Dara Sakor Airport Economy & Aviation Investment

Dara Sakor International Airport is the most underrated asset inside this 360 km² zone. It is built and operating, the runway is 3,200 metres, the Phnom Penh–Dara Sakor route is in service, and the airport is technically able to take on further routes. Cargo, general aviation, airport logistics and airside industrial land are all open for cooperation. This page covers each track.

1. Current status: built, operating, capacity open

Dara Sakor International Airport is a civilian airport and has always been one . The runway is 3,200 metres; the airport class follows the civil aviation authority approval on file. The Phnom Penh–Dara Sakor route is in service, and runway length, apron and terminal conditions leave the airport technically able to take on additional routes.

At the Asian General Aviation Show in November 2025, Coastal Airport Investment Co., Ltd. exhibited with Dara Sakor International Airport as the sole airport exhibitor on the floor, alongside partners Neomi Seaplanes and the VET Flight School. That indicates where current investment attention sits: not only scheduled passenger service, but general aviation as well.

To be explicit: specific routes and schedules follow what airlines and the authorities publish at the time. This page makes no projection about future schedules.

2. Air cargo, cold chain and cross-border e-commerce

The group 2026 airport materials frame the airport economy as building a regional circulation and trade node, targeting logistics operators, cold-chain and agricultural producers, cross-border e-commerce, and manufacturing and trading enterprises. The stated direction is a regional distribution and warehousing base, an extended airport cargo service chain, and a route from field to cargo terminal to international market.

For shippers and logistics operators the combination here is airport plus deepwater port: the 10,000-ton port is built , so air and sea legs connect inside a single zone — uncommon among secondary gateways in Southeast Asia.

3. General aviation, flight training and emerging use cases

The airport already works substantively with a flight school and a seaplane operator, so the operational base for general aviation exists. Flight training, business aviation and seaplane sightseeing are all realistic discussions today.

Emerging use cases — drone testing and validation, aircraft modification and maintenance, aviation training campuses — are equally welcome to discuss. These are open investment directions rather than existing plans; land, airspace and operating conditions are settled case by case with the airport and the competent authorities.

4. Airside industrial land and park tariffs

The Coastal Industrial Park sits in Tianhai Zone with 894 planned hectares, of which Phase 1 covers 387 hectares. Industrial land is US$30/m² with a 5,000 m² minimum lot size . That is a flat unit price, not an entry-level teaser.

The park also publishes operating tariffs: industrial electricity at US$0.137/kWh, water at US$0.50/ton, wastewater at US$0.10/ton, and industrial land management fees at US$0.04/m²/month . These apply to the industrial park only and are not transferable to other areas of the zone.

5. Airport bonded logistics zone (planning position)

The airport bonded logistics zone appears in the Dara Sakor master plan and in successive investment materials, positioned around bonded operations anchored on the airport, with international trade, modern logistics and export processing as its three lead industries.

This is a planning position. Actual establishment, policy scope and tax arrangements depend on approval by the competent Cambodian authorities, and this page does not present it as operational. Companies with concrete bonded or customs requirements should raise them during discussions so the team can confirm the current policy status with the authorities.

6. Environmental and industry admission limits

Dara Sakor imposes hard limits on what may operate here, which works in favour of anyone building for the long term: heavy chemical industry is prohibited; average green coverage on built land is at least 50%; a 50-metre coastline setback is a no-build ecological line; and waterways and mangrove systems carry a 50-metre control strip .

In short, this zone does not intend to trade its coastline for output. For airport logistics, light manufacturing, cold chain and electronics assembly these limits are rarely an obstacle. For heavy polluting industry, this was never the right location.

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