01 P.Penh-Hochi Minh Expressway Project

Corner Norodom Blvd/ Street 106, Phnom Penh

Royal Government of Cambodia

Ministry of Public Works and Transport

Road Asset Management Project

Component B7 – Consulting Services for Monitoring and Evaluation for Road Asset Management Project

RAMP Baseline Traffic and Road Users Survey

Report on National and Provincial Road

Version 2.0

September 2012

ADB Loan No. 2406-CAM (SF)/ AusAID Grant No. 1004-CAM

Road Asset Management Project

Component B7 – Consulting Services for Monitoring and Evaluation for Road Asset Management Project

Document Prepared by

J.L NARAYAN

International M&E Consultant RAMP, MPWT

Corner Norodom Blvd/ Street 106, Phnom Penh

Mobile Phone: +855 16 91 75 97, Fax: +855 23 72 45 95

Email: [email protected]

Document Control

Author(s) NARAYAN JAWAHAR LAL – InternationalConsultant

Contributors Project Team

Project Name RAMP Component B7

Consulting Services for Monitoring and Evaluation for Road Asset Management Project

Document Name Baseline Traffic and Road Users Survey Report on National and Provincial

Roads under Road Asset Management Project (RAMP)

Version 2.0 Issued on 16 September

2012 Comment

Final Report for RAMP Project Director

Review

General Release

Prepared by: Reviewed by: Authorized by:

NARAYAN JAWAHAR LAL KANG Phirith PHENG Sovicheano

International M&E Consultant Project Manager Project Director

Date:________________ Date:________________ Date:_______________

mailto:[email protected]

CONTENTS

Subject Page Number

Project Data............................................................................................................. i

Abbreviations............................................................................................................ ii

1. Chapter 1- Executive Summary...................................................................... 1

2. Chapter 2- Introduction................................................................................. 3

3. Chapter 3- Summary of Baseline Survey Report........................................... 8

4. Chapter 4- Baseline Survey Report of NR-1.................................................. 24

5. Chapter 5- Baseline Survey Report of NR-5................................................... 42

6. Chapter 6- Baseline Survey Report of NR-7................................................... 59

7. Chapter 7- Baseline Survey Report of NR 71................................................. 76



10. Chapter 10- Baseline Survey Report of NR- 2714............................................ 111

11. Chapter 11- Travel and Freight Costs in Cambodia......................................... 122

12. Chapter 12- Highway Capacity and Level of Service-Travel Time Survey....... 128

Appendices:

Appendix I- Forms used for Traffic Count, OD Survey, and Community Survey

Appendix II- Vehicle Category Description

Appendix III- Baseline Traffic Counts

III (a) NR 1- Lot 1, NR 1 – Lot 2

III (b) NR 5- Lot 1, NR 5 – Lot 2

III (c) NR 7- Lot 1, NR 7 – Lot 2

III (d) NR 71

III (e) NR 72

III (f) NR 73

III (g) NR 2714

Appendix IV- OD Survey Data/ Results

Appendix V- Community Survey Data/ Results

Appendix VI- 24 Hour Adjustment Factor Calculation

Appendix VII- Approved Survey Location

Chapter 1

Page 1

Chapter 1-Executive Summary

Baseline Traffic and Road users Survey Report

1- The Road Asset Management Project (RAMP) is being implemented by the Royal

Government of Cambodia through Ministry of Public Works and Transport (MPWT). The

project is being funded by ADB, AusAID, IDA and RGC. The objective is to ensure continued

effective use of the of the rehabilitated national and provincial road network in support of

the economic development in Cambodia. It will do so by improving the institutional and

technical capacity of the MPWT for road Maintenance planning, budgeting and operation by

expending and strengthening maintenance activities.

1.1- The component B7- Monitoring and Evaluation (M&E) is part of the capacity building,

which aims at making assessment of the RAMP in terms its impact on the economic

development, outcomes and outputs.

1.2- The Baseline Traffic Counts and Road Users Survey Report is one of the major

components of the M&E Baseline Report and provide direct measure to some of the benefit

indicators. This Report provides of the direct impact of the RAMP Project in terms of Traffic

Growth, Travel comfort, Saving in travel time, increase in income of transporters, businesses

and communities in the road neighbouring areas.

1.3- The Traffic Survey was organized by the M&E Consultant with the help of local experts.

The process of survey went through the following stages:

1. Design of the Survey Manual

2. Training of the Survey Teams and Staff of the MPWT

3. Full Pilot Survey with the Survey Team and Staff of the MPWT

4. Conducting of TC, OD, and Community Survey at designated locations

5. Data Preparation

6. Analysis of the Data

7. Final Baseline Survey Report

1.4- The entire process of Traffic Survey Starting from training to completion of traffic

survey and data preparation was completed between of 19th April 2012 to 5thMay 2012 (16

days). Data preparation and conversion to Excel forms was completed in 7 days.

1.5 Separate Surveys were conducted by M&E for collection of Passenger Fares and Freight

Charges in August 2012. Passenger fares were found to be lower in 2012 at constant prices

compared to those in 2008.

1.6 A separate survey was conducted in July 2012 to record travel time and nature of traffic

movement on the roads covered under RAMP. This was carried out to compare the saving in

travel time and classify the roads according to their capacity to carry traffic.

1.7 The report is structured into chapters to facilitate detailed analysis of traffic pattern and

mode of travel on each of the 7 National Road covered in the RAMP Project. The Report

Chapter 1

Page 2

analyses traffic, community and OD survey results of each section in full length. The

Chapter3 gives the overall summary. The main findings and conclusions are given in the

Chapter3. The relevant Appendices are attached to the Report for good referencing.

1.8- Conclusions

1.8.1- The assessment of the peak hour traffic on national roads under RAMP shows that

substantial portion of the traffic flows takes place during the peak hours from 7Am to 10Am

and 3 Pm to 5Pm. The peak hour traffic varies from 35 to 85% of the total traffic counts on

the national roads under RAMP.

1.8.2- The composition of traffic shows quite a variation on the national roads, passenger

traffic is generally prevalent during the peak hours. Peak hour traffic also constitutes large

numbers in the late evenings. Late night traffic movements are few and far between.

1.8.3- The community survey shows the qualitative aspect of the impact of the project on

the lives of the people consisting of various categories of Road users and road neighbours

compared to the level in 2008-9. The indicators such as: increase in income of the people in

four categories (agriculture, business, service provider, transporters), driving comfort,

savings in travel time, reduction in travel costs, etc are moving favourably in support of

benefits of the RAMP.

1.8.4- The indicators such as excess to transport, excess to market for sale of produce and

services, better availability of goods and services, education travel, etc. are speaking in

favour of improved road infrastructure provided by RAMP.

1.8.5- The OD survey results have also touched upon the indicators such as movement of

Commodities indicating economic growth, trip purpose, trip length, etc. indicate induced

economic impact of the improved roads as a result of the RAMP.

1.8.6- The occupancy survey results of transport vehicles show fairly large movement of

people for business and commerce. This is also an indicator of the response to improved

road infrastructure development which in turn result in the increase of GDP growth.

1.8.7- Passenger fares of large buses at constant prices are lower than those prevailing

2008. Bus operators have informed that improved road infrastructure has helped them to

save on travel time, maintenance and fuel. Mini bus fares are competitive between the

destinations. Freight charges have increased over those in 2008 as volume of freight traffic

is still low.

1.8.8- There is a remarkable improvement in the travel time on the roads maintained under

RAMP. There is a saving of 21% on travel time on AWP1.1 and 17.5% on AWP1.2. Analysis of

travel movement of the vehicles on national roads under RAMP show that NR5-1, NR7,

NR11, NR71, NR72, NR2714 fall in class E and NR1, NR5-2, NR73 fall in class D.

Chapter 2

Page 3

Chapter 2-Introduction

2.1- All the National Road included in the study is open to unrestricted traffic. The evolution

the input of the RAMP project is very much dependent on the accuracy of the estimates of

the base year traffic (April- May 2012) level. Considerable effort was therefore made to

determine traffic levels accurately on each road.

2.2- 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 season variations are taken into account the term Annual Average Daily Traffic

(AADT) is used.

2.3- Manual clarified traffic counts identifying different vehicles type were carried out on all identified projects at 10 locations over 14hour period from 7 Am to 6 PM and 8 PM to 11 PM. The traffic was recorded for each hour separately. There is evidence that daily variations on Highways are not significant; therefore some counts were also made on Saturday and Sunday.

2.4- The locations of the sites were chosen as point where traffic levels were believed to be typical of the whole road as section of the road being covered by the counts. The OD survey sites were located in the market areas where vehicles usually stop for taking/dropping passengers, taking fuel, or taking meal/ drink or for commercial work. Similarly for community surveys, the target groups were chosen in the market areas and nearby villages in the road neighbourhood.

Vehicle Types:

2.5- A more extensive vehicle classification system used for other studies was adopted to enable the characteristic of the vehicle types. The vehicle categories identified in the counts are given in the Appendix II.

2.6-B7 – Monitoring and evaluation (M & E) of project outcomes (AusAID - US$0.15 million).

2.6.1-This sub-component will be financed and monitored by AusAID. Monitoring and evaluation is an integral part of good project management practice. It assists the project engineer and the project director to assess the health of the project and make corrective measures, and enables them to deliver the intended outcomes to quality, within time and within budget.

2.6.2-The sub- component will include:

(a) Reviewing current monitoring, evaluation and reporting practices in MPWT, comparison against best practices and identification of gaps. Development of an implementation plan;

(b) Developing within MPWT a permanent capacity to undertake monitoring and evaluation (M & E) of project outcomes;

Chapter 2

Page 4

(c) Designing of the monitoring program and the organizational arrangements required to undertake the baseline and initial project monitoring data collection and analysis quality management for later years; and

(d) Developing and implementing progressive annual reporting processes and reportingframework of the condition of the entire road network categorized by road categories.

RAMP Impact and Outcomes

2.7-The Project will assist in preserving the rehabilitated and maintainable national road network until adequate RGC funds become available for their upkeep. The impact will be the preservation of the MPWT roads so that they can continue to support economic development. The Project will contribute to the long-term sustainability of the MPWT by establishing a consistent and prioritized road management system that will distribute future road maintenance allocations more effectively, thus cultivating a road asset management culture within the sector.

2.8-The main purpose of the M &E technical assistance (TA) funded by AusAID is to assist MPWT in the monitoring and evaluation (M & E) of the impacts, outcomes and outputs of the project and develop permanent capacity within MPWT to undertake M&E.

2.9- The network of the Roads covered under RAMP projects are depicted in the geographical map in the Figure 1.1.

Chapter 2

Page 5

Location Map for Each Road under RAMP

Figure 1.1

Passenger Car Units

2.10- The various vehicle types having different sizes and characteristics are converted into a standard unit called Passenger Car Unit (PCU). Passenger car equivalents for various vehicles are adopted based on international practices. These factor are established on the basis of the space occupied, capacity, attain allowed travel speed, tonage vehicle can carry, number of axles particularly for trucks, motorised and non motorised etc.The Passenger Car Unit Values (PCU) used are presented in Table 2.1.1.

Table 2.1.1

PCU Factors Adopted for the Study (IRC: 64-1990)

Fast Vehicles Slow Vehicles

Vehicle Group PCU Factor Vehicle Group PCU Factor

Car, Jeep, Van and Taxi 1.0 Bicycle 0.5

Auto TukTuk / Picup/Tempo 1.0 Cycle Rickshaw 2.0

2 Wheelers( Mobike/

Scooters) 0.5 Animal Drawn 6.0

Chapter 2

Page 6

Fast Vehicles Slow Vehicles

Vehicle Group PCU Factor Vehicle Group PCU Factor

Mini Bus 1.5

Hand Cart 3.0

Standard Bus 3.0

Light Goods Vehicle (LGV)

(koyun/Etan) 1.5

2 – Axle Truck 3.0

3 – Axle Truck 3.0

Multi Axle Truck (from 4, ..) 4.5

Agriculture Tractor 1.5

Agriculture Tractor & Trailer 4.5

ESTIMATES OF BASE YEAR TRAFFIC 2.10- A number of adjustments were made to survey data to estimate the 2012 traffic flows on the Study Roads in terms of annual average daily traffic (AADT) to serve as the base year traffic figures. 24 HOUR ADJUSTMENT 2.11- The counts were for 14 hours and estimates of night-time traffic were required to adjust the results to a 24 hour basis. The ratio to adjust a count of lessthan 24 hours to an ADT basis is normally higher for inter-urban roads than on ruralroads, and on high traffic roads compared with low traffic roads. The process calculation of the adjust factor for national roads is given in AppendixVI. 24 hour Adjustment factor of 1.16 has been applied in this survey report. DAILY TRAFFIC VARIATION

2.12. Traffic counts are often carried out over a continuous period of seven days.The reason

for this is that daily traffic levels often vary in a regular pattern, reflectingthe distribution of

activities relating to work, trading and recreation over a week.When this occurs, extending

traffic counting periods progressively towards sevendays results in increasing levels of

accuracy of an estimate of ADT as more of thedaily peaks and lows are included in the count

period. In this study the emphasis isto create base line to evaluate impact on traffic as a

result of improved roads, which can be compared with the counts next year at the same

locations so seven day count is not necessary.

Seasonal factor -Annual Average Daily Traffic (AADT)

2.13 The Annual Average Daily Traffic (AADT) is calculated by multiplying ADT with a

seasonality factor. Seasonal variation factors by vehicle types are required to account for

variations in the pattern of traffic volume on the sections of project road over different

Chapter 2

Page 7

months or seasons of the year. There are various methods of determining the seasonality

factor. The most direct method is using the past traffic counts, if traffic surveys are carried

out round the year. But in Cambodia, round the year counts are seldom carried out for any

road. Continuous automatic counting carried out on National roads does show a seasonal

pattern; with peak traffic in January/ February and low traffic in August/September. There is

some effect of rain and flooding. These factors show that traffic levels are usually below the

AADT during the period July to November, with lowest traffic levels in August. Since the

traffic counts were carried out in April-May 2012, when there is no impact of the seasonal

factors, therefore the traffic counts are very close to AADT. Hence there is no need to apply

seasonal factor. This is only for creating baseline data for comparison with the count in the

same period in 2013 to know the impact of the RAMP.

Chapter 3

Page 8

Chapter 3 – Summary of Baseline Survey Report

TRAFFIC DATA ANALYSIS

3. Analysis of Traffic Volume Count

3.1- Data collected from the site was fed to the computer and compiled for the base year (2012). The various vehicle types having different sizes and characteristics were converted into a standard unit called Passenger Car Unit (PCU). Passenger car equivalents for various vehicles are adopted based on international practices. The Passenger Car Unit Values (PCU) used are presented in Table 2.1.1.

3.1.1- Traffic volume count data at each location was counted on hourly basis on both sides of the road to determine Average Daily Traffic (ADT). Traffic volume count data and summary sheets for various locations are presented in Appendix III. The location wise ADT in vehicles and PCUs are presented in the Table 3.1.2 below.

14 Hour Average Daily Traffic (ADT)

3.2- The average daily traffic was computed for various locations where the mid-block

volume count survey was done. Daily traffic volumes were added together for both sides of

the road to find the Average Daily Traffic (ADT). Further, the ADT was also converted to

PCUs using the conversion factors given in Table 2.1.1 Location wise and mode wise ADT

values are given in Table 3.1.4 below. Also the peak hour and peak hour proportion of total

daily traffic over average 14-hour volume count was identified and is given in Table 3.1.1.

Table 3.1.1:14 hour Traffic Count

Station

ID No.

Chainage

(km)

Location of

Survey

ADT

Peak Hour

Flows, 7-

10am & 4-

6Pm

Peak Hour

proportion

in daily

Vehicle

Vol.

Peak Hour

proportion

in daily

PCU Vol. Vehi. PCUs Vehi. PCUs

NR 1-

Lot1

PK:

88.266

Kampong

Trabaek 4948 5048 2346 2274 47.4% 45.0%

NR 1-

Lot2

PK:

135.650

Prasot High

School SVAY

Teap Dist.

Centre

5364 4380.5 2760 2162.5 51.5% 49.4%

NR 5-

Lot1

PM

52+200

Near Kampong

Tralach Market 10253 9837 6023 5203 58.7% 52.9%

NR 5-

Lot 2 PK 124

Punlai,

Kampong

Chahnang

5796 5958 3283 2951.5 56.6% 49.5%

NR 7 –

Lot 1

PK:

131.500

Pratheat,

TboungKhmum 10585 10011 5025 4637 47.5% 46.3%

NR 7-

Lot 2

PK:

179.530

Pratheat,

TboungKhmum 5109 6172 2303 2673.5 45.1% 43.3%

Chapter 3

Page 9

Station

ID No.

Chainage

(km)

Location of

Survey

ADT

Peak Hour

Flows, 7- 10am

& 4-6Pm

Peak Hour

proportion

in daily

Vehicle Vol.

Peak Hour

proportion

in daily PCU

Vol. Vehi. PCUs Vehi. PCUs

NR 71 PK 119 1 Km from

Boskor Market 4082 3727 1903 1643.5 46.6% 44.1%

NR 72 PK

192.900

Infront of

Grand Hotel &

Casino

3484 3404.5 1442 1334 41.4% 39.2%

NR 73 PK 167

At Bunty TV

shop, 1 km

from Dombae

Round about (

south)

4631 3869.5 2226 1715.5 48.1% 44.3%

NR

2714 PK 108

Near SPEU

Market 3190 2227 1544 1025 48.4% 46.0%

Peak Hour Traffic in 14 hour count

3.3- The analysis of the traffic flows on the 7 national road shows that peak hour

movements varies from 41.40% to 58.7% in actual 14 hour counts and in terms of PCUs

39.2% to 52.9%. Lower PCU percentage means that traffic counts constitute higher no of

motor cycles and passenger vehicles compared to heavy trucks and commercial vehicles.

52.9 % of PCUs in case of NR5-1 shows higher movement of trucks.

24 Hour Adjusted Average Daily Traffic

3.4- The traffic count of 14 hours has been adjusted by multiplying the total count of 14

hours by the adjustment factor of 1.16 (calculated on the basis of the calculations in the

Appendix VI).

Table 3.1.2: 24 hour Adjusted Average Daily Traffic

Station

ID No.

Chainage

(km)

Location of

Survey

ADT

Peak Hour

Flows, 7- 10am

& 3-5Pm

Peak Hour

proportion

in daily

Vehicle Vol.

Peak Hour

proportion

in daily


NR 1-

Lot1 PK 88.266

Kampong

Trabaek 5740 5856 2346 2274 40.9% 38.8%

NR 1-

Lot2

PK135.650

Prasot High

School SVAY

Teap Dist.

Centre

6222 5081 2760 2162.5 44.4% 42.6%

NR 5-

Lot1

KM

52+200

Near Kampong

Tralach Market 11894 11411 6023 5203 50.6% 45.6%

NR 5-

Lot 2 PK 124

Punlai,

Kampong

Chahnang

6723 6911 3283 2951.5 48.8% 42.7%

Chapter 3

Page 10

Station

ID No.

Chainage

(km)

Location of

Survey

ADT

Peak Hour

Flows, 7- 10am

& 3-5Pm

Peak Hour

proportion

in daily

Vehicle Vol.

Peak Hour

proportion

in daily


NR 7 –

Lot 1 131.500

Pratheat,

TboungKhmum 12279 11613 5025 4637 40.9% 39.9%

NR 7-

Lot 2 179.530

Pratheat,

TboungKhmum 5926 7160 2303 2673.5 38.9% 37.3%

NR 71 PK 119 1 Km from

Boskor Market 4735 4323 1903 1643.5 40.2% 38.0%

NR 72 PK

192.900

Infront of Grand

Hotel & Casino 4041 3949 1442 1334 35.7% 33.8%

NR 73 PK 167

At Bunty TV

shop, 1 km from

Dombae Round

about ( south)

5372 4489 2226 1715.5 41.4% 38.2%

NR

2714 PK 108

Near SPEU

Market 3700 2583 1544 1025 41.7% 39.7%


3.5- The analysis of the traffic flows on the 7 national road shows that peak hour movements varies

from 35.7% to 50.6% in 24 hour counts and in terms of PCUs 33.8% to 45.6%. Lower PCU percentage

means that traffic counts constitute higher number of motor cycles and passenger vehicles

compared to heavy trucks and commercial vehicles. 45.6 % of PCUs in case of NR.5-1 shows higher

movement of trucks.

Seasonal factor -Annual Average Daily Traffic (AADT)

3.6- Since the traffic counts were carried out in April-May 2012, when there is no impact of the

seasonal factors, therefore the traffic counts are very close to AADT. Hence there is no need to apply

seasonal factor. This is particularly relevant as this survey and analysis is only for creating baseline

data for comparison with the counts in the same period in 2013 to know the impact of the RAMP

project.

Overall Composition of Traffic

3.7- The composition of traffic in 24 hour adjusted counts for various modes was worked out from

the traffic volume count data. Along the project stretches the share of passenger traffic varies from

53.9% on NR7-2 to 79.4% NR 1-2, whereas goods traffic varies from 20.6 % on NR 1-2to 46.1 % on NR

7-2.Share of 2/3 axle truck is varying from 4.7 % (NR1-Lot2)to 31.6 % (On NR7-2) of total traffic.

Along the project stretch it can be observed that share of two wheelers traffic mainly motor cycle

alone varies from 16.8%(NR7-2) to59.6% (NR.2714). The share of car and jeep/van varies from 9.3%

(NR 2714) to 23.6% (NR5-1) of total traffic along the project RAMP roads.

Chapter 3

Page 11

TABLE 3.1.3: Composition of Traffic 14 Hour PCUs M

CC

-9 NR 73-

PK 167

At Bunty TV

shop, 1 km

from

Dombae

Round

about (

south)

1586 67 253 157 251 610 54 108 18 153 267 113 201 32 1 3870

41.0% 1.7

%

6.5

%

4.1

% 6.5% 15.8%

1.4

%

2.8

%

0.5

% 4.0% 6.9%

2.9

%

5.2

%

0.8

%

0.0

%

Stat

ion

No

.

Ch

ain

age

(km

)

Loca

tio

n o

f Su

rve

y

Mo

tor

Cyc

le

Thre

e W

he

ele

r/Tu

kTu

k

Car

Min

i Bu

s

Bu

s

LGV

(Ko

un

/ Es

tan

) sm

all

LGV

(Ko

un

/ Es

tan

) la

rge

Truck

Tota

l

Jee

p/4

wd

Pic

up

2 A

xle

lig

ht

3 A

xle

Me

diu

m

3ax

le h

eav

y

Mu

lti a

xle

4 r

igid

Mu

lti-

axle

tra

ilers

5

Mu

lti-

axle

tra

iler

he

avy

6

MC

C-1

NR 1-

Lot1 Pk

88.206

Kampong

Trabaek

1436 79 434 252 127 810.5 449 77 62 88.5 326 117 436 348 6.5

5048 28.4

%

1.6

%

8.6

%

5.0

% 2.5%

16.1

%

8.9

%

1.5

%

1.2

% 1.8% 6.5%

2.3

%

8.6

%

6.9

%

0.1

%

MC

C-2

NR 1-

Lot2

PK135.

650

Prasot High

School

SVAY Teap

Dist. Centre

1959 160 363 185 101 232.5 477 134 45 60 105 42 171 342 4.5

4381 44.7

%

3.7

%

8.3

%

4.2

% 2.3% 5.3%

10.

9%

3.0

%

1.0

% 1.4% 2.4%

1.0

%

3.9

%

7.8

%

0.1

%

MC

C-3

NR 5-

Lot1

PK52+

200

Near

Kampong

Tralach

Market

2893 327 133

9 471 507 903 747 54 198 336 864 240 234 491 234

9837

29.4% 3.3

%

13.

6%

4.8

% 5.2% 9.2%

7.6

%

0.5

%

2.0

% 3.4% 8.8%

2.4

%

2.4

%

5.0

%

2.4

%

MC

C-4

NR5 –

Lot 2

PK

131.50

0

Punlai,

Kampong

Chahnang

1651 83 608 281 397 441 681 61.5 81 100.5 645 195 198 531 4.5

5958

27.7% 1.4

%

10.

2%

4.7

% 6.7% 7.4%

11.4

%

1.0

%

1.4

% 1.7% 10.8%

3.3

%

3.3

%

8.9

%

0.1

%

MC

C-5

NR 7 –

Lot 1

PK31.5

00

Pratheat,

TboungKh

mum

2950 472 890 530 611 1561 195 86 58 703 841 359 350 347 59.5

10011 29.5%

4.7

%

8.9

%

5.3

% 6.1% 15.6%

1.9

%

0.9

%

0.6

% 7.0% 8.4%

3.6

%

3.5

%

3.5

%

0.6

%

MC

C-6

NR 7-

Lot 2-

PK

179.53

0

Pratheat,

TboungKh

mum

1039 132 496 241 405 933 81 48 32 541 1071 338 635 156 24.5

6172

16.8% 2.1

%

8.0

%

3.9

% 6.6% 15.1%

1.3

%

0.8

%

0.5

% 8.8% 17.4%

5.5

%

10.3

%

2.5

%

0.4

%

MC

C-7

NR 71

PK 119

1 Km from

Boskor

Market

1349 87 210 177 150 406.5 71 56.5 42 203 361 260 246 100 9 3727

36.2% 2.3

%

5.6

%

4.7

% 4.0% 10.9%

1.9

%

1.5

%

1.1

% 5.4% 9.7%

7.0

%

6.6

%

2.7

%

0.2

%

MC

C-8

NR 72-

PK

192.90

0

Infront of

Grand

Hotel &

Casino

1187 129 277 179 100 107 30 137 42 38 326 182 411 229 31.5 3405

34.9% 3.8

%

8.1

%

5.3

% 2.9% 3.1%

0.9

%

4.0

%

1.2

% 1.1% 9.6%

5.3

%

12.1

%

6.7

%

0.9

%

Chapter 3

Page 12

Stat

ion

No

.

Ch

ain

age

(km

)

Loca

tio

n o

f Su

rve

y

Mo

tor

Cyc

le

Thre

e W

he

ele

r/Tu

kTu

k

Car

Jee

p/4

wd

Pic

up

Min

i Bu

s

Bu

s

LGV

(Ko

un

/ Es

tan

) sm

all

LGV

(Ko

un

/ Es

tan

) la

rge

Truck

Tota

l

2 A

xle

lig

ht

3 A

xle

Me

diu

m

3ax

le h

eav

y

Mu

lti a

xle

4 r

igid

Mu

lti-

axle

tra

ilers

5

Mu

lti-

axle

tra

iler

he

avy

6

MC

C-1

0 NR

2714-

PK 108

Near SPEU

Market

1327 84 83 37 87 133 6 62 60 60.5 134 70 84 0 0

2227 59.6

%

3.8

%

3.7

%

1.7

% 3.9% 6.0%

0.3

%

2.8

%

2.7

% 2.7% 6.0%

3.1

%

3.8

%

0.0

%

0.0

%

Table 3.1.4:24 Hour Adjusted Composition of Traffic PCUs

Stat

ion

No

.

Ch

ain

age

(km

)

Loca

tio

n o

f Su

rve

y

Mo

tor

Cyc

le

Thre

e W

he

ele

r/Tu

kTu

k

Car

Min

i Bu

s

Bu

s

LGV

(Ko

un

/ Es

tan

) sm

all

LGV

(Ko

un

/ Es

tan

) la

rge

Truck

Tota

l

Jee

p/4

wd

Pic

kup

2 A

xle

lig

ht

3 A

xle

Me

diu

m

3ax

le h

eav

y

Mu

lti a

xle

4 r

igid

Mu

lti-

axle

tra

ilers

5

Mu

lti-

axle

tra

iler

he

avy

6

MC

C-1

NR 1-

Lot1 Pk

88.206

Kampong

Trabaek

1,666 92 503 292. 147 940.2 521 89.3 71 103 378 136 506 404 7.5 5,856

28.4% 1.6

%

8.6

%

5.0

%

2.5

% 16.1%

8.9

% 1.5%

1.2

%

1.8

%

6.5

%

2.3

%

8.6

%

6.9

%

0.1

%

100.0

%

MC

C-2

NR 1-

Lot2

PK135.

650

Prasot High

School

SVAY Teap

Dist. Centre

2,272 186 421 215 117 270 553 155 52 70 122 49 198 397 5 5,081

44.7% 3.7

%

8.3

%

4.2

%

2.3

% 5.3%

10.

9% 3.0%

1.0

%

1.4

%

2.4

%

1.0

%

3.9

%

7.8

%

0.1

%

100.0

%

MC

C-3

NR 5-

Lot1K

M

52+200

Near

Kampong

Tralach

Market

3,35

5

37

9

1,5

53

54

6

58

8

1,04

7

86

7 63

23

0

39

0

1,0

02

27

8

27

1

56

9

27

1

11,4

11

29.4

%

3.3

%

13.

6%

4.8

%

5.2

% 9.2%

7.6

% 0.5%

2.0

%

3.4

%

8.8

%

2.4

%

2.4

%

5.0

%

2.4

%

100.

0%

MC

C-4

NR5 –

Lot2PK

131.50

0

Punlai,

Kampong

Chahnang

1,91

5 96

70

5

32

6

46

1 512

79

0 71 94

11

7

74

8

22

6

23

0

61

6 5

6,91

1

27.7

%

1.4

%

10.

2%

4.7

%

6.7

% 7.4%

11.

4% 1.0%

1.4

%

1.7

%

10.

8%

3.3

%

3.3

%

8.9

%

0.1

%

100.

0%

MC

C-5

NR 7 –

Lot 1

PK131.

500

Pratheat,

TboungKh

mum

3,42

1

54

8

1,0

32

61

5

70

9

1,81

0

22

6 100 67

81

5

97

6

41

6

40

6

40

3 69

11,6

13

29.5

%

4.7

%

8.9

%

5.3

%

6.1

%

15.6

%

1.9

% 0.9%

0.6

%

7.0

%

8.4

%

3.6

%

3.5

%

3.5

%

0.6

%

100.

0%

MC

C-6

NR 7-

Lot 2-

PK

179.53

0

Pratheat,

TboungKh

mum

1,20

5

15

3

57

5

28

0

47

0

1,08

2 94 56 37

62

8

1,2

42

39

2

73

7

18

1 28

7,16

0

16.8

%

2.1

%

8.0

%

3.9

%

6.6

%

15.1

%

1.3

% 0.8%

0.5

%

8.8

%

17.

4%

5.5

%

10.

3%

2.5

%

0.4

%

100.

0%

Chapter 3

Page 13

MC

C-7

NR 71

PK 119

1 Km from

Boskor

Market

1,56

4

10

1

24

4

20

5

17

4 472 82 66 48

23

5

41

9

30

2

28

5

11

6 10

4,32

3

36.2

%

2.3

%

5.6

%

4.7

%

4.0

%

10.9

%

1.9

% 1.5%

1.1

%

5.4

%

9.7

%

7.0

%

6.6

%

2.7

%

0.2

%

100.

0%

MC

C-8

NR 72-

PK

192.90

0

Infront of

Grand

Hotel &

Casino

1377 150 321 208 116 124 35 158 49 45 378 211 476 266 37 3951

34.8

5%

3.8

0%

8.1

2%

5.2

6%

2.9

4%

3.14

%

0.8

9%

4.00

%

1.2

4%

1.1

4%

9.5

7%

5.3

4%

12.

05

%

6.7

3%

0.9

4%

MC

C-9

NR 73-

PK 167

At Bunty TV

shop, 1 km

from

Dombae

Round

about (

south)

1840 78 293 182 291 708 63 125 20 178 310 131 233 37 1 4490

40.9

8%

1.7

4%

6.5

3%

4.0

5%

6.4

8%

15.7

7%

1.4

0%

2.78

%

0.4

5%

3.9

6%

6.9

0%

2.9

2%

5.1

9%

0.8

2%

0.0

2%

MC

C-1

0

NR

2714-

PK 108

Near SPEU

Market

1539 97 96 43 101 154 7 72 69 70 155 81 97 0 0 2581

59.6

3%

3.7

6%

3.7

2%

1.6

7%

3.9

1%

5.97

%

0.2

7%

2.79

%

2.6

7%

2.7

1%

6.0

1%

3.1

4%

3.7

6%

0.0

0%

0.0

0%

Hourly Variation of Traffic

3.8-Traffic volume count was conducted in both directions simultaneously, for 14 hours and

converted to PCUs. The hourly count was compiled by adding traffic counts of both sides to get the

hourly variation of traffic for each survey location. The summary of hourly movements on 10

locations on 7 National Roads is given in the Table 3.1.5 the 7 roods the graph showing hourly

variation for each location is given in Fig 3.1.1). Peak hour traffic for all the locations from 7am to 10

am and 3pm to 5pm is found to be between 39.2% to 52.9% of the actual 14 hour PCU counts of

ADT, and in 24 hour adjusted PCUs. The trend of variation is quite normal for intercity roads because

of high percentage of regional traffic movement of freight traffic on the road. This results in traffic

flows to be uniformly distributed over the main 16-20 hours of the day.

Stat

ion

No

.

Ch

ain

age

(km

)

Loca

tio

n o

f Su

rve

y

Mo

tor

Cyc

le

Thre

e W

he

ele

r/Tu

kTu

k

Car

Jee

p/4

wd

Pic

kup

Min

i Bu

s

Bu

s

LGV

(Ko

un

/ Es

tan

) sm

all

LGV

(Ko

un

/ Es

tan

) la

rge

Truck

Tota

l

2 A

xle

lig

ht

3 A

xle

Me

diu

m

3ax

le h

eav

y

Mu

lti a

xle

4 r

igid

Mu

lti-

axle

tra

ilers

5

Mu

lti-

axle

tra

iler

he

avy

6

Chapter 3

Page 14

TABLE 3.1.5: SUMMARY OF HOURLY COUNTS (PCUs)

Road No. NR.5-1 NR.5-2 NR.1-1 NR.1-2 NR.7-1 NR.7-2 NR.71 NR.72 NR.73 NR.2714

Location of TC

Kampong

Trach Punlai

Kampong

Trabec

Svay Teap

Tbong Khmo

m

Pro Thead

Bos Khnor

Tropeng

Phlong

Dambae

Speu

Time Total TC

Both side

Total TC

Both side

Total TC

Both side

Total TC

Both side

Total TC

Both side

Total TC Both side

Total TC

Both side

Total TC

Both side

Total TC

Both side

Total TC Both side

6h to 7h 391.2 216.6 166.6 216.8 352.8 231.6

139.6 112.4 146.2 104.4

7h to 8h 978 541.5 416.5 542 882 579

349 281 365.5 261

8h to 9h 1137 506 530.5 473.5 1053.5 568.5

379 195 368.5 204.5

9h to 10h 909.5 627.5 552.5 393 977.5 653

379.5 236.5 347.5 224

10h to 11h 913 460 487.5 373 805 499.5

409.5 283 359 196

11h to 12h 789 463 438.5 299.5 816.5 702

213.5 277.5 356 151.5

12h to 13h 754.5 489.5 361.5 344 847 363

282 356.5 326 182

13h to 14h 703.5 452 423.5 276 811.5 717

272 319 351.5 192.5

14h to 15h 755.5 471 403 256 879.5 481

321 241.5 311.5 212

15h to 16h 726.5 424.5 454 280 712.5 503

346.5 327 293 146

16h to 17h 734.5 435 391.5 346.5 904 460

341 340.5 319.5 157.5

17h to 18h 717.5 417 383 407.5 820 413

195 281 314.5 178

Total (A) 9509.7 5503.6 5008.6 3991 9509 9862 3488 3138.5 3712.5 2105

20h to 21h 393.5 251 90 178.5 242 97

138 144 98 66

21h to 22h 187.5 230 68 104.5 164 78

67 60 43 32

22h to 23h 137.5 190 48 106.5 96 58

34 62 16 24

Total (B) 718.5 671 206 389.5 502 233 239 266 157 122

Total (A) 9509.7 5503.6 5008.6 3991 9509 9862 3488 3138.5 3712.5 2105

Grand Total

10228.2 6174.6 5214.6 4381 10011 10095 3727 3404.5 3869.5 2227

Chapter 3

Page 15

Fig 3.1.1

Overall Result of the Community Survey

3.9-The community survey questionnaire was designed to obtain information on the benefits of the

rehabilitated national roads was structured in to 10 questions. Question 1 &2 basically cover the

details of the respondents whereas questions 3 to10 are directly related to the qualitative benefits

enjoyed by the road users and road neighbours. These questions provide multiple choices. The

responses the community from the 40 samples, 10 each in 4 categories are summarised in the table

below:

0

100

200

300

400

500

600

700

800

900

1000

1100

1200

6h

to

7h

7h

to

8h

8h

to

9h

9h

to

10

h

10

h t

o 1

1h

11

h t

o 1

2h

12

h t

o 1

3h

13

h t

o 1

4h

14

h t

o 1

5h

15

h t

o 1

6h

16

h t

o 1

7h

17

h t

o 1

8h

20

h t

o 2

1h

21

h t

o 2

2h

22

h t

o 2

3h

Axi

s Ti

tle

Axis Title

NR.5-1

NR.5-2

NR.1-1

NR.1-2

NR.7-1

NR.7-2

NR.71

NR.72

NR.73

PR.2714

SUMMARY OF TRAFFIC COUNT OF RAMP (PCUs)

NR.( 1-1, 1-2, 5-1, 5-2, 7-1, 7-2, 71, 72, 73, 2714 )

Chapter 3

Page 16

Table 3.1.6: SUMMARY OF COMMUNITY DATA SURVEY

No. Question


Location Kampong

Trach Punlai

Kampong Trabec

Svay Teap

Tbong Khmom

Pres Theat

Bos Khnor

Trapeng Thlong

Dambae Speu

3 In the family

Member in family

M 88 85 57 61 77 55 71 61 86 101

F 98 99 69 74 102 68 66 74 78 99

No. of Children

M 51 58 34 30 67 41 50 30 45 70

F 54 63 50 35 95 36 57 23 44 70

4 Vehicle ownership Motorbike 23 28 32 35 24 23 21 19 33 27

Car 7 3 1 1 8 5 3 2 2 3

Scooter 0 4 1 0 6 0 16 1 0 11

Lorry / Etan 1 1 0 0 1 1 1 6 2 0

Others, (bicycle)

11 17 13 15 0 20 0 14 21 0

Km/mon. 8620 14820 4650 3900 11050 6900 7560 8940 5870 8940

5 Use of Public/Private Transport

Bus 6 2 38 1 3 6 10 10 1 1

Car 33 38 2 30 14 28 12 25 19 32

Others ( Motor taxi,

3 0 38 0 5 12 1 7 37 3

6 Main Occupation of family

Agriculture 9 7 8 6 11 18 15 17 14 10

Service 15 20 21 22 16 7 13 13 19 16

Business 16 13 11 12 13 15 12 10 7 13

7 Family income (Monthly) USD/Riels

Minimum $ 50 $ 50 $ 50 $ 50 $ 75 $ 50 $ 120 $ 50 $ 100 $ 100

Maximum $ 5,000 $ 2,250 $ 1,625 $ 2,250 $ 3,000 $ 2,250 $ 5,000 $ 5,750 $ 750 $ 7,000

Average $ 725 $ 408 $ 319 $ 443 $ 365 $ 996 $ 748 $ 232 $ 689

Chapter 3

Page 17

No. Question


Location Kampong

Trach Punlai

Kampong Trabec

Svay Teap

Tbong Khmom

Pres Theat

Bos Khnor

Trapeng Thlong

Dambae Speu

8 Benefit of the road project

Quality Travel

(comfort level)

Excellent 12 1 3 0 6 11 0 12 2 1

very Good 19 21 33 35 30 21 36 17 27 30

Good 7 18 4 5 4 5 3 11 11 9

Poor 2 0 0 0 0 3 1 0 0 0

Saving in transportati

on cost

compared to 2008

Lower 18 45% 33 83% 30 75% 37 93% 11 28%

15 38% 5 13% 17 43% 29 73%

5 13%

Some what lower

17 43% 7 18% 10 25% 3 8% 14 35%

10 25% 1 3% 14 35% 10 25%

13 33%

No Change 5 13% 0 0% 0 0% 0 0% 2 5% 1 3% 5 13% 9 23% 1 3% 8 20%

Over 0 0% 0 0% 0% 0 0% 13 33%

14 35% 29 73% 0 0% 0 0% 14 35%

Excess to public

transport compared to

2008

Better 34 40 40 40 21 31 1 28 33 32

Some what better

2 0 0 0 18 6 38 10 7 7

No Change 4 0 0 0 1 3 1 2 0 1

9 Travel of school

children by

Distance (km)

Minimum 0.01 0.1 0.02 0.2 0.4 0.3 0.3 0.2 0.25 0.14

Maximum 17 5 2 20 18 6 10 5 3 6

Mean 1.7 0.5 0.7 1.3 2.5 1.7 2.47 0.78 0.93 1

By Walk Percentage 23.10% 24.00% 11.50% 27.60% 6.50% 4.00% 11.50% 16.00% 3.30% 17.20%

By Personal vehicle

including bicycle

Yes 64.10% 76.00% 88.50% 62.10% 74.10% 88.00% 88.50% 84.00% 96.70% 79.40%

By Bus Yes 2.60% 0.00% 0.00% 3.40% 6.50% 4.00% 0.00% 0.00% 0.00% 0.00%

By Others Yes 10.20% 0.00% 0.00% 6.90% 12.90% 4.00% 0.00% 0.00% 0.00% 3.40%

Chapter 3

Page 18

No. Question


Location Kampong

Trach Punlai

Kampong Trabec

Svay Teap

Tbong Khmom

Pres Theat

Bos Khnor

Trapeng Thlong

Dambae Speu

10 How road project

benefited your family business?

Availability of goods

in the market

Better 39 39 39 39 40 40 39 40 40 31

Somewhat better

1 1 1 1 0 0 1 0 0 9

Easy to carry goods

for sale in the market

Better 37 39 39 40 40 40 39 39 39 36

Somewhat better

3 1 1 0 0 0 1 1 1 4

Easy excess to market

Better 37 39 39 40 40 40 39 40 39 33

Somewhat better

3 1 1 0 0 0 1 0 1 7

Chapter 3

Page 19

Response to Vehicle ownership and Km Travel

3.9.1- Each of the target groups interviewed show that on an average every family had one

motorised vehicle (motor cycle or car, scooter, lorry or Etan) and large number of them had bicycles

as an alternate. 40 samples interviewed show extensive total travel of 3900Kms to 14820 kms per

month. The average travel at the individual level is of the order of 98 kms.

Use of Public and Private Transport

3.9.2- In the sample 40, it has been observed that at least 1-2 Kms of distance is usually covered by

using public/private transport, which shows niche demand for local transporters. This shows that

private transporters are making good margin in transport business.

Main occupation of Road Neighbours

3.9.3- It has been observed that nearly 20% of the population in the road neighbouring areas at the

study locations were in agriculture, about 40% in business and balance 40% in service (as an

employee or running service centres, repairs of vehicles., petrol pumps etc.).

Family Income

3.9.4- Most of the respondents reported increase income in their income levels compared to level in

2008-9. The average monthly income of neighbouring families is reported to be in the range US$232

to US$996 at different national roads. However, it varies from a minimum of US$50 to a maximum of

US$7000 per month.

Benefit of the Road Rehabilitation Project

Quality of Travel

3.9.5.1- 5 % of the people rated quality of travel as excellent, %have rated quality of travel as very

good , % have rated good, and only % have rated poor. Poor rating by some respondents are

obvious as the rehabilitation work is still in progress in some sections of the on-going projects.

Saving in Transportation Cost

3.9.5.2- compared to the travel costs in 2008-9, 46 % of the respondents have reported lower travel

costs, 24 % have reported somewhat lower travel costs and 10 % have reported no change in travel

cost. Keeping in view increase in cost of petroleum products no change is also a good indicator.

Quite few respondents have also reported increase in costs may they are not aware of the

percentage increase in their income vis a vis percentage of income spent on travel.

Excess to Public Transport

3.9.5.3- Most roads surveyed, respondents have reported good availability of public transport,

except on NR71 leading to the Vietnam border as most of the vehicles on the road take goods across

the border and as this point does not allow passenger movement.

Chapter 3

Page 20

Travel of School Children

Distance Travelled

3.9.6.1-On the overall, children living in the neighbourhood of the national roads travel from

minimum of 0.01 km to a maximum of 20 Kms for going to their schools. This gives an average

distance of about 1 km, the school children travel.

Children Walking to School

3.9.6.2-Out of the total school going childrenliving in the neighbourhood of various nation roads

about 3.35 to 24% travels to their schools by walk.

Children Using Personal Vehicles

3.9.6.3-Out of the total school going children living in the neighbourhood of various nation roads

about 66.17 to 96.7travels to their schools by their personal vehicles.

Children going to School by Bus

3.9.6.4- Out of the total school going children living in the neighbourhood of various nation roads

about 0 to 6.5travels to their schools by bus.

Travel by other means

3.9.6.5-Out of the total school going children living in the neighbourhood of various nation roads

about 0 to 12.9% travel to their schools by other means.

How Road Project Benefited Family Business

Availability Good in the Market

3.9.7.1- Majority of the respondents reported better availability of goods and services.

Easy to carry Goods to the Market

3.9.7.2- Most respondents have reported better availability of transport means to carry goods to the

market because of good roads.

Easy Excess to Market

3.9.7.3- Majority of the respondents have reported better excess to market.

Analysis of the OD Survey Results

Origin and Destination survey was done at 10 designated locations along the RAMP project road.

Data collected from the site was fed to the computer and compiled for the base year (2012), using

the povincial zoning system for the study. Modewise OD matrices for each location was prepared

from the data collected to find the travel characteristics of the traffic.

Chapter 3

Page 21

Data Checking

The data fed into the computer were checked manually. It was thoroughly checked for

inconsistencies in data. The checking included:

Matching vehicle type with commodity carried

Vehicle type with their corresponding lead/load/occupancy for any inconsistencies

Any other inconsistency in data

The checked and corrected data were used for final analysis

Average Trip KM Travel of Passenger Vehicles

3.10.1The average trip length has been divided into 5 segments from 0-20 21-50 km, 51-100 km,

101-200 km, 201 km and above for study of the trip km of all categories of vehicles. Two separate

tables have generated passenger vehicles and commercial vehicles. These Tables are summarized for

each road in Appendix IV (a) to (g). The average trip length amongst goods vehicles is higher for

heavier vehicles across all locations. This is because the heavier goods vehicles are used for

transporting goods to longer distances while smaller goods vehicles like LGV and 2 axle trucks are

being used for local distribution of goods. The number of MAV observed on the project roads is very

high on NR1, NR5, and NR7 as compared to all other goods vehicles while 3 axle trucks have the

highest share. The trip length for MAV varies between of 100-500, for cars, jeeps, mini buses and

buses it varies between 20-100 km. Distributions of trips by distance are shown graphically for each

road

in respective chapters (Chapter 2-Chapter8).

Vehicle-wise Commodity Distribution

3.10.2- Commodity movement pattern on various corridors of the national roads shows that there is

considerable movement of agriculture/food items, timber, building materials, Industrial/

manufacturing items and home materials. Mode-wise distribution of various commodities is

presented in the Appendix IV (b) for all the 7 roads separately. Maximum number of LCVs was found

to be carrying grocery items and perishables at all the 10 locations, for local distribution. Commodity

carried by 2 axle trucks are mainly Building materials, manufacturing items, wood and forest

products. At both the locations maximum number of 3 Axle trucks is found to be carrying building

materials and food grains.

Trip Purpose

3.10.3-The passenger movement at various locations shows high proportion of traffic moving for

work or business as shown in Table 3.10.4. The details of trip purpose have been graphically

presented in the chapters and data is presented in Appendix IV(c).

Chapter 3

Page 22

Table3.1.7: Trip Purpose of Passenger Vehicles in Number of Vehicles Count

National Road No. Type

Work/business (code1)

To/from work(code2)

Social/Private (code3)

School (code 4)

Recreation/ Holiday/Tourism (code5)

Others (code6)

NR1 210 19 103 2 12 0

NR5 331 37 258 3 38 0

NR7 213 112 214 4 0 0

NR71 71 33 37 2 11 0

NR 72 37 5 12 0 12 0

NR73 83 29 44 157 0 0

NR2417 59 9 50 5 7 0

Provincial Movements

3.10.4-In order to assess the movement pattern on the project influence area the province and

adjoining province were studied keeping in view the major generation and attraction points in the

area. Following O-D movements on the national roads are given in the Appendix IV (d).

Occupancy Survey

3.10.5- Passenger Occupancy survey was done for 14 hour duration (from 7:00 am to 6:00 pm and

8pm to 11pm) for each location. Table 3.1.8 gives the mode-wise average occupancy at survey

location. Table shows fairly above average occupancy, thus a good capacity utilization.

0

50

100

150

200

250

300

350

NR1 NR5 NR7 NR71 NR 72 NR73 NR2417

Pas

sen

ger

Ve

hic

le

Road Number

The Structure of Trip Purpose


To/from work(code2)

Social/Private(code3)

School(code 4)

Recreation/ Holiday/Tourism(code5)

Others(code6)

Chapter 3

Page 23

Table 3.1.8: Average Occupancy of Passenger Carrying Vehicles

10 Survey Locations Bus Mini Bus

3 wheeler

2 wheeler

car Jeep/4WD Pick-up

Bosknor (NR71) 16.08 26.65 3 2.6 66.08 2 3.6

Dombae (NR73) 0 17.48 1.7 5 3.91 3.6 17.2

KompongTrabak (NR1-1) 5.57 8.3 0 2.16 5 1.5 4

KompongTralach (NR5-1) 0 10.62 0 3.6 4.5 2.75 9.5

Pratheat (NR7-2) 25.75 11.01 2 3.3 2.8 3.5 2.35

Prosouth (NR1-2) 25.5 8.48 0 2.5 3.7 2.5 2.5

Punlai (NR5-2) 23.8 8.61 3 2.5 3.8 3 6.94

Speu (PR2714) 3 9.2 3 2 2.6 0 1

TbongKhmum (NR7-1) 0 8.4 2.3 2.1 1.4 1 4

TrapangPhlong (NR72) 22.1 15.6 2 2 4.6 6 4.3

0

10

20

30

40

50

60

70

Ave

rage

of

Occ

up

ancy

Location of Road

Average of Occupancy of Passenger Vehicle

Bus

Mini Bus

3 wheeler

2 wheeler

car

Jeep/4WD

Pick-up

Chapter 4

Page 24

Chapter4-Baseline Survey Report of NR-1

Road and Location-wise Traffic Counts and Composition of Traffic

NR1 Lot 1- PK 88+266- Kampong Trabaek and NR 1-Lot2 PK135+650 Prasot High School SVAY Teap

Dist. Centre

Average Daily Traffic (ADT)

4.1- The average daily traffic was computed for two locations one eachon NR1-1 and NR1-2

where the mid-block volume count survey was done. Daily traffic volumes were arrived at by adding

counts of both sides of the road at each location find the Average Daily Traffic (ADT). Further, the

ADT was also converted to PCUs using the conversion factors given in Table 2.1.1. Location wise and

mode wise ADT values are given in Table 4.1.1 below. Also the peak hour and peak hour proportion

of total daily traffic (over average 14-hour volume count) was identified and is given in Table 4.1.1.

4.1.1- Traffic volume count data at each location was counted on hourly basis on both sides of the road to determine Average Daily Traffic (ADT). Traffic volume count data and summary sheets for various locations are presented in Appendix III (a). The location wise ADT in vehicles and PCUs are presented in the Table 4.1.1 below.

Table 4.1.1: 14 hour Traffic Count

Station

ID No.

Chainage

(km)

Location of

Survey

ADT Peak Hour Flows,

7- 10am & 4-6Pm Peak

Hour

proportio

n in daily

Vehicle

Vol.

Peak

Hour

proporti

on in

daily

PCU

Vol.

Vehi. PCUs Vehi. PCUs

NR 1-

Lot1 PK 88.266

Kampong

Trabek 4948 5048 2346 2247 47.4% 45.0%

NR 1-

Lot2

PK135.650

Prasot High

School SVAY

Teap Dist.

Centre

5364 4381 2760 2163 51.5% 49.4%


4.1.2- The analysis of the traffic flows on the NR1 national road shows that peak hour movements

varies from 47.4% to 51.5% in actual 14 hour counts and in terms of PCUs 45.0% to 49.4%. Lower

PCU percentage means that traffic counts constitute higher number of motor cycles and passenger

vehicles compared to heavy trucks and commercial vehicles. In case of NR1-1 lot 2, 49.4% PCUs

shows higher movement of trucks.

Chapter 4

Page 25

24 hour Adjusted Average Daily Traffic

4.2- The traffic count of 14 hours has been adjusted by multiplying the total count by the

adjustment factor of 1.16 (calculated on the basis of the calculations in the Appendix VI). The

analysis of the traffic flows on the NR1 national road shows that peak hour movements varies from

40.9% to 44.4% in 24 hour adjusted counts and in terms of PCUs 38.8% to 42.60%. Lower PCU

percentage means that traffic counts constitute higher number of motor cycles and passenger




Station

ID No.

Chainage

(km)

Location

of Survey

ADT

Peak Hour

Flows, 7-

10am & 3-

5Pm

Peak Hour

proportion

in daily

Vehicle

Vol.

Peak Hour

proportion in

daily PCU Vol.

Vehi. PCUs Vehi. PCUs

NR 1-

Lot1 PK 88.266

Kampong

Trabek 5740 5856 2346 2247 40.9% 38.8%

NR 1-

Lot2 PK135.650

Prasot

High

School

SVAY Teap

Dist.

Centre

6222 5081 2760 2162 44.4% 42.60%

Annual Average Daily Traffic (AADT)

4.3- The Annual Average Daily Traffic (AADT) is calculated by multiplying ADT with a seasonality

factor. Seasonal variation factors by vehicle types are required to account for variations in the

pattern of traffic volume on the sections of project road over different months or seasons of the

year. There are various methods of determining the seasonality factor. The most direct method is

using the past traffic counts, if traffic surveys are carried out round the year. But in Cambodia, round

the year counts are seldom carried out for any road. Continuous automatic counting carried out on

National roads does show a seasonal pattern; with peak traffic in January/ February and low traffic in

August/September. There is some effect rain and flooding. These factors show that traffic levels are

usually below the AADT during the period July to November, with lowest traffic levels in August.

Since the traffic counts were carried out in April-May 2012, when there is no impact of the seasonal

factors, therefore the traffic counts are very close to AADT. Hence there is no need to apply seasonal

factor. This is only for creating baseline data for comparison with the count in the same period in

2013 to know the impact of the RAMP.

Chapter 4

Page 26

Table 4.1.3: 24 hour Adjusted Annual Average Daily Traffic

Station

ID No.

Chainage

(km)

Location of

Survey

ADT

Peak Hour

Flows, 7- 10am

& 3-5Pm

Peak Hour

proportion

in daily

Vehicle

Vol.

Peak Hour

proportion

in daily


NR 1-

Lot1 PK 88.266

Kampong

Trabek 5740 5856 2346 2247 40.9% 38.8%

NR 1-

Lot2 PK135.650

Prasot High

School SVAY

Teap Dist.

Centre

6222 5081 2760 2162 44.4% 42.60%

Composition of Traffic

4.4- In 24 hours adjusted traffic counts, the composition of traffic, for various modes, was worked

out from the traffic volume count data. Along the project stretch the share of passenger traffic

varies from 71.1% to 79.4%, whereas goods traffic varies from 20.6% to 28.9%. Share of 2/3 axle

truck is varying from 4.7% to 10.5% of total traffic. Along the project stretch it can be observed that

share of two wheelers alone varies from 28.4% to 44.7%. The share of car and jeep/van varies from

14.8% to 16.1% of total traffic along the project stretch.

Table 4.1.4: 14 Hour Percentage Composition of Traffic (PCUs)

Stat

ion

No

.

Ch

ain

age

(km

)

Loca

tio

n o

f Su

rve

y

Mo

tor

Cyc

le

Thre

e W

he

ele

r/Tu

kTu

k

Car

Min

i Bu

s

Bu

s

LGV

(Ko

un

/ Es

tan

) sm

all

LGV

(Ko

un

/ Es

tan

) la

rge

Truck

Tota

l

Jee

p/4

wd

Pic

kup

2 A

xle

lig

ht

3 A

xle

Me

diu

m

3ax

le h

eav

y

Mu

lti a

xle

4 r

igid

Mu

lti-

axle

tra

ilers

5

Mu

lti-

axle

tra

iler

he

avy

6

MC

C-1

NR 1-

Lot1 Pk

88.206

Kampong

Trabek

1436 79 434 252 127 810.5 449 77 62 88.5 326 117 436 348

6.5 5048

28.4% 1.6% 8.6

%

5.0

%

2.5

% 16.1% 8.9%

1.5

%

1.2

%

1.8

%

6.5

%

2.3

%

8.6

% 6.9%

0.1%

MC

C-2

NR 1-

Lot2

PK135.65

0

Prasot High

School SVAY

Teap Dist.

Centre

1959 160 363 185 101 232.5 477 134 45 60 105 42 171 342 4.5 4381

44.7% 3.7% 8.3

%

4.2

%

2.3

% 5.3% 10.9%

3.0

%

1.0

%

1.4

%

2.4

%

1.0

%

3.9

%

7.8

%

0.1

%

Chapter 4

Page 27

Table 4.1.5:24 Hour Adjusted Composition of Traffic

Stat

ion

No

.

Ch

ain

age

(km

)

Loca

tio

n o

f Su

rve

y

Mo

tor

Cyc

le

Thre

e W

he

ele

r/Tu

kTu

k

Car

Min

i Bu

s

Bu

s

LGV

(Ko

un

/ Es

tan

) sm

all

LGV

(Ko

un

/ Es

tan

) la

rge

Truck

Tota

l

Jee

p/4

wd

Pic

kup

2 A

xle

lig

ht

3 A

xle

Me

diu

m

3ax

le h

eav

y

Mu

lti a

xle

4 r

igid

Mu

lti-

axle

tra

ilers

5

Mu

lti-

axle

tra

iler

he

avy

6

MC

C-1

NR 1-

Lot1 Pk

88.206

Kampong

Trabek

1,666 92 503 292

. 147 940.2 521 89.3 71 103 378 136 506

404

7.5 5,856

28.4% 1.6

%

8.6

%

5.0

%

2.5

% 16.1%

8.9

% 1.5%

1.2

%

1.8

% 6.5%

2.3

%

8.6

% 6.9%

0.1%

100.0

%

MC

C-2

NR 1-

Lot2

PK135.65

0

Prasot High

School SVAY

Teap Dist.

Centre

2,272 186 421 215 117 270 553 155 52 70 122 49 198 397 5 5,081

44.7% 3.7

%

8.3

%

4.2

%

2.3

% 5.3%

10.

9% 3.0%

1.0

%

1.4

% 2.4%

1.0

%

3.9

%

7.8

%

0.1

%

100.0

%


4.5- Traffic volume count was conducted in both directions simultaneously, for 14 hours and


hourly variation of traffic for each survey location. The summary of hourly movements on 2 locations

of NR1 National Roads is given in the Table 4.1.6. The graph showing hourly variation for each

location is given in Fig 4.1.1 and Fig 4.1.2). Peak hour traffic for all the locations from 7am to 10 am

and 3pm to 5pm is found to be 45% of the actual 15 hour PCU counts of ADT, and in 24 hour

adjusted PCUs. The trend of variation is quite normal for intercity roads because of high percentage

of regional traffic movement of freight traffic on the road. This results in traffic flows to be uniformly

distributed over the main 16-20 hours of the day.


NR1 Lot 1- PK 88+266- Kampong Trabaek

Time

6h

to

7h

7h

to

8h

8h

to

9h

9h

to

10

h

10

h t

o 1

1h

11

h t

o 1

2h

12

h t

o 1

3h

13

h t

o 1

4h

14

h t

o 1

5h

15

h t

o 1

6h

16

h t

o 1

7h

17

h t

o 1

8h

20

h t

o 2

1h

21

h t

o 2

2h

22

h t

o 2

3h

Gra

nd

To

tal

Total TC Both side

16

7

41

7

53

1

55

3

48

8

43

9

36

2

42

4

40

3

45

4

39

2

38

3

90

68

48

52

15

Chapter 4

Page 28

Fig-4.1.1

NR 1-Lot2 PK135+650 Prasot High School SVAY Teap Dist. Centre

Time

6h

to

7h

7h

to

8h

8h

to

9h

9h

to

10

h

10

h t

o 1

1h

11

h t

o 1

2h

12

h t

o 1

3h

13

h t

o 1

4h

14

h t

o 1

5h

15

h t

o 1

6h

16

h t

o 1

7h

17

h t

o 1

8h

20

h t

o 2

1h

21

h t

o 2

2h

22

h t

o 2

3h

Gra

nd

To

tal

Total TC Both side

21

7

54

2

47

4

39

3

37

3

30

0

34

4

27

6

25

6

28

0

34

7

40

8

17

9

10

5

10

7

43

81

Passenger Cost Unit (PCU)

At Kampong Trabek Market, Kampong Trabek District (Both Direction), NR1-1, PK: 88+350

Chapter 4

Page 29

Fig 4.1.2


4.6- The community survey questionnaire was designed to obtain information on the benefits of

the rehabilitated national roads was structured in to 10 questions. Question 1 &2 basically cover the




below:

Table 4.1.7: SUMMARY OF COMMUNITY DATA SURVEY NR 1

No. Question

Road No. NR.1-1 NR.1-2

Location Kampong

Trabek Svay Teap

3 In the family

Member in family M 57 61

F 69 74

No. of Children M 34 30

F 50 35

4 Vehicle ownership

Motorbike 32 35

Car 1 1

Scooter 1 0

Lorry / Etan 0 0


At Svay Teap District (Both direction), NR.1-2, PK: 136+570

Chapter 4

Page 30

Others, (bicycle) 13 15

Km/mon. 4650 3900

5 Use of Public/Private

Transport

Bus 38 1

Car 2 30

Others ( Motor taxi, 0 0

6 Main Occupation

of family

Agriculture 8 6

Service 21 22

Business 11 12


Minimum $

50

$

50

Maximum $

1,625

$

2,250

Average $

319

$

443


Quality Travel (comfort level)

Excellent 3 0

very Good 33 35

Good 4 5

Poor 0 0

Saving in transportation cost compared to 2008

Lower 30 (75%) 37 (93%)

Somewhat lower 10 (25%) 3 (8%)

No Change 0 (0%) 0 (0%)

Over 0 (0%) 0 (0%)

Excess to public transport compared to

2008

Better 40 40

Somewhat better 0 0

No Change 0 0

9 Travel of

school children by

Distance (km)

Minimum 0.02 0.2

Maximum 2 20

Mean 0.7 1.3

By Walk Percentage 11.50% 27.60%

By Personal vehicle

including bicycle Yes 88.50% 62.10%

By Bus Yes 0.00% 3.40%

By Others Yes 0.00% 6.90%

10

How road project


Availability of goods in the market

Better 39 39

Somewhat better 1 1

Easy to carry goods for sale in the market

Better 39 40

Somewhat better 1 0

Easy excess to market Better 39 40

Somewhat better 1 0

Chapter 4

Page 31



motorised vehicle (motor cycle or car, scooter, lorry or etan) and large number of them had bicycles

as an alternate. 40 samples interviewed show extensive total travel of 3900 Kms to 4650 kms on NR1

per month. The average travel at the individual family level is of the order of 214 kms.


4.6.2- In the sample of 80 on NR1, it has been observed that majority of the families on NR1 Lot1

are using public/private transport whereas on NR-1-2, most families travel by car. A very few use

other means of travel such as motorcycle, taxi etc.


4.6.3- It has been observed that nearly 17.5% of the population in the road neighbouring areas at

the study locations on NR1 were in agriculture, about 28,75% in business and balance 51.25% in

service (as an employee or running service centres, repairs of vehicles., petrol pumps etc.).

Family Income

4.6.4- Most of the respondents reported increase income in their income levels compared to level

in 2008-9. The average monthly income of neighbouring families is reported to be in the range

US$319 to US$443 at different locations of the national road. However, it varies from a minimum of

US$50 to a maximum of US$2,250 per month.


Quality of Travel

4.6.5.1- 3.75% of the people rated quality of travel as excellent, 85%have rated quality of travel as

very good, 27.5% have rated good, and only 1.25% have rated poor. Poor rating by some

respondents are obvious as the rehabilitation work is still in progress in some sections of the on-

going projects.


4.6.5.2- Compared to the travel costs in 2008-9, 83.7% of the respondents have reported lower

travel costs, 16.25% have reported somewhat lower travel costs and 0% has reported no change in

travel cost. Keeping in view increase in cost of petroleum products no change is also a good

indicator.


4.6.5.3- Most roads surveyed, 100% respondents have reported good availability of public transport

Chapter 4

Page 32


Distance Travelled

4.6.6.1- On the overall, children living in the neighbourhood of the national roads travel from


distance of about 1.3 km, the school children travel.



about 11.5% to 227.6 % travels to their schools by walk.



about 62.10 to 88.5 travels to their schools by their personal vehicles.



about 0 to 3.4% travels to their schools by bus.






4.6.7.1- Majority of the respondents (97.5%) reported better availability of goods and services.


4.6.7.2- Most respondents (98.75%) have reported better availability of transport means to carry

goods to the market because of good roads.


4.6.7.3- Majority of the respondents (98.75%) have reported better excess to market.

Average Trip KM Travel

4.7.1- The average trip length has been divided into 5 segments from 0-20 km, 21 -50 km, 51-100

km, 101-200 km, 201 km and above for study of the trip km of all categories of vehicles. Two

separate tables have generated for passenger and commercial vehicles. These Tables are

summarized below.The trip pattern for passenger and commercial vehicles are given in Table 4.1.8

and Table 4.1.9 along with their graphical presentation.

Chapter 4

Page 33

4.7.1.1- Among the passenger vehicle samples, nearly 36.4% fall in the long range travel of 101-200

Km and above, 26.1% had average trip length of 51-100 Km, 8.42% had average trip length in the

range of 0-20 Km and 5.65% had average range of 201 Km and above.

Table 4.1.8 Distribution of Average Trip KM Travel of Passenger Vehicles

Vehicle Code

Vehicle Type 0-20 Km 21-50 Km 51-100 Km 101-200 Km

201-and Above Km

3 Motor Cycle 5 4 4 2

4 3 wheeler(TukTuk) 2 12 1 2

5 Car 1 2 4 3 4

6 Jeep/4WD 2

7 Pickup 1 1 3 1

8 Minibus 6 16 28 2

9 Bus 1

4.7.1.2- Among the commercial vehicle samples, nearly 80% fall in the range travel of 21-50 km, 10%

had average trip length of 51-100 Km, 10% had average trip length in the range of 201 Km, and

above.

0

5

10

15

20

25

30

0-20 Km 21-50Km 51-100Km 101-200Km 201-andAboveKm

No

. of

Sam

ple

of

Ve

hic

le

Kilometer Range

Trip Lenght Passenger Vehicle

Motor Cycle

3 wheeler(TukTuk)

Car

Jeep/4WD

Pickup

Minibus

Bus

Chapter 4

Page 34

Table4.1.9: Distribution of Average Trip KM Travel of Commercial Vehicles

Vehicle Code


201-and Above Km

10 Koyan small

11 Koyan large

12 Light Truck 3 1

13 Medium Truck 5 1

14 HT Rigid 3Axle

15 HT Rigid 4/5 Axle

16 HT Semi T 4/5 Axle

17 HT Semi T 6Axle


4.7.1.3- Among the Light Goods Vehicles (LGVs), maximum number of LGVs (60%) was found to be

carrying industrial products, 20% LGVs carried raw materials and 20% carried fertilizers. No sample

was available for high tonnage vehicles (HTVs). The Table 4.1.10 summarises the movement of the

goods on NR7-1.

0

1

2

3

4

5

6


No

. of

Sam

ple

of

Ve

hic

le

Kilometer Range


Koyan small

Koyan large

Light Truck

Medium Truck

HT Rigid 3Axle

HT Rigid 4/5 Axle

HT Semi T 4/5 Axle

HT Semi T 6Axle

Chapter 4

Page 35

Table 4.1.10: Classification of Vehicle-wise Commodities in percentages

Code Type of freight Description Small/Medium Commercial Vehicles (codes 10-13)

Large/heavy commercial vehicles (codes 14-17)

1 Agriculture/Food Rice/vegetables /fruits etc.

2 Timber Raw wood/ processed wood/ furniture

3. Building materials Bricks, sand cement /iron roads

4. Raw materials Ore/minerals 1

5. Industrial products Engines/ machines/steel bars etc.

3

6. Fuel/ Chemicals Petrol/diesel/ mobile oil/acids etc.

7. Fertilizers Fertilisers natural /man made 1

0 others Cloths/home articles

Trip Purpose of Passenger Vehicles

4.7.1.4- The passenger movement on NR2714 shows that 60.9% of the passenger vehicles

movement was for work and business, 34.4% movements was for social and private calls, 3.6%

movement was for daily chores, and 1% movement was for tourism. These movements of various

categories of vehicles is summarised in the Table 4.1.11.


Vehicle type


To/from work(code2)


School (code 4)


Others (code6)

MC+trailer 32 3 12

Car 15 1 11

Jeep/4WD 2

Pickup 6 5 1

Minibus 61 3 38 1

Bus 1

Chapter 4

Page 36


4.7.1.5- In order to assess the movement pattern on the project influence area the province and


area. Following O-D movements on the national roads NR7-1 are given in the Table 4.1.12. It may be

seen that 39.1% of the samples had origin and destination with in the province whereas 60.9% had

OD outside the province by majority of them originate from Phnom Penh, Prey Veng, Svay Reang,

Kampong Cham, Kampong Speau with destinations such as Kampong Cham, Phnom Penh, Svay

Reang, Prey Veng, Kratie, Kom Pot, etc.

Table 4.1.12: Inter- Provincial Movement of Traffic

NR NR7-1 Location: Kampong Trabek

Movement within the same province Movement to other provinces

Origin Destination Origin Destination

KampongTrabek Kor Anderk Prey Veng Kratie

Krang Svay KampongTrabek Prey Veng Svay Rieng

Nak loeung KampongTrabek Battam Bong Prey Veng

Nak loeung Kor Anderk Kampong Cham Svay Rieng

Pou Laos KampongTrabek KampongSpeu Svay Rieng

Prey Veng city KompongTrabek Phnom Penh Kratie

Kampong Trabek Nak Loeung Phnom Penh Prey Veng

Kor Anderk Kampong Trabek Phnom Penh Svay Rieng

Kor Anderk Nak Loeung Prey Veng Kam Pot

Prey Veng Kampong Cham

Prey Veng Kampong Speu

Prey Veng Phnom Penh

Svay Rieng Phnom Penh

Svay Rieng Prey Veng

Occupancy Survey

4.7.1.6- Passenger Occupancy survey was done for 14 hour duration (from 7:00 am to 6:00 pm and

8pm to 11pm) at Kampong Trabek. The Table 4.1.13 gives the mode-wise average occupancy at

survey location. The passenger vehicles in the sample show lower level of occupancies and thus low

utilization of capacity.


Survey Locations Bus Mini

Bus

3

wheeler

2

wheeler/trailer


Kampong Trabek 5.57 8.3 2.16 5 1.5 4

Chapter 4

Page 37

NR 1-Lot2







4.8.1.1 Among the passenger vehicle samples, nearly 50% fall in the long range travel of 201 km and

above, 30% had average trip length of 101-200 Km, 17% had average trip length in the range of 51-

100 Km and about 3% had trip length of 21-50 Km.

Table 4.1.14: Distribution of Average Trip KM Travel of Passenger Vehicles

Vehicle Code


201-and Above Km

3 Motor Cycle 5 10 1

4 3 wheeler(TukTuk) 5 5

5 Car 3 5 1 17

6 Jeep/4WD 1 1

7 Pickup 1 1

8 Minibus 3 5 31

9 Bus 3 2

0

5

10

15

20

25

30

35


No

. of

Sam

ple

of

Ve

hic

le

Kilometer Range


Motor Cycle

3 wheeler(TukTuk)

Car

Jeep/4WD

Pickup

Minibus

Bus

Chapter 4

Page 38

4.8.1.2- Among the commercial vehicle samples, nearly 50% fall in the long range travel of 201 Km

and above, 20% had average trip length of 51-100 Km, 15% had average trip length in the range of

101-200 Km, and another about 15% had trip length of 21-50 Km.

Table4.1.15 Distribution of Average Trip KM Travel of Commercial Vehicles

Vehicle Code


201-and Above Km

10 Koyan small 2 1

11 Koyan large

12 Light Truck 5 7 1

13 Medium Truck 3 2 1

14 HT Rigid 3Axle

15 HT Rigid 4/5 Axle 1

16 HT Semi T 4/5 Axle 3

17 HT Semi T 6Axle


4.8.1.3- Among the Light Goods Vehicles (LGVs), maximum number of LGVs (62.5%) was found to be

carrying grocery and perishables, 25% LGVs carried building materials, and 12.5% LGVs carried cloths

and home articles. Among the high tonnage vehicles (HTVs), 25% each carried industrial products,

agricultural and food products, building materials and cloths and domestic goods. The Table 4.1.16

summarises the movement of the goods on NR7-2.

0

1

2

3

4

5

6

7

8


No

. of

Sam

ple

of

Ve

hic

le

Kilometer Range


Koyan small

Koyan large

Light Truck

Medium Truck

HT Rigid 3Axle

HT Rigid 4/5 Axle

HT Semi T 4/5 Axle

HT Semi T 6Axle

Chapter 4

Page 39

Table4.1.16: Classification of Vehicle-wise Commodities in percentages



1 Agriculture/Food Rice/vegetables /fruits etc.

1


3. Building materials Bricks/sand cement /iron rods

4. Raw materials Ore/minerals

5. Industrial products Engines/ machines/steel bars etc.

11 3

6. Fuel/ Chemicals Petrol/ Diesel, mobile oil/acids etc.

7. Fertilizers Fertilisers natural /man made




movement was for work and business, 33% movements was for social and private calls, 17.7%

movement was for daily chores, and 0.6% movement was for tourism. These movements of various



Vehicle type

Work/business

(code1)

To/from work

((code2)

Social/Private

(code3)

School

(code 4)

Recreation Holiday Tourism (code5)

Others

(code6)

MC+trailer 15 3 1 1

Car 27 4 5

Jeep/4WD 1 1

Pickup 1 3

Minibus 45 5 30 1 3

Bus 4 2 4

Chapter 4

Page 40




area. Following O-D movements on the national roads NR73 are given in the Table 4.1.18 It may be


OD outside the province by majority of them originate from Svay Rieng, Phnom Penh, Prey Veang,

and with destinations such as Svay Rieng, Phnom Penh, Siem Reap, etc.

Table4.1.18: Inter- Provincial Movement of Traffic

NR 1-2 Location –Prosot, Svay Teap District



Kilo leak 8 Saray Kampongcham Svay Rieng

Prosouth Prey Thlouk Kandal Svay Rieng

Prosouth Saray Phnom Penh Svay Rieng

Song Kor Pupel Phnom Penh Ho Chi Ming

Svay Chrum Chan Trea Prey Veng Svay Rieng

Svay Rieng city Baveth Svay Rieng Kompong Cham

Svay Rieng city CheyPov Svay Rieng Kondal

Svay Rieng city KundeangReay Svay Rieng Phnom Penh

Svay Rieng city Prey Phneath Svay Rieng Siem Reap

Svay Rieng city Prosouth Svay Rieng Svay Rieng

Svay Rieng city PumPou Svay Rieng Phnom Penh

Svay Rieng city Roul

Ba Neay Chub

Baveth Prosouth

Baveth Svay Rieng

Chan Trea Krorl Kou

Chan Trea Svay Chrum

Chan Trea Svay Rieng

Chi Pov Kampong Cham

Chi Pov Prosouth

Chi Pov Svay Rieng

Pong Rou Prosouth

Prosouth Svay Rieng

Svay Teap Svay Rieng

Svay Rieng Baveth

Chapter 4

Page 41

Occupancy Survey

4.8.1.6 Passenger Occupancy survey was done for 14 hour duration (from 7:00 am to 6:00 pm and

8pm to 11pm) at Prosot. The Table 4.1.19 gives the mode-wise average occupancy at survey

location. The passenger vehicles in the sample show medium level of occupancies and thus about

60% utilization of capacity.



Bus

3

wheeler

2

wheeler/trailer


Prosot 25.5 8.48 0 2.5 3.7 2.5 2.5

Chapter 5

Page 42

Chapter 5-Baseline Survey Report of NR5


NR5 Lot 1- KM 52+200 and NR 5- Lot 2 PK 124


5.1- The average daily traffic was computed for two locations where the mid-block volume count

survey was done. Traffic volumes of both sides added to find the Average Daily Traffic (ADT).

Further, the ADT was also converted to PCUs using the conversion factors given in Table 2.1.1.

Location wise and mode wise ADT values are given in Table 5.1.1 below. Also the peak hour and

peak hour proportion of total daily traffic (over average 14-hour volume count) was identified and is

given in Table 5.1.1.

5.1.1- Traffic volume count data at each location was counted on hourly basis on both sides of the

road to determine Average Daily Traffic (ADT). Traffic volume count data and summary sheets for

various locations are presented in Appendix III (b). The location wise ADT in vehicles and PCUs are

presented in the Table 5.1.3 below.


Station

ID No.

Chainage

(km) Location of Survey


7- 10am & 4-6Pm

Peak Hour

proportion in

daily Vehicle

Vol.

Peak Hour

proportion

in daily PCU


NR 5-

Lot1

KM

52+200

Near Kampong

Tralach Market 10153 9802 5302 4477 52.22% 45.67%

NR 5-

Lot 2 PK 124

Punlai, Kampong

Chhnang 5296 6001 3396 3124 64.12% 52.05%

24 hour Adjusted Average Daily Traffic


adjustment factor of 1.16 (calculated on the basis of the calculations in the Appendix VI. The lower

percentage of peak hour PCUs on NR5-1 shows high proportion of passenger vehicles compared to

commercial vehicles. This is also true in case of NR5-2.


Station

ID No.

Chainage



7- 10am & 3-5Pm

Peak Hour

proportion in

daily Vehicle

Vol.

Peak Hour

proportion

in daily


NR 5-

Lot1 KM 52+200

Near Kampong

Tralach Market 11892 11254 5302 4477 44.58% 39.78%

NR 5-

Lot 2 PK 124

Punlai, Kampong

Chhnang 6725 6844 3396 3124 50.49% 49.62%

Chapter 5

Page 43


5.3- The analysis of the traffic flows on the NR5 national road shows that peak hour movements

varies from 44.5% to 50.49% in actual 14 hour counts and in terms of PCUs 39.78% to 49.62%. Lower

PCU percentage means that traffic counts constitute higher no of motor cycles and passenger


















Station

ID No.

Chainage



7- 10am & 3-5Pm

Peak Hour

proportion in

daily Vehicle

Vol.

Peak Hour

proportion

in daily


NR 5-

Lot1 KM 52+200

Near Kampong

Tralach Market 11892 11254 5302 4477 44.58% 39.78%

NR 5-

Lot 2 PK 124

Punlai, Kampong

Chhnang 6725 6844 3396 3124 50.49% 49.62%

Composition of Traffic

5.5- The composition of traffic in 24 hour adjusted counts, for various modes, was worked out

from the traffic volume count data. Along the project stretch the share of passenger traffic varies

from 69.5% to 73.1%, whereas goods traffic varies from 26.9% to 30.5%. Share of 2/3 axle truck is

varying from 14.6% to 15.8% of total traffic. Along the project stretch it can be observed that share

of two wheelers alone varies from 27.7% to 29.4%. The share of car and jeep/van varies from 21.6%

to 23.6% of total traffic along the project stretch.

Chapter 5

Page 44

Table 5.1.4: 14 Hour Percentage Composition of Traffic (PCUs) St

atio

n N

o.

Ch

ain

age

(km

)

Loca

tio

n o

f Su

rve

y

Mo

tor

Cyc

le

Thre

e W

he

ele

r/Tu

kTu

k

Car

Min

i Bu

s

Bu

s

LGV

(Ko

un

/ Es

tan

) sm

all

LGV

(Ko

un

/ Es

tan

) la

rge

Truck

Tota

l

Jee

p/4

wd

Pic

kup

2 A

xle

lig

ht

3 A

xle

Me

diu

m

3ax

le h

eav

y

Mu

lti a

xle

4 r

igid

Mu

lti-

axle

tra

ilers

5

Mu

lti-

axle

tra

iler

he

avy

6

MC

C-3

NR 5-

Lot1

PK52+20

0

Near

Kampong

Tralach

Market

5785

(56.97

%)

327

3.22%

1339

13.19

%

471

4.6

4%

507

5.19

%

602

5.93%

249

2.4

5%

36

0.3

5%

132

1.3

0%

224

2.21

%

288

2.8

3%

80

0.7

9%

52

0.5

1%

109

1.07

%

52

0.5

1%

10153

MC

C-4

NR5 – Lot

2

PK

13+.500

Punlai,

Kampong

Chhnang

1701

28.34

%

83

1.83%

608

10.13

%

281

4.6

8%

397

6.62

%

441

7.35%

581

9.6

8%

62

1.0

3%

78

1.3

0%

101

1.68

%

645

10.

75%

195

3.2

5%

198

3.3

0%

526

8.76

%

45

0.7

5%

6001

Table 5.1.5:24 Hour Adjusted Composition of Traffic

Stat

ion

No

.

Ch

ain

age

(km

)

Loca

tio

n o

f Su

rve

y

Mo

tor

Cyc

le

Thre

e W

he

ele

r/Tu

kTu

k

Car

Min

i Bu

s

Bu

s

LGV

(Ko

un

/ Es

tan

) sm

all

LGV

(Ko

un

/ Es

tan

) la

rge

Truck

Tota

l

Jee

p/4

wd

Pic

kup

2 A

xle

lig

ht

3 A

xle

Me

diu

m

3ax

le h

eav

y

Mu

lti a

xle

4 r

igid

Mu

lti-

axle

tra

ilers

5

Mu

lti-

axle

tra

iler

he

avy

6

MC

C-3

NR 5-

Lot1KM

52+200

Near

Kampong

Tralach

Market

6711

56.43

%

379

3.1

9%

1553

13.06

%

546

4.59

%

588

4.9

4%

698

5.87%

289

2.4

3%

42

0.3

5%

153

1.29

%

260

2.1

8%

334

2.81%

93

0.7

8%

60

0.5

0%

126

1.06

%

60

0.5

0%

11892

MC

C-4

NR5 –

Lot2PK

131.500

Punlai,

Kampong

Chhnang

1973 96 705 326 461 512 674 71 90 117 748 226 230 610 5 6844

28.8

3%

1.4

0%

10.3

0%

4.7

6%

6.7

4%

7.48

%

9.8

5%

1.0

4%

1.3

2%

1.7

1%

10.9

3%

3.3

0%

3.3

6%

8.9

1%

0.0

7%


5.6- Traffic volume count was conducted in both directions simultaneously, for 14 hours and


hourly variation of traffic for each survey location. The summary of hourly movements on 2 locations

of NR5 National Roads is given in the Table 5.1.6. The graph showing hourly variation for each

location is given in Fig 4.1.1 and Fig 4.1.2. Peak hour traffic for all the locations from 7am to 10 am

and 3pm to 5pm is found to be 45% of the actual 15 hour PCU counts of ADT, and in 24 hour

adjusted PCUs. The trend of variation is quite normal for intercity roads because of high percentage

of regional traffic movement of freight traffic on the road. This results in traffic flows to be uniformly

distributed over the main 16-20 hours of the day.

Chapter 5

Page 45


NR5 Lot 1- KM 52+200

Time

6h

to

7h

7h

to

8h

8h

to

9h

9h

to

10

h

10

h t

o 1

1h

11

h t

o 1

2h

12

h t

o 1

3h

13

h t

o 1

4h

14

h t

o 1

5h

15

h t

o 1

6h

16

h t

o 1

7h

17

h t

o 1

8h

20

h t

o 2

1h

21

h t

o 2

2h

22

h t

o 2

3h

Gra

nd

To

tal

Total TC Both side 3

91

.2

97

8

11

37

90

9.5

91

3

78

9

75

4.5

70

3.5

75

5.5

72

6.5

73

4.5

71

7.5

19

4

87

63

94

63

Fig 5.1.1


At Kampong Tralach Market, Kampong Tralach District (Both direction), NR.5-1, PK: 52+000

Chapter 5

Page 46

NR 5- Lot 2 PK 124

Time 6

h t

o 7

h

7h

to

8h

8h

to

9h

9h

to

10

h

10

h t

o 1

1h

11

h t

o 1

2h

12

h t

o 1

3h

13

h t

o 1

4h

14

h t

o 1

5h

15

h t

o 1

6h

16

h t

o 1

7h

17

h t

o 1

8h

20

h t

o 2

1h

21

h t

o 2

2h

22

h t

o 2

3h

Gra

nd

To

tal


16

.6

54

1.5

50

6

62

7.5

46

0

46

3

48

9.5

45

2

47

1

42

4.5

43

5

41

7

18

9

15

7

92

57

25

Fig 5.1.2


5.7- The community survey questionnaire was designed to obtain information on the benefits of the





below:


At Punlai Market, Boribo District (Both direction), NR.5-2, PK: 125+100

Chapter 5

Page 47

Table 5.1.7: SUMMARY OF COMMUNITY DATA SURVEY NR5

No. Question


Location Kampong

Trach Punlai

3 In the family


F 98 99


F 54 63

4 Vehicle ownership

Motorbike 23 28

Car 7 3

Scooter 0 4

Lorry / Etan 1 1


Km/mon. 8620 14820


Transport

Bus 6 2

Car 33 38

Others ( Motor taxi,

3 0

6 Main Occupation

of family

Agriculture 9 7

Service 15 20

Business 16 13


Minimum $ 50 $ 50

Maximum $5,000 $ 2,250

Average $ 725 $ 408

8

Benefit of the

road project

Quality Travel (comfor level)

Excellent 12 1

very Good 19 21

Good 7 18

Poor 2 0

Saving in transportation

cost compared to 2008

Lower 18 (45%) 33 (83%)

Some what lower 17 (43%) 7 (18%)

No Change 5 (13%) 0 (0%)

Over 0 (0%) 0 (0%)

Excess to to public transport compared to

2008

Better 34 40

Some what better 2 0

No Change 4 0

9 Travel of

school children by

Distance (km)

Minimum 0.01 0.1

Maximum 17 5

Mean 1.7 0.5


Chapter 5

Page 48

By Personal vehicle


By Bus Yes 2.60% 0.00%


10

How road project



Better 39 39

Somewhat better 1 1


Better 37 39

Somewhat better 3 1


Somewhat better 3 1




as an alternate. 40 samples interviewed show extensive total travel of 8620 Kms to 14820 kms on

NR5 per month. The average travel at the individual family level is of the order of 293 kms.


5.7.2- In the sample 0f 80 on NR5, it has been observed that majority of the families on NR1 are

using car (private transport) where as 10% of the families travel by bus. A very few 3.7% use other

means of travel such as motorcycle, taxi etc.


5.7.3- It has been observed that nearly 20% of the population in the road neighbouring areas at the

study locations on NR5 were in agriculture, about 36.25% in business and balance 43.75% in service

(as an employee or running service centres, repairs of vehicles, petrol pumps etc.).

Family Income


in 2008-9. The average monthly income of neighbouring families is reported to be in the range

US$408 to US$725 at different locations of the national road. However, it varies from a minimum of

US$50 to a maximum of US$5,000 per month.


Quality of Travel

5.7.5.1- 16.25 % of the people rated quality of travel as excellent, 50%have rated quality of travel as

very good ,31.25% have rated good, and only 2.5% have rated poor. Poor rating by some


going projects.

Chapter 5

Page 49



travel costs, 30% have reported somewhat lower travel costs and 6.25% have reported no change in

travel cost. Keeping in view increase in cost of petroleum products no change is also a good

indicator.


5.7.5.3- Most roads surveyed, 92.5% respondents have reported good availability of public transport,

5% have reported no change and about 2.5% have reported somewhat better.


Distance Travelled





5.7.5.5- Out of the total school going children living in the neighbourhood of various nation road NR5

about 23.10% to 24.0 % travels to their schools by walk.



about 64.10% to 76% travels to their schools by their personal vehicles.



about 0% to 2.6% travels to their schools by bus.






5.7.5.9- Majority of the respondents (97.5%) reported better availability of goods and services.




Chapter 5

Page 50


5.7.5.11- Majority of the respondents (97.5%) have reported better excess to market.


5.8.1- The average trip length has been divided into 5 segments from 0-20 km, 21-50 km, 51-100






Km, 13% had average trip length of 201Km and above, 8.5% had trip length of 0-20 Km, 7.3% had

average trip length in the range of 21-50 Km and 6.8% had average range of 101-200 Km and above.


Vehicle Code

Vehicle Type 0-20 Km 21-50Km 51-100Km 101-200Km 201Km and Above, km



5 Car 4 2 68 6

6 Jeep/4WD 1 4 3

7 Pickup 1 5 4 5

8 Minibus 31 7 7

9 Bus 1

0

10

20

30

40

50

60

70

80


No

. of

Sam

ple

of

Ve

hic

le

Kilometer Range


Motor Cycle

3 wheeler(TukTuk)

Car

Jeep/4WD

Pickup

Minibus

Bus

Chapter 5

Page 51

5.8.1.2- Among the commercial vehicle samples, nearly 13.9% fall in the range travel of 0-20 Km

23.2% had average trip length of 21-50 km, 34.8% had average trip length of 51-100 Km, 4.6% had

average trip length in the range of 101-200 km and 23.2 % had the average trip length of 201 Km,

and above.


Vehicle Code

Vehicle Type 0-20 Km 21-50Km 51-100Km 101-200Km 201-and Above, Km

10 Koyan small 1 1 3 1

11 Koyan large 2 2 1

12 Light Truck 3 6 9 2 3


14 HT Rigid 3Axle 1

15 HT Rigid 4/5 Axle 1 2


17 HT Semi T 6Axle 2



carrying agricultural and food products , 21.4% carried industrial products, and 7% each carried

timber, raw materials, and building material. Among the HTVs 50% carried agricultural and food

products and 255 each carried timber and building materials. The Table 5.1.10 summarises the

movement of the goods on NR5-1.

0

1

2

3

4

5

6

7

8

9

10


No

. of

Sam

ple

of

Ve

hic

le

Kilometer Range


Koyan small

Koyan large

Light Truck

Medium Truck

HT Rigid 3Axle

HT Rigid 4/5 Axle

HT Semi T 4/5 Axle

HT Semi T 6Axle

Chapter 5

Page 52


Code Type of freight Description Small/Medium Commercial

Vehicles (codes 10-13)

Large/heavy commercial

vehicles (codes 14-17)

1 Agriculture/Food Rice/vegetables /fruits etc

4 2


1 1

3. Building materials Bricks, sand cement /iron rods

1 1


5. Industrial products Engines/ machines/steel bars etc

3

6. Fuel/ Chemicals Petrol/Diesel, mobile oil/acids etc


0 Others Cloths/home articles

4


5.8.1.4- The passenger movement on NR 5-1 shows that 52.45% of the passenger vehicles


movement was for daily chores, and 4.7% movement was for tourism and 0.7% was for education.

These movements of various categories of vehicles is summarised in the Table 5.1.11.

Table 5.1.11: Trip Purpose of Passenger Vehicles in Number of Vehicles Count

Vehicle type


To/from work(code2)


School (code 4)


Others (code6)

MC+trailer 14 15 1

Car 94 14 57 1 11

Jeep/4WD 8 8 1 2

Pickup 20 3 18

Minibus 74 7 47 6

Bus 1 1

Chapter 5

Page 53




area. Following O-D movements on the national roads NR7-1 are given in the Table 5.1.12. It may be


OD outside the province by majority of them originate from Phnom Penh, Prey Veng, Kampong

Chhnang, Svay Rieng, Kampong Speu with destinations such as Kampong Chhnang, Phnom Penh,Svay

Rieng, Pursat, Kampong Thom, Battambong, Kampong cham, etc.

Table 5.1.12: Inter- Provincial Movement of traffic

NR5-1 Location: Kampong Tralach Market



Chomkar Snay Sala Leak 5 Kampong Chhnang Battambong Chhean Lerng Kampong Prosad Kampong Chhnang Kampong Thom KampongTrolach Sala Leak 5 Kampong Cham Kampong Chhnang Koh Sdav Teuk Houd Phnom Penh Banteay Mean Chey Krang Ta Eak Sala Leak 5 Phnom Penh Battambong Sala Leak 5 Chhouk Phnom Penh Kampong Chhnang Sala Leak 6 Chreh Phnom Penh Pursat Sala Leak 7 Kampong Prosad Phnom Penh Pai Len Sala Leak 8 Kampong Chhnang city Ratanakiri Kampong Chhnang Sala Leak 9 Koh Krobey Kampong Sorm Battambong Sala Leak 10 Krang Leav Svay Rieng Kampong Chhnang Sala Leak 11 Pong Rou Ta Keo Kampong Chhnanag Sala Leak 12 Prey Pis Kampong Chhnang Kampong Cham Sala Leak 13 Ta Des Kampong Chhnang Kampong Speu Sala Leak 14 Chhlouk Vean Kampong Chhnang Kandal Sala Leak 15 Thnol Tou Teung Kampong Chhnang Koh Kong Sala Leak 16 Ton Lea Kampong Chhnang Phnom Penh Sala Leak 17 Veal Thom Kampong Chhnang Streung Treang Thnol Tou Teung Kampong Chhnang City Kampong Chhnang Vietnam Ton Le Sala Leak 5 Banteay Meanchey Phnom penh Trach Thnol Tou Teung Battambong Phnom Penh Ta koul Prey Konloung Pursat Phnom Penh Kampong Thlanh Kampong Trolach Phnom Penh Battambong Chres Sala leak 5 Phnom Penh Kampong Chhnang Kampong Chhnang city Sala leak 5 Kampong Speu Kampong Chhnang Kampong Chhnang city Loung Veak Kampong Chhnang Phnom Penh Kampong Chhnang city Trach Market Koh Sdav Sala Leak 5 Krang Rovea Kampong Kda Nak Ta Ang Sala leak 5 PreaKPis Sala leak 5

Chapter 5

Page 54

Prey Konlorng Krang Taleak Ro Meas Thnol Tou Teung Ro Meas Sala leak 5 Sala Leak 5 KampongTrach Sala Leak 6 Spean Por Sala Leak 7 Ta Eak Sala Leak 8 Thnol Tou Teung Sala Leak 9 Trach Seab Sala Leak 5 SreaMuth Sala leak 5 Ta Uk Sala leak 5 Teav Trach Krouk Vean Sala Leak 5 Thmor Eud Sala leak 5 Thnol Tou Teung Lung Veak

Occupancy Survey

5.8.1.6 Passenger Occupancy survey was done for 14 hour duration (from 7:00 am to 6:00 pm and

8pm to 11pm) at Kampong Tralach. The Table 5.1.13 gives the mode-wise average occupancy at

survey location. The passenger vehicles in the sample show lower level of occupancies and thus low




Bus

3

wheeler

2

wheeler/trailer


Kampong Tralach 0 10.62 0 3.6 4.5 2.75 9.5

NR 5- Lot 2






and Table5.1.15 along with their graphical presentation.

5.9.1.1- Among the passenger vehicle samples, nearly 41% fall in the long range travel of 201 km and

above, 23% had average trip length of 101-200 Km, 21% had average trip length in the range of 51-

100 Km and about 15% had trip length of 21-50 Km.

Chapter 5

Page 55


Vehicle Code


201 Km and Above

3 Motor Cycle 7 9 2


5 Car 2 1 6 11

6 Jeep/4WD 1 3

7 Pickup 5 5 13 16

8 Minibus 3 13 11 25

9 Bus 5

5.9.1.2- Among the commercial vehicle samples, nearly 19% fall in the long range travel of 201 Km

and above, 33.3% had average trip length of 51-100 Km, 8.3% had average trip length in the range of

101-200 Km, and another about 39% had trip length of 21-50 Km.


Vehicle Code


201 and Above, Km

10 Koyan small 1 3

11 Koyan large

12 Light Truck 13 6 3 6

13 Medium Truck 1 1

14 HT Rigid 3Axle 2



17 HT Semi T 6Axle

0

5

10

15

20

25

30


No

. of

Sam

ple

of

Ve

hic

le

Kilometer Range


Motor Cycle

3 wheeler(TukTuk)

Car

Jeep/4WD

Pickup

Minibus

Bus

Chapter 5

Page 56


5.9.1.3- Among the Light Goods Vehicles (LGVs), maximum number of LGVs (43.75%) was found to

be carrying grocery and perishables, 31.25% LGVs carried industrial products, 6.25% LGVs carried

building materials, and 18.75% LGVs carried cloths and home articles. Among the high tonnage

vehicles (HTVs), 50% each carried agricultural and food products, and cloths and domestic goods.

The Table 5.1.16 summarises the movement of the goods on NR.5-2.





7 1



1



5

6. Fuel/ Chemicals Petrol/ Diesel/ mobile oil/acids etc



3 1

0

2

4

6

8

10

12

14


No

. of

Sam

ple

of

Ve

hic

le

Kilometer Range


Koyan small

Koyan large

Light Truck

Medium Truck

HT Rigid 3Axle

HT Rigid 4/5 Axle

HT Semi T 4/5 Axle

HT Semi T 6Axle

Chapter 5

Page 57


5.9.1.4- The passenger movement on NR5-2 shows that 46.3% of the passenger vehicles movement

was for work and business, 46.3 % movements was forsocial and private calls, 2% movement was for

daily chores, and 7.3% movement was for tourism. These movements of various categories of

vehicles is summarised in the Table 5.1.17.


Vehicle type


To/from work(code2)


School (code 4)


Others (code6)

MC+trailer 6 2

Car 12 13 3

Jeep/4WD 1 7

Pickup 39 1 42

Minibus 55 1 56 16

Bus 7 3




area. Following O-D movements on the national roads NR73 are given in the Table 5.1.18. It may be


OD outside the province by majority of them originate from Battambong, Banteay

Meanchey,Kampong Chhnang, Phnom Penh, Pursat with destinations such as Kampong Chhnang

,Phnom Penh, Kandal, Pursat, Battam Bong, Pai Len, Ta keo, Kampot etc.

Table5.1.18: Inter- Provincial Movement of traffic

NR 5-2 Location –Ponlai District



Kbal Domrei Punlai Kampong Chhnang Phnom Penh Phsar Chas Punlai Banteay Meanchey Kampong Chhnang Pum Kor Punlai Banteay Meanchey Kondal Pum Rang Punlai Banteay Meanchey Phnom Penh Pulai Bror Sneum Batttombong Kampong Chhnang Pulai Derm Chrey Batttombong Kampot Pulai Kampong Chhnang Batttombong Phnom Penh Pulai Phnnom Penh Batttombong Ta Keo Pulai Prey Ampel Pursat Kampong Chhnang Pulai Sala Krorm Pursat Phnom Penh Pulai Ses Slab Pailen Phnom Penh

Chapter 5

Page 58

SnoukTrou Punlai Kampong Chhnang Battom Bong Ang Chanh Roung Ou Rom Chek Kampong Chhnang Pursat Kampong Chhnang ChnukTrou Kampong Cham Pailen Kampong Chhnang Punlai Kandal Kampong Chhnang Kampong Loung Punlai Phnom Penh Banteay Meanchey Phnom Tachen Punlai Phnom Penh Battom Bong Punlai Chnuk Trou Phnom Penh Kampong Chhnang Punlai Kbal Domrei Phnom Penh Pursat Punlai Kror kou Phnom Penh Pai Len Punlai Pupel Prey Veng Pursat Punlai Tropeng Chan Ta keo Battam Bong Punlai Thkol Market Pupel Chnuk Trou Pupel Pum Reas Pupel Punlai Sang Keap Punlai SnangAng Punlai Tropeng Chan Punlai

Occupancy Survey


8pm to 11pm) at Ponlai. The Table 5.1.19 gives the mode-wise average occupancy at survey

location. The passenger vehicles in the sample show high level of occupancies and thus high




Bus

3

wheeler

2

wheeler/trailer


Punlai 23.8 8.61 3 2.5 3.8 3 6.94

Chapter 6

Page 59

Chapter 6-Baseline Survey Report of NR-7


NR7-1 Lot 1- PK 131+500 and NR7-2PK 179+530


6.1- The average daily traffic was computed for various locations where the mid-block volume

count survey was done. Daily traffic volumes were averaged to find the Average Daily Traffic (ADT).





6.1.1- Traffic volume count data at each location was counted on hourly basis on both sides of the

road to determine Average Daily Traffic (ADT). Traffic volume count data and summary sheets for

various locations are presented in Appendix III (a). The location wise ADT in vehicles and PCUs are



6.2- The analysis of the traffic flows on the NR7 national road shows that peak hour movements

varies from 46.02% to 50.47% in actual 14 hour counts and in terms of PCUs 35.23% to 85.58%.

Lower PCU percentage means that traffic counts constitute higher number of motor cycles and

passenger vehicles compared to heavy trucks and commercial vehicles. In case of NR7-1 lot 2,

85.58% PCUs shows higher movement of trucks.


Station

ID No.

Chainage



7- 10am & 4-6Pm

Peak Hour

proportion in

daily Vehicle

Vol.

Peak Hour

proportion

in daily PCU


NR 7 –

Lot 1 131.500

Pratheat, Tboung

Khmum 10114 10011 5105 8568 50.47% 85.58%

NR 7-

Lot 2 179.530

Pratheat, Tboung

Khmum 5110 6172 2352 2175 46.02% 35.23%



adjustment factor of 1.16 (calculated on the basis of the calculations in the Appendix VI).

Chapter 6

Page 60


Station

ID No.

Chainage



7- 10am & 3-5Pm

Peak Hour

proportion in

daily Vehicle

Vol.

Peak Hour

proportion

in daily


NR 7 –

Lot 1 131.500

Pratheat, Tboung

Khmum 11732 11612 5105 8568 43.51% 73.78%

NR 7-

Lot 2 179.530

Pratheat, Tboung

Khmum 5928 7159 2352 2175 39.67% 38.38%















Table 6.1.3: 24 hour Adjusted Annual Average Daily Traffic (AADT)

Station ID

No.

Chainage


ADT Peak Hour Flows Peak Hour

proportion

in daily

Vehicle Vol.

Peak Hour

proportion in

daily PCU Vol. Vehi. PCUs Vehi. PCUs

NR 7 –

Lot 1 131.500

Pratheat, Tboung

Khmum 11732 11612 5105 8568 43.51% 73.78%

NR 7- Lot

2 179.530

Pratheat, Tboung

Khmum 5928 7159 2352 2175 39.67% 38.38%


6.5- The composition of traffic in 24 hour adjusted counts, for various modes, was worked out from

the traffic volume count data. Along the project stretch the share of passenger traffic varies from

53.9% to 72.0%, whereas goods traffic varies from 28.0% to 46.1%. Share of 2/3 axle truck is varying

from 19.0% to 31.6% of total traffic. Along the project stretch it can be observed that share of two

wheelers alone varies from 16.8% to 29.5%. The share of car and jeep/van varies from 18.5% to

20.3% of total traffic along the project stretch.

Chapter 6

Page 61

Table 6.1.4: 14 Hour Percentage Composition of Traffic (PCUs) St

atio

n N

o.

Ch

ain

age

(km

)

Loca

tio

n o

f Su

rve

y

Mo

tor

Cyc

le

Thre

e W

he

ele

r/Tu

kTu

k

Car

Min

i Bu

s

Bu

s

LGV

(Ko

un

/ Es

tan

) sm

all

LGV

(Ko

un

/ Es

tan

) la

rge

Truck

Tota

l

Jee

p/4

wd

Pic

kup

2 A

xle

lig

ht

3 A

xle

Me

diu

m

3ax

le h

eav

y

Mu

lti a

xle

4-5

rig

id

Mu

lti-

axle

tra

ilers

4-5

Mu

lti-

axle

tra

iler

he

avy

5-6

MC

C-5

NR 7 –

Lot 1

PK31.500

Pratheat,

Tboung

Khmum

2950 472 890 530 611 1561 195 86 58 703 841 359 350 347 60 10011

29.4

7%

4.71

%

8.8

9%

5.2

9%

6.1

0%

15.5

9%

1.9

5%

0.8

6%

0.5

8%

7.0

2%

8.40

%

3.5

9%

3.5

0%

3.4

7%

0.6

0%

MC

C-6

NR 7- Lot

2-PK

179.530

Pratheat,

Tboung

Khmum

1038 132 496 241 405 933 81 48 32 541 1071 338 635 156 25 6172

16.8

2%

2.14

%

8.0

4%

3.9

0%

6.5

6%

15.1

2%

1.3

1%

0.7

8%

0.5

2%

8.7

7%

17.3

5%

5.4

8%

10.

29

%

2.5

3%

0.4

1%

Table 6.1.5 -24 Hour Adjusted Composition of Traffic

Stat

ion

No

.

Ch

ain

age

(km

)

Loca

tio

n o

f Su

rve

y

Mo

tor

Cyc

le

Thre

e W

he

ele

r/Tu

kTu

k

Car

Min

i Bu

s

Bu

s

LGV

(Ko

un

/ Es

tan

) sm

all

LGV

(Ko

un

/ Es

tan

) la

rge

Truck

Tota

l

Jee

p/4

wd

Pic

kup

2 A

xle

lig

ht

3 A

xle

Me

diu

m

3ax

le h

eav

y

Mu

lti a

xle

4-5

rig

id

Mu

lti-

axle

tra

ilers

4-5

Mu

lti-

axle

tra

iler

he

avy

5-6

MC

C-5

NR 7 – Lot

1

PK131.500

Pratheat,

Tboung

Khmum

3421 548 1032 615 709 1810 226 100 67 815 976 414 406 403 69 11613

29.4

6%

4.7

2%

8.89

%

5.3

0%

6.1

1%

15.5

9%

1.9

5%

0.8

6%

0.5

8%

7.0

2%

8.40

%

3.5

6%

3.5

0%

3.4

7%

0.5

9%

MC

C-6

NR 7- Lot 2-

PK 179.530

Pratheat,

Tboung

Khmum

1200 153 575 280 470 1082 94 56 37 628 1242 392 737 180 28 7154

16.7

7%

2.1

4%

8.04

%

3.9

1%

6.5

7%

15.1

2%

1.3

1%

0.7

8%

0.5

2%

8.7

8%

17.3

6%

5.4

8%

10.

30

%

2.5

2%

0.3

9%


6.6- Traffic volume count was conducted in both directions for simultaneously, for 14 hours. The

hourly count was compiled by adding traffic counts of both sides to get the hourly variation of traffic

for each survey location. The graph showing hourly variation for each location is given in Fig 6.1.1

and Fig 6.1.2. Peak hour traffic for all the locations from 7am to 10 am and 3pm to 5pm is found to

be 45% of the actual 24 hour PCU counts in ADT. It is quite normal for intercity roads because of high

percentage of regional traffic movement of freight traffic on the road. This results in traffic flows to

be uniformly distributed over the main 16-20 hours of the day.

Chapter 6

Page 62


NR7-1 Lot 1- PK 131+500

Time

6h

to

7h

7h

to

8h

8h

to

9h

9h

to

10

h

10

h t

o 1

1h

11

h t

o 1

2h

12

h t

o 1

3h

13

h t

o 1

4h

14

h t

o 1

5h

15

h t

o 1

6h

16

h t

o 1

7h

17

h t

o 1

8h

20

h t

o 2

1h

21

h t

o 2

2h

22

h t

o 2

3h

Gra

nd

To

tal


52

.8

88

2

10

53

.5

97

7.5

80

5

81

6.5

84

7

81

1.5

87

9.5

71

2.5

90

4

82

0

24

2

16

4

96

10

01

1

Fig 6.1.1


At Chrork Chambork, Thboung Khmum District (Intersection), NR.7-1, PK: 145+000

Chapter 6

Page 63

NR7-2, PK 179+530

Time 6

h t

o 7

h

7h

to

8h

8h

to

9h

9h

to

10

h

10

h t

o 1

1h

11

h t

o 1

2h

12

h t

o 1

3h

13

h t

o 1

4h

14

h t

o 1

5h

15

h t

o 1

6h

16

h t

o 1

7h

17

h t

o 1

8h

20

h t

o 2

1h

21

h t

o 2

2h

22

h t

o 2

3h

Gra

nd

To

tal


31

.6

57

9

56

8.5

65

3

49

9.5

70

2

36

3

71

7

48

1

50

3

46

0

41

3

97

78

58

61

72

Fig 6.1.2


6.7- The community survey questionnaire was designed to obtain information on the benefits of the





below:


At Pra Theat, Tboung Khmum District (Both Diection) NR.7-2, PK:

159+830

Chapter 6

Page 64

TABLE 6.1.7: SUMMARY OF COMMUNITY DATA SURVEY NR 7

No. Question


Location Tbong

Khmom Pres

Theat

3 In the family


F 102 68


F 95 36

4 Vehicle owner ship

Motorbike 24 23

Car 8 5

Scooter 6 0

Lorry / Etan 1 1


Km/mon. 11050 6900


Transport

Bus 3 6

Car 14 28

Others ( Motor taxi, 5 12

6 Main Occupation

of family

Agriculture 11 18

Service 16 7

Business 13 15


Minimum $ 75 $50

Maximum $3,000 $ 2,250

Average $ 365



Excellent 6 11

very Good 30 21

Good 4 5

Poor 0 3


Lower 11 (28%) 15 (38%)

Somewhat lower 14 (35%) 10 (25%)

No Change 2 (4%) 1 (2%)

Over 13 (33%) 14 (35%)


2008

Better 21 31

Somewhat better 18 6

No Change 1 3

9 Travel of

school children by

Distance (km)

Minimum 0.4 0.3

Maximum 18 6

Mean 2.5 1.7


By Personal vehicle


Chapter 6

Page 65

By Bus Yes 6.50% 4.00%


10

How road project

benefited your family

business?


Better 40 40

Somewhat better 0 0


Better 40 40

Somewhat better 0 0


Somewhat better 0 0







6.7.2- In the sample 0f 80 on NR7, it has been observed that majority of the families (70%) on NR7

Lot 2 are using private transport car whereas on NR-1-2, 35% families travel by car. About 7.55 to

15% use bus and a very few use other means of travel such as motorcycle, taxi etc.

Main Occupation of Road Neighbours


the study locations on NR7 were in agriculture, about 35% in business and balance 28.75% in service

(as an employee or running service centres, repairs of vehicles., petrol pumps etc.).

Family Income


in 2008-9. The average monthly income of neighbouring families is reported to be about US$365 at

different locations of the national road. However, it varies from a minimum of US$50 to a maximum

of US$3,000 per month.


Quality of Travel

6.7.5.1- 21.25 % of the people rated quality of travel as excellent, 51.25 %have rated quality of travel

as very good, 11.25% have rated good, and only 3.75% have rated poor. Poor rating by some


going projects.

Chapter 6

Page 66



travel costs, 30% have reported somewhat lower travel costs, 3.75 % have reported no change in

travel cost and 33.75% have reported increase in travel costs.


6.7.5.3- On the Sections of the roads surveyed, 65% respondents have reported good availability of

public transport, 30.5% have reported somewhat better and about 5% have reported no change.


Distance Travelled


minimum of 0.3 km to a maximum of 18 Km for going to their schools. This gives an average distance

of about 21.1, the school children travel.


6.7.5.5- Out of the total school going children living in the neighbourhood of NR7 nation road about

4% to 6.5% travels to their schools by walk.



about 74.10% to 88% travels to their schools by their personal vehicles.



about 4% to 6.5% travels to their schools by bus.



about 4% to 12.9% travel to their schools by other means.



6.7.5.9- Majority of the respondents (100%) reported better availability of goods and services.


6.7.5.10- Most respondents (100%) have reported better availability of transport means to carry



Chapter 6

Page 67

6.7.5.11- Majority of the respondents (100%) have reported better excess to market.

NR 7-1 Tbong Khmum District







6.8.1.1- Among the passenger vehicle samples, nearly 25% fall in the long range travel of 201 km and

above, 33.3% had average trip length of 0-20 Km, 16,6% had average trip length in the range of 21-

50 Km, 16.65% had average trip length of 51-100 Km and 8.35% had average trip length 101-200 km.


Vehicle Code


201-and Above, Km

3 Motor Cycle


5 Car 2 1 2

6 Jeep/4WD 1

7 Pickup 1

8 Minibus 1 2

9 Bus

6.8.1.2- Among the commercial vehicle samples, nearly 4% fall in the long range travel of 0-20 km,

12% had average trip length of 21-50 Km, 29.3% had average trip length in the range of 51-100Km,

34.7% had trip length of101 -200 km and 205 had trip length of 200 Km and above.

0

0.5

1

1.5

2

2.5


No

. of

Sam

ple

of

Ve

hic

le

Kilometer Range


Motor Cycle

3 wheeler(TukTuk)

Car

Jeep/4WD

Pickup

Minibus

Bus

Chapter 6

Page 68


Vehicle Code


10 Koyan small 1

11 Koyan large 1



14 HT Rigid 3Axle 4 3 3 5

15 HT Rigid 4/5 Axle 1 7 5 3

16 HT Semi T 4/5 Axle 2 7 10 6




carrying grocery and perishables, 17 % LGVs carried timber, and 5.9 % each carried fertilizers and

building materials and cloths and home articles. Among the high tonnage vehicles (HTVs), 66%

carried agricultural, 19 carried building materials, 11.3% carried timber and 3.7% carried industrial

products. The Table 6.1.10 summarises the movement of the goods on NR7-1.

0

2

4

6

8

10

12


No

. of

Sam

ple

of

Ve

hic

le

Kilometer Range


Koyan small

Koyan large

Light Truck

Medium Truck

HT Rigid 3Axle

HT Rigid 4/5 Axle

HT Semi T 4/5 Axle

HT Semi T 6Axle

Chapter 6

Page 69





9 35


5 6


1 10



2 2



1



6.8.1.4- The passenger movement on NR7-1 shows that 32% of the passenger vehicles movement

was for work and business, 50 % movements was forsocial and private calls, and 18% movement was

for daily chores.These movements of various categories of vehicles is summarised in the Table

6.1.11.


Vehicle type Work business (code1)

To/from work

(code2)

Social Private (code3)

School

(code 4)

Recreation/ Holiday/Tourism

(code5)

Others

(code6)

MC+trailer 3 1

Car 2 2 3

Jeep/4WD 1

Pickup 4

Minibus 4 3 5

Bus

Chapter 6

Page 70




area. Following O-D movements on the national roads NR7-1 are given in the Table 6.1.12.It may be


OD outside the province by majority of them originate from Kampong Cham, Vietnam, Phnom Penh,

Siem Reap with destinations such as Kampong Cham, Phnom Penh, Vietnam, Kratie, Ratnakiri etc.

Table 6.1.12 Inter- Provincial Movement of traffic

NR NR7-1 Location: TbongKhmum



Chamkar Leu Soung Kampong Cham Kratie Chamkar Leu Thbong Khmum Kampong Cham Mondul kiri Kampong Cham city Ta Borv Kampong Cham Ratanak kiri Ou Rang Ouv Soung Kampong Cham Vietnam Prey Tou Teung Chub Bateay Meanchey Kampong Cham Prey Tou Teung Memuth Kampong Thom Kampong Cham Prey Tou Teung Punnhea Kreak Kampong Thom Vietnam Prey Tou Teung Soung Kampot Kampong Cham Soung Thbong Khmum Kandal Kampong Cham Thbong Khmum Chub Phnom Penh Kampong Cham Thbong Khmum Soung Phnom Penh Kratie Chub Chub Phnom Penh Vietnam Chub Mou Ram Dek Siem Reap Memuth Chub Skun Kampong Cham Banteay Meanchey Memuth BeungKuk Kampong Cham Phnom Penh Memuth Thnol Tou Teung Kampong Cham Siem Reap PunnheaKreak Beung Kuk Vietnam Phnom Penh Soung Beung Kuk Kampon Cham Vietnam Ta Pav Soung Kampong Thom Vietnam Skun Soung Phnm Penh Kampong Cham Punnhea Kreak Preh Vihea Vietnam Memuth Kampong cham city Vietnam Kampong Cham Soung Svay Ann Tour Vietnam Phnom Penh Vietnam Siem Reap

Occupancy Survey


8pm to 11pm) at Tbong Khmum. The Table 6.1.13 gives the mode-wise average occupancy at survey

location. The passenger vehicles in the sample show lower level of occupancies and thus low


Chapter 6

Page 71



Bus

3

wheeler

2

wheeler/trailer


Tbong Khmum 8.4 2.3 2.1 1.4 1 4

NR 7-2


6.8.2- The average trip length has been divided into 5 segments from 0-20 km, 21 -50 km, 51-100 km, 101-200 km, 201 km and above for study of the trip km of all categories of vehicles. Two separate tables have generated for passenger and commercial vehicles. These Tables are summarized below.The trip pattern for passenger and commercial vehicles are given in Table 6.1.14 and Table6.1.15 along with their graphical presentation.

6.8.2.1- Among the passenger vehicle samples, nearly 50% fall in the long range travel of 201 km and above, 30% had average trip length of 101-200 Km, 17% had average trip length in the range of 51-100 Km and about 3% had trip length of 21-50 Km.


Vehicle Code


201-and Above, Km

3 Motor Cycle 4


5 Car 8 3 9

6 Jeep/4WD 2 5 11

7 Pickup 1 1 6 8

8 Minibus 5 27 56 79

9 Bus 4

0

10

20

30

40

50

60

70

80

90


No

. of

Sam

ple

of

Ve

hic

le

Kilometer Range


Motor Cycle

3 wheeler(TukTuk)

Car

Jeep/4WD

Pickup

Minibus

Bus

Chapter 6

Page 72

6.8.2.2- Among the commercial vehicle samples, nearly 50% fall in the long range travel of 201 Km and above, 20% had average trip length of 51-100 Km, 15% had average trip length in the range of 101-200 Km, and another about 15% had trip length of 21-50 Km.

Table 6.1.15 Distribution of Average Trip KM Travel of Commercial Vehicles

Vehicle Code

Vehicle Type 0-20 Km 21-50 Km 51-100 Km 101-200 Km 201-and Above, Km

10 Koyan small

11 Koyan large 1 1


13 Medium Truck 2

14 HT Rigid 3Axle 1

15 HT Rigid 4/5 Axle 2 1 2


17 HT Semi T 6Axle



carrying grocery and perishables, 25% LGVs carried building materials, and 12.5% LGVs carried cloths

and home articles. Among the high tonnage vehicles (HTVs), 25% each carried industrial products,

agricultural and food products, building materials and cloths and domestic goods. The Table 6.1.16

summarises the movement of the goods on NR7-2.

0

1

2

3

4

5

6

7


No

. of

Sam

ple

of

Ve

hic

le

Kilometer Range


Koyan small

Koyan large

Light Truck

Medium Truck

HT Rigid 3Axle

HT Rigid 4/5 Axle

HT Semi T 4/5 Axle

HT Semi T 6Axle

Chapter 6

Page 73

Table6.1.16: Classification of Vehicle-wise Commodities in Percentages




5 1



2 1



1

6. Fuel/ Chemicals Petrol/Diesel/ mobile oil/acids etc



1 1



movement was for work and business, 33% movements was for social and private calls, 17.7%

movement was for daily chores, and 0.6% movement was for tourism. These movements of various



Vehicle type Work business (code1)

To/from work (code2)

Social Private (code3)

School (code 4)


Others (code6)

MC+trailer 3 2

Car 18 6 25

Jeep/4WD 7 12 17

Pickup 14 8

Minibus 246 87 147 1

Bus 6 3 3





Chapter 6

Page 74


OD outside the province by majority of them originate from Kampong Cham, Kratie, Phnom Penh,

Prey Veang, Mandol kiri, and Ratnak kiri and with destinations such as Kampong Cham ,Phnom Penh,

Kratie, Siem Reap, SteungTreang, Takeo, Ratnak kiri etc.

Table 6.1.18 Inter- Provincial Movement of Traffic

NR 7-2 Location: Prothead



Kampong Cham Memuth Kampong Cham Memuth Kampong Cham Prothead Kampong Cham Prothead Kampong Cham Punnha kreak Kampong Cham Ponhea kreak Skun Memuth Skun Memuth Skun Ponhea kreak Skun Ponhea kreak Soung Dambae Soung Dambae Soung Memuth Soung Memuth Soung Prothead Soung Prothead Soung Ponhea Kreak Soung Ponhea Kreak Tonle Bith Phnom Prech Tonle Bith Phnom Prech Dambae Ou Rang Ouv Kampong Cham Kratie Chom Peang Kampong Cham Kampong Cham MundulKiri Krouch Chmar Kampong Cham Kampong Cham Ratanakiri Memuth Kampong Cham Kampong Cham Vietnam Rundov Chrum Kampong Cham Kratie MundulKiri Steung Dambae Kratie Vietnam Steung Soung Phnom Pen Kampong Cham Pou Leas Krouch Chmar Phnom Pen Kratie Prothead Kompong Cham Phnom Pen Mundolkiri Ponhea Kreak Skun Phnom Pen Prey Veng Soung Kampong Cham Phnom Pen Ratanakiri Steung Soung Phnom Pen Steung Treang Tropeng Phlung Thnol Tou Teung Prey Veang Kratie Song Dambae Prey Veang Ratanakiri Song Ponhea Kreak SvayReang Kratie Song Memuth Kampong Cham Kandal Dambae Soung Kampong Cham Kratie Kampong Cham Phnom Penh Kampong Cham Kampong Cham Steung Treang Kampong Cham Takeo kratie kampong Cham kratie Phnom Penh kratie Prey Veang kratie Takeo Mundolkiri Kampong Cham Mundolkiri Phnom Penh Ratanakiri Kampong Cham

Chapter 6

Page 75

Ratanakiri Phnom Penh Ratanakiri Siem Reap Steung Treang Kampong Cham Steung Treang Phnom Penh Vietnam Kampong Cham Vietnam Kratie Vietnam Phnom Penh Vietnam Steung Treang Kampong Cham Kratie Kampong Cham Ratanakiri Kampong Thom SteungTreang Phnom Penh Kampong Cham Phnom Penh Kratie Phnom Penh Ratanakiri Pursat Kratie Kratie Phnom Penh Ratanakiri Kampong Thom Ratanakiri Prey Veang

Occupancy Survey

Passenger Occupancy survey was done for 14 hour duration (from 7:00 am to 6:00 pm and 8pm to

11pm) at Pratheat. The Table 6.1.19 gives the mode-wise average occupancy at survey location. The

passenger vehicles in the sample show high level of occupancies and thus high utilization of capacity.



Bus

3

wheeler

2

wheeler/trailer


Prathead 25.75 11.01 2 3.3 2.8 3.5 2.35

Chapter 7

Page 76


Location and Road –wise Report

NR 71 –PK119










7.2- The analysis of the traffic flows on the NR71 national road shows that peak hour movement

is 50.69% in actual 14 hour counts and in terms of PCUs 48.12%. Lower PCU percentage means that

traffic counts constitute higher number of motorcycles and passenger vehicles compared to heavy

trucks and commercial vehicles.


Station

ID No.

Chainage



7- 10am & 4-6Pm

Peak Hour

proportion in

daily Vehicle

Vol.

Peak Hour

proportion

in daily PCU


NR 71 PK 119 1 Km from Boskor

Market 4032 3728 2044 1794 50.69% 48.12



adjustment factor of 1.16 (calculated on the basis of the calculations in the Appendix VI).


Station

ID No.

Chainage



7- 10am & 3-5Pm

Peak Hour

proportion in

daily Vehicle

Vol.

Peak Hour

proportion

in daily



Market 4677 4324 2044 1794 43.70% 41.48%

Chapter 7

Page 77
















Station ID

No.

Chainage



proportion

in daily

Vehicle Vol.

Peak Hour

proportion in



Market 4677 4324 2044 1794 43.70% 41.48%


7.5- The composition of traffic, for various modes, was worked out from the traffic volume count

data. Along the project stretch the share of passenger traffic is 65.7%, whereas goods traffic is

34.3%.Share of 2/3 axle truck is 22.1% of total traffic. Along the project stretch it can be observed

that share of two wheelers alone is 36.2%. The share of car and jeep/van is 14.4% of total traffic

along the project stretch.


Stat

ion

No

.

Ch

ain

age

(km

)

Loca

tio

n o

f Su

rve

y

Mo

tor

Cyc

le

Thre

e W

he

ele

r/Tu

kTu

k

Car

Min

i Bu

s

Bu

s

LGV

(Ko

un

/ Es

tan

) sm

all

LGV

(Ko

un

/ Es

tan

) la

rge

Truck

Tota

l

Jee

p/4

wd

Pic

k-u

p

2 A

xle

lig

ht

3 A

xle

Me

diu

m

3ax

le h

eav

y

Mu

lti a

xle

4 r

igid

Mu

lti-

axle

tra

ilers

5

Mu

lti-

axle

tra

iler

he

avy

6

MC

C-7

NR 71

PK 119

1 Km from

Boskor

Market

1349 87 210 177 150 407 71 57 42 203 361 260 246 100 9 3728

36.1

9%

2.33

%

5.6

3%

4.75

%

4.0

2%

10.9

2%

1.9

0%

1.5

3%

1.1

3%

5.4

5%

9.6

8%

6.9

7%

6.6

0%

2.6

8%

0.2

4%

Chapter 7

Page 78

Table 7.1.5: 24 Hour Adjusted Composition of Traffic

Stat

ion

No

.

Ch

ain

age

(km

)

Loca

tio

n o

f Su

rve

y

Mo

tor

Cyc

le

Thre

e W

he

ele

r/Tu

kTu

k

Car

Min

i Bu

s

Bu

s

LGV

(Ko

un

/ Es

tan

) sm

all

LGV

(Ko

un

/ Es

tan

) la

rge

Truck

Tota

l

Jee

p/4

wd

Pic

k-u

p

2 A

xle

lig

ht

3 A

xle

Me

diu

m

3ax

le h

eav

y

Mu

lti a

xle

4 r

igid

Mu

lti-

axle

tra

ilers

5

Mu

lti-

axle

tra

iler

he

avy

6

MC

C-7

NR 71

PK 119

1 Km from

Boskor

Market

1565 101 244 205 174 472 82 66 49 235 419 302 285 116 10 4300

36.4

0%

2.3

5%

5.6

7%

4.7

7%

4.0

5%

10.9

8%

1.9

1%

1.53

%

1.1

4%

5.4

7%

9.74

%

7.0

2%

6.6

3%

2.7

0%

0.2

3%


7.6- Traffic volume count was conducted in both directions for simultaneously, for 14 hours. The


for each survey location. The graph showing hourly variation for each location is given in Fig 7.1.1.

Peak hour traffic for all the locations from 7am to 10 am and 3pm to 5pm is 46.02% of the actual 14

hour PCU counts in ADT, It is quite normal for intercity roads because of high percentage of regional

traffic movement of freight traffic on the road. This results in traffic flows to be uniformly distributed

over the main 16-20 hours of the day.

Chapter 7

Page 79


Time

6h

to

7h

7h

to

8h

8h

to

9h

9h

to

10

h

10

h t

o 1

1h

11

h t

o 1

2h

12

h t

o 1

3h

13

h t

o 1

4h

14

h t

o 1

5h

15

h t

o 1

6h

16

h t

o 1

7h

17

h t

o 1

8h

20

h t

o 2

1h

21

h t

o 2

2h

22

h t

o 2

3h

Gra

nd

To

tal


17

54

2

47

4

39

3

37

3

30

0

34

4

27

6

25

6

28

0

34

7

40

8

20

1

12

1

11

1

44

24

Fig 7.1.1



the rehabilitated national roads was structured in to 10 questions. Question 1&2 basically cover the

details of the respondents whereas questions 3 to 10 are directly related to the qualitative benefits



below:


At Busknor Market, Chamkar Leu District (Bidthdirecton ), NR.71, PK:118+500

Chapter 7

Page 80

TABLE 7.1.6: SUMMARY OF COMMUNITY DATA SURVEY NR 71

No. Question

Road No. NR.71

Location Bos

Khnor

3 In the family

Member in family M 71

F 66

No. of Children M 50

F 57


Motorbike 21

Car 3

Scooter 16

Lorry / Etan 1

Others, (bicycle) 0

Km/mon. 7560


Transport

Bus 10

Car 12

Others ( Motor taxi, 1

6 Main Occupation

of family

Agriculture 15

Service 13

Business 12


Minimum $ 120

Maximum $ 5,000

Average $ 996



Excellent 0

very Good 36

Good 3

Poor 1


Lower 5 (13%)

Somewhat lower 1 (3%)

No Change 5 (13%)

Over 29 (73%)


2008

Better 1

Somewhat better 38

No Change 1

9 Travel of school

children by

Distance (km)

Minimum 0.3

Maximum 10

Mean 2.47

By Walk Percentage 11.50%

By Personal vehicle including bicycle

Yes 88.50%

Chapter 7

Page 81

By Bus Yes 0.00%

By Others Yes 0.00%

10

How road project


business?


Better 39

Somewhat better 1


Better 39

Somewhat better 1

Easy excess to market Better 39

Somewhat better 1



motorised vehicle (motorcycle or car, scooter, lorry or etan) and large number of them had bicycles




6.7.2- In the sample 0f 80 on NR71, it has been observed that 25% of the families are using bus,

30% use private transport car whereas 20% use other means of travel such as motorcycle, taxi etc.





Family Income



the surveyed location of the national road. However, it varies from a minimum of US$120 to a

maximum of US$5,000 per month.


Quality of Travel

7.7.5.1- 0 % of the people rated quality of travel as excellent, 90 %have rated quality of travel as very

good, 7.5% have rated good, and only 2.5% have rated poor. Poor rating by some respondents are

obvious as the rehabilitation work is still in progress in some sections of the on-going projects.

Chapter 7

Page 82



travel costs, 2.5% have reported somewhat lower travel costs, 12.5% have reported no change in

travel cost and 72.5% have reported increase in travel costs.


7.7.5.3- On the Section of the road surveyed, 2.5% respondents have reported better availability of

public transport, 95% have reported somewhat better and about 2.5% have reported no change.


Distance Travelled



of about 2.47 km, the school children travel.


7.7.5.5- Out of the total school going children living in the neighbourhood of NR71 nation road about

11.5% travels to their schools by walk.



about 88.5% travels to their schools by their personal vehicles.


7.7.5.7- Out of the total school going children living in the neighbourhood of nation road, no one

travels to their schools by bus.



travels to their schools by other means.



7.7.5.9- Majority of the respondents (97.5%) reported better availability of goods and services and

2.5 of the families reported somewhat better.



goods to the market because of good roads and 2.5% reported somewhat better.

Chapter 7

Page 83


7.7.5.11- Majority of the respondents (97.5) have reported better excess to marketand 2.5%

reported somewhat better.








km, 24.4% had average trip length of 51-100 Km, 15% had average trip length in the range of 0-

20Km, and 12% had travel length of 201 Km and above and about 7% had travel length of 21-50 Km.


Vehicle Code


201-and Above Km

3 Motor Cycle


5 Car 1 2 3 4 2

6 Jeep/4WD 1

7 Pickup 1 2

8 Minibus 5 1 3 8 2

9 Bus 1 1 1 1

0

1

2

3

4

5

6

7

8

9


No

. of

Sam

ple

of

Ve

hic

le

Kilometer Range


Motor Cycle

3 wheeler(TukTuk)

Car

Jeep/4WD

Pickup

Minibus

Bus

Chapter 7

Page 84

7.8.1.2- Among the commercial vehicle samples, nearly 60% fall in the long range travel of 51-100 km, 25% had average trip length of 21-50 Km, 10% had average trip length in the range of 101-200 Km, and another about 5% had trip length of 0-20 Km.


Vehicle Code


10 Koyan small


12 Light Truck 2 4


14 HT Rigid 3Axle 1



17 HT Semi T 6Axle


7.8.1.3- Among the Light Goods Vehicles (LGVs), maximum number of LGVs (35.7%) was

found to be carrying grocery and perishables, 28.5 % LGVs carried industrial products, 14% LGVs

carried cloths and home articles and 21% carried building materials. Among the high tonnage

vehicles (HTVs), 100 carried agricultural, and food products. The Table 7.1.10 summarises the

movement of the goods on NR71.

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5


No

. of

Sam

ple

of

Ve

hic

le

Kilometer Range


Koyan small

Koyan large

Light Truck

Medium Truck

HT Rigid 3Axle

HT Rigid 4/5 Axle

HT Semi T 4/5 Axle

HT Semi T 6Axle

Chapter 7

Page 85

Table 7.1.10: Classification of Vehicle-wise Commodities in Percentages




5 2



3



4




2


7.8.1.4- The passenger movement on NR71 shows that 46% of the passenger vehicles movement

was for work and business, 24% movements was for social and private calls, 21.4% movement was

for daily chores, 7% movement was for tourism, and 1.3% movement was for education. These

movements of various categories of vehicles is summarised in the Table 7.1.11.


Vehicle type Work/business (code1)

To/from work

(code2)

Social/ Private (code3)

School

(code 4)

Recreation/ Holiday/Tourism

(code5)

Others

(code6)

MC+trailer 5

Car 19 15 15 2

Jeep/4WD 2

Pickup 3 5

Minibus 35 15 16 1 9

Bus 7 3 1 1

Chapter 7

Page 86





seen that 71% of the samples had origin and destination with in the province whereas 29% had OD

outside the province by majority of them originate from Phnom Penh, Kampong Cham, Siem Reap

and Speu with destinations such as Kampong Cham , Phnom Penh, Rattanakiri, Vietnam, etc.


NR 71 Locations: Busknor



Busknor Kampong Cham city Kampong Cham Phnom Penh

Chamkar Leu Beung Kuk Kampong Cham Rattanakiri

Chamkar Leu Busknor Kampong Thom Kampong Cham

Chamkar Leu Chub Siem Reap Phnom Penh

Chamkar Leu Kampong Cham city Kampong Cham Banteay Mean Chey

Chamkar Leu Thnol Tou Teung Kampong Cham Kampong Thom

Speu Dey Dos Kampong Cham Preah Vihea

Speu Kampong Cham Banteay Meanchey Kampong Cham

Speu Thnol TouTeung Kampong Speu Kampong Cham

Beung Kuk Busknor Phnom Penh Kampong Cham

Beung Kuk Chamkra Leu Phnom Penh Kampong Cham

Beung Kuk Speu

Beung Kuk Srea Veal

Busknor Busknor

Kampong Cham Busknor

Kampong Cham Srea Veal

Kampong Cham Ta Ung

Memuth Chamkar Leu

Andoung Chraa Busknor

Ponhea Kreak Busknor

Spean Kysona Srea Veal

Spean Kysona Busknor

Spean Kysona Chamkar Leu

Wat Angkor Chamkar Leu

Wat Angkor Srea Veal

Kampong Cham ChamKar Leu

Chamkar Leu Kampong Cham

Chapter 7

Page 87

Occupancy Survey


8pm to 11pm) at Bosknor. The Table 7.1.13 gives the mode-wise average occupancy at survey

location. The passenger vehicles in the sample show high level of occupancies and thus high




Bus

3

wheeler

2

wheeler/trailer

car Jeep/4WD Pick-

up

Bosknor 16.08 26.65 3 2.6 66.08 2 3.6

Chapter 8

Page 88


Location and Road – wise Survey Report

NR 72-PK K 192.900








8.1.1- Traffic volume count data at each location was counted on hourly basis on both sides of the road to determine Average Daily Traffic (ADT). Traffic volume count data and summary sheets for various locations are presented in Appendix III (a). The location wise ADT in vehicles and PCUs are



8.1.2- The analysis of the traffic flows on the NR71 national road shows that peak hour movement is 41.38% in actual 14 hour counts and in terms of PCUs 40.51%. Lower PCU percentage means that traffic counts constitute higher no of motor cycles and passenger vehicles compared to heavy trucks and commercial vehicles.


Station

ID No.

Chainage



7- 10am & 4-6Pm

Peak Hour

proportion in

daily Vehicle

Vol.

Peak Hour

proportion

in daily PCU


NR 72 PK 192.900 In front of Grand

Hotel & Casino 3484 3404 1442 1379 41.38% 40.51%


8.1.3- The traffic count of 14 hours has been adjusted by multiplying the total count by the adjustment factor of 1.16 (calculated on the basis of the calculations in the Appendix VI).


Station

ID No.

Chainage



7- 10am & 3-5Pm

Peak Hour

proportion in

daily Vehicle

Vol.

Peak Hour

proportion

in daily


NR 72 PK 192.900 In front of Grand

Hotel & Casino 4041 3949 1442 1379 35.96% 34.92%

Chapter 8

Page 89


8.2- The Annual Average Daily Traffic (AADT) is calculated by multiplying ADT with a seasonality factor. Seasonal variation factors by vehicle types are required to account for variations in the pattern of traffic volume on the sections of project road over different months or seasons of the year. There are various methods of determining the seasonality factor. The most direct method is using the past traffic counts, if traffic surveys are carried out round the year. But in Cambodia, round the year counts are seldom carried out for any road. Continuous automatic counting carried out on National roads does show a seasonal pattern; with peak traffic in January/ February and low traffic in August/September. There is some effect rain and flooding. These factors show that traffic levels are usually below the AADT during the period July to November, with lowest traffic levels in August. Since the traffic counts were carried out in April-May 2012, when there is no impact of the seasonal factors, therefore the traffic counts are very close to AADT. Hence there is no need to apply seasonal factor. This is only for creating baseline data for comparison with the count in the same period in 2013 to know the impact of the RAMP. The Peak hour constitute 35.96% of ADT in terms of vehicles where as it is 34.92% in PCUsADT.


Station ID

No.

Chainage



proportion

in daily

Vehicle Vol.

Peak Hour

proportion in


NR 72 PK 192.900 Infront of Grand

Hotel & Casino 4041 3949 1442 1379 35.96% 34.92%

OverallComposition of Traffic



41.0%. Share of 2/3 axle truck is 16.0% of total traffic. Along the project stretch it can be observed

that share of two wheelers alone is 34.9%. The share of car and jeep/van is 16.3% of total traffic

along the project stretch.


Stat

ion

No

.

Ch

ain

age

(km

)

Loca

tio

n o

f Su

rve

y

Mo

tor

Cyc

le

Thre

e W

he

ele

r/Tu

k Tu

k

Car

Min

i Bu

s

Bu

s

LGV

(Ko

un

/ Es

tan

) sm

all

LGV

(Ko

un

/ Es

tan

) la

rge

Truck To

tal

Jee

p/4

wd

Pic

k-u

p

2 A

xle

lig

ht

3 A

xle

Me

diu

m

3ax

le h

eav

y

Mu

lti a

xle

4 r

igid

Mu

lti-

axle

tra

ilers

5

Mu

lti-

axle

tra

iler

he

avy

6

MC

C-8

NR 72-PK

192.900

In front of

Grand Hotel

& Casino

1187 129 277 179 100 107 30 137 42 38 326 182 410 229 32 3405

34.8

6%

3.79

%

8.1

4%

5.2

6%

2.9

4%

3.14

%

0.8

8%

4.02

%

1.2

3%

1.1

2%

9.5

7%

5.3

5%

12.

04

%

6.7

3%

0.9

4%

Chapter 8

Page 90

Table 8.1.5: 24 Hour Adjusted Composition of Traffic St

atio

n N

o.

Ch

ain

age

(km

)

Loca

tio

n o

f Su

rve

y

Mo

tor

Cyc

le

Thre

e W

he

ele

r/Tu

kTu

k

Car

Min

i Bu

s

Bu

s

LGV

(Ko

un

/ Es

tan

) sm

all

LGV

(Ko

un

/ Es

tan

) la

rge

Truck

Tota

l

Jee

p/4

wd

Pic

kup

2 A

xle

lig

ht

3 A

xle

Me

diu

m

3ax

le h

eav

y

Mu

lti a

xle

4 r

igid

Mu

lti-

axle

tra

ilers

5

Mu

lti-

axle

tra

iler

he

avy

6

MC

C-8

NR 72-PK

192.900

In front of

Grand Hotel

& Casino

1377 150 321 208 116 124 35 158 49 45 378 211 476 266 37 3951

34.8

5%

3.8

0%

8.1

2%

5.2

6%

2.9

4%

3.14

%

0.8

9%

4.00

%

1.2

4%

1.1

4%

9.57

%

5.3

4%

12.

05

%

6.7

3%

0.9

4%


8.4- Traffic volume count was conducted in both directions for simultaneously, for 14 hours. The hourly count was compiled by adding traffic counts of both sides to get the hourly variation of traffic for each survey location. The graph showing hourly variation for each location is given in Figure. Peak hour traffic for all the locations from 7am to 10 am and 3pm to 5pm is found to be between 34.92% to 73.789% of the actual 14 hour PCU counts in ADT, and in 24 hour adjusted PCU it varies between that is quite normal for intercity roads because of high percentage of regional traffic movement of freight traffic on the road. This results in traffic flows to be uniformly distributed over the main 18-20 hours of the day.

TABLE 8.1.6 -SUMMARY OF HOURLY COUNTS (PCUs)

Time

6h

to

7h

7h

to

8h

8h

to

9h

9h

to

10

h

10

h t

o 1

1h

11

h t

o 1

2h

12

h t

o 1

3h

13

h t

o 1

4h

14

h t

o 1

5h

15

h t

o 1

6h

16

h t

o 1

7h

17

h t

o 1

8h

20

h t

o 2

1h

21

h t

o 2

2h

22

h t

o 2

3h

Gra

nd

To

tal

Total TC

Both side

11

2.4

28

1

19

5

23

6.5

28

3

27

7.5

35

6.5

31

9

24

1.5

32

7

34

0.5

28

1

14

4

60

62

34

04

.5

Chapter 8

Page 91







below:

TABLE 8.1.7 -SUMMARY OF COMMUNITY DATA SURVEY NR 72

No. Question

Road No. NR.72

Location Trapeng Thlong

3 In the family


F 74


F 23

4 Vehicle owner ship Motorbike 19

Car 2

Chapter 8

Page 92

Scooter 1

Lorry / Etan 6

Others, (bicycle) 14

Km/mon. 8940


Transport

Bus 10

Car 25


6 Main Occupation

of family

Agriculture 17

Service 13

Business 10


Minimum $ 50

Maximum $ 5,750

Average $ 748



Excellent 12

very Good 17

Good 11

Poor 0


Lower 17 (43%)


No Change 9 (23%)

Over 0 (0%)


2008

Better 28

Somewhat better 10

No Change 2

9 Travel of school

children by

Distance (km)

Minimum 0.2

Maximum 5

Mean 0.78



Yes 84.00%

By Bus Yes 0.00%

By Others Yes 0.00%

10

How road project


business?


Better 40

Somewhat better 0


Better 39

Somewhat better 1


Somewhat better 0


Chapter 8

Page 93



as an alternate. 40 samples interviewed show extensive travel of 8940 Kms on NR72 per month. The

average travel at the individual family level is of the order of 224 km.


8.6.2- In the sample 0f 80 on NR72, it has been observed that 25% of the families are using bus,

62.5% use private transport car whereas 17.5% use other means of travel such as motorcycle, taxi

etc.





Family Income



the surveyed location of the national road. However, it varies from a minimum of US$50 to a

maximum of US$5,750 per month.


Quality of Travel

8.6.5- 30% of the people rated quality of travel as excellent, 42.5%have rated quality of travel as

very good, 27.5% have rated good, and no family has rated poor.


8.6.6- Compared to the travel costs in 2008-9, 42.5% of the respondents have reported lower

travel costs, 35% have reported somewhat lower travel costs, and 22.5% have reported no change in

travel cost.


8.6.7- On the Section of the road surveyed, 70% respondents have reported better availability of

public transport, 25% have reported somewhat better and about 5% have reported no change.


Distance Travelled

8.6.8- On the overall, children living in the neighbourhood of the national roads travel from


of about 0.78 km, the school children travel.

Chapter 8

Page 94


8.6.9- Out of the total school going children living in the neighbourhood of NR72 nation road about

16% travels to their schools by walk.


8.6.10- Out of the total school going children living in the neighbourhood of various nation roads

about 84% travels to their schools by their personal vehicles.


8.6.11- Out of the total school going children living in the neighbourhood of nation road, no one



8.6.12- Out of the total school going children living in the neighbourhood of nation road, no one




8.6.13- Majority of the respondents (100%) reported better availability of goods and services. Easy

to carry Goods to the Market

8.6.14- Most respondents (100%) have reported better availability of transport means to carry



8.6.15- Majority of the respondents (97.5) have reported better excess to marketand 2.5% reported

somewhat better.


8.7.1- The average trip length has been divided into 5 segments from 0-20 km, 21 -50 km, 51-100 km, 101-200 km, 201 km and above for study of the trip km of all categories of vehicles. Two separate tables have generated for passenger and commercial vehicles. These Tables are summarized below.The trip pattern for passenger and commercial vehicles are given in Table 8.1.8 and Table8.1.9 along with their graphical presentation.

8.7.1.1- Among the passenger vehicle samples, nearly 14.3% fall in the long range travel of 201 km and above, 47.6% had average trip length of 51-100 Km, 35.7% had average trip length in the range of 0-20 Km and 2.3% fall in the range of 21-50 Km.

Chapter 8

Page 95


Vehicle Code


201-and Above, Km

3 Motor Cycle 6 3


5 Car 2 4 2

6 Jeep/4WD 2 1 1

7 Pickup 2 1

8 Minibus 1 1

9 Bus 1 3 2

8.7.1.2- Among the commercial vehicle samples, nearly 60.6% fall in the long range travel of 51-100 km, 7.3% had average trip length of 0-20 Km, 6.1% had average trip length in the range of 21-50 Km, and 19.2% had average trip length of 101-200 Km and another about 6.5% had trip length of 201 Km and above.


Vehicle Code






14 HT Rigid 3Axle 1 4 28 12 1

15 HT Rigid 4/5 Axle 1 46 14 4

16 HT Semi T 4/5 Axle 1 2 23 7 8

17 HT Semi T 6Axle 1 6 4 1

0

1

2

3

4

5

6

7


No

. of

Sam

ple

of

Ve

hic

le

Kilometer Range


Motor Cycle

3 wheeler(TukTuk)

Car

Jeep/4WD

Pickup

Minibus

Bus

Chapter 8

Page 96


8.7.1.3- Among the Light Goods Vehicles (LGVs), maximum number of LGVs (97%) was found

to be carrying grocery and perishables, 1.2% each LGVs carried building materials and industrial

products, 0.6% LGVs carried cloths and home articles. Among the high tonnage vehicles (HTVs), 96%

carried agricultural, and food products, 2% carried industrial products, 1.4% carried building

materials and 0.6% carried timber. The Table 8.1.10 summarises the movement of the goods on

NR72.

Table8.1.10: Classification of Vehicle-wise Commodities in Percentages




193 138


1


2 2



2 3


0


0


1

0

5

10

15

20

25

30

35

40

45

50


No

. of

Sam

ple

of

Ve

hic

le

Kilometer Range


Koyan small

Koyan large

Light Truck

Medium Truck

HT Rigid 3Axle

HT Rigid 4/5 Axle

HT Semi T 4/5 Axle

HT Semi T 6Axle

Chapter 8

Page 97


8.7.1.4- The passenger movement on NR72 shows that 56% of the passenger vehicles


movement was for daily chores, and 18% movement was for tourism. These movements of various



Vehicle type


To/from work(code2)


School (code 4)


Others (code6)

MC+trailer 17

Car 5 3 5

Jeep/4WD 4 1 1

Pickup 1 1 3

Minibus 3 2

Bus 7 1 12


8.7.1.5- In order to assess the movement pattern on the project influence area the province

and adjoining province were studied keeping in view the major generation and attraction points in

the area. Following O-D movements on the national roads NR73 are given in the Table 8.1.12. It may

be seen that 61% of the samples had origin and destination with in the province whereas 39% had

OD outside the province by majority of them originate from Kampong Chhnang, Phnom Penh,

Vietnam, SteungTreang, Siem Reap and Kratie, with destinations such as Kampong Thom, Siem Reap,

Phnom Penh, Vietnam, etc.


NR 72, Location:TrapoeungPhlong



Chamkar Leu Tropeng Phlung Kampong Chhnang Vietnam Dambae Tropeng Phlung Kampong Thom Vietnam Chamkar Leu Vietnam Kratie Vietname Dambae Vietnam Modulkiri Vietnam Ponhea Kreak Vietnam Phnom Penh Vietnam Tropeng phlung Vietnam Preah Vihea Vietnam Tropeng Russey Vietnam Rattanakiri Vietnam Vietnam Casino Siem Reap Vietnam Vietnam Chamkar Leu Steung Treang Vietnam Vietnam Chi Kreang Vietnam Battambong Vietnam Chi Mun Market Vietnam Kampong Thom Vietnam Damae Vietnam Phnom Pehn Vietnam Kampong Cham city Vietnam Siem Reap Vietnam Ou Rang Ov Rattanakiri Vietnam Vietnam Ponhea Kreak SteungTreang Vietnam Vietnam Steung Vietnam Kampong Thom

Chapter 8

Page 98

Vietnam Soung Vietnam Siem Reap Vietnam TropengPhlung Casino Vietnam ChamkarLeu Vietnam Dabae Vietnam Kouk Char Vietnam SteungTrong Vietnam Vietnam Kampong Cham Vietnam Chi Kreang Vietnam Kampong Cham city Vietnam Soung

Occupancy Survey

8.7.1.6- Passenger Occupancy survey was done for 14 hour duration (from 7:00 am to 6:00pm and 8pm to 11pm) at Trapoeng Phlong. The Table 8.1.13 gives the mode-wise average occupancy at survey location. The passenger vehicles in the sample show higher level of occupancies and thus high utilization of capacity.



Bus

3

wheeler

2

wheeler/trailer

car Jeep/4WD Pick-

up

Trapoeung Phlong 22.1 15.6 2 2 4.6 6 4.3

Chapter 9

Page 99


Location and Road- wise Survey Report

NR 73 –PK167










9.1.2- The analysis of the traffic flows on the NR73 national road shows that peak hour movement is 50.69% in actual 14 hour counts and in terms of PCUs 48.12%. Lower PCU percentage means that traffic counts constitute higher number of motorcycles and passenger vehicles compared to heavy trucks and commercial vehicles.


Station

ID No.

Chainage



7- 10am & 4-6Pm

Peak Hour

proportion in

daily Vehicle

Vol.

Peak Hour

proportion

in daily PCU


NR 73 PK 167

At Bunty TV shop, 1

km from Dombae

Round about (

south)

4622 3870 2190 1694 47.38% 43.77%


9.1.3- The traffic count of 14 hours has been adjusted by multiplying the total count by the adjustment factor of 1.16 (calculated on the basis of the calculations in the Appendix VI).


Station

ID No.

Chainage



7- 10am & 3-5Pm

Peak Hour

proportion in

daily Vehicle

Vol.

Peak Hour

proportion

in daily


NR 73 PK 167

At Bunty TV shop,

1 km from

Dombae Round

about ( south)

5361 4489 2190 1694 40.85% 37.73%

Chapter 9

Page 100


9.2- The Annual Average Daily Traffic (AADT) is calculated by multiplying ADT with a seasonality factor. Seasonal variation factors by vehicle types are required to account for variations in the pattern of traffic volume on the sections of project road over different months or seasons of the year. There are various methods of determining the seasonality factor. The most direct method is using the past traffic counts, if traffic surveys are carried out round the year. But in Cambodia, round the year counts are seldom carried out for any road. Continuous automatic counting carried out on National roads does show a seasonal pattern; with peak traffic in January/ February and low traffic in August/September. There is some effect rain and flooding. These factors show that traffic levels are usually below the AADT during the period July to November, with lowest traffic levels in August. Since the traffic counts were carried out in April-May 2012, when there is no impact of the seasonal factors, therefore the traffic counts are very close to AADT. Hence there is no need to apply seasonal factor. This is only for creating baseline data for comparison with the count in the same period in 2013 to know the impact of the RAMP. The peak hour constitutes 40.85% of the ADT in Vehicles and 37.73% of the PCUs ADT.

Table9.1.3: 24 hour Adjusted Annual Average Daily Traffic (AADT)

Station ID

No.

Chainage



proportion

in daily

Vehicle Vol.

Peak Hour

proportion in


NR 73 PK 167

At Bunty TV shop,

1 km from

Dombae Round

about ( south)

5361 4489 2190 1694 40.85% 37.73%





that share of two wheelers and non-motorized traffic mainly cycle alone is 41.0%. The share of car

and jeep/van is 17.1% of total traffic along the project stretch.


Stat

ion

No

.

Ch

ain

age

(km

)

Loca

tio

n o

f Su

rve

y

Mo

tor

Cyc

le

Thre

e W

he

ele

r/Tu

kTu

k

Car

Min

i Bu

s

Bu

s

LGV

(Ko

un

/ Es

tan

) sm

all

LGV

(Ko

un

/ Es

tan

) la

rge

Truck

Tota

l

Jee

p/4

wd

Pic

kup

2 A

xle

lig

ht

3 A

xle

Me

diu

m

3ax

le h

eav

y

Mu

lti a

xle

4 r

igid

s

Mu

lti-

axle

tra

ilers

5

Mu

lti-

axle

tra

iler

he

avy

6

MC

C-9

NR 73-

PK

167

At Bunty TV

shop, 1 km

from

Dombae

Round about

( south)

1586 67 253 157 251 610 54 108 181 153 267 113 201 31 1 3870

40.98% 1.73% 6.54

%

4.0

6%

6.4

9%

15.7

6%

1.4

0%

2.7

9%

4.6

8%

3.9

5%

6.9

0%

2.9

2%

5.1

9%

0.8

0%

0.0

3%

Chapter 9

Page 101


Stat

ion

No

.

Ch

ain

age

(km

)

Loca

tio

n o

f Su

rve

y

Mo

tor

Cyc

le

Thre

e W

he

ele

r/Tu

kTu

k

Car

Min

i Bu

s

Bu

s

LGV

(Ko

un

/ Es

tan

) sm

all

LGV

(Ko

un

/ Es

tan

) la

rge

Truck

Tota

l

Jee

p/4

wd

Pic

kup

2 A

xle

lig

ht

3 A

xle

Me

diu

m

3ax

le h

eav

y

Mu

lti a

xle

4 r

igid

s

Mu

lti-

axle

tra

ilers

5

Mu

lti-

axle

tra

iler

he

avy

6

MC

C-9

NR 73-

PK 167

At Bunty TV

shop, 1 km

from Dombae

Round about

( south)

1840 78 293 182 291 708 63 125 20 178 310 131 233 37 1 4490

40.9

8%

1.7

4%

6.5

3%

4.0

5%

6.4

8%

15.7

7%

1.4

0%

2.78

%

0.4

5%

3.9

6%

6.90

%

2.9

2%

5.1

9%

0.8

2%

0.0

2%


9.4- Traffic volume count was conducted in both directions for simultaneously, for 14 hours. The hourly count was compiled by adding traffic counts of both sides to get the hourly variation of traffic for each survey location. The graph showing hourly variation for each location is given in Fig 9.1.1. Peak hour traffic for all the locations from 7am to 10 am and 3pm to 5pm is 43.7 the actual 14 hour PCU counts in ADT and in 24 hour adjusted PCU.It is quite normal for intercity roads because of high percentage of regional traffic movement of freight traffic on the road. This results in traffic flows to be uniformly distributed over the main 16-20 hours of the day.


Time

6h

to

7h

7h

to

8h

8h

to

9h

9h

to

10

h

10

h t

o 1

1h

11

h t

o 1

2h

12

h t

o 1

3h

13

h t

o 1

4h

14

h t

o 1

5h

15

h t

o 1

6h

16

h t

o 1

7h

17

h t

o 1

8h

20

h t

o 2

1h

21

h t

o 2

2h

22

h t

o 2

3h

Gra

nd

To

tal


46.2

365

.5

368

.5

347

.5

359

356

326

351

.5

311

.5

293

319

.5

314

.5

98

43

16

386

9.5

Chapter 9

Page 102





enjoyed by the road users and road neighbors. These questions provide multiple choices. The

responses the community from the 40 samples, 10 each in 4 categories are summarized in the table

below:

TABLE 9.1.7 SUMMARY OF COMMUNITY DATA SURVEY NR 73

No. Question Road No. NR.73

Location Dambae

3 In the family


F 78


F 44

4 Vehicle ownership

Motorbike 33

Car 2

Scooter 0

Lorry / Etan 2

Chapter 9

Page 103

Others, (bicycle) 21

Km/mon. 5870


Transport

Bus 1

Car 19


6 Main Occupation

of family

Agriculture 14

Service 19

Business 7


Minimum $ 100

Maximum $ 750

Average $ 232



Excellent 2

very Good 27

Good 11

Poor 0



Lower 29 (73%)


No Change 1 (3%)

Over 0 (0%)


2008

Better 33

Somewhat better 7

No Change 0

9 Travel of

school children by

Distance (km)

Minimum 0.25

Maximum 3

Mean 0.93



Yes 96.70%

By Bus Yes 0.00%

By Others Yes 0.00%

10

How road project


business?


Better 40

Somewhat better 0


Better 39

Somewhat better 1


Somewhat better 1

Chapter 9

Page 104



motorized vehicle (motorcycle or car, scooter, lorry or etan) and large number of them had bicycles

as an alternate. 40 samples interviewed show travel of 5870 Km on NR73 per month. The average

travel at the individual family level is of the order of 146 kms.


9.5.1.1- In the sample 0f 40 on NR73, it has been observed that 2.5% of the families are using

bus, 47.5% use private transport car whereas 50% use other means of travel such as motorcycle, taxi

etc.

Main occupation of Road Neighbors

9.5.1.2- It has been observed that nearly 35.5% of the population in the road neighboring

areas at the study locations on NR73 were in agriculture, about 17.5% in business and balance 47.5%

in service (as an employee or running service centers, repairs of vehicles, petrol pumps etc.).

Family Income

9.5.1.3- Most of the respondents reported increase income in their income levels compared

to level in 2008-9. The average monthly income of neighboring families is reported to be about

US$232 at the surveyed location of the national road. However, it varies from a minimum of US$100

to a maximum of US$750 per month.


Quality of Travel

9.5.1.4- 5% of the people rated quality of travel as excellent, 67.5%have rated quality of

travel as very good, 27.5% have rated good, and none has rated poor.


9.5.1.5- Compared to the travel costs in 2008-9, 72.5% of the respondents have reported

lower travel costs, 25% have reported somewhat lower travel costs, and 2.5% have reported no

change in travel cost.


9.5.1.6- On the Section of the road surveyed, 82.5% respondents have reported better

availability of public transport, 17.5% have reported somewhat better and none has reported any

change.


Distance Travelled

Chapter 9

Page 105

9.5.1.7- On the overall, children living in the neighborhood of the national roads travel from

minimum of 0.25 km to a maximum of 3Kms for going to their schools. This gives an average



9.5.1.8- Out of the total school going children living in the neighborhood of NR73 nation road

about 3.3% travels to their schools by walk.


9.5.1.9- Out of the total school going children living in the neighborhood of various nation

roads about 96.7% travels to their schools by their personal vehicles.


9.5.1.10- Out of the total school going children living in the neighborhood of nation road, no

one travels to their schools by bus.


9.5.1.11- Out of the total school going children living in the neighborhood of nation road, no

one travels to their schools by other means.



9.5.1.12- Majority of the respondents (100%) reported better availability of goods and

services.Easy to carry Goods to the Market

9.5.1.13- Most respondents (100%) have reported better availability of transport means to

carry goods to the market because of good roads.


9.5.1.14- Majority of the respondents (97.5) have reported better excess to market and 2.5%



9.6.1- The average trip length has been divided into 5 segments from 0-20 km, 21 -50 km, 51-100 km, 101-200 km, 201 km and above for study of the trip km of all categories of vehicles. Two separate tables have generated for passenger and commercial vehicles. These Tables are summarized below. The average trip length amongst goods vehicles is higher for heavier vehicles across the road. This is because the heavier goods vehicles are used for transporting goods to longer distances while smaller goods vehicles like LGV and 2 axle trucks are being used for local distribution of goods. The trip pattern for passenger and commercial vehicles are given in Table 9.1.8 and Table 9.1.9 along with their graphical presentation.

9.6.1.1- Among the passenger vehicle samples, nearly 59% fall in the long range travel of 201 km and above, 16% had average trip length of 101-200 Km, 13% had average trip length in the range of 51-100 km and another 135 had trip length of 20-51 km.

Chapter 9

Page 106


Vehicle Code


201-and Above Km

3 Motor Cycle 2

4 3 wheeler(TukTuk) 1

5 Car 3 2 4 2

6 Jeep/4WD 6

7 Pickup 2 1 4

8 Minibus 1 5 5 25

9 Bus

9.6.1.2- Among the commercial vehicle samples, nearly 41.46% fall in the long range travel of 101-200 km and above, 24% had average trip length of 51-100 Km, 17% had average trip length in the range of 21-50 Km, 10% had trip length of 0-20 Km and another 7% had trip length of 201 Km and above.


Vehicle Code


201-and Above Km

10 Koyan small 1

11 Koyan large 2



14 HT Rigid 3Axle 2 1 1


16 HT Semi T 4/5 Axle 1 5

17 HT Semi T 6Axle

0

5

10

15

20

25

30


No

. of

Sam

ple

of

Ve

hic

le

Kilometer Range


Motor Cycle

3 wheeler(TukTuk)

Car

Jeep/4WD

Pickup

Minibus

Bus

Chapter 9

Page 107


9.6.1.3- Among the Light Goods Vehicles (LGVs), maximum number of LCVs (59%) was found

to be carrying grocery and perishables, 17.6% LGVs carried industrial products, 12% LGVs carried

cloths and home articles, 6% carried raw materials and another 6% carried Timber. Among the high

tonnage vehicles (HTVs), 88% carried agricultural, and food products and about 12% carried

fertilizers. The Table 9.1.10 summarizes the movement of the goods on NR73.


Code Type of freight Description Small/Medium Commercial

Vehicles (codes 10-13)

Large/heavy commercial

vehicles (codes 14-17)


10 7


1 0


0 0

4. Raw materials Ore/minerals 1 0


3 0


0 0

7. Fertilizers Fertilizers natural /man made

0 1


2 0

0

1

2

3

4

5

6

7

8

9


No

. of

Sam

ple

of

Ve

hic

le

Kilometer Range


Koyan small

Koyan large

Light Truck

Medium Truck

HT Rigid 3Axle

HT Rigid 4/5 Axle

HT Semi T 4/5 Axle

HT Semi T 6Axle

Chapter 9

Page 108


9.6.1.4- The passenger movement on NR73 shows that 52 of the passenger vehicles

movement was for work and business, 18 % movements was for daily chores, and 30% movement

was for social and private calls. These movements of various categories of vehicles aresummarized in

the Table 9.1.11.


Vehicle type Work/business (code1)

To/from work (code2)


School (code 4)


Others (code6)

MC+trailer 1

Car 16 3 4

Jeep/4WD 4 7 3

Pickup 5 2 6

Minibus 57 17 32

Bus


9.6.1.5- In order to assess the movement pattern on the project influence area the province

and adjoining province were studied keeping in view the major generation and attraction points in

the area. Following O-D movements on the national roads NR73 are given in the Table 9.1.12. It may

be seen that 515 of the samples had origin and destination with in the province whereas 49% had

OD outside the province by majority of them originate from Kampong Cham and Kampong Thom

with destinations such as Phnom Penh, Kratie, Vietnam, Steung Treang etc.


NR 73, Location: Dambae



Dambae Dambae Kampong Cham Kratie Dambae Srea Prang Kampong Cham Steung Treang Kampong Cham Dambae Kampong Thom Steung Treang Prothead Dambae Phnmom Penh Kampong Cham Ponhea Kreak Dambae Phnmom Penh Kratie Skun Dambae Phnmom Penh Rattanakiri Soung Dambae Prey Veang Steung Treang Oudong Steung Prey Veang Rattanakiri Dambae Kampong Cham Kampong Cham Phnom Penh Dambae Kanh Chreath Kampong Cham Vietnam Dambae Steung Kratie Kampong Cham Dambae soung Kratie Vietnam Chrey Dambae Kratie Phnom Penh Memuth Kampong Cham Kratie Preah Vihea Ponhea Kreak Tropeng Phlung Rattanakiri Kampong Cham Ponhea Kreak Steung Steung Treang Kampong Cham Srea Bang Dambae Steung Treang Phnom Penh

Chapter 9

Page 109

Svay Kombeth Dambae Ta Keo Phnom Penh Thmor Dab Dambae Kratie Kampong Cham Kampong Cham Vietnam Kampong Thom Kratie

Occupancy Survey

Passenger Occupancy survey was done for 14 hour duration (from 7:00 am to 6:00 pm and 8pm to 11pm) at Dambae. The Table 9.1.13 gives the mode-wise average occupancy at survey location. The passenger vehicles in the sample show optimum utilization of capacity.



Bus

3

wheeler

2

wheeler/trailer

car Jeep/4WD Pick-

up

Dambae 17.48 1.7 5 3.91 3.6 17.2

Chapter 10

Page 110

Chapter 10 – Baseline Survey Report of NR2714

Location and Road-wise Survey Report

NR2714- PK 167

14 Hour Average Daily Traffic (ADT)







10.1.1- Traffic volume count data at each location was counted on hourly basis on both sides of the road to determine Average Daily Traffic (ADT). Traffic volume count data and summary sheets for various locations are presented in Appendix III (a). The location wise ADT in vehicles and PCUs are



10.1.2- The analysis of the traffic flows on the NR71 national road shows that peak hour movement is 50.69% in actual 14 hour counts and in terms of PCUs 48.12%. Lower PCU percentage means that traffic counts constitute higher number of motorcycles and passenger vehicles compared to heavy trucks and commercial vehicles.


Station

ID No.

Chainage



7- 10am & 4-6Pm

Peak Hour

proportion in

daily Vehicle

Vol.

Peak Hour

proportion

in daily PCU


NR

2714 PK 108 Near SPEU Market 3206 2227 1488 993 46.41% 44.58%


10.1.3-The traffic count of 14 hours has been adjusted by multiplying the total count by the adjustment factor of 1.16 (calculated on the basis of the calculations in the Appendix VI).


Station ID

No.

Chainage



7- 10am & 3-5Pm

Peak Hour

proportion in

daily Vehicle

Vol.

Peak Hour

proportion

in daily


NR 2714 PK 108 Near SPEU Market 3718 2581 1488 993 40.02% 38.47%

Chapter 10

Page 111


10.2-The Annual Average Daily Traffic (AADT) is calculated by multiplying ADT with a seasonality factor. Seasonal variation factors by vehicle types are required to account for variations in the pattern of traffic volume on the sections of project road over different months or seasons of the year. There are various methods of determining the seasonality factor. The most direct method is using the past traffic counts, if traffic surveys are carried out round the year. But in Cambodia, round the year counts are seldom carried out for any road. Continuous automatic counting carried out on National roads does show a seasonal pattern; with peak traffic in January/ February and low traffic in August/September. There is some effect rain and flooding. These factors show that traffic levels are usually below the AADT during the period July to November, with lowest traffic levels in August. Since the traffic counts were carried out in April-May 2012, when there is no impact of the seasonal factors, therefore the traffic counts are very close to AADT. Hence there is no need to apply seasonal factor. This is only for creating baseline data for comparison with the count in the same period in 2013 to know the impact of the RAMP. The peak hour traffic constitutes 40.02% of the ADT of vehicles and 38,47% of the PCU ADT.


Station ID

No.

Chainage



proportion

in daily

Vehicle Vol.

Peak Hour

proportion in


NR 2714 PK 108 Near SPEU Market 3718 2581 1488 993 40.02% 38.47%





that share of two wheelers alone is 59.6%. The share of car and jeep/van is 9.3% of total traffic along

the project stretch.


Stat

ion

No

.

Ch

ain

age

(km

)

Loca

tio

n o

f Su

rve

y

Mo

tor

Cyc

le

Thre

e W

he

ele

r/Tu

kTu

k

Car

Min

i Bu

s

Bu

s

LGV

(Ko

un

/ Es

tan

) sm

all

LGV

(Ko

un

/ Es

tan

) la

rge

Truck

Tota

l

Jee

p/4

wd

Pic

kup

2 A

xle

lig

ht

3 A

xle

Me

diu

m

3ax

le h

eav

y

Mu

lti a

xle

4 r

igid

Mu

lti-

axle

tra

ilers

5

Mu

lti-

axle

tra

iler

he

avy

6

MC

C-1

0

NR 2714-

PK 108

Near SPEU

Market

1327 84 83 37 87 133 6 62 60 60 134 70 84 0 0 2227

59.5

9%

3.77

%

3.7

3%

1.6

6%

3.9

1%

5.97

%

0.2

7%

2.7

8%

2.6

9%

2.6

9%

6.02

%

3.1

4%

3.7

7%

0.0

0%

0.0

0%

Chapter 10

Page 112


Stat

ion

No

.

Ch

ain

age

(km

)

Loca

tio

n o

f Su

rve

y

Mo

tor

Cyc

le

Thre

e W

he

ele

r/Tu

kTu

k

Car

Min

i Bu

s

Bu

s

LGV

(Ko

un

/ Es

tan

) sm

all

LGV

(Ko

un

/ Es

tan

) la

rge

Truck

Tota

l

Jee

p/4

wd

Pic

kup

2 A

xle

lig

ht

3 A

xle

Me

diu

m

3ax

le h

eav

y

Mu

lti a

xle

4 r

igid

Mu

lti-

axle

tra

ilers

5

Mu

lti-

axle

tra

iler

he

avy

6

MC

C-1

0 NR 2714-

PK 108

Near SPEU

Market

1539 97 96 43 101 154 7 72 69 70 155 81 97 0 0 2581

59.6

3%

3.7

6%

3.7

2%

1.6

7%

3.9

1%

5.97

%

0.2

7%

2.79

%

2.6

7%

2.7

1%

6.01

%

3.1

4%

3.7

6%

0.0

0%

0.0

0%


10.4 Traffic volume count was conducted in both directions for simultaneously, for 14 hours. The


for each survey location. The graph showing hourly variation for each location is given in Fig 10.1.1.

Peak hour traffic for all the locations from 7am to 10 am and 3pm to 5pm is 43.7% of the actual 14

hour PCU counts in ADT and in 24 hour adjusted PCU. It is quite normal for intercity roads because of

high percentage of regional traffic movement of freight traffic on the road. This results in traffic

flows to be uniformly distributed over the main 16-20 hours of the day.

Chapter 10

Page 113


Time 6

h t

o 7

h

7h

to

8h

8h

to

9h

9h

to

10

h

10

h t

o 1

1h

11

h t

o 1

2h

12

h t

o 1

3h

13

h t

o 1

4h

14

h t

o 1

5h

15

h t

o 1

6h

16

h t

o 1

7h

17

h t

o 1

8h

20

h t

o 2

1h

21

h t

o 2

2h

22

h t

o 2

3h

Gra

nd

To

tal


04

.4

26

1

20

4.5

22

4

19

6

15

1.5

18

2

19

2.5

21

2

14

6

15

7.5

17

8

66

32

24

22

27







below:


At Speu Market, Chamkar Leu District (Intersection), NR.2714, PK: 143+500

Chapter 10

Page 114

Table 10.1.7 SUMMARY OF COMMUNITY DATA SURVEY NR 2714

No. Question Road No. NR.2714

Location Speu

3 In the family


F 99


F 70


Motorbike 27

Car 3

Scooter 11

Lorry / Etan 0

Others, (bicycle) 0

Km/mon. 8940


Transport

Bus 1

Car 32


6 Main Occupation

of family

Agriculture 10

Service 16

Business 13


Minimum $

100

Maximum $

7,000

Average $

689



Excellent 1

very Good 30

Good 9

Poor 0



Lower 5 (13%)


No Change 8 (20%)

Over 14 (35%)


2008

Better 32

Somewhat better 7

No Change 1

9 Travel of

school children by

Distance (km)

Minimum 0.14

Maximum 6

Mean 1



Yes 79.40%

Chapter 10

Page 115

By Bus Yes 0.00%

By Others Yes 3.40%

10

How road project



Better 31

Somewhat better 9


Better 36

Somewhat better 4


Somewhat better 7



motorised vehicle (motorcycle or car, scooter, lorry or etan) and large number of them had bicycles

as an alternate. 40 samples interviewed show extensive total travel of 8940 Kms NR2714 per month.

The average travel at the individual family level is of the order of 224 kms.


10.6.1.1- In the sample 0f 40 on NR2714, it has been observed that 2.5% of the families are using

bus, 80% use private transport car whereas 7.5% use other means of travel such as motorcycle, taxi

etc.


10.6.1.2- It has been observed that nearly 25% of the population in the road neighbouring areas at

the study locations on NR2714 were in agriculture, about 32.5% in business and balance 40% in

service (as an employee or running service centres, repairs of vehicles, petrol pumps etc.).

Family Income

10.6.1.3- Most of the respondents reported increase income in their income levels compared to

level in 2008-9. The average monthly income of neighbouring families is reported to be about

US$689 at the surveyed location of the national road. However, it varies from a minimum of US$100

to a maximum of US$7,000 per month.


Quality of Travel

10.6.1.3.4- 2.5% of the people rated quality of travel as excellent, 32.5%have rated quality of travel

as very good, 22.5% have rated good, and none has rated poor.

Chapter 10

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travel costs, 32.5% have reported somewhat lower travel costs, 20% have reported no change in

travel cost and 35% have reported increase in travel costs.


10.6.1.5- On the Section of the road surveyed, 80% respondents have reported better availability of

public transport, 17.5% have reported somewhat better and about 2.5% have reported no change.


Distance Travelled



distance of about 1 km, the school children travel.


10.6.1.7- Out of the total school going children living in the neighbourhood of NR2714 nation road

about 17.2% travels to their schools by walk.



about 79.49% travels to their schools by their personal vehicles.





10.6.1.10- Out of the total school going children living in the neighbourhood of nation road, 3.4%




10.6.1.11- Majority of the respondents (77.5%) reported better availability of goods and services and

22.5% of the families reported somewhat better.



goods to the market because of good roads and 2.5% reported somewhat better.

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10.6.1.13- Majority of the respondents (90%) have reported better excess to market and 10%








10.7.1.1- Among the passenger vehicle samples, nearly 37.2% fall in the long range travel of 201 km

and above, 32.5% had average trip length of 51-100 Km, 30.2% had average trip length in the range

of 0-20 Km. This pattern is obvious as this is provincial road.


Vehicle Code


201-and Above Km

3 Motor Cycle 7 4 4

4 3 wheeler(TukTuk) 1 5 1

5 Car 1 1 1

6 Jeep/4WD

7 Pickup 1

8 Minibus 4 3 8

9 Bus 2

0

1

2

3

4

5

6

7

8

9


No

. of

Sam

ple

of

Ve

hic

le

Kilometer Range


Motor Cycle

3 wheeler(TukTuk)

Car

Jeep/4WD

Pickup

Minibus

Bus

Chapter 10

Page 118

10.7.1.2- Among the commercial vehicle samples, nearly 52% fall in the long range travel of 21-50

km, 18.5% had average trip length of 0-20 Km, 15% had average trip length in the range of 21-50 Km,

and another about 15% had trip length of 101 -200.


Vehicle Code

Vehicle Type 0-20 Km 21-50Km 51-100Km 101-200Km 201-and Above Km

10 Koyan small 2 1


12 Light Truck 1 7





17 HT Semi T 6Axle


10.7.1.3- Among the Light Goods Vehicles (LGVs), maximum number of LGVs (58%) was found to be

carrying grocery and perishables, 17 % LGVs carried industrial products, 16 % LGVs carried cloths and

home articles and 8% carried building materials. Among the high tonnage vehicles (HTVs), 50%

carried raw materials, 25% carried agricultural, and food products and about 25% carried building

materials. The Table 10.1.10 summarises the movement of the goods on NR2714.

0

1

2

3

4

5

6

7

8


No

. of

Sam

ple

of

Ve

hic

le

Kilometer Range


Koyan small

Koyan large

Light Truck

Medium Truck

HT Rigid 3Axle

HT Rigid 4/5 Axle

HT Semi T 4/5 Axle

HT Semi T 6Axle

Chapter 10

Page 119





7 1



1 1



2




2


10.7.1.4-The passenger movement on NR2714 shows that 45.5% of the passenger vehicles

movement was for work and business, 38.5% movements was for social and private calls,7%

movement was for daily chores, and 5.5% movement was for tourism, and 3.8% movement was

for education. These movements of various categories of vehicles is summarised in the Table

10.1.11.


Vehicle type


To/from work(code2)


School (code 4)


Others (code6)

MC+trailer 13 6

Car 1 8

Jeep/4WD

Pickup 1

Minibus 42 9 32 5 7

Bus 2 4


10.7.1.5-In order to assess the movement pattern on the project influence area the province and



Chapter 10

Page 120


OD outside the province by majority of them originate from Kampong Cham,, Siem Reap and Speau

with destinations such as Kampong Cham, Phnom Penh, Vietnam, etc.

Table 10.1.12: Inter- Provincial Movement of Traffic

NR 2714 Location: Speau



Bek Anloung Speu Kampong Cham PhnomPenh

Bek Anloung Thnol Bek Kampong Cham Kampong Thom

Kampong Cham City Speu Kampong Cham Bateay Mean Chey

Ou Pik Speu Kampong Cham Kampong Thom

Ou Pik Thnol Bek Kampong Cham Siem Reap

Ou Pik Speu Speu Vietnam

Ou Veay Thnol Bek Kampong Thom Kampong Cham

Prey TouTeung Thnol Bek Phnom Penh Kampong Cham

Speu Memuth Siem Reap Kampong Cham

Speu Uk Muk

Speu Thnol Bek

Srea Veal Kampong Cham City

Srea Veal Prey TouTeung

Srea Veal Speu

Srea Veal Thnol Bek

Steung Trorng Speu

Tropeng Rusey Banteay Chey

Busknor Speu

Busknor Srea Veal

Chamkar Leu TropengRussey

Kampong Cham city Speu

Memuth Speu

OukMuk Streung Streang

Paav Chamkar Leu

Prey Tou Teung Speu

Skun Speu

Speu Chey You

Speu Ou Kreak

Speu Ou Peung

Speu Ou pi

Speu Ou Pek

Speu Ou Veay

Chapter 10

Page 121

Speu Sork

Speu Srea Veal

Speu Streung Trong

Speu Trerng

Svay Teap Speu

Thnol Tou Teung Chey You

Thnol Bek Speu

Thnol Bek Srea Ma Om

Thnol Bek Srea Veal

Trobek Saphea

TroPeng Kea Speu

SteungTrong Speu

Sre Veal Vietnam

Speu Speu Kerth

Occupancy Survey


8pm to 11pm) at Speu. The Table 10.1.13 gives the mode-wise average occupancy at survey

location. The passenger vehicles in the sample show lower level of occupancies and thus low



Survey

Locations Bus

Mini

Bus

3

wheeler

2

wheeler/trailer


Speu 3 9.2 3 2 2.6 1

Chapter 11

Page 122

Chapter 11 - Travel and Freight Costs in Cambodia

Travel Costs in Cambodia

Land Transport cost data is not available with Land Transport Department of the Ministry of Public Works and Transport. A survey therefore was conducted to obtain information on certain important factors which determine the cost of Travel in Cambodia. These factors are:

Related to Road Infrastructure

Fuel consumption with respect to fuel price

Vehicle Travel with respect to fuel prices

Road pricing and tolls

Travel time

Road Quality

Road Infrastructure/Connectivity with neighboring countries

Cross Bother Custom and Immigration facilities other than Airports & Sea Ports.

Road Safety

Groups Insurance for passengers.

Road Sector Demand

Port Infrastructure for Import & Export

Travel Demand between specific locations

Tourism sector Demand between specific locations

Seasonal factors

Economic and Industrial Estates

Growth of Urban centres and commerce

General Costs 1. Vehicle Cost

2. Road Tax

3. Vehicle Insurance

4. Spares/maintenance costs

5. Driver/Operation Staff Costs

6. Office/ Parking rentals

Beside the factors stated above, The passenger fare in Cambodia is demand and market driven as there is no state intervention for public transport except the railways owned by the government that two is very small. Railway lines at present are closed for rehabilitation. In the road transportation only state owned a few Russians make busses are operating on NR1 and NR7. The competition has increased but level in still low.

Passenger for Large Bus Transport

The Data collected from the large bus transport companies who are operating on the roads covered in RAMP Project and personal interviews with Bus company owners reveal that passenger fare have increased by about 20 to 25% on those preventing in 2008 largely due to

Chapter 11

Page 123

increase in fuel prices. The inflation rate was 15.8% in 2008, 1.6% in 2009, 3.4% in 2010, and 6.5% in 2011. The cumulative inflation rate of these years is 29.49%. This clearly indicates that passenger fare at constant prices prevailing in 2008 have been comparatively reducing in the recent 4 years. Bus operators have in their personal interview informed that improved road infrastructure has helped them to save on fuel consumption, travel time and maintenance costs. In general, bus companies have 1.5 to 2 employees per bus. For instance, Capital Bus Transport Company has a fleet of 180 buses and employs about 310 persons. Sorya Transport Company with a fleet of 100 buses and employs 200 persons. Passenger Fare and Travel Time on National (Primary roads) obtained from the bus company is given in the TABLE-1. The comparison of Bus Passenger fares at constant prices in 2012 is lower than those in 2008 between specific destination on NR-1, NR-5, and NR-7 covered in the RAMP. This can be attributed to improved road conditions in spite of increase in fuel prices, and other costs in the transport sector.

The Cost of Bus and other related Costs

Transport cost of companies on various components which in turn determine the passenger fares are tabulated in TABLE-2.

Passenger fare of Medium and Mini Bus Transport

Medium & Mini buses are operated at the individual level. Presence of number of operators is providing fairly good competition. Due to limited resources and time with M&E only responses could be obtained from 3 individual operators regarding time, distance and package costs between specified destinations on NR1, NR7, NR5 covered under RAMP. Passenger fares in 2012 at constant prices (2008 price level) are lower than those in 2008. Individual (operators offer quite a competitive price compared to large bus per passenger fares (shared cost). For instance, Phnom Penh-Sihanouk Ville large bus fare is $5 and shared fare of 25 seated buses is $5.6 which is quite competitive compared to the Comfort of a Medium/Mini Bus. The Summary of the Survey data on passenger fare is given in the TABLE3. The costs of bus transport companies on various components which determine the passenger fares are tabulated in the TABLE-4.

Freight Charges

In order to obtain Freight Cost in Cambodia, a Survey was conducted with Freight and Truck Companies. Effort was made to collect past rates of freight movement but only few of them could provide old data. Survey also included types of freight handled by these companies, freight routes and freight cost. Most of the freight companies charge return fare To and Fro costs in one trip order. However, booking companies and commission agencies try that the trip cost is optionally utilized by booking consignment movement both ways. This helps the freight companies to save on cost and increase their profitability. Some of the commission agencies handle documentation for import and export and arrange transportation. The transportation of goods other than bulk materials/machines are handled mostly through containers. The concept of volume handled is used to charge freight cost. Normally 5 Axle Trailer Truck carry 1-20 Ft or 2-20 Ft container in one trip, charges for instance between Sihanouk Ville-Phnom Penh is US$150 to $180 for export and $200-$220 for import consignments in 2012. In 2008 these rates were $160 and $180 for export and import respectively. The Freight Costs charged by the Freight Companies has been summarized in the TABLE 5: Comparison of freight cost in 2012 at constant price (2008 price level) with those in 2008 shows higher freight costs in 2012. Personal conversation with some of the freight operator reveal that market is not competitive coupled with low demand. Major movements take place between Phnom Penh, Sihanouk Ville Port, Thai and Vietnam border.

Chapter 11

Page 124

TABLE -1 LARGE BUS TRAVEL TIME AND PASSENGER FARE (TO and FROM)

No.

Road Section Road No.

Distance

Soriya Tr. Co. Capitol Travel Co. Vireak Buntham Co. Mekong Express Co.

Travel Time

Passenger fare

in2008

Passenger fare

in2012

Passenger fair in 2012 at constant

price= ($)

Travel Time

Passenger

fare in 2008

Passenger

fare in 2012


price ($)

Travel Time

Passenge

r fare in

2008

Passenger

fare in 2012


price ($)

Travel Time

Passenge

r fare in

2008

Passenge

r fare in

2012


price ($)

1 Phnom Penh – Vietnam (Hochiminh)

NR.1 231 6 hr 8 10.00

7.72 6hr 9.6 12.00

9.26

6 hr 10.4 13 10.04

2 Phnom Penh – Bavet Border NR.1 166 3 hr 30 10.00

7.72 3 hr 30 4 5.00 3.86 3hr30 9.6 12.00

9.26

3hr30 10.4 13 10.04

3 Phnom Penh – Prey Veng NR.1 90 2 hr 30

4 Phnom Penh – Takoe NR.2 77 2 hr 15

5 Phnom Penh – Kampot NR.3 148 3 hr 30

6 Phnom Penh – Sihanouk Ville NR.4 230 4 hr. 4 5.00

3.86 4 hr 4.8 6.00

4.63

7 Phnom Penh – Koh Kong NR.4 271 5 hr 30

8 Phnom Penh – Thailand (Bangkok)

NR.5 15 hr 14.4 18.00

13.89

9 Phnom Penh – Poi Pet NR.5 410 8 hr

10 Phnom Penh – Battanbang NR.5 291 5hr 6 hr 30 4.4 5.50 4.26 6 hr 5.6 7.00 5.40

11 Phnom Penh – Kampong Chhang

NR.5 124 2 hr 2.88 3.65 2.78

12 Phnom Penh – Siem Reap NR.6 314 6 hr. 30 4.4 5.50

4.26 6 hr 30 5.6 7.00

5.40

6 hr 7.2 9 6.95

13 Phnom Penh – Presh Vihear NR.6 256 6 hr. 40

14 Phnom Penh – Loa (Dorndet) NR.7 10 hr 17.6 22.00

16.98

15 Phnom Penh – Loa (Pakse) NR.7 12 hr. 21.6 27.00

20.84

16 Phnom Penh – Loa (Viengchan)

NR.7 23 hr 38.4 48.00

37.05

17 Phnom Penh – Kratie NR.7 315 6 hr. 30

18 Phnom Penh – Snoul NR.7 255 5 hr.

19 Phnom Penh – Mondulkiri NR.7 534 8 hr

20 Phnom Penh – Kampong Cham

NR.7 122 3 hr 00 3 hr 4 5.00 3.86

Chapter 11

Page 125

TABLE -2 Transport Cost of Bus Companies

Sl. No. Cost Items Units Sorya Transport

co.

Capitol Transport

co.

Phnom Penh Vireak Butam

Mekong Express

A Large Bus

1 Cost New Vehicle $ 150,000

2 Cost Second Hand Vehicle (96-2002)

$ 30,000 35,000

3 Tyre $ 284 350-460 350

4 Repair cost $/month 10,000

5 Salary of Driver $/month 180 130-310 120

6 Salary of Ass. Driver $/month 80 70 50

7 Trip Incentive to Driver and Assistant

$/time 15 15 17

8 Road Tax $/Year 61 61 61

9 Insurance $/Year 300 360 300

10 Rent per month

B General

1 Diesel Cost $/Ltr 1.2 1.2 1.2 1.05

2 Mobile Oil $/L 6 5 6 6

C Number of Vehicle

1 Number of Mini Bus

2 Number of Large Bus 100 60 30

E Employee

1 Manager Per. 3 2 6 1

2 Accountant Per 1 2 8 3

3 Driver Per. 120-150 200 60 30

4 Driver Assistance Per. 40 30 35 25

5 Mechanic Per. 5 20 10 3

6 Guide Per. 0 0 0 25

D Operation

1 Number of direction per day No. 42 180 27 16

2 Number of Bus a day No. 48 28 16

3 Total Bus in Company No. 100 35 30

4 Number of Diesel per day Ltr. 2000Ltr

Chapter 11

Page 126

TABLE 3 MINI/MEDIUMBUS TRAVEL TIME AND PASSENGER FARE (TO and FROM)

No. Road Section Roa

d No.

Distance Km

Mr. Dara 25 seats Bus Owner Mr. Nat 15 seats Bus Owner Mr. Sarin 12 seats Bus Owner

Travel Time

Passenger fare in

2008

Passenger fare in

2012

Passenger fare 2012

at constant

price(2008)

Travel Time

Passenger fare in

2008

Passenger fare in

2012

Passenger fare 2012

at constant

price(2008)

Travel Time

Passenger fare in

2008

Passenger fare in

2012

Passenger fare 2012

at constant

price(2008)

1 Phnom Penh –Svay Rieng NR.1 122 3hr

30minutes

160 200.00

154.60

3hr 30minute

s 80 100.00

77.20

2 Phnom Penh – Snoul NR.7 255 5 hr 152 190.00

146.68 5hr 136 170.00

131.24

3 Phnom Penh – Kampong Chhnang

NR.5 91 1hr

40minutes

104 130.00

100.36

5 Phnom Penh – Pursat NR.5 187 3 hr

30minutes

184 230.00

177.56

3hr 30minute

s 136 170.00

131.24

6 Phnom Penh – Ocdong NR.5 40 1hr 32 40.00 30.80

7 Phnom Penh – Bouk Ko ( one day) NR.3 190 3hr

30minutes

104+ 130 + 45 for village travel

100.36+

Phnom Penh – Bouk Ko ( two days)

NR.3 190 3hr

30minutes

126+ 160+45 for village travel

123.52+

8 Phnom Penh –Kampong Som(1day)

NR.4 230 4hr

30minutes

112+ 140+45for local travel

108+

Phnom Penh –Kampong Som(2day)

NR.4 230 4hr

30minutes

126+ 160+45for local travel

123.52+

9 Phnom Penh – Battanbang NR.5 296 5hr 5hr 112+ 140+45for local travel

108+

Phnom Penh – Battanbang NR.5 296 5hr 5hr 126+ 160+45for local travel

123.52+

11 Phnom Penh – Kampong Chhang NR.5 91 1hr30

minutes 76 95.00 73.34

Chapter 11

Page 127

TABLE - 4 Mini and Medium Bus Costs

Sl. No. Cost Items Units 25 seater Bus

15 seater Bus

12 seater Bus

A 1 2

3 4 5 6 7

8 10 11 12

B 1 2

Mini /Medium Bus Cost New Vehicle Cost Second Hand Vehicle (96-2002) Tire Repair cost Salary of Driver Salary of Ass. Driver Trip Incentive to Driver and Assistant(To & FRO) Road Tax Insurance Rent per Month Rent per day Diesel per 100Km General Diesel Cost Mobile Oil

$ $ $

$/month $/month $/month

$/time

$/Year $/Year

$/month $/day

Ltr.

$/Ltr. $/Ltr.

16000

200

44 210

1050 45

15-20

1.2 6

10000

110

150

36.5 140

1050 40

10-14

1.2 6

10000

100

36.5 140

1050 40

10-14

1.2 6

TABLE 5 Freight Costs in Cambodia

Sl. No.

Road section Distance (km)

Travel

time

Meng Hong Leap Logistics- started in2012 (6 employees)

VGT Transport Co.

( fleet of 8 trailer

trucks(5 axle) 22

Employees

Freight Charge 2008 (US$)

Freight Charge 2012(US$) Income

2008 Income

2012

For1- contain

er

For 2-contai

ner

For 1- contai

ner

For 1 container at consta

nt prices (2008)

For 2-contai

ner

For 2 container

at constant

prices (2008)

USD USD Freight

Charge per trip (USD)

1 Sihnouk Ville-Phnom Penh(

Import) 230 4hr 150 160 280 216.16 300

9600 36000

2 Phnom Penh- Sihanouk Ville

(export) 230 4hr 150 160 180 138.96 220

3 Phnom Penh- Sihanouk Ville

Port NR4 230 4hr 150 160

270 (208.44 at constant

prices 2008)

4 Phnom Penh-

Bavet NR1 164

3to 3.5hr

150 160

270 (208.44 at constant

prices 2008)

Chapter 12

Page 128

Chapter 12 – Highway Capacity and Level of Service – Travel Time Survey

Highway Capacity and Level of Service

Level of service (LOS) is a qualitative measure that describes traffic condition in terms of speed, travel time, freedom to maneuver, Convenience, traffic interruptions and safety. Six classifications are used to define LOS, designated by the letters A through F. LOS-A represent the best conditions, while LOS F represent heavily congested flow with traffic demand exceeding highway capacity. Under the following assumptions for Two-way, Two-Lane Rural Highway . Traffic mix 0%, trucks 0% Rvs, 0% buses . Directional Split 50/50 . Level Terrain . Lane with = 3.6m . Shoulder width = 1.82m We can describe the quality of service with two parameters i.e. Average Travel Speed and Percentage Time Spent Following vehicle in front.

LOS- Table for Two Lane Rural Highway

LOS Category Average Speed (mph) Average Travel Speed

(km/hour) Percentage Time Spent Following

A >55 >90 < 35%

B >50 >80 < 50%

C >45 >70 < 65%

D >40 >60 < 80%

E < 40 < 60 >80%

F Whenever of low rate exceed the segment capacity (design capacity-ADT)

Capacity of Highway

A class B Two Lane Highway has a base free flow as speed of 100km/h. The capacity is defined as the maximum sustained 15 minute rate of flow in PCPHPL (Passenger cars per hour per lane) that can be accommodated by a uniform freeway segment under prevailing traffic and highway condition in one direction. LOS- Level of service qualitatively measures operating conditions as a function of variance from ideal conditions. A is best, F is worst.

LOS Vehicle Density (Pc / km / Ln / 15 Minutes) A 0-7 B 7-12 C 11-16 D 16-22 E 22-28 F 28

Chapter 12

Page 129

Analysis of Average Speed, Time of Travel and LOS for RAMP Roads

Due to Limited resources and non-availability of desired data for more precise calculation of level of service, therefore calculations are made on the basis is of actual observations made during the survey.

No Road No Characteristics of

LOS

ADT (M&E Survey Report

2012 ) PCU

Peak Hour Percentage

1 NR-1-1

4 Lane (divided) 70% Following 30% Free flow

6116 36.73%

2 NR-1-2


5118 42.90%

3 NR-5-1


5302 39.78%

4 NR5-2


6844 49.62%

5 NR7-1


11612 73.78%

6 NR7-2


7159 38.38%

7 NR11


- -

8 NR71

2 Lane (undivided) 60% Following 40% Free flow

4324 41.48%

9 NR72


3949 34.92%

10 NR73


4489 37.73%

11 NR2714

2 Lane (undivided) 80% Following 20% Free Flow

2581 38.47%

Chapter 12

Page 130

LOS- Level of service, ADT- Average Daily Traffic PCU- Passenger, Car, Unit

LOS Classification of the RAMP Roads

4 Lane

Road Category

Average Travel Speed Kms/hour

Percentage Time

Following

Percentage Time Free

Flow

Vehicles Per 15

minutes lane

average

Vehicle per 15

minutes Peak hour

NR1-1 D 63.72 70 30 15.9 9.4

NR1-2 D 68.82 50 50 13.3 91.5

NR5-1 E 47.1 90 10 13.8 186.5

NR5-2 D 69.3 35 65 17.8 130.16

NR7-1 E 49.86 65 35 30.2 357

NR-7-2 E 55.38 50 50 18.6 90.6

2 Lane

NR11 F 43.86 70 30 NA NA

NR7-1 E 47.94 60 40 22.5 14.75

NR7-2 E 48.07 40 60 20.5 57.5

NR7-3 D 62.100 25 75 23.4 70.58

NR2714 E 42.42 80 20 13.4 41.38

Peak hour counts constitute Traffic counts between 7-10AM and 3-5 PM (6 Hours).

Chapter 12

Page 131

TRAVEL TIME

No RN AWP Starting

Point Ending Point

Length

(km)

Travel Time (mn)

Proportion

Average Speed

Achieved

Allowed

Speed

IRI 2009

IRI 2010

IRI 2011

1 NR1-1

AWP 1 Stueng Slout, Prahsdach (at 9:09am)

Prey Chhor, Kompong Trabek (9:38am)

30.8 29 mn

1mn=1.062Km

63.72 Km/hr

80 Km/h

- 2.36 3.06

2 NR1-2

AWP 1 Prey Chhor, Kompong Trabek (9:40am)

Bavet, Svay Rieng (10:43am)

65.4 57 mn

1mn=1.147Km

68.82 Km/hr

80 Km/h

- 2.36 3.06

3 NR5-1

AWP 1.1

Roessey Keo, Phnom Penh (PK3) (12:29am)

Kompong Chhnang city (2:20pm)

87.2 111 mn

1mn=0.785Km

47.1 Km/hr

60 Km/h

1.67 2.99 3.05

4 NR73

AWP 2 Prahtheat, Kompong Cham (9:16am)

Chhlong, Kratie (10:22am)

58.0 56 mn

1mn=1.035Km

62.100 Km/hr

60 Km/h

4.32 6.37 4.39

5 NR7-1

AWP 2 Prahtheat, Kompong Cham (7:29am)

Skun, Kompong Cham (9:10am)

84.0 101 mn

1mn=0.831Km

49.86 Km/hr

60 Km/h

4.01 3.53 4.37

6 NR5-2

AWP 2.1

Kompong Chhnang City (2:25pm)

Prey Nhi, Pursat (PK170.900) (3:39pm)

79.7 69 mn

1mn=1.155Km

69.3 Km/hr

90 Km/h

1.67 2.99 3.05

7 NR7-2

AWP 3 Prahtheat, Kompong Cham (2:26pm)

Snoul, Kratie (4:04pm)

90.5 98 mn

1mn=0.923Km

55.38 Km/hr

60 Km/h

4.01 3.53 4.37

8 NR72

AWP 3 Punhea Krek, Kompong (12:10am)

Trapang Phlong Border (12:27am)

13.4 17 mn

1mn=0.788Km

48.068 Km/hr

60 Km/h

- 4.26 4.55

9 NR71

AWP 3 Treung, Kompong Cham (4:47pm)

Chamkar Leu,Kompong Cham (5:26pm)

31.2 39 mn

1mn=0.799Km

47.94 Km/hr

60 Km/h

3.35 3.46 3.53

10 NR2714

AWP 3 Chamkar Leu, Kompong Cham (7:39am)

Stueng Trong, Kompong Cham (8:24am)

31.9 45 mn

1mn=0.707km

42.42 Km/hr

60 Km/h

- 4.26 -

11 NR11

AWP 4 Neak Leurng, Prey Veng (2:43pm)

Thnol Tortoeng, Kompong Cham (4:46pm)

90.0 123 mn

1mn=0.731Km

43.86 Km/hr

60 Km/h

- 3.86 -

APPENDIX

Appendix I

ADB Loan No. 2406-CAM(SF) AusAID GRANT No.0104 RAMP-M&E Project

Traffic Count Form

Province:

Road Number or Name:

Location: km from Day:

Surveyor Name: Date:

Motorised

Truck*

Small Large Light Med Heavy Heavy Heavy Heavy

Incl. 3-wheel

motorised

Max 7

Seats

Max 7

Seats Freight Use 8 - 16 Seats 16+ Seats 2-4 tonne >4 tonne

Rigid 3

Axle

Rigid 4/5

Axle

S Trailer 4/5

Axle

S Trailer 6

Axle

FROM TO

7h - 00 8h - 00

8h - 00 9h - 00

9h - 00 10h - 00

10h - 00 11h - 00

11h - 00 12h - 00

12h - 00 132h - 00

13h - 00 14h - 00

14h - 00 15h - 00

15h - 00 16h - 00

16h - 00 17h - 00

17h - 00 18h - 00

* All Trucks have double wheels on rear axles. Light and Medium Trucks have two axles, Heavy Trucks have more than two axles.

Start TimeJeep/ 4WD Pick-up Minibus Bus

Koyun/EtanMotorcycle

Motorcycle

TrailerCar

T1

I - 1

Appendix I ADB Loan No. 2406-CAM(SF) AusAID GRANT No.0104 RAMP-M&E Project

Traffic Count Form

Province:




Motorised

Truck*


Incl. 3-wheel

motorised

Max 7

Seats

Max 7

Seats

Freight

Use

8 - 16

Seats 16+ Seats 2-4 tonne >4 tonne

Rigid 3

Axle

Rigid 4/5

Axle

S Trailer 4/5

Axle

S Trailer 6

Axle

FROM TO Turn Left Turn Left Turn Left Turn Left Turn Left Turn Left Turn Left Turn Left Turn Left Turn Left Turn Left Turn Left Turn Left Turn Left Turn Left

7h - 00 8h - 00

8h - 00 9h - 00

9h - 00 10h - 00

10h - 00 11h - 00

11h - 00 12h - 00

12h - 00 132h - 00

13h - 00 14h - 00

14h - 00 15h - 00

15h - 00 16h - 00

16h - 00 17h - 00

17h - 00 18h - 00


Motorcycle CarJeep/

4WDPick-up

Start Time

Motorcycle

TrailerMinibus Bus

Koyun/Etan

T2a

I - 2

Appendix IADB Loan No. 2406-CAM(SF) AusAID GRANT No.0104 RAMP-M&E Project

Traffic Count Form

Province:




Motorised

Truck*


Incl. 3-wheel

motorised

Max 7

Seats

Max 7


Rigid 3

Axle

Rigid 4/5

Axle

S Trailer 4/5

Axle

S Trailer 6

Axle

FROM TO Turn Right Turn Right Turn Right Turn Right Turn Right Turn Right Turn Right Turn Right Turn Right Turn Right Turn Right Turn Right Turn Right Turn Right Turn Right

7h - 00 8h - 00

8h - 00 9h - 00

9h - 00 10h - 00

10h - 00 11h - 00

11h - 00 12h - 00

12h - 00 132h - 00

13h - 00 14h - 00

14h - 00 15h - 00

15h - 00 16h - 00

16h - 00 17h - 00

17h - 00 18h - 00


BusKoyun/Etan

Start Time

MotorcycleMotorcycle

TrailerCar Jeep/ 4WD Pick-up Minibus

T2b

I - 3


Traffic Count Form

Province:




Motorised

Truck*


Incl. 3-wheel

motorised

Max 7

Seats

Max 7


Rigid 3

Axle

Rigid 4/5

Axle

S Trailer 4/5

Axle

S Trailer 6

Axle

FROM TO Go Straight Go Straight Go Straight Go Straight Go Straight Go Straight Go Straight Go Straight Go Straight Go Straight Go Straight Go Straight Go Straight Go Straight Go Straight

7h - 00 8h - 00

8h - 00 9h - 00

9h - 00 10h - 00

10h - 00 11h - 00

11h - 00 12h - 00

12h - 00 132h - 00

13h - 00 14h - 00

14h - 00 15h - 00

15h - 00 16h - 00

16h - 00 17h - 00

17h - 00 18h - 00


BusKoyun/Etan

Start Time

MotorcycleMotorcycle

TrailerCar Jeep/ 4WD Pick-up Minibus

T2c

I - 4


Origin and Destination Survey

Province:

Road Name or Number: Name of Interviewer:

Station (km): Direction: Date:

Passenger Vehicles Freight Vehicles Origin Destination Passenger Trip Purpose

Vehicle Types Type of Freight Load Trip Purpose

Koyan Small 10 Agricultural/Food 1 Full F Work/business 1

Koyan Large 11 Timber 2 Half Load H To/from work 2

Motorcycle 3 Light Truck 12 Building Materials 3 Empty E Social/private 3

Mc + Trailer 4 Med Truck 13 Raw Materials 4 Over Load O School 4

Car 5 HT Rigid 3 ax 14 Industrial Products 5 Holiday/Tourism 5

Jeep/4WD 6 HT Rigid 4/5 ax 15 Fuel/Chemicals 6

Pick-up 7 HT Semi T 4/5 ax 16 Fertiizer 7 Other 0

Minibus 8 HT Semi T 6 ax 17

Bus 9 Other 0

Time

Vehicle

Type

(Code)Place

Province

(Code)

Seating

Capacity

No. of

Pass

Freight

Type

(Code)

Load

(F, H, E,

O)

Pass.

3

Pass.

4Place

Province

(Code)

Pass.

1

Pass.

2Driver

T3

I - 5

Appendix I

Road No: Location: Date:

1 Name:

2 Village/Town: Province:

M F M F

3 Family-No of Adults: No of Children:

4 Vehicle ownnership Number Average Monthly Travel (Km)

1 Motorbike

2 Car

3 Scooter

4 Lorry

5 Others

5 Use of Public/Private Transport

Bus

Car

Others

6 Main Occupation of family

Agriculture

Service

Business

7 Family income (Monthly)

USD/Riels

8 Benefit of the road project Excellent very Good Good Poor

a Quality Travel (comfor level)

Lower Somewhat lower No Change

b Saving in transportation cost compared to 2008

Better Somewhat better No Change

c Excess to to public transport compared to 2008

9 Travel of school children Distance (Km)

Yes No

a By walk

b Personal vehicle including bicycle

c Bus

d Others

10 How road project benifited your family/business?

Better Somewhat better

a Availability of goods in the market

b Easy to carry goods for sale in the market

c Easy excess to market

Note: As far as possible select person who have good qualification background and can understand

in proper road impact assessment perspective.

T4

ADB Loan No. 2406-CAM(SF) AusAID GRANT No.0104 RAMP-M&E Project

COMMUNITY SURVEY FORM

The sample size for four categories is 40 i.e 10 each in a categories.

1. 10 Village Community

2. 10 Service Community

3. 10 Busniness Community

4. 10 Transportor Community

I - 6

Appendix II

II - 1

APPENDIX II Vehicle Categories The vehicle categories identified in the counts were: Non-motorised

Bicycle - All two and three-wheeled non-motorised vehicles, including cyclos and those used

for carrying freight.

Animal Cart - All animal drawn-vehicles (Ox-carts, Buffalo-carts, horse and cart).

Motorised

Motorcycle - Motorcycles, scooters and any other 2-wheeled motorised vehicles, but not those

with trailers. Motorcycle traffic dominates vehicle movements on virtually all roads.

Motorcycle with Trailer - Motorcycles with a trailer (Remoque), or any 3- wheeled motorised

vehicle, used for freight or passenger transport.

Car - This type includes 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 (FWD) vehicles, such as Toyota Land Cruiser 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. 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. If it appeared that a pick-up was being used for private passenger transport, especially a twin-cab model, it was counted as a Car or a

4-wheel Drive Vehicle as appropriate. If converted for public transport use, with seats and a canopy or roof over the rear section, it was counted as a Minibus.

Minibus - The minibus type is typically an 8-12 seat vehicle, such as the Mercedes MB 140D

(now replaced by the Sprinter), sometimes referred to as a microbus or van.

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 rural roads in Cambodia.)

Small Koyun/Etan - Small tractors made into a road vehicle by attaching a single-axle trailer, or

small, slow moving, locally-made trucks.

Large Koyun/Etan - Locally-made trucks that typically have low capacity engines not always

designed for motor vehicles. These are much slower than conventional vehicles and are normally only used for short distance freight movements.

Light Truck - These are trucks with a payload of up to 4 tonnes. They have two axles and dual-

wheels on the rear axle. If converted for passenger transport and carrying passengers they were counted as buses.

Medium Truck - These are larger trucks than the light truck, but also have two axles and dual-

wheels on the rear axle. They have a carrying capacity up to 10 tonnes. Although sometimes difficult to distinguish from the Light Truck in traffic counts most are much larger. There are significant differences between these two types, especially in terms of axle loads, and it is considered desirable to obtain information on the numbers of each for use in feasibility and pavement design studies.

Appendix II

II - 2

Heavy Truck - All 3, 4 or 5-axle rigid trucks, articulated trucks and truck trailers. A large range

of such vehicles operates in Cambodia but most have a similar ESA, and numbers are very low on most of the study roads, thus a single category was considered to be appropriate. If any vehicle did not meet one of the above descriptions, it was recorded as the vehicle type it was closest to in appearance and size (for example an ambulance would be recorded as a

Minibus). The only exceptions were graders, rollers and other equipment used in road construction or maintenance. These were excluded, but all other vehicles were included even if they did not match exactly one of the types shown on the form. Pedestrian movements can be included in an HDM-4 analysis, with benefits related to higher walking speeds on improved roads. However, it is difficult to determine appropriate levels of traffic and the benefits are minor, so pedestrian traffic was not included.

Appendix II

Code

No.Image Description

Code

No.Image Description

3 Motorcycle 10 Koyun/Etan (Small)

4

Motorcycle Trailer

(Incl. 3-wheel

motorised)

11 Koyun/Etan (Large)

5 Car (Max 7 Seats) 12Truck Small (2-4

tonnes)

6Jeep/ 4WD (Max 7

Seats)13

Truck Mid ( > 4

tonnes)

7 Pick-up (Freight Use) 14Truck Heavy ( Rigid

3 Axle )

8 Minibus (8 - 16 Seats) 15Truck Heavy ( Rigid

4/5 Axle )

9 Bus (16+ Seats) 16Truck Heavy ( S

Trailer 4/5 Axle)

17Truck Heavy ( S

Trailer 6 Axle )

Vehicle Category Description

II - 3

Appendix III (a)

Light Med Heavy Heavey Heavy Heavy

incl.3

wheel

Max

7 Seats

Max

7 seats

Freight

Use

8-16

seats16+Seats Small Large 2-4 tone >4 tone

Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

From To

7h-00 8h-00 166 2 10 9 3 8 7 1 1 4 4 1 3 4 - 223

8h-00 9h-00 167 3 17 12 9 11 8 - - 5 9 1 6 1 - 249

9h-00 10h-00 145 1 19 10 4 19 10 - - 6 7 2 4 2 - 229

10h-00 11h-00 133 3 26 14 7 18 10 2 1 3 7 2 4 4 - 234

11h-00 12h-00 136 8 19 10 8 23 6 - - 4 2 5 4 3 - 228

12h-00 1h-00 107 7 18 7 2 17 6 - 1 5 5 1 2 5 - 183

1h-00 2h-00 113 2 15 7 3 17 5 - 2 7 5 3 3 3 - 185

2h-00 3h-00 106 4 17 3 3 26 6 1 - 6 4 1 7 4 - 188

3h-00 4h-00 105 3 20 9 8 37 12 1 - 8 2 2 5 4 - 216

4h-00 5h-00 115 - 15 9 2 40 10 1 1 3 5 2 0 3 - 206

5h-00 6h-00 76 3 20 10 3 29 11 - 3 4 3 0 6 2 - 170

1,369 36 196 100 52 245 91 6 9 55 53 20 44 35 - 2311

8h-00 9h-00 13 0 8 5 3 1 2 1 2 0 1 0 4 5 0 45

9h-00 10h-00 3 0 3 3 2 0 3 5 0 0 2 0 2 10 1 34

10h-00 11h-00 4 1 8 3 1 0 2 1 1 0 2 0 1 3 0 27

20 1 19 11 6 1 7 7 3 0 5 0 7 18 1 106

1,389 37 215 111 58 246 98 13 12 55 58 20 51 53 1 2,417

Total

each

hours

Moto-

cycle

TRAFFIC COUNT in Vehicles

Koyun/Etan

At Night

NR.1 Lot 1, Kampong Trobek District, Prey Veng Province

From Neak Leung to Kampong Trobek (Side 1)

Start Time

Moto-

cycleCar Jeep/4wd Pick-up

Motorised

Truck *

At Day

Sub-Total

Sub-Total

Total Side 1

Minibus Bus

III - 1

Appendix III (a)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight

Use

8-16


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

From To

7h-00 8h-00 183 7 10 1 2 37 - 3 - 1 6 1 4 2 - 257 480

8h-00 9h-00 205 6 21 12 8 63 4 1 6 - 3 1 4 - - 334 583

9h-00 10h-00 181 5 21 10 3 71 11 6 3 1 3 3 1 4 - 323 552

10h-00 11h-00 137 4 16 12 5 36 9 3 3 - 3 2 7 - - 237 471

11h-00 12h-00 100 5 19 10 3 21 8 3 - - 6 3 7 2 - 187 415

12h-00 1h-00 67 3 6 10 10 14 3 4 4 1 6 1 4 6 - 139 322

1h-00 2h-00 118 3 21 15 8 14 5 4 1 0 7 2 8 5 - 211 396

2h-00 3h-00 90 2 25 23 3 17 4 - 4 1 5 2 3 2 1 182 370

3h-00 4h-00 122 1 26 15 11 8 2 1 4 0 4 1 4 7 - 206 422

4h-00 5h-00 140 4 10 12 5 8 4 7 2 0 5 0 3 2 - 202 408

5h-00 6h-00 80 1 25 10 5 5 4 4 1 0 5 3 5 5 - 153 323

1,423 41 200 130 63 294 54 36 28 4 53 19 50 35 1 2431 4,742 2,346

8h-00 9h-00 13 0 8 5 3 1 2 1 2 0 1 0 4 5 0 45 90

9h-00 10h-00 3 0 3 3 2 0 3 5 0 0 2 0 2 10 1 34 68

10h-00 11h-00 4 1 8 3 1 0 2 1 1 0 21 48

20 1 19 11 6 1 7 7 3 0 3 0 6 15 1 100 206

1443 42 219 141 69 295 61 43 31 4 56 19 56 50 2 2,531 4,948

2,832 79 434 252 127 541 159 56 43 59 114 39 107 103 3 4,948 47.4%

57.2% 1.6% 8.8% 5.1% 2.6% 10.9% 3.2% 1.1% 0.9% 1.2% 2.3% 0.8% 2.2% 2.1% 0.1%

3,285 92 503 292 147 628 184 65 50 68 132 45 124 119 3 5,740 40.9%

57.2% 1.6% 8.8% 5.1% 2.6% 10.9% 3.2% 1.1% 0.9% 1.2% 2.3% 0.8% 2.2% 2.1% 0.1%

Total Both side

Total % 24 hr.

Total

each

hours

Total % 14 hr.

Total Side 2

Total Both side

Moto-

cycle

At Night


From Kampong Trobek to Neak Leung (Side 2)

Start Time

Moto-

cycle

Sub-Total


Koyun/Etan

Motorised

Sub-Total

Pick-up Minibus BusTruck *

At Day

Car Jeep/4wd

731

1,615

Total

Both

side

Peak

Hour

III - 2

Appendix III (a)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight

Use

8-16


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

From To

7h-00 8h-00 274 4 10 7 5 2 8 4 - 4 2 - 2 2 - 324

8h-00 9h-00 240 10 11 9 9 8 5 4 - 6 1 - 3 2 - 308

9h-00 10h-00 220 9 14 13 6 3 6 6 1 1 1 1 - 1 - 282

10h-00 11h-00 205 2 11 3 2 9 6 - - 3 4 - 2 1 - 248

11h-00 12h-00 136 4 13 15 4 11 6 - - 1 - 1 - 2 - 193

12h-00 1h-00 112 3 18 8 3 6 2 2 - 4 3 1 2 2 - 166

1h-00 2h-00 94 7 13 4 5 9 3 7 - 2 0 0 4 3 - 151

2h-00 3h-00 113 2 12 3 2 9 3 2 - 1 0 0 0 0 - 147

3h-00 4h-00 104 5 6 2 1 12 3 3 - 2 2 4 0 0 - 144

4h-00 5h-00 140 6 17 8 4 3 19 6 - 1 0 0 0 1 - 205

5h-00 6h-00 160 4 21 9 3 2 4 6 - 2 0 0 1 6 1 219

1,798 56 146 81 44 74 65 40 1 27 13 7 14 20 1 2387

8h-00 9h-00 65 0 8 5 1 2 0 1 0 3 1 0 2 3 0 91

9h-00 10h-00 29 0 4 3 3 2 0 1 0 1 0 0 0 2 0 45

10h-00 11h-00 23 0 8 3 1 0 0 0 0 1 0 1 1 2 0 40

117 0 20 11 5 4 0 2 0 5 1 1 3 7 0 176

1,915 56 166 92 49 78 65 42 1 32 14 8 17 27 1 2,563

Total

each

hours

At Night

Sub-Total

Total Side 1

Sub-Total

TRAFFIC COUNT in Vehicle

NR.1 Lot 2, Svay Teap District, Svay Rieng Province

From Svay Rieng to Svay Teap (Side 1)

Start Time

Motorised

Moto-

cycle

Moto-

cycleCar Jeep/4wd Pick-up Minibus Bus Koyun/Etan

Truck *

At Day

III - 3

Appendix III (a)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight

Use

8-16


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

From To

7h-00 8h-00 315 46 12 8 4 21 8 6 - - 1 1 2 2 - 426 750

8h-00 9h-00 223 9 12 5 - 9 12 5 - 1 3 2 3 5 - 289 597

9h-00 10h-00 161 11 9 6 7 4 12 9 1 2 1 2 1 2 - 228 510

10h-00 11h-00 147 8 16 3 8 5 11 6 1 2 2 - 3 2 - 214 462

11h-00 12h-00 135 1 10 8 4 4 7 2 1 - 1 - - 5 - 178 371

12h-00 1h-00 101 4 11 6 6 10 12 10 1 2 3 - 4 6 - 176 342

1h-00 2h-00 115 4 22 17 2 4 4 4 - 0 2 0 0 0 - 174 325

2h-00 3h-00 144 8 18 6 6 5 7 - 1 0 0 0 0 3 - 198 345

3h-00 4h-00 123 1 24 11 4 4 6 - 1 0 1 0 2 5 - 182 326

4h-00 5h-00 143 7 15 7 3 3 9 3 3 0 1 0 1 3 - 198 403

5h-00 6h-00 207 5 24 5 6 2 4 1 15 1 3 1 2 5 - 281 500

1,814 104 173 82 50 71 92 46 24 8 18 6 18 38 - 2544 4,931 2,760

8h-00 9h-00 79 0 15 3 1 1 1 0 3 0 1 0 0 6 0 110 201

9h-00 10h-00 58 0 5 4 0 4 1 0 0 0 0 0 1 3 0 76 121

10h-00 11h-00 52 0 4 4 1 1 0 1 2 0 2 0 2 2 0 71 111

189 0 24 11 2 6 2 1 5 0 3 0 3 11 0 257 433

2003 104 197 93 52 77 94 47 29 8 21 6 21 49 0 2,801 5,364

3,918 160 363 185 101 155 159 89 30 40 35 14 38 76 1 5,364 51.5%

73.0% 3.0% 6.8% 3.4% 1.9% 2.9% 3.0% 1.7% 0.6% 0.7% 0.7% 0.3% 0.7% 1.4% 0.0%

4,545 186 421 215 117 180 184 103 35 46 41 16 44 88 1 6,222 44.4%

73.0% 3.0% 6.8% 3.4% 1.9% 2.9% 3.0% 1.7% 0.6% 0.7% 0.7% 0.3% 0.7% 1.4% 0.0%

Total

Both

side

Peak

Hour

1,857

903

Total % 24 hr.

Total Both side

Moto-

cycleCar Jeep/4wd Pick-up Minibus

Total

each

hours

Total % 14 hr.

Total Both side

Truck *

At Day

Sub-Total

At Night

Sub-Total

Total Side 2

Start Time

Motorised

Moto-

cycleBus Koyun/Etan



from Svay Teap to Svay Rieng (Side 2)

III - 4

Appendix III (b)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight

Use

8-16


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

From To

7h-00 8h-00 512 40 48 12 10 29 1 6 9 1 3 - 5 1 10 687

8h-00 9h-00 489 12 85 13 15 44 2 - 10 1 12 - - 2 11 696

9h-00 10h-00 329 12 70 12 11 49 2 5 - 1 - 2 1 1 8 503

10h-00 11h-00 279 20 58 14 28 25 6 - 9 1 14 4 2 - 2 462

11h-00 12h-00 253 14 54 20 26 24 11 5 10 13 7 1 1 2 2 443

12h-00 1h-00 203 12 49 15 27 22 15 - 11 5 3 2 - 1 3 368

1h-00 2h-00 195 6 46 24 16 15 18 1 9 2 9 3 1 1 2 348

2h-00 3h-00 156 5 47 25 32 29 26 2 15 4 13 2 1 0 - 357

3h-00 4h-00 215 3 90 16 19 16 10 - 21 2 6 7 0 1 5 411

4h-00 5h-00 255 9 50 19 26 22 5 - 15 1 9 5 0 2 2 420

5h-00 6h-00 170 7 47 26 17 14 10 - 12 2 7 3 1 6 5 327

3,056 140 644 196 227 289 106 19 121 33 83 29 12 17 50 5022

8h-00 9h-00 18 4 11 2 4 3 5 0 7 0 19 5 4 6 0 88

9h-00 10h-00 8 0 7 2 7 1 0 1 0 0 9 2 1 7 0 45

10h-00 11h-00 3 0 4 2 3 2 0 1 0 0 5 1 3 2 0 26

29 4 22 6 14 6 5 2 7 0 33 8 8 15 0 159

3,085 144 666 202 241 295 111 21 128 33 116 37 20 32 50 5,181

Minibus Bus Koyun/EtanTruck *

Sub-Total

At Night

Sub-Total

Total Side 1

Total

each

hours

At Day


NR5 Lot 1, Kampong Tralach District, Kampong Chhnang Province

From Phnom Penh to Kampong Chhnang (Side 1)

Start Time

Motorised

Moto-

cycle

Moto-


III - 5

Appendix III (b)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight

Use

8-16


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

From To

7h-00 8h-00 460 14 47 20 25 29 2 3 - 20 11 1 - 1 - 633 1,320

8h-00 9h-00 446 42 52 30 26 24 20 2 - 18 19 2 2 2 1 686 1,382

9h-00 10h-00 345 22 83 26 26 29 12 3 - 22 5 4 - 6 - 583 1,086

10h-00 11h-00 226 19 59 35 24 30 26 2 - 25 22 3 3 2 - 476 938

11h-00 12h-00 156 13 67 21 29 17 17 2 - 15 9 9 - 6 - 361 804

12h-00 1h-00 202 29 54 12 9 23 14 1 - 17 13 9 6 3 - 392 760

1h-00 2h-00 145 10 80 23 21 26 10 - - 17 15 2 3 0 - 352 700

2h-00 3h-00 114 9 71 32 23 34 7 1 3 11 13 0 2 7 - 327 684

3h-00 4h-00 140 2 55 17 17 32 9 1 - 17 7 4 5 3 1 310 721

4h-00 5h-00 201 14 39 31 26 35 10 - - 12 7 1 1 7 - 384 804

5h-00 6h-00 229 9 46 20 16 17 6 - - 7 15 4 4 10 - 383 710

2,664 183 653 267 242 296 133 15 3 181 136 39 26 47 2 4887 9,909 6,023

8h-00 9h-00 28 0 14 2 11 2 0 0 0 5 18 4 3 19 0 106 194

9h-00 10h-00 3 0 4 0 6 5 4 0 0 5 7 0 1 7 0 42 87

10h-00 11h-00 5 0 2 0 7 4 1 0 1 0 11 0 2 4 0 37 63

36 0 20 2 24 11 5 0 1 10 36 4 6 30 0 185 344

2,700 183 673 269 266 307 138 15 4 191 172 43 32 77 2 5,072 10,253

5,785 327 1,339 471 507 602 249 36 132 224 288 80 52 109 52 10,253 58.7%

56.4% 3.2% 13.1% 4.6% 4.9% 5.9% 2.4% 0.4% 1.3% 2.2% 2.8% 0.8% 0.5% 1.1% 0.5%

6,711 379 1,553 546 588 698 289 42 153 260 334 93 60 126 60 11,893 50.6%

56.4% 3.2% 13.1% 4.6% 4.9% 5.9% 2.4% 0.4% 1.3% 2.2% 2.8% 0.8% 0.5% 1.1% 0.5%

Total

Both side

Peak

Hour

(14 hr)

3,788

2,235

Total

each

hours

At Day

Sub-Total

Total % 24 hr.

Sub-Total

Total Side 2

Total Both side

Total % 14 hr.

Total Both side

At Night

From Kampong Chhnang to Phnom Penh ( Side 2)

Start Time

Motorised

Moto-

cycle

Moto-


Truck *



III - 6

Appendix III (b)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight

Use

8-16


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

From To

7h-00 8h-00 262 2 19 13 23 12 - 6 2 5 9 2 - 5 - 360

8h-00 9h-00 234 5 19 6 25 14 2 2 - 6 3 2 1 5 - 324

9h-00 10h-00 264 7 37 16 33 18 16 2 1 7 13 - - 3 - 417

10h-00 11h-00 139 4 36 21 14 12 17 1 - 2 6 3 1 2 - 258

11h-00 12h-00 116 4 41 26 18 13 13 1 - 3 10 - 2 - - 247

12h-00 1h-00 77 2 18 9 15 15 19 - 1 8 5 6 2 3 - 180

1h-00 2h-00 83 4 38 11 11 12 5 4 - 6 14 5 1 5 - 199

2h-00 3h-00 102 1 30 14 21 24 10 - - 4 9 5 4 4 - 228

3h-00 4h-00 84 2 25 16 17 13 9 - - 4 5 5 2 3 - 185

4h-00 5h-00 124 2 21 13 9 3 8 1 2 1 5 1 2 11 1 204

5h-00 6h-00 150 9 15 9 9 2 7 - - 2 7 0 6 8 - 224

1,635 42 299 154 195 138 106 17 6 48 86 29 21 49 1 2826

8h-00 9h-00 52 0 11 0 3 4 2 0 4 1 7 2 0 9 0 95

9h-00 10h-00 32 2 8 4 3 3 0 0 0 4 3 2 3 4 0 68

10h-00 11h-00 7 0 4 2 5 3 4 0 1 0 2 4 2 9 0 43

91 2 23 6 11 10 6 0 5 5 12 8 5 22 0 206

1,726 44 322 160 206 148 112 17 11 53 98 37 26 71 1 3,032

Minibus Bus Koyun/EtanTruck *

Sub-Total

At Night

Sub-Total

Total Side 1

Total

each

hours

At Day


NR5 Lot 2, Punlai District, Pursat Province

From Kampong Chhnang to Pursat (Side 1)

Start Time

Motorised

Moto-

cycle

Moto-


III - 7

Appendix III (b)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight

Use

8-16


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

From To

7h-00 8h-00 275 4 19 4 9 16 1 2 3 - 5 2 3 4 - 347 707

8h-00 9h-00 223 4 22 6 18 25 3 4 - 3 4 - 1 4 - 317 641

9h-00 10h-00 170 2 26 10 20 9 12 2 6 1 14 1 - 2 - 275 692

10h-00 11h-00 126 5 20 10 12 5 14 1 1 - 4 - 3 3 - 204 462

11h-00 12h-00 89 3 33 9 18 16 15 1 1 2 7 3 - - - 197 444

12h-00 1h-00 85 1 30 14 21 18 19 - 4 1 8 1 1 6 - 209 389

1h-00 2h-00 84 3 20 6 13 7 18 2 3 2 13 1 1 2 - 175 374

2h-00 3h-00 83 3 17 12 18 11 8 1 6 1 9 5 0 4 - 178 406

3h-00 4h-00 100 2 25 18 13 12 11 - 5 1 9 3 2 1 - 202 387

4h-00 5h-00 125 3 20 15 13 7 4 6 3 1 11 2 0 5 - 215 419

5h-00 6h-00 134 7 16 10 11 8 8 4 6 1 5 2 0 1 - 213 437

1,494 37 248 114 166 134 113 23 38 13 89 20 11 32 - 2532 5,358 3,283

8h-00 9h-00 47 2 9 3 4 3 1 1 5 1 11 0 1 6 0 94 189

9h-00 10h-00 24 0 16 4 15 5 0 0 0 0 11 7 3 4 0 89 157

10h-00 11h-00 10 0 13 0 6 4 1 0 0 0 6 1 3 5 0 49 92

81 2 38 7 25 12 2 1 5 1 28 8 7 15 0 232 438

1,575 39 286 121 191 146 115 24 43 14 117 28 18 47 0 2,764 5,796

3,301 83 608 281 397 294 227 41 54 67 215 65 44 118 1 5,796 56.6%

57.0% 1.4% 10.5% 4.8% 6.8% 5.1% 3.9% 0.7% 0.9% 1.2% 3.7% 1.1% 0.8% 2.0% 0.0%

3,829 96 705 326 461 341 263 48 63 78 249 75 51 137 1 6,723 48.8%

57.0% 1.4% 10.5% 4.8% 6.8% 5.1% 3.9% 0.7% 0.9% 1.2% 3.7% 1.1% 0.8% 2.0% 0.0%

Total

Both

side

Peak

Hour

2,040

1,243

Total

each

hours

At Day

Sub-Total

Total % 24 hr.

Sub-Total

Total Side 2

Total Both side

Total % 14 hr.

Total Both side

At Night

From Pursat to Kampong Chhnang (Side 2)

Start Time

Motorised

Moto-

cycle

Moto-


Truck *



III - 8

Appendix III (c)

Small Large Light Med Heavy Heavey Heavy Heavy

incl.3

wheel

Max

7 Seats

Max

7 seats

Freight

Use 8-16 seats 16+Seats 2-4 tone >4 tone

Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

From To

7h-00 8h-00 208 24 37 14 29 53 0 0 0 25 4 3 4 4 0 405

8h-00 9h-00 221 25 39 20 30 51 1 1 1 33 6 2 2 7 6 445

9h-00 10h-00 164 21 39 14 25 60 1 1 2 29 12 4 5 4 3 384

10h-00 11h-00 164 15 35 14 14 54 5 0 1 18 5 5 1 2 0 333

11h-00 12h-00 162 19 29 14 20 42 3 3 1 19 12 3 1 1 0 329

12h-00 1h-00 133 12 30 12 24 34 4 0 2 21 14 12 3 8 0 309

1h-00 2h-00 152 16 34 16 15 24 7 2 0 14 9 10 3 4 0 306

2h-00 3h-00 172 13 21 17 30 34 1 1 1 15 6 9 3 2 1 326

3h-00 4h-00 152 11 14 13 10 34 1 0 0 10 9 6 4 6 2 272

4h-00 5h-00 211 15 32 23 15 30 5 1 0 6 13 1 3 3 0 358

5h-00 6h-00 142 12 32 19 19 22 5 1 0 8 11 0 3 2 0 276

1881 183 342 176 231 438 33 10 8 198 101 55 32 43 12 3743

20h-00 21h-00 31 0 14 7 10 9 0 0 0 3 5 4 5 5 1 94

21h-00 22h-00 21 0 13 8 6 4 0 2 0 3 9 2 0 2 0 70

22h-00 23h-00 7 0 8 3 3 4 0 0 0 2 12 4 3 1 0 47

59 0 35 18 19 17 0 2 0 8 26 10 8 8 1 211

1881 183 342 176 231 438 33 10 8 198 101 55 32 43 12 3743

1940 183 377 194 250 455 33 12 8 206 127 65 40 51 13 3954

Minibus BusKoyun/Etan Truck *

Total

each

hours

At Day

Sub Total (A)

At Night

Sub Total (B)

Sub Total (A)

Total (Side 1)


NR7 Lot 1, Tboung Khmum District, Kampong Cham Province

from Kompong Cham to Kratie ( Go Staight) (Side 1)

Start Time

Motorised

Motocycle

Motocycle Car Jeep/4wd Pick-up

III - 9

Appendix III (c)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

From To

7h-00 8h-00 77 9 6 5 3 1 0 0 0 1 0 0 1 0 0 103

8h-00 9h-00 108 7 9 6 5 3 0 0 0 7 1 0 0 0 1 147

9h-00 10h-00 92 17 6 4 1 4 0 0 1 2 0 0 1 0 0 128

10h-00 11h-00 60 2 7 5 3 9 0 1 2 1 1 0 0 0 0 91

11h-00 12h-00 62 3 10 1 6 4 0 0 1 1 2 0 0 0 0 90

12h-00 1h-00 67 4 3 5 6 2 0 0 0 2 1 1 0 0 0 91

1h-00 2h-00 44 0 2 0 5 2 0 0 1 1 3 0 0 1 0 59

2h-00 3h-00 80 7 6 1 2 3 0 0 1 5 0 0 0 0 0 105

3h-00 4h-00 84 3 3 3 5 4 0 0 0 5 1 0 0 0 0 108

4h-00 5h-00 97 5 3 5 6 11 0 0 1 1 1 0 0 0 0 130

5h-00 6h-00 105 10 8 2 7 10 0 0 0 3 6 0 0 0 0 151

876 67 63 37 49 53 0 1 7 29 16 1 2 1 1 1203

20h-00 21h-00 6 0 1 1 0 0 0 0 0 0 0 0 0 0 0 8

21h-00 22h-00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

22h-00 23h-00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

6 0 1 1 0 0 0 0 0 0 0 0 0 0 0 8

876 67 63 37 49 53 0 1 7 29 16 1 2 1 1 1203

882 67 64 38 49 53 0 1 7 29 16 1 2 1 1 1211

BusKoyun/Etan Truck *

Total

each

hours

from Kratie to Kampong Cham ( Go Staight)

Sub Total (A)

At Night

Sub Total (B)

Sub Total (A)

Total (Side 2)


from Kratie to Kompong Cham ( Go Staight) (Side 2)

Start Time

Motorised

Motocycle

Motocycle Car Jeep/4wd Pick-up Minibus


III - 10

Appendix III (c)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

From To

7h-00 8h-00 241 12 15 11 20 57 5 0 1 18 7 0 0 0 0 387

8h-00 9h-00 249 12 26 16 25 109 0 2 3 15 4 3 0 1 0 465

9h-00 10h-00 203 12 27 24 20 59 2 8 2 27 11 5 0 1 0 401

10h-00 11h-00 173 17 33 25 19 46 2 8 4 11 12 3 3 1 0 357

11h-00 12h-00 176 19 41 23 26 42 3 4 2 14 11 4 5 2 0 372

12h-00 1h-00 172 15 27 17 17 35 5 5 0 19 8 13 4 2 0 339

1h-00 2h-00 142 16 49 14 24 41 7 4 0 13 16 2 4 2 0 334

2h-00 3h-00 208 14 28 24 38 54 4 1 0 22 19 6 5 0 0 423

3h-00 4h-00 181 14 43 19 12 18 1 0 0 20 8 1 5 0 0 322

4h-00 5h-00 167 14 32 27 27 23 2 2 3 21 16 13 6 8 0 361

5h-00 6h-00 126 10 37 28 17 23 1 3 5 14 16 4 6 11 0 301

2038 155 358 228 245 507 32 37 20 194 128 54 38 28 0 4062

20h-00 21h-00 30 2 19 17 12 4 0 0 1 7 8 6 3 10 0 119

21h-00 22h-00 28 1 14 7 6 4 0 0 1 6 7 6 5 2 0 87

22h-00 23h-00 15 1 2 5 5 5 0 0 0 3 1 4 1 2 0 44

73 4 35 29 23 13 0 0 2 16 16 16 9 14 0 250

2038 155 358 228 245 507 32 37 20 194 128 54 38 28 0 4062

2111 159 393 257 268 520 32 37 22 210 144 70 47 42 0 4312

Koyun/Etan Truck *

Total

each

hours

from Kompong Cham to Kratie ( Turn Left )

Sub Total (A)

At Night

Sub Total (B)

Sub Total (A)

Total (Side 3)

from Kompong Cham to Kratie ( Turn Left ) ( Side 3)

Start Time

Motorised

Motocycle

Motocycle Car Jeep/4wd Pick-up Minibus Bus



III - 11

Appendix III (c)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

From To

7h-00 8h-00 111 13 3 3 10 8 0 0 0 2 1 0 0 0 0 151 1046

8h-00 9h-00 91 6 5 1 7 3 0 1 0 4 1 0 0 0 0 119 1176

9h-00 10h-00 107 6 7 4 1 0 0 2 0 2 0 0 0 0 0 129 1042

10h-00 11h-00 66 5 3 2 1 0 0 0 0 4 0 0 1 0 0 82 863

11h-00 12h-00 45 6 3 4 1 0 0 2 0 2 3 0 0 0 0 66 857

12h-00 1h-00 59 8 2 2 2 2 0 2 1 3 1 0 0 0 0 82 821

1h-00 2h-00 72 6 8 1 3 1 0 1 1 3 2 0 1 0 0 99 798

2h-00 3h-00 51 5 2 1 4 4 0 0 0 4 3 0 0 0 0 74 928

3h-00 4h-00 72 2 5 2 3 1 0 0 0 1 2 1 0 0 0 89 791

4h-00 5h-00 63 2 5 16 6 1 0 0 0 4 1 0 0 0 0 98 947

5h-00 6h-00 61 4 7 2 2 1 0 0 0 2 7 0 0 0 0 86 814

798 63 50 38 40 21 0 8 2 31 21 1 2 0 0 1075 10083 5025

20h-00 21h-00 10 0 4 2 2 1 0 0 0 1 0 0 0 1 0 21 242

21h-00 22h-00 3 0 1 1 2 0 0 0 0 0 0 0 0 0 0 7 164

22h-00 23h-00 2 0 1 0 0 1 0 0 0 0 1 0 0 0 0 5 96

15 0 6 3 4 2 0 0 0 1 1 0 0 1 0 33 502

798 63 50 38 40 21 0 8 2 31 21 1 2 0 0 1075 10083

813 63 56 41 44 23 0 8 2 32 22 1 2 1 0 1108 10585

5746 472 890 530 611 1051 65 58 39 477 309 137 91 95 14 10585 47%

54.3% 4.5% 8.4% 5.0% 5.8% 9.9% 0.6% 0.5% 0.4% 4.5% 2.9% 1.3% 0.9% 0.9% 0.1%

6665.36 547.52 1032.4 614.8 708.76 1219.16 75.4 67.28 45.24 553.32 358.44 158.92 105.56 110.2 16.24 12278.6 41%

54.3% 4.5% 8.4% 5.0% 5.8% 9.9% 0.6% 0.5% 0.4% 4.5% 2.9% 1.3% 0.9% 0.9% 0.1%

Peak

Hours

3264

1761

Start Time

Motorised

Motocycle

Motocycle

from Kratie to Kampong Cham ( Turn Righ )

Total

four side

for each

hours

Sub Total (A)

Total % of 24 hr.

Sub Total (B)

Sub Total (A)

Total (Side 4)

Total Four side

TOTAL OF 24 HOUR

Total % of 14 hr.

At Night

Pick-up Minibus Bus

Total

each

hours

Jeep/4wd Koyun/Etan Truck *

Car

From Kratie to Kompong Cham ( Turn Right ) (Side 4)



III - 12

Appendix III (c)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

From To

7h-00 8h-00 140 4 9 5 10 43 0 3 0 7 30 2 10 1 0 264

8h-00 9h-00 104 5 40 11 8 27 0 0 0 6 19 4 7 2 0 233

9h-00 10h-00 108 11 21 13 16 29 1 2 1 21 17 4 8 2 0 254

10h-00 11h-00 66 3 15 5 13 29 2 1 0 9 13 2 10 0 0 168

11h-00 12h-00 120 10 16 9 19 34 3 2 0 22 24 4 7 0 0 270

12h-00 1h-00 67 4 17 4 16 19 0 0 0 12 8 1 6 0 0 154

1h-00 2h-00 108 2 24 14 24 34 4 2 0 20 25 9 7 2 0 275

2h-00 3h-00 75 5 24 12 20 18 1 0 1 21 12 3 1 1 0 194

3h-00 4h-00 72 3 16 5 15 19 1 2 1 10 15 5 5 1 1 171

4h-00 5h-00 68 9 13 7 6 4 0 2 0 10 7 3 7 0 1 137

5h-00 6h-00 59 8 17 1 16 13 1 1 0 12 13 0 1 1 0 143

987 64 212 86 163 269 13 15 3 150 183 37 69 10 2 2263

20h-00 21h-00 3 0 7 5 4 3 0 0 0 0 4 3 3 0 0 32

21h-00 22h-00 4 0 3 4 2 1 0 0 0 0 3 2 2 0 1 22

22h-00 23h-00 2 0 1 1 2 0 0 0 0 2 0 3 4 3 0 18

9 0 11 10 8 4 0 0 0 2 7 8 9 3 1 72

987 64 212 86 163 269 13 15 3 150 183 37 69 10 2 2263

996 64 223 96 171 273 13 15 3 152 190 45 78 13 3 2335


NR. 7 Lot 2, Tbung Khum District, Kampong Cham Province

from Kompong Cham to Kratie (Side 1)

Start Time

Motorised

Motocycle

Motocycle Car Jeep/4wd Pick-up Minibus BusKoyun/Etan Truck *

Total

each

hours

At Day

Sub Total (A)

At Night

Sub Total (B)

Sub Total (A)

Total (Side 1)

III - 13

Appendix III (c)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

From To

7h-00 8h-00 156 6 17 6 20 49 0 0 0 20 6 1 1 0 0 282 546

8h-00 9h-00 160 2 26 14 23 49 1 1 0 9 15 1 2 0 0 303 536

9h-00 10h-00 124 14 23 7 21 53 1 0 1 16 21 3 6 3 0 293 547

10h-00 11h-00 88 11 26 10 14 29 3 0 4 15 14 7 6 0 0 227 395

11h-00 12h-00 96 8 33 15 16 38 4 1 4 28 24 7 10 0 0 284 554

12h-00 1h-00 47 4 14 10 15 23 1 5 3 9 10 5 3 0 0 149 303

1h-00 2h-00 90 6 31 17 32 36 0 3 1 29 16 11 2 5 3 282 557

2h-00 3h-00 71 5 17 15 16 23 0 2 0 15 17 7 6 4 0 198 392

3h-00 4h-00 64 4 15 13 19 19 1 1 1 25 14 16 8 1 0 201 372

4h-00 5h-00 78 2 23 9 27 11 3 1 3 17 20 4 14 2 0 214 351

5h-00 6h-00 58 5 20 20 14 13 0 3 0 15 8 10 9 5 0 180 323

1032 67 245 136 217 343 14 17 17 198 165 72 67 20 3 2613 4876 2303

20h-00 21h-00 11 0 13 4 6 6 0 0 0 5 10 2 2 6 0 65 97

21h-00 22h-00 4 0 10 4 9 1 0 0 2 2 7 0 8 9 0 56 78

22h-00 23h-00 5 1 5 1 2 4 0 0 0 10 3 1 4 3 1 40 58

20 1 28 9 17 11 0 0 2 17 20 3 14 18 1 161 233

1032 67 245 136 217 343 14 17 17 198 165 72 67 20 3 2613 4876

1052 68 273 145 234 354 14 17 19 215 185 75 81 38 4 2774 5109

2048 132 496 241 405 627 27 32 22 367 375 120 159 51 7 5109 45%

40.1% 2.6% 9.7% 4.7% 7.9% 12.3% 0.5% 0.6% 0.4% 7.2% 7.3% 2.3% 3.1% 1.0% 0.1%

2375.68 153.12 575.36 279.56 469.8 727.32 31.32 37.12 25.52 425.72 435 139.2 184.44 59.16 8.12 5926.44 39%

40.1% 2.6% 9.7% 4.7% 7.9% 12.3% 0.5% 0.6% 0.4% 7.2% 7.3% 2.3% 3.1% 1.0% 0.1%

Peak

Hours

1629

674


NR. 7 Lot 2, Tbung Khum District, Kampong Cham Province

from Kratie to Kompong Cham (Side 2)

Start Time

Motorised

Moocycle


Total

each

hours

At Day

Total

Both side

for each

hours

TOTAL OF 24 HOUR

Total % of 14 hr.

Total % of 24 hr.

Sub Total (A)

At Night

Sub Total (B)

Sub Total (A)

Total (Side 1)

Total Both side

III - 14

Appendix III (d)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

From To

7h-00 8h-00 158 6 11 6 6 10 1 3 0 3 3 0 2 0 0 209

8h-00 9h-00 165 3 14 8 8 19 3 1 2 6 8 5 2 0 0 244

9h-00 10h-00 130 6 12 11 12 15 2 1 4 7 7 6 2 0 1 216

10h-00 11h-00 112 4 10 13 11 30 1 0 2 14 20 10 2 1 0 230

11h-00 12h-00 92 0 9 3 10 2 0 0 0 0 0 0 0 0 0 116

12h-00 1h-00 81 2 7 5 7 10 0 0 1 2 8 3 3 0 1 130

1h-00 2h-00 109 3 10 6 7 9 0 1 3 5 7 4 1 0 0 165

2h-00 3h-00 114 1 6 2 3 12 1 2 2 4 8 2 2 0 0 159

3h-00 4h-00 96 2 8 9 4 16 1 3 3 3 10 3 6 2 0 166

4h-00 5h-00 131 10 15 5 8 20 1 0 1 7 5 6 4 3 0 216

5h-00 6h-00 45 0 3 5 6 9 1 1 0 1 2 1 0 0 0 74

1233 37 105 73 82 152 11 12 18 52 78 40 24 6 2 1925

20h-00 21h-00 30 1 7 4 6 8 1 0 0 1 2 2 6 0 0 68

21h-00 22h-00 13 0 5 1 1 1 0 0 0 0 4 1 9 1 0 36

22h-00 23h-00 2 0 3 0 6 1 0 0 0 2 1 4 0 1 0 20

45 1 15 5 13 10 1 0 0 3 7 7 15 2 0 124

1233 37 105 73 82 152 11 12 18 52 78 40 24 6 2 1925

1278 38 120 78 95 162 12 12 18 55 85 47 39 8 2 2049


NR.71, Bosknor Commune, Chamkaleu District, Kampong Cham Province

from Kompong Cham to Bosknor (Side 1)

Start Time

Motorised

Motocycle


Total

each

hours

At Day

Sub Total (A)

At Night

Sub Total (B)

Sub Total (A)

Total (Side 1)

III - 15

Appendix III (d)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

From To

7h-00 8h-00 185 6 10 5 3 17 1 2 0 11 4 2 2 1 0 249 458

8h-00 9h-00 172 6 12 10 4 10 0 3 1 6 2 2 1 0 0 229 473

9h-00 10h-00 166 3 7 5 6 7 2 0 0 7 1 6 3 2 0 215 431

10h-00 11h-00 121 4 9 8 3 4 2 3 0 9 0 4 2 1 0 170 400

11h-00 12h-00 92 7 5 8 0 11 4 2 1 1 3 5 2 2 0 143 259

12h-00 1h-00 72 7 11 7 2 9 1 5 1 6 3 7 5 0 0 136 266

1h-00 2h-00 97 1 4 6 6 7 0 3 0 7 3 3 3 1 0 141 306

2h-00 3h-00 130 7 7 12 11 21 0 1 1 11 0 3 2 2 0 208 367

3h-00 4h-00 109 3 12 10 7 10 1 2 4 9 1 4 2 2 0 176 342

4h-00 5h-00 80 0 6 10 3 0 0 2 1 6 9 2 2 3 0 124 340

5h-00 6h-00 72 2 3 10 7 11 1 2 0 7 8 2 2 0 0 127 201

1296 46 86 91 52 107 12 25 9 80 34 40 26 14 0 1918 3843 1,903

20h-00 21h-00 30 2 3 3 3 5 0 1 1 1 7 10 2 2 0 70 138

21h-00 22h-00 4 1 0 4 0 3 1 0 0 0 7 2 3 6 0 31 67

22h-00 23h-00 5 0 1 1 0 0 0 0 0 1 4 1 1 0 0 14 34

39 3 4 8 3 8 1 1 1 2 18 13 6 8 0 115 239

1296 46 86 91 52 107 12 25 9 80 34 40 26 14 0 1918 3843

1335 49 90 99 55 115 13 26 10 82 52 53 32 22 0 2033 4082

2613 87 210 177 150 277 25 38 28 137 137 100 71 30 2 4082 46.6%

64.0% 2.1% 5.1% 4.3% 3.7% 6.8% 0.6% 0.9% 0.7% 3.4% 3.4% 2.4% 1.7% 0.7% 0.0%

3031.08 100.92 243.6 205.32 174 321.32 29 44.08 32.48 158.92 158.92 116 82.36 34.8 2.32 4735.12 40.2%

64.0% 2.1% 5.1% 4.3% 3.7% 6.8% 0.6% 0.9% 0.7% 3.4% 3.4% 2.4% 1.7% 0.7% 0.0%



from Bosknor to Kompong Cham (Side 2)

Start Time

Motorised

Motocycle


Total

each

hours

Total % of 24 hr.

Sub Total (A)

At Night

Sub Total (B)

Sub Total (A)

Total (Side 1)

Total Both side

Peak

Hour

1,362

541

Total

Both side

for each

hours

TOTAL OF 24 HOUR

Total % of 14 hr.

At Day

III - 16

Appendix III (e)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

From To

7h-00 8h-00 117 3 7 10 2 0 0 2 0 1 11 2 12 8 0 175

8h-00 9h-00 123 9 8 3 2 4 0 2 0 0 1 0 4 3 0 159

9h-00 10h-00 116 3 4 3 4 3 0 2 0 1 4 4 1 0 1 146

10h-00 11h-00 89 9 9 8 2 1 0 4 1 0 4 2 3 2 1 135

11h-00 12h-00 119 2 10 9 7 6 2 6 0 2 7 0 1 2 0 173

12h-00 1h-00 117 4 27 11 7 6 2 11 3 2 12 6 0 6 0 214

1h-00 2h-00 108 5 9 11 1 3 0 7 1 1 1 3 3 0 0 153

2h-00 3h-00 78 9 8 6 4 2 0 2 1 0 2 3 0 0 0 115

3h-00 4h-00 77 8 5 7 6 3 0 2 3 0 2 6 8 3 1 131

4h-00 5h-00 89 4 9 5 2 3 0 8 5 1 3 0 4 0 1 134

5h-00 6h-00 92 4 9 5 7 5 0 1 0 1 0 0 1 1 1 127

1125 60 105 78 44 36 4 47 14 9 47 26 37 25 5 1662

20h-00 21h-00 23 2 15 3 6 1 0 0 0 0 3 1 0 1 0 55

21h-00 22h-00 3 1 6 3 3 0 0 0 0 0 3 0 3 2 0 24

22h-00 23h-00 17 1 4 2 1 0 0 0 0 0 0 0 1 0 0 26

43 4 25 8 10 1 0 0 0 0 6 1 4 3 0 105

1125 60 105 78 44 36 4 47 14 9 47 26 37 25 5 1662

1168 64 130 86 54 37 4 47 14 9 53 27 41 28 5 1767

TRAFFIC COUNT

NR.72, Tropeng Phlung District

from Kompong Cham to Vietnam border (Side 1)

Start Time

Motorised

Motocycle


Total

each

hours

At Day

Sub Total (A)

At Night

Sub Total (B)

Sub Total (A)

Total (Side 1)

III - 17

Appendix III (e)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

From To

7h-00 8h-00 74 6 11 2 2 0 0 1 0 1 1 1 0 0 0 99 274

8h-00 9h-00 15 8 5 6 1 0 0 1 0 2 0 0 1 7 0 46 205

9h-00 10h-00 94 5 7 9 5 4 0 0 1 3 3 2 4 1 0 138 284

10h-00 11h-00 96 4 10 8 1 2 0 4 1 4 5 0 9 2 1 147 282

11h-00 12h-00 61 5 7 8 0 4 0 4 3 0 2 5 6 3 0 108 281

12h-00 1h-00 78 7 6 6 2 4 1 6 0 0 8 6 2 0 0 126 340

1h-00 2h-00 100 4 6 5 3 4 3 9 1 2 10 5 3 7 1 163 316

2h-00 3h-00 106 1 10 8 0 1 0 4 1 1 5 5 7 2 0 151 266

3h-00 4h-00 90 5 16 10 5 5 1 6 2 1 9 3 7 0 0 160 291

4h-00 5h-00 159 10 31 13 12 5 1 6 3 0 8 1 4 1 0 254 388

5h-00 6h-00 100 7 6 7 8 5 0 3 2 1 8 6 9 2 0 164 291

973 62 115 82 39 34 6 44 14 15 59 34 52 25 2 1556 3218 1,442

20h-00 21h-00 60 2 14 5 3 0 0 0 0 2 2 1 0 0 0 89 144

21h-00 22h-00 20 1 9 0 0 0 0 0 0 0 0 0 6 0 0 36 60

22h-00 23h-00 15 0 9 6 4 1 0 0 0 0 0 0 0 1 0 36 62

95 3 32 11 7 1 0 0 0 2 2 1 6 1 0 161 266

973 62 115 82 39 34 6 44 14 15 59 34 52 25 2 1556 3218

1068 65 147 93 46 35 6 44 14 17 61 35 58 26 2 1717 3484

2236 129 277 179 100 72 10 91 28 26 114 62 99 54 7 3484 41.4%

64.2% 3.7% 8.0% 5.1% 2.9% 2.1% 0.3% 2.6% 0.8% 0.7% 3.3% 1.8% 2.8% 1.5% 0.2%

2593.76 149.64 321.32 207.64 116 83.52 11.6 105.56 32.48 30.16 132.24 71.92 114.84 62.64 8.12 4041.44 35.7%

64.2% 3.7% 8.0% 5.1% 2.9% 2.1% 0.3% 2.6% 0.8% 0.7% 3.3% 1.8% 2.8% 1.5% 0.2%

763

679

Peak

Hour

TRAFFIC COUNT


from Vietnam border to Kompong Cham (Side 2)

Start Time

Motorised

Motocycle


Total

each

hours

Total

Both side

for each

hours

TOTAL OF 24 HOUR

Total % of 14 hr.

Total % of 24 hr.

Sub Total (A)

At Night

Sub Total (B)

Sub Total (A)

Total (Side 1)

Total Both side

At Day

III - 18

Appendix III (f)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

From To

7h-00 8h-00 200 4 9 4 8 11 0 3 0 1 5 0 0 0 0 245

8h-00 9h-00 222 6 13 8 8 9 0 6 0 2 9 2 2 0 0 287

9h-00 10h-00 176 4 8 8 10 31 0 6 0 2 1 0 2 0 0 248

10h-00 11h-00 156 4 17 10 8 25 1 0 0 4 4 1 4 0 0 234

11h-00 12h-00 108 1 20 5 22 33 4 1 0 2 7 1 0 0 0 204

12h-00 1h-00 99 1 10 5 8 25 1 1 1 6 4 1 1 0 0 163

1h-00 2h-00 121 2 16 4 8 15 2 4 0 8 3 2 4 0 0 189

2h-00 3h-00 104 2 16 7 11 21 1 3 0 5 4 3 3 0 0 180

3h-00 4h-00 110 1 12 4 8 10 0 4 0 1 3 4 6 0 0 163

4h-00 5h-00 134 2 6 6 13 11 0 8 0 3 4 0 3 0 0 190

5h-00 6h-00 123 0 4 7 4 7 0 4 0 2 5 4 5 0 0 165

1553 27 131 68 108 198 9 40 1 36 49 18 30 0 0 2268

20h-00 21h-00 30 1 6 1 5 1 0 4 0 0 2 1 1 0 0 52

21h-00 22h-00 10 0 1 0 1 4 0 0 0 0 5 0 0 0 0 21

22h-00 23h-00 1 0 0 0 2 0 0 0 1 0 2 1 0 0 0 7

41 1 7 1 8 5 0 4 1 0 9 2 1 0 0 80

1553 27 131 68 108 198 9 40 1 36 49 18 30 0 0 2268

1594 28 138 69 116 203 9 44 2 36 58 20 31 0 0 2348


NR. 73, Dambae District, Kampong Cham Province

from Dambae to Kratie (Side 1)

Start Time

Motorised

Motocycle


Total

each

hours

At Day

Sub Total (A)

At Night

Sub Total (B)

Sub Total (A)

Total (Side 1)

III - 19

Appendix III (f)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

From To

7h-00 8h-00 184 3 5 6 10 36 0 1 2 4 1 2 2 1 0 257 502

8h-00 9h-00 117 3 8 3 9 31 0 1 3 4 2 0 2 0 0 183 470

9h-00 10h-00 150 5 10 11 10 11 0 1 0 6 2 2 1 1 0 210 458

10h-00 11h-00 112 8 12 9 10 19 2 2 1 4 2 1 3 0 0 185 419

11h-00 12h-00 106 3 9 6 15 28 0 2 0 6 5 0 2 0 0 182 386

12h-00 1h-00 118 4 7 3 13 30 3 0 0 5 2 3 2 2 0 192 355

1h-00 2h-00 135 0 17 7 15 20 1 1 2 6 5 3 0 1 0 213 402

2h-00 3h-00 93 4 9 11 9 8 1 5 1 4 5 3 1 1 0 155 335

3h-00 4h-00 139 1 8 4 9 7 1 7 0 7 3 1 0 1 0 188 351

4h-00 5h-00 148 1 10 15 19 6 0 5 0 10 4 0 1 0 0 219 409

5h-00 6h-00 157 6 10 12 10 8 1 4 1 6 5 2 0 0 0 222 387

1459 38 105 87 129 204 9 29 10 62 36 17 14 7 0 2206 4474 2,226

20h-00 21h-00 29 1 4 1 4 0 0 0 0 3 1 2 1 0 0 46 98

21h-00 22h-00 8 0 4 0 1 1 0 0 0 2 2 4 0 0 0 22 43

22h-00 23h-00 2 0 2 0 1 1 0 0 0 1 0 0 1 0 1 9 16

39 1 10 1 6 2 0 0 0 6 3 6 2 0 1 77 157

1459 38 105 87 129 204 9 29 10 62 36 17 14 7 0 2206 4474

1498 39 115 88 135 206 9 29 10 68 39 23 16 7 1 2283 4631

3092 67 253 157 251 409 18 73 12 104 97 43 47 7 1 4631 48.1%

66.8% 1.4% 5.5% 3.4% 5.4% 8.8% 0.4% 1.6% 0.3% 2.2% 2.1% 0.9% 1.0% 0.2% 0.0%

3586.72 77.72 293.48 182.12 291.16 474.44 20.88 84.68 13.92 120.64 112.52 49.88 54.52 8.12 1.16 5371.96 41.4%

66.8% 1.4% 5.5% 3.4% 5.4% 8.8% 0.4% 1.6% 0.3% 2.2% 2.1% 0.9% 1.0% 0.2% 0.0%



From Kratie to Dambae (Side 2)

Start Time

Motorised

Motocycle


Total

each

hours

Total % of 24 hr.

Sub Total (A)

At Night

Sub Total (B)

Sub Total (A)

Total (Side 1)

Total Both side

1,430

796

Peak

Hour

Total Both

side for

each

hours

TOTAL OF 24 HOUR

Total % of 14 hr.

At Day

III - 20

Appendix III (g)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4/5 Axle

S Trailer

4/5 Axle

Straile

6 Axle

From To

7h-00 8h-00 197 11 2 2 3 4 0 9 1 2 2 2 2 0 0 237

8h-00 9h-00 150 8 3 2 4 0 1 1 0 1 1 1 0 0 0 172

9h-00 10h-00 170 5 13 4 2 5 0 5 1 1 1 2 1 0 0 210

10h-00 11h-00 137 3 6 2 3 12 0 3 1 4 1 0 1 0 0 173

11h-00 12h-00 74 2 3 2 1 2 1 4 0 2 1 0 0 0 0 92

12h-00 1h-00 110 1 2 1 5 5 0 2 0 0 0 2 0 0 0 128

1h-00 2h-00 85 5 6 0 7 5 0 3 0 1 0 0 1 0 0 113

2h-00 3h-00 104 3 1 1 2 10 0 1 1 2 3 1 0 0 0 129

3h-00 4h-00 93 2 5 1 5 1 0 1 0 2 0 0 0 0 0 110

4h-00 5h-00 85 3 1 0 1 4 0 3 0 1 1 0 0 0 0 99

5h-00 6h-00 108 3 6 1 1 6 0 2 1 2 1 0 0 0 0 131

1313 46 48 16 34 54 2 34 5 18 11 8 5 0 0 1594

20h-00 21h-00 18 0 1 0 2 1 0 1 1 2 0 0 0 0 0 26

21h-00 22h-00 15 0 0 0 1 1 0 0 0 2 0 0 0 0 0 19

22h-00 23h-00 8 0 1 0 0 0 0 0 2 1 0 0 2 0 0 14

41 0 2 0 3 2 0 1 3 5 0 0 2 0 0 59

1313 46 48 16 34 54 2 34 5 18 11 8 5 0 0 1594

1354 46 50 16 37 56 2 35 8 23 11 8 7 0 0 1653

Total

each

hours

from Thnol Bek to Speu

Sub Total (A)

At Night

Sub Total (B)

Sub Total (A)

Total (Side 1)


NR.2714, Chamkaleu District, Kampong Cham Province

from Thnol Bek to Speu (Side 1)

Start Time

Motorised

Motocycle


III - 21

Appendix III (g)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4/5 Axle

S Trailer

4/5 Axle

Straile

6 Axle

From To

7h-00 8h-00 135 4 2 2 0 5 0 0 3 0 1 3 0 0 0 155 392

8h-00 9h-00 137 1 4 3 3 3 0 0 4 3 1 1 0 0 0 160 332

9h-00 10h-00 102 1 0 1 2 0 0 0 1 0 6 0 2 0 0 115 325

10h-00 11h-00 75 2 2 0 6 2 0 1 3 0 1 4 1 0 0 97 270

11h-00 12h-00 80 4 3 2 2 7 0 0 0 4 6 1 0 0 0 109 201

12h-00 1h-00 125 1 3 5 12 1 0 0 3 1 0 2 1 0 0 154 282

1h-00 2h-00 110 6 3 1 4 4 0 1 0 1 5 1 4 0 0 140 253

2h-00 3h-00 147 6 5 0 1 4 0 1 2 0 5 0 2 0 0 173 302

3h-00 4h-00 78 6 5 1 4 2 0 1 3 2 3 0 1 0 0 106 216

4h-00 5h-00 97 2 2 1 4 3 0 0 7 3 0 3 2 0 0 124 223

5h-00 6h-00 115 5 1 3 3 1 0 2 4 5 2 0 0 0 0 141 272

1201 38 30 19 41 32 0 6 30 19 30 15 13 0 0 1474 3068 1,544

20h-00 21h-00 24 0 3 2 6 2 0 0 1 0 2 0 0 0 0 40 66

21h-00 22h-00 5 0 0 0 2 0 0 0 2 0 4 0 0 0 0 13 32

22h-00 23h-00 0 0 0 0 1 0 0 1 1 0 5 1 1 0 0 10 24

29 0 3 2 9 2 0 1 4 0 11 1 1 0 0 63 122

1201 38 30 19 41 32 0 6 30 19 30 15 13 0 0 1474 3068

1230 38 33 21 50 34 0 7 34 19 41 16 14 0 0 1537 3190

2584 84 83 37 87 90 2 42 42 42 52 24 21 0 0 3190 48.4%

81.0% 2.6% 2.6% 1.2% 2.7% 2.8% 0.1% 1.3% 1.3% 1.3% 1.6% 0.8% 0.7% 0.0% 0.0%

2997.44 97.44 96.28 42.92 100.92 104.4 2.32 48.72 48.72 48.72 60.32 27.84 24.36 0 0 3700.4 41.7%

81.0% 2.6% 2.6% 1.2% 2.7% 2.8% 0.1% 1.3% 1.3% 1.3% 1.6% 0.8% 0.7% 0.0% 0.0%

Peak

Hour

1,049

495



from Speu to Thnol Bek (Side 2)

Start Time

Motorised

Motocycle


Total

each

hours

Total

Both side

for each

hours

from Speu to Thnol Bek

TOTAL OF 24 HOUR

Total % of 14 hr.

Total % of 24 hr.

Sub Total (A)

At Night

Sub Total (B)

Sub Total (A)

Total (Side 1)

Total Both side

III - 22


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

0.5 1 1 1 1 1.5 3 1.5 1.5 1.5 3 3 4.5 4.5 4.5

From To

7h-00 8h-00 83 2 10 9 3 12 21 2 2 6 12 3 14 18 - 195.5

8h-00 9h-00 84 3 17 12 9 17 24 - - 8 27 3 27 5 - 234

9h-00 10h-00 73 1 19 10 4 29 30 - - 9 21 6 18 9 - 228

10h-00 11h-00 67 3 26 14 7 27 30 3 2 5 21 6 18 18 - 245.5

11h-00 12h-00 68 8 19 10 8 35 18 - - 6 6 15 18 14 - 224

12h-00 1h-00 54 7 18 7 2 26 18 - 2 8 15 3 9 23 - 189.5

1h-00 2h-00 57 2 15 7 3 26 15 - 3 11 15 9 14 14 - 188.5

2h-00 3h-00 53 4 17 3 3 39 18 2 - 9 12 3 32 18 - 212

3h-00 4h-00 53 3 20 9 8 56 36 2 - 12 6 6 23 18 - 250

4h-00 5h-00 58 - 15 9 2 60 30 2 2 5 15 6 - 14 - 215.5

5h-00 6h-00 38 3 20 10 3 44 33 - 5 6 9 - 27 9 - 206

685 36 196 100 52 368 273 9 14 83 159 60 198 158 - 2388.5

8h-00 9h-00 13 0 8 5 3 1 2 1 2 0 1 0 4 5 0 45

9h-00 10h-00 3 0 3 3 2 0 3 5 0 0 2 0 2 10 1 34

10h-00 11h-00 4 1 8 3 1 0 2 1 1 0 2 0 1 3 0 27

20 1 19 11 6 1 7 7 3 0 5 0 7 18 1 106

685 36 196 100 52 368 273 9 14 83 159 60 198 158 - 2,389

704.5 37 215 111 58 368.5 280 16 16.5 82.5 164 60 205 175.5 1 2494.5

Appendix III A (a)

TRAFFIC COUNT in PCUs

From Neak Leung to Kampong Trobek (Side 1)

Car Jeep/4wd Pick-up Minibus BusKoyun/Etan Truck *


Total

each

hours

Sub-Total (A)

Total Side (I)

Start Time

Motocycle

Motorised

Motocycle

Sub-Total (B)

At Day

Sub-Total (A)

At Night

III A - 1

Appendix III A (a)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

0.5 1 1 1 1 1.5 3 1.5 1.5 1.5 3 3 4.5 4.5 4.5

From To 166.6

7h-00 8h-00 92 7 10 1 2 56 - 5 - 2 18 3 18 9 - 221 416.5

8h-00 9h-00 103 6 21 12 8 95 12 2 9 - 9 3 18 - - 296.5 530.5

9h-00 10h-00 91 5 21 10 3 107 33 9 5 2 9 9 5 18 - 324.5 552.5

10h-00 11h-00 69 4 16 12 5 54 27 5 5 - 9 6 32 - - 242 487.5

11h-00 12h-00 50 5 19 10 3 32 24 5 - - 18 9 32 9 - 214.5 438.5

12h-00 1h-00 34 3 6 10 10 21 9 6 6 2 18 3 18 27 - 172 361.5

1h-00 2h-00 59 3 21 15 8 21 15 6 2 - 21 6 36 23 - 235 423.5

2h-00 3h-00 45 2 25 23 3 26 12 - 6 2 15 6 14 9 5 191 403

3h-00 4h-00 61 1 26 15 11 12 6 2 6 - 12 3 18 32 - 204 454

4h-00 5h-00 70 4 10 12 5 12 12 11 3 - 15 - 14 9 - 176 391.5

5h-00 6h-00 40 1 25 10 5 8 12 6 2 - 15 9 23 23 - 177 383

712 41 200 130 63 441 162 54 42 6 159 57 225 158 5 2453.5 4842 2,274

8h-00 9h-00 13 0 8 5 3 1 2 1 2 0 1 0 4 5 0 45 90

9h-00 10h-00 3 0 3 3 2 0 3 5 0 0 2 0 2 10 1 34 68

10h-00 11h-00 4 1 8 3 1 0 2 1 1 0 21 48

20 1 19 11 6 1 7 7 3 0 3 0 6 15 1 100 206

712 41 200 130 63 441 162 54 42 6 159 57 225 158 5 2,454 4842

731.5 42 219 141 69 442 169 61 45 6 162 57 231 172.5 5.5 2553.5 5048

1436 79 434 252 127 810.5 449 77 61.5 88.5 326 117 436 348 6.5 5048 45.0%

28.4% 1.6% 8.6% 5.0% 2.5% 16.1% 8.9% 1.5% 1.2% 1.8% 6.5% 2.3% 8.6% 6.9% 0.1%

1665.76 91.64 503.44 292.32 147.32 940.18 520.84 89.32 71.34 102.66 378.16 135.72 505.76 403.68 7.54 5855.68 38.8%

28.4% 1.6% 8.6% 5.0% 2.5% 16.1% 8.9% 1.5% 1.2% 1.8% 6.5% 2.3% 8.6% 6.9% 0.1%

Total % 14 hr.

Total % 24 hr.

775

Total Both

side for

each

hours

1,500


Total

each

hours

Sub-Total (A)

Koyun/Etan Truck *

At Day

Sub-Total (A)

At Night

Sub-Total (B)

From Kampong Trobek to Neak Leung (Side 2)

Jeep/4wd Pick-up


Peak

Hour

Total Both side

Total Side (II)

Minibus Bus

TOTAL OF 24 HOUR

Motorised

MotocycleStart Time

Motocycle Car

III A - 2

Appendix III A, (a)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

0.5 1 1 1 1 1.5 3 1.5 1.5 1.5 3 3 4.5 4.5 4.5

From To

7h-00 8h-00 137 4 10 7 5 3 24 6 - 6 6 - 9 9 - 226

8h-00 9h-00 120 10 11 9 9 12 15 6 - 9 3 - 14 9 - 227

9h-00 10h-00 110 9 14 13 6 5 18 9 2 2 3 3 - 5 - 197

10h-00 11h-00 103 2 11 3 2 14 18 - - 5 12 - 9 5 - 182

11h-00 12h-00 68 4 13 15 4 17 18 - - 2 - 3 - 9 - 152

12h-00 1h-00 56 3 18 8 3 9 6 3 - 6 9 3 9 9 - 142

1h-00 2h-00 47 7 13 4 5 14 9 11 - 3 - - 18 14 - 144

2h-00 3h-00 57 2 12 3 2 14 9 3 - 2 - - - - - 103

3h-00 4h-00 52 5 6 2 1 18 9 5 - 3 6 12 - - - 119

4h-00 5h-00 70 6 17 8 4 5 57 9 - 2 - - - 5 - 182

5h-00 6h-00 80 4 21 9 3 3 12 9 - 3 - - 5 27 5 180

899 56 146 81 44 111 195 60 2 41 39 21 63 90 5 1851.5

8h-00 9h-00 33 - 8 5 1 3 - 2 - 5 3 - 9 14 - 81

9h-00 10h-00 15 - 4 3 3 3 - 2 - 2 - - - 9 - 39.5

10h-00 11h-00 12 - 8 3 1 - - - - 2 - 3 5 9 - 41.5

58.5 0 20 11 5 6 0 3 0 7.5 3 3 13.5 31.5 0 162

899 56 146 81 44 111 195 60 2 41 39 21 63 90 5 1,852

957.5 56 166 92 49 117 195 63 1.5 48 42 24 76.5 121.5 4.5 2013.5

Motocycle

Motorised

Motocycle

Sub-Total (B)

At Day

Sub-Total (A)

At Night

Total

each

hours

Sub-Total (A)

Total Side (I)

Start Time



From Svay Rieng to Svay Teap (Side 1)


III A - 3

Appendix III A, (a)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

0.5 1 1 1 1 1.5 3 1.5 1.5 1.5 3 3 4.5 4.5 4.5

From To 216.8

7h-00 8h-00 158 46 12 8 4 32 24 9 - - 3 3 9 9 - 316 542

8h-00 9h-00 112 9 12 5 - 14 36 8 - 2 9 6 14 23 - 247 473.5

9h-00 10h-00 81 11 9 6 7 6 36 14 2 3 3 6 5 9 - 196 393

10h-00 11h-00 74 8 16 3 8 8 33 9 2 3 6 - 14 9 - 191 373

11h-00 12h-00 68 1 10 8 4 6 21 3 2 - 3 - - 23 - 148 299.5

12h-00 1h-00 51 4 11 6 6 15 36 15 2 3 9 - 18 27 - 202 344

1h-00 2h-00 58 4 22 17 2 6 12 6 - - 6 - - - - 133 276

2h-00 3h-00 72 8 18 6 6 8 21 - 2 - - - - 14 - 154 256

3h-00 4h-00 62 1 24 11 4 6 18 - 2 - 3 - 9 23 - 162 280

4h-00 5h-00 72 7 15 7 3 5 27 5 5 - 3 - 5 14 - 165 346.5

5h-00 6h-00 104 5 24 5 6 3 12 2 23 2 9 3 9 23 - 228 407.5

907 104 173 82 50 107 276 69 36 12 54 18 81 171 - 2139.5 3991 2,163

8h-00 9h-00 40 - 15 3 1 2 3 - 5 - 3 - - 27 - 98 178.5

9h-00 10h-00 29 - 5 4 - 6 3 - - - - - 5 14 - 65 104.5

10h-00 11h-00 26 - 4 4 1 2 - 2 3 - 6 - 9 9 - 65 106.5

94.5 0 24 11 2 9 6 1.5 7.5 0 9 0 13.5 49.5 0 227.5 389.5

907 104 173 82 50 107 276 69 36 12 54 18 81 171 - 2,140 3991

1001.5 104 197 93 52 115.5 282 70.5 43.5 12 63 18 94.5 220.5 0 2367 4380.5

1959 160 363 185 101 232.5 477 133.5 45 60 105 42 171 342 4.5 4380.5 49.4%

44.7% 3.7% 8.3% 4.2% 2.3% 5.3% 10.9% 3.0% 1.0% 1.4% 2.4% 1.0% 3.9% 7.8% 0.1%

2272.44 185.6 421.08 214.6 117.16 269.7 553.32 154.86 52.2 69.6 121.8 48.72 198.36 396.72 5.22 5081.38 42.6%

44.7% 3.7% 8.3% 4.2% 2.3% 5.3% 10.9% 3.0% 1.0% 1.4% 2.4% 1.0% 3.9% 7.8% 0.1%

TOTAL OF 24 HOUR

Motorised

MotocycleStart Time

Motocycle Car

Peak

Hour

Total Both side

Total Side (II)

Minibus Bus

Total

each

hours

Sub-Total (A)

Koyun/Etan Truck *

At Day

Sub-Total (A)

At Night

Sub-Total (B)

from Svay Teap to Svay Rieng (Side 2)

Jeep/4wd Pick-up


Total % 14 hr.

Total % 24 hr.

754

1,409


Total

Both side

for each

hours

III A - 4

Appendix III A, (b)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

0.5 1 1 1 1 1.5 3 1.5 1.5 1.5 3 3 4.5 4.5 4.5

From To

7h-00 8h-00 256 40 48 12 10 44 3 9 14 2 9 - 23 5 45 517.5

8h-00 9h-00 245 12 85 13 15 66 6 - 15 2 36 - - 9 50 552.5

9h-00 10h-00 165 12 70 12 11 74 6 8 - 2 - 6 5 5 36 409

10h-00 11h-00 140 20 58 14 28 38 18 - 14 2 42 12 9 - 9 402

11h-00 12h-00 127 14 54 20 26 36 33 8 15 20 21 3 5 9 9 398

12h-00 1h-00 102 12 49 15 27 33 45 - 17 8 9 6 - 5 14 339.5

1h-00 2h-00 98 6 46 24 16 23 54 2 14 3 27 9 5 5 9 338

2h-00 3h-00 78 5 47 25 32 44 78 3 23 6 39 6 5 - - 389.5

3h-00 4h-00 108 3 90 16 19 24 30 - 32 3 18 21 - 5 23 390

4h-00 5h-00 128 9 50 19 26 33 15 - 23 2 27 15 - 9 9 363.5

5h-00 6h-00 85 7 47 26 17 21 30 - 18 3 21 9 5 27 23 338

1,528 140 644 196 227 434 318 29 182 50 249 87 54 77 225 4437.5

8h-00 9h-00 9 4 11 2 4 5 15 - 11 - 57 15 18 27 - 177

9h-00 10h-00 4 - 7 2 7 2 - 2 - - 27 6 5 32 - 92

10h-00 11h-00 2 - 4 2 3 3 - 2 - - 15 3 14 9 - 55.5

14.5 4 22 6 14 9 15 3 10.5 0 99 24 36 67.5 0 324.5

1,528 140 644 196 227 434 318 29 182 50 249 87 54 77 225 4,438

1542.5 144 666 202 241 442.5 333 31.5 192 49.5 348 111 90 144 225 4762

Sub-Total (B)

At Night

Total

each

hours



From Phnom Penh to Kampong Chhnang (Side 1)

Motorised

Motocycle

Sub-Total (A)

Total Side (I)

Start Time


from Kompong Chnang to Phnom Penh

Sub-Total (A)

III A - 5

Appendix III A, (b)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

0.5 1 1 1 1 1.5 3 1.5 1.5 1.5 3 3 4.5 4.5 4.5

From To 391.2

7h-00 8h-00 230 14 47 20 25 44 6 5 - 30 33 3 - 5 - 461 978

8h-00 9h-00 223 42 52 30 26 36 60 3 - 27 57 6 9 9 5 585 1137

9h-00 10h-00 173 22 83 26 26 44 36 5 - 33 15 12 - 27 - 501 909.5

10h-00 11h-00 113 19 59 35 24 45 78 3 - 38 66 9 14 9 - 511 913

11h-00 12h-00 78 13 67 21 29 26 51 3 - 23 27 27 - 27 - 391 789

12h-00 1h-00 101 29 54 12 9 35 42 2 - 26 39 27 27 14 - 415 754.5

1h-00 2h-00 73 10 80 23 21 39 30 - - 26 45 6 14 - - 366 703.5

2h-00 3h-00 57 9 71 32 23 51 21 2 5 17 39 - 9 32 - 366 755.5

3h-00 4h-00 70 2 55 17 17 48 27 2 - 26 21 12 23 14 5 337 726.5

4h-00 5h-00 101 14 39 31 26 53 30 - - 18 21 3 5 32 - 371 734.5

5h-00 6h-00 115 9 46 20 16 26 18 - - 11 45 12 18 45 - 380 717.5

1,332 183 653 267 242 444 399 23 5 272 408 117 117 212 9 4681.0 9118.5 5,203

8h-00 9h-00 14 - 14 2 11 3 - - - 8 54 12 14 86 - 216.5 393.5

9h-00 10h-00 2 - 4 - 6 8 12 - - 8 21 - 5 32 - 95.5 187.5

10h-00 11h-00 3 - 2 - 7 6 3 - 2 - 33 - 9 18 - 82 137.5

18 0 20 2 24 16.5 15 0 1.5 15 108 12 27 135 0 394 718.5

1,332 183 653 267 242 444 399 23 5 272 408 117 117 212 9 4,681 9118.5

1350 183 673 269 266 460.5 414 22.5 6 286.5 516 129 144 346.5 9 5075 9837

2892.5 327 1339 471 507 903 747 54 198 336 864 240 234 490.5 234 9837 52.9%

29.4% 3.3% 13.6% 4.8% 5.2% 9.2% 7.6% 0.5% 2.0% 3.4% 8.8% 2.4% 2.4% 5.0% 2.4%

3355.3 379.32 1553.24 546.36 588.12 1047.48 866.52 62.64 229.68 389.76 1002.2 278.4 271.44 568.98 271.44 11411 45.6%

29.4% 3.3% 13.6% 4.8% 5.2% 9.2% 7.6% 0.5% 2.0% 3.4% 8.8% 2.4% 2.4% 5.0% 2.4%

Total % 14 hr.

Total % 24 hr.

Peak

Hour

(14hr.)

3,025

2,179

TOTAL OF 24 HOUR

Motocycle

Total Both side

Total Side (II)

from Phnom Penh to Kompong Chnang

Sub-Total (A)

At Night

Sub-Total (B)

Start Time

Motocycle Car

Sub-Total (A)


From Kampong Chhnang to Phnom Penh (Side 2)

Minibus BusKoyun/Etan Truck *

Motorised

Total

each

hours


Total

Both

side for

each

hours

Jeep/4wd Pick-up

III A - 6

Appendix III A, (b)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

0.5 1 1 1 1 1.5 3 1.5 1.5 1.5 3 3 4.5 4.5 4.5

From To

7h-00 8h-00 131 2 19 13 23 18 - 9 3 8 27 6 - 23 - 281

8h-00 9h-00 117 5 19 6 25 21 6 3 - 9 9 6 5 23 - 253

9h-00 10h-00 132 7 37 16 33 27 48 3 2 11 39 - - 14 - 367.5

10h-00 11h-00 70 4 36 21 14 18 51 2 - 3 18 9 5 9 - 258.5

11h-00 12h-00 58 4 41 26 18 20 39 2 - 5 30 - 9 - - 250.5

12h-00 1h-00 39 2 18 9 15 23 57 - 2 12 15 18 9 14 - 231

1h-00 2h-00 42 4 38 11 11 18 15 6 - 9 42 15 5 23 - 237.5

2h-00 3h-00 51 1 30 14 21 36 30 - - 6 27 15 18 18 - 267

3h-00 4h-00 42 2 25 16 17 20 27 - - 6 15 15 9 14 - 207

4h-00 5h-00 62 2 21 13 9 5 24 2 3 2 15 3 9 50 5 222.5

5h-00 6h-00 75 9 15 9 9 3 21 - - 3 21 - 27 36 - 228

818 42 299 154 195 207 318 26 9 72 258 87 95 221 5 2803.5

8h-00 9h-00 26 - 11 - 3 6 6 - 6 2 21 6 - 41 - 127

9h-00 10h-00 16 2 8 4 3 5 - - - 6 9 6 14 18 - 90

10h-00 11h-00 4 - 4 2 5 5 12 - 2 - 6 12 9 41 - 100

45.5 2 23 6 11 15 18 0 7.5 7.5 36 24 22.5 99 0 317

818 42 299 154 195 207 318 26 9 72 258 87 95 221 5 2,804

863 44 322 160 206 222 336 25.5 16.5 79.5 294 111 117 319.5 4.5 3120.5


Sub-Total (A)

Total Side (I)

Sub-Total (B)


From Kompong Chhnang to Pursat (Side 1)

Start Time

Motocycle Car Jeep/4wd

Motorised

Motocycle

Sub-Total (A)

Total

each

hours

Pick-up Minibus BusKoyun/Etan Truck *

At Day

At Night

III A - 7

Appendix III A, (b)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

0.5 1 1 1 1 1.5 3 1.5 1.5 1.5 3 3 4.5 4.5 4.5

From To 216.6

7h-00 8h-00 138 4 19 4 9 24 3 3 5 - 15 6 14 18 - 260.5 541.5

8h-00 9h-00 112 4 22 6 18 38 9 6 - 5 12 - 5 18 - 253 506

9h-00 10h-00 85 2 26 10 20 14 36 3 9 2 42 3 - 9 - 260 627.5

10h-00 11h-00 63 5 20 10 12 8 42 2 2 - 12 - 14 14 - 201.5 460

11h-00 12h-00 45 3 33 9 18 24 45 2 2 3 21 9 - - - 212.5 463

12h-00 1h-00 43 1 30 14 21 27 57 - 6 2 24 3 5 27 - 258.5 489.5

1h-00 2h-00 42 3 20 6 13 11 54 3 5 3 39 3 5 9 - 214.5 452

2h-00 3h-00 42 3 17 12 18 17 24 2 9 2 27 15 - 18 - 204 471

3h-00 4h-00 50 2 25 18 13 18 33 - 8 2 27 9 9 5 - 217.5 424.5

4h-00 5h-00 63 3 20 15 13 11 12 9 5 2 33 6 - 23 - 212.5 435

5h-00 6h-00 67 7 16 10 11 12 24 6 9 2 15 6 - 5 - 189 417

747 37 248 114 166 201 339 35 57 20 267 60 50 144 - 2483.5 5287 2,952

8h-00 9h-00 24 2 9 3 4 5 3 2 8 2 33 - 5 27 - 124 251

9h-00 10h-00 12 - 16 4 15 8 - - - - 33 21 14 18 - 140 230

10h-00 11h-00 5 - 13 - 6 6 3 - - - 18 3 14 23 - 90 190

40.5 2 38 7 25 18 6 1.5 7.5 1.5 84 24 31.5 67.5 0 354 671

747 37 248 114 166 201 339 35 57 20 267 60 50 144 - 2,484 5287

787.5 39 286 121 191 219 345 36 64.5 21 351 84 81 211.5 0 2837.5 5958

1650.5 83 608 281 397 441 681 61.5 81 100.5 645 195 198 531 4.5 5958 49.5%

27.7% 1.4% 10.2% 4.7% 6.7% 7.4% 11.4% 1.0% 1.4% 1.7% 10.8% 3.3% 3.3% 8.9% 0.1%

1914.58 96.28 705.28 325.96 460.52 511.56 789.96 71.34 93.96 116.58 748.2 226.2 229.68 615.96 5.22 6911.28 42.7%

27.7% 1.4% 10.2% 4.7% 6.7% 7.4% 11.4% 1.0% 1.4% 1.7% 10.8% 3.3% 3.3% 8.9% 0.1%

Peak

Hour

1,675

1,277

Total % 14 hr.

Total % 14 hr.

Sub-Total (B)

Start Time


TOTAL OF 24 HOUR

Total Both side

Sub-Total (A)

Total Side (II)

Truck *

At Day


From Pursat to Kompong Chhnang ( Side 2)


Total

Both

side for

each

hours

Total

each

hours

Motorised

Motocycle

Koyun/Etan

Sub-Total (A)

At Night

Pick-up Minibus Bus

III A - 8

Appendix III A (c)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

0.5 1 1 1 1 1.5 3 1.5 1.5 1.5 3 3 4.5 4.5 4.5

From To

7h-00 8h-00 104 24 37 14 29 79.5 0 0 0 37.5 12 9 18 18 0 382

8h-00 9h-00 110.5 25 39 20 30 76.5 3 1.5 1.5 49.5 18 6 9 31.5 27 448

9h-00 10h-00 82 21 39 14 25 90 3 1.5 3 43.5 36 12 22.5 18 13.5 424

10h-00 11h-00 82 15 35 14 14 81 15 0 1.5 27 15 15 4.5 9 0 328

11h-00 12h-00 81 19 29 14 20 63 9 4.5 1.5 28.5 36 9 4.5 4.5 0 323.5

12h-00 1h-00 66.5 12 30 12 24 51 12 0 3 31.5 42 36 13.5 36 0 369.5

1h-00 2h-00 76 16 34 16 15 36 21 3 0 21 27 30 13.5 18 0 326.5

2h-00 3h-00 86 13 21 17 30 51 3 1.5 1.5 22.5 18 27 13.5 9 4.5 318.5

3h-00 4h-00 76 11 14 13 10 51 3 0 0 15 27 18 18 27 9 292

4h-00 5h-00 105.5 15 32 23 15 45 15 1.5 0 9 39 3 13.5 13.5 0 330

5h-00 6h-00 71 12 32 19 19 33 15 1.5 0 12 33 0 13.5 9 0 270

940.5 183 342 176 231 657 99 15 12 297 303 165 144 193.5 54 3812

20h-00 21h-00 31 0 14 7 10 9 0 0 0 3 5 4 5 5 1 94

21h-00 22h-00 21 0 13 8 6 4 0 2 0 3 9 2 0 2 0 70

22h-00 23h-00 7 0 8 3 3 4 0 0 0 2 12 4 3 1 0 47

59 0 35 18 19 17 0 2 0 8 26 10 8 8 1 211

940.5 183 342 176 231 657 99 15 12 297 303 165 144 193.5 54 3812

999.5 183 377 194 250 674 99 17 12 305 329 175 152 201.5 55 4023

Motocycle

At Night

Start Time

Motorised


from Kompong Cham to Kratie ( Go Staight)

Sub Total (A)

Total

each

hours

Total (Side 1)

Sub Total (B)



from Kompong Cham to Kratie ( Go Staight) (Side 1)

Sub Total (A)

III A - 9

Appendix III A (c)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

0.5 1 1 1 1 1.5 3 1.5 1.5 1.5 3 3 4.5 4.5 4.5

From To

7h-00 8h-00 120.5 12 15 11 20 85.5 15 0 1.5 27 21 0 0 0 0 328.5

8h-00 9h-00 124.5 12 26 16 25 163.5 0 3 4.5 22.5 12 9 0 4.5 0 422.5

9h-00 10h-00 101.5 12 27 24 20 88.5 6 12 3 40.5 33 15 0 4.5 0 387

10h-00 11h-00 86.5 17 33 25 19 69 6 12 6 16.5 36 9 13.5 4.5 0 353

11h-00 12h-00 88 19 41 23 26 63 9 6 3 21 33 12 22.5 9 0 375.5

12h-00 1h-00 86 15 27 17 17 52.5 15 7.5 0 28.5 24 39 18 9 0 355.5

1h-00 2h-00 71 16 49 14 24 61.5 21 6 0 19.5 48 6 18 9 0 363

2h-00 3h-00 104 14 28 24 38 81 12 1.5 0 33 57 18 22.5 0 0 433

3h-00 4h-00 90.5 14 43 19 12 27 3 0 0 30 24 3 22.5 0 0 288

4h-00 5h-00 83.5 14 32 27 27 34.5 6 3 4.5 31.5 48 39 27 36 0 413

5h-00 6h-00 63 10 37 28 17 34.5 3 4.5 7.5 21 48 12 27 49.5 0 362

1019 155 358 228 245 760.5 96 55.5 30 291 384 162 171 126 0 4081

20h-00 21h-00 30 2 19 17 12 4 0 0 1 7 8 6 3 10 0 119

21h-00 22h-00 28 1 14 7 6 4 0 0 1 6 7 6 5 2 0 87

22h-00 23h-00 15 1 2 5 5 5 0 0 0 3 1 4 1 2 0 44

73 4 35 29 23 13 0 0 2 16 16 16 9 14 0 250

1019 155 358 228 245 760.5 96 55.5 30 291 384 162 171 126 0 4081

1092 159 393 257 268 773.5 96 55.5 32 307 400 178 180 140 0 4331



from Kratie to Kompong Cham ( Go Staight) (Side 2)

Sub Total (B)

from Kratie to Kampong Cham ( Go Staight)

Sub Total (A)

Start Time

Motorised


Motocycle

At Night

Total

each

hours


Total (Side 21)

Sub Total (A)

III A - 10

Appendix III A (c)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

0.5 1 1 1 1 1.5 3 1.5 1.5 1.5 3 3 4.5 4.5 4.5

From To

7h-00 8h-00 38.5 9 6 5 3 1.5 0 0 0 1.5 0 0 4.5 0 0 69

8h-00 9h-00 54 7 9 6 5 4.5 0 0 0 10.5 3 0 0 0 4.5 103.5

9h-00 10h-00 46 17 6 4 1 6 0 0 1.5 3 0 0 4.5 0 0 89

10h-00 11h-00 30 2 7 5 3 13.5 0 1.5 3 1.5 3 0 0 0 0 69.5

11h-00 12h-00 31 3 10 1 6 6 0 0 1.5 1.5 6 0 0 0 0 66

12h-00 1h-00 33.5 4 3 5 6 3 0 0 0 3 3 3 0 0 0 63.5

1h-00 2h-00 22 0 2 0 5 3 0 0 1.5 1.5 9 0 0 4.5 0 48.5

2h-00 3h-00 40 7 6 1 2 4.5 0 0 1.5 7.5 0 0 0 0 0 69.5

3h-00 4h-00 42 3 3 3 5 6 0 0 0 7.5 3 0 0 0 0 72.5

4h-00 5h-00 48.5 5 3 5 6 16.5 0 0 1.5 1.5 3 0 0 0 0 90

5h-00 6h-00 52.5 10 8 2 7 15 0 0 0 4.5 18 0 0 0 0 117

438 67 63 37 49 79.5 0 1.5 10.5 43.5 48 3 9 4.5 4.5 858

20h-00 21h-00 6 0 1 1 0 0 0 0 0 0 0 0 0 0 0 8

21h-00 22h-00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

22h-00 23h-00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

6 0 1 1 0 0 0 0 0 0 0 0 0 0 0 8

438 67 63 37 49 79.5 0 1.5 10.5 43.5 48 3 9 4.5 4.5 858

444 67 64 38 49 79.5 0 1.5 10.5 43.5 48 3 9 4.5 4.5 866

At Night

Total

each

hours

Total (Side 3)


from Kompong Cham to Kratie ( Turn Left )

Sub Total (A)

Sub Total (A)

Start Time

Motorised

Motocycle Car Jeep/4wd Pick-up



from Kompong Cham to Kratie ( Turn Left ) ( Side 3)

Minibus

Sub Total (B)

Motocycle

III A - 11

Appendix III A (c)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

0.5 1 1 1 1 1.5 3 1.5 1.5 1.5 3 3 4.5 4.5 4.5

From To 352.8

7h-00 8h-00 55.5 13 3 3 10 12 0 0 0 3 3 0 0 0 0 102.5 882

8h-00 9h-00 45.5 6 5 1 7 4.5 0 1.5 0 6 3 0 0 0 0 79.5 1053.5

9h-00 10h-00 53.5 6 7 4 1 0 0 3 0 3 0 0 0 0 0 77.5 977.5

10h-00 11h-00 33 5 3 2 1 0 0 0 0 6 0 0 4.5 0 0 54.5 805

11h-00 12h-00 22.5 6 3 4 1 0 0 3 0 3 9 0 0 0 0 51.5 816.5

12h-00 1h-00 29.5 8 2 2 2 3 0 3 1.5 4.5 3 0 0 0 0 58.5 847

1h-00 2h-00 36 6 8 1 3 1.5 0 1.5 1.5 4.5 6 0 4.5 0 0 73.5 811.5

2h-00 3h-00 25.5 5 2 1 4 6 0 0 0 6 9 0 0 0 0 58.5 879.5

3h-00 4h-00 36 2 5 2 3 1.5 0 0 0 1.5 6 3 0 0 0 60 712.5

4h-00 5h-00 31.5 2 5 16 6 1.5 0 0 0 6 3 0 0 0 0 71 904

5h-00 6h-00 30.5 4 7 2 2 1.5 0 0 0 3 21 0 0 0 0 71 820

399 63 50 38 40 31.5 0 12 3 46.5 63 3 9 0 0 758 9509 4637

20h-00 21h-00 10 0 4 2 2 1 0 0 0 1 0 0 0 1 0 21 242

21h-00 22h-00 3 0 1 1 2 0 0 0 0 0 0 0 0 0 0 7 164

22h-00 23h-00 2 0 1 0 0 1 0 0 0 0 1 0 0 0 0 5 96

15 0 6 3 4 2 0 0 0 1 1 0 0 1 0 33 502

399 63 50 38 40 31.5 0 12 3 46.5 63 3 9 0 0 758 9509

414 63 56 41 44 33.5 0 12 3 47.5 64 3 9 1 0 791 10011

2949.5 472 890 530 611 1560.5 195 86 57.5 703 841 359 350 347 59.5 10011 46%

29.5% 4.7% 8.9% 5.3% 6.1% 15.6% 1.9% 0.9% 0.6% 7.0% 8.4% 3.6% 3.5% 3.5% 0.6%

3421.42 547.52 1032.4 614.8 708.76 1810.18 226.2 99.76 66.7 815.48 975.56 416.44 406 402.52 69.02 11612.8 40%

29.5% 4.7% 8.9% 5.3% 6.1% 15.6% 1.9% 0.9% 0.6% 7.0% 8.4% 3.6% 3.5% 3.5% 0.6%

Total % of 14 hr.

Total % of 24 hr.

Peak

Hours

2913

1724

Total

four side

for each

hours

Total Four side

Sub Total (A)


At Night

from Kratie to Kampong Cham ( Turn Righ )

Total

each

hours

Start Time

Motorised


Motocycle

TOTAL OF 24 HOUR

Total (Side 4)

Sub Total (A)

Sub Total (B)



From Kratie to Kompong Cham ( Turn Right ) (Side 4)

III A - 12

Appendix III A (c)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

0.5 1 1 1 1 1.5 3 1.5 1.5 1.5 3 3 4.5 4.5 4.5

From To

7h-00 8h-00 70 4 9 5 10 64.5 0 4.5 0 10.5 90 6 45 4.5 0 323

8h-00 9h-00 52 5 40 11 8 40.5 0 0 0 9 57 12 31.5 9 0 275

9h-00 10h-00 54 11 21 13 16 43.5 3 3 1.5 31.5 51 12 36 9 0 305.5

10h-00 11h-00 33 3 15 5 13 43.5 6 1.5 0 13.5 39 6 45 0 0 223.5

11h-00 12h-00 60 10 16 9 19 51 9 3 0 33 72 12 31.5 0 0 325.5

12h-00 1h-00 33.5 4 17 4 16 28.5 0 0 0 18 24 3 27 0 0 175

1h-00 2h-00 54 2 24 14 24 51 12 3 0 30 75 27 31.5 9 0 356.5

2h-00 3h-00 37.5 5 24 12 20 27 3 0 1.5 31.5 36 9 4.5 4.5 0 215.5

3h-00 4h-00 36 3 16 5 15 28.5 3 3 1.5 15 45 15 22.5 4.5 4.5 217.5

4h-00 5h-00 34 9 13 7 6 6 0 3 0 15 21 9 31.5 0 4.5 159

5h-00 6h-00 29.5 8 17 1 16 19.5 3 1.5 0 18 39 0 4.5 4.5 0 161.5

493.5 64 212 86 163 403.5 39 22.5 4.5 225 549 111 310.5 45 9 2737.5

20h-00 21h-00 3 0 7 5 4 3 0 0 0 0 4 3 3 0 0 32

21h-00 22h-00 4 0 3 4 2 1 0 0 0 0 3 2 2 0 1 22

22h-00 23h-00 2 0 1 1 2 0 0 0 0 2 0 3 4 3 0 18

9 0 11 10 8 4 0 0 0 2 7 8 9 3 1 72

493.5 64 212 86 163 403.5 39 22.5 4.5 225 549 111 310.5 45 9 2737.5

502.5 64 223 96 171 407.5 39 22.5 4.5 227 556 119 319.5 48 10 2809.5

from Kompong Cham to Kratie

Sub Total (A)

TRAFFIC COUNT

NR. 7 Lot 2, Prothead District

from Kompong Cham to Kratie (Side 1)

Start Time

Motorised


MotocycleTotal

each

hours

Total (Side 1)

Sub Total (A)

At Night

Sub Total (B)

III A - 13

Appendix III A (c)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

From To 231.6

7h-00 8h-00 78 6 17 6 20 73.5 0 0 0 30 18 3 4.5 0 0 256 579

8h-00 9h-00 80 2 26 14 23 73.5 3 1.5 0 13.5 45 3 9 0 0 293.5 568.5

9h-00 10h-00 62 14 23 7 21 79.5 3 0 1.5 24 63 9 27 13.5 0 347.5 653

10h-00 11h-00 44 11 26 10 14 43.5 9 0 6 22.5 42 21 27 0 0 276 499.5

11h-00 12h-00 48 8 33 15 16 57 12 1.5 6 42 72 21 45 0 0 376.5 702

12h-00 1h-00 23.5 4 14 10 15 34.5 3 7.5 4.5 13.5 30 15 13.5 0 0 188 363

1h-00 2h-00 45 6 31 17 32 54 0 4.5 1.5 43.5 48 33 9 22.5 13.5 360.5 717

2h-00 3h-00 35.5 5 17 15 16 34.5 0 3 0 22.5 51 21 27 18 0 265.5 481

3h-00 4h-00 32 4 15 13 19 28.5 3 1.5 1.5 37.5 42 48 36 4.5 0 285.5 503

4h-00 5h-00 39 2 23 9 27 16.5 9 1.5 4.5 25.5 60 12 63 9 0 301 460

5h-00 6h-00 29 5 20 20 14 19.5 0 4.5 0 22.5 24 30 40.5 22.5 0 251.5 413

516 67 245 136 217 514.5 42 25.5 25.5 297 495 216 301.5 90 13.5 3201.5 5939 2673.5

20h-00 21h-00 11 0 13 4 6 6 0 0 0 5 10 2 2 6 0 65 97

21h-00 22h-00 4 0 10 4 9 1 0 0 2 2 7 0 8 9 0 56 78

22h-00 23h-00 5 1 5 1 2 4 0 0 0 10 3 1 4 3 1 40 58

20 1 28 9 17 11 0 0 2 17 20 3 14 18 1 161 233

516 67 245 136 217 514.5 42 25.5 25.5 297 495 216 301.5 90 13.5 3201.5 5939

536 68 273 145 234 525.5 42 25.5 27.5 314 515 219 315.5 108 14.5 3362.5 6172

1038.5 132 496 241 405 933 81 48 32 541 1071 338 635 156 24.5 6172 43%

16.8% 2.1% 8.0% 3.9% 6.6% 15.1% 1.3% 0.8% 0.5% 8.8% 17.4% 5.5% 10.3% 2.5% 0.4%

1204.66 153.12 575.36 279.56 469.8 1082.28 93.96 55.68 37.12 627.56 1242.36 392.08 736.6 180.96 28.42 7159.52 37%

16.8% 2.1% 8.0% 3.9% 6.6% 15.1% 1.3% 0.8% 0.5% 8.8% 17.4% 5.5% 10.3% 2.5% 0.4%

Total % of 14 hr.

Total % of 14 hr.

Peak

Hours

1800.5

873

Total

Both

side for

each

hours

Total Both side

Moocycle

TOTAL OF 24 HOUR

Sub Total (B)

Total

each

hours

Total (Side 1)

Sub Total (A)


from Kratie to Kompong Cham

Sub Total (A)

At Night

TRAFFIC COUNT

NR. 7 Lot 2, Prothead District

from Kratie to Kompong Cham (Side 2)

Start Time

Motorised


III A - 14

Appendix III A (d)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

0.5 1 1 1 1 1.5 3 1.5 1.5 1.5 3 3 4.5 4.5 4.5

From To

7h-00 8h-00 79 6 11 6 6 15 3 4.5 0 4.5 9 0 9 0 0 153

8h-00 9h-00 82.5 3 14 8 8 28.5 9 1.5 3 9 24 15 9 0 0 214.5

9h-00 10h-00 65 6 12 11 12 22.5 6 1.5 6 10.5 21 18 9 0 4.5 205

10h-00 11h-00 56 4 10 13 11 45 3 0 3 21 60 30 9 4.5 0 269.5

11h-00 12h-00 46 0 9 3 10 3 0 0 0 0 0 0 0 0 0 71

12h-00 1h-00 40.5 2 7 5 7 15 0 0 1.5 3 24 9 13.5 0 4.5 132

1h-00 2h-00 54.5 3 10 6 7 13.5 0 1.5 4.5 7.5 21 12 4.5 0 0 145

2h-00 3h-00 57 1 6 2 3 18 3 3 3 6 24 6 9 0 0 141

3h-00 4h-00 48 2 8 9 4 24 3 4.5 4.5 4.5 30 9 27 9 0 186.5

4h-00 5h-00 65.5 10 15 5 8 30 3 0 1.5 10.5 15 18 18 13.5 0 213

5h-00 6h-00 22.5 0 3 5 6 13.5 3 1.5 0 1.5 6 3 0 0 0 65

616.5 37 105 73 82 228 33 18 27 78 234 120 108 27 9 1795.5

20h-00 21h-00 30 1 7 4 6 8 1 0 0 1 2 2 6 0 0 68

21h-00 22h-00 13 0 5 1 1 1 0 0 0 0 4 1 9 1 0 36

22h-00 23h-00 2 0 3 0 6 1 0 0 0 2 1 4 0 1 0 20

45 1 15 5 13 10 1 0 0 3 7 7 15 2 0 124

616.5 37 105 73 82 228 33 18 27 78 234 120 108 27 9 1795.5

661.5 38 120 78 95 238 34 18 27 81 241 127 123 29 9 1919.5



from Kompong Cham to Bosknor (Side 1)

At Night

Pick-up Minibus BusKoyun/Etan Truck *

Total

each

hours

Sub Total (B)

Total (Side 1)

Sub Total (A)

Sub Total (A)

Start Time


At Day

Motorised

Motocycle

III A - 15

Appendix III A (d)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

0.5 1 1 1 1 1.5 3 1.5 1.5 1.5 3 3 4.5 4.5 4.5

From To

7h-00 8h-00 92.5 6 10 5 3 25.5 3 3 0 16.5 12 6 9 4.5 0 196 349

8h-00 9h-00 86 6 12 10 4 15 0 4.5 1.5 9 6 6 4.5 0 0 164.5 379

9h-00 10h-00 83 3 7 5 6 10.5 6 0 0 10.5 3 18 13.5 9 0 174.5 379.5

10h-00 11h-00 60.5 4 9 8 3 6 6 4.5 0 13.5 0 12 9 4.5 0 140 409.5

11h-00 12h-00 46 7 5 8 0 16.5 12 3 1.5 1.5 9 15 9 9 0 142.5 213.5

12h-00 1h-00 36 7 11 7 2 13.5 3 7.5 1.5 9 9 21 22.5 0 0 150 282

1h-00 2h-00 48.5 1 4 6 6 10.5 0 4.5 0 10.5 9 9 13.5 4.5 0 127 272

2h-00 3h-00 65 7 7 12 11 31.5 0 1.5 1.5 16.5 0 9 9 9 0 180 321

3h-00 4h-00 54.5 3 12 10 7 15 3 3 6 13.5 3 12 9 9 0 160 346.5

4h-00 5h-00 40 0 6 10 3 0 0 3 1.5 9 27 6 9 13.5 0 128 341

5h-00 6h-00 36 2 3 10 7 16.5 3 3 0 10.5 24 6 9 0 0 130 195

648 46 86 91 52 160.5 36 37.5 13.5 120 102 120 117 63 0 1692.5 3488 1,644

20h-00 21h-00 30 2 3 3 3 5 0 1 1 1 7 10 2 2 0 70 138

21h-00 22h-00 4 1 0 4 0 3 1 0 0 0 7 2 3 6 0 31 67

22h-00 23h-00 5 0 1 1 0 0 0 0 0 1 4 1 1 0 0 14 34

39 3 4 8 3 8 1 1 1 2 18 13 6 8 0 115 239

648 46 86 91 52 160.5 36 37.5 13.5 120 102 120 117 63 0 1692.5 3488

687 49 90 99 55 168.5 37 38.5 14.5 122 120 133 123 71 0 1807.5 3727

1348.5 87 210 177 150 406.5 71 56.5 41.5 203 361 260 246 100 9 3727 44.1%

36.2% 2.3% 5.6% 4.7% 4.0% 10.9% 1.9% 1.5% 1.1% 5.4% 9.7% 7.0% 6.6% 2.7% 0.2%

1564.26 100.92 243.6 205.32 174 471.54 82.36 65.54 48.14 235.48 418.76 301.6 285.36 116 10.44 4323.32 38.0%

36.2% 2.3% 5.6% 4.7% 4.0% 10.9% 1.9% 1.5% 1.1% 5.4% 9.7% 7.0% 6.6% 2.7% 0.2%

Total % of 14 hr.

Total % of 24 hr.


TOTAL OF 24 HOUR

Sub Total (B)

Total

each

hours

Sub Total (A)

Total (Side 1)

Sub Total (A)

Start Time

Total Both side

Motorised

Motocycle

At Night



from Bosknor to Kompong Cham (Side 2)

Koyun/Etan Truck *

At Day

1,108

536

Peak

Hour

Total

Both side

for each

hours

Pick-up Minibus Bus

III A - 16

Appendix III A (e)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

0.5 1 1 1 1 1.5 3 1.5 1.5 1.5 3 3 4.5 4.5 4.5

From To

7h-00 8h-00 58.5 3 7 10 2 0 0 3 0 1.5 33 6 54 36 0 214

8h-00 9h-00 61.5 9 8 3 2 6 0 3 0 0 3 0 18 13.5 0 127

9h-00 10h-00 58 3 4 3 4 4.5 0 3 0 1.5 12 12 4.5 0 4.5 114

10h-00 11h-00 44.5 9 9 8 2 1.5 0 6 1.5 0 12 6 13.5 9 4.5 126.5

11h-00 12h-00 59.5 2 10 9 7 9 6 9 0 3 21 0 4.5 9 0 149

12h-00 1h-00 58.5 4 27 11 7 9 6 16.5 4.5 3 36 18 0 27 0 227.5

1h-00 2h-00 54 5 9 11 1 4.5 0 10.5 1.5 1.5 3 9 13.5 0 0 123.5

2h-00 3h-00 39 9 8 6 4 3 0 3 1.5 0 6 9 0 0 0 88.5

3h-00 4h-00 38.5 8 5 7 6 4.5 0 3 4.5 0 6 18 36 13.5 4.5 154.5

4h-00 5h-00 44.5 4 9 5 2 4.5 0 12 7.5 1.5 9 0 18 0 4.5 121.5

5h-00 6h-00 46 4 9 5 7 7.5 0 1.5 0 1.5 0 0 4.5 4.5 4.5 95

562.5 60 105 78 44 54 12 70.5 21 13.5 141 78 166.5 112.5 22.5 1541

20h-00 21h-00 23 2 15 3 6 1 0 0 0 0 3 1 0 1 0 55

21h-00 22h-00 3 1 6 3 3 0 0 0 0 0 3 0 3 2 0 24

22h-00 23h-00 17 1 4 2 1 0 0 0 0 0 0 0 1 0 0 26

43 4 25 8 10 1 0 0 0 0 6 1 4 3 0 105

562.5 60 105 78 44 54 12 70.5 21 13.5 141 78 166.5 112.5 22.5 1541

605.5 64 130 86 54 55 12 70.5 21 13.5 147 79 170.5 115.5 22.5 1646Total (Side 1)

Sub Total (A)

Sub Total (B)

TRAFFIC COUNT


from Kompong Cham to Vietnam border (Side 1)


Motorised

MotocycleTotal

each

hours

Start Time

Motocycle

from Kompong Cham to Vietnam border

Sub Total (A)

At Night

III A - 17

Appendix III A (e)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

0.5 1 1 1 1 1.5 3 1.5 1.5 1.5 3 3 4.5 4.5 4.5

From To 112.4

7h-00 8h-00 37 6 11 2 2 0 0 1.5 0 1.5 3 3 0 0 0 67 281

8h-00 9h-00 7.5 8 5 6 1 0 0 1.5 0 3 0 0 4.5 31.5 0 68 195

9h-00 10h-00 47 5 7 9 5 6 0 0 1.5 4.5 9 6 18 4.5 0 122.5 236.5

10h-00 11h-00 48 4 10 8 1 3 0 6 1.5 6 15 0 40.5 9 4.5 156.5 283

11h-00 12h-00 30.5 5 7 8 0 6 0 6 4.5 0 6 15 27 13.5 0 128.5 277.5

12h-00 1h-00 39 7 6 6 2 6 3 9 0 0 24 18 9 0 0 129 356.5

1h-00 2h-00 50 4 6 5 3 6 9 13.5 1.5 3 30 15 13.5 31.5 4.5 195.5 319

2h-00 3h-00 53 1 10 8 0 1.5 0 6 1.5 1.5 15 15 31.5 9 0 153 241.5

3h-00 4h-00 45 5 16 10 5 7.5 3 9 3 1.5 27 9 31.5 0 0 172.5 327

4h-00 5h-00 79.5 10 31 13 12 7.5 3 9 4.5 0 24 3 18 4.5 0 219 340.5

5h-00 6h-00 50 7 6 7 8 7.5 0 4.5 3 1.5 24 18 40.5 9 0 186 281

486.5 62 115 82 39 51 18 66 21 22.5 177 102 234 112.5 9 1597.5 3138.5 1,334

20h-00 21h-00 60 2 14 5 3 0 0 0 0 2 2 1 0 0 0 89 144

21h-00 22h-00 20 1 9 0 0 0 0 0 0 0 0 0 6 0 0 36 60

22h-00 23h-00 15 0 9 6 4 1 0 0 0 0 0 0 0 1 0 36 62

95 3 32 11 7 1 0 0 0 2 2 1 6 1 0 161 266

486.5 62 115 82 39 51 18 66 21 22.5 177 102 234 112.5 9 1597.5 3138.5

581.5 65 147 93 46 52 18 66 21 24.5 179 103 240 113.5 9 1758.5 3404.5

1187 129 277 179 100 107 30 136.5 42 38 326 182 410.5 229 31.5 3404.5 39.2%

34.9% 3.8% 8.1% 5.3% 2.9% 3.1% 0.9% 4.0% 1.2% 1.1% 9.6% 5.3% 12.1% 6.7% 0.9%

1376.92 149.64 321.32 207.64 116 124.12 34.8 158.34 48.72 44.08 378.16 211.12 476.18 265.64 36.54 3949.22 33.8%

34.9% 3.8% 8.1% 5.3% 2.9% 3.1% 0.9% 4.0% 1.2% 1.1% 9.6% 5.3% 12.1% 6.7% 0.9%

Sub Total (A)

Total

Both side

for each

hours

Total % of 24 hr.

Peak

Hour

713

622

Total % of 14 hr.

TOTAL OF 24 HOUR

Sub Total (B)

Total

each

hours

Total (Side 1)

Sub Total (A)


from Vietnam border to Kompong Cham

At Night

TRAFFIC COUNT

Total Both side

Start Time


Motorised

Motocycle


from Vietnam border to Kompong Cham (Side 2)

III A - 18

Appendix III A (f)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

0.5 1 1 1 1 1.5 3 1.5 1.5 1.5 3 3 4.5 4.5 4.5

From To

7h-00 8h-00 100 4 9 4 8 16.5 0 4.5 0 1.5 15 0 0 0 0 162.5

8h-00 9h-00 111 6 13 8 8 13.5 0 9 0 3 27 6 9 0 0 213.5

9h-00 10h-00 88 4 8 8 10 46.5 0 9 0 3 3 0 9 0 0 188.5

10h-00 11h-00 78 4 17 10 8 37.5 3 0 0 6 12 3 18 0 0 196.5

11h-00 12h-00 54 1 20 5 22 49.5 12 1.5 0 3 21 3 0 0 0 192

12h-00 1h-00 49.5 1 10 5 8 37.5 3 1.5 1.5 9 12 3 4.5 0 0 145.5

1h-00 2h-00 60.5 2 16 4 8 22.5 6 6 0 12 9 6 18 0 0 170

2h-00 3h-00 52 2 16 7 11 31.5 3 4.5 0 7.5 12 9 13.5 0 0 169

3h-00 4h-00 55 1 12 4 8 15 0 6 0 1.5 9 12 27 0 0 150.5

4h-00 5h-00 67 2 6 6 13 16.5 0 12 0 4.5 12 0 13.5 0 0 152.5

5h-00 6h-00 61.5 0 4 7 4 10.5 0 6 0 3 15 12 22.5 0 0 145.5

776.5 27 131 68 108 297 27 60 1.5 54 147 54 135 0 0 1886

20h-00 21h-00 30 1 6 1 5 1 0 4 0 0 2 1 1 0 0 52

21h-00 22h-00 10 0 1 0 1 4 0 0 0 0 5 0 0 0 0 21

22h-00 23h-00 1 0 0 0 2 0 0 0 1 0 2 1 0 0 0 7

41 1 7 1 8 5 0 4 1 0 9 2 1 0 0 80

776.5 27 131 68 108 297 27 60 1.5 54 147 54 135 0 0 1886

817.5 28 138 69 116 302 27 64 2.5 54 156 56 136 0 0 1966

from Dambae to Kratie

At Night

Start Time


Sub Total (A)



from Dambae to Kratie (Side 1)

Motorised

MotocycleTotal

each

hours

Sub Total (A)

Total (Side 1)

Sub Total (B)

III A - 19

Appendix III A (f)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

0.5 1 1 1 1 1.5 3 1.5 1.5 1.5 3 3 4.5 4.5 4.5

From To 146.2

7h-00 8h-00 92 3 5 6 10 54 0 1.5 3 6 3 6 9 4.5 0 203 365.5

8h-00 9h-00 58.5 3 8 3 9 46.5 0 1.5 4.5 6 6 0 9 0 0 155 368.5

9h-00 10h-00 75 5 10 11 10 16.5 0 1.5 0 9 6 6 4.5 4.5 0 159 347.5

10h-00 11h-00 56 8 12 9 10 28.5 6 3 1.5 6 6 3 13.5 0 0 162.5 359

11h-00 12h-00 53 3 9 6 15 42 0 3 0 9 15 0 9 0 0 164 356

12h-00 1h-00 59 4 7 3 13 45 9 0 0 7.5 6 9 9 9 0 180.5 326

1h-00 2h-00 67.5 0 17 7 15 30 3 1.5 3 9 15 9 0 4.5 0 181.5 351.5

2h-00 3h-00 46.5 4 9 11 9 12 3 7.5 1.5 6 15 9 4.5 4.5 0 142.5 311.5

3h-00 4h-00 69.5 1 8 4 9 10.5 3 10.5 0 10.5 9 3 0 4.5 0 142.5 293

4h-00 5h-00 74 1 10 15 19 9 0 7.5 0 15 12 0 4.5 0 0 167 319.5

5h-00 6h-00 78.5 6 10 12 10 12 3 6 1.5 9 15 6 0 0 0 169 314.5

729.5 38 105 87 129 306 27 43.5 15 93 108 51 63 31.5 0 1826.5 3712.5 1,716

20h-00 21h-00 29 1 4 1 4 0 0 0 0 3 1 2 1 0 0 46 98

21h-00 22h-00 8 0 4 0 1 1 0 0 0 2 2 4 0 0 0 22 43

22h-00 23h-00 2 0 2 0 1 1 0 0 0 1 0 0 1 0 1 9 16

39 1 10 1 6 2 0 0 0 6 3 6 2 0 1 77 157

729.5 38 105 87 129 306 27 43.5 15 93 108 51 63 31.5 0 1826.5 3712.5

768.5 39 115 88 135 308 27 43.5 15 99 111 57 65 31.5 1 1903.5 3869.5

1586 67 253 157 251 610 54 107.5 17.5 153 267 113 201 31.5 1 3869.5 44.3%

41.0% 1.7% 6.5% 4.1% 6.5% 15.8% 1.4% 2.8% 0.5% 4.0% 6.9% 2.9% 5.2% 0.8% 0.0%

1839.76 77.72 293.48 182.12 291.16 707.6 62.64 124.7 20.3 177.48 309.72 131.08 233.16 36.54 1.16 4488.62 38.2%

41.0% 1.7% 6.5% 4.1% 6.5% 15.8% 1.4% 2.8% 0.5% 4.0% 6.9% 2.9% 5.2% 0.8% 0.0%

Koyun/EtanBus



Motorised

Start Time


From Kratie to Dambae (Side 2)

MotocycleTotal

each

hours

Truck *

Peak

Hour

1,082

634

Total % of 14 hr.

Total % of 24 hr.

Total

Both side

for each

hours

Sub Total (B)

TOTAL OF 24 HOUR

Total (Side 1)

Sub Total (A)

Total Both side

At Night

from Kratie to Dambae

Sub Total (A)

III A - 20

Appendix III A (g)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

0.5 1 1 1 1 1.5 3 1.5 1.5 1.5 3 3 4.5 4.5 4.5

From To

7h-00 8h-00 98.5 11 2 2 3 6 0 13.5 1.5 3 6 6 9 0 0 161.5

8h-00 9h-00 75 8 3 2 4 0 3 1.5 0 1.5 3 3 0 0 0 104

9h-00 10h-00 85 5 13 4 2 7.5 0 7.5 1.5 1.5 3 6 4.5 0 0 140.5

10h-00 11h-00 68.5 3 6 2 3 18 0 4.5 1.5 6 3 0 4.5 0 0 120

11h-00 12h-00 37 2 3 2 1 3 3 6 0 3 3 0 0 0 0 63

12h-00 1h-00 55 1 2 1 5 7.5 0 3 0 0 0 6 0 0 0 80.5

1h-00 2h-00 42.5 5 6 0 7 7.5 0 4.5 0 1.5 0 0 4.5 0 0 78.5

2h-00 3h-00 52 3 1 1 2 15 0 1.5 1.5 3 9 3 0 0 0 92

3h-00 4h-00 46.5 2 5 1 5 1.5 0 1.5 0 3 0 0 0 0 0 65.5

4h-00 5h-00 42.5 3 1 0 1 6 0 4.5 0 1.5 3 0 0 0 0 62.5

5h-00 6h-00 54 3 6 1 1 9 0 3 1.5 3 3 0 0 0 0 84.5

656.5 46 48 16 34 81 6 51 7.5 27 33 24 22.5 0 0 1052.5

20h-00 21h-00 18 0 1 0 2 1 0 1 1 2 0 0 0 0 0 26

21h-00 22h-00 15 0 0 0 1 1 0 0 0 2 0 0 0 0 0 19

22h-00 23h-00 8 0 1 0 0 0 0 0 2 1 0 0 2 0 0 14

41 0 2 0 3 2 0 1 3 5 0 0 2 0 0 59

656.5 46 48 16 34 81 6 51 7.5 27 33 24 22.5 0 0 1052.5

697.5 46 50 16 37 83 6 52 10.5 32 33 24 24.5 0 0 1111.5

Sub Total (B)

Sub Total (A)

At Night

Total (Side 1)

Sub Total (A)

Motorised

Motocycle



from Thnol Bek to Speu (Side 1)

Start Time


Total

each

hours

At Day

III A - 21

Appendix III A (g)


incl.3

wheel

Max

7 Seats

Max

7 seats

Freight


Rigid

3 Axle

Rigid

4 Axle

S Trailer

5 Axle

Straile

6 Axle

0.5 1 1 1 1 1.5 3 1.5 1.5 1.5 3 3 4.5 4.5 4.5

From To 104.4

7h-00 8h-00 67.5 4 2 2 0 7.5 0 0 4.5 0 3 9 0 0 0 99.5 261

8h-00 9h-00 68.5 1 4 3 3 4.5 0 0 6 4.5 3 3 0 0 0 100.5 204.5

9h-00 10h-00 51 1 0 1 2 0 0 0 1.5 0 18 0 9 0 0 83.5 224

10h-00 11h-00 37.5 2 2 0 6 3 0 1.5 4.5 0 3 12 4.5 0 0 76 196

11h-00 12h-00 40 4 3 2 2 10.5 0 0 0 6 18 3 0 0 0 88.5 151.5

12h-00 1h-00 62.5 1 3 5 12 1.5 0 0 4.5 1.5 0 6 4.5 0 0 101.5 182

1h-00 2h-00 55 6 3 1 4 6 0 1.5 0 1.5 15 3 18 0 0 114 192.5

2h-00 3h-00 73.5 6 5 0 1 6 0 1.5 3 0 15 0 9 0 0 120 212

3h-00 4h-00 39 6 5 1 4 3 0 1.5 4.5 3 9 0 4.5 0 0 80.5 146

4h-00 5h-00 48.5 2 2 1 4 4.5 0 0 10.5 4.5 0 9 9 0 0 95 157.5

5h-00 6h-00 57.5 5 1 3 3 1.5 0 3 6 7.5 6 0 0 0 0 93.5 178

600.5 38 30 19 41 48 0 9 45 28.5 90 45 58.5 0 0 1052.5 2105 1,025

20h-00 21h-00 24 0 3 2 6 2 0 0 1 0 2 0 0 0 0 40 66

21h-00 22h-00 5 0 0 0 2 0 0 0 2 0 4 0 0 0 0 13 32

22h-00 23h-00 0 0 0 0 1 0 0 1 1 0 5 1 1 0 0 10 24

29 0 3 2 9 2 0 1 4 0 11 1 1 0 0 63 122

600.5 38 30 19 41 48 0 9 45 28.5 90 45 58.5 0 0 1052.5 2105

629.5 38 33 21 50 50 0 10 49 28.5 101 46 59.5 0 0 1115.5 2227

1327 84 83 37 87 133 6 62 59.5 60.5 134 70 84 0 0 2227 46.0%

59.6% 3.8% 3.7% 1.7% 3.9% 6.0% 0.3% 2.8% 2.7% 2.7% 6.0% 3.1% 3.8% 0.0% 0.0%

1539.32 97.44 96.28 42.92 100.92 154.28 6.96 71.92 69.02 70.18 155.44 81.2 97.44 0 0 2583.32 39.7%

59.6% 3.8% 3.7% 1.7% 3.9% 6.0% 0.3% 2.8% 2.7% 2.7% 6.0% 3.1% 3.8% 0.0% 0.0%Total % of 24 hr.

Peak

Hour

690

336

TOTAL OF 24 HOUR

Sub Total (B)

Car Jeep/4wd

Total Both side

Total (Side 1)

Sub Total (A)

At Day

Sub Total (A)

At Night

Total

Both side

for each

hours

Total % of 14 hr.


Start Time

Motocycle


from Speu to Thnol Bek (Side 2)

BusPick-up Minibus

Motorised

MotocycleTotal

each

hours

Koyun/Etan Truck *

III A - 22

Appendix IV (a)

IV - 1

Distribution of Average Trip KM Travel of Passenger Vehicles

Vehicle Code

Vehicle Type 0-20 Km 21-50 Km51-100

Km101-200

Km201-and

Above Km



5 Car 1 2 4 3 4

6 Jeep/4WD 2

7 Pickup 1 1 3 1

8 Minibus 6 16 28 2

9 Bus 1

9 25 28 39 6

Distribution of Average Trip KM Travel of Commercial Vehicles

Vehicle Code


Km101-200

Km201-and

Above Km

10 Koyan small

11 Koyan large

12 Light Truck 3 1

13 Medium Truck 5 1

14 HT Rigid 3Axle



17 HT Semi T 6Axle

0 8 1 0 1

ORIGIN DESTINATIONNR.1 Lot 1, Kampong Trabek District

Total

Total

Appendix IV (a)

IV - 2

Table: Classification of Commodities

Code Type of freight

1 Agriculture/Food

2 Timber

3 Building materials

4 Raw materials

5 Industrial products

6 Fuel/ Chemicals

7 Fertilizers

0 others

Table: Trip Purpose of Passenger Vehicles In Number of Vehicles Count

Work/business

To/from work

Social/Private

SchoolRecreation

HolidayTourism

Others

(code1) (code2) (code3) (code 4) (code5) (code6)

32 3 12

15 1 11

2

6 5 1

61 3 38 1

1

117 7 66 0 2 0

Raw wood/ processed wood/

furnitureBricks, sand cement

/iron rods

DescriptionSmall/Medium

Commercial Vehicles (codes 10-13)


Rice, vegetables /fruits etc

Petrol, Diesel, mobile oil, acids etc

Fertilisers natural /man made

1

Ore/minerals 1

Engines/ machines/steel bars

etc3

Cloths, home articles

Vehicle Type

MC+trailor

car

Total 5 0

Jeep/4WD

Pickup

Minibus

Bus

Total

Appendix IV (a)

IV - 3

Table Inter- Province Movement of traffic

NR Location:


10 Survey Locations

Bus Mini Bus3

wheeler2 wheeler car Jeep/4WD Pick-up

5.57 8.3 2.16 5 1.5 4

Total people % vehicle

Prey Veng Kratie Prey Veng Svay Rieng Battam Bong Prey Veng

Kampong Trabek Kor AnderkKrang Svay Kampong Trabek Neak loeung Kampong Trabek



Neak loeung Kor Anderk

Phnom Penh Prey Veng Phnom Penh Svay Rieng Prey Veng Kam Pot

Kampong Cham Svay Rieng Kampong Speu Svay Rieng Phnom Penh Kratie

Kor Anderk Neak loeung

Prey Veng city Kampong Trabek Kampong Trabek Neak loeung Kor Anderk Kampong Trabek

Pou Laos Kampong Trabek

Svay Rieng Phnom Penh Svay Rieng Prey Veng

9 14

Prey Veng Kampong ChamPrey Veng Kampong SpeuPrey Veng Phnom Penh

Appendix IV (a)

IV - 4


Vehicle Code

Vehicle Type 0-20 Km21-50

Km51-100

Km101-200

Km201-and

Above Km

3 Motor Cycle 5 10 1


5 Car 3 5 1 17

6 Jeep/4WD 1 1

7 Pickup 1 1

8 Minibus 3 5 31

9 Bus 3 2

18 26 33 21 2 10018% 26% 33% 21% 2%


Vehicle Code


Km51-100

Km101-200

Km201-and

Above Km

10 Koyan small 2 1

11 Koyan large



14 HT Rigid 3Axle



17 HT Semi T 6Axle

8 9 2 5 2 2631% 35% 8% 19% 8%

ORIGIN DESTINATIONNR.1 Lot 2, Svay Teap District (Prosot)

Total

Total

Appendix IV (a)

IV - 5



1 Agricultute/Food

2 Timber


4 Raw materials


6 Fuel/ Chemicals

7 Fertilizers

0 others


Work/business

To/from work

Social/Private

SchoolRecreation

HolidayTourism

Others


15 3 1 1

27 4 5

1 1

1 3

45 5 30 1 3

4 2 4

93 12 37 2 12 0


furnitureBricks, sand cement

/iron rods




Rice/vegetables /fruits etc

1

Petrol/Diesel, mobile oil/acids etc


Ore/minireals


etc11 3

Cloths/home articles

Vehicle Type

MC+trailor

car

Total 12 3

Jeep/4WD

Pickup

Minibus

Bus

Total

Appendix IV (a)

IV - 6


NR. 1 Lot 2 Location: Prosot, Svay Teap District, Svay Rieng Province


Survey Location

Bus Mini Bus3


Prosouth 25.5 8.48 0 2.5 3.7 2.5 2.5




Song Kor Pupel Phnom Penh Ho Chi Ming Svay Chrum Chan Trea Prey Veng Svay Rieng

Prosouth Prey Thlouk Kandal Svay Rieng city Prosouth Saray Phnom Penh Svay Rieng city

Svay Rieng city Kundeang Reay Svay Rieng city Phnom Penh Svay Rieng city Prey Phneath Svay Rieng city Siem Reap

Svay Rieng city Baveth Svay Rieng city Kampong Cham Svay Rieng city Chey Pov Svay Rieng city Kandal

Ba Neay Chub

Svay Rieng city Prosouth Svay Rieng city Svay Rieng city Svay Rieng city Pum Pou Svay Rieng city Phnom Penh

Chan Trea Svay Chrum

Baveth Prosouth Baveth Svay Rieng city

Svay Rieng city Roul

Kilo leak 8 Saray Kampong cham Svay Rieng city

1125

Svay Teap Svay Rieng city Svay Rieng city Baveth

Pong Rou Prosouth Prosouth Svay Rieng city

Chi Pov Prosouth Chi Pov Svay Reang

Chan Trea Svay Rieng city Chi Pov Kompong Cham

Chan Trea Krorl Kou

Chapter IV (b)

IV - 7


Vehicle Code


Km51-100

Km101-200

Km201-and

Above Km



5 Car 4 2 68 6

6 Jeep/4WD 1 4 3

7 Pickup 1 5 4 5

8 Minibus 31 7 7

9 Bus 1

15 13 113 12 23


Vehicle Code

Vehicle Type 0-20 Km 21-50Km 51-100Km101-

200Km201-and

AboveKm





14 HT Rigid 3Axle 1




6 10 15 2 10

ORIGIN DESTINATIONNR.5 Lot 1, Kampong Tralach District

Total

Total

Chapter IV (b)

IV - 8



1 Agricultute/Food

2 Timber


4 Raw materials


6 Fuel/ Chemicals

7 Fertilizers

0 others


Work/business

To/from work

Social/Private

SchoolRecreation

HolidayTourism

Others


14 15 1

94 14 57 1 11

8 8 1 2

20 3 18

74 7 47 6

1 1

211 32 138 3 19 0

Jeep/4WD

Pickup

Minibus

Bus

Total

Total 14 4

Vehicle Type

MC+trailor

car


Cloths/home articles 4


etc3

Petrol/Diesel/mobile oil/acids etc

Ore/minireals 1


4 2


furniture1 1




Bricks, sand cement /iron rods

1 1

Chapter IV (b)

IV - 9


NR. 5 Lot 1 Location: Kampong Tralach Market, Kampong Tralach District

Nak Ta Ang Sala leak 5

PreaK Pis Sala leak 5

Koh Sdav Sala Leak 5

Krang Rovea Kampong Kda

Ton Le Sala Leak 5 Banteay Meanchey Phnom penh

Trach Thnol Tou Teung Battambong Phnom Penh

Sala Leak 17 Veal Thom Kampong Chhnang Streung Treang

Thnol Tou Teung Kampong Chhnag Cit Kampong Chhnang Vietnam

Ta koul Prey Konloung Pursat Phnom Penh

Kampong Thlanh Kampong Trolach Phnom Penh Battambong

Kampong Chhnang city Sala leak 5 Kampong Speu

Chres Sala leak 5 Phnom Penh Kampong Chhnang

Kampong Chhnang

Kampong Chhnang city Loung Veak Kampong Chhnang Phnom Penh

Kampong Chhnang city Trach Market

Sala Leak 15 Thnol Tou Teung Kampong Chhnang Koh Kong

Sala Leak 16 Ton Lea Kampong Chhnang Phnom Penh

Sala Leak 13 Ta Des Kampong Chhnang Kampong Speu

Sala Leak 14 Chhlouk Vean Kampong Chhnang Kandal

Sala Leak 11 Pong Rou Ta Keo Kmpong Chhnanag

Sala Leak 12 Prey Pis Kampong Chhnang Kampong Cham

Sala Leak 9 Koh Krobey Kampong Sorm Batttambong

Sala Leak 10 Krang Leav Svay Rieng Kampong Chhnang

Sala Leak 7 Kampong Prosad Phnom Penh Pai Len

Sala Leak 8 Kampong Chhnang c Rattanakiri Kampong Chhnang

Sala Leak 5 Chhouk Phnom Penh Kampong Chhnang

Sala Leak 6 Chreh Phnom Penh Pursat

Krang Ta Eak Sala Leak 5 Phnom Penh Battambong

Chhean Lerng Kampong Prosad Kampong Chhnang Kampong Thom

Kampong Trolach Sala Leak 5 Kampong Cham Kampong Chhnang


Chamkar Snay Sala Leak 5 Kampong Chhnang Battambong

Koh Sdav Teuk Houd Phnom Penh Banteay Mean Chey


Chapter IV (b)

IV - 10


Survey Location

Bus Mini Bus3


Kampong Tralach Market

0 10.62 0 3.6 4.5 2.75 9.5


Thnol Tou Teung Lung Veak

Krouk Vean Sala Leak 5

Thmor Eud Sala leak 5

Ta Uk Sala leak 5

Teav Trach

Seab Sala Leak 5

Srea Muth Sala leak 5

Sala Leak 8 Thnol Tou Teung

Sala Leak 9 Trach

Sala Leak 6 Spean Por

Sala Leak 7 Ta Eak

Ro Meas Sala leak 5

Sala Leak 5 Kampong Trach

Prey Konlorng Krang Taleak

Ro Meas Thnol Tou Teung

46 26

Chapter IV (b)

IV - 11


Vehicle Code


Km101-200

Km201-and

Above Km

3 Motor Cycle 7 9 2


5 Car 2 1 6 11

6 Jeep/4WD 1 3

7 Pickup 5 5 13 16

8 Minibus 3 13 11 25

9 Bus 5

0 21 31 33 60


Vehicle Code


Km101-200

Km201-and

AboveKm

10 Koyan small 1 3

11 Koyan large


13 Medium Truck 1 1

14 HT Rigid 3Axle 2



17 HT Semi T 6Axle

0 14 12 3 7

ORIGIN DESTINATIONNR.5 Lot 2, Ponlai District

Total

Total

Chapter IV (b)

IV - 12



1 Agriculture/Food

2 Timber


4 Raw materials


6 Fuel/ Chemicals

7 Fertilizers

0 others


Work/business

To/from work

Social/Private

SchoolRecreation

HolidayTourism

Others


6 2

12 13 3

1 7

39 1 42

55 1 56 16

7 3

120 5 120 0 19 0


Ore/minerals


etc5

Raw wood/ processed wood/ furniture

Bricks/sand cement /iron rods

1






7 1

Jeep/4WD

Pickup

Minibus

BusTotal

Cloths/home articles 3 1

Vehicle Type

MC+trailor

car

Total 16 2

Chapter IV (b)

IV - 13

Table Inter- Province Movement of TrafficNR. 5 Lot 2 Location: Punlai District

Table 6.3.16: Average Occupancy of Passenger Carrying VehiclesSurvey

LocationBus Mini Bus 3 wheeler 2 wheeler car Jeep/4WD Pick-up

Punlai 23.8 8.61 3 2.5 3.8 3 6.94



Origin Destination Origin DestinationKbal Domrei Phsar Chas

Pum Rang

Punlai Punlai

Punlai

Kampong Chhnang Phnom PenhBanteay Meanchey Kampong Chhnang Banteay Meanchey Kandal

Pursat Kampong Chhnang

Kampong Chhnang

Pum Kor Punlai Banteay Meanchey Phnom Penh Batttombong Kampong ChhnangBror Sneum Punlai Batttombong Kampot Derm Chrey Punlai

Punlai Batttombong Phnom Penh Punlai Phnnom Penh Batttombong Ta Keo Punlai Prey Ampel

Punlai Snouk Trou Ang Chanh Roung

Pursat Phnom Penh

Kampong Chhnang Battom Bong Kampong Chhnang Pursat

Ses Slab Pai len Phnom PenhPunlai Sala Krorm

Kampong Loung Phnom Tachen

Punlai

Chnuk Trou Punlai Punlai

Kampong Chhnang Kampong Chhnang

Punlai

Phnom Penh Banteay meanchey Kampong Chhnang

PunlaiOu Rom Chek

Phnom Penh Battom Bong Phnom Penh Kampong Chhnang

Punlai Chnuk Trou

Kampong Cham Pai lenKandal

Phnom Penh Pursat

Punlai

Tropeng Chan

Pupel Punlai Tropeng Chan

Punlai Kbal DomreiKror kou

Punlai

Pupel

29 22

Phnom Penh Pai Len Prey Veng PursatTa keo Battam Bong

Punlai Sang Keap Punlai Snang Ang Punlai

Punlai Thkol Market Pupel Chnuk Trou Pupel Pum Reas

Chapter III (c)

VI - 14


Vehicle Code


Km51-100

Km101-200

Km201-and

Above Km

3 Motor Cycle


5 Car 2 1 2

6 Jeep/4WD 1

7 Pickup 1

8 Minibus 1 2

9 Bus

4 2 2 1 3


Vehicle Code


Km51-100

Km101-200

Km201-and

Above Km

10 Koyan small 1

11 Koyan large 1



14 HT Rigid 3Axle 4 3 3 5

15 HT Rigid 4/5 Axle 1 7 5 3

16 HT Semi T 4/5 Axle 2 7 10 6


3 9 22 26 15

ORIGIN DESTINATIONNR.7 Lot 1, Thbong Khmum District

Total

Total

Chapter III (c)

VI - 15



1 Agriculture/Food

2 Timber


4 Raw materials


6 Fuel/ Chemicals

7 Fertilizers

0 others


Work/business

To/from work

Social/Private

SchoolRecreation

HolidayTourism

Others


3 1

2 2 3

1

4

4 3 5

9 5 14 0 0 0

Jeep/4WD

Pickup

Minibus

Bus

Total

Total 17 53

Vehicle Type

MC+trailor

car


1



etc2


Ore/minerals 1


9 35


furniture5 6




Bricks, sand cement /iron rods

1 10

Chapter III (c)

VI - 16


NR . 7 Lot 1 Location: Tbong Khmum District


Survey Locations

Bus Mini Bus3


Thbong Khmum

8.4 2.3 2.1 1.4 1 4


Vietnam Phnom PenhKampong Cham VietnamKampong Thom Vietnam

Kampong Cham Banteay Meanchey Kampong Cham Phnom PenhKampong Cham Siem Reap

Phnom Penh VietnamSiem Reap Memuth

Kampong Thom VietnamKampot Kampong ChamKandal Kampong ChamPhnom Penh Kampong Cham

Prey Tou Teung Memuth

Phnom Penh Kratie

Prey Tou Teung Punnhea Kreak

Ou Rang Ouv Suong Prey Tou Teung Chub

Kampong Thom Kampong Cham

23 24

Memuth Kampong Cham citySuong Svay Ann Tour

Skun Suong Punnhea Kreak

Vietnam Phnom PenhVietnam Siem Reap

Phnm Penh Kampong ChamPreah Vihea VietnamVietnam Kampong Cham

Suong Beung Kuk Ta Pav Suong

Memuth Thnol Tou Teung Ponhea Kreak Beung Kuk

Chub SkunMemuth Beung Kuk

Chub Chub Chub Mou Ram Dek

Thbong Khmum Chub Thbong Khmum Suong

Prey Tou Teung Suong Suong Thboung Khmum


Kampong Cham VietnamBateay Meanchey Kampong Cham

Chamkar Leu Suong

Kampong Cham city Ta Borv

Kampong Cham KratieKampong Cham MondulkiriKampong Cham Rattanakiri

Chamkar Leu Thboung Khmum


Chapter IV (c)

IV - 17


Vehicle Code


Km51-100

Km101-200

Km201-and

Above Km

3 Motor Cycle 4


5 Car 8 3 9

6 Jeep/4WD 2 5 11

7 Pickup 1 1 6 8

8 Minibus 5 27 56 79

9 Bus 4

0 6 40 70 117


Vehicle Code


Km51-100

Km101-200

Km201-and

Above Km

10 Koyan small

11 Koyan large 1 1


13 Medium Truck 2

14 HT Rigid 3Axle 1

15 HT Rigid 4/5 Axle 2 1 2


17 HT Semi T 6Axle

0 3 4 3 10

ORIGIN DESTINATIONNR.7 Lot 2, Thbong Khum District (Pratheat)

Total

Total

Chapter IV (c)

IV - 18



1 Agriculture/Food

2 Timber


4 Raw materials


6 Fuel/ Chemicals

7 Fertilizers

0 others


Work/business

To/from work

Social/Private

SchoolRecreation

HolidayTourism

Others


3 2

18 6 25

7 12 17

14 8

246 87 147 1

6 3 3

294 107 200 0 4 0




Bricks/sand cement /iron roads

2 1

Ore/minerals


5 1


furniture


Cloths/home articles 1 1


etc1


Jeep/4WD

Pickup

Minibus

Bus

Total

Total 8 4

Vehicle Type

MC+trailor

car

Chapter IV (c)

IV - 19

Table Inter- Province Movement of Traffic

NR .7 Lot 2 Location: Pratheat, Thbong Khmum District

Movement within the same province

MemuthProthead Ponhea krek

Movement to other provinces


Memuth

Kratie Mundul Kiri Rattanakiri VietnamMundul Kiri Vietnam

Kampong Cham Kampong Cham

Ponhea krek Dambae MemuthProtheadPonhea krek Phnom Prech

Kratie Phnom Penh

Steung TreangTakeo Kampong Cham

Prey VengMundolkiriKratieKampong Cham

Phnom Penh

Skun Memuth Skun Ponhea krek Suong Dambae

Kampong Cham MemuthKampong Cham Prothead Kampong Cham Ponhea krek

Dambae Ou Rang Ouv Chom Peang Kampong Cham

Suong MemuthSuong ProtheadSuong Ponhea krek

Dambae Suong

Steung Suong Tropeng Phlung Thnol Tou Teung Suong Dambae

Prothead Kampong Cham Ponhea krek SkunSuong Kampong Cham

Kampong Cham Kampong Cham Kampong Cham Skun Skun Suong

Suong Ponhea krek Suong Memuth

Steung Dambae Steung Suong Pou Leas Krouch Chmar

Krouch Chmar Kampong Cham Memuth Kampong Cham Rundov chrum Kampong Cham

Tonle Bith Phnom Prech

Kratie Kratie Phnom Pen Phnom Pen Phnom Pen Phnom Pen

Suong Suong Suong Tonle Bith Kampong Cham Kampong Cham

Kampong Cham Kampong Cham Kampong Cham Kampong Cham Kampong Cham

Phnom Pen Phnom Pen Prey Veng Prey Veng Svay Rieng Kampong Cham

RattanakiriSteung Treang Kratie RattanakiriKratie Kandal

kratiekratie

Chapter IV (c)

IV - 20


Survey Locations

Bus Mini Bus3


Pratheat 25.75 11.01 2 3.3 2.8 3.5 2.35


27 56

Prey Veng Takeo Kampong Cham Phnom Penh

Phnom PenhKampong Thom Prey Veng

Steung Treang Kampong Cham Kratie RattanakiriKratie

Kampong Cham KratiePhnom Penh Steung TreangKratie Rattanakiri

Kampong ChamPhnom PenhSiem Reap Kampong Cham Phnom Penh

Ratanakiri

Steung Treang Steung Treang Vietnam Vietnam Vietnam Vietnam

kratiekratieMundolkiriMundolkiri

Kampong Cham Phnom Penh Phnom Penh Phnom Penh

Kampong Cham

PursatKratie Ratanakiri

Kampong Cham

RatanakiriRatanakiriRatanakiri

Chapter IV (d)

IV - 21


Vehicle Code


Km101-200

Km201-and

Above Km

3 Motor Cycle


5 Car 1 2 3 4 2

6 Jeep/4WD 1

7 Pickup 1 2

8 Minibus 5 1 3 8 2

9 Bus 1 1 1 1

8 3 10 17 5


Vehicle Code


Km101-200

Km201-and

Above Km

10 Koyan small


12 Light Truck 2 4


14 HT Rigid 3Axle 1



17 HT Semi T 6Axle

1 5 12 2 0

ORIGIN DESTINATIONNR.71, Chamkarleu District ( Busknor )

Total

Total

Chapter IV (d)

IV - 22



1 Agriculture/Food 2

2 Timber


4 Raw materials


6 Fuel/ Chemicals

7 Fertilizers

0 others


Work/business

To/from work

Social/Private

SchoolRecreation

HolidayTourism

Others


5

19 15 15 2

2

3 5

35 15 16 1 9

7 3 1 1

71 33 37 2 11 0

Raw wood/ processed wood/ furniture

Bricks/sand cement /iron roads

3

Ore/minerals





5

Cloths, home articles 2

Vehicle Type

MC+trailor

car

Jeep/4WD

Total 14


etc4



Pickup

Minibus

Bus

2

Total

Chapter IV (d)

IV - 23


NR. 71 Location: Busknor, Chamkar Leu District


Survey Locations

Bus Mini Bus 3 wheeler 2 wheeler car Jeep/4WD Pick-up

Busknor 16.08 26.65 3 2.6 66.08 2 3.6


Preah Vihea

Beung Kuk Thnol Tou Teung

Kampong Cham Phnom Penh

Kampong Cham Kampong Thom Kampong Cham

Kampong Cham Banteay Mean Chey Kampong Cham Kampong Thom Kampong Cham



Busknor Kampong Cham city

Chamkar Leu Beung Kuk Chamkar Leu Busknor

Rattanakiri

Chamkar Leu Chub Chamkar Leu Kampong Cham cityChamkar Leu Thnol Tou Teung Speu Dey Dos

Siem Reap Phnom Penh

Speu Kampong Cham Kampong Cham Banteay Meanchey Kampong Speu

Beung Kuk Srea Veal

Kampong Cham Beung Kuk Busknor Beung Kuk Chamkar Leu

Phnom Penh Kampong Cham Phnom Penh Kampong Cham

Memuth Chamkar Leu

Kampong Cham Srea Veal

Busknor Busknor Kampong Cham Busknor

Beung Kuk Speu

Punnha Kreak Busknor Busknor

27 11

Kampong Cham Chamkar Leu Chamkar Leu Kampong Cham

Wat Angkor Chamkar Leu Wat Angkor Srea Veal

Spean Kysona Srea Veal Spean Kysona Busknor Spean Kysona Chamkar Leu

Andoung Chraa

Kampong Cham Ta Ung

Chapter IV (e)

IV - 24


Vehicle Code


Km51-100

Km101-200

Km201-and

Above Km

3 Motor Cycle 6 3


5 Car 2 4 2

6 Jeep/4WD 2 1 1

7 Pickup 2 1

8 Minibus 1 1

9 Bus 1 3 2

15 1 20 6 0


Vehicle Code


Km51-100

Km101-200

Km201-and

Above Km





14 HT Rigid 3Axle 1 4 28 12 1

15 HT Rigid 4/5 Axle 1 46 14 4

16 HT Semi T 4/5 Axle 1 2 23 7 8

17 HT Semi T 6Axle 1 6 4 1

18 15 148 47 16

ORIGIN DESTINATIONNR.72, Ponhea Krek District ( Trapoeung Plong )

Total

Total

Chapter IV (e)

IV - 25



1 Agriculture/Food

2 Timber


4 Raw materials


6 Fuel/ Chemicals

7 Fertilizers

0 others


Work/business

To/from work

Social/Private

SchoolRecreation

HolidayTourism

Others


17

5 3 5

4 1 1

1 1 3

3 2

7 1 12

37 5 12 0 12 0




Bricks/sand/cement /iron roads

2 2

Ore/minerals 0


193 138


furniture0 1


0

Cloths/home articles 1


etc2 3


0

Jeep/4WD

Pick-up

Minibus

Bus

Total

Total 198 144

Vehicle Type

MC+trailor

car

Chapter IV (e)

IV - 26


NR Location:

Table 6.3.16: Average Occupancy of Passenger Carrying VehiclesSurvey

LocationsBus Mini Bus

3 wheeler

2 wheeler car Jeep/4WD Pick-up

22.1 15.6 2 2 4.6 6 4.3




Kampong Chhnang VietnamChamkar Leu Trapoeung phlong

Dambae Vietnam Modulkiri VietnamPonhea krek Vietnam Phnom Penh Vietnam

Dambae Trapoeung phlong Kampong Thom VietnamChamkar Leu Vietnam Kratie Vietname

Vietnam Casino Siem Reap VietnamVietnam Chamkar Leu Steung Treang Vietnam

Trapoeung phlong Vietnam Ponhea krek VietnamTrapoeung Russey Vietnam Rattanakiri Vietnam

Vietnam Damae Vietnam Phnom Pehn Vietnam Kampong cham city Vietnam Siem Reap

Vietnam Chi Kreang Vietnam Battambong Vietnam Chi Mun Market Vietnam Kampong Thom

Vietnam Steung Vietnam Kampong ThomVietnam Suong Vietnam Siem Reap

Vietnam Ou Rang Ov Rattanakiri VietnamVietnam Ponhea krek Steung Treang Vietnam

Chamkar Leu VietnamDabae Vietnam

Vietnam Trapoeung phlong Casino Vietnam

27 17

Vietnam Kampong cham cityVietnam Suong

Vietnam Kampong Cham Vietnam Chi Kreng

Kouk Char VietnamSteung Trong Vietnam

Chapter IV (f)

IV - 27


Vehicle Code


Km51-100

Km101-200

Km201-and

Above Km

3 Motor Cycle 2

4 3 wheeler(TukTuk) 1

5 Car 3 2 4 2

6 Jeep/4WD 6

7 Pickup 2 1 4

8 Minibus 1 5 5 25

9 Bus

0 8 8 10 37


Vehicle Code


Km51-100

Km101-200

Km201-and

Above Km

10 Koyan small 1

11 Koyan large 2





16 HT Semi T 4/5 Axle 1 5

17 HT Semi T 6Axle

4 7 10 17 3

ORIGIN DESTINATIONNR.73, Dambae District

Total

Total

Chapter IV (f)

IV - 28



1 Agriculture/Food

2 Timber


4 Raw materials


6 Fuel/ Chemicals

7 Fertilizers

0 others


Work/business

To/from work

Social/Private

SchoolRecreation

HolidayTourism

Others


1

16 3 44 7 35 2 6

57 17 32

83 29 45 0 0 0


furniture1 0

Bricks, sand/cement/iron

roads0 0





10 7

Petrol/diesel/mobile oil/acids etc

0 0


0 1

Ore/minerals 1 0


etc3 0

Jeep/4WDPickup

MinibusBus


2 0

Vehicle Type

MC+trailor

car

Total 17 8

Total

Chapter IV (f)

IV - 29

Table Inter- Province Movement of TrafficNR 72 Location: Dambae


Survey Locations

Bus Mini Bus3


Dambae 17.48 1.7 5 3.91 3.6 17.2


Kampong Cham VietnamKratie Kampong ChamKratie VietnamKratie Phnom Penh Kratie

Kampong Cham Steung Treang Kampong Thom Steung Treang

Phnmom Penh Phnmom Penh Prey Veng Prey Veng Kampong Cham

Ponhea Krek SteungSrea Bang DambaeSvay Kombeth Dambae

Rattanakiri Steung Treang Steung Treang Ta Keo

Dambae Suong Chrey Memuth Kampong Cham

Kanh Chreath

Dambae

Ponhea Krek Trapoeung Phlong

Suong DambaeOudong Steung Dambae Kampong ChamDambae Dambae Steung


Dambae

Steung Treang Rattanakiri Phnom Penh

Phnmom Penh Kampong ChamKratieRattanakiri

Origin Destination Origin DestinationKampong Cham Kratie Dambae Dambae

Dambae Srea Prang

Prothead Dambae Ponhea Krek DambaeSkun Dambae

19 21

Thmor Dab Dambae

Kratie Kampong Thom

Kratie Kampong ChamKampong Cham Vietnam

Preah ViheaKampong ChamKampong ChamPhnom PenhPhnom Penh

Kampong Cham

Chapter IV (g)

IV - 30


Vehicle Code


Km51-100

Km101-200

Km201-and

Above Km

3 Motor Cycle 7 4 4

4 3 wheeler(TukTuk) 1 5 1

5 Car 1 1 1

6 Jeep/4WD

7 Pickup 1

8 Minibus 4 3 8

9 Bus 2

13 14 16 0 0


Vehicle Code


Km51-100

Km101-200

Km201-and

Above Km

10 Koyan small 2 1


12 Light Truck 1 7





17 HT Semi T 6Axle

5 14 4 4 0

ORIGIN DESTINATION

Total

Total

NR.2714, Chamkarleu District (Speu)

Chapter IV (g)

IV - 31



1 Agriculture/Food

2 Timber


4 Raw materials


6 Fuel/ Chemicals

7 Fertilizers

0 others


Work/business

To/from work

Social/Private

SchoolRecreation

HolidayTourism

Others


13 6

1 8

142 9 32 5 72 4

59 9 50 5 7 0

Vehicle Type

MC+trailor

carJeep/4WD



2

1

Ore/minerals


etc2

Petrol/Diesel/ mobile oil/acids etc

PickupMinibus

Bus

Description


7


furnitureBricks/

sand/cement /iron roads

1


Small/Medium Commercial Vehicles

(codes 10-13)

1

2

Total 12 4

Total

Chapter IV (g)

IV - 32


NR. 2714 Location: Speu Market, Chamkar Leu District

Kampong Cham Kampong Thom Kampong Cham Bateay mean Chey

Speu Speu Speu Speu Speu Speu

Chamkar Leu Kampong Cham city

Srea VealSrea VealSteung Trorng Trapoeung Rusey

Speu Srea VealSrea Veal

Speu

Origin


Speu Speu

Memuth Ouk Muk Paav Prey Tou Teung Skun

Busknor Busknor

Streung Streang Chamkar LeuSpeuSpeu

Banteay Chey Speu Srea VealTrapoeung Russey Speu

Thnol BekMemuth

SpeuThnol Bek Speu

Origin Destination

Speu

Ou Pik SpeuOu Pik Thnol Bek Ou Pi SpeuOu Veay Thnol Bek

Bek Anloung Bek Anloung

Kampong Cham

Phnom Penh

Destination

Kampong ChamKampong Cham

Kampong ChamKampong Cham Siem ReapSpeu Vietnam Kampong Thom Kampong Cham

Siem Reap

Phnom Penh

Thnol Bek

Kampong Cham City

Prey Tou Teung

Uk Muk Thnol BekKampong Cham Prey Tou Teung Speu

Speu

Chey You Ou Kreak Ou Peung

Sork Srea Veal

Ou piOu Pek

Speu

Ou Veay

Kampong Thom

Chapter IV (g)

IV - 33


Survey Locations

Bus Mini Bus3


Speu 3 9.2 3 2 2.6 1


Thnol Bek Trobek Trapoeung Kea

Speu Spor Svay Teap

Speu Kerth

Thnol Tou Teung Thnol Bek Thnol Bek

Steung Trong Sre Veal Speu

SapheaSpeuSpeu Vietnam

Streung Trong Trerng Speu Chey You

46 9

Speu Srea Ma Om Srea Veal

V - 1

Appendix V

Road No.

Location

M

F

M

F

Motorbike

Car

Scooter

Lorry / Etan

Others, (bicycle)

Km/mon.

Bus

CarOthers ( Motor taxi)Agriculture

Service

Business

Minimum

Maximum

Average

5,000$

725$

SUMMARY OF COMMUNITY DATA SURVEY

Member in family

No. of Children

No. Question

Family income (Monthly) USD/Riels7

In the family3

4

5

6

Vehicle ownership

Use of Public/Private Transport

Main Occupation of family

Kampong Trach

NR.5-1

23

54

51

98

88

8620

11

1

0

7

9

15

16

6

33

3

50$

2

38

0

7

20

13

50$

2,250$

408$

4

1

17

14820

85

99

58

63

28

69

34

50

32

1

NR.5-2

Punlai

NR.1-1

KampongTrabek

57

3

2

38

8

21

11

1

0

13

4650

38

50$

1,625$

319$

NR.1-2

Svay Teap

61

74

30

35

35

1

0

0

15

3900

1

50$

2,250$

443$

30

0

6

22

12

14

5

11

16

13

NR.7-1

ThbongKhmom

77

102

67

95

24

8

6

1

0

11050

3

75$

3,000$

365$

NR.7-2

Pres Theat

55

68

41

36

23

5

0

1

20

6900

6

50$

2,250$

28

12

18

7

15

NR.73 NR.2714

Bos Khnor

Trapoeung Thlong

Dambae Speu

NR.71 NR.72

71 61

50 30

21 19

16 1

0 14

10

45 70

57 23 44 70

86 101

66 74 78 99

0 11

1 6 2 0

33 27

3 2 2 3

10 1 1

12 25 19 32

21 0

7560 8940 5870 8940

13 13 19 16

12 10 7 13

1 7 37 3

15 17 14 10

996$ 748$ 232$ 689$

120$ 50$ 100$ 100$

5,000$ 5,750$ 750$ 7,000$

V - 2

Appendix V

Road No.

Location

SUMMARY OF COMMUNITY DATA SURVEY

No. Question

Kampong Trach

NR.5-1 NR.5-2

Punlai

NR.1-1

KampongTrabek

NR.1-2

Svay Teap

NR.7-1

ThbongKhmom

NR.7-2

Pres Theat

NR.73 NR.2714

Bos Khnor

Trapoeung Thlong

Dambae Speu

NR.71 NR.72

Excellent

very Good

Good

Poor

Lower 18 45% 33 83% 30 75% 37 93% 11 28% 15 38% 5 13% 17 43% 29 73% 5 13%

Some what lower 17 43% 7 18% 10 25% 3 8% 14 35% 10 25% 1 3% 14 35% 10 25% 13 33%

No Change 5 13% 0 0% 0 0% 0 0% 2 5% 1 3% 5 13% 9 23% 1 3% 8 20%

Over 0 0% 0 0% 0% 0 0% 13 33% 14 35% 29 73% 0 0% 0 0% 14 35%

Better

Some what better

No Change

Minimum

Maximum

Mean

By Walk PercentageBy Personal vehicle

including bicycleYes

By Bus Yes

By Others Yes

Better

Somewhat better

Better

Somewhat better

Better

Somewhat better

How road project



2008

Distance (km)

10

9Travel of school

children by

8Benefit of the road project

Easy excess to market





1

34

2

4

12

19

2

7

0.026

0.102

39

1

37

0.01

17

1.7

0.231

0.641

3

37

3

39

1

39

1

39

1

0

0

40

0

0

0.1

5

0.5

0.24

0.76

21

18

0

0.115

0.885

4

0

40

0

0

3

33

1

39

1

0

0

39

1

39

0.02

2

0.7

0

35

1

40

0.2

20

1.3

0.276

0.621

5

0

40

0

0

0

40

0

0.034

0.069

39

0.065

0.741

4

0

21

18

1

6

30

0

40

0

0.065

0.129

40

0

40

0.4

18

2.5

11

21

40

0

40

0.3

6

1.7

0.04

0.88

5

3

31

6

3

0

40

0

0.04

0.04

0 12 2 1

1 0 0 0

1 28 33 32

36 17 27 30

3 11 11 9

0.3 0.2 0.25 0.14

10 5 3 6

38 10 7 7

1 2 0 1

0.885 0.84 0.967 0.794

0 0 0 0

2.47 0.78 0.93 1

0.115 0.16 0.033 0.172

1 0 0 9

39 39 39 36

0 0 0 0.034

39 40 40 31

1 0 1 7

1 1 1 4

39 40 39 33

VI - 1

APPENDIX VI

Traffic Volume Count has been carried out between 7AM to 6PM and 8 PM to 11PM. It has been observed that traffic during the period 8PM to 11PM is about 3.95% of the total count between 7Am to 6 PM. In Cambodia life starts with the sunrise as most of the business community/ service class start travelling, therefore, it would be appropriate to take 40% of the traffic between 7AM-8AM. In the balance time between 6-8 pm and 11PM to 5AM, it is taken as 5% of the total estimated count which may include about 4% traffic between 6pm-8pm and about 1% between 11pm and 6pm.

Example NR1-1

(a) Traffic count between 7am to 8am=540 (b) Traffic count between 7am to 6pm=4740 (c) Traffic count between 8pm to11pm=206 (d) Traffic count between 6am to 7am as 40% of count in(a) above=210 (e) Traffic count between 6pm-8pm and 11pm -6am is taken as 5%=300 (f) Total 24 count =6002

24 hour Adjustment factor=6002 divided by 4946=1.21

Example NR1-2

(a) Traffic count between 7am to 8am=850 (b) Traffic count between 7am to 6pm=5612 (c) Traffic count between 8pm to11pm=423 (d) Traffic count between 6am to 7am as 40% of count in(a) above=340 (e) Traffic count between 6pm-8pm and 11pm -6am is taken as 5%=300 (f) Total 24 count =6265

24 hour Adjustment factor=6265 divided by 5612=1.11 Average = (1.11+1.21)/2=1.16

Appendix VII

VII - 1

Appendix VII

7.1 NR1-1 Kompong Trabek, Prey Veng Province and NR1-2 Prosot, Svay Rieng Province

NR1-Lot 2

NR 1

PK100 KROL KOUR

TC Count, in front of Prosot High School

PK69+200

BAVE

T

164.

400

Phno

m P

enh

OD Survey PK 135.65 PROSOT Market, SVAY TEAP, District Centre

OD survey PK87.550 KAMPONG TRABEK

TC count PK88.260

Neak Loeung Ferry Way MeKong River

Appendix VII

VII - 2

7.2 NR5-1 Kompong Tralach, Kompong Chhnang and NR5-2 in Punlai, Kompong Chhnang

NR 6-1

TC Count

PK 53km

Tc Count PK124

Purs

at 1

70.9

00

Thai

land

Bor

der

Phno

m P

enh

NR 5 Lot1

NR5-Lot 2

PK91.100 Kampong Chhnang

PK3.900

OD Survey Kampong Tralach Market on Petrol Pumps (PK52.700km) Kampong

Punlai, (PK 124.100- Coner to Tonle Sap & NR 5)

Appendix VII

VII - 3

7.3 NR7-1 in Chub, Tbong Khmum, Kompong Cham and NR7-2 in Pratheat, Tbong Khmum, Kompong Cham.

NR 7 Lot1

NR7-Lot 2

OD SURVEY PK159.83km PRATHEAT, Tboung Khmum

END of 7 -

NR 6

SKUN, KAMONG CHAM Province Start at 75.000

POLE

OD Weighing Bridge Station PK137.27km (Chub, Tboung

h )

TC count PK137.500km (Pratheat, Tboung Khmum)

PK179.530

N73 -158.600

PK254+300

TC Count PK160.200

Appendix VII

VII - 4

7.4 NR71 in Bosknor, Chamkar Leu, Kompong Cham

SKUN -NR -7-1

T C count Pole No.119 (1km from

Boskor Market)

OD Survey BOSKNOR Market (Chamkar Leu-PK 120+300)

PK 137+000

NR -71

PK 105+822

Appendix VII

VII - 5

7.5 NR72 in Trapang Phlong, Punhea Kreak, Kompong Cham

PK179.53 NR

Vietnam border – (Trapang Phlongh)

OD

PK191.800 Police Check

Point

Traffic Count-PK191.400 (in front of Grand Golden Hotel & Casino)

Appendix VII

VII - 6

7.6 NR73 in Dambae Roundabout, Dambae, Kompong Cham

NR 7

NR73

PK 158+000

PK216+600

OD Survey DAMBAE-PK 185km Roundabout, District Centre

TC Count at Bunty TV shop, 1km from Dombae Roundabout (South-PK184.500km)

Appendix VII

VII - 7

7.7 PR 2714 in Speu, Chamkar Leu, Kompong Cham

NR 71

NR 2714

OD Survey-at SPEU Market (PK 142+500)

TC Count

ACLEDA Bank -

PK13

01 P.Penh-Hochi Minh Expressway Project

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