NATIONAL INTELLIGENCE SURVEY 99; PHILIPPINES; TRANSPORTATION AND TELECOMMUNICATIONS

• Document Type: CREST
• Collection: NIS
• Document Number (FOIA) /ESDN (CREST): CIA-RDP01-00707R000200090006-0
• Release Decision: RIF
• Original Classification: U
• Document Page Count: 34
• Document Creation Date: October 25, 2016
• Sequence Number: 6
• Content Type: REPORTS

CONFIDENTIAL
4 99 /GS /TT
1
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4
Philippines
December 1973
NATIONAL INTELLIGENCE SURVEY
or CONFIDENTIAL
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'A AM IVA AN J MI -A AN JAL, 3 JAI A\�. I A l ^_1L AM
CONTENTS
This chapter supersedes the transportation and
t
A-
V
1
B. Strategic mobility
1
l
2
,N
5
4
L
8
t'
1
8
G. Ports
14
H. Merchant marine
9
17
S
K. Telecommunications
21
Glossary
22
t
s
4 1
ki
CONTENTS
This chapter supersedes the transportation and
telecommunication coverage in the General Survey
dated October 1568.
A. Appraisal of systems
1
B. Strategic mobility
1
C. Railroads
2
D. Highways
5
E. Inland waterways
8
F. Pipelines
8
G. Ports
9
H. Merchant marine
9
I. Ck it air
17
J. Airfields
19
K. Telecommunications
21
Glossary
22
C:ONFTDE-,MAr.

t.
FIGURES
Page
Page
Fig. 1
Rolling stock of the Philippine
Fig. 6
Manila harbor (photo)
10
National Railways (photo)
3
Fig. 7
Cebu port facilities and city (photo)
11
Fig. Z
Flood damage to railroad tracks
Fig. 8
Iloilo harbor and river (photo)
(photo)
3
Fig. 9
Subic Bay port facilities (photo)
12
Fig. 3
Earth road near Davao (photo)
6
Fig. 10
Major ports (table)
13
Fig. 4
Main north-south highway on Luzon
Fig. 11
Philippine Air Lines DC-8 (photo)
17
(photo
6
Fig. 12
Selected airfields (table)
20
Fig. 5
National highway route in interior
Fig. 13
Terra;2- and Transportation
of northern Luzon (photo)
7
Map) follows
22
t.

Transportation and
Telecommunications
A. Appraisal of systems (C)
The insular nature of the Philippines and the
location of its large population and commercial
centers on or near the coasts have resulted in the
development of.a transportation system that is largely
maritime. Manila L the center of the country's
oceangoing and interisland shipping industry and the
focal point of the telecommunication (telecom)
network. In addition, Manila is the hub of the railroad
and highway systems on Luzon (Figure 13, the Terrain
and Transportatio'a Map at the end of the chapter).
Only the morn important islands have modern
transportation media. Railroads operate on two
islands, Luzon and Panay, and good roads are found
on about a dozen of the large islands. Highways
provide the most important meads of overland
transport; they generally extend along the coasts of the
islands and are joined at ports by roads from Inland
centers. Most rural areas are served only by earth roads
which are impassable during the rainy season. A large
amount of freight is moved by highway transport;
principal commodities moved arc textiles, machincrv,
petroleum products, lumber, and agricultural
products. The railroads carry both freight and
passengers and, altho ,gh in critical condition, are of
economic importance, especially in transporting sugar
and sugarcane. The inland waterway systems are
sparse and generally are significant for tr,:.asporting
agricultural products in areas not served by rail or
highwaiv. Petrolelim pipelines are of minor impor-
tance; three pipelines on Luzon, totaling 158 miles in
length, are of local significance for the transport of
fuel oils and gasoline.
Philippine -flag merchant ships transport all of the
country's interisland shipping trade, about 15% of the
nation's exports, and 109 of the seaborne imports.
Because of the isolation of the economic centers of the
various islands, internal air transportation is r,iost
significant. All of the major cities are served by civil
air. In addition, a Philippine carrier provides service to
13 foreign cities, and 17 foreign airlines from 16
countries provide scheduled services to the Philippines.
Telecom facilities are concentrated on the larger
islands, particularly Lu an. Manila is linked to most
world centers by high frequency international radio
circuits, supplemented by a communications satellite
ground station providing circuits to 14 countries via
Gic Pacific Ocean and Indian Ocean satellites, and
submarine cable connections are made with the
United States and the Far East. Despite substantial
improvement in interisland and international
communications, the distribution of reliable domestic
facilities is highly uneven and tiie system is !asking in
density and vari&v. However, projects are underway
to increase effectiveness of the system.
Most of the transportation systems and telecom
facilities arc owned or controlled bN various
government agencies. The most important develop-
ment planned or underway is the Trans Philippine
Highway �also called the Philippine-Jcpan Friend-
ship Highway because of Japanese financial aid �a
route that is to extend from the northern coast of
Luzon to the southwestern part of Mindanao. The
project, totaling 871 miles of road, is expected to be
completed in 1976.
B. Strategic mobility (C)
Railroads in the Philippines are inadequate and
their capability to support military operations is
minimal. Railroad locomotives and rolling stock are
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obsolete and much of the track structure is in serious
condition. As of the end of 1972 most of the line north
of Manila was out of operation because of flood
damage. In sustained military operations, movement
and supply of forces would be serious!v hampered by
poor road surfaces, numerous bottlenecks, and a rainy
season which annually floods the roads and inflicts
severe damage. However, the ports, merchant marine,
and airfields would provide valuable supplements to
the land network.
Three of the 11 major ports are naval bases and
most others would be able to provide berthing, repair,
and logistic support for naval ships. The countrv's
interisland economy has promoted development of
many excellent ports throughout the archipelago,
providing easy access to most coastal areas of the
country. Logistic support inland, however, would be
limited by the lack of an extensive inland waterway
network. Total military cargo capacity for individual
ports is tabulated in figure 10.
Of the oceangoing merchant fleet, at least 161 ships
of 1,049,599 d.w.t. have military support potential.
The 99 dry cargo ships have an extensive potential for
short -haul (tit) to 48 hours steaming) nearseas
operations. These ships have a military lift and supply
transport potential of 544,663 cargo deadweight tons;
their self loading and unloading capability is
enhanced by five units having heavy -lift booms (40
tons or more), 16 having large hatches (more than 50
feet in length), and five with both heavy -lift booms
and large hatches. With expansion of the normal
passenger capacity of 5,603, the nine passenger, seven
combination passenger cargo, and one ombination
passenger refrigerator ship would have a considerable
potential for longer haul (more than 48 hours
steaming) troop transport. The 30 tankers, including
the naval tanker sometimes used commercially, with
an estimated capacity of about 2 million barrels (U.S.)
of petroleum and related products, could provide a
considerable military support capability. The
Philippines Overseas Shipping Act of 19F5 empowers
the government to take possession of all ships of
Philippine registry for use in military support
operations; however, rnany of these ships may not be
readily available in time of national emergency.
All civil aviation resources are tinder the control of
the military. In the event of a national emergency, the
military ct-mmand could suspend all or part of the
civil air services to enhance military airlift and
reconnaissance capability. Of the 273 usable airfields,
eight are military, three are joint military /civil, and
262 are under civil control.
2
The telecom system is inadequate for military
purposes. However, U.S. projects, particularly those
designed to ensure communications during disaster or
civil insurrection, will increase communications
effectiveness. The military operates its own systems,
including radio -relay facilities and high frequency
radio systems.
C. Railroads (C)
Railroads in the Philippine Islands consist of two
government -owned common- carrier systems, the
Philippine National Railways (PNR) and the
Phiiippine Railway Company (Philrayco). Manage-
ment, control, and operation of the PNR %were taken
over by the Secretary, Department of National
Defense, pursuant to the declaration of martial law in
September 1972. Philrayco is government owned
through the Development Bank of the Philippines.
The two systems have a total of 727 route miles of
3'6" -gage track. This trackage is restricted to two
islands, Luzon, the largest of the Philippines, and
Panay, the sixth I. Best; none of the trackage is
electrified. In addition there are 19 industrial lines of
four different gages totaling 1,450 miles; most are
short lines, usually of very narrow gage.
PN.Z, formerly the Manila Railroad Company
(MRR), operates only on Luzon. Route length is 654
miles, all single track except 8.5 miles of double track
on the outskirts of Manila, from which trunk lines
extend northward to San Fernando and southeastward
to the port of Legazpi. Before World War I1 the
Manila Railroad Company was the country's most
important mode of transportation. The war hit MRR
hard, and it has not recovered. The system lost 75% of
its rolling stock and much of its track. The railroad is
useful for transporting sugar and sugarcane but lacks
both treight and passenger capacity (Figure 1). It is
inadequate for the limited area served and its
capability to support military operations is minimal.
The PNR is more important for passenger traffic (65%
of operating revenue) than for freight, whereas
Philrayco is more important for freight (60% of
revenues).
On Panay, Philrayco has a 72 -mile single -track line
between the coastal cities of Roxas and Iloilo. It is in
better shape than PNR but has undergone little
change in the last 20 years. A Philrayco line on CcJtl
has been inoperable since World War 11.
The PNR is in critical condition. It is burdened with
obsolete locomotives and rolling stock, deterio.ated
track, and unskilled manpower. The company has
been unable to generate the necessary revenue to
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11
rehabilitate the inadequate equipment, perform
proper maintenance, or renovate track, structures, and
the obsolete communications system. The poor state of
the track is one of the most urgent problems. Ir has
kept trans to almost walking pace in some places, and
has led to several derailments. On the line south of
Manila trains average 22 miles per hour. The flood in
1972 washed out five bridges and damaged two
others; the line north of Manila was operable only as
far as Malolos at mile 21. On the remainder of the
165 -mile northern line, eight long sections of track
were under water and mud, and service had not vet
been restored by the end of 1972 (Figure 2); current
information on the progress of rehabilitation is not
available. Damage to the railroad was estimated at
USS2 million. Even before the flood, at least 66% of
the PNR track needed ballast and 550,000 ties needed
to be replaced. More than 186 miles of PNR track had
been laid with 75- pound pc� -vard rails, but these hai e
suffered serious damage i,ecause the ballast and
railbed were designed to support 45- pound per -yard
rails. In the system's major yards, rolling stock and
locomotives have been left to deteriorate, mainly
because of a shortage of spare parts. In recent years
schedules have not been met. PNR management has
not known f;om day to day what locomotives,
coaches, or freight stock would be available. Another
problem is the unabated pilferage of copper wire from
communications and power lines. Pilferage has
re'.iched such alarming proportions that the company
can no longer replace the copper wire as fast as it is
stolen.
Despite 20 years of financial and physical neglect of
the PNR, projects for major extensions have riot been
abandoned. One x1ension of a branch line, the 16-
mile section between Capan and Cabanatuan, was
completed in 1969. Some work was done in thv 1960's
on the 205 -mile extension running northward from
San Jose through the Cagayan Valley to Tuguegarao,
and on the 42 -mile Soi, n extension branching off
the main line near ;,egazpi. however, financial
difficulties have caused indefinite postponement of
further construction. Government officials are
presently considering a "turnkey" concept to
implement construction. Under this concept,
completion of a railroad extension would be handled
and financed by private interests. After completion of
the line the government would reimburse construction
costs. Completion of these new extensions will be
accomplished in short sections.
After years of problems a new start has been made
toward modernizing the PNR. Rehabilitatiw of the
moribund system has been made possible t: r a
FIGURE 2. 'Damage done by the July 1972 flood to the
Philippine National Railways main line tracks, north of
Manila (U/OU)
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FIGURE 1. Rolling stock of the Philippine National Rail-
ways in the yard at Naga (C)

government act passed in August 1971. The main
features of the act are a 4 -year rehabilitation program
at an estimated cost equivalent to US$31 million, and
provisions for a total outlay of as much as $72 million
to stabilize the financial structure and liquidate
outstanding debts.
The first step in the rehabilitation program was the
acquisition of 17 new diesel railcars through Japanese
reparations; these were put into service on the Manila
Legazpi route in July 1972. The program calls for the
acquisition of 27 passenger coaches, 200 freight cars,
nine locomotives, five refrigerator cars, and five guard
vans. The plan also calls for rebuilding 35 locomotives,
76 passenger coaches, and 232 freight cars. With the
completion of the program the number of regular
trains can be increased from only 24 in 1972 to 60 in
1975. Ballasting operations have been going on since
February 1972. About 560,000 cubic yards of ballast
will be needed during the next two years. Other
allocations provide US$1 million for spare parts for
rolling stock, $690 thousand for 37 track -miles of 75-
pound rails, $25 thousand for training and inspection,
and $100 thousand to replace communication and
signalling equipment, most of which dates back to
1945. The government act covered only moderniza-
tion of the PNR's existing line and could not take up
the old project to extend the line clown through the
fertile Cagayan Valley.
Philrayco, which uses some old equipment, has
succeeded in keeping its facilities in good condition. If
financial negotiations now underway with the
government are successful Philrayco is projected to
receive US$13 million for development, expansion,
and new rolling stock. The program 1_roposes a 39 -mile
extension of the line from Cuartero to Kalibo and
acquisition of rolling stock and locomotives, for its
operation, to include 15 motor trains, 3 locomotives,
120 cane cars, 10 boxcars, and 3 tank cars; rolling
stock and locomotives for the existing line, to include 3
diesel locomotives, 100 cane cars, 30 boxcars, and 17
molasses tank cars; replacement of 60 -pound rails with
65 -pound rails, and replacement of ties on 20 miles of
track; and improvement of passenger service by
acquisition of 6 diesel railcars and 12 trailer cars.
Completion of the work could take up to 5 years.
Both PNR and Philrayco use flat- bottom rails spiked
directly to the ties except on curves, where tie plates
are used. All rail is imported, mainly from the United
States and Japan. Weight of rail is 65 and 75 pounds
per yard on the PNR, and 60 and 65 pounds on
Philrayco; rail lengths are 30 and 33 feet. Wooden ties
of native hardwood are used, and ballast is crushed
stone, gravel, or volcanic ash. Axle loads of 15 short
r.
4
tons are permitted. Grades are generally light.
However, there is a maximum grade of 2.651. on Luzon
between Camalig and Dar :uga on which helper
locomotives are used for heavy trains, and on Panay
there is a maximum grade of 1.5 between Dumarao
and Summit.
The 628 bridges 12 feet or longer on the two systems
total 62,850 feet in length. About l0io are temporary
timber structures. Most of the principal bridges are of
steel -truss or plate- girder construction. The longest
PNR bridge, 0.5 mile south of Bauang, is 1,896 feet
long; the longest on Philrayco, 0.6 mile northwest of
Dao, is 1,265 feet long. There are no tunnels or train
ferries.
On single -track lines train movements are controlled
by staff systems; communications are by station -to-
station telegraph or telephone. Manually operated
semaphore signals are used on the 8.5 miles of double
track line in the Manila terminal area.
Virtually all diesel oil for locomotives is import(
principally from the United States, Iran, or Indonesia.
The water supply is ample, and treatment is not
required.
The PNR has had an unfavorable operating ratio
showing an average annual loss of US$1 million since
1963. Income in FY70 was $6,224,600 and
expenditures were $6,829,310; 472,000 short tons of
freight and 6 million passengers were carried; and 52
million ton miles and 493 million passenger miles wr::.
logged. Principal commodities carried are sugarcane,
lumber, cement, flour, and sugar. Philrayco has been
operating consistently at a modest profit. Earnings in
1972 increased substantially, mainly as a res of
lower spending on materials and supplies. Each Month
the system cairies 260,000 passengers, 12,000 tans of
sugarcane, 12,000 tons of sugar, and 480 tens of
molasses.
The equipment inventory of the PNR consists of one
steam locomotive, 73 diesel- electric ',ocoul-tives, 3
diesel- hydraulic locomotives, 87 diesel railcars, 178
passenger coaches, 64 baggage, mail, and caboose
cars, 1,729 freight cars, and 86 service cars. The
equipment inventory of Philrayco consists of 6 diesel
electric locomotives, 15 passenger cars, 241 freight
cars, 6 miscellaneous service rail vehicles, I rail
motorcars, and 1 railcar trailers. All PNiI< repairs are
handled in C:aloocan, where a new train repair shop
was installed in 1972; Philrayco repairs arc: made at La
Paz, on Panay.
During FY70 the PNII had 7,619 employees and
Philrayco had about 600. The first in- service training
for locomotive engineers starter] recently undo joint
program between the PNR and Indian Railways. Ten
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technicians were sent to India for special training and
s others were sent to J apan for t^ mink with Japan
J p'
National Railways. A seihool was also started with 14
trainees to receive instntction in the operation of
locomotives, trouble- shooting, and maintenance.
D. Highways (C)
(11,670 miles), and city (4,228 mile). Must of the
network is in poor condition, and surface Nvidths vary
considerably. On the main highways Nvidths generally
range from 10 to 30 feet; most are about 20 feet
(Figure 4). On other roads the surface widths range
from 8 to 16 feet. Bituminolts surfaces range in
thickness from 1 to 10 inches; concrete is generally 9
inches. Road bases are usually of stone or gravel and
are from 3 to 10 inches thick. Shoulders are of gravel,
sand, or earth and are from l to 12 feet wide.
Primary route alignments are good in the flat areas
but winding alignments with steep grades and sharp
curves are common in the mountainous areas of
northern Luzon and central and southern Mindanao.
The highway net .work has 11,866 bridges with a
total length of 155.66 miles. Of these, 6,608 are timber
structures, many of which are temporary and in need
of repair or replacement; 3,288 are ^...tcrete or
masonry; and the remaining 1.970 are steel, including
1,572 of the Bailey type. Most of the shorter
permanent bridges are of concrete -slab or concrete
beam construction Steel is used primarily for long
span bridges, chiefly those that carry heavy urban
traffic. Widths are generally narrow (one lane);
vertical clearances range from 8.5 to 20 feet, but most
are less than 15 feet. 1 addition, there are about 170
ferries and fords; on the main routes ferries can
transport trucks and buses.
The Bureau of Public Ilighways (61`11) is
responsible for the maintenance of the 12,469 miles of
national roads and for new construction and
improvements, whether by contract or by force
account; preparation of plap., and estimates of costs;
letting of contracts; ar.a supervision over the
c improvement, maintenance, and repair
of provincial and municipal roads. When first
organized in 19,54, the bureau had only 6 specialized
divisions and 6 field engineering divisions with at
districts (1 for each province) and 27 cities to
administer. By the time of the declaration of martial
law in September 1972. the BPI1 had increased its
organizational units to 16 centr office divisions, 10
field engineering divisions, 112 districts, and 60
cities� despite the fact that road mileage had not
increased proportionately. At this tittle, it was
reorganized and placed under t'tc control of the new
Department of Public Works, "Transportation, and
Communications. As a result of combining related
functions, the BPIi was reduced to 7 divisions, now
has 11 regional offices in geographic areas established
in common to all government departments and
agencies, and has district offices only in places as may
be necessary to undertake actual field operations.
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The Philippine Islands have an extensive road
netvorl, but most of the roads and bridges are in poor
i
repair and can handle safely and efficiently only a
fraction of the fast growing pa.senger and freight
traffic. Less than 20% of the total road network and
r
375i of the national highways (primary routes) ,ire
paved. However, the highways are by far the most
important made of land transport as the develo, ment
of railroads has been limited owing to the mulh,;licity
3
of islands.
The highwa network totals 45,690 mil ^s, of which
2,084 miles are concrete, 2,324 miles bituminous,
4,478 miles bituminous- surface treatment, 23,770
miles gavel or crushed stone, and 13,034 miles earth
i
roads.
The road network out t :::.on is the most highly
developed. The greatest concentration on Luzon is in
the vicinity of Manila. Ilowever, the city does not
t
have adequate long- distance connections to the
f
northern and southern parts of the island. Nearly all
the islands of the Visayan group are circumscribed 5y
first -class roads, but routes into the interior are not
well developed. On Mindanao, the second largest
island with vast untapped agro- industrial potential,
the highway network is sparse and in poor condition.
As a result, farm production is restrained by high cost
of transport to the markets, and new industries are
similarly affected.
The n,ua networks are unevenly d ;stributed; mast of
the surfaced roads are located iri or near ities. The
rural areas are served by earth roads whose condition
hampers agricultural development of these areas
beyond a subsistence level (Figure 3). Most arc
impassable during the rainy season, and even in good
weather are motorable only by vehicles with four
wheel drive. The gravel /macadam roads are also in
poor condition. Unless they are of high quality
construction and graded regularly, they cannot he
classed as all- season roads. The overall road density is
0.39 mile of road per square. mile. By comparison, the
highv density of neighboring countries is as follows:
i.
Japar, 4.5:1; Taiwan, 0.75:1; Malaysia, 0.106:1;
Y:
Indonesia, 77.7)7$:1; South Vietnam, 0.19:1.
I
Administratively, the roads are classified as national
(12,469 miles), provincial (17,323 miles), municipal
(11,670 miles), and city (4,228 mile). Must of the
network is in poor condition, and surface Nvidths vary
considerably. On the main highways Nvidths generally
range from 10 to 30 feet; most are about 20 feet
(Figure 4). On other roads the surface widths range
from 8 to 16 feet. Bituminolts surfaces range in
thickness from 1 to 10 inches; concrete is generally 9
inches. Road bases are usually of stone or gravel and
are from 3 to 10 inches thick. Shoulders are of gravel,
sand, or earth and are from l to 12 feet wide.
Primary route alignments are good in the flat areas
but winding alignments with steep grades and sharp
curves are common in the mountainous areas of
northern Luzon and central and southern Mindanao.
The highway net .work has 11,866 bridges with a
total length of 155.66 miles. Of these, 6,608 are timber
structures, many of which are temporary and in need
of repair or replacement; 3,288 are ^...tcrete or
masonry; and the remaining 1.970 are steel, including
1,572 of the Bailey type. Most of the shorter
permanent bridges are of concrete -slab or concrete
beam construction Steel is used primarily for long
span bridges, chiefly those that carry heavy urban
traffic. Widths are generally narrow (one lane);
vertical clearances range from 8.5 to 20 feet, but most
are less than 15 feet. 1 addition, there are about 170
ferries and fords; on the main routes ferries can
transport trucks and buses.
The Bureau of Public Ilighways (61`11) is
responsible for the maintenance of the 12,469 miles of
national roads and for new construction and
improvements, whether by contract or by force
account; preparation of plap., and estimates of costs;
letting of contracts; ar.a supervision over the
c improvement, maintenance, and repair
of provincial and municipal roads. When first
organized in 19,54, the bureau had only 6 specialized
divisions and 6 field engineering divisions with at
districts (1 for each province) and 27 cities to
administer. By the time of the declaration of martial
law in September 1972. the BPI1 had increased its
organizational units to 16 centr office divisions, 10
field engineering divisions, 112 districts, and 60
cities� despite the fact that road mileage had not
increased proportionately. At this tittle, it was
reorganized and placed under t'tc control of the new
Department of Public Works, "Transportation, and
Communications. As a result of combining related
functions, the BPIi was reduced to 7 divisions, now
has 11 regional offices in geographic areas established
in common to all government departments and
agencies, and has district offices only in places as may
be necessary to undertake actual field operations.
5
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FIGURE 3. Eo.th road in the cotmiry-
slde near Davao (U /Olt)
FIGURE 4. Main north south highway
on Luzon, 30 tulles north of Manila.
The surface is'concrete. (U /OU)
Construction atilt maintenance problems have
resulied from ,purr administrative practices and
ciivarsion of highWuY funds to other purposes, as ��ell
its certain geographic factors. Co!�sequently, about
60% of ptovInclaI roads and bridges ;rivc dctcriorated
and continue to be neglected. Physical problems are
encountered in the mature of the topography and the
effects of climate. Roads in the lowlands become
inundalcd because of monsoon rains and poor
drainage. Many pavement surfaces become cracked or
broken; gravel and earth roads, rutted or corrugated.
Also, parts of Elie nchyork in the mlotrnlaimous sections
of the major islands have frequent landslides and
waShnuts during tote rainy season (Figure 51,
Road construction materials such as content, gravel,
and timber are available locally, but steel bridging
materials are imported fruin the United Stars and
Japan, Fifteen cif ?ment plants in geographically
dispersed locations produced 2 tons in 1971.
Additional Plants to meet projected annual demands
:Ire 11Citlg Planned.
The Equipment Division of RPff fns cYUntrol of ali
construction cquiPnaent. 7'he 1970 -71 equipment list
containt(I 12,669 units, including �191 motor graders,
B
uaclers, �F1S rollers. 3tG bulldnxc�rs, I pilcdriva�n.
7 asphalt I)lants, 10 asphall finishers, 16 concrete
batching plants. 27 rock crushers. and 1,768 trucks.
Most of the equipment has heat imported from the
United Stales and Japan, and all is less than five years
old or has less than 10.W) floors of servicr-
The Pllilippi w Transport Sunny of 1969 provides a
muster plan for primary highwa trmklities as part of
Lite integrated transport systcml for the country. l'he
highway program in the government's current plan
(1970 -74) is based primarily oil the recommended
master plan.
The Planned li1r}get5 include tine development and
improv of 6,200 miles of primary and Secondary
roads and construction of permanent bridges totaling
59,000 feel. Specifically naentinned tit the program as
priority roads are: 11 iutpottant segments of Ilue Trai
Philippine Ifigh%yuy; 2) highways around ur�t-
ropolitan Manila and in the soulltwes:ern I'vzon
region; 3) Portions of highways in midu�csterit Lttzon.
Along or approaching tilt Neslem coasdlna a 4)
major trunk roads connceting the urban centers and
traversing rich aagricnitural lands in Mindanao. !xbta,
Panay, and Negros islands. For the financing of these
V
k
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IJ
FIGURE 5. National highway route
in the interior of northern Luzon,
with one -lane earth and gravel
surface. The area is subject to
landslides. (U/OU)
i
investments, the plan calls for greater mobilization of
domestic ;esources and envisages a considerable
amount of foreign aid, including loaas from the Asian
Development Bank (ADB), the International Bank for
Reconstruction and Development (IBRD), and Japan.
The most important project underway is the Trans
Philippine Highway which was started in 1970 and
will serve practically all of Luzon, Mindanao, and the
Visayan Islands. Progress so far has been satisfactory,
with completion expected in 1976. Construction is in
progress on the road section between Legazpi and
Sorsogon and on seven major bridges. New contracts
were to have been awarded in 1972 for 168 miles of
road and 32 bridges. Eventually a total of 87.1 miles of
road, 22 feet in width, will be constructed with
concrete or bituminous surface. The largest bridge in
this project, the 2,740- foot -long San Juanico bridge
between Leyte and Samar, was opened in July 1973.
Another large bridge under construction is a 16 -span
structure 2,821 feet long over the Mactan Channel
between Cebu and Mactan Island.
Bids were taken in late 1971 for construction of the
Cotabato Buayan road, financed by a loan from the
ADB. Construction is expected to be completed in
1974. The project consists of 133 miles of concrete
surface 22 feet wide. Also to be completed by mid
1974 is the construction of a 100 -mile all- season road
from Cotabato to Digos, the only east -west overland
link in central Mindanao.
Other projects are in the planning stage. The Roxas
Boulevard, a 6 -lane road on the waterfront of Manila,
would be extended southward eight miles to the
coastal city of Cavite. The last 4 miles would be four
lanes. In February 1972 the World Bank commis-
sioned an engineering firm to prepare a feasibility
studv for a concrete surfaced road from Iligan to
Butuan. This is a coastal road in northern Mindanao
connecting two of the principal commercial centers,
Iligan and Cagayan de Oro, with the Trans- Philippine
Highway at Butuan.
Another program sponsored by IBRD involves
improvement of the highway around the eastern half
of Laguna Bay from Antipolo to Calamba. The
estimated cost is equivalent to US$8.3 million, with
$3.5 million provided by the World Bank. Completion
is programed for 1977. A contract for engineering
design of the 93 miles of highway and 39 bridges was
awarded in August 1972.
Highway traffic is impeded by the same physical
s
factors that affect construction and maintenance and
also by the lack of adequate road markers. Heavv
rainfall causes severe floods which damage roads,
bridges, and culverts and wash away loose surface'
materials. During the dry season the motorist
encounters potholes and crevices caused during the
r,
rainy season, and dust which severely limits visibility.
Loose stones from the earth and gravel surfaces are
further loosened and thrown about. Vehicle drivers
add to the problem as they pass in clouds of dust; in
turn, the drivers ahead increase speed, resulting in a
reckless contest on winding roads with blind curves
and one -lane bridges �in many places on sidehill
E
locations overlooking canyons. I-teavy traffic,
overloading, and various forms of traffic violations,
often hinder the free movement of vehicles.
Road transport operations are by private carriers.
Traffic rules, including regulation of maximum
weights and dimensions of vehicles, vehicle
n
registration, and driver licensii. are the responsibility
n�
of the Land Transportation Division within the
v
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Department of Public Works, Transportation, and
Communications. Commercial vehicles, buses,
jeepneys, and taxis are operated by a number of small
independent operators. Each is licensed to operate a
1111mber of units along specific routes, on scheduled
trips, and at authorized rates for passengers and
cargoes. The regulation of rates applies to only 105 of
the cargo truck fleet, as the major part of road haulage
is do by industrial and commercial firms operating
privately.
There are about 260 buslines, 60 trucking
companies, and 1.00 taxicab companies. La Mallorca
Pambusco operates the biggest transport network on
Luzon. Other major carriers are the giant Pangasinan
Transportation Company (Pantranco), which was
recently sold for the equivalent of US$4.3 million, and
Victory Lines, Inc., which has 400 buses in regular
service between Manila and the provinces of Zambales
and Nueva Ecija. The highway transportation
industry employs about 180,000 people. Service is
generally below the standards required for safe and
efficient operations. Principal goods moved by
highway transport are textiles, machinery, petroleum
products, lumber, and agricultural products.
In 1971 about 480,000 motor vehicles were
registered in the Philippines- 300,000 passenger cars
and 180,000 trucks and buses. All vehicles for true
private sector market are imported unassembled for
local assembly by Filipino assembly plants and the
U.S. Chrysler and Ford companies. Only about 25% of
the parts are manufactured locally. Auxiliary
industries produce tires, batteries, upholstery
materials, paints, glues, and glass. In 1970 the industry
produced 7,375 cars and 8,824 commercial vehicles,
for a total of 16,199 units. Transport equipment ranks
second among the principal imports of the country. All
the major American makes, as well as many well
known British, West German, and J apanese cars, are
represented.
In order to complete a shift from auto assembly to
actual manufacturing with maximum local resources,
the government is advancing a progressive automobile
manufacturing program. Under this program five
major foreign car manufacturers were approved to
build manufacturing plants. The five selected are
General Motors- Yutivo- Francisco, Chrysler Philip-
pines, Delta Motor Corporation, DMG, and Ford
Philippines. Initial production will be about 16,000
vehicles per year, for which each of the selected
manufacturers will be alloted equal quotas. The
unsuccessful firms, Renault and Universal Motors who
had assembly operations in the Philippines, will be
re quired to phase out their current operations within
the next year.
E. Inland waterways (C)
Inland waterways play a minor role in Philippine
transportation, but they are important in some areas
where land transportation is difficult. More than 150
rivers and streams that have some degree of
navigability provide over 2,000 miles of navigable
waterways, and 39 of the principal rivers account for
more than 50% of the mileage. Several rivers in the
Manila area bear a considerable volume of traffic.
Significant inland waterways are located on Luzon,
Samar, and Mindanao. On Luzon, the Pasig, serving
the Manila area, can be ascended 1 mile by small
ships and 18 miles by vessels drawing 5 and 6 feet. The
Pampanga is navigable for 25 miles by launches and
45 miles by small native craft. The Agno is navigable
by launches in its lower section, and small craft can
ascend 60 miles. Small seagoing vessels can use the
Cagayan for 13 miles, and smaller craft can use the
stream for 150 miles. The Bi:!ol can be navigated for
25 miles by vessels drawing 9 feet and for 30 miles by
small craft. On Samar, the Catubig is navigable for 20
miles by small craft. On Mindanao, the Mindanao is
navigable by small steamers for 40 miles and by craft
drawing up to 3.5 feet for 70 miles. The Agusan is
navigable by craft of 6 -foot draft for 20 miles and by
small craft for 160 miles.
Inland waterway traffic consists mainly of small
craft, motorboats, and small steamers transporting
agricultural products from the interior to downstream
commercial centers and to the coast. Small craft are
ordinarily propelled by sail or by poling, but outboard
motors are being used increasingly.
Principal obstacles are shifting sandbars at river
mouths, restricted channels during low -water periods,
floods, floating debris, and in the upper sections, rock
outcrops and rapids. Fixed bridges spanning
waterways in the Manila area are the chief restrictions
to through movement, particularly during high -water
periods when underbridge vertical clearances are
considerably reduced.
Control of inland waterways and ports is vested in
the Bureau of Public Works of the Department of
Public Works, Transportation, and Communications,
but little actual control is exercised and little
maintenance is undertaken by the bureau. Principal
maintenance efforts consist of dredging the Pasig
River, channel clearing, and re;noving floating debris
from waterways by proN incial or municipal
governments.
F. Pipelines (C)
Pipelines are of minor importance in the
distribution of petroleum and natural gas; the primary
vYCrrM1,r..
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means of transportation av� coastal tankers, barges,
tank trucks, and railroad tank cars.
Three refined products pipeline:; on Luzon, totaling
158 miles in length, are of local significance. The
longest is a 60 -mile, 14- inch diameter line extending
from the Shell refinery at Tabangao and the Caltex
refinery at Bauan to the terminal in the Pandacan
section of Manila. Its capacity is rated at over 2,000
barrels per hour, and it is reportedly used to transport
JP- jP -4, mogas, kerosene, and diesel fuels.
A 16 -inch pipeline connects the Caltex refinery at
Bauan to the Manila electric power plant at
Muntinglupa, From here the line converts to 10 -inch-
diameter pipe and continues to the Pandacan terminal
in Manila. The 55- n -long pipeline has a capacity of
2,000 barrels per day and supplies fuel to the power
plant and bunker fuel to Pandacan.
A 43- mile -long pipeline connects Subic Bay Naval
Base and Clark Air Base. It is a 10- inch diameter line
with a capacity of over 1,000 barrels per day, used to
transport aviation fuels.
G. Ports (C)
The country is dependent almost entirely upon
shipping and seaports for interisland and i- '2rnational
transportation and commerce. The nation is an
archipelago of about 7,100 islands with a total area of
about 116,000 square miles, and only 462 have an area
of I square mile or over. Eleven of the islands (Luzon,
Mindanao, Samar, Negros, Palawan, Panay,
Mindoro, Leyte, Cebu, Bohol, and Masbate) have
areas exceeding 1,000 square miles. The islands'
maritime economy is adequately served by 1I major
and about 100 minor ports. Five of the major ports are
on Luzon, the other six major ports and the 100 minor
ports are scattered throughout the islands.
The ports treated in this study were selected on the
basis of the relative importance' of each port in the
national economy, the overall condition and
development of the port and its facilities, the volume
of cargo and shipping moving through the port, the
dongside berthing accommodations, the estimated
military unloading capacity, cleamnee facilities, and
the proximity of th port to industrial areas and
population centers.
Manila, the principal port (Figure 6), provides the
best harbor faciliti %!s in the archipelago; it is the center
of oceangoing and interisland shipping as well as the
focal point of the rail and road systems of Luzon. The
ports of Cebu (Figure 7), Davao, Iloilo (Figure 8),
Pulupandan, San Fernando, Tacloban, and Zam-
boanga have relatively small cargo handling
capacities, and their terminal facilities are limited.
Some have no deepwater berthing facilities but 111
have natu harbors. Three ports, Cavite, Sam;.2y
Point, and Subic Bay (Figure 9), are almost exclusively
naval. The minor ports, with few exeeptio:'s, have
meager facilities and small cargo handling capacities.
Governmental control of the administration and
operation of major and many of the minor (excluding
naval bases) ports is exercised through the Bureau of
Customs, Manila. Some of the minor ports are
administered by customs collectors at the separate
ports under the Deputy Commissioner, and others are
administered and operated by local municipal
councils. Reports indicate that the Bureau of Customs
is too heavily preoccupied with the collection of
revenue to properly manage and maintain the ports;
consequently, the condition of most ports is steadilh
deterio-ating. During the past decade, port
development and the acquisition of new equipment,
although continuing, has been, with the exception of
development at Manila and Cebu, extremely slow.
Ship- and cargo handling operations are sometimes
adversely affected by sea swell from weather
conditions related to monsoons so that some
unprotected ports and anchorage areas may become
untenable at certain times of the year. Typhoons are
the most hazardous climatic phetromen oil in the area,
and some 45 harbors are specifically designated as safe
typhoon anchorages where vessels may ride out the
severest of storms. These harbors and directions for
entering them are described in the U.S. Navy
Oceanographic Office Sailing Direction,
In addition to the major and minor ports, the
Philippines has about 500 small harbors or landings
with few if any berthing facilities and extremely
limited capabilities. These insignificant terminals
serve small villages, local fishing activities, and as
outlets for sparsely inhabited agricultural areas.
Details of the 11 major ports are tabulated in Figure
10.
H. Merchant marim (C)
Merchant shipping is of vital importance to the
economic development of the country. Heavy reliance
is placed on shipping for essential consumer and
ital goods imports, and for carrying export
c(irn modi ties. Philippine -flag merchant ships transport
all of the domestic (interisland) trade; however, in
1970 only 10 of the nation's international seaborne
imports and 15% of the exports were carried by
Philippine -flag ships. Currently about $270 million is
9
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us i. Wit�_. .A4:e S u..a. `.........i i. _r. _.eaeau..4uti!
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,.I-
I
spent annually in freight payments to foreign shipping The ships of the fleet are generally old, small, and
lines for the carriage of its international trade.
slow. The 99 dry -cargo ships constitute about 54% of
In October 1972, the merchant
fleet consisted of 170
the fleet's d.w.t. and total tanker tonnage amounts to
ships of 1,000 gross register
tons
(g.r.t.)
and over
24% of the fleet's d.w.t. In terms of' d.Nv.t., 32 So of the
totaling 834,931 g.r.t. or 1,202,539 deadweight
tons
fleet (74 ships) is 20 years old or older; 39% (62 ships)
(d.w.t.) as follows:
is 10 to 19 years old; and 29% (34 ships) is less than 10
years old. Of the total fleet (170 ships), 137 ships
TYPE
Dry cargo
No.
99
G.R.T.
473,220
(,48,4
PA8 4 08
representing; 50% of the d.w.t. are less than 1.0,000
Tanker
29
177,839
294,504
d.wv.t.; 30 ships (35% of the d.w.t.) are between 10,000
Bulk cargo
8
86,834
146,803
and 24,999 d.w.t.; and three ships (1 of the d.w.t.)
Tin jer carrier
6
23,713
37,724
range between 29,000 and 96,200 d.w.t. The largest
Rctrigerator
26,278
28,358
ship is a 96,191 -d. w. I. tanker. A total of 112 ships have
Combination passenger -cargo
7
17,787
21,826
service speeds of less than 1 kr, its, 43 have speeds of
Passenger
9
17,898
11,867
Combination tanker -ore carrier
1
4,010
5,737
14 through 17 knots, and 15 (12 dry cargo, one
Naval tanker'
1
3,102
4,200
passenger, one refrigerator, one combination
Combination passenger- refrig-
passenger cargo) have spe eds of 18 through 21 knot:.
erator
1
4,250
3,112
A total of 161 ships are diesel powered, seven have oil
Total
170
834,931
1,202,539
fired boilers, and two have. coal fired boilers.
Fleet ownership is dividers among 45 government
'Sometimes used commercially,
and private domestic beneficial owners (entities which
i
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FIGURE 6. The quay which will form the southwest side of
new 600 -acre international harbor at Manila (C)

I
.r.
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e
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lk
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take the profit or loss from operations). The four
largest owner,, 11'1(1] control more than 457D of (lie total
fleet cl�w.t., are as follows; United Philippine l.ituss.
file. (eight ships, 181,378 d.w.t.); Luzon Stevedoring
Corporation (LSCO) (23 ships, 11,212 d,w.l.);
Comtiania M(tritirna (1.9 ships, 137,514 d.w.t.); mitt
the Philippine Government (seven ships, 96,871
d.w.Q. Of Ilse relimilling �11 beneficial Owners who
control I I 1 ships, abold half Operate only rule Ship.
Twelve private beneficial owners of Ihilippine -flag
Ships also own at total of 53 ships of Lt100 g.r.t. and
over, aggregathig 380,153 d,w.1., under foreign flag,
Including 35 ships of 253.7.18 d.w,t. registered in
Liberia and IS of 126,705d.u registered in Panama.
III addition, two Philippine nationals own a 128,66.
tl.v.1, I.,tiker registered ill Liberia and two dry- cargo
ships total ing9,33`1d.w.l. underPanmmanian registry.
There are no known foreign owucrship interests in
the Ne BY I:iw, otitional -flag ships must he 754,
Filipino owned and crnnp ;elcly Filipino Controlled.
The majority of the merchant, aitipS em140yC41 in
itlernational (rode operate in scheduled (liner) service
and a lesser mmther participate in rrorltichcditled
(tramp) operations. Philippine shipping ctlr,tpartits
12
maintain shipping servie" between 4Ite Philipphies
and tite United States, Catlada, and cottnlries in South
America, Wcslertt Europe, and the Far Fast.
Principal exports carried by the flee( am me nntt
produels and sugar; C= ports of forestry prodtscts are
mostly carried by foreign ships. Principal imports
carrier( by the fleet are machinery, transportation
egtlipirlent, textiles, fondgrains, dairy products, and
petroleum proolucts.
I'hilippinc shipping Cvunpaoics arc nu:nlbcrs of the
following shipping conferences: Philippine- bit iit
American Date Agreement; Philippine -Asian Con-
ference; Plilippine- Ausirdian -New 7xaland Con
fervilm Philippine- L�'uropeau C.onferencv; and the
Philippine -North American Conference.
With over 7,000 islands ill the Philippine
archipelago, domestic shipping is esscnli:ll to tloe
tlalim's ectmonly. !u addilion to the merchant ships
of I,0M g,r.t. and over operating it) the domestic
(hide, 4llem were in 1971 at least 2W rller'ham ships
ringing from IM to 999 g.r.t, totaling ;ihou( 102.8M
&w.t- xhicll operalml pritnarily in dolncstic traffic.
There were also over 2.0110 small slips ranging from 20
10 93 g. r. t. rued a nulober of World 11'ar I converted
a
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FIGURE 9. P -irt facilities of Subic Bay, The U.S. Naval Air
Station, Cubt Point, is In the background. (C)

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naval auxiliaries, such as landing craft and
minesweepers, engaged in providing feeder services to
outlying areas in the archipelago.
Extensive domestic shipping services connect Cebu,
the island's principal trading center, with all the
important island ports. These services are hampered
by unprofitable government- regulated freight and
passenger tariffs, poor port facilities, inefficient
loading and unloading methods, and cutthroat
competition in obtaining cargoes. Many of the ships
are obsolescent and uneconomical to operate; poorly
trained crews and inadequate navigational equipment
have resulted in low safet standards, overcrowding,
t and erratic sailing schedules.
The government supports a viable and progressive
f;ect development program. To increase tine nation's
fleet capacity for the carriage of its own foreign trade,
the Philippines Overseas Shipping Act of 1955
g provided government- financed, low interest loans to
national shipowners for the acquisition of new
mvr snips he used exclusively in international
trade. Further impetus to fleet devc:apment was given
by the Philippines -Japan War Reparations Agreement
of 1955 and the Philippines -West Germany Capital
Aid Agreement A 1964, which provided finane ng for
I the construction in Japan and West Germany of a
large number of ships for the merchant fleet. Of the
total new ships acquired in 1960 and 1961, 21 ships of
238,000 d.w.t. were built in Japanese shipyards.
Between 1962 and 1966, there was an annual net
increase of 15 ships totaling about 100,000 d.w.i.
Additional fleet expansion continued during the
j period 1967 -70 when the fleet increased from 123 ships
of 918,700 d.w.t. to 168 ships of 1,258,300 d.w.t.;
:annuwI net increases averaged about 10 ships totaling
8.1,90: d.w.t. during this period. During 197i and
1972 seven ships of 30,000 d.w.t. were added to she
j fleet. In late 1972 the government allocated fin.d:,
equivalent to US$120 million and authorized the
government- controlled Nation:.; Development
Company (NDC) to acquire from foreign sources a
number of new and used ships .vii.. an average
'onnage of 10,000 d.w.t.; thc::e ships, to be employed
in international trade, will he available `or purchase
by private Philippine shipowners on a low interest,
long -term repayment plan.
Numerous plans have been proposed f large scale
expansion nand modernization of the domestic trade
fleet. Througl. the Philippines Coastwise Act of 1956,
funds appropriated over a 5 -ye,.r period were to have
been provided for loans to Philippine shipowners on
ships built in the government -owned Bataan National
Shipyard at Mariveles; howevr results of this
16
i
program were :ainimal. Subsequently, the Philippines
West Germany Capital Aid Agreement of 1964
provided for a West German loan equivalent to US$10
million for the construction of seven ships totaling
29,000 d.w.t. in West German shipyards; these ships
were delivered in 1963. Provisions were then made in
the Four Year Economic Program (FY67 -70) for the
construction of about 30 ships by domestic shipyards,
but because of insufficient government funds no
progress was made. In December 1972 the government
announced a 10 -year domestic shipbuilding program
for the construction of 16 ships for the domestic trade.
This program includes a fund of about US$50 million
to be provided by the Development Bank of the
Philippines (DBP) for the extension of long -term loans
to Philippine shipowners.
As of November 1972 four ships tok:;irng 71,400
d.w.t. for Philippine registry were on order for delivery
between 1973 and 1975. Included are two 28,500
d.w.t. bulk carriers to be built in Japanese shipyards,
one semicontainer ship of 12,800 d.w.t. to be built in it
West German shipyard, and one 1,6004%v.t.
combination passenger -cargo ship to be constructed in
a domestic yard.
Of the 64 newly acquired ships in the fleet, only two
of 1,300 and 1,500 d.w.t were built in domestic yards.
The Philippines' reliance on foreign shipyards for new
ship requirements involves a substar.;ial expenditure
of foreign exchange. The only domestic shipyard with
a capability of constructi.ig ships of 1,000 g.. t. and
over is the government -owned Bataan National
Shipyard which can build ships up to 3,000 g.r.t. A
new shipyard on Cebu, being built in collaboration
with Japanese interests, will have a shipbuilding
capability for the construction of 5,000 g.r.t. ships and
repair facilities for ships up to 15,000 g.r.t.
In 1971 tic fishing fleet consisted of about 2,500
small craft totaling about 7t`,800 g.r.t. and included
about 2,000 small motorized units. Although most of
tU fishing fleet operates in Philippine waters, there
are 33 oceangoing trawlers ranging between 100 and
3,999 g.r.t. totaling 7,390 g.r.t.
Merchant marine matters are administered by the
Department of Commerce and industry. Covernment
maritime policy as formulated in the Overseas
Shipping Act of 1955 has been predicated on a
fourfold goal: i To encourage and assist Philippine
flag shipping engaged in international trade; 2) to
foster the development and maintenance of such a
merchant fleet; 3) to provide financial aid in long
range shipbuilding -md ship acquisition programs;
and 4) to create a climate conducive to private capital
investment in international shipping. In domestic
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trade, government policy requires the carriage of
interisland cargo by Philippine -flag ships.
Although no direct operating subsidies are provided
national shipowners, the government indirectly
subsidized the shipping industry. Ships acquired under
the Overseas Shipping Act and War Reparations
Agreement are government owned; however, they
have been chartered to private shipping companies
with a commitment to purchase tinder extremely
liberal terms. Shipowners are allowed a 10 -year tax
exemption on income derived from ships engaged in
international trade. The Investment Incentives Act of
1967 permits Philippine exporters to deduct from their
taxable income double the amount of freight charges
for exports carried on ships of Philippine registry. In
late 1972 a Cargo Reservation Act was promulgated
which decreed that: 1) Philippine -flag ships would be
given preference in the carriage of imports; 2) all
imports would be made on an f.o.b. basis with all
freight payments made in pesos; �tnd 3) foreign
shipping agents may remit the pesos earned through
the Central Bank of the Philippines to shipowners
abroad. Government loans are extended to national
shipowners on new ships constructed in foreign
shipyards for international trade. These loans cover
505 to 80% of the cost of the ships and are payable
over a 10 -year period; the required 20% downpayment
in foreign exchange is raised by the shipowner. During
the current 10 -year domestic shipbuilding program,
the DBP will finance up to 80% of the cost of new
ships being constructed at the Bataan National
Shipyard through long -term loans at low interest rates.
There are sufficient numbers of trained officers and
seamen to man both domestic- and foreign -flag ships.
Because of their affinity for the sea and skill in
seamanship, Filipinos are sought for employment
aboard foreign -flag ships. Compared with European
standards, Philippine seafaring wages and other
compensation are low; however, certain fringe benefits
complement the modest wage schedule.
A Philippine merchant marine academy at Manila
offers officer candidates a 4 -year course consisting of 3
years of classroom work and a year of practical
training aboard a U.S. Liberty -type training ship;
graduates received Bachelor of Science degrees in
marine transportation with majors in navigation and
seamanship or in steam engine and electrical
engineering. Merchant marine schools at Manila,
Iloilo, and Cebu provide 2 -year courses for deck and
engineering officers; graduates serve 2 years aboard
ship as apprentices prior to taking licensing
examinations. Philippine� maritime academies
graduate more than 700 candidates a year.
I. Civil air (C)
Civil aviation enjoys a significant position in the
transportation system due to the isolation of the more
than 7,000 islands that make tip the Republic of the
Philippines.
There are three scheduled air carriers in the
Philippines, which include Philippine Air Lines, inc.
(PAL), Filipinas Orient Airways, Inc. (FOA), and Air
Manila, Inc. (AMI). PAL is the ,lag carrier and the
oldest and largest domestic airline in the country. In
operation since 1946, it has flown more than 20
million revenue passengers on both its international
and domestic routes. On its international routes, PAL's
M(- .Donnell Douglas DC -8 jetliners (Figure 11) fly to
San Francisco, Honolulu, Sydney, Melbourne, Hong
17
A
FIGURE 11. A Philippine Airlines DC -8 jetliner used on international routes [U/0U)

n is i�u s I w&lff.c
Bureau of Transportation, abolished the Civil
Aeronautics Board, and merged the Civil Aeronautics
Administration and the Land Transportation
Commission into the Department of Public Works,
Transportation, and Communications. Under this new
arrangement civil aviation matters will be regulated
by an Air Transportation Division that is subordinate
to the Bureau of Transportation. This Air Transporta-
tion Division is responsible for undertaking traffic and
economic studies for the development of a national
airport and airways system; estimating present and
future requirement: for airport and air navigation
facilities; administering air safety programs for
airmen, aircraft, and airlines operations, including
supervision of aviat"cn schools; licensing of airmen,
aircraft, and air routes; and administering the
operation of air traffic control and communications
facilities.
It has been reported that the government wants to
merge the present three airlines into one national
airline in the near future. The Secretary of Defense is
considering a plan whereby both AMI and FOA
would be merged into the existing structure of PAL.
PAL would be the surviving airline, with the national
government retaining 51 of the stock. Essentially,
civil aviation Nvould revert to the pre -1961
arrangement. Some of the reasons given for this merger
center on the fact that revenue from airline operations
has fallen sharply since the imposition of martial law
with its travel restrictions. Government authorities
indicate that they believe it economically impractical
for three small airlines to compete with I i different
varieties of equipment in a country as small as the.
Philippines. Authorities also indicate that all foreign
management personnel will be phased out of
Philippine Airlines positions within the next 3 years.
in addition to the major air operators there are
about 12 smaller air companies that perform a host of
varied missions, such as air charter, taxi, crop dusting
and spraying, and other miscellaneous air services.
Pacific Airways Corporation operates 18 light aircraft
w hich fly domestic air transport missions from Manila
to the southern islands. Most of these small air
companies fly only light aircraft, but one DC -3
aircraft is owned by Universal Air Services, Inc., and
another DC-3 by the Faravion Company. Private
owners possess 10 more DC -3 aircraft, and one DC -3 is
flown by the Department of Public Works.
Transportation, and Communications.
The country has no central civil aviation training
facility. The three scheduled carriers apparently train
their own maintenance personnel. PAL also trains its
administrative personnel and pilots, as well as pilots
APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200090006 -0
Kong, Tokyo, Taipei, Singapore, Bangkok, Karachi,
Rome, Frankfurt, and Amsterdam. On its domestic
routes, PAL operates BAC Series 500 111 jets and
Hawker Siddeley 748 jetprops to more than 30 cities
and towns from Manila. Routes range in distance from
27 to 602 miles. Its fleet and services make PAL one of
the largest carriers in Southeast Asia. The airline has
I
been a privately controlled corporation since 1965, but
for 16 years before that the government had controlled
the airline. It still holds 25% of the stock in the
company. The PAL airfleet consists of 32 transports as
follows: five DC -8, 13 HS -7-,+ three BAC -111, 12
F -27, and 12 DC -3 Lircraft. The airline employs 4,620
people, 188 of whom are pilots. Since 1970, the
fortunes of PAL hLve been on the decline because of
the floating rate of the peso, the inequitable regulation
of domestic corrpetion, the introduction of more
foreign airline service into Manila, and a disastrous
strike by PAL's pilots. After 20 consecutive years of
profit, PAL suffered a loss of 28 million pesos in 1970
and was forced to cut its costs and cancel unprofitable
domestic routes, and to stop or defer orders for new
aircraft.
Its competitors, FOA and AMI, were temporarily
enjoying a much better fate. In 1971 FOA registered a
51.8% increase in gross revenue as compared to its
income in 1970, retaining a firm second place among
the three domestic commercial airlines in passenger
load and gross revenue for the year. During the same
year PAL carried nearly a million passengers, as
compared to 577,897 carried by FOA, and 311,314
carried by AMI. Since 1964, FOA has operated an
extensive network of scheduled passenger services as
well as charter flights throughout the country. Their
fleet consists of two Boeing 707, four YS -11, three
Nord 262, one DC 613, and seven DC -3 aircraft;
employees number about 600.
AMI serves 18 c�itics and municipalities in the
southern Philippines. Airline administrators claim that
they have gained a 15% share of all passenger traffic in
1971 which is up sharply from a mere 8% in 1970.
AMI has an airflect which includes two Lockheed
Electras, two Handley Page Dart Heralds, nine
t.
Fairchild F -27s and eight DC -3 aircraft. The airline
employs 689 people, 59 of whom are pilots.
All civil aviation activities were drasticaliv affected
b President Marcos' declaration of martial law in
1972. In a follow -up letter of instruction President
Marcos directed his Secretary of Defense to take over
the management of all three airlines and to seize all
j
privately owned aircraft for the duration of the
1;
national emergency. Sweeping government organiza-
E�`.
tivnal reforms were also initiated which formed a new
18
Bureau of Transportation, abolished the Civil
Aeronautics Board, and merged the Civil Aeronautics
Administration and the Land Transportation
Commission into the Department of Public Works,
Transportation, and Communications. Under this new
arrangement civil aviation matters will be regulated
by an Air Transportation Division that is subordinate
to the Bureau of Transportation. This Air Transporta-
tion Division is responsible for undertaking traffic and
economic studies for the development of a national
airport and airways system; estimating present and
future requirement: for airport and air navigation
facilities; administering air safety programs for
airmen, aircraft, and airlines operations, including
supervision of aviat"cn schools; licensing of airmen,
aircraft, and air routes; and administering the
operation of air traffic control and communications
facilities.
It has been reported that the government wants to
merge the present three airlines into one national
airline in the near future. The Secretary of Defense is
considering a plan whereby both AMI and FOA
would be merged into the existing structure of PAL.
PAL would be the surviving airline, with the national
government retaining 51 of the stock. Essentially,
civil aviation Nvould revert to the pre -1961
arrangement. Some of the reasons given for this merger
center on the fact that revenue from airline operations
has fallen sharply since the imposition of martial law
with its travel restrictions. Government authorities
indicate that they believe it economically impractical
for three small airlines to compete with I i different
varieties of equipment in a country as small as the.
Philippines. Authorities also indicate that all foreign
management personnel will be phased out of
Philippine Airlines positions within the next 3 years.
in addition to the major air operators there are
about 12 smaller air companies that perform a host of
varied missions, such as air charter, taxi, crop dusting
and spraying, and other miscellaneous air services.
Pacific Airways Corporation operates 18 light aircraft
w hich fly domestic air transport missions from Manila
to the southern islands. Most of these small air
companies fly only light aircraft, but one DC -3
aircraft is owned by Universal Air Services, Inc., and
another DC-3 by the Faravion Company. Private
owners possess 10 more DC -3 aircraft, and one DC -3 is
flown by the Department of Public Works.
Transportation, and Communications.
The country has no central civil aviation training
facility. The three scheduled carriers apparently train
their own maintenance personnel. PAL also trains its
administrative personnel and pilots, as well as pilots
APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200090006 -0

190 lives. Both Air Manila and PAL lost major
transport aircraft in accidents during 1972. Human
error certainly_ is one or the reasons for this deplorable
record, but the inadequacy of the country's air
facilities is probably the single most crucial factor.
There are only a very limited number of navigational
and landing aids, and runways at most fields are not
hard surfaced and few have lights.
J. Airfields (C)
The air facilities system consists of 273 usable
airfields, six seaplane stations, and 113 airfield sites.
Eight airfields are military, three are joint
military /civil, and 262 are civil or private.
The five principal military airfields (U.S. and
Philippine) and the largest international airport are
located in the area of central Luzon within 60 miles of
Manila. The remaining airfields are fairly evenly
distributed throughout the country and provide air
service to all the larger islands. Because of the
predominantly mountainous nature of the terrain
inland, most of the airfields are located in the coastal
regions. Details of 15 selected airfields are tabulated in
Figure 12.
Manila International is the primary airport of entry.
The 11,000 -foot paved runway is used daily by DC -8
and Boeing 717 aircraft. Clark Air Base is a U.S.
military airfield with a 10,500 -foot paved run vay; it
has complete facilities and is capable of sustaining
heavy logistic support activity. Mactan International
is a joint airfield with an 5,500 -foot -oncrete runwav
and is capable of supporting heavy transport or light
l,omber operations. About half the civil or private
airfields can accommodate light transport aircraft but
have very limited support and service facilities. The
remainder of the airfields are suitable for light aircraft
operations only. There are 42 airfields with
permanent surfaced runways, ranging from 10,000 to
650,000 -pound gross weight load- bearing capacity.
The remaining airfields have temporary surfaced
runways. The seaplane stations have little activity and
meager or no facilities, but are usable in an
emergency. The airfield sites are former facilities that
have been returned to cultivation or reverted to a
natural state.
Airfield maintenance in general is considered poor
and most of the airfields do not have adequate support
and service facilities. A 10 -year vertical expansion,
rehabilitation, and development program was
'For detailed information on air facilitie, in the Philippines, sec
Volume 29, Airfields and Seaplane Stations of the World, published
by the Defense Mapping Agency, Aerospace Center.
19
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for other airlines. The school is fully equipped for
primary and advanced flight training. DC -8 crews are
trained by KLM �Royal Dutch Airlines in Amster-
dam. Four schools in the Philippines offer courses in a
variety of aviation subjects, including flight
instruction and aircraft maintenance engineering.
Pilot training programs of a limited nature are
provided by 11 flying clubs, and it is likely that the
small charter and airwork operators also have training
arrangements.
PAL performs ground handling services for almost
all foreign airlines calling a; Manila, and maintenance
services for the Philippine and U.S. armed forces, other
carriers, and private aircraft owners. The airline is
certified by the U.S. Federal Aviation Administration
as a repair agency for U.S.- registered aircraft. The
other aviation enterprises perform some of their own
maintenance, but their extent and capabilities are
unknown.
The government has entered into formal or informal
civil aviation agreements with 26 countries, but it does
not have any known agreements with any Communist
country. A regional breakdown shows that there are
agreements or understandings with nine countries in
Asia, three in the Middle East, 12 in Europe, and two
b
in North America.
Through the terms of these agreements Manila is
served by 17 foreign air carriers: Qantas Airways,
KLM �Royal Dutch Airways, Japan Airlines, Air
France, Sabena Belgian World Airlines, Swiss Air,
Scandinavian Airlines System, Alitalia, Northwest
Orient Airlines, Pan American World Airways,
Pakistan International, Thai Airvays international,
Egypt Air, Cathay Pacific, China Air Lines, Singapore
Airlines, and Air Viet Nam.
The Philippines is a member of the International
Civil Aviation Organization and is a si to the
principal international conventions governing civil
aviation. Philippines Air Lines is also it member of the
international Air Transport Association.
As noted previously, martial law has oven in force in
the Philippines since September 1972, .end all civil
aviation resources are under the control of the
military. If the military command deerned 't necessary
they could suspend all or part of the civil air services to
enhance military airlift and reconnaissance cap;ibility.
This type of reinforcement would be costl to the.
economy and it would be difficult to maintain this
fo -ce at top efficiency for any period of time. Another
f
disturbing factor about Philippine civil aviation is the
fligh,safety record. During the period 1965 -70, 39
j
aircraft were involved in accidents. 'These accidents
resulted in the destructic: of 17 aircraft and the loss of
190 lives. Both Air Manila and PAL lost major
transport aircraft in accidents during 1972. Human
error certainly_ is one or the reasons for this deplorable
record, but the inadequacy of the country's air
facilities is probably the single most crucial factor.
There are only a very limited number of navigational
and landing aids, and runways at most fields are not
hard surfaced and few have lights.
J. Airfields (C)
The air facilities system consists of 273 usable
airfields, six seaplane stations, and 113 airfield sites.
Eight airfields are military, three are joint
military /civil, and 262 are civil or private.
The five principal military airfields (U.S. and
Philippine) and the largest international airport are
located in the area of central Luzon within 60 miles of
Manila. The remaining airfields are fairly evenly
distributed throughout the country and provide air
service to all the larger islands. Because of the
predominantly mountainous nature of the terrain
inland, most of the airfields are located in the coastal
regions. Details of 15 selected airfields are tabulated in
Figure 12.
Manila International is the primary airport of entry.
The 11,000 -foot paved runway is used daily by DC -8
and Boeing 717 aircraft. Clark Air Base is a U.S.
military airfield with a 10,500 -foot paved run vay; it
has complete facilities and is capable of sustaining
heavy logistic support activity. Mactan International
is a joint airfield with an 5,500 -foot -oncrete runwav
and is capable of supporting heavy transport or light
l,omber operations. About half the civil or private
airfields can accommodate light transport aircraft but
have very limited support and service facilities. The
remainder of the airfields are suitable for light aircraft
operations only. There are 42 airfields with
permanent surfaced runways, ranging from 10,000 to
650,000 -pound gross weight load- bearing capacity.
The remaining airfields have temporary surfaced
runways. The seaplane stations have little activity and
meager or no facilities, but are usable in an
emergency. The airfield sites are former facilities that
have been returned to cultivation or reverted to a
natural state.
Airfield maintenance in general is considered poor
and most of the airfields do not have adequate support
and service facilities. A 10 -year vertical expansion,
rehabilitation, and development program was
'For detailed information on air facilitie, in the Philippines, sec
Volume 29, Airfields and Seaplane Stations of the World, published
by the Defense Mapping Agency, Aerospace Center.
19
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FIGURE 12. Selected airfields (C)
LONGEST RUNWAY:
SURFACE; DIMENSIONS;
ELEVATION ABOVE
SEA LEVEL
LARGEST
AIRCRAFT
NORMALLY
ESWL SUPPORTED
REMARKS
*Equivalent Single -Wheel Loading: Capacity of an airfield runway to sustain the weight of any multiple -wheel landing gear ircraft
in terms of the single -wheel equivalent.
r
20
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Feet
Pounds
Bacolod
Concrete............
33,000
DC- 9....... Civil. Trunkline airport used by BAC-
10 �39'N., 122 �56'E.; on Negros
4,920 x 98
111 aircraft. Aviation and jet fuel in
20
underground storage.
Baguio
Asphalt.............
28,160
DC -4 Civil. Visited by Philippine and Ameri-
16 �23'N., 120 �37 on Luzon
5,020 x 100
can government, military, and diplo-
4,200
matic leaders. Used by IIS -748
aircraft.
Basa Air Base
Asphalt.............
14,200
C- 47........ Military. Philippine Air Force jet and
14 �59'N., 120 �29'E.; on Luzon
8,359 x 150
instrument training base. POL
near Floridablanca
151
available.
Cagayan de Oro
Concrete............
33,000
DC- 9....... Civil. Trunkline airport used by BAC-
8 �25 124 �37'E.; on Mindanao
6,562 x 118
111 aircraft. Aviation gas and jet fuel
610
in underground storage.
Clark Air Base
Concrete............
65,100
C- 141....... Military (joint PAF- USAF). Foreign
15�11 120�33 on Luzon, 2.8
10,500 x 150
clearance base. Primary logistic -sup-
miles NW. of Angeles
478
port facility. Large POL storage
capacity.
Cubi Point NAS
Concrete............
56,607
C- 135....... Military. Foreign clearance base. Sup
14�48 120ol6 on Luzon, 2
9,000 x 200
ports fleet air operations.
miles S. of Olongapo
55
D Z Romualdez
Concrete............
28,160
DC- 4....... Civil. Trunkline airport used by IiS -748
11 �14 125 �02 on Leyte, 2
5,150 x 100
and Nord 262 aircraft. Aviation and
miles SE. of Tacloban
6
jet fuel available.
Davao
Concrete............
33,000
DC- 9....... Civil. Used by BAC -111 aircraft. Avia-
7 �08 125 *39 on Mindanao
5,248 x 120
tion gas and jet fuel available.
88
Fernando Air 'Base
Concrete....
14,200
C- 47........ Military. Philippine Air Force flight
13 �57 121 �07 on Luzon, 2.5
4,300 x 98
training base. Aviation fuel available.
miles WNW. of Lipa
1,220
Iloilo
Concrete............
33,000
DC- 9....... Civil. Trunkline airfield used by BAG
10 �43 122 �33'E.; on Panay
4,920 x 100
111 aircraft. Some aviation and jet
23
fuel available.
Laoag
Asphalt.............
28,236
DC- 4....... Civil. Alternate for Manila as interna-
18 �11 120 �32 on Luzon
4,790 x 98
tional airport of entry. Aviation gas
13
and jet fuel.
Mactan International
Concrete............
65,100
C- 141....... Joint. International airport. Alternate
10 �19 123 �59'E.; on Mactan
8,500 x 153
for Manila. Aviation and jet fuel
Island, 5 miles E. of Cebu
33
available.
Manila International
Concrete............
56,607
C- 135....... Joint. Principal civil foreign clearance
14 �31 121 on Luzon
11,000 x 200
base. headquarters, Philippine Air
74
Force. Aircraft includes 747's on
regular schedule.
Sangley Point Air Base............
Concrete............
56
....do... Military. Philippine Navy controls this
14 �30'N., 120 �54 on Luzon, 10
8,000 x 150
former U.S. Navy all weather air
miles SSW. of Manila
8
station. Emergency civil use only.
Zamboanga
Concrete............
65,100
C- 9......... Joint. Alternate for Mactan as interna-
6 �55 122 �04'E.; on Mindanao
5,906 x 118
tional airport of entry. Aviation gas
32
and jet fuel in aboveground tanks.
*Equivalent Single -Wheel Loading: Capacity of an airfield runway to sustain the weight of any multiple -wheel landing gear ircraft
in terms of the single -wheel equivalent.
r
20
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Kr!v^m+r ^S.. "xn P.s{': 9'. �"I �'7 ...'rat p_. r,:' s:.,. 3_
F
i
s
:r
C
initiated for Manila International Airport after a
destructive fire in January 1972 that caused
considerable damage to the international terminal,
including the tower and most electrical communica-
tion circuits. A nationwide program for installation of
navigation aids is expected to be completed by 1976. A
program for improvement of secondary airports is
almost completed, with the exception of some support
building and possibly some fuel storage facilities.
Potential for expansion at Cubi Point Naval Air
Station and Sangley Point Air Base is limited. Clark
Air Base and Mactan International have excellent
potential for physical expansion and sustained support
operations. Manila International is under considera-
tion as the site for expansion to accommodate
supersonic transport activity.
K. Telecommunications (C)
Development of telecommunication (telecom)
facilities has been insufficient to satisfy economic or
military requirements. Despite substantial improve-
ment in interisland and international communica-
tions, the rate of progress is below that of nearby Asian
countries. Additional radiocommunication station.
submarine cable, high- capacity radio -relay networks.
and a satellite ground station have increased
international services but have had minor impact on
domestic quality. The system is lacking in density and
variety, and distribution of reliable facilities is highly
uneven.
Telecom facilities are controlled either through
direct ownership or the licensing of private companies
by the Bureau of Telecommunications of the
Department of Public Works and Communications.
Telegraph and telephone services are provided under
government franchise by about 90 private concerns, of
which the Philippines Long Distance Telephone
Company is the largest. This company and the Bureau
of Telecommunications account for the majority of
the domestic services. international communications
are provided mainly by other commercial firms. Radio
and television broadcast stations are government
controlled but privately operated.
The insular composition, geographic location, and
topography of the country present considerable
problems in maintenance and operation. Frequent
typhoons and serious flooding often result in damage
to both landlines and radio facilities serving the widely
scattered islands. Absence of secondary connections
results in the service being particularly susceptible to
disruption. in addition, the hot and humid climate
necessitates tropicalization of electronic equipment.
Domestic telecommunications consist predomi-
nantly of radio -relay and high frequency radio links.
Development is more extensive on Luzon and
Mindanao, geographically covering a large portion of
each, although density is very low. Other main islands
also have one or more main points of interisland
contact. Manila is the hub of the domestic network
and most communication media link the capital to
other major cities. Landlines are used principally for
telephone and telegraph within and in the immediate
vicinity of principal urban areas. AM radio and
television also provide extensive coverage, reaching a
large proportion of the population.
The telephone system is almost completely
automatic. Over 350,000 telephones are in use,
pre serving the Manila area. The relative
importance of expanding telephone service in the
vicinity of the capital is indicated by recent
construction of eight new automatic exchanges. Over
three fourths of the telephones are owned and
operated by the main firm, the Philippines Long
Distance Telephone Co. Although the telephone
density in the vicinity of Manila is high, there are only
nine instruments per 1,000 population countrywide.
The national density has almost doubled since 1967,
h the country still ranks far below most of its Asian
neighbors, including Hong Kong, Taiwan, Malaysia,
Okinawa, and South Korea.
Radio and television broadcast facilities are highly
competitive. Transmissions from more than a
hundred, primary AM radio stations cover the
medium- frequency broadcast spectrum. A consider-
able number of main AM broadcast stations are served
by a large number of relay or rebroadcast facilities.
These are widely dispersed and provide excellent
coverage of the archipelago, reaching about 90% of
the population. Eight FM stations serve Manila only.
In early 1972, 16 television stations, located mostly in
the main urban areas, provided adequate TV coverage
of the most populous cities, assisted by TV relay or
rebroadcast facilities. There are nearly 6 million
radiobroadcast receivers and about :500,000 television
receivers; almosi half of the TV receivers, however, are
located in the Manila area.
Special purpose systems are operated by the
government for law enforcement agencies, the
national railroads, and the military. The .army uses
radio -relay facilities and the navy and air force
operate high- frequency radio systems. Because
common carrier systems lack sufficient coverage and
reliability, many commercial enterprises depend
primarily on privately operated, high- frequency radio
facilities. However, current U.S. aid projects,
21
v
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t tt�'r
I
i
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CONFIDENTIAL
particularly those designed to ensure communications
during disaster or civil insurrection, will increase
communications effectiveness.
Manila, the international telecom center, is served
by a variety of modern facilities. Installations include
a dual- capacity communications satellite ground
station at nearby Tanay in Rizal Province. The facility
provides 66 radio circuits eastward, direct to seven
countries via the Pacific Ocean satellite. It also has 10
circuits westward, direct to another seven nations via
the Indian Ocean satellite. Use of satellites will
gradually supplant high frequency radio which has
been the mainstay for international radiocommunica-
tions providing connections with most world centers.
A troposcatter link also connects to Taiwan. Three
single channel telegraph submarine cables connect
Manila to Hong Kong, and the 128 channel
Transpacific submarine cable links Baler Bay to Guam
and the United States. The South Asia Far East Cable
system now being planned will connect to Taiwan and
Thailand. The U.S. -owned and operated 60- channel
military submarine cable connects the cable terminal
at Olongapoo to Nha Trang (South Vietnam), and
thence to Saigon via a troposcatter link.
The indiscriminate granting of franchises has
hampered development since it has not permitted the
building of a flexible, integrated, and capable
network. The privately operated communications are
concentrated in the large cities while the government,
by default, is responsible for services in the provinces.
Franchise areas frequently overlap, resulting in
duplication of basic routes. Establishment of parallel
basic routes forces competitive firms to resort to
narrow -band, cheap construction which causes system
instability.
A comprehensive Four Year Plan (FY72 75)
provides for greater development of the existing basic
radio -relay network system. Plans call for expansion of
VHF /UHF. microwave, and troposcatter radio relay
links, radiocommunication service, and submarine
Glossary Wou)
cables. All the more important major islands and
many of the provinces already have been provided
with at least an initial installation of telephone and
telegraph facilities. Continuing augmentation will
insure a wider distribution of services into adjacent
rural areas and barrios. Palawan is the next large
island to be incorporated into the countrywide basic
long distance network. A plan for domestic satellite
distribution of television also is under consideration,
and 26 earth stations may be required.
Training in telecommunications is afforded by five
universities offering engineering studies, and 38
schools having vocational courses. The Bureau of
Telecommunications also maintains a training
institute at Valenzuela, near Manila, under the
auspices of the International Telecommunications
Union and the United Nations Development Program.
Japan has contributed significantly to telecom
development. Participation has included necessary
assistance in the establishment of both government
operated and privately ol- ?rated facilities. Japan also
has undertaken technical training of personnel, and a
number of technicians and engineers have been
schooled in Japan. Technical training has also been
provided by Australia. Frequently, telecom personnel
with foreign educations occupy important positions in
the domestic operations.
Imported equipment is necessary to satisfy most
telecom needs. Principal sources of civil telecom
equipment and materials are Canada, Japan, and the
United States. The United States also furnishes the
bulk of the military telecom hardware. A modest -sized
domestic industry produces many components and
assembles some end produl is such as radio anr. TV
receivers and telephore and telegraph sets.
Government efforts to increase the indwtry's output
have not been successful. The value of output has
increased at a lower rate in the Philippines than
similar production in other Asian developing nations.
ARRRF,V IATION E NGLISH
AMI...
ADB..........
FDA...........
IBRD.........
MRR..........
NDC
PAL...........
PNR
Philrayco.......
Air Manila, Inc.
Asian Development Bank
Filipinas Orient Airways, Inc.
International Bank for Reconstruction and Development
Manila Railroad Company
National Development Company
Philippine Air Lines, Inc.
Philippine National Railways
Philippine Railway Company
I 22 CONFIDENTIAL

Piaces and features referred to in this General Survey (u/ou)
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COORDINATES
IN.
'E.
Agno sirm
16
02
120
08
Agus strm
8
11
124
12
Agusan slrm)
9
00
125
31
Agusan del Sur(prov)
8
30
125
50
Albay Gulf (yulD
13
10
124
00
Ampayon
8
58
1:5
:36
Angat( strm
14
53
110
46
Angeles
15
09
120
15
Antipolo
14
35
121
10
Antique (prov)
11
10
122
05
Arayat, Mount(min) ..................1
15
12
120
45
Bacolod
i0
40
122
57
Bagacay
11
49
125
14
Baguio
16
25
120
36
Balabac Island (ist)
7
57
117
01
Balayan Bay (bar/)
13
51
120
47
Baler
15
46
121
34
Baler Bay (b,iy)
15
50
121
35
Baliwasan
6
55
122
03
Basilan
6
42
121
58
Basib,n Island (isl)
6
34
122
0:3
Basilan Strait (sir)
6
19
122
05
Bataan prov)
1.1
40
120
25
Batangas
13
15
121
03
Batangas Bay (hay)
13
43
121
00
Bauan
13
48
121
01
Bauang
16
31
120
20
Benguet (prov)
16
:30
120
40
raa� L -ist�A
I 'll 31 di9,a
n7
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COORDINATES
IN.
IE.
Luzon isl
16 00
121 00
Mactan Island (isl)
10 18
123 58
M akati
14 34
121 02
Malolos
14 51
120 49
M andaluyong
14 38
121 03
Manila
14 35
121 00
Manila Bay (bay)
14 30
120 45
Marawi
8 01
124 18
Maria Cristina Falls (falls)
8 11
124 12
Mariveles
14 26
120 29
Masbate (isl)
12 15
123 30
Mayon Volcano (ml)
13 15
123 41
Mindanao (strm)
7 07
124 24
Mindanao (isl)
8 00
125 00
Mindoro (isl)
12 50
121 05
Mindoro Occidental (prnv)
13 00
120 55
Mountain (prov)
17 05
121 10
M untinglupa
14 23
121 03
N aga
13 :37
123 11
Nasugbu
14 05
120 38
Navotas (port)
14 39
120 57
Negros isl
10 00
123 00
Negros Occidental (prow)
10 25
123 00
Nueva E cija (prnw)
15 35
121 00
Olongnpo
14 50
120 16
Pacte
14 23
121 'A)
Pakiputan Strait (str)
7 07
125 40
Palawan i.sl)
9 30
118 30
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Tl;- ;AWQ V V�di--ta Q
Cape
.211A
Tayabas
Boy .1's
Marindyque
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Bondoc Point
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Philippines
Railroad (3'6 "gage)
BATAN
e R ISLANDS Road
Airfield
O Major port 20
Luzon S t r a i t Populated places
Quezon 754,452 (1970)
0. Over 100,000
r O 20,000 to 100,000
V Under 20,000
BABUYAN Spot elevations in feet
ISLANDS
B -cam 0 tale 14000.0001 150
50 apolnt ClaverieUy -n Channe i Statute Miles
fl Escarpada Point o 50 100 150
r< i Kilometers
t:. Aparri I
ear 312 906
j 7746
J a
X guea fa ugfe
P yz^
i
it a
5486,E i
Bent a Hagan
tp' by 2 P lenan
rtLid4d i�':., r.r' B33 Q'
ayor n9 Q'
I tn� l i d
3 Ildelorso
It
Qu Son 4
S �fr I
9P
an
n e
Cabanetua
O
LUZon
LE span I
Mt., BBYet.
POLILLO
o l �LANDS
n ,492 11 IOMaII S e a
11 Men UeY Island i
`Ma e h B
9 Una d I
e A
ce M 4 ant p Lamori N
Bay aei
gbuta S t l a Pan an o I
a TI
t caywo a n.
Catanduenes
slang 7ayebas Island
l BaY '149 Nag
I
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f
Cal
apan t3oac
g� a21 ti.. 1 f bat
iRtburao Bon
doe Point array oul
;3�
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...!fi.r4ltYlX.s L^f .l.. Y. rl nr�'S gt..'FrY'.�WL4.Yx.M
Bohol( is l)
9 50
124 10
Pam pangs (strm)
14 47
120 39
Bontoe
17 05
120 58
Pam pangs (prop)
15 04
120 40
Buayan
6 07
125 15
Pandacan (part of Manila)
14 36
121 00
Bukidnon (prop)
8 00
125 00
Panay is l)
11 15
132 30
Bulacan (prop)
15 00
121 05
Pasay.................................
14 33
121 00
Butuan
8 54
125 35
Pasay (Rizu:).
14 33
121 00
Cabanatuan
15 29
120 58
Pasig strm
14 36
120 58
Cadiz
10 57
123 18
Poro Point (pt)
11 58
124 20
Cagayan (atrm)
18 22
121 37
Poro Island (isl)
16 06
120 06
Cagayan de Oro
8 29
124 39
Port San Vicente.......................
18 30
122 09
Cagayan Valley (pal)
17 30
121 45
Pulupandan..................
1 31
122 48
Calam ba
14 13
121 10
Quezon.
14 38
121 00
Caloocan
14 38
121 03
Rizal( prop
14 '5
121 10
Cam alig
13 11
123 39
Rosario
14 25
120 51
Ca marines Norte (prop)
14 10
122 45
Roxas..
11 35
122 45
Canlubang
14 15
121 05
Samar isl
12 00
125 00
Capiz prop
11 24
122 34
San Carlos
10 30
123 25
Carmen
15 01
120 32
San Fernando
15 01
120 41
Casiguran
16 17
122 07
San Fernando
16 37
120 19
Catubig (strm)
12 34
125 01
San Fernando Point (pt)
16 38
120 17
Cavite
14 29
120 55
Sangley Point (pt)
14 30
120 55
Cavite prop)
14 15
120 50
San Jose
15 48
121 00
Cavite Peninsula (pen)
14 26
120 53
Ss.. Juan
14 35
121 07
Cebu
10 18
123 54
San Juanico Strait (str).................
li 20
124 58
Cebu isl
10 20
123 45
San Pablo
14 04
121 19
Central Luzon Valley (pin)
15 30
120 40
San Pedro Bay (bay)
11 11
125 05
Corregidor Island (isl)
14 23
120 35
Santo Domingo........................
14 14
121 03
Cotabato
7 13
124 15
Sipalay.
9 45
122 24
Cotabato (prop)
7 00
124 40
Sorsogon
12 58
124 00
Cuartern
11 21
122 40
Spratly Island (isl)
8 38
111 55
Cubi Point (pt)
14 48
120 16
Subic Bay (bay)
14 45
120 13
Dagupan
16 03
120 20
Sulu prop
5 30
120 30
Danao
10 32
124 02
Sulu Archipelago (isls)..................
6 00
121 00
Dao
11 24
122 41
Summit
11 06
122 38
Daraga
13 09
123 43
Surigao
9 45
125 30
Davao
7 18
125 25
Surigao del Norte (prop)
46
125 38
Davao del Norte (prop)
7 30
126 00
Tabangao
13 42
121 05
Davao Gulf(,guT
6 40
125 55
Taal lake
13 55
121 00
Digos
6 45
125 20
Taal, Mount (inin)
14 00
121 00
Du maguete
9 18
123 18
Tacloban
11 15
125 00
Du marao
11 16
122 41
Tarlac.
15 29
120 35
Floridablanca
.4 59
120 31
Tarlac prop
15 30
120 30
Gapan
15 19
120 57
Tawitawi Island (isl)
5 10
120 00
General Santos (Rajah I3uayan).........
6 07
125 11
Toledo
10 23
123 38
Guimaras Island (W)
10 35
122 37
Tondo (part of Manila)
14 37
120 58
Guimaras Strait(str)
10 30
122 44
T uguegarao
17 37
121 44
Iligan
8 14
124 14
Valenzuela
14 42
120 58
Iligan Bay (bay)
8 25
124 05
Visayan Islands (isls)...................
11 00
123 30
Ilocos Norte (prop)
18 10
120 45
Zambales (prop)
15 20
120 10
Ilocos Sur (prop)
17 20
120 35
Zamboanga
6 54
122 04
Iloilo
10 42
122 34
Zamboanga del Sur (prop)...............
7 30
122 25
Iloilo strm
10 42
122 35
Iloilo Strait (slr)
10 43
122 36
Selected airfields
Kalibo
11 43
122 22
Kalinga- Apayao (pros)
17 45
121 15
Laguna prop)
14 10
121 20
Bacolod
10 30
122 56
Lanao del Norte (prop)
8 10
123 55
Baguio.
16 23
120 37
Lanao del Sur (prop)
7 55
124 20
Basa A. B..............................
14 59
120 29
La Paz
10 43
122 34
Cagayan de Oro........................
8 25
124 37
Larap Peninsula (pen)
14 18
122 39
Clark AI3
15 11
120 33
La Trinidad
16 '28
120 35
Cubi Point N AS.......................
14 48
120 16
Lebak
0 32
124 03
D Z Rom ualdez........................
11 14
125 02
Legazpi
13 08
123 44
Davao.
7 08
125 39
Lepanto
16 52
120 46
Fernando A13..........................
13 57
121 07
Leyte isl
10 50
124 50
Iloilo..
10 43
122 33
Ligao
13 14
123 32
Laoag..
13 11
120 32
I. imay
14 34
120 36
M actan Internat .ional...................
10 19
123 59
Lingayen Gulf (gulf)
16 15
120 14
Manila International
14 31
121 01
Lipa
13 57
121 10
Sangley Point AB
14 30
120 54
Lubang Island (isl)
13 46
120 11
Zamboanga
6 55
122 04
APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200090006 -0

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APPROVED FOR RELEASE: 2009/06/16: CIA-RDP01-00707R000200090006-0
Son
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Terrain mid Transportation Figure 13