Urban Public Transport

in Cambodia

A Presentation by Iv LIM (Dr. Eng.)

Deputy Director General, General Department of Land Management and Urban Planning,

Ministry of Land Management, Urban Planning and Construction of Cambodia

Malang, Aug. 5, 2014

Seminar on Urban Public Transport Performance in Asian Countries

Contents:

1.Urban Public Transport

2.City Bus Service

3.Problems and Solutions of Urban Public Transport

in Cambodia

Location of CAMBODIA

Population (2013 est.): 15.2 m

Land Area: 181, 035 km2

Density: 84 person/km2

Capital: Phnom Penh (1.5 m)

Neighboring Population:

Vietnam: 90.8 m

Thailand: 66.8 m

Lao PDR: 6.6 m

Indonesia: 247.0 m

(Source: UNdata, 2012)

Background: Political and Economic Development

•Over 30 years of civil war, with six distinct periods of political regimes since

independence from France in 1953, the country’s social and economic

infrastructure could not be properly developed and modernized, but in contrast

they were devastated and lay in ruins.

•During the communist Khmer Rouge regime, most of the competitive and

excellent human resources are destroyed. Consequently, Cambodia today lacks

of skilled human capital in both public and private sector necessary for the

efficient functioning and development of the nation.

1953-1970: Kingdom of Cambodia

1970-1975: Khmer Republic

1975-1979: Democratic Kampuchea

1979-1989: People’s Republic of Kampuchea

1989-1991: State of Cambodia

1991-1993: Cambodia (under UNTAC)

1993-Today: Kingdom of Cambodia

Background: Political and Economic Development (cont.)

• Over the last two decades after the general election in 1993, along

with the effort to restore peace and social order, the Royal

Government of Cambodia has focused on the rehabilitation and

reconstruction of basic infrastructure (roads, water, and electricity,

etc.) for economic development and poverty reduction.

• Since then with the inflows of FDI and ODA, Cambodia can

experienced an average growth rate of 7.7% from 1994 to 2011. GDP

per capita increased from $251 in 1993 to $1,008 in 2013. The

proportion of poor people has been reduced from 47% in 1992 to

20.5% in 2011, and will be further reduced to 19% by 2015.

• The length of paved roads doubled between 2005 and 2010. One

thousand kilometers of road were constructed between 2009 and 2011.

Real GDP Growth in Cambodia

GDP growth averaged at 7.7% per annum between 1994 and 2011.

(Source: Ministry of Economy and Finance of Cambodia)

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GDP per Capita (current US$)

GDP per capita is rapidly increasing since 1993 but is still low.

(Source: The World Bank)

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Thailand

Indonesia

Vietnam

Cambodia

National Road Rehabilitation with Foreign Aid

1. Urban Public Transport

• With rapid motorization and urbanization, major cities in Cambodia

especially the capital city are now facing serious problems with traffic

congestion and traffic accident.

• In Phnom Penh from 2000 to 2012, the number of registered vehicles

increased 3.7 times, the traffic volume along the major roads

increased about 1.7 times. The average peak-hour speeds on the

arterial roads have reduced to less than 10 km/h in the central areas.

• The traffic accidents caused major impacts to both socio economy and

welfare of Cambodia. Economic cost of road traffic accidents is

estimated to be about 3.5% of the Cambodian GDP.

Evolution of road fatalities, population and vehicles

2005 – 2011 (base 100 = 2005)

(Source: RCVIS)

•The number of fatalities increase from year to year.

•Nearly 90% of road traffic victims are motorcyclists, pedestrians and cyclists.

2005 2006 2007 2008 2009 2010 2011

Population Registerred vehicls Fatalities

1. Urban Public Transport (con’t)

• There is no common (/formal) urban public transport modes in the

major cities of Cambodia, except for Phnom Penh which just

introduced the city bus service in Feb 2014.

The intercity bus operated by the private sector is well developed

(except for the bus terminal) and competitive.

• A large number of private and para-transit modes are used. Para-transit

modes are used as public transport modes.

• Motorcycle taxi is the most common and fasted form of public

transport. It can be found virtually everywhere in town.

• The introduction of affordable and sustainable public transport is

essential for many core cities such as Phnom Penh and Siemreap.

Para-Transit and Public Transport in Phnom Penh

Cyclo Motodop ( Motorcycle taxi)

Moto-remorque

-Taxi-meter

- Single Unit Truck (at factory streets)

- City Bus Service (from Feb 2014)

2. City Bus Service

• Under the Project for Comprehensive Urban Transport Plan in Phnom

Penh, on Feb 5, 2014, Phnom Penh City Hall and JICA had launched

the one month/one line city bus operation along a major central road

as the public experiment.

• The service will be extended to more lines in the future. Phnom Penh

citizens now can enjoy this kind of formal public transport and can

compare with the existing para-transit modes.

• Most news printed that Phnom Penh residents are really interesting

and strongly support the public transportation plan, and they hope that

the project will be successful execution, that would reduce traffic jams

and traffic accident in the city.

2. City Bus Service (con’t)

Outline of the City Bus Operation:

• Operating hours: 5:30 – 20:30

• Operating interval: every 10 minutes for peak hour and 15 minutes for

others.

• Number of bus stop: 36

• Bus fleet: 10 buses (35 passenger capacity, one-door and air-

conditioned)

• Bus fare: flat fare of 1,500 Riels (0.37 USD)

• Bus route (see Figure)

Bus

A Bus Stop Bus Route and Bus Stops

Results of the Public Experiments of City Bus

• More than 40,000 people had taken the bus in 4 weeks and bus

capacity averaged between 60 and 70 percent.

• User feedback was overwhelmingly positive. More than 90% of bus

passenger highly appreciated the city bus service.

• Many young passengers use the city bus “because it is environment-

friendly”. This is an indication that young generations are aware of

environmental issues. (opinions results, Phnom Penh City Hall)

• Monthly bus passenger

Feb: 43,278 Apr: 27,264

May: 35,699 Jun: 36,717

3. Problems and Solutions

Currently, this bus service faces many challenges:

• Narrow street and congested networks

• Disordered and mixed traffic flow

• Unpredictable waiting times

• On-street (and on-sidewalk) parking

• Lack of facilities at bus stops

• Lack of accessible sidewalk facilities to bus stops

• Long tradition of on-street/on-sidewalk parking

• Long tradition of not like to walk

• Lack of traffic management

• Poor environmental condition for walking and waiting: hot, dusty, etc.

Strong competition with para-transit (route and time flexible, demand

responsive, door-to-door)

3. Problems and Solutions (con’t)

• Insufficient financial resources: Cambodia needs more than an

estimated US$13 billion in infrastructure works by 2020 (1.2 billion

per year, half for new projects and half for maintenance).

• Lack of policy and legal framework

• Lack of integrated and sustainable planning for transportation system

• Lack of maintenance: during the rainy season road conditions

deteriorate considerably.

• Poor management and lack of management techniques

• Lack of human capital and research institutions

3. Problems and Solutions (con’t)

Solutions:

Countermeasures for bus service should be:

1.Demand side management measures

•Management of private vehicle demand: congestion charging, parking

fee, etc.

•Management of para-transit modes with the enforcement of green

policy for green growth: moto-remorque should be banned, etc.

2.Supply side management measures (efficient bus service)

•Bus priority lane and integrated facilities (facilities for efficient non-

motorized transport)

•Exclusive bus lane (in the long-term can be convert into a higher

system)

3. Problems and Solutions (con’t)

• Science, technology and innovation

• Strong political will and commitment

• Participation

Thank You Very Much!