Part II Chapter 2 Section 3. Infrastructure Development Section 3. Infrastructure Development Akira KANEKO Hayao ADACHI Introduction boasted a nationwide road network known as the Roads of the King. Infrastructure development involves a wide range of Modern infrastructure development began under sectors including the living environment, transport and French rule. The port of Phnom Penh was built, and communications, disaster prevention and national land Phnom Penh and Saigon (now Ho Chi Minh City) were conservation, agriculture, forestry and fisheries, and en- linked by a liner service. In the 1920s, construction ergy production and supply. Discussing infrastructure work began for a railway linking Phnom Penh and the per se is not always useful in some sectors such as agri- Thailand-Cambodia border via Battambang. A water- culture, forestry and fisheries. Rather, discussing it as way linking the port of Phnom Penh and the central rail- part of the overall policy for the sector in question is road station was constructed though it has already been more appropriate at times. reclaimed. The basic structure of Phnom Penh city was Based on this recognition, this paper deals mainly formed during this era. with transport and communications infrastructure, or Infrastructure development continued after indepen- more specifically, roads, railways, ports, airports, tele- dence, and by the time civil war erupted in 1970, communications, and electric power supply. The paper Cambodia’s infrastructure had already developed to vir- also touches on infrastructure for disaster prevention tually the same level that it is today. In the transport and national land conservation, covering afforestation, sector, the current trunk road network was already in flood control and shore protection, as well as parks and place. A road that directly connected Phnom Penh with public housing. These types of infrastructure are dis- Kompong Som (now Sihanoukville) was already com- cussed here only in general terms since the Cambodian pleted with the assistance of the United State. During government has not articulated its stance toward them, the 1960s, a rail line called the “new line” that linked even though they constitute important components of the two cities was opened. The port of Kompong Som the overall infrastructure. port (now the port of Sihanoukville), a large-scale sea- Another important category of infrastructure, water port, was constructed and started its operation. supply and sewerage systems, is discussed in section 9. Pochentong Airport was constructed in the outskirts of Environment in Part Two, Chapter 2, which considers the capital, and Phnom Penh was linked with Paris and the state of affairs in Cambodia. Tokyo by Air France. Infrastructure is generally developed and managed by In the telecommunications sector, local telephone line the public sector. In recent years, however, the number networks were in place not in only Phnom Penh but also of cases in which the private sector develops and man- other major cities, and these local networks were linked ages infrastructure has been increasing. Because such to one another via long-distance telephone lines, which initiatives by the private sector are considered important were open-wire lines. for Cambodia, this report covers infrastructure develop- In Phnom Penh, the sewerage system and pumping ment projects conducted on a BOT basis or under simi- stations were in place and power lines were laid under- lar schemes. ground. During the 1960s, there were plans to construct large- 1. The state of Cambodia’s infrastructure scale dams in Stung Treng along the Mekong River and its main tributaries for the purpose of irrigation and 1-1 History of infrastructure development in flood control. However, these plans were abandoned Cambodia due to the civil war, except for the Prek Thnot Dam. Despite limitations, before the civil war that broke The history of infrastructure in what is now Cambo- out in 1970 Cambodia’s infrastructure was comparable dia dates back to the Angkor era. The Angkor Empire to that of neighboring countries, although it tended to be 199 Country Study for Japan’s ODA to the Kingdom of Cambodia Table 3-1 Expenditures on Infrastructure Development in the National Budget (Unit: billion riels/percent) 2000 l994 1995 1996 l997 l998 l999 (estimates) Total expenditures 1002.0 1294.5 1464.1 1273.7 1569.1 1834.2 2301.0 Of which, total capital spending on infrastructure development 339.6 557.7 674.3 457.7 635.2 738.3 1036.0 Percentage of the GDP 5.5% 7.8% 8.2% 5.0% 6.0% 6.4% 8.3% Foreign funds 256.8 454.2 567.0 341.6 509.5 504.2 700.0 Source: Compiled by the author based on the data from the Cambodian government concentrated on the capital. no measures for this purpose. (iii) In the telecommunications sector, the regular tele- 1-2 The state of Cambodia’s infrastructure phone line networks have been restored and satel- lite communications and cellular phones have been The infrastructure developed during the 1960s was introduced in Phnom Penh, meeting the immediate ravaged during the civil war. The human resources re- needs of the country. quired for the development and management of this in- (iv) The immediate need for electric power supply in frastructure were also mostly lost during the Pol Pot era. Phnom Penh has been met. These effects of the civil war are still weighing heavily The following sections describe the state of infra- on Cambodia. structure development in each sector. Another negative effect of the civil war is that Cam- bodia was left behind in terms of technological innova- 1-2-1 Roads tion. While Cambodia was at civil war, the world was experiencing technological innovation in transport and The state of development of major roads is shown in communications fields. By actively adopting such tech- Table 3-2. It should be noted that most roads other than nological innovations, some Asian countries achieved those listed in the table are unpaved, except in urban remarkable levels of economic development. However, areas. For some of these roads transportation is imprac- Cambodia was completely out of this process. ticable, especially during the rainy season. After peace was achieved, however, Cambodia In Cambodia, there are 8,000 large vehicles including launched an initiative to rehabilitate and reconstruct the trucks and buses, 33,000 small vehicles, including autos country, as described below. and pickup trucks, and 152,000 motorcycles. The num- Table 3-1 shows the expenditure on infrastructure ber of automobiles has remained at more or less the development in the national budget between 1994 and same level as that prior to the civil war, but the number 2000. The percentage of spending on infrastructure de- of motorcycles has increased almost tenfold. Automo- velopment in relation to both total expenditures and to bile inspection systems are virtually non-existent. Mo- the GDP are high, and much of the funding for such torcycles with an engine displacement of less than 100 expenditures comes from abroad. cc do not require a license to drive them. The state of Cambodia’s infrastructure can be sum- Transportation services by bus and truck were once marized as follows: run by the state, but these services are now run by the (i) In the transport sector, emergency repair works private sector in cities and along some of the trunk have almost been completed for arterial and major roads. urban highways, and railroads. The minimum lev- Roads, automobiles, and road transport are under the els of international transport and domestic main jurisdiction of the Ministry of Public Works and Trans- transport have been established to meet immediate port (MPWT). needs. (ii) The Cambodian government recognizes the need 1-2-2 Railways for disaster prevention and national land conserva- tion, especially flood control, though it has taken The Royal Railways of Cambodia, or Chemins de Fer 200 Part II Chapter 2 Section 3. Infrastructure Development Table 3-2 The State of Road Development (As of December 2000) National The origin and destination of highway the highway and the transit points Length Summary 1. Phnom Penh to the Vietnam - Cambodia border 168 km - Key international route linking Cambodia with Vietnam (via ferry crossing on the Mekong) - Paved, with one or two lanes - The section between Phnom Penh and the Mekong ferry crossing was re- stored with ADB assistance. However, after the 2000 flood, this section was intentionally cut off to prevent flooding in Phnom Penh. Later, the cut-off section was connected with a temporary bridge, which has not yet been re- placed with a new bridge. - Ferryboats, including new ones, have been donated by Denmark - The section of the Mekong ferry crossing and the Vietnam-Cambodia bor- der, which is being improved to meet international standards with ADB as- sistance, has suffered from flooding. 2. Phnom Penh to the Vietnam-Cambodia border 126 km - Partly paved, with one or two lanes (via Takeo) - The section between Phnom Penh and Takeo has partly been restored with ADB assistance. 3. Phnom Penh to National Highway 4 202 km - Partly paved, with one lane (via Kampot) - Partly restored with the assistance of ADB and the World Bank - Major bridges on the route have not been repaired or replaced. 4. Phnom Penh to Sihanoukville 230 km - Key distribution route linking the capital with the seaport - Paved, with two lanes; both the alignment and pavement are in good condi- tion - The highway has been restored with the assistance of the US. 5. Phnom Penh to the Thailand-Cambodia border 407 km - Key international distribution route linking Cambodia and Thailand (via Battambang and Sisophon) - Paved, with one or two lanes - The highway has been generally restored with the assistance of ADB, Aus- tralia, etc.