All aboard: A history of Cambodia’s railways

Source: The Phnom Penh Post / Fri, 6 May 2016 by


A train fully laden with passengers snakes its way through the jungle on the route from Phnom Penh to Sihanoukville in 1998. AFP

Last Saturday in Phnom Penh, to a crowd of thrilled townsfolk and pushy photographers, Prime Minister Hun Sen boarded a refurbished train at the Royal Railway Station bound for Sihanoukville. It was the grand reopening of Cambodia’s first passenger train in 14 years and, for some Cambodians, it was a kind of revival.

“The train and railway were almost totally destroyed by war more than 40 years ago,” the prime minister posted on his Facebook page during the seven-hour ride south. He typed from a plush booth in the VIP carriage with a small fan on his table. In the back of the car stood a tuxedoed barman.

“Because our country is now at peace, we have the opportunity to rebuild our transport infrastructure,” Hun Sen wrote.

Cambodia’s railway system – two lines that run the western length of the country–has long been plagued by war, political violence and the neglect that spoils most infrastructure in a poor, war-torn country. But even before its abandonment, the railway faced gloom.

In its short lifespan, Cambodia’s 600 kilometres of railway has been witness to kidnapping and murder. It has carried whole cities to slavery and been employed in mass atrocities.


Repatriated refugees on a train from Thailand pass through Kampong Speu on their way home in April 1992, guarded by Malaysian army soldiers. AFP

“Without the trains, it would have been impossible to relocate all those people,” said Youk Chhang, director of the Documentation Center of Cambodia (DC-Cam), which archives the atrocities. “Only a train can do that.”

Chhang was talking about what he calls the “second evacuation”: the forced relocation of Cambodians to different communes around the country, five months after the initial “evacuation” of Phnom Penh in April 1975. Over fewer than 10 days, Chhang said, the Khmer Rouge ran trains “day and night”, transporting a clueless citizenry in cattle cars to work camps across the country.

“Nobody talked on the train,” said Chhang, who was speaking from personal experience. He remembers how, as a 14-year-old, he and his family were herded into an open-air carriage in Takeo province by Khmer Rouge soldiers. They were not told where they were going.

The overcrowded train trundled northward for two days – “So slow you could count the stars”, Chhang said. Despite the horrors – the standing-room-only claustrophobia, the petrified silence, the fear of the unknown destination – Chhang still found unexpected pleasures in the scenery. “The mountains and the palm trees and the waterfalls – it was all so beautiful,” he said.


Prime Minister Hun Sen gets up close and personal with fellow passengers during the first trip of the reinstated Phnom Penh to Sihanoukville service last Saturday. AFP

“Railroads were a key component of Khmer Rouge practice,” wrote James Tyner, a political geography professor at Kent State University, in a book about the second evacuation published by DC-Cam.

“The forced transfer of hundreds of thousands of people both between zones and within zones . . . necessitated a coordinated strategy of mass movement not unlike those utilized by Nazi Germany during the Holocaust,” he wrote.

“Each train wagon was filled with at least a hundred people,” explained DC-Cam researcher Savina Sirik, who has interviewed survivors and written extensively about the evacuations.

“When they reached the destination, people were counted and ordered to get off the train. Some families were separated from one another at each train station. In most cases, they were picked up by ox carts to go to the village where they were assigned,” she said. Chhang described his departure in the same way, and 41 years later, he coloured that train as “a snake which took you all the way to hell”.


Cambodia’s rail network historically runs about 600km, reaching north from Phnom Penh to Poipet and south to Sihanoukville. Daniel Nass

After the second evacuation, said Cambodia historian Henri Locard, the train underwent a renovation courtesy of communist China, a key ally of Democratic Kampuchea.

The DK Ministry of Information and Propaganda had a revolutionary song composed for the railway workers, a tune so “brisk and rousing”, said Locard, that composer Him Sophy later included a version of it in his opera Where Elephants Weep. Under Pol Pot, the railway lines transported food and weapons bound for China.

The track was built for trade. According to historian Jean-Michel Filippi, the French unveiled its protectorate’s first railroad in June 1932, the Phnom Penh to Battambang line, with plans of expanding trade with neighbouring Thailand. It took 35 months to build, said Locard.

The line was, as described by the project’s lead engineer Henri Maux in La Belle Aube: Henri Maux, jeune ingénieur en Indochine, 1927-1937, a part of King Monivong’s “great modernisation campaign to develop the potential wealth of the country”. It was a decade that Locard characterised as “the climax of the French achievements in the colonial age.”


Khmer Rouge cadres ride a train in an undated photo. Photo supplied

The southern line that extends from Phnom Penh to Sihanoukville was constructed three decades later to deliver goods to the newly built Sihanoukville port. The line was made within a newly independent Cambodia, under orders from then-prime minister Norodom Sihanouk, whose grandfather had overseen the first track. And like the past railway, this one was financed by the French.

After the Vietnamese invaded and sent the Khmer Rouge scurrying into the jungle, the railway was used for freight and limited passenger service. (In the 1998 Rithy Panh film set in that period, One Evening After the War, the opening scene takes place on a train.)

But after Hanoi pulled out and the United Nations poured in a few years after, the line soon became a target for marauding Khmer Rouge militias and armed thieves who had been emboldened by the power vacuum.

During the early 1990s, the train was so regularly ambushed by these gun-wielding bandits that it prompted the Post to title an article Braving the S’ville express.

“[R]ail travel in Cambodia is not an occasion without peril,” warned the correspondent. Assaults occurred so often they became predictable.


Royal Railway CEO John Guiry on one of Cambodia’s refurbished trains. Athena Zelandonii

“The Phnom Penh to Sihanoukville train is usually ambushed at the same spot, near a coconut plantation about 10 km east of Kampot town,” noted another Post reporter in 1994.

Sometimes there was bloodshed. In July of that year, militants in Kampot ambushed one Phnom Penh-bound train, killing 13 Cambodians and taking three Western backpackers hostage. They were executed two months later.

But not all memories of the train are so grim. Nop Sambok, 80, is a retired repairman who worked at the Kampot railway station from 1959 to 1999 (with a gap during DK). Sambok remembers train travel in the ’60s as a crowded, jovial affair, with regular streams of vendors and travellers.

“I was really happy during that time, because I saw a lot of people using the train with smiles,” Sambok said. “Now it is totally different. I regret that we don’t use trains more,” he added.


A train in Phnom Penh. Athena Zelandonii

But those halcyon days Sambok remembers might not be gone forever. According to John Guiry, chief executive of Royal Railway, which operates the railroad here under a 30-year concession, demand for train travel is high. Passenger tickets for the newly resumed Phnom Penh-Sihanoukville line, he said, have been selling out a week in advance.

His firm plans on opening passenger service on the dilapidated northern line to Sisophon, Guiry said, but it will take some time to repair the tracks.

Until then, the “S’ville express” remains the sole option for the road- and plane-weary traveller (or prime minister). Fortunately, bravery is unneeded.




ប្រភព ៖ ភ្នំពេញ ប៉ុស្តិ៍ / ថ្ងៃច័ន្ទ ទី២៥ ខែមេសា ឆ្នំា២០១៦


រថភ្លើងដឹកអ្នកដំណើរកម្ពុជា ឈប់នៅចំណតក្នុងខេត្តកំពតកាលថ្ងៃមុនចូលឆ្នាំខ្មែរ ខែមេសានេះ។ រូបថត សរ ច័ន្ទដារ៉ា

ភ្នំពេញៈ សេវាអ្នកដំណើរតាមផ្លូវដែករវាងទីក្រុងភ្នំពេញ និងក្រុងព្រះសីហនុនឹងបន្តដំណើរការឡើងវិញនៅថ្ងៃទី ៣០ ខែមេសាទោះបីជាការកំណត់ពេលវេលាធ្វើដំណើរ ឬតម្លៃសំបុត្រមិនទាន់ត្រូវបានបញ្ចប់នៅឡើយក៏ដោយ។ លោក ទិត្យ សំអឿន ប្រធានគ្រប់គ្រងពាណិជ្ជកម្មរបស់ក្រុមហ៊ុន Royal Railway បានឲ្យដឹងពីម្សិលមិញ។

ការចាប់ផ្ដើមសេវាដឹកអ្នកដំណើរឡើងវិញលើខ្សែផ្លូវដែកចម្ងាយ ២៥៦ គីឡូម៉ែត្រចេញពីទីក្រុងភ្នំពេញទៅក្រុងព្រះសីហនុនេះកើតមានឡើង បន្ទាប់ពីប្រតិបត្តិការដោយជោគជ័យនៃដំណើរការសាកល្បងរយៈពេល ៩ ថ្ងៃចាប់ពីថ្ងៃទី ៩ ដល់ថ្ងៃទី ១៧ ខែមេសាដែលជាលើកដំបូងក្នុងពេល ១៤ ឆ្នាំសម្រាប់អ្នកដំណើរក្នុងការធ្វើដំណើរតាមខ្សែរថភ្លើងដែល កែលម្អឡើងវិញនេះ។

ទន្ទឹមនឹងនេះដែរលោកនាយករដ្ឋមន្ដ្រី ហ៊ុន សែន ក៏គ្រោងនឹងធ្វើដំណើរចេញពីទីក្រុងភ្នំពេញឆ្ពោះទៅកាន់ក្រុង ព្រះសីហនុតាមរថភ្លើងផងដែរនៅថ្ងៃទី ៣០ ខែមេសា។ នេះបើយោងទៅតាមការបង្ហោះនៅលើទំព័រហ្វេសប៊ុករបស់លោក ខៀវ កាញារីទ្ធ រដ្ឋមន្ដ្រីក្រសួងព័ត៌មាន៕ LA

Freight rail services gather pace

Source: The Phnom Penh Post / Thu, 21 April 2016 by


A worker walks past a Royal Railways freight shipment earlier this month. Hong Menea

Freight rail shipments have gained traction since commercial rail traffic resumed on the Kingdom’s sole operational railway line in 2013, but Royal Railway, the private company with a 30-year concession to operate the Kingdom’s railway network, is pressing for more growth as it seeks to triple the current volume of cargo.

“In 2013, we were hauling on average about 50 containers a month. Now we are averaging about 2,000 to 2,500 containers per month,” said John Guiry, CEO of Royal Railway.

He said the target is to haul 6,000 containers per month “to get full utilisation of the railway line,” adding that the railway had seen a marketable increase in transport, primarily for rice, garments, fertiliser and cars.

Currently, rail operations are limited to the “Southern Line” that connects the capital and the country’s principal seaport in Sihanoukville. On a busy week, over 650 containers make the 266-kilometre journey.

While freight usage has increased significantly, Guiry said Royal Railway is struggling to turn a profit, with cargo transport fees absorbed by the costs of regular maintenance, fuel and staff salaries. In a drive for efficiency, the company is considering double-stacking rail cars to increase their payload capacity.

“Currently, each 134-car train can haul a 60-tonne payload,” he said.

According to Guiry, one of the earliest companies to adopt rail transport for its supply chain logistics was Siam Cement Group.

The company ships Indonesian coal from Sihanoukville port to fire kilns at its cement plant in Touk Meas, Kampot province. From there, the bagged cement is hauled to the company’s warehouse in Phnom Penh’s Toul Kork district, he said.

Petroleum has also proven to be a growing commodity, and rail shipments are reducing distributors’ reliance on the more perilous road journey between Sihanoukville and Phnom Penh.

“We bring up about 1.7 million litres twice a week for Sokimex and 1.1 million litres about five times a week for Kampuchea Tela,” Guiry said.

While the railway has solidified a few niche markets, detractors claim gross inefficiency, the low level of scheduled service and costly add-ons have made rail a distant second option for commercial freight shipments.

According to Song Saran, CEO of Amru Rice, rail freight service only picked up in the first quarter of this year on the back of an 8.5-per cent surge in rice exports.

“There was more demand in the first quarter of this year for exports to the EU and China,” he said. “Trucking capabilities weren’t enough, so we had to resort to using the railway.”

“The main shipping cost is about $20 dollars higher than road,” Saran said, adding that this cost was relatively manageable at face value – about $100 per 20-foot container.

However, when the additional costs of delivering cargo to the rail terminal in Phnom Penh and unloading the rail cars in Sihanoukville are factored in, the total cost rises to $120 – about 50 per cent more than shipping by container truck.

Moreover, Saran added, getting cargo shipments to the rail terminals was not just costly, it was inconvenient, while the limited schedule of rail service increased the risk of delivery delays.

“Right now, there really isn’t a competitive trucking service that will take shipments just from the warehouse to the [Phnom Penh] terminal,” he said, adding that companies have to rely on their own trucking capabilities.

“The railway needs to build more terminals and they should have their own tracks to warehouses.”

Nevertheless, Noun Ratana, sales and marketing manager for RDL Logistics, said interest has seen a significant uptick primarily for hauling heavy materials like cement and fertiliser, and particularly when the availability of trucks is strapped.

“However, there are also disadvantages of using this railway, as it is time consuming,” he said. “In the case of urgent shipments, it causes delays for deliveries to our customers.”

Russian firm exploring potential rail deal

Source : The Phnom Penh Post / Tue, 29 March 2016 by 


Workers secure a cargo container filled with rice for export at Phnom Penh Royal Railway Station in Phnom Penh in 2013. Vireak Mai

A visiting representative of JSC Russian Railways, the state-run firm that manages rail infrastructure and operates passenger and freight services in Russia, met executives of Cambodia’s railway operator yesterday to discuss possible cooperation between the two companies.

John Guiry, CEO of Royal Railway, the Royal Group subsidiary that has a 30-year concession to operate rail services in Cambodia, said the two companies discussed the potential for developing the Kingdom’s rail network.

“Our railway is now processing, but it is a bit slow, so it is really important to have the Russians supporting us in order to expand the railway project,” he said.

Guiry said the visit comes as the government looks to improve logistics in Cambodia to make production costs more competitive with neighbouring Thailand and Vietnam.

Royal Group previously operated the railway network in a joint venture with Australian listed logistics firm Toll Group. Toll, however, offloaded its 55 per cent stake in the project in December 2014 citing lower-than-expected returns.

Guiry did not disclose whether the potential cooperation with JSC could involve a joint venture, but said further meetings would explore various scenarios.

JSC’s visit came as part of business matchmaking session organised by the Cambodian Chamber of Commerce (CCC), involving 16 Russian firms and 20 Cambodian companies. Other Russian firms present included technology firm Rostec, computer security specialist InfoTecs and energy holding company Inter Rao Group.

CCC chairman Kith Meng, who is also chairman of the Royal Group, urged the JSC representative to work together with Royal Railway on developing the railway network. He stressed the importance of improving rail services to benefit the Cambodian people and economy.

អាជ្ញាធរ​តម្រូវ​ឲ្យ​ពលរដ្ឋ​ជាង ៧០ គ្រួសារ​រើ​ផ្ទះ​ចេញ​ពី​ក្បែរ​ផ្លូវ​ដែក

ប្រភព៖ ភ្នំពេញប៉ុស្តិ៍,​ ដោយ៖ ឃុត សុភចរិយា,Wed, 2 September 2015

បន្ទាយមានជ័យៈ ប្រជាពលរដ្ឋ​ប្រមាណ​ជាង​ ៧០ ​គ្រួសារ​ដែល​រស់នៅ​តាម​បណ្ដោយ​ផ្លូវ​រថភ្លើង​ស្ថិត​ក្នុង​ភូមិ​ក្បាល​ស្ពាន​សង្កាត់​ព្រះពន្លា ក្រុង​សិរីសោភ័ណ ខេត្ត​បន្ទាយមានជ័យ​ត្រូវ​បាន​អាជ្ញាធរ​តម្រូវ​ឲ្យ​ធ្វើការ​រុះរើ​ផ្ទះ​ទៅកាន់​ទីតាំង​ថ្មី​ដើម្បី​សម្រួល​ដល់​គម្រោង​សា្ថបនា​ផ្លូវ​វាង​ក្រវាត់​ក្រុង និង​គម្រោង​ស្ថាបនា​ឡើង​វិញ​នូវ​ផ្លូវ​រថភ្លើង​នៅ​កម្ពុជា​ពី​ភ្នំពេញ​ទៅ​កាន់​អូរជ្រៅ​ក្រុង​ប៉ោយប៉ែត​ជាប់​ព្រំប្រទល់​ដែន​កម្ពុជា-ថៃ។

លោក អ៊ូ ម៉ៅ អាយុ​ ៤៧ ​ឆ្នាំ​ជា​ពលរដ្ឋ​ម្នាក់​ក្នុង​ចំណោម​នោះ​បាន​និយាយ​កាលពី​ម្សិលមិញ​ថា​អាជ្ញាធរ​ក្រុង​សិរីសោភ័ណ គ្រោង​តម្រូវ​ឲ្យ​ពួកគាត់​រុះរើ​ផ្ទះ​ទាំងអស់​គ្នា​នៅ​ចុង​ខែ​កញ្ញា​ខាង​មុខ​នេះ​ដើម្បី​រៀបចំ​ស្ថាបនា​ផ្លូវ​វាង​ក្រវាត់​ក្រុង​មួយ​ខ្សែ​ និង​ដើម្បី​សម្រួល​ដល់​ដំណើការ​អនុវត្ត​គម្រោង​ស្ដារ​ផ្លូវ​រថភ្លើង​ឡើង​វិញ​ពី​ភ្នំពេញ​ទៅ​អូជ្រៅ​ក្រុង​ប៉ោយប៉ែត។

លោក​ ម៉ៅ បាន​បន្ត​ថា​កាលពី​សប្ដាហ៍​មុន​អាជ្ញាធរ​បាន​បើក​កិច្ចប្រជុំ​មួយ​ដោយ​បាន​បញ្ជាក់​ពី​ទីតាំង​ថ្មី​ដែល​នឹង​ត្រូវ​ផ្លាស់ប្ដូរ​ពួកគាត់​ទៅកាន់​ទី​នោះ​ដែល​ទីតាំង​ថ្មី​មាន​ចម្ងាយ​ប្រមាណ​ជាង​ ៥០០ ​ម៉ែត្រ​ស្ថិត​នៅ​ភាគ​ខាង​លិច​ទីតាំង​ចាស់​ក្បែរ​ស្នងការ​ដ្ឋាន​នគរបាល​ខេត្ត​បន្ទាយមានជ័យ​ហើយ​បច្ចុប្បន្ន​នេះ​កំពុង​ចាក់​ដី​បំពេញ​នៅ​ឡើយ។

លោក​បាន​បញ្ជាក់​ថា៖ «ទោះ​យ៉ាង​ណា​ប្រជាពលរដ្ឋ​នៅក្នុង​សហគមន៍​របស់​ពួកគាត់​មិន​បាន​ជំទាស់​ចំពោះ​គម្រោង​អភិវឌ្ឍន៍​នោះ​ទេ​ប៉ុន្តែ​បាន​ស្នើ​សុំឲ្យ​អាជ្ញាធរ​ជួយ​ផ្ដល់​ជា​សោហ៊ុយ​បន្ថែម​ខ្លះ​ទៀត​សម្រាប់​ចំណាយ​លើ​ការ​រុះរើ​ និង​សាងសង់​ផ្ទះ​ឡើង​វិញ​នៅ​ទីតាំង​ថ្មី​ដែល​រដ្ឋាភិបាល​បាន​ផ្ដល់​ឲ្យ​នោះ​ដោយ​លើក​ហេតុផល​ថា​ដី​របស់​ពួកគាត់​បច្ចុប្បន្ន​មាន​ទំហំ​ធំ​ជាង​ជិត​ពីរ​ដង​បើ​ធៀប​ទៅ​នឹង​ដី​ដែល​ត្រូវ​បាន​ផ្ដល់​ឲ្យ​នៅក្នុង​ទីតាំង​ថ្មី​នោះ»។

បើ​តាម​លោក ម៉ៅ អាជ្ញាធរ​ក្រុង​សិរីសោភ័ណ​បាន​កំណត់​ផ្ដល់​ដី​ជូន​ពួកគាត់​នៅលើ​ទីតាំង​ថ្មី​នោះ​ក្នុង​មួយ​គ្រួសារ​តែ​ត្រឹម​ទំហំ​ដី​ ៤ ​ម៉ែត្រx ១៦ ​ម៉ែត្រ​ប៉ុណ្ណោះ។

ពាក់ព័ន្ធ​ទៅ​នឹង​បញ្ហា​នេះ​លោក អ៊ុំ រាត្រី អភិបាលរង​ខេត្ត​បន្ទាយមានជ័យ និង​ជា​អ្នក​នាំ​ពាក្យ​នៃ​សាលា​ខេត្ត​នេះ​បាន​ប្រាប់​ភ្នំពេញ​ប៉ុស្តិ៍​កាលពី​ម្សិលមិញ​ថា​តាម​គម្រោង​អាជ្ញាធរ​ចង់​ឲ្យ​មាន​ការ​រុះរើ​ទៅ​កាន់​ទីតាំង​ថ្មី​ឲ្យ​អស់​នៅ​ពាក់កណ្ដាល​ខែ​កញ្ញា​ ឬ​ដើម​ខែ​តុលា​ខាង​មុខ​នេះ​ប៉ុន្តែ​នៅពេល​នេះ​គឺជា​រដូវ​ភ្លៀង​ដូច្នេះ​ការ​រុះរើ​អាច​នឹង​​ពន្យារពេល។

លោក អ៊ុំ រាត្រី បាន​បញ្ជាក់​ថា៖ «​ទោះ​ជា​បែប​ណា​យើង​ចង់​ឲ្យ​ពួកគាត់​ដាក់​សំណើ​សុំ​សោហ៊ុយ​បន្ថែម​នោះ​មក​យើង​តាមរយៈ​អាជ្ញាធរ​ក្រុង​ហើយ​យើង​នឹង​ពិនិត្យ​មើល​បន្ថែម​ទៀត​ទៅ​តាម​លទ្ធភាព​ជាក់ស្ដែង»។

លោក​បាន​ប្រាប់​ឲ្យ​ដឹង​ទៀត​ថា​ប្រជាពលរដ្ឋ​ដែល​នឹង​ត្រូវ​ផ្លាស់ប្ដូរ​លំនៅ​ទៅ​កាន់​ទីតាំង​ថ្មី​នោះ​សរុប​ចំនួន​ ៧២ ​គ្រួសារ។ ពួកគាត់​បាន​រស់នៅ​លើ​ដី​ចំណី​ផ្លូវ​រថភ្លើង និង​នៅលើ​ទីតាំង​នៃ​គម្រោង​ស្ថាបនា​ផ្លូវ​វាង​ក្រវាត់​ក្រុង​ដែល​គម្រោង​នេះ​នឹង​ត្រូវ​ចាប់ផ្ដើម​ធ្វើ​នៅ​ដើម​ខែ​ក្រោយ៕

Railway families seek more cash from ADB

Source: Phnom Penh Post,By,Pech Sotheary,Tue, 23 June 2015

Some 50 people gathered in front of the Asian Development Bank (ADB) office yesterday to demand $8,000 per family in additional compensation for hardships suffered after being relocated from their homes in Phnom Penh to make way for a railway rehabilitation project in 2011.

Community representative Ros Bopha, 38, said yesterday that when the 148 families were moved to Por Sen Chey district’s Trapaing Krasaing commune, they were left far from the city centre and without jobs, sending the community into debt to pay for food and health care. The bank’s initial compensation package consisted of less than $1,000 and land plots measuring 105 square metres, and the new properties were soon being seized by debt collectors.

“Our economic situation is faced with suffering, and we demand ADB address our issues as promised,” Bopha said.

The bank, which co-founded the railroad revitalisation project with Australian firm Toll Holdings, has been criticised by watchdog organisations for not adhering to assurances that they would provide for the displaced community.

ADB official Januar Hakim, who accepted the petition, said he would consider the case and respond to the community within 20 days.

“I will bring the official letter to the bank director,” he said.

Bopha, meanwhile, said the community would protest again if they do not hear from the bank in the next three weeks.

“We [need] to settle the problems,” she said.

China train firm still eyeing rail potential

By:May Kunmakara, The Phnom Penh Post  January 30, 2015

The company behind Cambodia’s mysterious $9.6 billion railway is back in town, this time they are considering the feasibility of another railway project.

In January 2013, the China Railway Group Limited announced a $9.6 billion railway line to run from Preah Vihear province in the north to Koh Kong province in the south.

Shrouded in secrecy, construction of the 400-kilometre line is yet to begin.

President of the organisations subsidiary, China Railway International Group, Lu Bo met with the Minister of Commerce Sun Chanthol on Wednesday saying his firm wants to do a feasibility study on another railway in Cambodia, a post on the ministry’s Facebook page states.

Chanthol urged the company to submit a project proposal to the government. No further details were given, nor was the 2013 project mentioned.

The Commerce Ministry could not be reached yesterday.

Ly Borin, head of railroads at the Ministry of Public Works and Transport said he had not spoken to China railway on their recent visit and did not know the status of the north-south railway.

“As far as I know, the company doesn’t have enough money,” he said. “Right now, I don’t know what happened about the project.“


ថៃ-ជប៉ុន​ គ្រោង​សង់​ផ្លូវដែក​ភ្ជាប់​កម្ពុជា

ដោយ៖ The Bangkok Post, ភ្នំពេញប៉ុស្ដិ៍ុំ,  ថ្ងៃទី៣០ខែមករា ឆ្នាំ២០១៥

PP 008

អ្នកដំណើរ​កំពុង​ចុះ​ពី​រថភ្លើង​ផ្លូវ​លើ​នៅ​ទីក្រុង​បាងកក។ bloomberg

ក្រុងបាងកកៈ ប្រទេស​ថៃ និង​ជប៉ុន​បាន​យល់ព្រម​ជា​គោលការណ៍​ស្ដីពី​ការ​អភិវឌ្ឍ​រួម​លើ​បណ្ដាញ​ផ្លូវដែក​កម្រិត​ស្ដង់ដារ​មាន​ប្រវែង​១ ៤៣៥​គីឡូម៉ែត្រ​ដែល​តភ្ជាប់​ភូមិ​ជាប់​ព្រំប្រទល់​នៅ​ខេត្ត Kanchanaburi ប្រទេស​ថៃ​ជាមួយ​កម្ពុជា​។

កាលពី​ថ្ងៃ​អង្គារ​លោក​ឧបនាយករដ្ឋមន្ដ្រី Pridiyathorn Devakula បន្ទាប់ពី​ជំនួប​ជាមួយ​លោក Hiroto Izumi ទីប្រឹក្សា​ពិសេស​របស់​លោក​នាយករដ្ឋមន្ដ្រី ស៊ីនហ្សូ អាបេ បាន​ថ្លែង​ថា ទីក្រុង​តូក្យូ​មាន​បំណង​វិនិយោគ​ផ្លូវដែក​ក្នុង​ការ​តភ្ជាប់​គម្រោង Dawei នៅក្នុង​ប្រទេស​មីយ៉ាន់ម៉ា​មក​កម្ពុជា​កាត់​តាម​ក្រុង​ជាប់​ព្រំដែន Ban Phu Nam Ron នៅ​ខេត្ត Kanchanaburi ទីក្រុង​បាងកក ខេត្ត Chachoengsao និង​ស្រុក Aranyaprathet របស់​ខេត្ត​ស្រះកែវ​ប្រទេស​ថៃ​។

ផ្លូវ​នេះ​តភ្ជាប់​រវាង​ភាគ​ខាង​កើត និង​ភាគ​ខាង​លិច​ប្រទេស​ថៃ​ផ្សេង​ទៀត។

គណៈកម្មាធិការ​ការងារ​របស់​ថៃ និង​ជប៉ុន​នឹង​ត្រូវ​បាន​បង្កើត​ឡើង​ពេល​ក្រោយ​ដើម្បី​សិក្សា​ព័ត៌មាន​លម្អិត​ដូចជា ផ្លូវ ទំហំ និង​ប្រភេទ​នៃ​ការ​វិនិយោគ​។

នាយករដ្ឋមន្ដ្រី ប្រាយុធ ចានអូចា បាន​កំណត់​ពេល​ដើម្បី​ចុះហត្ថលេខា​លើ​អនុស្សរណៈ​នៃ​ការ​យោគយល់​ស្ដីពី​គម្រោង​ផ្លូវដែក​ក្នុង​អំឡុង​ដំណើរ​ទស្សនកិច្ច​ទៅកាន់​ប្រទេស​ជប៉ុន​របស់​លោក​នៅ​ថ្ងៃ​ទី​៨-៩​ខែ​កុម្ភៈ​។

ផ្លូវដែក​ចេញ​ពី​ប្រទេស​ថៃ​ទៅកាន់​ប្រទេស​មីយ៉ាន់ម៉ា​កាត់​តាម​ខេត្ត Kanchanaburi ធ្លាប់​បាន​សាកល្បង​ធ្វើ​ពី​មុន​មក ប៉ុន្តែ​គម្រោង​នេះ​ត្រូវ​បាន​ផ្អាក​ពី​ខែ​សីហា ឆ្នាំ​១៩៤៥​។

បច្ចុប្បន្ន Phu Nam Ron ល្បីឈ្មោះ​ថា ជា​ក្រុង​ឆ្លងកាត់​ព្រំដែន​សម្រាប់​ភ្ញៀវទេសចរ និង​អ្នក​រត់​ទិដ្ឋាការ​ពី​ប្រទេស​ថៃ​ដែល​កំពុង​ស្វែងរក​ដំណើរ​កម្សាន្ត​ប្រទេស​មីយ៉ាន់ម៉ា​ក្នុង​រយៈពេល​ខ្លី​។

លោក Pridiyathorn បាន​ថ្លែង​ថា​៖ «​ផ្លូវ​នេះ​នឹង​រត់​ក្នុង​ល្បឿន​លឿន​ជាង​ផ្លូវ​ទីក្រុង Nong Khai-ទីក្រុង​បាងកក- ក្រុង Map Ta Phut ដែល​នឹង​រត់​ក្នុង​ល្បឿន​ពី​ ១៦០​ ដល់​ ១៨០ ​គីឡូម៉ែត្រ​ក្នុង​មួយ​ម៉ោង ដោយសារ​តែ​ប្រទេស​ជប៉ុន​ចង់​អភិវឌ្ឍ​រថភ្លើង​មាន​ល្បឿន​លឿន​ពិតប្រាកដ​ជាមួយ​នឹង​ល្បឿន​ជាង ​២០០​ គីឡូម៉ែត្រ​ក្នុង​មួយ​ម៉ោង​»​។

ថ្មីៗ​នេះ លោក Prajin Juntong រដ្ឋមន្ដ្រី​ក្រសួង​ដឹកជញ្ជូន​បាន​ថ្លែង​បន្ទាប់ពី​កិច្ចប្រជុំ​មួយ​ស្ដីពី​គម្រោង​អភិវឌ្ឍន៍​ផ្លូវដែក ​ចិន-ថៃ ដែល​មន្ដ្រី​ថៃ និង​មន្ដ្រី​ចិន​មាន​គំនិត​ដូចជា​ទាក់ទង​នឹង​ការ​សាងសង់​ផ្លូវដែក​ប្រវែង​៨៧៣​គីឡូម៉ែត្រ ទីក្រុង Nong Khai- ទីក្រុង​បាងកក- ក្រុង Map Ta Phut-ទីក្រុង​បាងកក- ស្រុក Kaeng Khoi។

លោក Pridiyathorn បាន​ថ្លែង​ថា ប្រទេស​ជប៉ុន​បាន​ស្នើឲ្យ​មាន​ការវិនិយោគ​នៅក្នុង​គម្រោង Dawei ដែល​ជា​ការ​អភិវឌ្ឍ​រួម​រង់ចាំ​រយៈពេល​ជាយូរ​មក​ហើយ​រវាង​ប្រទេស​ថៃ និង​ប្រទេស​មីយ៉ាន់ម៉ា​។

Dawei ជា​ទីក្រុង​របស់​ប្រទេស​ មីយ៉ាន់ម៉ា ​ដែល​មាន​ចម្ងាយ ​៣៥០ ​គីឡូម៉ែត្រ នៅ​ភាគ​ខាង​លិច​ទីក្រុង​បាងកក នឹង​ក្លាយ​ជា​តំបន់​វិនិយោគ​គម្រោង​ធំៗ​ជាច្រើន និង​តំបន់​សេដ្ឋកិច្ច​ពិសេស​ (SEZ) ៕




ដោយ៖ ម៉ៃ គុណមករា, ភ្នំពេញប៉ុស្ដិ៍ុំ,  ថ្ងៃទី៣០ខែមករា ឆ្នាំ២០១៥

PP 006

ផ្លូវដែក​ម្ពុជា​ដែល​មាន​ស្រាប់ និង​ដែល​ត្រូវ​បាន​បោះបង់​ចោល​នា​ពេល​កន្លងមក​។ ផា លីណា

ភ្នំពេញៈ ក្រុមហ៊ុន​ដែល​បាន​ប្រកាស​សាងសង់​ផ្លូវដែក​មាន​តម្លៃ​ ៩,៦​ ពាន់​លាន​នៅ​កម្ពុជា​ កាលពី​ឆ្នាំ ​២០១៣ ​បាន​ត្រឡប់​មក​វិញ​ហើយ​នៅពេល​នេះ​ដោយ​បាន​ប្រកាស​ថា ពួកគេ «អាច» ​សម្លឹង​ទៅ​មើល​ការ​សាងសង់​គម្រោង​ផ្លូវដែក​ផ្សេង​ទៀត​ ប៉ុន្តែ​មិន​បាន​លើក​ឡើង​ពី​ការ​ចាប់ផ្ដើម​សាងសង់​ផ្លូវដែក ដែល​ខ្លួន​បាន​លើក​ឡើង​កាលពី​មុន​ឡើយ​។

កាលពី​ខែ​មករា ឆ្នាំ​២០១៣ ក្រុមហ៊ុន China Railway Group Limited បាន​ចុះហត្ថលេខា​លើ​អនុស្សរណៈ​នៃ​ការ​យោគយល់​គ្នា ​(MoU) ​ជាមួយ​ក្រុមហ៊ុន Cambodia Iron & Steel Mining Industry Group (​CISMIG)​ ដើម្បី​សាងសង់​ផ្លូវដែក​ថ្មី​មួយ​ខ្សែ​មាន​ស្ថានីយ​រង់ចាំ ​១១​ កន្លែង​ព្រមទាំង រោងចក្រ​ដែកថែប ​នៅក្នុង​ខេត្ត​ ព្រះវិហារ​ ដែល​ការវិនិយោគ​នេះ​មាន​តម្លៃ​ ៩,៦​ ពាន់​លាន​ដុល្លារ​អាមេរិក​។

យោងតាម​សេចក្ដី​ប្រកាស​ព័ត៌មាន​របស់​ក្រុមហ៊ុន​នៅពេល​នេះ​ផ្លូវដែក​នេះ​មាន​ប្រវែង​ ៤០៥​ គីឡូម៉ែត្រ​ចាប់ពី​តំបន់​រុករក​រ៉ែ​ខេត្ត​ព្រះ វិហារ ​កាត់​តាម​ខេត្ត​ភាគ​ខាង​ត្បូង​ដូចជា ខេត្ត​កំពង់​ធំ ខេត្ត​កំពង់ឆ្នាំង ខេត្ត​កំពង់ស្ពឺ​ហើយ​ចុងបញ្ចប់​ខេត្ត​កោះកុង​។ វា​នឹង​មិន​តភ្ជាប់​ជាមួយ​ខ្សែ​ផ្លូវដែក​ដែល​មាន​ស្រាប់​របស់​ក្រុមហ៊ុន Toll Royal Railways នោះ​ទេ​។

តាម​ផែនការ​នេះ ក្រុមហ៊ុន​ត្រូវ​ចាប់ផ្ដើម​ការ​សាងសង់​របស់​ខ្លួន​កាលពី​ឆ្នាំ​មុន ប៉ុន្តែ​លោក Li Changjin ប្រធាន​ក្រុមហ៊ុន China Railway បាន​ប្រាប់​កាសែត South China Morning Post កាលពី​ខែ​មេសា ថា ការងារ​លើ​ខ្សែ​ផ្លូវដែក​មាន​ប្រវែង​៤០០​គីឡូម៉ែត្រ​នេះ​ត្រូវ​បាន​ពន្យារពេល​ដោយសារ​តែ​បញ្ហា​ការ​ផ្ដល់​មូលនិធិ​។

យោងតាម​សេចក្ដី​ប្រកាស​ព័ត៌មាន​បាន​ពី​ក្រសួង​ពាណិជ្ជកម្ម លោក Lu Bo ប្រធាន​របស់​ក្រុមហ៊ុន China Railway International Group ជួប​ជាមួយ​លោក ស៊ុន ចាន់ថុល រដ្ឋមន្ដ្រី​ក្រសួង​ពាណិជ្ជកម្ម​កាលពី​ថ្ងៃ​ពុធ​ដើម្បី​ស្នើសុំ​ឲ្យ​រដ្ឋាភិបាល​ជួយ​គាំទ្រ និង​ស្វែងរក​ការសិក្សា​រក​លទ្ធភាព​ដើម្បី​សាងសង់​ផ្លូវដែក​នេះ​នៅ​ក្នុង​ប្រទេស​កម្ពុជា​ដោយ​ឈរ​លើ​គោលការណ៍ សាងសង់ ប្រតិបត្តិ ផ្ទេរ (B.O.T)​។ ប៉ុន្តែ​មិន​មាន​គម្រោង​ជាក់លាក់​ត្រូវ​បាន​លើក​ឡើង​នៅក្នុង​សេចក្ដី​ប្រកាស​ព័ត៌មាន​នេះ​ទេ​។

លោក ស៊ុន ចាន់ថុល បាន​ជំរុញ​ឲ្យ​ក្រុមហ៊ុន​នេះ​ដាក់​សំណើ​ទាក់ទង​នឹង​ផែនការ​គម្រោង​សាងសង់​នេះ​ឲ្យ​ក្រសួង​សាធារណការ និង​ដឹកជញ្ជូន និង ក្រុមប្រឹក្សា​អភិវឌ្ឍន៍​កម្ពុជា​ដើម្បី​សុំ​ការ​ពិនិត្យ​សម្រេច​។ លោក កែន រដ្ឋា អ្នក​នាំពាក្យ​មិន​អាច​ទាក់ទង​សុំ​ធ្វើ​អត្ថាធិប្បាយ​បាន​ទេ​កាលពី​ថ្ងៃ​ព្រហស្បតិ៍​។

លោក លី បូរិន ប្រធាន​ផ្លូវដែក​របស់​ក្រសួង​សាធារណការ និង​ដឹកជញ្ជូន​ថ្លែង​ថា​លោក​មិន​បាន​ជួប​ជាមួយ​ក្រុមហ៊ុន​នេះ​ទេ​។ លោក​បន្ត​ថា​៖ «ខ្ញុំ​ធ្លាប់​បាន​ចូលរួម​ប្រជុំ​ជាមួយ​ពួកគេ​ពី​មុន ប៉ុន្តែ​នៅពេល​នេះ​ខ្ញុំ​មិន​មាន​ព័ត៌មាន​ថ្មី​អំពី​ក្រុមហ៊ុន​នេះ​ទេ ហើយ​បន្ទាប់មក​ក្រុមហ៊ុន​នេះ​ស្ងប់ស្ងាត់​រហូត​។ តាម​ដែល​ខ្ញុំ​ដឹង​ថា ក្រុមហ៊ុន​នេះ​មិន​មាន​ប្រាក់​គ្រប់គ្រាន់​»។

លោក Zhang Chuan Li ប្រធាន CISMIG បាន​ប្រាប់​អ្នក​យក​សារព័ត៌មាន​នៅក្នុង​ពិធី​ចុះហត្ថលេខា​លើ MoU ថា ក្រុមហ៊ុន​បាន​ទទួល​ដីសម្បទាន​ពី​រដ្ឋាភិបា​ល ១ ៣០០​គីឡូម៉ែត្រការ៉េ ហើយ​១០​គីឡូម៉ែត្រ​ការ៉េ​នឹង​ត្រូវ​សាងសង់​រោងចក្រ​នៅ​ខេត្ត​ព្រះវិហារ​។

លោក Ngou Tieng Lung តំណាង​ក្រុមហ៊ុន​ចិន Union Development គ្រប់គ្រង​ដីសម្បទាន ៤៥ ០០០​ហិកតា នៅ​ខេត្ត​កោះកុង​ប្រាប់​ភ្នំពេញ​ប៉ុស្ដិ៍​កាលពី​ខែ​មេសា​ថា ក្រុមហ៊ុន​នេះ​នឹង​ពិបាក​ក្នុង​ការ​សាងសង់​ផ្លូវដែក​ឲ្យ​ផុត​ពី​ការ​ឆ្លងកាត់​ដី​របស់​ខ្លួន​ដែល​មាន​ទីលាន​វាយ​កូនគោល និង​រមណីយដ្ឋាន​ប្រណីត​៕