based on the impact survey results, the road show

will be adapted as required and repeated at least twice during project period to ensure reinforcement. It will also serve as a refresher for the RS program. Road Safety Information for Farmers Farmers are overly involved in road crashes. Though further data Farmers analysis has still to be done, this is not surprising as all project roads lead through arable land. Targeted information dissemination will take place at locations frequently visited by farmers. Further details to be considered. Local Road Safety Information / RS Exhibition

COMMUNITY AWARENESS Facilitators or volunteers will provide RS information in direct All members of conversations, e.g. at events 19 or defined days and locations community (markets, schools, roadside). This interactive exchange will be accompanied by a low-tech RS exhibition visualizing RS issues targeted in the program and IEC material. Annual Road Safety Week In April, prior to Khmer New Year, the Cambodian RS Week is held, All members of though, most of the activities take place in Phnom Penh and other community towns. CBRS can help to spread the event nationwide. Road Safety Information Boards RS Information Boards will be installed in communes at suitable All members of locations. A facilitator will regularly update information with leaflets, community

19 Non-RS events are targeted.

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CBRS Activities Target Group Segment advertising dates of events and activities.

Road Safety Focal Point at Schools Road Safety Focal Points at schools will ensure age-adequate RS Students knowledge dissemination and address the safe way to school, safe Teachers school surroundings and safe vehicles (bicycles 20). He/she will be trained and will train and supervise the RS volunteers of the school (secondary level and higher only), organize school RS activities and be the RS link between school and community. Road Safety School Program A RS School Program will be designed for primary and secondary Students school levels. These programs are complementary to the Ministry of Education‘s road safety curricula already taught. The content will be tailored to students‘ needs and classroom-based (max. 2-3 grades at a time) to encourage exchange. The start date will coincide with the start of road construction.

Helmets on our Heads Program

The helmet program will promote motorcycle and bicycle helmets, as up to 90% use bicycles to go to school. Students, or if The setup will follow either the CRC‘s ‗Helmet Bank‘ scheme, where outside school, helmets are rented for a small fee for the length of a school term, or Parents sold within a Social Marketing Program for a much lower price as in shops and reinvested in helmets. Helmets will not be given away for free as people need to understand that owning a vehicle involves costs.

Driver Training of Farm Tractors and Similar Forms of Transport Drivers of farm

ROAD SAFETY EDUCATION Training for drivers of farm tractors and other forms of inter-mediate tractors and transport (motorized vulnerable road users) will be undertaken to similar forms of increase awareness of vulnerability on the road. Distribution of transport reflective material will be an important part of the training.

―Headlights-on‖ in Daytime Program All motorcycle A trial with ―headlights-on‖ in daytime for motorcycles, remorques and drivers farm tractors will be conducted. This leads to higher visibility of these including high vehicles, to ensure that they are seen from a distance and accidents school can be avoided. students, Mentor Program for Women The education program will address the specific needs of women. For example, a mentor program for women who want to learn how to ride Women a motorcycle with female mentors can encourage women to take this important step in personal mobility. This will lead to an increased mobility for women, providing independent access to services, education and jobs. A further issue to be addressed through the

20 At two schools visited in Kampong Rou, the headmasters indicated that up to 90% of the students use bicycles to get to school.

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CBRS Activities Target Group Segment education program is the safety of small children on the road and on vehicles

Enhancing Pedestrian Safety Pedestrians are the second most vulnerable road user group in Pedestrians Cambodia. Most at risk are children between 0 to 9 years of age. (parents & While education will be delivered in school it must also be delivered children) directly to mothers and guardians in the community. Elderly people are also at risk, and they will receive road safety education, either directly or through cares.

Source: Consultants

8.5.11 CBRS PROGRAM 838. Table 66 shows the CBRS program based on the data collection, interviews with stakeholders, baseline survey and the CBRS activities described in Table 65. In coming up with the CBRS program, a selection is made from among the programs that had already been conducted in Cambodia by NGOs and stakeholders, to try to maximum the use of existing resources. Following is the outline of the program: Annual event In order for road safety to take root in Cambodia, a road safety week is planned to be observed twice a year. Actually, four national/provincial level road safety programs exist in Cambodia, namely 1) road safety awareness before Chinese New Year, 2) Cambodia Road safety Week (before Khmer New Year), 3) road safety awareness before Pchum Ben Day and 4) International Remembrance Day. From these, two are selected for inclusion in the CBRS program. One that has been a yearly event is the Cambodia Road Safety Week observed just before Khmer New Year, which is often occurred many traffic accidents, and the other is the planned Provincial Road Safety Week which is going to be implemented before Pchum Ben Day (end of September) as a part of the CBRS program. In the case of Phnom Penh, the Phnom Penh Traffic Safety Week is going to be conducted before Water Festival as a municipality/provincial level program. Weekly event To give not only students but also adults, especially women, a chance to take the Road Safety Education, a program called ‗Obtaining Motorcycle Driving License at High school‘ is planned to be implemented as a part of the CBRS program. Getting the road safety education is a step in the process of obtaining the driving license, and this is the only chance for the drivers to know about road safety. It is noteworthy that the motorcycle is the most dangerous mode of transport in terms of road accidents. School event Based on the current road safety curriculum in schools, items are going to be added that will encourage the students‘ road safety environment and consciousness such as, ‖What is a safe bicycle?‖. Exhibition event The CBRS activities include the conduct of exhibition events. The target of these events is communes that will be affected by the project roads. Three to four vehicles will be used to visit different communes, carrying road safety materials and tools that will be used for the Road Safety Road Show.

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Materials/Tools to Event Name Activity Type Main Actor Where To Whom Main Theme Remarks community

Cambodia Road Helmet Wearing T/V Radio, NRSC / MPWT Safety Week (before RS Awareness Nationwide All Khmer Obtaining the M/C Newspaper Banner, Started from 2007 (DLT) Khmer New Year) Driving License Poster & Pamphlet

Annual Events (2 1 Phnom Penh Road times a year) Helmet Wearing, Safety Week (before Provincial Road Obtaining the M/C Newspaper, Banner, Province Water Festival) Safety Week (before RS Awareness By Province By Province Driving License, Poster & Pamphlet (DPWT) conducted 2007-2009. Pchum Ben days) Speeding & Drink- and Other provinces are drive newly proposed.

For Students Basic RS Knowledge Done in Phnom Penh For Adults Basic RS Knowledge Planned in Phnom Penh Textbook, Poster & Obtaining Motorcycle Province Basic RS Knowledge 2 Weekly Events RS Education At School Distribution of Driving License (DPWT) For Farmers & Simple check of helmets Kuyon (Farm tractor) Newly Proposed Basic RS Knowledge For Women & Technical Skill Basic RS Knowledge Textbook, Poster & 3 School Events Ordinary Curriculum RS Education School At School All School Existing & Technical Skills of helmets

Basic RS Knowledge, Road Safety Target Road Safety Road NRSC/MPWT At Commune Exhibition Vehicles 4 Exhibition Events RS Awareness commune Headlights-on & Newly Proposed Show (DLT) Hall and Distribution of residents Simples check of bicycle helmets After completion of Al villagers Traffic Sign, Ground-breaking RS Awareness Commune / How to drive/walk at Newly Proposed 5 the project road At Black Spots near black Marking, Banner & Event RS Education Village black spot section spot Pamphlet, etc. Refer to Figure 8.5 Installation of After completion of In the Trend of Traffic Road Safety Commune / Commune Installed in front of 6 the project road RS Awareness Commune Hall accident & Information Board Information Village residents Phnom Penh City Hall section Compound Commune's topics Boards Note: Need the participation of CBRS management team, CBRS facilitators at district and commune levels and CBRS village volunteers to all events Need the strong support from RS NGO such as CRC, HIB and CRY and stakeholders such as Phnom Penh, the capital city Number of distribution helmets is 30,000 (about 1% of the population in the project areas) and with logos (MPWT, ADB and 'Not for sale', etc) Source: Consultants

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Ground Breaking event The ground-breaking event is the conduct of public experiment at black spots like Phnom Penh. This is done after completion of the project roads. Installation of road safety information board To encourage the interest of commune residents about road safety, a road safety information board, which includes the road accident trend and other road safety related information, is to be installed in the commune hall compound. In the case of Phnom Penh, the information board shows the comparison of number of fatalities in the current year and previous year, and number of motorcycle driving licenses issued. Distribution of helmets to motorcycle drivers During the several events described above, 3,000 helmets (almost 1% of the target population) with logos (MPWT, ADB and ‗Not for sale‘, etc.) are to be distributed to residents living along the project roads, considering that the share of motorcycle accidents is the largest among the types of vehicles involved in road accidents. 839. Figure 47 shows the implementation schedule of the CBRS program based on the construction schedule of the project roads.

Figure 47 Implementation Schedule of the CBRS Program

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8.6 SUSTAINABILITY 840. The sustainability of the road safety interventions through and around the CBRS program will be achieved as follows: 841. Institutional sustainability will be achieved using existing structures and anchoring road safety into the district and commune action plans21. Government stakeholders will be included at all levels. In particular, schools will be involved through the RS focal point, usually a teacher, and students becoming volunteers. Civil society organizations are a support for the funded period and will assist in creating the localized structure. 842. Technical sustainability The program is in line with Cambodia‘s National RS Action Plan 2011-2020, supporting its long-term goals. It will be replicable as a whole or in sections, providing a blueprint that can be adjusted. The toolbox approach will ensure the quality of materials and activities. The activities will be impact-driven. Training and capacity development for all levels are included. In particular, the competencies in road safety of relevant government staff in the project area will be built. 843. Financial sustainability will be achieved with the involvement of a strong non-governmental partner with the ability to receive further funding and with a long-term vision. Cost effective activities will be designed. The involvement of sponsors will be considered. The long-term benefit will be a reduction of the costs of road crashes to society. 844. Sustainability through synergy will be achieved with different stakeholders bringing in their strengths and information sharing. This will be through new or existing networks like the road safety committees at provincial and district levels. Road Safety training can be outsourced to a specialized organization. 845. Cultural sustainability The program will be culturally sensitive as a Cambodian team designs detail and pretests all components in the field. A logo will lead to strong identification of the target population with the CBRS program.

8.7 MONITORING AND EVALUATION 846. Monitoring of the CBRS program will be done in different ways. Regular repeated surveys or questionnaires before and after activities would verify change or the effect of activities. Road crash data of the project areas will also be used for monitoring. Reports and work plans give information on progress. 847. The mid-term review of the CBRS program will be undertaken after 12 months, addressing the following: i. assessment of the impact of the CBRS program; ii. assessment of whether adjustments are necessary; iii. review if the institutional setup and trainings are appropriate; iv. assessment of whether activities and tools are relevant to context, culturally appropriate and cost-effective; and v. assessment of whether further RS areas are to be addressed. 848. A final evaluation will be conducted at the end of the project focusing on replications of CBRS in other areas of Cambodia.

21 The communes participating in the CBRS activities of HIB and CRY have included road safety goals into their annual action plans.

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9 AXLE LOAD CONTROL STUDY

9.1 INTRODUCTION 849. Cambodia suffers from severe vehicle overloading on its road network as a whole and recent interventions by ADB and MPWT to install and operate permanent weighbridges at seven key locations in the country, as well as the establishment of a Permanent Axle Overload Control Committee (PAOCC) within MPWT contribute to a reduction in the problem. There is no doubt that overloading is rife in the project area (as observed during the site visits), and that it contributes strongly to the poor durability of Cambodia‘s road network. Enforcement is essential to ensure the benefits of infrastructure investments are achieved. Given the location of the project roads and the CBF and the overloading from local movements and across borders, suitable facilities must be established and correctly located. 850. Heavy vehicle movements in the provinces of Prey Veng, Svay Rieng, Kampong Chhnang and Kampong Speu and at the various border crossings in the vicinity of the project roads have been recorded in classified counts during the traffic studies. There is also a requirement to understand traffic movements elsewhere in the country, from the results of existing traffic studies and MPWT knowledge to be able to determine strategic locations for new weigh stations. 851. Thus the study has two primary components: (i) the effectiveness of the operation of existing stations in terms of technical, financial and administrative considerations and its improvement, and (ii) the design and location for one or two new permanent weigh stations depending on final requirements. A further consideration is that the approach to the systems and operations as a whole should be suitable for local application

9.2 HISTORICAL BACKGROUND 852. In 2007, with assistance from JICA, MPWT began to prepare legislation and establish the institutional arrangements required for axle load control. PAOCC was formed which comprises MPWT, MEF, the Army, Police, MOI and local Government units. Early interventions in 2007 and 2008 lead to ADB funding for MPWT, through the PAOCC, to provide 37 portable weighing systems for the enforcement of axle load control. In 2009 the legislation was established and through further ADB funding seven permanent weigh stations were established on national roads. After an information dissemination campaign to road users and the public, trial operations of the permanent weigh stations began in 2010, initially at Puok weigh station in . In 2011 enforcement operations began at six of the permanent weigh stations. 853. Initially, the axle load control operations faced difficulties emanating from equipment and systems reliability, management, funding and governance. Such issues included operational and behavioral matters and a greater understanding was needed to ensure adherence to the documented standard operating procedures issued by MPWT. To further support operations, PAOCC was restructured in 2010. Particular issues arose with the portable weighing systems where through breakage, calibration or for other reasons they could still have been used for enforcement while being inaccurate. Operations with the portable systems were discontinued to ensure accountability requirements were met. Further challenges arose through the need for greater financial sustainability for payment of weigh station overheads and staff allowances. 854. The names and locations of the existing stations are given in Table 67. Installation of the weighing systems was carried out from August to September 2009 and testing of the systems was conducted from November 2009. Operations began in April 2010 for all stations except Bavet station which is not operating.

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Table 67 Names and Locations of the Existing Weigh Stations

Location, Number Name Province Road km Kampong 1 Long vek Chhnang NR5 48.00 2 Klaing moeung Poursat NR5 191.80 3 Kondamrey Poipet NR5 389.00 4 Puok Siem Reap NR6 331.84 5 Thanal keng Kampong Cham NR6 46.30 6 ThanalTutoeng Kampong Cham NR7 137.00 7 Bavet Svay Rieng NR1 149.10

Note: Distances are measured from Phnom Penh Source: MPWT

9.3 SUB-DECREE ON VEHICLE OVERLOADING 855. The sub-decree goes a considerable way to controlling the weights of vehicle axles, gross weights and thereby protecting the roads against excessive wear and improving the safe use of heavy vehicles. The sub-decree is similar to that in use by numerous other countries including Europe and USA as all countries seek both reduced road wear and safe use of heavy vehicles. The permitted weights on an axle, group of axles and gross vehicle weight are given in Appendix I-D on Page 226. A copy of the Sub-decree is given in Appendix II-F.

9.4 WEIGH STATION SYSTEMS AND OPERATIONS 856. Understanding of the existing stations and their operation is vitally important to be able to both improve operations and performance, and to be able to design the two new weigh-bridge stations. A very simplified description of the system and process is that individual axle loads of all vehicles in the traffic stream (excluding motorcycles and bicycles etc.) are weighed at traffic speed by a High Speed Weigh-In- Motion (HSWIM) device embedded in the road in the traffic lane ahead of the weigh station. The system determines that a number of successive axles belong to one vehicle and the data for the vehicle is placed into a predetermined set of vehicle classifications. The weight information is transmitted to the weigh station personnel who may direct the vehicle into the weighbridge station where it is weighed more accurately at a low speed using a Low Speed Weigh-In-Motion (LSWIM) device. The main processes are given as a flow diagram in Figure 48. The schematic layout and a picture of the Puok weigh station are given in Figure 49 and Figure 50, respectively. 857. The resulting axle and gross vehicle weights are then manually compared to the sub-decree to determine (i) if the vehicle (meaning the driver) is in violation of the sub-decree, (ii) whether or not it is one or more violations, and (iii) a document check is conducted to further determine if any other transgression of the traffic law has been committed, such as the driver not holding the appropriate driving license. The result may be that (i) a violation has not occurred, (ii) has occurred, and (iii) the full extent of the violation(s). Warnings or financial penalties may be imposed depending on the severity of the violations. Also, adjustment of the vehicle load may be undertaken to redistribute the load, or the vehicle may be unloaded and the goods impounded, if its goods are suitable for such a process, or the vehicle maybe impounded. The penalties that may be applied are defined in the Sub-decree.

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Figure 48 Flow Diagram of Axle Load Control Processes Source MPWT

9.5 KEY TECHNICAL ISSUES 858. The axle load weighing historical data from each of the existing stations since they began operating has been provided by MPWT. The data show that operations during 2010 were intermittent, but by early 2011 the stations began to operate on a more sustained basis. These data have been analyzed but the results are severely limited because from these data and from other documents provided by MPWT critical issues were identified that prevented a more detailed investigation. A number of key technical issues have been identified. i. The classification system incorporated in the system does not match the classification system (effectively given) in the sub-decree, and this cannot be changed by MPWT. ii. The classification result of the LSWIM rarely matched the classification result of the HSWIM. The internal system may be different or the HSWIM was not sufficiently accurate. Errors can easily occur if vehicles in the traffic stream are too close together; two vehicles could be recorded as one, or any other combination could occur. The LSWIM usually correctly identified the truck automatically although this is according to the SAMIN system, not the sub-decree. iii. The system can only automatically report to the station operators (by switching the traffic warning light to red) if the axle being weighed by the HSWIM or LSWIM exceeds a single given limit. The limit is adjustable by MPWT and is currently set to 10 tonnes. This means the system cannot automatically detect if the front axle(s) exceed their limits of 6 tonnes or 5.5 tonnes given in the sub-degree, or if the rear axles exceed their permitted limits as given in the sub-decree. 859. Discussions have been held between MPWT and the suppliers (SAMIN systems) and technical discussions have been held between SAMIN and the Consultants. The outcome is that SAMIN will reprogram their system so that it matches the sub-decree, or variations of the sub-decree as may be

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TA 7665-CAM Preparing the Provincial Roads Improvement Project required in the future. It was the view of the consultants that reprogramming should not be overly difficult because it is believed to be simply based on the wheel-base of the vehicle being weighed which is a feature of the type of vehicle. Wheel-bases limits are common among manufacturers so it is not necessary to investigate the actual wheel-bases of individual vehicles in the Cambodia fleet, although some checks maybe necessary. 860. SAMIN agreed to provide the new system in August 2011. The new software system was provided and is currently being tested. Initial indications from MPWT are that it now matches the Cambodian classification system given in the sub-decree.

9.5.1 OVERLOADING PATTERNS AT THE WEIGH STATIONS 861. Because the SAMIN classification system did not match the sub-decree it was not possible to examine the data set with respect to the limits of the vehicle configurations given in the sub-decree. However, it is possible to analyze the data according to an assumed limit for any individual axle selected by the analyst, 10 tonnes for example. This makes the analysis valid in terms of changes that occur over time on a comparative basis providing the type of vehicles being weighed did not change substantially, which is unlikely. Early results from Puok station from weighings on the LSWIM indicate that over the past 11 months the average overloading against an assumed 10 tonne limit for rear axles has reduced dramatically to the extent that weighed vehicles are not now excessively overloaded. This indicates compliance with the regulations. However, it must also be said that if the weigh stations are selective in the vehicles weighed a similar result would be obtained, and there were signs of selectivity for 2-axled trucks because very few (four) vehicles were weighed in the comparative month in 2011. An examination of the HSWIM data was made to see if an analysis of ―un-selected‖ vehicles could be undertaken to see if the same pattern exists, but the lack of comparison between the LSWIM and HSWIM classification made this analysis impossible. The analysis should be repeated and expanded using the data available after the SAMIN system was updated.

9.5.2 OPERATING PERIODS AT THE WEIGH STATIONS 862. The data from the weigh stations was examined to determine whether or not the stations are being operated constantly. Data in 2010 indicates operations were very intermittent, probably due to start- up issues that cover administration and technical defects and electrical interruptions at the stations. The data has been analyzed to determine the number of days in a month that the station was operated in terms of the fact that vehicles were being weighed on the LSWIM, basically the level of activity. The data in Table 68 shows the number of operating days at the six stations that are being operated. The data indicate a significant rise in the percentage of days in the months that the station was being operated. It should be noted that the weigh stations have not been operating during major public holidays. Over the period monitored these occur in April and May and are largely the cause of the lower percentages in these months.

Table 68 Operating Days as a Percentage of Days in the Month (2011)

No. Station Jan Feb Mar Apr May Jun 1 Long vek 16 68 100 57 87 100 2 Klaing Moeung 16 39 100 60 87 100 3 Kondamrey 35 89 100 53 87 83 4 Puok 97 100 90 60 90 83 5 Thanal Keng 6 21 100 67 94 100 6 Thanal Tutoeng 13 18 90 57 90 100

Source: Consultant‘s analysis of MPWT data

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9.6 EQUIPMENT SYSTEMS AND PROCESSES 863. The study has considered aspects of the systems and processes at the existing stations to identify suitable improvements where they are needed. In the preparatory stage for the study a meeting was held to define problems and brainstorm solutions. Many of the major points arising and improvements that are recommended are as follows. Others improvements are documented in later sub- sections.

1. The history of the stations from conception and design to construction and operation is described and documented in the MPWT operating manual. This enables users to readily understand the overall technical system and the financial and administrative processes. 2. However, the documentation provided by the suppliers lacks details on the HSWIM and LSWIM devices such as the technology used and how it actually operates and creates a system well suited to the needs of MPWT. A technical manual should be prepared. 3. From a survey of the existing stations, equipment in use, reliability issues and the need for physical improvements were studied. These included the use of signage and warning lamps and associated systems. The real requirement for hi-tech or local technology was considered. 4. The effectiveness of the axle weighing system to implement the sub-decree, which has widely varying requirements, and not only the weight of an individual axle, has been investigated and reported here. At present the system is not suited to the needs. 5. The study has considered the Land Traffic Law which also describes the permitted wheel bases for the different vehicle types. The sub-decree is consistent with the Law. 6. The internal flexibility of the technical system has been studied to determine if it could be readily adjusted to match the sub-decree. If it could, then a fully automated process could feed the required data on truck configurations and loads to the weigh station officials. If not, then, a computer based interface would be required such as a programmed spreadsheet. Finally if this were not possible the decisions would be left within the remit of the weigh station officials, as it is today. At present the system is not sufficiently flexible. 7. An analysis was needed on the available data from both the HSWIM and the LSWIM at each of the weigh stations. This was a comparative analysis to determine the effectiveness of the weighing systems and the operations as a whole. Only a limited analysis was carried out because the system does not correctly classify the vehicles. 8. Computer capacity and security was reviewed. This included the need for data back-up and storage requirements, and whether a server system, instead of a desk-top computer was needed. The real capacity requirement for CCTV image data. 9. It is noted that the legal basis for enforcement of the sub-decree is the violation paper based system currently used by the weigh station operators, not the historical records from the computer system. 10. The reporting format for the monthly reports was also considered. This should be in both Khmer and English and should contain sufficient statistical data, such that subjective comments are avoided as much as possible. The duration of electrical power outages needed to be logged and compared against the operating hours of the station. Some of these data can be deduced from the HSWIM and LSWIM data outputs. Clear cross- referencing and linking of data is required to readily facilitate a review of the reports by senior managers. The statistical basis of the monthly reports cannot be improved until the classification system is improved. 11. The traffic laws of neighboring countries especially with respect to axle load enforcement were reviewed. Similarly the maximum permissible vehicle axle and gross vehicle 220

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weights defined in other countries such as UK, USA and Australia were also studied to present a clear international perspective. Permissible weight limits do vary internationally. The Cambodian Land Traffic Law and range of maximum weight limits is consistent with the international requirements. It is complex, but this is necessary to ensure vehicles operate within their safe weight limits. 12. Governance issues were also investigated to identify what risks are present and improvements that can be made to reduce them.

9.7 OUTCOME OF THE REVIEW OF THE SUB-DECREE 864. The outcome of the review of the sub-decree is given below. At present the 10 tonne limit often perceived as being in place for all heavy vehicles is only actually declared or implied for a few of the truck configurations. Other limits apply to vehicles with different configurations, and there is no limit imposed on any one axle of an axle group. This can cause misunderstanding and disagreement at the weigh station between the driver/owner and the weigh station staff and it may not protect the roads from excessive wear from overloading. For example a rear axle group may be within the legal limit but any one axle may be overweight. The current emphasis of weights on axles, groups of axles and gross weights should be retained, but the 10 tonne limit (or similar) should be imposed as the maximum weight for any axle except the steering axles. The current lower limits, or similar, should be retained for steering axles. The limits for the wheel-bases that are applicable to particular truck types should be declared in the sub-decree to assist in the enforcement process. A system of ―exceptions‖ for particular vehicles that have a special purpose should be recorded in the sub-decree. These vehicles should have long-term permits issued by the MPWT, as required in the Land Traffic Law. The sub-decree should be extended to cover ―light goods vehicles‖ because these are also unsafe when overloaded. These vehicles are common on the roads. The enforcement for these vehicles is primarily for safe use. It should be ensured that purpose built truck trailers specially designed to carry shipping containers which themselves have predefined and controlled weight limits do fall within the scope of the existing Sub-decree, or a common ―exception‖ status should be given, or the sub-decree axle or group of axle weight(s) changed accordingly. The Sub-decree is consistent with the Land Traffic Law of Cambodia which describes gross vehicle weights and overall vehicle dimensions. The overall dimensions should be recorded in the sub-decree for each of the vehicle configurations.

9.8 SAFE USE OF HEAVY VEHICLES 865. The primary concern of the MPWT Public Works Offices is that overloading of axles causes either the road pavements to be designed much stronger than otherwise required, or the early failure of the road pavements. Both situations lead to severe economic loss. The imposition of, say, a simple overall 10 tonne axle load limit will meet the needs in terms of road wear and the imposition of a gross vehicle weight less than the bridge limits will satisfy the engineering requirements, but not the safety requirements. 866. The primary concern of the Department of Transport Offices of the MPWT is that heavy vehicles, in particular, must be operated with their safe limits on the public roads. Therefore the actual weight on individual axles or groups of axles as well as gross vehicle weights is a concern. Internationally, safe limits are usually declared by the vehicle manufacturer and physically plated on the vehicle and recorded in the vehicle documentation. They may also be declared by the Ministry as in the Sub-decree.

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This means that for different vehicle types and configurations different weights on axles, groups of axles and also a different total weight for that type of vehicle are permitted. Thus the vehicle must not exceed its permitted configuration weight, which may be much lower than the sum of the non-steering axles, each with a 10 tonne limit. 867. For Cambodia as a whole the safe use of heavy vehicles is as important, or more so, as vehicle overloading causing the deterioration of the road network. Overloaded vehicles are simply unsafe and cause accidents. The role of the Department of Transport (DoT) is to regulate and control the ownership and use of vehicles and their operation in-line with the Cambodian Land Traffic Law. 868. In this regard, the modification of heavy vehicles is an important issue. Many secondhand vehicles are being imported and modified in local workshops by adding axles and increasing vehicle dimensions to carry greater loads than those for which the vehicle was originally designed. The land traffic law states that these establishments be controlled. 869. The DoT should be encouraged to issue load limits for heavy vehicles that do not have them and provide documents and physical plates on the vehicles to display their limits. The limits must be in- line with the Sub-decree. 870. The DoT should issue special provisions for unusual or exceptional vehicles, which are otherwise lawfully operated, that would be recognized at the weigh stations and permitted to pass.

9.9 FAIR COMPETITION From a competitive fairness perspective the sub-decree should be expanded to include overloading as a violation of fair competition, or the police should seek legal action under the general laws of Cambodia. This is important to ensure that major stakeholders affected by the regulations such as the Cambodian Truck Association CAMTA see that the process of axle load control seeks equality for those who obey the law and who are at present disadvantaged by unfair competition from illegally overloaded vehicles.

9.10 FURTHER RECOMMENDATIONS 871. From the review of the existing stations and operation the following recommendations are made. Paramount is that MPWT continues its endeavors to achieve axle load control under a framework that is technically correct, and operated transparently and is financially sustainable.

9.10.1 OPERATIONS INVOLVING TWO DIRECTIONAL TRAFFIC 872. Operation of a weigh station located on one side of the road to weigh trucks travelling in the opposite direction is inherently dangerous because trucks would have to turn cross the road at low speed and manoeuvre into the station. The road would have to be widened to suit the turning circle of the vehicles. A misjudgment by the driver of a truck-trailer for example could cause the vehicle to even reverse and it could become ―locked‖ across the highway. Also, the sides of trucks are not adequately visible at night. Street lighting would be required, but this may not be sufficient during periods of low visibility such as the intense rainstorms that are common during the wet season. For truck trailers the vertical levels of the widened highway would have to be carefully engineered to ensure there is no risk of overturning. If it is considered, it may not be necessary to weigh purpose built truck trailers that carry marine shipping containers, because the containers have predefined weight limits. It should also be noted that this type of vehicle is not a key offender of axle load control limits. 873. Also heavy vehicles turning repeatedly turning on ―full-lock‖ will damage a DBST or asphaltic concrete surfacing. Cement concrete pavements will have to be provided. 874. An alternative may be to locate a minimum system on one side of the road with the basic weighing systems and essential buildings and locate a main weigh station on the other side of the road. This will require the installation of an HSWIM in each traffic lane. 875. New weigh stations should be sited on the left or right side according to studies carried out before hand to determine the most heavily loaded traffic lane, or more accurately the lane with the highest level of offenders.

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9.10.2 WEIGH STATION SYSTEMS The weigh station systems require the following improvements: i. an automatic vehicle registration plate recognition system should be provided to record vehicles weighed on the LSWIM and detect re-offending vehicles. The data together with the axle load data can be uploaded (see (ii) below; ii. provide a shared data system from which data can be retrieved by any station and by the MPWT offices in Phnom Penh. Secure Web based share sites or ―Cloud‖ computing technology is already available and can provide this service; iii. computer systems are adequate, but should be secured in a vented box to prevent theft or unauthorized access; iv. CCTV camera systems creates immense data files that cannot be stored for long periods and, at present, they need to be deleted. They are also too time consuming to upload on to the portable computers of visiting MPWT staff. A system for data streaming to servers (these could be Web based as above) is required to frequently transfer the data to MPWT servers. Analysis is also very time consuming and a system of selective or random sampling needs to be devised; v. Control charts or similar statistical tests should be established. A quick review of these will indicate a trend towards the extremes of acceptable limits established by historical data, and so indicate that an intervention is required; vi. the HSWIMs should be operated for 24/7 and not switched of when the weigh station is not operating. Permanently on, they provide valuable statistical data for many purposes as well as control of the operations at the weigh stations; vii. calibration should be carried out regularly and frequently especially for portable systems. Usually the manufacturers/suppliers provide a simple system such as a loading frame and a calibrated proving load ring. The same or similar can be used for the LSWIM and the HSWIM the results of which can be cross checked against one another to provide an early alert that something is wrong. Checking with standard trucks is arduous and potentially inaccurate; viii. offloading should be reconsidered because it can only be carried out for some goods because of their nature and their weight and could be considered discriminatory. If it is undertaken, Covered, lockable, individual hard standings are required to protect the goods that are unloaded to try to prevent complaints of contamination or loss. The process puts considerable onus on the weigh station staff to ensure the value of any off-loaded goods is retained. Fines should be imposed and second or more violations should be addressed by more severe fines and penalties, as is permitted under the Sub-decree; ix. it is not necessary to formulate separate legislation for rural roads (non-MPWT roads) which promotes the use of different (lower) axle load limits. It is not required by pavement design for which actual traffic loading is used. Indeed it should be avoided because it could readily cause transshipment of goods and consequently higher transport costs for the rural areas.

9.10.3 PHYSICAL IMPROVEMENTS TO WEIGH STATIONS The following should be considered for the new weigh stations and some requirements may be necessary and suitable for the existing stations. i. Weigh stations should not be located on a grade and must have an excellent line of sight. Early warning signs must be placed say 2 km in advance of the stations and repeated. ii. The speed limits should not be at maximum highway limits and speed limit signage should be placed and enforced.

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iii. HSWIM‘s should be located further in advance of the weigh stations. iv. Provide central medians in the vicinity of the weigh stations to prevent overtaking of the heavy vehicles by light vehicles. The medians must have ―pass-through‘s‖ in case of breakdown or accident. v. The approach lanes should be lengthened to reduce the risk of overloaded vehicles steering and breaking suddenly especially on wet pavements. At present they are at the minimal limits for a normally loaded vehicle travelling at permitted highway speed. This will also permit easier queuing off the main highway. vi. The design must be set to anticipate considerable traffic growth in-line with the traffic volumes expected as given in the road design stages and rechecked for current and future expectations. vii. The weigh station site should have physical barriers to protect the staff and the station against an out-of-control vehicle. viii. Portable weighing systems could be used for indicative purposes and vehicles found overweight should then be escorted to the permanent stations for enforcement purposes.

9.10.4 ENFORCEMENT i. The paper based legally supported system for imposing fines and recording any violations should be retained. The entire fine should be transferred to MEF without deduction and fully accounted for.

9.10.5 TRANSPARANCY, ACCOUNTABILITY AND FINANCIAL SUSTAINABILITY i. To promote good governance the weigh stations should be fully automatic, although as mentioned above the violation recording system should be paper based. ii. PMU3 of MPWT should continue to provide technical support and internal audit of records. iii. Both technical and financial audits should be carried out periodically. iv. MPWT should maintain budgets for salaries and allowances for weigh station staff. v. Staff should be rewarded on a merit and career basis and not by incentive payments. The latter is not sustainable.

9.11 POLICY AND STRATEGY 876. The following identifies the policy and strategy requirements for sustainability of axle load control. i. The PAOCC should be renamed the National Axle Overload Control Committee (NAOCC) to emphasize that it encompass all roads in the country including the rural roads which are administered by MRD, who have recently embarked on the improvement of 500 km of rural roads to a paved standard. The MRD should join the existing stakeholders. Both MPWT and MRD should have their own permanent divisions to support axle load control operations. MRD intends to operate mobile and semi-permanent weighing stations in concert with their road upgrading program. PMU3 of MPWT should provide technical support and internal audit. ii. A major function of NAOCC would be the formulation of policy for all roads, including making any proposals for amendments to legislation. The NAOCC would be responsible for monitoring all operations amending operational guidelines, addressing issues and ensuring transparency in operations. Regular progress meetings and reporting must be

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held, including dissemination of ―change‖ to the public. They would also formulate requests for development partner support. Thus they provide evaluation and oversight. Prepare and agree on the targets and indicators and for performance monitoring. The NAOCC should also establish a mechanism for, and commission independent audits. iii. NAOCC should establish and maintain a complaints mechanism including a 24-hour hotline and prepare operational guidelines on the complaint handling mechanism, and agree and continue information dissemination to the public. iv. NAOCC would consider the role of axle load control nationally and its compatibility with GMS agreements for cross border and transit vehicles. v. NAOCC will propose and agree on operational targets with the weigh station senior staff and define indicators to ensure these are met.

9.12 DESIGN OF NEW WEIGH STATIONS 877. The existing stations are of a good physical design and construction quality with adequate facilities for long-term operations. Some comments are given above to improve operations and safety. Improvements to the weighing systems and software have been discussed and should be implemented. 878. The locations for new weigh stations will be decided during detailed design by the road asset management specialists. Attention is drawn to the overloaded vehicles using project road PR314D for export of unmilled rice and therefore PR314D is a candidate. However, discussions with the rice transporters near Prey Vor indicate that many of these vehicles have travelled from northwestern Cambodia and have passed by a number of weigh stations on route. Also two JICA supported stations are being constructed along NR1. This means that in the future these vehicles should be captured by existing facilities and another location may be more essential. Thus they will not necessarily be located within the project areas, but will be located to gain the maximum protection for the Cambodian network. The design will be suitable for containment entirely within the standard widths available in the road reserve, such that purchase of land is avoided. The schematic layout of an existing station is given in Figure 49.

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Figure 49 Schematic Layout of a Permanent Weigh Station

Figure 50 Picture of the Permanent Weigh Station at Puok

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Appendix I-D: Axle Load Limits and Gross Vehicle Weights

Figure 51 Maximum Allowable Axle Limits

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Figure 52 Maximum Allowable Gross Vehicle Weights for Rigid Trucks

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Figure 53 Maximum Allowable Gross Vehicle Weight Limits for Trucks and Trailers

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10 PROCUREMENT 879. Correct, efficient and corruption-free procurement is critical to the effective implementation of the project. The approach is to study current practice and seek better efficiency within the Government procurement policy and processes. The Government has existing financial management documentation prepared by ADB and the World Bank in recent years which will provide a good insight to current policy and procedures. Thus public and financial management, procurement processes, MPWT‘s capacity and their weaknesses will be identified and reported and a good governance framework has been prepared for the improvement of the procurement system. 880. A study to develop the Good Governance Framework has been undertaken and the draft outcome and needs are given in Error! Reference source not found. below. 881. MPWT and PMU3 have implemented road projects financed by ADB, and the PMU3 is staffed with experienced accountants. There appear to be no serious obstacles to financial management for the implementation of the project and the capacity appears to be adequate.

10.1 GOOD GOVERNANCE FRAMEWORKS 882. In all instances, the Loan Agreement shall be the overriding legal document. Asian Development Bank (ADB) Procurement Guidelines (2010, as amended from time to time [Procurement Guidelines]) and ADB Guidelines on the Use of Consultants by the Asian Development Bank and its Borrowers (2010, as amended from time to time [Consulting Guidelines]), shall be applied pursuant to the Loan Agreement as they may be modified by the Loan Agreement. The Government of Cambodia‘s policies and procedures shall be applicable to the extent there is no discrepancy with the Loan Agreement or ADB‘s Procurement Guidelines and Consulting Guidelines. In the event there is a discrepancy, then the Loan Agreement, the Procurement Guidelines and the Consulting Guidelines shall apply.

Table 69 Good Governance Framework with Assessment No. Issue Action to Mitigate Risk Responsibility Target/ Frequency Element 1: Procurement 1.a Risks of corruption and The executing agency and The executing Before loan fraud in the procurement implementing agency to establish agency is the negotiation process: procurement committee under the MPWT and the Project, in accordance with the implementing Collusion during Government‘s SOP/Procurement agency is the bidding process Manual, mandated on 26 February PMU3 in MPWT. 2007, both of which are in line with Biased bid ADB guidelines. The Anti-Corruption evaluation Law was promulgated on 17 April 2010 and is now in effect. The "Anti- Suppliers/ Corruption Institution" Unit headed by contractors Senior Minister was established in the offering incentives Prime Minister‘s Office. However, for favorable actual enforcement function for anti- treatment. corruption has not yet been in effect. 1.b Insufficient compliance The executing agency and Executing agency/ Throughout with procedures implementing agency are to adhere implementing Project strictly to the procedures and agency duration guidelines set forth in the Loan Agreement, ADB‘s Procurement Guidelines, and SOP/procurement manual that also cover international competitive bidding, and national competitive bidding and shopping.

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No. Issue Action to Mitigate Risk Responsibility Target/ Frequency PMU3 has accumulated MEF to monitor for comprehensive experiences of ADB compliance with funded projects; Loan 1945: the Loan Cambodia Road Improvement Project, Agreement, ADB‘s and Loan 2539: Cambodia Northwest Procurement Provincial Road Improvement Project. Guidelines and the SOP/procurement manual. 1.c Weak procurement A procurement capacity assessment ADB Throughout capacity was undertaken as part of the project Project preparatory technical assistance for duration preparation of the Project. The assessment found that the procurement capacity is adequate.

The executing agency and Executing agency Throughout implementing agency will receive and implementing Project continued hands-on training and agency duration technical assistance from consultants recruited under the Project. The Government SOP/procurement manual will be used under the Project.

Recruitment of well-experienced Implementing Prior to Procurement Officer and Website agency signing of Officer in PMU3 is the key to avoid Loan delays in procurement process which Agreement will definitely lead to the overall delay of the project.

Project to closely monitor and review Executing agency, Throughout procurement conduct, and where MEF and ADB Project necessary, take measures to improve duration procurement procedures based on lessons learnt from each successive procurement activity.

Weakness is derived from insufficient Executing agency Prior to staff members for procurement. The and implementing signing of implementing agency/executing agency Loan agency have noted this issue and will Agreement recruit additional staff members in accordance with progress of the Project. 1.d Procurement Plans Preparation of realistic annual Executing agency, First Year Procurement Plan as guided by the implementing Plan complete Procurement Guidelines, tied to agency by appraisal annual work plan and budget and attached to the Minutes of Loan Negotiations

Annually thereafter in July 1.e Informal payments by All contractors, suppliers and Executing agency, Throughout contractors, suppliers and consultants – firms or individuals, implementing Project consultants national and international – bidding for agency and MEF duration 231

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No. Issue Action to Mitigate Risk Responsibility Target/ Frequency contracts under the Project shall sign the Declaration on Ethical Conduct and Fraud and Corruption in the SOP/ procurement manual. Element 2: Financial Management 2.a Weak internal controls Strengthen financial management Executing agency Throughout system and internal controls function and implementing Project by ensuring that the Project uses SOP agency duration including procedures in the FMM, which cover: (i) financial policies and standards; MEF to monitor for (ii) elements of internal control; compliance with (iii) financial accounting system, SOP/FMM, as well ledgers, journals; as Loan (iv) bank accounts and credit/grant Agreement and withdrawals; ADB‘s (v) Project expenditure, payroll, petty Anticorruption cash, advances; and Policy (vi) financial management reports, audit, counterpart funds withdrawals. 2.b Weak financial The executing agency and Executing agency, Throughout management capacity implementing agency to receive implementing Project continued hands-on training and agency and ADB duration technical assistance from consultants recruited under the Project. The Government‘s FMM and Financial Management Activities, which was issued in September 2006. The SOP will be used under the Project, as well as relevant provisions of the Loan Agreement and ADB‘s Procurement Guidelines and Consulting Guidelines.

Project to closely monitor and review Executing agency financial management conduct and and implementing make necessary improvements as agency required. 2.c Minimize cash transactions Project to make all progress payments Executing agency Throughout to contractors, suppliers and and implementing Project consultants – firms, individuals, agency duration national and international – by check or transfer to bank accounts, and MEF, executing Throughout retain evidence for audit and donor agency and Project supervision missions. implementing duration agency 2.d Delayed or non-existent Project to reconcile operating Executing agency Throughout reconciliation of advances expenses to staff or field offices within and implementing Project for operating costs and one week of the end of each month. agency duration expenses No further advances to be paid until previous advance reconciled and cleared against documentary evidence. Element 3: Disclosure 3.a Conflict of interest among Project staff to disclose private and Executing agency Throughout Project staff public affiliations or personal interest and implementing Project before becoming involved in any agency to ensure duration 232

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No. Issue Action to Mitigate Risk Responsibility Target/ Frequency Project-related transaction, such as all Project staff contract award. Executing agency to sign the prepare a declaration statement for disclosures staff‘s signature. 3.b Inadequate transparency For all contracts subject to prior Executing agency Throughout and disclosure review, within two weeks of receiving and implementing Project ADB‘s no-objection letter to the agency to arrange duration recommendation of contract award, disclosure executing agency will publish on its website the results of the bid evaluation, identifying the bid and lot numbers, and providing information on: (i) name of each bidder who submitted a bid; (ii) bid prices as read out at bid opening; (iii) name and evaluated prices of each bid that was evaluated; (iv) name of bidders whose bids were rejected and the reasons for their rejection; and (v) name of the winning bidder, and the price it offered, as well as the duration and summary scope of the contract awarded.

For contracts subject to post review, MPWT will publish the bid evaluation results no later than the date of contract award.

At a minimum, the Project will disclose the information required by the Loan Agreement. Element 4: Complaints and Remedies Mechanism 4.a Inadequate complaints and Project to build well-defined Executing agency At remedies mechanisms complaints and remedies mechanism and implementing effectiveness into Project documents. agency in consultation with ADB

Complaints procedures regarding Executing agency At procurement to follow process set out and implementing effectiveness in Loan Agreement and SOP/PM. agency

Following established publication of Executing agency At evaluation and awards, debriefing and implementing effectiveness mechanism is also necessary not only agency in to enhance transparency but also for consultation with the losing bidders to know their weak ADB points. Element 5: Code of Ethical Conduct 5.a Poor enforcement of the Project to provide copies of the Executing agency Throughout Code of Conduct for civil relevant laws and articles on Code of and implementing Project servants Conducts for civil servants to all agency duration Project staff, including contracted staff. Project will maintain signed 233

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No. Issue Action to Mitigate Risk Responsibility Target/ Frequency declaration of receipt of these documents by all Project staff, including contracted staff.

Similarly, all members of the Executing agency, Throughout procurement committee undertaking implementing Project the evaluation shall sign the agency, and MEF duration Declaration on Ethical Conduct.

The Anti-corruption Law was MEF and ADB Effectiveness promulgated on 17 April 2010. The Anti-Corruption Unit headed by Senior Minister was established in the Prime Minister‘s Office in 2010. Need to observe its effect. Element 6: Sanctions 6.a Inadequate sanctions for The Project to identify and apply Executing agency Effectiveness fraudulent and corrupt sanctions available under current law and implementing activity by Project staff, and regulations of Cambodia, ADB‘s agency, and in contractors, suppliers and Loan Regulations, the Loan consultation with consultants Agreement, and ADB‘s Procurement ADB Guidelines and Consulting Guidelines. Sanctions for individuals may include transfer of duties, retraining, suspension, dismissal, re-grading, and prosecution under Cambodian Law. Sanctions for firms may include: termination of contract, debarment or blacklisting under ADB‘s Procurement Guidelines and Consulting Guidelines, or prosecution under Cambodian Law. Element 7: Project Specific Elements 7.a Poor enforcement of Executing agency to ensure that Executing agency Throughout contract terms and need to contract terms are strictly enforced and implementing Project conduct contractors and the loan consultant will be a party agency duration performance evaluation to ensuring quality control of contract outputs, include acceptance of MEF to oversight completion of works and services. The and monitor the executing agency to conduct progress and performance evaluation of all constraints contractors providing all types of services under the Project (also see 7c). 7.b Poor quality of design and Executing agency and implementing Executing agency Throughout works construction agency to ensure that approved and implementing Project infrastructure‘s design standards and agency, and with duration specification developed by the ADB NOL respective agencies are utilized for the design of structures under the Project.

Project to recruit experienced design Contract consultant on a timely basis to assist signed the Project. immediately after effectiveness 7.c Risk of low quality Project to recruit experienced site Executing agency Prior to award construction and supervision consultants to assist and implementing of first works supervision executing agency and implementing agency, and with contract. 234

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No. Issue Action to Mitigate Risk Responsibility Target/ Frequency agency. ADB NOL

Regular technical audit is to be Executing agency Throughout undertaken with any adverse findings and implementing Project to be acted upon immediately. agency duration.

Project to evaluate contractors‘ Executing agency Annually in performance with poor performing and implementing July contractors declared ineligible to bid agency, and with for at least one year. ADB NOL ADB = Asian Development Bank, FMM = Financial Management Manual, MEF = Ministry of Economy and Finance, MPWT = Ministry of Public Works and Transport, NOL = no-objection letter, PMU = project management unit, SOP = standard operating procedures. Source: Drafted by Consultant‘s based on interviews and studies, and finalized by ADB.

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11 PROJECT DESIGN

11.1 FINANCIAL UNIT RATES 883. Indications of the expected financial unit rates are given in Table 70. These have been obtained in part from TA 4691 which was carried out with MPWT in 2008, TA 7199 which was carried out in 2010 and a review of recently contracted prices. The cost of the individual items have been adjusted to reflect recent cost changes. Based on these costs, the expected cost for the civil works will be approximately $43,000 to $325,000 per kilometer as shown in Table 71. The lowest cost is for the Alngkae local road where only minimal pavement works will be carried out and the road sealed to provide for a single traffic lane, intermediate level of costs have been estimated for the midwest roads because the road and the sealed widths (using an SBST) are narrower. The highest costs are for the southeast roads where the roads are wider, a DBST is used the shoulders are sealed, and the bridges are to be replaced.

Table 70 Financial Unit Costs for Civil Works

Item. Description Unit Rate US$

1 Grubbing sq.m 0.2

2 Embankment (including pit/ditch filling along PR314D) cu.m 4.0

3 Subgrade cu.m 5.0

4 Subgrade preparation (existing) sq.m 1.0

5 Improved subgrade (capping layer) cu.m 5.5

6 Unbound sub-base course cu.m

7 Stabilized sub-base course cu.m 24.7

8 Aggregate base course cu.m 25.0

9 Stabilized base course1 cu.m

10 Single Bituminous Surface Treatment (SBST) sq.m 1.55

11 Double Bituminous Surface Treatment (DBST) sq.m 4.2

12 Bridges (PSC deck) sq.m 1000

13 Pipe culverts l.m 867

14 Box culverts each 60,000

15 Covered concrete ditches (market areas) l.m 43

16 Ancillary works km 5,500

17 Mine/Unexploded ordinance ha 3,000

18 Mine/unexploded ordnance - intense ha 5,000

Note (1) using local raw material (usually laterite) Source: MPWT data and Consultant‘s estimates

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Table 71 Financial Costs (per kilometre) Road Province Road Length Cost Per km number km US$ US$ NR13 Prey Vang/Srey Rieng NR13 62.4 20,264,639 324,504 314D Sray Rieng 314D 25.6 8,489,001 332,199 150B east Kampong Chhnang 150B east 5.8 1,567,259 268,734 150B west Kampong Chhnang 150B west 25.5 5,641,870 221,033 Alngkae local Kampong Chhnang Alngkae local 3.1 130,043 42,609 NR53 K. Chhnang K. Speu NR53 31.8 3,559,077 111,787 151B K. Chhnang K. Speu 151B 3.6 458,813 128,772 CBF Sray Rieng (Prey Vor) 5.3Ha 4,000,000 Total 157.8 44,110,701 Note: PR150B east includes the cement concrete road within Ta Ches market Source: Consultant‘s estimates

11.2 CIVIL WORKS PACKAGES 884. Although the roads of four provinces are to be upgraded, it is not the intention to locate one civil works package for each province. The case against that approach is that it creates too many packages (contracts) each of a smaller value which would be more difficult to manage and administer. The advantage of grouping packages is to attract larger firms with greater capacity and equipment, such as large efficient stabilization machines for example. It also creates other efficiencies such as fewer laboratory and office facilities. The packages are geographically grouped with two in Svay Rieng province, namely: (i) NR13 (where it is noted that the first 4 km of NR13 is in Prey Veng province) and (ii) PR314D including the improvement of the CBF, and (iii) one in Kampong Chhnang Province where it is noted that the last 3.5 km are in Kampong Speu province. The cost of each package including taxes and contingencies is given in Table 72. 885. Table 72 also shows the civil works package cost for the civil works for climate resilience. The civil works are described in detail under Output 4 in Section 5 on Climate change adaptation. Mainly the package includes provision and repairs to existing structures, or new small scale structures for improved water capture, green engineering, or eco-planting, as adaptations to improve the run-off characteristics of the watershed, piloting of an emergency management system in Kampong Chhnang province and building safe areas. Table 72 Cost of the Civil Works Packages (US$ millions)

Civil Works Packages Cost

CW-A, improvement of NR13 23.39

CW-B, improvement of PR314D including the CBF 14.32

CW-C, improvement of PR150B, NR53 and PR 151B 17.78

CW-D, Climate resilience 3.70

Note: including taxes and contingencies Source: Consultant‘s estimates

11.3 PROJECT COSTS 886. A summary of the project costs is given in Table 73. The costs include taxes and duties of $7.69 million to be financed from government resources. The base cost is from mid-2011 prices. Physical contingencies have been computed at 10% for the civil works, field research, training, surveys and studies. Price contingencies computed for foreign exchange costs and local currency

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Table 73 Summary Project Costs (US$ millions) Item Amount A. Base Cost 1 Civil Works 50.22 a. Improvements of Provincial Roads and Cross-Border Facility 48.08 b. Land Acquisition and Resettlement 2.14 c. Detail Design and Implementation Supervision Consulting Services 7.42 2 Improved Road Asset Management through Axle Load Control 1.44 3 Increased Road Safety and Safeguards 0.32 4 Improved Climate Resilience 5.81 5 Efficient Project Management 2.30 Total Base Cost 67.51

B. Contingencies 1 Physical Contingencies 5.99 2 Price Contingencies 4.48 Total Contingencies 10.47

C. Financing Charges During Implementation 1.12

Total (A+B+C) 79.10 Source: ADB

Table 74 Annual Rates for Price Increases (per cent)

Annual 2011 2012 2013 2014 2015 2016 2017 rate Foreign 4.9 -3.2 0.3 0.5 0.5 0.5 0.5 currency Local 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Currency

Source: Foreign currency = MUV Index rates from WB and Local currency = ADB estimates

11.4 INTEREST DURING CONSTRUCTION 887. Interest during construction (IDC) has been calculated at 1% per annum for ADB of the cumulative amount drawn down from the loan during the implementation period. The loan is to be co- funded by PPCR and the IDC for the PPCR component is 0.1% per annum during the grace period.

11.5 CONSULTING SERVICES 888. The project will be implemented by one international consulting firm in association with a local consulting firm. The Detailed Design, Implementation and Supervision Consultant (DDIS) will be responsible for all aspects of the project including detailed design, civil works and other contract preparation and bidding and award, supervision of the civil works. Where specialists are to be engaged from outside the DDIS firm, the DDIS will provide a coordinating role. The DDIS will report to the Director of PMU3. The main offices of the consultant will be at MPWT and field offices will be established at the location of the civil works contractors‘ office and maintained by the civil works contractor. The DDIS will also prepare a future project as described below. The cost of the DDIS consulting services has been estimated at US$8.45 million including taxes, and contingencies.

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11.5.1 PREPARATION FOR A FUTURE PROJECT 889. The DDIS will undertake the technical preparation for a next project and prepare the project costing and implementation plan in preparation for funding. This will require the DDIS international consultants in association with local consultants and local engineering survey firms to prepare documents similar to those needed for a PPTA. 890. In addition, maintenance of the sealed roads that have been up-graded under this project (with an SBST) will become critical soon after this project has been completed. Because of the risk that government funding will not be sufficiently available for the resealing, the technical requirements and the funding required for the resealing must be identified and quantified so that it may be included in the future project.

11.6 MINES AND UXO AWARENESS 891. The potential risk to the project workers and to the local communities has been mentioned in this report. The project provides for the DDIS to appoint an expert to assess the risks in detail as part of the DDIS services. The expert will also advise the local communities of the increase in risk caused by civil works activities, and hold meetings and deliver awareness documents/pamphlets to the local communities, as appropriate in areas of risk. The funding for demining and UXO removal is listed under the civil works activities. Specialist contractors will be engaged by the civil works contractor to undertake this work.

11.7 ROAD ASSET MANAGEMENT

892. The project includes the provision of two new permanent weigh bridge stations to be established at strategic locations in the country. The consulting services for the design of the weighbridge stations is estimated at 0.85 million. The equipment for the weigh bridge stations and for high speed weigh-in-motion devices placed in the road in advance of the stations has been estimated to cost US$0.78 million.

11.8 ROAD SAFETY PROGRAM

893. Section 8 describes a community based road safety program for the project areas. The program will be carried out under the DDIS services through the appointment of one international and one national road safety expert.

11.9 HIV AWARENESS AND HUMAN TRAFFICKING PREVENTION PROGRAM

894. The project will undertake a HIV awareness and human trafficking awareness program. Using the requirement prescribed and guidelines described in Section 7 and in the PSA separate report and with a full awareness of the national program for prevention, consulting services specialists will be engaged to implement the program. The cost of the package for the program is US$0.35 million.

11.10 CLIMATE CHANGE ADAPTATION PROGRAM

895. Separate consulting services will be required to implement the climate change adaptation program. Collectively these consultants will have specialist skills and experience to positively impact the Cambodia‘s preparedness for climate change. The role of the consultants is described in Section 5.

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Table 75 Consulting Services Packages (US$ millions)

Consulting Services Packages Cost

CS-1, DDIS, Detailed Design and Implementation 8.45 Supervision consulting services

CS-2, Road Asset Management 0.85

CS-3, HIV Awareness and Human Trafficking Prevention 0.35. Program

CS-4, Climate Resilience output 3.04

Note: including taxes and contingencies Source: Consultant‘s estimates

12 PROJECT IMPLEMENTATION

12.1 EXECUTING AGENCY 896. The EA will be the MPWT, and the project will be implemented by PMU3.

12.2 PROJECT MANAGEMENT 897. The costs of managing the project by PMU3 will be met by the project. The cost of project management has been estimated to include support for all project components throughout the period of the project.

12.3 IMPLEMENTATION PLAN 898. It is estimated that the implementation period for the project will be five years as shown in Figure 54. The implementation plan anticipates that advanced action will be undertaken to engage the DDIS consultants during the loan processing period. This greatly advances the progress towards the commencement of civil works contracts and therefore the overall implementation of the project. The schedule under consideration for the Loan is: Loan signing: 16 January 2012 Loan Effectiveness: 31 January 2012 Earliest starting date: 01 April 2012

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Figure 54 Project Implementation Plan

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Table 76 Detailed Cost Estimate by Expenditure Category (US$ millions) % % Base Foreign Local Total Foreign Costs A. Base Cost 1. Civil Works CW Package A: - Improve NR 13 (62.4 km) 10.71 9.49 20.20 53.02 29.92 CW Package B: - Improve 314D (25.6 km) 4.51 3.95 8.46 53.31 12.53 - Improve CBF at Prey Var-Mocva 1.96 2.04 4.00 49.00 5.93 CW Package C: - Improve 150B east (5.8 km) 1.53 1.32 2.85 53.68 4.22 - Improve 150B west (25.5 km) 4.44 3.87 8.31 53.43 12.31 - Improve 150B Algnkae local 0.19 road (3.1 km) 0.07 0.06 0.13 52.85 - Improve NR 53 (31.8 km) 1.88 1.64 3.52 53.41 5.21 - Improve 151B (3.6 km) 0.24 0.21 0.45 53.33 0.67 - UXO Clearance for 5 roads and CBF at Prey Var-Mocva 0.08 0.08 0.16 50.00 0.24 Land Acquisition - 2.14 2.14 0.00 3.17 DDIS Consulting Services - Consulting Services: 5 roads and CBF 3.64 3.03 6.67 54.57 9.88 - Preparation for a Future Project 0.41 0.34 0.75 54.67 1.11 2. Improved Road Asset Management 0.77 0.67 1.44 53.47 2.13 through Axle Load Control 3. Increased Road Safety and Safeguards - HIV/AIDS and Human Trafficking 0.12 0.20 0.32 37.50 0.47 Prevention Program 4. Improved Climate Resilience 2.53 3.28 5.81 43.55 8.61 5. Efficient Project Management - Project Management 0.25 1.67 1.92 13.02 2.84 - Priority Operating Costs 0.06 0.32 0.38 15.79 0.56 Subtotal (A) 33.20 34.31 67.51 49.18 100.00 B. Contingency 1. Physical Contingency 3.32 2.67 5.99 55.43 8.87 2. Price Contingency 2.42 2.06 4.48 54.02 6.64 Subtotal (B) 5.74 4.73 10.47 54.82 15.51 C. Interest During Construction 1.12 - 1.12 100.00 1.66 Subtotal (C) 1.12 - 1.12 100.00 1.66 Total (A+B+C) 40.06 39.04 79.10 50.64 117.17

Source: Consultant‘s estimates

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13 CONCLUSIONS AND RECOMMENDATIONS i. The preliminary designs for approximately 158 km of provincial roads in four provinces, Prey Veng, Svay Rieng, Kampong Chhnang and Kampong Speu have been completed. For those in the southeast (Prey Veng and Svay Rieng) the roads are designed to the full Cambodian engineering standard with sealed shoulders and the designs are consistent with the motorized traffic they will carry and safe for vulnerable road users. For those in the midwest (Kampong Chhnang and Kampong Speu the roads have also been designed to meet the Cambodian standards but only a single layer of surfacing has been provided, consistent with the prerequisites of the project. It is recommended that a second surfacing layer is provided within four years of completion. ii. The roads have been widened within the construction limits to provide a safer road profile consistent with the volume of traffic expected in the future. For PR150B the road width has been increased from 4 m to 8 m to provide a safe travelling way for two lane traffic. Provincial roads with a width of only 4 m are inadequate for the needs of MPWT‘s service provision and this is an essential step towards providing suitable transport infrastructure to support Cambodia‘s development. One important realignment has been designed to ensure the routes are consistent with the movement of local and through traffic. The village of Alngkae has been bypassed, and so is protected from unnecessary traffic flows. A paved local road into the village has been designed to ensure the village is not isolated. iii. The roads have been raised generally to reduce the risk of flooding. Near lake Viaco along NR13 the road will be raised by up to one metre for a length of approximately one kilometer to prevent closure due to flooding. This section is at high risk. Elsewhere along NR13 and for the roads in the midwest finished road levels have been raised to reduce the risk of flooding. iv. In the small but busy market of Ta Ches on the banks of PR150B a one way road system has been designed using a hand laid cement concrete pavement to provide a very durable pavement, even if it is inundated from time to time. Within the village it is not possible to raise the road, yet important to support the market and expand the opportunities to access markets and services. The planned design has mitigated potential resettlement issues raised by a more conventional approach. v. To meet the prescribed requirement to use an aggregate road base for the project roads, the alternative of using stabilization of the local materials has not been considered in depth. From previous experience MPWT have concerns about the construction quality that can be achieved and the cost of poor performance of this critical layer in the road pavement. Haulage distances of quality aggregates are high, exceeding 65 km and ranging up to 125 km. The cost of aggregates is expensive not only for the project roads but also to the wider road network travelled by heavily loaded trucks. For NR13 the existing macadam base will be recycled to mitigate these costs. In some areas, Svay Rieng there are no local outcrops of hard rock for construction purposes, and so no obvious alternatives. For other areas such as the midwest it is recommended that consideration be given supporting the expansion of the quarrying market to open up other sources, more local to the needs for road building. vi. Stabilized sub-bases have been designed for all the project roads. These are more technically suitable compared with unbound sub-bases because they can be constructed using more locally available materials and are resilient to strength reduction when wet. They also stiffen the road base and any cracking is not transmitted through to the surfacing. Savings can be made on the quantities of aggregate for road base because it is thinner. vii. The bridges along the southeast rods will be replaced with two-lane concrete bridges that meet the Cambodian and international standards. For the roads in the midwest where traffic volumes are significantly lower the existing bridges will be retained.

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However, their visibility will be increased to ensure safe traffic movements. The new bridge to be constructed on the realignment will have two traffic lanes. viii. Cross drainage structures will be widened in-keeping with the increased road widths. The existing culverts will be extended or replaced according to their condition. Where the culverts will be replaced the diameter of pipe culverts will be increased from 800mm to 1000mm. Additional cross drainage will be provided where necessary. ix. To meet the requirements for climate resilience in the road design firstly the roads are to be paved with a bituminous surface treatment as mentioned. The roads will be raised and in addition stabilized material will be used in the road structure. x. The conclusion from the engineering perspective is that the roads have been designed according to accepted standards and will provide durable service. There are no significant adverse technical issues present that could increase risks sufficiently to prevent or delay the implementation of the project. xi. The IEE has been prepared and the project is Category B. Environmental impacts are temporary and caused by the construction activities. These will be mitigated by the EMP. NR53 is contiguous with the boundary of PAWS for a length of approximately 6 km. The roads are outside all protected areas. Those in the southeast are distant from any protected areas. TSBR is not affected; the closest road is the eastern length of PR150B which is approximately 5 km to the south of the TSBR. Public consultations have been conducted and the participants voiced favorable response to the project. xii. The project roads have been designed in accordance with the expectation of risk arising from climate change. They are resilient. The studies show that Cambodia is at risk from drought and flood caused by uncertain changing and threatening climatic conditions. A climate change project has been designed. Output 1 will support the main civil works by enhancing water capture through a better approach to the reinstatement of large borrow areas. Through output 4 specialist consultancy services will define and advise on the threats and remedial measures required for the transport sector, both within and outside the project areas. Through relatively small scale civil works water capture schemes will be rehabilitated, and ecosolutions will be established through planting both for the project roads and for other areas to stabilize the environment. Warning systems will be piloted and safe areas will be established. The perception of threat from natural disasters and the views of the rural people on these and those of the Government Officers from a range of Ministries have been sought and solutions developed. The climate change adaptations project will mitigate the threats to Cambodia and the transport sector. xiii. The requirements for social safeguards have been assessed. Overall, the people consulted, during the baseline survey are in favor of the project. The benefits or positive impacts range from increased incomes to better access to services. However they voiced the concern that road accidents may increase. The project is perceived by the people as an intervention that could help reduce poverty especially in the rural areas, where majority of the households are poor. The recommendation is that it is imperative to implement the mitigation measures that will address the social risks. These are the HIV/AIDS, and human trafficking program to prevent, minimize or mitigate negative impacts of the project, and address the key gender issues that may arise due to the project by implementing the Labor and Gender Action Plan xiv. Resettlement Plans have been prepared. Losses and land requirements for the project have been minimized by careful attention to limit the COI and to reduce it through town areas. Public consultations have been conducted and the affected persons are in favor of the project. The resettlement costs are considered to be reasonable. xv. Road accident rates in Cambodia are severe and road improvements tend to increase traffic speeds. A community base road safety program has been devised for the project areas that is consistent with the National Road Safety Action. The program focuses on creating a sustainable approach to road safety and engendering high levels of responsibility within the local communities. The program should be implemented throughout the period of the project.

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TA 7665-CAM Preparing the Provincial Roads Improvement Project xvi. The economic viability of the project has been determined through proven analysis techniques. The outcome is that the project is viable with an overall EIRR of approximately 15%. Each of the individual project roads is also above the threshold of 12%. Further analysis confirmed that the economic viability is not sensitive to negative variations such as increased costs within the accepted range of assessment.

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14 REFERENCES AND BILIOGRAPHY

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and Promotion of the Rights of Migrant Workers. ASEAN. Jakarta. AWDCN, 2005 African Women‘s Development and Communication Network. A Curriculum for the Training of Trainers in Gender Mainstreaming. AWDCN. Nairobi. ECP/ILO Employers Confederation of the Philippines and International Labour Organization. Managing HIV/AIDS in the Workplace. ECP. Manila. EIC, 2008 Economic Institute of Cambodia / World Bank. 2008. Cambodia’s Labor Market and Employment Sustaining Rapid Growth in a Challenging Environment. Phnom Penh: EIC. Phnom Penh. GTZ, 2010 Deutsche Gesellschaft für Technische Zusammenarbeit. (German Technical Cooperation.) 2010. Overall Report on HIV/AIDS Mainstreaming Activities in GTZ. Germany. IASC, 2006 Inter-Agency Standing Committee. 2006. Women, Girls, Boys and Men: Different Needs-Equal Opportunities, Gender Handbook in Humanitarian Action. IASC. ICRW, 2006 International Center for Research on Women. 2006. Gender Mainstreaming: Making it Happen. ICRW. Washington D.C. IFAD, 2009 The International Fund for Agricultural Development. 2009. Paper on Rural Poverty Reduction Project in Prey Veng and Svay Rieng. IFAD. Phnom Penh. IFRC, 2010 International Federation of Red Cross. Plan 2010-2011 for Cambodia. IFRC. Phnom Penh. IGWG, 2004 Interagency Gender Working Group, Gender and HIV/AIDS Task Force, and USAID. 2004. How to Integrate Gender into HIV/AIDS Programs: Using Lessons Learned from USAID and Partner Organizations. IGWG. ILO, 2007 International Labour Organization. 2007. Labor-Based Appropriate Technology (LBAT) in Cambodia. ILO. Phnom Penh. ILO, 2008 International Labour Organization. 2008. Meeting the Challenge: Proven Practices for Human Trafficking Prevention in the Greater Mekong Sub- Region. ILO. Geneva. ILO/MRD, 2000 International Labour Organization and the Ministry of Rural Development. 2000. Employment in ILO Road Construction and Maintenance: The Impact of Wage Earning on Workers. ILO. Phnom Penh. ISDR, 2008 International Strategy for Disaster Reduction. 2008. Hyogo Framework for Action (HFA) Monitor Progress Report. UN-ISDR, 2008. MoEYS, 2010 Ministry of Education, Youth and Sports. 2011. Education Statistics and Indicators (2010-2011), Cambodia. National Aids Authority. MoEYS. Phnom Penh. MPWT, 2003 Ministry of Public Works and Transport. Road Design Standard. Part 1 Geometry. CAM PW.03.101.99. MPWT. Phnom Penh. 2003. MPWT, 2003 Ministry of Public Works and Transport. Road Design Standard. Part 2 Pavement. CAM PW.03.102.99. MPWT. Phnom Penh. 2003. MPWT, 2003 Ministry of Public Works and Transport. Road Design Standard. Part 3 Drainage. CAM PW.03.103.99. MPWT. Phnom Penh. 2003. MPWT, 2003 Ministry of Public Works and Transport. Bridge Design Standard. CAM PW.04.102.99. MPWT. Phnom Penh. 2003. MPWT, 2003 Ministry of Public Works and Transport. Construction Specification. MPWT. Phnom Penh. 2003. MPWT, 2008 Ministry of Public Works and Transport, HIV/AIDS Working Group. 2008. Policies on HIV/AIDS Prevention. MPWT. Phnom Penh.

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