The Strategic Plan for Rural Roads is developing under SEACAP 6 "Cambodia Infrastructure Research (CIR)" which aims to provided a strategic review of the current status of rural transport infrastructure development in the country, and the areas where further support could be channelled by DFID and other international donors.

The purpose of the rural roads strategic plan is to set out the long-term direction and framework for rural road development and management in Cambodia, so that there is a consistent and unified approach to the planning, improvement and maintenance of rural roads. The contents of this document are designed to provide a secure basis on which MRD can strengthen its capability to plan, design, maintain and manage rural roads in a sustainable way; and the RGC and donors can determine appropriate and complementary funding and other support for the sub-sector.

Cambodia is a poor country with a per capita GNI of US$ 320, and poverty is pervasive. Approximately 90% of the Cambodian population (12 million) live in rural areas, and poverty reduction in the country will largely depend on the reduction of rural poverty and inequality.

There is overwhelming evidence that the provision of rural roads is a critical factor in reducing poverty in rural areas. Most rural roads in Cambodia (about five sixths) are in a poor condition, and rural households face a considerable transport burden. Rural road improvement will help to reduce this burden, and improve the socio-economic wellbeing of the rural population. Economic evaluations of rural road projects in Cambodia indicate high economic internal rates of return, and rural road investments can contribute to the achievement of a number of the Cambodia Millennium Development Goals.

The overall objective of this strategic plan is to contribute to:

Improve social and economic conditions of rural Cambodia, with an emphasis on improving the livelihoods of the rural poor and creating livelihood opportunities for women in rural areas, through the sustainable improvement and maintenance of rural roads.

Four categories of issues have been identified as critical to the achievement of this objective: policy and planning issues (which set the framework); funding issues (based on requirements and estimates of the resources likely to be available); cost-effective and sustainable delivery issues (addressing technical and practical issues in the development and maintenance of rural roads); and institutional strengthening and human resource development issues. Strategic options have been developed for resolving each of the various issues identified in these four categories. This is followed by an action plan for implementing the chosen options, which includes a time frame and the identification of the responsible parties, including areas where donor assistance is required.

The main targets in this strategic plan are to bring all the rural roads up to maintainable standards within 20 years in a phased manner. The specific targets for each category of road are 7, 10, 15 and 20 years for Tertiary (T), Sub-tertiary Type 1 (ST 1), Sub-tertiary Type 2 (ST 2), and Sub-tertiary Type 3 (ST 3) roads respectively.

The average per year development and maintenance costs over the next 10 years (2007-16), which are consistent with these targets, are estimated at a little over US$ 28 million in 2006 prices. This annual figure compares with an estimated expenditure on rural roads in 2005 of around US$ 20 million. The annual figure of US$ 28 million comprises about 55% for development and improvement, and 45% for maintenance. About 48% of the total amount would be required by MRD/PDRD for T and ST1 roads, and the Commune Councils would require the remaining 52% for ST2 and ST3 roads.

Estimates of available resources over the period from ongoing projects and programmes suggest that approximately half of the US$ 28 million required per year would be available. Therefore the additional amount that needs to be mobilised averages about US$ 14 million per year between 2007-16. The funding gap for Commune Councils is lower than the funding gap for MRD/PDRD: US$ 4.8 million against US$ 9.8 million respectively.

The seven most important issues addressed in this strategic plan are summarised below in order of priority, together with a summary of the proposed strategy for addressing the issue.

1.     Detailed and clear policy for rural roads supported by a detailed action plan for pursuing the policy:
MRD will develop a rural road policy based on the outcome of the Decentralisation and Deconcentration strategy implementation. However, an interim policy will be developed and approved immediately.

2.     Development of a comprehensive road Inventory supported by spatial data:
Since a road inventory is one of the fundamental requirements for any sensible road planning system, MRD will start immediately the development of a complete rural infrastructure inventory, including roads, building on experience recently gained from an ADB assisted project.

3.     Developing an appropriate planning system including an appropriate method for prioritising and targeting road investments to reduce rural poverty and to promote the social and economic development of rural Cambodia:
MRD will encourage capital investment in poorer provinces to maximise the investment impacts on the rural poor. A priority list of provinces has been developed to guide future capital investment. A road prioritisation methodology that takes into consideration the economic and social benefits of rural roads investment will be developed and made operational at different levels. Further, a simplified system for maintenance prioritisation will be developed.

4.     Clear and comprehensive guidelines to address technical and other issues that are related to rural road development and maintenance:
MRD will develop guidance on a number of issues linked to the technical, social and environmental aspects of rural road improvements including appropriate road surfacing, the use of appropriate technology for roadworks, rural roads and rural water transport complementarity, and  rural road standards.

5.     Development of a comprehensive maintenance system that supports asset preservation:
MRD will implement a simple basic maintenance management system on a priority basis, trialling the system in a number of provinces and then moving progressively towards a more sophisticated system.

6.     Provision of appropriate resources for development and maintenance:

More emphasis will be placed on maintaining and adding asset value to the rural road network. MRD will seek increased maintenance funding from the government, and increased donor support to supplement the RGC’s efforts.

7.     Setting up appropriate communication and coordination mechanisms within MRD and between MRD and main stakeholders:

MRD will seek to facilitate more effective communication and coordination within MRD, between MRD headquarters and its field offices, between MRD and CCs, between MRD and other ministries and between MRD and donors.