NATIONAL INTELLIGENCE SURVEY 42; THAILAND; TRANSPORTATION AND TELECOMMUNICATIONS

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• Collection: NIS
• Document Number (FOIA) /ESDN (CREST): CIA-RDP01-00707R000200090029-5
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• Document Page Count: 36
• Document Creation Date: October 25, 2016
• Sequence Number: 29
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Thailand
April 1974
NATIONAL INTELLIGENCE SUR\
CONFIDENTIAL
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14aikocoftd
CONTENTS
This chapter supersedes the transportation and
telecommunications coverage in the General
Survey dated March 1970,
A. Appraisal
1
B. Strategic mobility
2
C. Railroads
3
D Highways
6
E. Inland waterways
10
F. Ports
13
G. Merchant marine
14
A Civil air
19
I. Airfields
21
J. Telecommunications
23
CONF DENTIAL
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JJ-J\VJ7 t7 I CJ� fJ7 IN 71'&_1 IIII10YIII:7fiI f-SAIMEMr.w-J 01 J IN W III II I II fill III VJ I I I I I C I I I I YC IL
FIGURES
0
Page
Page
Fig. 1
Principal railroad routes table)
4
Fig. 11
New Harbor at Bangkok photo)
16
Fig. 2
Fig. 3
Rail- highway bridge photo)
Diesel- electric locomotive photo)
6
6
Fig. 12
Sattahip, deepwater berthing facilities
Fig. 4
National Highway Route 4 photo)
7
(photo)
17
Fig. 5
National Highway Route 2 photo)
7
Fig. 13
Major ports table)
18
Fig. 6
Principal highway routes table)
8
Fig. 14
Hawker Siddeley 748 photo)
20
Fig. 7
Fig. 8
Principal inland waterways table)
Rice barges (photo)
12
13
Fig. 15
BAC -111 aircraft photo)
20
Fig. 9
"Shrimp -tail' type craft photo)
13
Fig. 16
Selected airfields table)
22
Fig. 10
Khlong Toei wharf at Bangkok
Fig. 17
Terrain and Transportation
(photo)
15
(Map) follows
24
0

C
A. Appraisal (C)
The transportation and telecommunication (tele-
com) systems of Thailand, though sparse and
inadequate in the outlying areas, have been greatly
improved, particularly in the Bangkok area.
Bangkok, the capital and hub of both transporta-
tion and communications, is the most significant port
and the site of the country's principal naval base, has
the only international airfield, and is the nerve center
of communications. Facilit' are densest in the delta
area around Bangkok, where the intricate waterway
network is supplemented by railroads and an
improved and increasing net of highways. Away from
the capital, however, transportation routes generally
consist of a single road or railroad, in(] these in turn
are fed by earth or gravel roads, tracks, trails, and
waterways; lateral routes between the arteries are
relatively few.
Sattallip, the other major port, has deep -draft
berthing facilities and is an important naval base. The
port is under military control and was constructed
primarily to handle military supplies, but some of the
deep -draft facilities are now open to commercial use.
The port has good highway connections but no
railroad clearing the port.
Until the 20th century 'Thailand depended almost
entirely on inland waterways and trails for
transportation. Railroads were introduced around the
turn of the century to supplement the waterways and
have since been a continuing stimulant to Thai
economic development and national unity, especially
in the Khorat Plateau, the peninsula, and the
northwest. Because railroads became a profitable
government monopoly, tile government took little
interest in promoting highway development; roads
Wert: built mainly as feeders to rail and waterway
systems. This official attitude began to change only
after World War 11 as the Communist threat to
Southeast Asia was recognized. Thailand aligned itself
with the Western powers, became a member of the
Southeast Asia 'Treaty Organization (SEATO), and in
the early 1970's began major transportation and
telecom development programs with extensive U.S.
financial and technical assistance and additional aid
from the World Bank, SEATO, and othersources. The
aim of these programs has been to build modern
networks capable of supporting rapid movement and
effective communication to all areas of the country
and to sustain an adequate logistic base for SEATO on
the Asian mainland.
M uch progress has been achieved under successive
economic development plans, especially in highway
and airfield construction and rail and telecom system
improvement. The rail lines and the primary highwa
system are considered adequate for present traffic
requirements.
Terrain and weather present problems to
construction and maintenance of land routes in large
areas, especially in the heavily populated and farmed
centea! plain, where: monsoonal rains annually flood
the labyrinthian waterways and canals of the Mae
Nam Chao Phraya system. As a result, inland
waterways are the most important mode of
transportation in this area. In the country as a whole,
as a result of rapid development in the past few years,
highways are considered the most important mode,
with rail second and inland waterways third. Civil air
is small and is significant only in the transport of high
priority traffic. The only pipeline is in the port of
Bangkok.
The merchant marine is very small, and Thailand
must rely heavily on foreign vessels to haul foreign
commerce and aid. 'The port system is inadequate for
the thriving economy. Although wharfage completed
at Sattahip has enabled the United States to divert
.military shipments away from Bangkok, the, eby
reducing congestion at that port, additional deendraft
maritime facilities arc urgently needed. Airfields are
well dispersed over the country, some being located in
each region. Greatly improved in the past several
years, the half -dozen largest fields are excellent. The
telecom system is still unable to meet the requirements
Of the economy, but facilities serving the military and
government agencies are generally adeq!,! Open
wire lines supplemented by high- frequency radio
circuits provide the primary communications.
Telephon wrvice has been improve(] during the past
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several years, but three fourths of all instruments are
located in the Bangkok area. International service is
by radio and a communication satellite earth station.
The government owns and operates the telecom
system, the rail lines, the ports, most airfields, IS of the
22 ships of the merchant marine, a majority of the
steel hulled barges, and the two principal highway
transport firms. I addition, the government controls
the airlines; it owns one, holds 70% of the stock in
another, and has a financial interest in and close
working relations with a third. Construction and
maintenance of national and provincial highways are
the responsibility of the Ministry of National
Development. Control of inland waterway transporta-
tion and waterway maintenance is the responsibility of
the Department of Transportation, under the Ministry
of Communications. Almost all administration of
transportation and telecom systems is by the Ministry
of Communications, but certain aspects of radio and
television are tinder the Ministries of Defense,
Education, and Interior. Land connections exist with
all contiguous countries, but only those with Malaysia
and Laos are significant; an open -wire line extends
into Malaysia.
Overall, the transportation and telecom systems of
Thailand compare well with those of other countries of
Southeast Asia. Inferior to those of Malaysia, the
systems are better than those of Burma and much
superior to those of Laos and Cambodia. Develop-
ment of the Thai systems continues to he pushed
aggressively and with skilled foreign assistance.
B. Strategic mobility (C)
The rail lines and the primary highway system are
considered &dequate and are capable of supporting
sustained military operations from the major ports of
Bangkok and Sattahip to northern, eastern, and
southern centers of distribution; certain airfield
facilities have been improved to the point that they
were capable of supporting U.S. Air Force operations
against North Vietnam; and military communication
links are largely reliable. Major deficiencies in the
system are an inadequate port system, the lack of
feeder roads serving the rail lines and arterial
highways, and inadequate telecommunications in the
outlying areas.
The major ports of Bangkok and Sattahip are
adaptable to military use. Naval bases at both of the
ports arc able to provide berthing, repair, and logistic
support for naval ships. The major ports and several
minor ports provide easy access to most coastal areas of
the country. Inland waterways which can be used for
2
�1
logistical support are located in Thailand's central
plains, in the northeast, and in the south. \Vater%vays
are significant in both current and potential military
operations. They provide a line of communication
from Bangkok as far north as Nakhon Sawan. In
conjunction with coastal waterways, this route can
extend through barge movement frum the military
port at Sattahip to points as much as 245 miles inland.
In the northeast, tributaries of the Mekong will
probably become more significant as the insurgent
threat increases in that area. The shallow -draft craft
that operate along these streams could support either
insurgent or caunterinsurgent forces. Vulnerability of
the ports and waterways is generally moderate.
Particularly vulnerable factors include the up -river
location of the port of Bangkok and the many locks
which control waterway shipping. Aspects of low
vulnerability are the many scattered smaller ports and
the extensive interconnections of the waterwav system.
Of Thailand's oceangoing merchant fleet (22 ships
of 1,000 g.r.t. and over totaling 114,009 d.w.t.), at
least 21 ships (13 dry cargo, 8 tanker) of 112,325 d.w�.t.
have military- support potential. The dry -cargo ships
have a moderate potential for short -haul (up to 48
hours steaming) in nearseas operations. These ships
have a military lift and supply transport potential of
61,642 cargo d.w.t.; their self loading and unloading
capability is enhanced by three of the units having
large hatches (more than 50 feet in length), and one
having both large hatches and heavy -lift booms (40
tons or more). The eight tankers have an estimated
capacity of about 260,500 barrels (U.S.) of petroleum
and could provide a moderate military- support
capability. Twelve dry -cargo ships and five tankers are
government owned and, if accessible at the time of
emergency, their use for military support would be
assured.
The complete control of all aviation facilities by the
government, its ownership of TAB;, its majority
interest in TAI, and its close working relationship with
Air Siam insure ready availability of all civil aviation
resources, including equipment facilities, and
employed Thai nationals. It is probable that most of
the Thai pilots have at some time, in their careers also
been members of either the RTAF or the Thai security
police force. The civil aircraft and the skilled crews
would form a valuable reserve airlift force in the event
of a national emergency.
Of the 176 usable airfields, 47 have permanent
surfaced runways; of these eight are military, seven are
joint military /civil, and 32 are civil. Military airfield
capabilities have been substantially improved in
recent years. Many of the small airfields are located
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along the borders and are used to support Border
Police.
The military operates its own telecom networks.
Military communications are provided mainly by
microwave and high frequency radio. A comprehen-
sive U.S. installed microwave network functions as
part of the Integrated Widebarcd Communications
System, which supports counterinsurgency tortes in
Southeast Asia. The Royal Thai Air Force communica-
tion network, one of the most modern in the country,
utilizes very high frequency FM equipment. This
system can be connected into the public telephone
network in Bangkok. In addition, a backup high
frequency radio network links all air force stations.
The army, with headquarters in the capital, has a
1,000 -line automatic exchange. The'I'hai State Police,
in conjunction with the Border Patrol Police, operate
an interregional radio teleprinter system, as well as
numerous fixed and mobile stations.
C. Railroads (C)
The Royal State Railway (RSR) holds a position of
primary importance in the economv of Thailand and
is adequLte for present traffic requirements. The RSR
has a distinct advantage in long- distance and large
volume transportation; however, highway competi-
tion is increasing as modern roads are built, and
waterways offer competition in bulk freight in the
areas they serve.
All rail lines (except for a few plantation lines) are
owned and operated by the RSR, an autonomous
agency of the government under the authorRv of the
Ministry of Communications. The formulation of
policies and the supervision of the general affairs are
entrusted to the Board of Coromissioners, consisting of
a chairman and six members. The RSR general
manager is appointed by the Board and is an ex officio
member of the Board.
The network consists of 2,339 route miles of meter
gage (3'3R lines; all lines are single track, with the
exception of the 56 -mile double -track section between
Bangkok and Phachi. There is no electrification.
Bangkok is the focal point of the system. Four main
lines radiate north, northeast, cast, and south from
Bangkok to serve the large administrative and
commercial centers and to provide international
connections with Cambodia and West Malaysia.
International train service to Cambodia was resumed
in 1970, while service to West Malaysia continues to
be limited by the interchange of equipment due to
coupler incompatibility. Some cars nave been
equipped with special couplers and are reserved for
this service. The RSR carries most of the international
traffic of landlocked Laos. Details of the principal
railroad routes are given in Figure 1.
The rail lines tr�iverse fairly level terrain. The
network has a maximum i;rade of 16/i and a
minimun radius of curvature of 394 feet, but most
sections have ruling grades of 1 ic' or less and cw�ves of
more than 1,000 feet in radius. The track structure is of
typical meter -gage construction, ano main -line track
is generally in good condition. Standard T- section
rails weighing 50, 60, 70, and 80 pounds per yard are
in use. Under the improvement program 50- and G0-
pound rails are being replaced with 70- and 80 -pound
rails. Although hardwood ties are predominant, there
is an increasing use of concrete tics. Crushed stone
ballast, 6 to 12 inches deep, is used throughout the
system. All rail and rail fastenings are imported,
principally from Japan.
As of the close of FY1972 the 2,696 bridges on the
network totaled 192,730 feet in length, or 1.52% of the
total length of running track. Principal bridges are
predominantly of the steel through -truss type (Figure
2) with spans ranging from 70 to 394 feet in length.
Most short bridges are of the steel deck- girder type.
The six tunnels total 8,055 feet in length. All structures
are in good condition.
Train movements are controiled by the absolute
block system; with the exception of some color -light
signals in the Bangkok area, all fixed signals are
semaphores. Communications are by telegraph,
telephone, teleprinter, and radio.
The principal locomotive fuels are wood, diesel oil,
and fuel oil. Wood is obtained locally, but diesel oil
and fuel oil must be imported, principally from
Indonesia and Malaysia. An adequate: supply of water
is generally available but is untreated.
Adverse climate, terrain, and shortages of skilled
labor and maintenance equipmeni constitute major
construction and maintenance problems. Much of the
soil becomes unstable when wet, making it difficult to
establish and maintain a firm roadbed. Very heavv
rainfall (generally in December and January in
peninsular Thailand, and from mid -Maw to October
throughout the country) causes considerable damage
to roadbeds and structures. Most of the roadbed across
the plains is embanked to minimize the effects of
flooding.
Under the third 5 -year development plan, 1972 -76,
the RSR is to continue the rehabilitation and
modernization of physical properties in order to
increase capacit� to meet future traffic demands,
improve operating efficiency, and decrease operating
cost. '1'hc principal features of the project are
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acquiring diesel locomotives and rolling stock,
strengthening track and bridges, remodeling yards,
constructing or extending sidings, and installing
signaling and telecom equipment.
The construction of new lines, including the Bang
Su� Khlong Tan loop line which was a part of the
1967 -71 5 -year plan, was postponed to future
program:. Many surveys for new line construction
have been carried out since 1970, including the 155
mile Den Chai� Chiang Rai line where both
engineering and economic surveys were completed
and submitted to the National Economic Develop-
ment Board. However, because of the high cost of
investment and low priority of this project, the Board
considers that it should be treated as a reserve project.
Other projects include the 70 -mile line from
Chachoengsao to the port of Sattahip.
TrJfic on the RSR flows between Bangkok and the
interior; there is sonic local traffic between stations.
Principal commodities carried on the network are
clinker and marl, rice products, petroleum products,
lumber, and cement. 'Traffic statistics for 1971 were as
follows:
Freight (short tons) 5,354,000
Short- ton -miles 1,534,200,000
Passengers 51,952,000
Passenger -miles 2,741,480,000
Most of the passengers carried are commuters in the
Bangkok area. In 1972 passenger traffic continued the
upward trend of recent years, accounting for 51.3 of
the operating revenue; freight accounted for 44.W0.
The RSR continues to operate at a profit; the
operating ratio in 1972 was 88.68%.
The 1972 RSR inventory consisted of 226 steam
locomotives, 191 diesel locomotives (Figure 3), -15
diesel railcar sets, 9,186 freight cars, and 936 passenger
FIGURE 3. General Electric diesel electric locomotive
built for the RSR (C)
6
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i
curs. "Thailand i, complete ly dependent 0n imports for
motive power and rolling stack. Primary suppliers of
equipment are the United States and Japan. The
Makkasan shops in Bangkok, the principal workshops,
can assemble roiling stock and perform major
overhauls on all egnipRnew. The Nakhon Ratch;asinua
and Thung Song slops nlake medium repairs, and all
other shops make only !ighl repairs. The equipment is
in good condition and is adegnale in quantity.
The RSR had 33.976 ennployees (22,499 pernnanent
and 11,477 temporary) in September 1972. 'I'll(
general level of efficiency is fairly high, but there is a
shortave of trained personnel at all levels. The two
methods of training are on- the -job training and 3
years of formal training at the Railway Technical
School, .which offers courses in mechanical engineer-
ing and operations. This technical institute was
established in 1940, and as of late 1971 it graduated a
total of 2,3813 students, with about 300 students still
under instruction.
D. Highways (C)
Flighway transport is of major importance in the
national ec�01l0nny of Thailand. Highways are not only
important as short 'maul feeders to the railroads and
waterways, but with the trunk -line network radiating
from Bangkok to all provinces nearly completed,
highway transport has increased rapidly in the past
few years. Ilighway transportation has increased
significantly_ as a result of 'Thailand's rapid economic
growth for the 1962 -72 period. This increase is largely
due to the progress of the second National Ec�0110111ic�
and Social Development Plan (1967 -71 which
emphasized the rehabilitation or construction of ate
national and provincial highway network. *['his
situation reflects the government's positive road policy
and attitudes toward the increasing importance of
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FIGURE 2. Rail- highway bridge over the Mae Nam Chao
Phraya, 3.5 miles west of Bang Su. This 1,468 -foot
structure is the longest bridge on the RSR. (C)

0
highways. flowerer, in order to meet the overall needs
of the economy. considerable improvement and
extension of the feeder road system will be required to
provide minimal road access to areas not served by the
primary or secondary highway net%vorks.
As with all other transportation Irtodes in 'Thailand,
the focal point for the highway network is Bangkok.
The chief arteries over a hich most highway tonnage
and through traffic move are four trunk routes
ra diating from Bangkok. The most important route
runs nearly the north -south length of the country from
the "Thailand -Burma -Laos tripoint to the Malaysia
border, north of Bangkok the route is designated
Route I ant' 'rorii Bangkok to the Malaysian border it
is Route 4 (Figure -1). 'I'll(! Sara Buri -Nong Khai
I
ighway, Route 2 (Figure 5), is the major route from
the central Plain to the Khorat Plateau and north to
the Mekong river and Vientiane, Laos. The fourth
FIGURE 4. National Highway Route 4. Highway extends
along the Isthmus of Kra between Bangkok and the
Malaysia border. (C)
'1
t
trunk route. Route 1 leads southeast front Bangkok,
paralleling the shore of the Gulf of Thailand, to Trat,
from which i t branch continues to Khlong 1'ai at the
Cambodia border.
International connections are made with all
countries contiguous to Thailand: Two with Burma,
four with Laos, three with Camhodia, and three with
Malaysia. "Three of the cornec�tions with Laos are by
ferries across the Mekong at Nong Khai, Nakhon
1'hanom, and Mukdahatr. Additional border
connections Nyith Laos are possible \vhenever vehicle
ferries are available for crossing the Mekong at Bung
Kan, Kene Thao Laos), and Chiang Khong.
The Thai road s\,stem density of 0.083 mil(- of road
per square mile of area compares favorably with that
of neighboring Burma (0.079:1). Laos (0.03:1), and
Cambodia (0.045:1) hilt is less than the ratio of West
Malaysia (0.018:1).
The Royal llai Ilighway 1 Dcpartnient, under the
Ministry of National Development, is responsible for
the 16,550 -mile official }riglnyay system, which
made up of 6,850 miles of national primary highway
5,900 miles of national secondary highways, and 3,800
miles of provincial highways. About 7,100 miles (42nD)
of the highways are stir'
accd with bituminous or
bituminous surf ace treatment; 4,066 miles (24%) are
gravel, crushed stone, or laterite; and 5,362 miles
(33 are earth. In addition to the official systent,
there is a small but growing mileage of local roads
under the Ministry of Interior and other government
agencies. Details of selected principal highway routes
are given in hit. *,ure. 6.
Although there is nu specified standard code for the
design of highways and bridges in 'Thailand, the
Departinent of highways has adopted the official
specifications of the American Association of St itu
Iligltways. Surface: widths range front 18 to 23 feet on
primary highways and 13 to 23 feet on the secondary.
The primary highways support two -way traffic, but
about 70% of the secondary highway are too narrow
for anything hill one -way travel. About 67 of the
national primary highways and 50 ,0 of the national
secondary highways are it' good condition. I'royincial
highways are generally too narrow `or efficient two
way passage and arc in poor comdition. Shoulders on
new roads consist of cow- 1- ic�ted crushed stone or
gravel and vary front 3 to 10 feet ill width. Matt\ of
the older roads have no shotr'.ders, but where shoulders
exist widths range up to 10 feet. Surfaced roads
generally have bases of laterite covered with a 4- to fl-
inch layer of rolled aggregate hound Nvith earth or
surfac�c treated with hitttminous material. First class
highways are generally constnnc�ted with a 6 to 8 -inch
W
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APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200090029 -5
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APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200090029 -5

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base course and 2 inches of bituminous concrete. In
most cases, pr; ncipal roads have long straight
stretches; curves are gradual and grades moderate
throughout ;he central plain and the Khorat Plateau
from the lowlands to the south and west and on
segments of Route 4 in southern Thailand.
The development of transportation and telecom
facilities during the previous 5 -year plans was geared
to the completion of the main transportation and
telecom systems. Most of the targets set forth in the
two previous development plans had been achieved.
The highway system I.as a total of 5,095 bridges 20
feet or greater in length. Reinforced- concrete slat) with
reinforced concrete pile piers predominate on the
main r but man narrow timber structures
remain in service, mostly on secondary roads. Most
bridges are of the deck type and have unlimited
vertical clearances. Reinforced- concrete bridges of
recent construction generally have load capacities of
36 tons or more; older concrete and steel bridges
generally have load capacities of 13 tons. Ferries are
not common, but powered ferries re in use on the
Mckong between Nong Khai and r.aos, and at Phra
Pradaeng, west of Bangkok, and Songkhla in the far
south. Paved -ramp landing facilities at the Nong Khai
fetry crossing permit operations in all seasons despite
the fairly strong currents and water level variations of
up to 40 feet on the Mekong. Several low capacity
ferries operate in the far south, and on the Mekong at
N��khon Phanom and Mukdahan. 'There are many
fords on the low -t} pe roads but none is improved;
streams are fordable only in the dry season (generally
from early November through mid- March). There are
no known tunnels on the highway system.
The Maintenance Division of the Might ay
Department directs the overall maintenance activities
of 12 field division offices 'hat in turn direct 60 field
districts. The district offices furnish personnel and
equipment for rn cinlenance work on highways within
their own boundaries. Ti, budget of the Iligh"vay
Department favors new construction and upgrading
rather than maintenance; the rapid pace of
construction of national highways suggests that
maintenance will continue to be poor on provincial
highways.
Weather and ^rrain cause problems in construction
and maintenan e. The topography of 'Thailand varies
significantly from region to region. The heavy rainfall
during the southwest monsoon (ntid -May through
September) provides most c:f the annual precipitation
over most of the country. The immediate effects are
the overflowing of drainage systetns, flooding, the
undermining and eroding of roads, and the,
interruption of vehicle operation and road work. The
rainy season also affects the construction of
embi,nkments, except when rock is the material
involved; the building of earth fill and the laying of
base and surface courses can be clone only during 7
months of he year.
Availabuhty of material suitable for base- course
and subs *rade construction is one of the most critical
highway construction problems. Local soils generally
are used primarily laterite, which is found
throughout most of the country. The output of
crushed stone 'Jnadequate; quarries must be
developed for each road project and worked with
portable crushers. In the delta area, crushed stone
must be hauled long distances, but sand and gravel are
usually obtainable.
Concrete road surfaces are found only in the
Bangkok area. Elsewhere, cement concrete is used t:s a
basic material only for bridges and culverts.
[iomestirally pr !iced cement and bituminous
materials are in r.c )d supply. Good grades of lumber,
including plywood for concrete form work and timber
for bridges, are available from domestic sources. Some
reinforcing steel is produced locally, but most,
including special steel for prestressed- concrete
structures, must be imported.
Constructiov and maintenance equipment is
imported, practically all types being on hand in the
Bangkok area; principal sources of supply are the
United Slates, Japan, the United Kingdom, %Vest
Germany, France, and Australia. Spare parts are also
available locally.
During the last decade higb%va% transport has been
quite extensive. The total length of paved road has
more than tripled and vehicle registration has
increased from about 50,000 in 1965 to more than
100,000 in 1971. More recent and major accomplish-
ments in the highway transport system have taken
place during the second 5 -year plan, 1967 -71. A total
of 5,153 miles of highways were constructed or
rehabilitated, of which 3,582 miles were natiotal
highways and 1,871 miles were provincial highways.
The third 5 -year plan, 1972 -76, will carry on the
transportation policies of the previous plans. I lighway
development will continue. to have a very high
priority; however, the emphasis will he on provincial
highways and village roads.
An engineering and feasibility study is being made
of a proposed rail highway bridge across the Mckong
at Nong Khai, opposite Vientiane, Laos, on which an
agreement for joint construction was signed between
the Thailand and Laos Governments in April 1967.
However, because of cost this will at first he limited to
9
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I
highway traffic with provisions to accommodate rail
traffic in the future.
The monsoonal climate and the terrain features that
cause the main problems for highway construction
and maintenance are also the chief traffic interruption
factors. Oier much of the provincial and village road
network, traffic comes to it virtual standstill during
part of the rainy season. Many roads become muddy
and soft and some become impassable. In mountain-
ous areas the rains precipitate landslides, cause
w ashouts, and fell trees, all of which obstruct highwa
traffic. Fords become impassable, and ferry operations
are hampered. During the dry season, dust from low
quality roads reduces visibility. Some areas are subject
to early morning fog that limits visibility. In the hills
and mountains are many sharp curves and steep
grades. In a military tactical situat -on, during the
monsoons the bridges would pla an important role
ir, route trafficability. In the flatlands, byp corr
structir.rr would be more difficult than replacing
destroyed bridges because of the flooded terrain on
both sides of the roads. Since most bridge sites are
short, they can be spanned with tactical bridging.
The two principal transport firms, the Express
"1 -ansportation Organization (ETO) and the
Transport Co., Ltd., are government ownd. ETO
operates a public trucking service with about 1,000
trucks, some of which are privately owned but
operated under thr supervision and control of the
organization, subcontracting the transport of heavy
equipment (usually over 10 tons) to the Trailer
Transport Co. In 1968 the ETO handled a total of 2.3
million tons of freight. The Transport Co., Ltd.,
provides bus service on 12 major routes. Other truck
and bus owners operate only small fleets or single
vehicles; transport statistics are not maintained.
Seasonal traffic volume on the high \vays is
influenced by a n ,mber of factors, such as the
availabi! �ty of alternative modes of transport and the
seasonal effects of weather. Traffic reaches its peak
during the early part of the dry season, when the
delivery of agricultural products to the Bangkok area
occurs. Principal types of goods moved are building
materials, rice, corn, timber, petroleum, and fruit.
Ill 1971, trucks and buses comprised about 40% of
the total motor vehicle traffic, Buses normally carry as
much cargo as they tlo passengers, and trucks often
carry it few passengers in addition to freight. The
volume of traffic in the vicinity of Bangkok is about 20
tir,!es the average cr of rural areas; each !rf the
main routes into Bangkok carries over 7.006 vehicles
per day. The volume, of traffic within it radius of 100
miles from Bangkok is about 2,400 vehicles daily
10
within 100 to 200 miles it is 1,300; and within 200 to
300 miles the volume of traffic decreases sharply and
averages only 200 to 300 vehicles per day. Highwa
transport has grown so rapidly in the past decade that
it has become the countn s most important mode.
Human porters and beasts of burden are important,
in the Dallying regions they are the primary and often
only means of transport. In the central plain and the
southeast, water buffalo and, to it lesser extent, oxen are
used, in the Khorat Plateau, oxen are most important;
in the mountains of the north, porters and pack trains,
mainly of cattle but also of ponies and mules, are the
most common means of transport; and in peninsular
Thailand, oxen, water buffaloes, and elephants are
used.
As of January 1973, there were 947,000 registered
motor vehicles in Thailand. consisting of 282,600
passenger cars, 183,200 trucks and buses, and 481,200
motorcycles and motor bicycles. Trucks have
capacities of about to 7 tons. Vehicle maintenanc^ is
improving but is poor, consiting mainly of keeping
vehicles on the road and meeting the clastic licensing
requirements. Except for expensive diesel- powered
vehicles, the mechanical condition of all but the
newest privately owned vehicles is generally poor. As
of 1972, 12 motor vehicle assembly plants were
producing about 6,300 passenger cars and 5,400 trucks
annually. The plants can produce some components
but cannot manufacture complete vehicles. In 1970,
imports included i t total of 22,982 passenger cars and
30,300 trucks and buses supplied b 10 countries; 90%
of the imports earn( from Japan.
E. Inland waterways (C)
Inland waterways are a minor but important part of
Thailand's transport system. The country has about
',485 miles of principal waterways navigable at high
water, of which about 2,400 miles have navigable
depths of 3 feel or more throughout the year. Of the
latter, 1,320 miles are on central and north central
waterways,, 725 miles are in the northeast (including
the Mekong), and 353 miles are on southern rivers. In
addition, about 11,700 miles of minor tributaries and
canals navigable by shallow -draft native craft
considerably increase the total mileage. Long -haul
commercial barges operate over 1,230 miles of the
system, accounting for an estimated 620 million ton
miles of transport annually. Two- thirds of that figure
is accrued in hauling foodstuffs, about 30% in
building mate ial, and :h(, remainder primarily in fuel
and fertilizer. Thai waterways also carry more than
half the annual crops of timber, which is assembled
1

i@ni�une Offm
CN.J
into rafts for floating from forest to sawmills in the
Bangkok area. An enormous amount of local
commerce is also carried on the waterways, especially
in the central delta, but no records of this traffic are
maintained.
The significance of the waterways varies omo
regions. Central Thailand has the most concvntr.ted
system. Seven principal rivers drain southward
through the prosperous delta land, emptying into the
Gulf of Thail through four estuaries. An elaborate
network of interconnecting canals serves virtually
every population center in this region. The Lam Nam
Chi -Mae Nam Mun river system in northeast
Thailand provides the principal drainage of the
Khorat Plateau but is only sectionally navigable. The
most important international wateryav is the
Mekong, which forms most of the border with Laos. In
southern Thailand, rivers flow generally eastward
across the Malay Peninsula into the Gulf of Thailand,
but a few drain westvard into the Andaman Sea. One
of these rivers, the Pakchan, forms the Thailand
Burma border for it distance of 62 miles. Data on
principal inland waterways are given in Figure 7.
Most principal waterways are open to craft drawing
tip to 4 feet. The most important waterway is the Mae
Nam Chao Phraya, which is navigable for il)out 35
miles by oceangoing vessels and for an additional 210
miles by craft drawing 6 feet. it is fed by three major
streams, the Mae Nara Ping, the Mae Nam Nan, and
the Mae Nam Yom, which is it tributary of the Mae
Nam Nan. Of these streams, the Mae Nam Nan is the
most significant, providing safe draft of 3 feet or more
perennially for 174 miles to Uttaradit; the other two
streams provide limited navigation for craft of 1.6 -foot
draft. Branching from the Mac Nam Chao Phraya in
the vicinity of Chainat are the Mae Nam Nakhon
Chai Si, a 190 -mile distributary, and the Mae Nam
Noi, which rejoins 84 miles downstream; both ai o