CHINESE COMMUNIST MILITARY CONSTRUCTION AND LOGISTIC ACTIVITY IN THE EAST CHINA - TAIWAN STRAIT REGION THROUGH JANUARY 1956

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79T00935A000400040001-6
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 68
• Document Creation Date: November 9, 2016
• Document Release Date: August 21, 1998
• Sequence Number: 1
• Publication Date: April 13, 1956
• Content Type: IM

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NOT RELEASABLE TO
FOREIGN NATIONALS
CONTINUED CONTROL
INTELLIGENCE MEMORANDUM
CHINESE COMMUNIST MILITARY CONSTRUCTION
AND LOGISTIC ACTIVITY
IN THE EAST CHINA - TAIWAN STRAIT REGION
THROUGH JANUARY 1956
CIA/RR IM-427
13 April 1956
WARNING
THIS MATERIAL CONTAINS INFORMATION AFFECTING THE
NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE
MEANING OF THE ESPIONAGE LAWS, TITLE 18, USCG SECS.
793 AND 79)+, THE TRANSMISSION OR REVELATION OF
WHICH IN ANY MANNER TO AN UNAUTHORIZED PERSON IS
PROHIBITED BY LAW.
NOT RELEASABLE TO
FOREIGN NATIONALS
CONTINUED CONTROL
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FOREWORD
The purpose of this memorandum is to indicate the scope and inten-
3ity of Chinese Communist efforts to attain a position of military
Strength in the East China region, opposite the Nationalist-held off-
shore islands and Taiwan, as evidenced by the expansion of logistic
capabilities and the construction of airfields in the region. This
memorandum is designed to provide basic background material from which
to evaluate the continuing development of Communist capabilities in
the area, to aid in determining Communist intentions toward the
Nationalist positions, and to estimate the impact of the construction
effort on the Chinese Communist over-all economic program.
The material and estimates in this memorandum are based primarily
on aerial photography as interpreted in the field and by CIA. This
memorandum has been coordinated within CIA but not with the other IAC
agencies.
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S -E-C -R -E -T
CONTENTS
Summary and Conclusions . . . . . . . . . . . . . . . . . . . 1
1. Introduction . . . . . . . . . . . . . . . . . . . . . . 3
2. Road Development. . . . . . . . . . . . . . . . . . . . 5
3. Railroad Construction . . . . . . . . . . . . . . . . . . 7
4+. Coastwise Shipping . . . . . . . . . . . . . . . . . . . 9
5. Airfields . . . . . . . . . . . . . . . . . . . . . . . . 10
6. Military Assembly Areas . . . . . . . . . . . . . . . . . 11
7. Stockpiling . . . . . . . . . . . . . . . . . . . . . . . 12
8. Estimated Cost of Transportation and Military
Construction . . . . . . . . . . . . . . . . . . . . . . 13
Appendixes
Appendix A. Roads . . . . . . . . . . . . . . . . . . . . . 15
Appendix B. Transport Centers and Major Supply Areas . . . . 27
Appendix C. Airfields . . . . . . . . . . . . . . . . . . .
Appendix D. Military. Encampment Areas . . . . . . . . . . .
Appendix E. Costs . . . . . . . . . . . . . . . . . . . . .
Appendix F. Gaps in Intelligence . . . . . . . . . . . . . .
Appendix G. Source References . . . . . . . . . . . . . . .
Tables
1. Estimated Costs of Transportation and Military Construction
in East China, by Category of Construction, Through
January 1956 . . . . . . . . . . . . . . . . . . . . . . 13
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Page
2. Breakdown of Estimated Costs of Transportation and Military
Construction in East China by Category of Construction,
Through January 1956 . . . . . . . . . . . . . . . . 56
Maps
Following Page
Figure 1. East China: Chinese Communist Military Construction
and Logistic Activity . . . . . . . . . . . . . 67
Figure 2. East China: Foochow Area. . . . . . . . . . . . . 6
Figure 3. East China: Amoy Area . . . . . . . . . . . . 6
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CIA/RR IM-427 S-E-C-R-E-T
(ORR Project 40.1018)
CHINESE COMMUNIST MILITARY CONSTRUCTION AND LOGISTIC ACTIVITY
IN THE; EAST CHINA - TAIWAN STRAIT REGION*
THROUGH JANUARY 1956
Summary and Conclusions
The Chinese Communists in 1953 undertook a well-organized and
carefully conceived long-term plan to overcome the traditional
isolation of the East China coastal region and to attain a position
of military strength on the mainland opposite Nationalist-held
Taiwan (Formosa). The important factors in this plan have been
road and railroad construction and the construction of a string
of 10 airfields to extend capabilities for jet aircraft operations
over the entire length of the China coast. Road construction was
largely completed by early 1955; construction of the Ying-t'an -
Amoy (Hsia-men) railroad may be completed by the end of 1956 (the
northern section of the line, which will significantly improve
present logistic capabilities, probably will be completed by mid-
1956); and the 10 airfields should all be serviceable by mid-1956
at the latest.
The Ying-t'an - Amoy railroad is apparently being pressed to
completion because of its importance for support of major military
operations. Although the basic road net linking the coastal area
with the Shanghai (Shang-hai) - Canton (Kuang-chou) railroad is
virtually complete, further improvements, especially in bridging,
would be necessary if primary dependence for major logistic support
were to be placed on the roads. The intensity of the railroad con-
struction effort indicates that this is not to be the case.
The Chinese Communists now have the capability to support full-
scale air operations out of the completed airfields, and some jet
fuel stockpiles may be on hand. It seems evident, however, that
the Chinese Communists do not now have in the Taiwan Strait area
sufficient stockpiles of military supplies to support a major of-
fensive, such as an attack against Taiwan. An attack, however,
* The estimates and conclusions contained in this memorandum repre-
sent the best judgment of ORR as of 1 April 1956.
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against the offshore islands has been considered within their capa-
bilities for some time. The Swatow (Shan-t'ou) area, located at the
southern end of the Taiwan Strait, has been provided with major
military encampment facilities, sufficiently extensive to serve
as a staging area for large-scale military operations. Although
only about 50,000 troops are at present in the area, maintenance
of larger forces would not unduly strain internal logistic capa-
bilities, since the port is regularly served by Communist-flag
shipping from Canton.
Although the Chinese Communists have not yet based aircraft
at the newly constructed and serviceable airfields (except at one
field at the northern extremity of the area under consideration),
they have the capability to do so at any time. A Communist decision
to activate these fields might be designed as a display of force
for political and propaganda effect, or it could be part of actual
preparations for military action. At a minimum, these fields,
when activated, will greatly improve coastal air defenses. Sub-
stantial stockpiles of supplies could be brought into the Strait
area in a short period of time by coastal shipping under cover
of aircraft operating from these new fields.
The over-all cost of the roads and railroads and the airfield
and military encampment construction program in the East China -
Taiwan Strait region during 1953-56 is estimated at less than
US $200 million, or approximately 812 million yuan. This Yuan
estimate (although accurate only to the point of indicating general
order of magnitude) amounts to no more than 11 or 12 percent of the
1955 defense budget announced by the Chinese Communists. Since
the effort has been spread over several yeaxs, the magnitude of
the program does not appear to have caused a major diversion of
investment resources from other Chinese Communist planned programs
or to have adversely affected over-all economic development.
The continued expansion of Chinese Communist military capabilities
in the Taiwan Strait region places strength behind the frequently an-
nounced intention "to liberate Taiwan by force if necessary." Chinese
Communist hopes of achieving their goal by means short of war are
doubtless based in part on the intimidation effect which the buildup
may have on the Chinese Nationalists and on the West. Nevertheless,
the capability for a major offensive action, if a negotiated settle-
ment fails, is rapidly being created. The scope and intensity of the
effort are of such magnitude that it can only be concluded that the
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Chinese Communists are determined, by whatever means are necessary,
to deny the Chinese Nationalists control of Taiwan.
1. Introduction.
The capabilities of the Chinese Communists to conduct large-
scale military and air operations in the East China coastal region
opposite Taiwan are being rapidly and significantly improved. Two
important factors contributing to these improved capabilities are
(a) the intensive road and rail construction effort and (b) the
construction of a series of airfields to extend capabilities for
jet aircraft operations over the entire length of the East China
coast.
An understanding of the geography -- including terrain, climate,
and relative isolation -- of the coastal region between Ningpo
(Yin-hsien) and Canton is necessary for an appreciation of the
critical importance of the development of roads and railroads to
the expansion of military and air capabilities of the region.
The ruggedness and alignment of the mountains have made com-
munications throughout the region extremely difficult and have
resulted in its comparative isolation from the rest of China. The
difficulty of land transportation is underscored by the traditional
dependence upon water transport.
The mainland area opposite Taiwan, which includes Fukien
(Fu-chien), northeastern Kwangtung (Kwang-tung) and southern
Chekiang (Che-chiang) consists of 2 major regions of terrain,
(a) a narrow coastal belt of hills and mountains and compartmen-
talized valley flats and (b) an interior belt of hills and moun-
tains extending inland for 150 miles or more. The coastal hills
and mountains trend north or northeast, reaching the sea in many
places as rocky promontories. Irregularly shaped inlets and bays
are numerous, and the combination of hilly headlands and coastal
indentations has restricted land movement along the coast. Flat
land is restricted to small flood plains of the larger rivers
and discontinuous narrow strips along the coast. Numerous rocky
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islets and hilly islands dot the coastal area. The interior hills
and mountains are characterized by northeast-southwest trending
ridges, averaging between 2,000 and 4,000 feet in altitude but
reaching 6,000 feet along the Fukien-Kiangsi (Chiang-hsi) border.
Major streams flow from the west to the south or the southeast,
thus cutting across the topographic grain at right angles. Con-
sequently, their valleys usually are narrow and constricted with
rapids and gorges at many points, a factor which restricts their
use as navigable waterways. Possible road alignments are restricted,
generally, to deep, narrow river valleys. Most alignments require
many short-radius curves, hairpin turns, and steep grades. Space
for easily constructed alternate routes or detours is rarely
available.
Both overland and water transportation are subjected. to con-
siderable interruption by climatic conditions. Average annual
precipitation is between 25 and 70 inches, with the heaviest
amounts falling during late spring and early summer. Winter months
commonly have only light precipitation. The amounts vary consider-
ably within the region, with coastal areas receiving moderate
amounts and the heaviest totals recorded on the windward slopes
of the higher mountains. Considerable year-to-year variation is
experienced. During the rainy months, streams often rise sufficiently
to wash out bridges, damage roadbeds, and, in some areas, cause earth
slides on steep slopes. Considerable cloudiness and frequent fogs
are characteristic of the coast and offshore island area during the
cooler months. Several times a year (usually during the period be-
tween July and November) the coastal areas are visited by typhoons
(severe storms average two a year). High winds, heavy rains, and
abnormally high tides disrupt navigation and may cause considerable
damage in restricted coastal areas. Variable and rather large tidal
ranges, strong tidal currents, and pronounced seasonal variations
in the amounts and direction of sea and swell characterize the
coastal waters of this region.
Details and significance of the Chinese Communist efforts to
overcome the traditional isolation of this region by extensive road
and railroad construction and improvements, by the construction of
military camps and supply facilities, and by military airfield con-
struction extending jet aircraft capabilities over the entire coastal
region are discussed in the following sections of this memorandum.
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2. Road Development.
In 1953 the Chinese Communists undertook an intensive program
for reconstruction and repair of the basic road network in the
East China coastal region, which has chronically lacked adequate
overland connections with the rest of the Chinese transportation
system. By early 1955, reconstruction of the road net, including
roads linking the coastal area with points on the Shanghai-
Canton Railroad, was largely complete.* Many of the roads for-
merly classified as fair-weather one-way routes were improved to
two-way roads capable of supporting limited all-weather opera-
tions.*The 125-mile section of the Foochow (Fu-thou) - Wenchow
(Yung-chia) coastal route from Ning-te north to Jui-an was for-
mally opened on 1 January 1956, thus completing the entire coastal
road from Ningpo to Canton.
Improvements to the main road network have included widening,
surfacing, straightening, reduction of grades, drainage, and con-
struction of bridges. On a few routes these improvements have
amounted to a complete rebuilding of the roads. Bridges have been
constructed at numerous ferry sites, but as yet the only completely
bridged routes into the coastal region are the overland routes from
the rail terminals at Shang-jao and Chiang-shan to Chien-ou, from
Chien-ou to Foochow, and from Chien-ou to Chin-chiang and Lung-ch'i
via Nan-p'ing, Yung-an, and P'eng-k'ou. Construction of the 900-
foot, two-way bridge at Nan-p'ing completed in April 1955, elimi-
nated the last ferry crossing on any of these roads. Although
some bridge construction has been done on the coastal route and
elsewhere, many ferry crossings remain. Unbridged water gaps
severely limit the present logistic capacity of routes into both
the Lu-ch'iao and the Swatow airfield areas.
In addition to undertaking construction of the Foochow-Wenchow
coastal road, the Chinese Communists have been heavily engaged
during 1955 in the construction of military access and service roads.
* For detailed description and locations of the primary road net-
work, see Appendix A and the map, Figure 1, following p. 67-
** The term "limited all-weather" is used to describe those roads
over which traffic may be disrupted by washouts, landslides, and
other effects of unusually severe weather conditions but are nor-
mally motorable during all seasons.
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New road construction on the Pei-ling Peninsula during 1955 has
linked all Communist strong points opposite the Nationalist-held
Matsus (Ma-tsu) and provided a protected access route across the
peninsula from a landing point on Loyuan (Lo-yuan) Bay.* By
September 1955 the construction of a road extending nearly the
full length of the peninsula and connecting with the main coastal
route had been completed. 1/** In the Amoy - Lung-ch'i area a
new section of road has been built to serve as part of the main
north-south coastal route, and numerous access roads have been
extended to artillery positions and strongpoints on the mainland
facing the Nationalist-held Quemoy (Chin-men) Islands. /*** A
causeway has been constructed, connecting Amoy Island with the
mainland at Chi-mei, and an additional causeway is under con-
struction between Kao-pu and Chi-mei. With the completion of the
latter, it will be possible to bring the new trans-Fukien rail-
road into Amoy City itself. In addition, a causeway is being
constructed to connect Ta-teng Island, directly north of Quemoy,
with the mainland. At each new airfield, heavy-duty roads*
have been built to connect the installation with the :main road
net and with nearby supply facilities. In the Lung-t'ien air-
field area, for example, roads have been built to connect with
the main coastal highway and also to provide access to deep-
water piers located on the southern part of the peninsula opposite
Hai-t'an Island.
It is apparent that road reconstruction efforts have been
concentrated in those areas within East China where overland
supply would be of critical importance to the support of military
forces and installations. The Swatow and Wenchow - Lu-ch'iao
areas are comparatively easy to supply by sea, whereas water-
borne movements into the Foochow-Amoy region involve a considerably
greater risk of interdiction, both in the present situation of
comparative calm and under conditions of combat. The routes
which would be of primary importance as overland lines of supply
are those on which the greatest amount of improvement effort,
including bridging, has been expended. Capacities on all other
See the map, Figure 2, following p. 6.
For serially numbered source references, see Appendix G.
See the map, Figure 3, following p. 6.
* A heavy-duty road is one capable of sustained two-way
convoy-type traffic for periods up to 3 days without maintenance.
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R NOT RELEASABLE TO FOR I A1INALS
snn?- --------------._
tao -------------------------- island
120 Sha-cWen
GLOSSARY j9 I,
NAN- VQ ~ L-weI
HSING-HUA WAN ~4G=f3
Han-chla
P'u-t`ien/
'flan-lih'fao
Jet airfield, serviceable but not
operational
Jet airfield, under construction
Port or landing point
Major storage area
Major barracks area
SECRET
FIGURE 2
25235 1-56 CC pp ~~TT
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c ' CHIN MEN TAO_
(QUEMOY ISLAND)
MM~Y . I j Chin- en 4
T CHINA
Y AEA
'f , a t under construction
;Wa....r- Principal road
s road
? -~- ele t cc~s
Causeway: existing,
,
Nan-ao NAN-AO TAO
GLOSSARY
chi -------------------------.stream
chiang ---------------- bay, stream
t hai-hsia ---------------------- strait
117 tao -------------------------- island
0 15 25 Miles
0 15 25 Kilometers
118
0
A
under construction
Jet airfield, serviceable
but not operational
Jet airfield, under construction
Secondary airfield, inactive
Port or landing point
Major storage area
Major barracks area
25234 1-56 c~ FIGURE 3
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routes, which are secondary but of potential importance as feeder
or alternate roads to the main lines of supply, are severely
limited by lack-of bridging. It is estimated that these limitations
could be largely overcome in a matter of a few days, however, by
the use of pontoon bridging or by the concentration of ferry facili-
ties if the Communists determined that they needed the additional
capacity of these routes.
The total estimated capacity of the overland routes connecting
the Fukien coast with the interior is about 1,800 metric tons* each
way per day (EWPD) for sustained operations.** Capacity of the
primary roads connecting the P'eng-k'ou - Chien-ou lateral road to
supply areas on the Hangchow (Hang-chou) - Nan-ch'ang section of
the railroad, however, is only about 1,300 tons per day. This
factor would necessitate the use of the Ch'u-chiang - Peng-k'ou and
Nan-feng - Nan-p'ing feeder routes (which are not completely bridged)
if the maximum tonnage possible is to be delivered overland to
installations in the Foochow-Amoy coastal region. It is estimated
that it would require some 1,300 2 1/2-ton trucks to deliver the
maximum tonnage over the trans-Fukien routes to the coast, and that
it would require an additional 2,000 or more vehicles to stage
supplies from the rail terminals into the Chien-ou - Nan-p'ing -
Peng-k'ou lateral road. It is estimated that there are about 3,600
trucks assigned to all military units now stationed in Fukien.
In late 1954 the Chinese Communist's initiated construction of
a rail line from Ying-t'an on the Canton-Shanghai Railroad across
Fukien to the coastal port of Amoy. The earliest press reference
to construction of this line, which will for the first time provide
Fukien and the East China - Taiwan Strait region with a rail connec-
tion to the rest of the Chinese rail transportation system, appeared
in mid-1955. The Chinese Communist Five Year Plan (1953-57) pro-
vided for construction of 275 miles of the 400-mile Ying-t'an -
Amoy rail line. / More recent announcements have indicated, how-
ever, that increased priority is being given in order to complete
the line ahead of schedule, and on 30 October 1955 it was stated
that the line would be extended as far as Yung-an in 1956.
Tonnages throughout this memorandum are given in metric tons.
See Appendix A.
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It is evident that an intensive effort is being made by the
Chinese Communists to complete this rail line, or at least to
extend it as far as Yung-an, in as short a time as practicable.
Eight of the 11 military engineering divisions of China. were
working on this section of the line in late 1955. 6J Two
divisions were assigned to the project in the last quarter of
1954, 4 divisions were assigned in the summer of 1955 (after
completion of construction on the Fort Bayard (Chan-chiang) line
some 6 months ahead of schedule), and 2 divisions were assigned
in the fall of 1955. The release of experienced construction
divisions from the Fort Bayard line for early assignment to the
Fukien project contributes materially to the capabilities for
completing this line ahead of schedule. Construction units are
located at intervals all along the Ying-t'an - Yung-an section
of the rail line on which grading work is in p 3(DOaDR71T.0O~935A000300290
25X QQB bridge construction is under way. J
construction work, including tunneling, has
started below Yung-an and is in progress as far as Chang-piing,
about 50 miles to the south. 8/
There is considerable evidence that the rail line will be com-
pleted as far as Yung-an even ahead of the 1956 target mentioned
in the Chinese announcement of 30 October 1955. The large number
of experienced construction units on the line and the progress of
bridging, tunneling, grading, and track laying (at least 37 miles
of track had been laid south from Ying-t'an as of 21 November
1955 9/) strongly suggest that the rail line will be completed to
Yung-an as early as June 1956. It is estimated that the Communists
have the capability to complete the line to Amoy in late 1956.
Completion of the Ying-t'an - Amoy rail line, or even completion
only as far as Yung-an, will substantially increase Chinese Commu-
nist logistic capabilities in the East China - Taiwan Strait region.
The capacity of roads extending across Fukien to the coast is
greater than the existing capacity of routes connecting Yung-an
with present rail terminals on the Shanghai-Canton Railroad.
Completion of the new rail line to Yung-an would permit a greater
tonnage to be delivered over the roads to the coast than is now
possible and would also permit the transshipping of supplies to
Foochow at the Min River port of Nan-ping. Although there is no
available evidence as to the number of sidings and facilities that
will be built along this line, it is believed that a rail line into
this area would not be designed to handle less than 8 trains of 500
to 600 net tons EWPD, a total of 4,000 to 4,800 tons EWPD.
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4. Coastwise Shipping.
The importance of coastwise shipping for support of Chinese
Communist military forces and construction activities and for
possible stockpiling of supplies and equipment in the East China
coastal region between Ningpo and Swatow became increasingly
clear during 1955. The nature and location of much of the con-
struction are indicative of the dependence being placed on water-
borne supply. Feeder roads have been built to connect the main
road network with ports and landing areas located a short dis-
tance apart along the entire coast.* Nearly all of the new air-
fields have been favorably located with respect to coastal sup-
ply, and good road connections have been built to provide the
fields easy access to port points.**
Ports are generally primitive by Western standards (few have
wharves that can, accommodate even coastal-type shipping), but
the ready availability of coolie labor and shallow-draft junks
and sampans, suitable for use as lighters, permits the Chinese
Communists to rely heavily on the coastal shipping route in
spite of the very limited development of facilities.
Immediately following the Nationalist evacuation of the
Ta-ch'en Islands in February 1955", Communist-flag coastwise
shipping services were extended south into Wenchow. 10 Shortly
thereafter, Sha-ch'eng, a protected anchorage area about 75 miles
south of Wenchow, emerged as a minor naval base for patrol
vessels operating south along the coast, and by early May 1955
the Chinese Communists were running convoys of small (300- to 500-
ton) coastal freighters into Foochow. These movements apparently
took place mainly under cover of darkness, with the vessels
taking refuge during daylight hours in Sha-ch'eng or in the San-
tu - Lo-yuan Bay area. New supply areas have been developing
near San-tu - Lo-yuan and in the Hai-t'an - Lung-t'ien area.
Cargo transshipping operations have been observed in these pro-
tected anchorages as well as at Foochow. Thus far no Communist
coastwise shipping has been noted moving south of Hai-t'an Island,
but the Chinese have for several years conducted northward
freighter runs into Swatow from Canton. During the latter part
* For a brief description of port and protected anchorage
points, see Appendix B.
** See Appendix C.
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of 1955 the Communists appear to have placed a small coastal tanker
in continuous service between these two ports. Lij
5. Airfields.
A major feature of the Chinese Communist effort to achieve
a position of military strength in East China during 1955 has
been the construction of a string of airfields extending jet
aircraft capabilities over the entire coastal area between Ningpo
and Canton. By the end of 1955, construction had been undertaken
on 10 jet fields in this region, which was previously without
facilities for conducting jet aircraft operations.* Construction
on Lu-ch'iao, the northernmost field of this group, was initiated
in late 195L., and the field was completed and in operation by
April 1955. Construction on 5 additional fields was started in
early 1955 -- 2 in the Foochow area, 2 in the Amoy area., and 1
near Swatow. With the possible exception of Lung-t'ier.L, these
fields were virtually complete ,and serviceable, although not in
operation, at the end of 1955. The remaining four fields were
in the early stages of construction or rehabilitation at the end
of 1955? Judging from the pace of construction in 1955, one of
these latter fields could be rendered serviceable by February
and2 lreera,inder by April or May 1956.
each
is being prepared as a fully equipped airbase, with a runway
6,500 feet or longer -- capable of supporting either jet fighter
(MIG-15 and MIG-17) or jet bomber (I1-28) activities on. a sustained
basis. Jet-configurated aircraft revetments, shops and. storage
buildin , rpevetted fuel storage areas, gun-testing ranges, and
25X1 DOa case.
Although
the aircraft capacity of each field has not been calculated,
Lu-ch'iao is known to have had as many as 78 jet fighters on the
field at one time.
Attention has evidently been given by the Chinese Communists
in the selection of airfield sites to the problem of logistic
support and alternate lines of supply. Each of the coastal fields
* For a brief description of the airfields, see Appendix C.
See Appendix C.
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has been located so that it has easy access to waterborne supply
facilities and to the main road network connecting with rail
facilities in the interior. The new rail line to Amoy will pro-
vide additional support to the fields in that area and run within
30 miles of the field under construction at Lien-ch'eng. The
Chinese Communists thus appear to have the capability of providing
logistic support for full-scale operations out of the newly con-
structed fields whenever they decide to place them in service.
Activation of the five fields now considered serviceable
would give the Chinese Communists the capability of providing
effective air cover for Communist shipping in the Taiwan Strait,
of more effectively challenging Nationalist overflights of the
mainland, and of preventing Nationalist supply movements into
the offshore islands. The fields are also within easy jet fighter
range of Taiwan and could supply fighter escorts for bombing
missions against the island or for defensive support of an actual
invasion. The fields at Nan-t'ai and Lung-t'ien pose a particular
threat to the nearby Matsus, while the.Ch'ling-yang and Lung-ch'i
fields and the prospective fields at Hui-an and Kao-chi are in
a similar position in relation to Quemoy. The other fields now
under construction (Hui-an, Shui-k'ou, and Lien-ch'eng), together
with existing jet bases outside the immediate area (at Canton,
Chang-sha, Nan-ch'ang, Ch'u-hsien, and in the Hangchow-Ningpo-
Shanghai complex), will provide the Chinese Communists with the
capability of supporting in depth all operations out of the new
East China coastal fields.
6. Military Assembly Areas.
A number of supply and barracks areas of major importance to
Chinese Communist military capabilities in the East China region
have been developed.* The principal areas are located along the
Shanghai-Canton Railroad and at the more important coastal ports.
Swatow, with its relatively easy supply situation, had by early
1955 been built up as the largest military encampment in the
region under study. Although only 1 army of approximately
50,000 men is at present located in the area, the total number
and average size of barracks known to be located within a U0-
mile radius of Swatow indicate that these camps could garrison
as many as 280,000 men.* Barracks complexes have also been
See the map, Figure 1, following p. 67.
For details of barracks areas, see Appendix D.
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identified in the Amoy, Foochow, and Hai-t'an Island areas, where
troop concentrations of 87,000, 51,000, and 7,000 men, respectively,
have been located for some time. Recently constructed camp and
supply installations near the railroad have been noted at Chin-hua,
Chiang-shan, and Shang-jao. These points are all favorably located
on or near the roads leading to the coastal area. Ch'u-chiang,
also on the railroad, is a potentially important supply and per-
sonnel center for movements to the Fukien coast.
7. Stockpiling.
Available information does not permit an accurate estimate of
the total tonnage of military supplies moving into the coastal
region. A characterization of the supply effort during 1955 can,
however, be made. Road transport capabilities have been improved;
some 3,600 military trucks are believed to be organic to military
units in the Fukien region; and some truck concentrations have
been noted at supply centers along the main roads, but there is
no evidence that the Chinese Communists have undertaken a large-
scale, intensive, overland supply effort. On the other hand,
there is evidence to indicate a rather intensive coastal water-
borne supply movement. The increasing importance of storage
and supply facilities at port points, particularly within a 50-
mile radius of Foochow, is evident.* It is estimated., on the
basis of observed activity, that the volume of Communist-flag
small-freighter traffic into this area since March 1955 has
amounted to an average of three arrivals per week. 12/ The esti-
mated total tonnage carried by these 300- to 400-ton vessels was
over 30,000 tons during the period March-December 1955. In
addition, there have been several voyages of 700- to 1,600-ton
vessels into Foochow. 13 It is suggested that.shipping activity
up to the end of June 1955 was largely in support of airfield
construction, but that at least part of the activity since that
time represents stockpiling. For example, sufficient tonnage has
moved into the area since June to provide extensive EOL supplies
at the new airfields, although there is no direct evidence that
this has been done.
The estimated level of supply activity, however, is insig-
nificant in comparison with the estimate of 4,200 to 5,600 tons
See Appendix B.
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per day required for the early stages of a full-scale Chinese
Communist offensive against Taiwan.* It seems quite evident that
stockpiles of a magnitude required to launch and support such a
major military operation are not now on hand in the immediate
area of Foochow and Amoy.
8. Estimated Cost of Transportation and Military Construction.
The military construction effort in the East China region has
apparently required no major diversion of Chinese Communist invest-
ment resources from other economic or military development programs.
The estimated costs of transportation and military construction in
East China, by category of construction, through January 1956 are
shown in Table 1.
Estimated Costs of Transportation and Military Construction
in East China, by Category of Construction 1
Through January 1956
Category
Costs
(Thousand Yuan)
Costs
(Thousand US $)
Roads
270,735
60,500
Railroads
420,000
100,000
Causeways
13,050
2,610
Airfields
77,500
15,500
Barracks
32,275
9,922
813,560
188,532
a. For detailed breakdown, see Appendix E.
* Estimated on the basis that the Chinese Communists would employ
7 armies of 50,000 men each (3 divisions and support units) in the
initial offensive and that under combat conditions each army would
require 600 to 800 tons of supplies per day.
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These estimates, so far as possible, cover the costs of the
completed facilities and reflect investment over a period of 3
or more years. Even if the entire construction costs for the
items listed are considered against the national defense budget for
for a single year (1955), however, they amount to only 11.3 per-
cent of that budget. As a percentage of the total budget ex-
penditure for 1955, the cost of this construction is about 2.7
percent. Thus the effort in East China can be characterized as
requiring a substantial, but by no means inordinate, proportion
of the investment resources of Communist China. The availability
of manpower and the large-scale use of local materials has con-
tributed to the capability of the Communists to carry out this
activity with a minimum effect on their long-term economic pro-
grams. Even in the case of the trans-Fukien railroad, which is
requiring 8 of the 11 military engineering divisions of China,
there has been no apparent diminution of effort on the ambitious
railroad construction program in other parts of China. The
East China construction effort; moreover, has not been a drain
on the foreign exchange resources of Communist China. The esti-
mated cost of military equipment. imports from the USSR (US $500
million in 1955), for example, has far outweighed the cost of
military construction in East China. It is concluded that, al-
though the magnitude of the effort to develop a position of
military strength opposite Taiwan is reaching impressive pro-
portions, this is being achieved without adversely affecting
the course of the industrial development program of Communist China.
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APPENDIX A
ROADS
This appendix provides a list of the roads which would be of
primary importance to the overland supply of Communist military
forces and installations in the East China region between Ningpo
and Canton. Information such as length, classification (fair or
all-weather, one- or two-way), estimated capacity, condition of
road, type of terrain, and time of major improvements (if any)
are given for each section of road. i/ All roads have gravel
surfaces, and it is evident that there is a fairly heavy main-
tenance requirement. The maintenance requirement would be ex-
ceptionally heavy during continuous military convoy use.
Capacity of roads is estimated in the number of vehicles that
could be put over the road each way per hour.* Estimates of the
* The determination of road capacity in vehicles per hour (vph)
each way has been made as follows: multiply the basic figure of
280 vph (capacity for sustained military usage of a two-way
limited all-weather road in excellent condition over level terrain)
by (1) the appropriate. percentage figure (see the tabulation
below) for the condition of the road and (2) multiply the figure
thus obtained by the appropriate percentage figure -- for the type
of terrain (see the tabulation below). 15 Take one-half of this
figure for capacity each way.
For example, the estimated capacity in vph each way of a road in
good condition traversing mountainous terrain would be as follows:
280 x 0.60 x 0.30 . 25 vph each way
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Condition
of Road
Percent
Type of
Terrain
Percent
Good
60
Undulating
80
Fairly good
40
Hilly
60
Bad
30
Mountainous
30
Very bad
10
Alpine
20
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individual road sections have been calculated on the assumption
that all water gaps would be bridged. At present, however, only
the routes connecting the rear area along the Hangchow - Nan-ch'ang
section of the railroad with Foochow and Amoy are fully bridged.
Pontoon bridging or additional ferry facilities could probably be
made available within a short period of time on these other routes
considered by the Chinese Communists to be of major importance.
It is apparent, also, that the capacity of all routes would de-
cline somewhat during the heavy rainy season. Under sustained
military use, the heavy maintenance requirement on these roads
would limit the time allowed for through truck traffic to about
8 hours per day, although for short periods of time this could
be considerably increased. Capacity estimates are given in
vehicles per hour rather than tons per day in order that tonnage
estimates can be made to reflect varying operating conditions.
To determine capacity in tons each way per day, multiply the num-
ber of vehicles per hour by the number of hours of operation per
day by the number of tons per vehicle (an average of about 2.5
tons in China). Note that for one-way operations, as might be
the case over a very short period of time, the -tonnage estimate
can be doubled.
For purposes of describing the main overland lines of supply,
the coastal area is divided into three main regions, the most im-
portant of which is the Foochow-Amoy region, followed by the
Swatow and the Lu-ch'iao - Wenchow regions.
I. Routes into the Foochow-Amoy Region.
A. Primary Routes, Overland to Interior, All Water
Gaps Bridged.
1. Shang-jao - Chien-ou (105 miles).*
Classification:
Limited all-weather, two-way.
Estimated Capacity:
33 vph each way.
* All road distances are approximate.
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Remarks:
This road is well-maintained and well engineered. It
traverses hilly to mountainous terrain, and some
heavy grades are encountered. All water gaps are
bridged by two-way structures. The bridge at Chien-
ou on the road to Nan-ping, however, is one-way.
2. Chiang-shan - Chien-ou (130 miles).
Classification:
Limited, all-weather, limited two-way.
Estimated Capacity:
33 vph each way.
Remarks:
This section of road appears to be in good condition.
It traverses hilly to mountainous terrain with some
heavy grades. All water gaps are believed to be
bridged, possibly with one-way structures. There
is strong evidence that this road actually extends
into Chien-ou rather than into Chien-yang, as
shown on some maps. The Chien-yang - Chien-ou
section has heretofore been considered a potential
bottleneck.
3. Chien-ou - Foochow (125 miles).
Classification:
Limited all-weather, limited two-way.
Estimated Capacity:
25 vph each way.
Remarks:
This road has undergone extensive reconstruction
since 1953, including widening, straightening, and
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bridging. There are no ferry crossings, but some
of the bridges appear to be one-way structures.
The terrain is very mountainous, and the road is
winding, with heavy grades. This road will :re-
quire continued heavy maintenance to keep it in
its present good condition.
4. Chien-ou - Nan-p'ing - Yung-an - P'eng-k'ou (:L40 miles).
(Yung-an - P'eng-k'ou, 55 miles)
Classification:
Limited all-weather, limited two-way.
Estimated Capacity:
33 v-ph each way.
Remarks:
This road, which generally follows the course of the
Sha River south of Nan-ping, is winding, with some
heavy, mountainous grades in the southern portion.
The road received major improvements in 1954 and
early 1955, including widening, straightening, and
the improvement of drainage and bridging. A 900-
foot, two-way bridge was completed at Nan-p'ing in
April 1955. The road is in good condition, and all
water gaps are bridged. The bridge at Chien-ou is
one-way.
Yung-an - Chin-chiang (150 miles).
Classification:
Limited all-weather, limited two-way.
Estimated Capacity:
25 vph each way.
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This road has been completely rebuilt since 1953,
and all water crossings are now bridged. The
mountainous terrain renders the road very tortuous,
with heavy grades. The road bifurcates at
Yung-ch'un, and the northern leg extends to the
coastal road near Sha-ch'i; the southern leg
terminates at Chin-chiang. The road will require
heavy maintenance to keep it in good condition.
6. P'eng-k'ou - Lung-ch'i -.Amoy (170 miles).
Classification:
Limited all-weather, limited two-way.
Estimated Capacity:
33 vph each way.
Remarks:
Reconstruction on this road since 1953 has placed it
in good condition. It traverses hilly to mountainous
terrain, involving some winding sections with heavy
grades. All water gaps are bridged.
B. Secondary Routes Which Feed into Primary Routes
to Foochow.-Amoy Region.
1. Nan-ch'ang - Nan-ch'eng (80 miles).
Classification:
Limited all-weather, limited two-way.
Estimated Capacity:
50 vph each way.
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Limited coverage indicates that this road is in good
condition. It traverses undulating to hilly terrain.
The capacity estimate assumes that all water gaps
would be bridged; the status of bridges is uncertain.
2. Nan-ch'eng - Chien-yang (140 miles).
Classification:
Limited all-weather, limited two-way.
Estimated Capacity:
16 to 25 vph each way.
Remarks:
This road traverses very difficult terrain, and grades
are steep and winding. The road is assumed to be in
fair to good condition. Several ferry crossings were
necessary in 1953. The capacity estimate assumes
that water gaps would be bridged.
3. Nan-ch'eng - Yu-tu (170 miles).
(Nan-ch'eng - Nan-feng, 25 miles)
Classification:
Limited all-weather, limited two-way.
Estimated Capacity:
33 vph each way.
Remarks:
The most recent information available, in 1953, showed
this road to be in fairly good condition. The road
traverses undulating to hilly terrain. Bridges are
believed to be one-way structures. The capacity
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estimate assumes that all water gaps would be
bridged. The status of bridges is uncertain.
~+. Nan-feng - Sha-ch'i-k'ou (165 miles).
Classification:
Limited all-weather, limited two-way.
Estimated. Capacity:
16 vph each way.
Remarks:
This very winding road with difficult grades was in
fair condition in 1953. Numerous ferry crossings
are required. The capacity estimate assumes that
water gaps would be bridged.
5. Ch'u-chiang - Yu-tu - P'eng-k'ou (280 miles).
(Ch'u-chiang - Yu-tu, 155 miles)
Classification:
Limited all-weather, limited two-way.
Estimated Capacity:
16 to 25 vph each way.
Remarks:
This road has received some improvements and is in fair
to good. condition. A few sections were limited to
one-way traffic in 1953, but it is believed that the
road can now handle limited two-way traffic. The
road traverses very mountainous sections, and ferry
crossings are required in at least two locations.
The capacity estimate assumes that water gaps would
be bridged.
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C. Secondary Routes, Coastal, Not All Water Gaps Bridged.
1. Wenchow-Foochow (24+0 miles).
(Jui-an - Ning-te section under construction :December 1955)
Classification:
Limited all-weather, limited two-way.
Estimated Capacity:
33 vph each way.
Remarks:
The section of road between Wenchow and Jui-an was
under construction in March 1953. The road between
Jui-an, Fu-ting, and Lo-yuan was in a destroyed
condition as of April 1955 but has since been. re-
constructed, and the entire road was formally
opened on 1 January 1956. The Wenchow-Foochow road
is a well-engineered, heavy-duty road. The terrain
ranges from flat and undulating to very hilly. It
is assumed that at least one major ferry crossing
is still required. The capacity estimate assumes
that water gaps would be bridged.
2. Foochow - Lung-ch'i (190 miles).
Classification:
Limited all-weather, limited two-way.
Estimated Capacity:
67 vph each way.
Remarks:
This road received major improvements in 195+ and
early 1955, including widening, straightening,
and surface improvement. It traverses flat to
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undulating terrain and appears to be in good con-
dition. There are good ferry facilities for
crossing the Min River south of Foochow. There
are several one-way bridges on this road. The
capacity estimate assumes that the Min River would
be bridged.
3. Lung-ch'i - Swatow (180 miles).
Classification:
Limited all-weather, limited two-way.
Estimated Capacity:
44 vph each way.
Remarks:
This road has received some improvements, including
bridge construction, and appears to be in fairly
good condition. However, several ferry crossings
remain and one-way bridges exist. The terrain
is flat to moderately undulating. A bypass around
Swatow is provided by a road which branches off
the main coastal route-at Chang-lin north of Swatow
and passes through Chao-an and Chieh-yang and
back to the coastal road at K'uei-t'an-hsu south
of Swatow. This bypass has several ferry crossings.
The capacity estimate as-sumes that all water gaps
would be bridged.
II. Routes into the Swatow Region.
A. Canton (Lien-ping) Ten -t'a-h'su - Lao-lun -
HsinEi-ning - Mei-hsien (285 miles).
(Hsing-ning - Mei-hsien, 30 miles)
Classification:
Limited all-weather, limited two-way.
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Estimated Capacity:
25 vph each way.
Remarks:
This section of road traverses undulating to mountainous
terrain. It appears to be well maintained, and all
water gaps may be bridged. At Teng-t'a-hsu a secondary
road branches off the main route and extends southward
to Canton, connecting with the coastal route between
Tseng-ch'eng and Hui-yang.
B., Hsing-ning - Swatow (115 miles).
Classification:
Limited all-weather, limited two-way.
Estimated Capacity:
25 vph each way.
Remarks:
This section of road traverses undulating to mountainous
terrain. It appears to be in good condition. There
is evidence that one ferry crossing is required. A
branch of this road extends from Chao-an to Chang.-lin
on the main coastal road north of Swatow. The capacity
estimate assumes that all water gaps would be bridged.
C. Canton-Swatow Coastal Route (280 miles
Classification:
Limited all-weather, limited two-way.
Estimated Capacity:
33 vph each way.
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This road appears to be maintained in a fair condition.
There are numerous ferry crossings and one-way bridges.
The terrain is flat to undulating. The capacity esti-
mate assumes that all water gaps would be bridged.
D. P'eng-k'ou - Mei-hsien (135 miles).
Classification:
Limited all-weather, one-way.
Estimated Capacity:
10 vph each way.
Remarks:
Information available for 1953 indicates that this road
was in large part a one-way, poorly maintained, ex-
tremely winding road with several ferry crossings.
There is no evidence that this road has received major
improvements, as have other roads in this region.
The capacity estimate assumes that water gaps would
be bridged.
III. Routes into Lu-ch'iao - Wenchow Region.
A. Ningpo - Lu-ch'iao (160 miles).
Classification:
Limited all-weather, limited two-way.
Estimated Capacity:
66 vph each way.
Remarks:
This section appears to be a well-engineered, well-main-
tained road, traversing flat to undulating terrain. It
is believed that at least two ferry crossings are required.
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The capacity estimate assumes that water gaps would
be bridged.
B. Chin-hua - Li-shui - Wenchow (140 miles).
Classification:
Limited all-weather, limited two-way.
Estimated Capacity:
33 vph each way.
Remarks:
This road has been under extensive reconstruction and
repair since 1953 and now appears to be in fairly
good condition with all bridges in, although there
is a major ferry crossing at Wenchow. Some of the
bridges are capable of one-way traffic only. The
road passes through hilly to mountainous terrain
and is very winding in sections. The capacity esti-
mate as given is to a point across the river from
Wenchow.
C. Lu-chtiao - Wenchow (85 miles).
Classification:
Limited all-weather, limited two-way.
Estimated Capacity:
66 vph each way.
Remarks:
This section of road appears to be a well-engineered;,
well-maintained road, traversing flat to undulating
terrain. At least two ferry crossings, including the
crossing at Wenchow, are required. The capacity esti-
mate assumes that water gaps would be bridged.
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S-E-C-R-E-T
APPENDIX B
TRANSPORT CENTERS AND MAJOR SUPPLY AREAS
Following is a list and brief description of those ports and
minor landing points, railroad yards, and major highway centers
(including storage facilities and supply areas), which would be
of primary importance to logistic support of military forces and
installations in the East China area between Ningpo and Canton.
In view of their potential importance, some very minor coastal
landing points are listed. Where possible, indications of the
nature of supply activity observed are included. Although no
attempt is made to list the location of all known truck pools and
road depots, the key highway centers are given.
I. Ports and Landing Points.
These locations are arranged geographically, beginning with
Hai-men on the north and progressing south along the coast to in-
clude Swatow.
A. Hai-men 28041' N - 121027' E).
Hai-men is a minor port with harbor depths sufficient to
accommodate coastal shipping. Depths of water alongside the five
pontoon wharves reported are sufficient only for small craft, and
coastal vessels must work cargo in the stream. 16/ Warehouse
facilities and an active truck pool are located in the port area. 17
Near Lu-ch'iao airfield, about 9 miles south of Hai-men, aviation
fuel and other storage facilities have been identified. Heavy-
duty-type roads connect the port installation with the main coastal
road and the airfield installation.
B. Wenchow (28001' N - 120039' E).
Wenchow is an established port with harbor depths sufficient
to accommodate coastal shipping, although cargo must be worked in
the stream. 18 Existing wharves are suitable only for small-craft
traffic. Warehouse facilities are available. Since February 1955,
large coastal freighters (2,000 to 3,000 tons) have been running
into this port from Shanghai. / There is a good two-way road to
Lu-ch'iao and Hai-men, although two ferry crossings are required.
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C. Sha-ch'eng (27010' E - 120024' N).
Sha-ch'eng, located south on the coast midway between Wenchow
and San-tu (San-sha) Bay, has during 1955 become important as a pro-
tected anchorage for small coastal cargo ship movements along the
coast and into the Foochow area. 20 It is also serving as a minor
naval operating base and possible transshipping point. The port
installation is limited. to a single small pier and breakwater and
a small number of warehouses. 21 Access to the main coastal road
at Fu-ting is primarily by water at present, but a road connecting
Sha-ch'eng with the coastal road is now being constructed. 22
D. San-tu and Lo-yuan Bays (26030' N - 119050' E).
These bays are located just north of the Pei-ling Peninsula
and opposite the Matsu Islands. Both bays have large areas suitable
as anchorages for coastal-type shipping. There are minor pier
facilities on San-tu Island and near the town of Lo-yuan. 23/
At Lo-yuan there is sufficient water depth to handle small. coastal
vessels alongside the wharf. Lo-yuan is also the site of a newly
developed well-dispersed storage and warehouse installation. 24
Branch roads from the main coastal highway have been extended to
the water's edge to connect with beaching sites on both San-tu and
Lo-yuan Bays, and on the south shore of Lo-yuan there is a landing
where the newly constructed road crossing Pei-ling Peninsula extends
to the water. Freighter activity was first noticed in these waters
in the spring of 1955, following the initiation of regular shipping
services into Wenchow. It is considered that these two protected
bays are likely staging areas both for supply movements and for
possible amphibious operations.
E. Foochow (26?05' N - 119018' E).
Foochow is an established coastal city but is only a minor
port. The principal harbor area is at Ma-wei (Lo-hsing-t'a -
Mao-ti) (25059' N - 119?27' E), on the Min River about 10 miles
from Foochow. There is a good anchorage at Ma-wei, and larger
coastal-type vessels regularly anchor here. There is also a small-
craft anchorage near Nan-t'ai (26003' N - 119?18' E), and a good
deal of activity is normally evident. 25 Coastal shipping must
work cargo in the stream, but the availability of lighterage and
junks is not a bottleneck to an expansion of shipping activity.
Good roads connect all port facilities with the main road net and
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with nearby military installations, including the airfield on
Nan-t'ai Island. Well-developed water/road transfer facilities
also exist on the south bank of the Min River, immediately adjacent
to the main coastal highway, thus providing for ease of truck
shipments into the area between Foochow and Amoy, despite the lack
of a bridge across the Min River.
Extensive warehouse and open storage facilities exist
in and around Foochow, and an expansion of facilities has been
evident. For example, there is a large installation, including
some 200 buildings and an open storage space on what was a burned
out area on the water's edge at Nan-t'ai. 26 There is a large
supply-area on Nan-t'ai Island, including many warehouse build-
ings. 27 As many as 182 vehicles have been reported in the
immediate area of Foochow during the most intensive airfield con-
struction effort L8/ and, more recently, 100 trucks have been
noted in a warehouse area 10 miles west of Foochow on the road to
Chien-ou. 29 With respect to POL storage facilities, pre-
Communist storage installations are either destroyed or inactive,
but major facilities have been constructed at the airfield. 30
There is a regular pattern of coastwise ship movements into
Foochow. British-flag coasters provide nonstrategic shipping con-
nections to Shanghai, and since early 1955, Communist-flag coastal
vessels have operated between Shanghai and Foochow. 31 The recent
appearance of a dredge at Ma-wei may indicate that some improvement
of harbor or naval facilities is contemplated. 32/
F. Hai-t'an Strait (25027' N - 119038' E).
This strait is located between Hai-t'an Island and the main-
land peninsula extending southeastward from the Lung-t'ien area and
provides a protected. anchorage for shipping engaged in waterborne
supply of Lung-t'ien airfield and of military forces on Hai-t'an
Island. There is a small-craft beaching point immediately opposite
the airfield site, and south of the airfield on the strait is a
deep-water pier and two warehouses. A second deep-water pier juts
out in Hsing-hua Bay on the south side of the peninsula. A newly
constructed, heavy-duty road extends the length of the peninsula
to connect with the main coastal highway, and feeder roads extend
out to the pier sites. 33 As many as 50 trucks have been seen in
the Lung-t'ien area during construction of the airfield. 34 A
major aviation fuel.-storage facility has been built near the airfield,
and ammunition and warehouse installations have been identified.
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The first evidence of shipping in these waters, other than
small naval patrol craft and junks, was noted in September when
6 vessels, including 3 merchant-type ships, 1 patrol craft, and
2 smaller patrol-type vessels were seen anchored near Hai-t'an
Island. 35
G. Han-chiang (25?27' N - 119?06' E).
Han-chiang, on the main coastal road south of Foochow,
has a very small port installation located about 2 miles south of
the town. There is a small tee-shaped pier and a 21+0-foot wharf
with 2 warehouses at this location. 36 At least 25 major ware-
houses are known to be located within a 10-mile radius of this minor
landing point. 37 It is believed that water depths would limit
wharfside operations to very shallow-draft craft, but c8astal-
type vessels could anchor and work cargo in the stream.
H. Chin-chiang (24054' N - 118?35' E).
Chin-chiang is a minor port located about 8 miles north of
Ching-yang airfield. Navigation as far upriver as Chin-chiang City
is limited to comparatively shallow-draft craft, but there is a
good deal of this activity. 38 Much use was made of canals con-
necting the field area with the river during airfield construction.
Suitable anchorage is available for small coastal vessels in
Ch'uan-chou Harbor, and cargo operations would be facilitated by
the availability of barges and small craft. There are good road
connections between the river landing points, the airfield site,
and the main coastal road. Major POL storage facilities have been
constructed at Ch'ing-yang airfield, and other types Of storage
facilities, including warehousing, are available. As manly as 40
trucks and 3 tank-trucks have been seen in the Chin-chiang area. 39/
I. Amoy (24027' N - 118?05' E).
Amoy is an established port with an extensive deepwater
protected anchorage and well-developed cargo-handling facilities,
including wharves with water depths sufficient to accommodate large
coastal-type vessels alongside. There are at least 3 wharves and
2 quays on Amoy Island opposite Ku-lang Hsu 40 and.a deepwater
petroleum pier and adjacent tank farm on the mainland on Sung-hsu
Peninsula. 41 This pier and tank farm are known to be in good
condition. Adequate warehouse and storage facilities are available
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on Amoy and at mainland locations, such as Chi-mei, across from the
northern tip of Amoy Island. 42 A good system of all-weather, two-
way roads connects all port installations with the main coastal
road and the airfields at Lung-ch'i and Ch'ing-yang. Roads on
Amoy Island are connected with mainland roads by means of the newly
constructed causeway at the northern tip of the island. 43 An
active truck pool is located on Amoy, and much truck activity has
been noted on the mainland in this area.
There is a large amount of small-craft activity within
Amoy Harbor and especially between the small river ports of Shih-ma
and Hai-ch'eng and points on Amoy Island and the mainland north of
Amoy. Movements of Communist-flag oceangoing shipping into Amoy,
however, have been effectively blockaded by the Nationalists occupy-
ing Quemoy Island, which commands the approaches to Amoy Harbor.
J. Wu-t'ien (23056' N - 117029' E).
Wu-t'ien is a minor landing point just off the main coastal
road to Swatow about 60 miles south of Lung-ch'i. A pier 400 by
15 feet in size and 14 warehouses have recently been noted at this
location. 44 It is believed that water depths would limit wharf-
side operations to shallow-draft craft, but that coastal vessels
could anchor and work cargo in the stream.
K. Swatow (23022' N .- 11604O' E).
Swatow is a minor port with a good anchorage and with wharf
facilities capable of accommodating coastal ships alongside. 45
Warehouse and storage facilities, including POL storage, are avail-
able. Large-scale POL storage has not been identified, but regular
small tanker voyages into Swatow 46 indicate that it is available.
The first aviation fuel storage bunker, apparently intended to ser-
vice Ch'eng-hai airfield, was noted in an advanced stage of construc-
tion in late November 1955. L7/ Good roads connect all port instal-
lations with the main road net and with nearby military installations,
including the airfield. Considerable truck traffic has been noted
during construction of the airfield and other military installations.
Swatow is generally considered the northern limit of Chinese
Communist coastwise shipping operations out of Canton. A regular
pattern of freighter movements has long existed, and during 1955,
regular voyages of small tankers between Canton and Swatow were
initiated.
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II. Rail-Yard Facilities and Military Supply Areas on the Shanghai-
Canton and Canton-Kowloon Railroads Which Appear To Be of
Primary Importance to Logistic Support of Installations
in the Region between Ningpo and Canton.
A. Chin-hua (29007' N - 119?39' E).
Chin-hua is an important military camp area and transport
center for overland supply of the Wenchow area. An 8-track rail
yard and a warehouse installation with 39 buildings averaging 150
by 40 feet in size have been identified. L8/ At Li-shui (28027' N -
119?54' E), midway on the road from Chin-hua to Wenchow, there is
an active motor pool (30 trucks have been seen) and a warehouse
area. 49/ Status of the 30-mile spur rail line extending south
from Chin-hua to Wu-i (28053' N - 119?48' E) has not been definitely
determined, but the line has not been dismantled. Two new ware-
houses have been noted at Wu-i. 50
B. Ch'u-hsien (28?58' N - 118?52' E).
Ch'u-hsien is the site of a 2,700-foot,-6-track rail yard,
and extensive warehouse facilities are located along the river
front. 51 There are secondary road and water connections to Chiang-
shan, about 30 miles to the southwest at the terminus of 1 of the
2 main roads to Chien-ou and the Fukien coastal region. Ch'u-hsien
itself is the site of an important jet airfield installation.
C. Chiang-shan (28?45' N - 118037' E).
Chiang-shan is an important transport center, military
camp area, and supply depot. This is the terminal point of 1 of
the 2 main roads to Chien-ou and the Fukien coast. There is a
2,000-foot, 4-track rail yard / with adjacent warehouse
facilities. A rail spur off the main line extends into a pos-
sible POL storage installation located in a hill area. 53/ A large
open storage dump and motor pool site appears active. 2r
D. Shang-jao (28026' N - 117?58' E).
Shang-jao is an important transport center. It is the
road-to-rail transshipping point for 1 of the 2 main roads to
the Fukien coast. A 4,000-foot, 10-track rail yard is located
here. 55 Although the size and nature of storage facilities have
not been reported, they are believed to be extensive.
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E. Ying-t'an (28?l4' N - 117?00' E).
Ying-t'an is the junction point on the Shanghai-Canton
Railroad for the new rail line into Fukien Province now under con-
struction. There is no information available as yet on the size
of yard and classification facilities under construction or planned
for this important rail junction.
F. Nan-ch'ang (28?4l' N - 115?53' E)?
Nan-ch'ang is near the junction of the Shanghai-Canton
Railroad and a branch line extending north to the Yangtze. A
rail yard, described as 6,500 feet square, is located about 20
miles south of the town, at the site of the junction point of
the 2 rail lines. 56/ Large open storage areas and extensive
warehouse facilities have been identified in the vicinity of
Nan-ch'ang. 57 Important road connections permit truck shipments
directly into the coastal area from Nan-ch'ang by way of Nan-cheng
and Chien-ou, although it is believed that some ferry crossings are
required on this motor route.
G. Ch'u-chiang (24?48' N - 113?35' E).
Ch'u-chiang is a potentially important transport center
for transshipping military supplies into the Fukien coastal area.
Full use of this area for support of the coastal region would
depend on bridging all water gaps on the Ch'u-chiange P'eng-k aou
road. There is a 3,200-foot, 13-track rail yard
military area, 6,500 by 2,200 feet, including many barracks-type
buildings, near the railroad about 5 miles south of Ch'u-chiang. 59
H. Chang-mu-t''ou (22?54' N - 114?03' E).
Chang-mu-t"ou is a railroad station point on the Canton-
Kowloon Railroad about 45 miles by road from the new airfield now
under construction near Hui-yang. It is possible that supplies
will be moved into this airfield by rail shipment to Chang-mu-t'ou
and thence by truck to the field.
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III. Internal Highway Centers of Major Importance.
A. Chien-ou (27?03' N - 118?19' E).
Chien-ou is a key highway transport center and staging
point for the roads connecting supply areas along the Hangchow -
Nan-ch'ang section of the main railroad with the Foochow and
Amoy coastal region. As many as 200 trucks have been noted in
the town, 60/ and motor pools, including repair shop facilities,
have been identified. 61 New construction during the past year
has increased the over-all capacity of warehousing and other
storage facilities. 62f
B. Nan-piing (26038' N - 118?10' E).
Nan-ping, located on the Chien-ou - Amoy route about
50 miles south of Chien-ou, is becoming an important transport
center. On 26 November 1955, approximately 270 trucks were
noted assembled in the town. Nan-p'ing is also the site of a
cement plant and a military headquarters and barracks area. L3/
There are numerous warehouse installations and a probable
petroleum or ammunition storage area. In the latter part of
November it was observed that the buildup in the number of semi-
revetted warehouses was continuing. Supplies can be trans-
shipped at Nan-piing from roads -- or from the new railroad
when it reaches the area -- down the Min River to Foochow.
Heavy river traffic has been noted recently at Nan-ping. 64
C. Lao-lung-ssu (24006' N - 115?15' E).
Lao-lung-ssu is a' potentially important inland water and
highway transport center on the main internal Canton-Swatow road.
Utilization of the East River for movements upstream from Canton
to Lao-lung-ssu would effect a substantial saving in the number of
trucks required to deliver the maximum tonnage of supplies over-
land to Swatow.
D. Yung-an (25058' N- 117022' E).
Yung-an is not only an important highway point but also,
the officially announced target of the current railroad construction
effort for 1956. It will assume greater importance as railroad con-
struction progresses. the construction
25X1 DOa
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of a major petroleum storage depot, with an estimated capacity of
17,500 to 21,000 tons, near Yung-an. 65 This storage facility
could provide a protected reserve of jet fuel and other petroleum
products for the airfields and military installations in the Amoy
area.
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S -E -C -R -E -T
APPENDIX C
AIRFIELDS
This appendix contains a brief description of the location and
facilities of the 10 jet-type airfields under construction during
1955 in the East China coastal area between Ningpo and Canton.
The field at Lu-ch'iao,* which was first noted under construction
in the fall of 1954, is the only field now fully operational, al-
though four additional fields** constructed entirely within 1955,
are now considered serviceable. Five fields are still under con-
struction, and there are a number of secondary fields*xxx not
capable of handling jet aircraft, which might be usable by con-
ventional aircraft or for transport operations.
I. Newly Constructed Jet Field in Full Operational Status.
Lu-ch'iao (28?35' N - 121024' E). 66
Location:
Three miles east-southeast of the town of.Lu-ch'iao
and 8.6 miles south of the port of Hai-men, to which
it is connected by both road and canal facilities.
About 60 miles north of Wenchow and connected there-
to by main coastal road and access roads.
Status as of 10 January 1956:
Fully operational since April 1955; 78 MIG's observed
on the field on 7 September 1955?
Size and Alignment:
6,200 by 205) feet north-northeast - south-southeast.
See I, below.
See II, below.
See III, below.
See IV, below.
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Surface:
Probably crushed rock with mud and gravel slurry binder.*
Facilities:
POL Storage:
Facilities noted; no estimate of capacity.
Revetments:
Navigational Aids:
Omnidirectional homing and marker beacon instal-
lation provides a limited all-weather approach
landing system.
II. Newly Constructed and Completed Jet Fields, Serviceable
but Not Operational. -
A. Nan-t'ai (26000' N - 119019' E). 67
Location:
Nan-t'ai Island, about 5 miles south of the city of
Foochow. Adequately served by roads to the city
and boat landings on Wu-lung Chiang.
Status as of 10 January 1956:
Runway serviceable; other facilities nearly comple-re;
not in use.
Size and Alignment:
6,800 by 200 feet east-northeast - west-southwest.
* Although the slurry binder may include some lime materials, the
surface does not appear to be concrete by Western definition.
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Surface:
Probably crushed rock with mud and gravel slurry binder.
Facilities:
POL Storage:
19 bunkers, each with 12 to 14 tanks on loop road,
3,500 feet north of field; estimated capacity,
1,025 tons.
Ammunition Storage:
No information available.
Revetments:
29
Navigational Aids:
Omnidirectional beacon-type landing system; 9,000
to 10,000 feet west of west end of runway.
Numerous buildings and sheds; 2 truck parks, each
with 12 to 15 trucks; probable gun-testing range.
This is an old field on which reconstruction activities
were first noted in March 1955; surfacing appeared com-
plete on 18 June 1955. Considerable use of waterborne
supply was noted during construction.
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S -E-C -R-E -T
B. Ch'ing-yang (24?48' N - 118?35' E:). 68
(Also known as Sha-ti)
Location:
About 5 miles south of Chin-chiang on the main coastal
highway; about 40 miles northeast of Amoy.
Status as of 1 January 1956:
Runway serviceable; other facilities nearing completion;
not in use.
Size and Alignment:
7,200 by 180 feet north-northeast - south-southwest.
Surface:
Probably crushed rock with mud and gravel slurry binder.
Facilities:
POL Storage:
45 bunkers, each with 10 to 12 tanks (5 by 10 feet)
on loop road beginning 7,000 feet west of runway;
estimated capacity, 2,100 tons.
Ammunition Storage:
Revetted building 1,500 feet south of control. tower.
Revetments:
32
Radio and Navigational Aids:
Omnidirectional homing and marker-beacon installation;
landing light system.
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2 hangers, numerous barracks, sheds, shops, and mis-
cellaneous buildings; gun-testing range.
Construction probably begun in February 1955; estimated
to be serviceable in October 1955.
C. Lung-ch'i (24?44' N - 117?39' E). 69/
Location:
About 3 miles north of Lung-ch'i and 27 miles west of
Amoy; connected with Lung-ch'i by a newly constructed
road.
Status as of 1 January 1956:
Runway serviceable; other facilities nearing completion;
not in use.
Size and Alignment:
7,200 by 200 feet east-west.
Surface:
Probably crushed rock with mud and gravel slurry binder.
Facilities:
POL Storage:
14 bunkers, each with approximately 15 tanks 5 by
10 feet on loop road 2,500 feet north of runway;
estimated capacity, 950 tons. A_, additional
storage area is located approximately 3 miles
north of the field, with 26 bunkers; estimated
total capacity at field, 1,900 tons.
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Ammunition Storage:
Two revetted buildings.
Revetments:
31
Radio and Navigational Aids:
Omnidirectional homing and marker beacon, approxi-
mately 11,000 feet west of runway.
Other:
Numerous barracks, shops, and storage buildings;
also administration and operational buildings.
Remarks:
Construction was probably begun in February or March 1955,
and the field. appeared serviceable in October 1955.
D. Swatow Northeast 23?261 N - 116?461 E). Loj
(Also known as Ch'eng-hai)
Seven miles northeast of Swatow, 1-1/2 miles east
of the main coastal highway, to which it is connected
by a new road; also supplied by small craft.
Status as of 1 January 1956;
Runway serviceable; most other facilities appear com-
plete; not in use.
Size and Alignment:
6,700 by 200 feet northeast-southwest.
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Probably crushed rock with mud and gravel slurry binder.
Facilities:
POL Storage:
POL bunkers for probable airfield use were noted
under construction in November 1955.
Ammunition Storage:
3 covered bunkers and 3 small buildings northwest
of runway.
Revetments:
Radio and Navigational Aids:
Landing :Lights appear to be installed and operable;
5-mast radio installation near control building
at midfield.
Other:
Numerous buildings, including a hangar, under con-
struction on 11 January 1956.
No estimate of date when construction started. Considered
serviceable by late summer 1955.
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III. Jet Fields Now under Construction.
A. Lung-t'ien (2503+' N - 119028' E). 71
Location:
About 10 miles due east of the main coastal highway
and 35 miles south of Foochow; first-class road
connections to the highway and to waterborne supply
points in the Hai-t'an Strait.
Status as of 29 January 1956:
Resurfacing of runway; other facilities nearing completion.
Size and Alignment:
6,600 by 185 feet northeast-southwest. Recent activity
indicates possible extension to 7,300 feet.
Possibly asphaltic macadam with gravel cover as originally
surfaced; new surface material unidentified.
Facilities:
POL Storage:
Two storage areas with a total of 25 bunkers, each
with a number of tanks, located on loop roads 600
and 3,000 feet northwest of field; estimated capacity,
1,350 tons. Additional ammunition or POL storage is
located 1 mile northwest of Lung-t'ien.
Ammunition Storage:
Identified about 1-1/2 miles north by northeast of
the center of the runway.
Revetments:
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Radio and Navigational Aids:
Omnidirectional beacon-type navigational aid, southwest
of field; alsc a probable Vim' communications system
for local use.
Numerous buildings and sheds, including administration
building, barracks, and shops; gun-testing range;
bombing and strafing range, 7 miles north of airfield.
Construction was first noted here in April 1955; surfacing
work appeared suspended from 5 August 1955 to 1 December
1955; during this period small white rectangular objects
dotted runway. These had been cleared away by 4 December
1955, and resurfacing appears to be in progress.
B. Hui-an (25002' N - 118048' E). 72
Location:
This field is adjacent to the coastal road just southeast
of the town of Hui-an. It is about 17 miles by road from
the port of Chin-chiang to the southwest and about 15 miles
northwest of a possible seaborne supply point at Ch'ung-wu.
Status as of 10 January 1956:
Under construction; runway estimated to be 20 percent
complete.
Size:
6,400 by 195 feet.
Surface:
No information available.
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Facilities:
POL Storage:
15 bunkers, each with 12 tanks, 2,800 yards northwest
of runway; estimated capacity, 810 tons.
Ammunition Storage:
Nu information available.
Revetments:
34 (some under construction).
Radio and Navigational Aids:
Under construction.
Other:
2 probable hangars, operational building, and. tower
under construction; probable gun-testing range
under construction.
Construction first noted on 11 October 1955. It is esti-
mated that this field could be serviceable by April or
May 1956.
C. Lien-ch'eng (25?40' N - 116040' E). 73
About 7 miles southwest of the town of Lien-ch'eng, to
which it is connected by a 30-foot-wide road. The town
is on the main road from Chien-ou to Amoy and near the
junction of this road with the road from the rail point
at Chu-chiang. The field is about 50 miles southwest of
Yung-an on the projected Trans-Fukien Railroad.
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Status as of 28 January 1956:
Under construction; preliminary grading and leveling
90 percent complete.
Size and Alignment:
No information available.
Surface:
No information available.
Facilities:
POL Storage:
34 bunkers under construction; estimated capacity,
1,850 tons.
Ammunition Storage:
Probable storage area under construction 4,000 feet
southeast of the south end of the runway.
Revetments:
27 under construction.
Radio and Navigational Aids:
No information available.
Other:
Barracks under construction. Gun-testing range under
construction.
Remarks:
Construction. first noted on 3 October 1955. On the basis
of progress on other fields during 1955, it is estimated
that this field could be serviceable by April or May 1956.
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D. Shui-k'ou (23004' N - 114037' E). 74/
(Also known as Hui-yang)
Location:
This airfield is about 8 miles northeast of Hui-yang
and 5.5 miles southwest of Liang-hua-hsu on the coastal
road between Canton- and Swatow. It can presumably be
served also by waterborne supply on the East River or
from Chang-mu-t'ou, a station on the Canton-Kowloon
Railroad about 30 miles by road from Shui-k'ou.
Status as of 1.1 January 1956:
Under construction; nearing completion.
Size:
6,200 feet long when completed; width unknown.
Surface:
Probably asphalt over crushed rock.
Facilities:
POL Storage:
No information available
Ammunition Storage:
No information available.
Revetments:
25 under construction.
Radio and Navigational Aids:
No information available.
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Other:
2 hangars, control tower, gun-testing range.
Remarks:
Construction first noted in October 1955. It is estimated
that this field could be serviceable by February 1956.
E. Kao-chi (24032' N - 118?07' E). 75
Location:
On northern end of Amoy Island, about 5 miles from the city.
Status as of 1 January 1956:
Probably being rehabilitated and expanded to accommodate
jet aircraft. Resurfacing of runway was in evidence in
December 1955.
Size and Alignment:
2 runways, 5,460 by 270 feet northeast-southwest.
Surface:
Unknown.
Facilities:
POL Storage:
7 bunkers under construction; estimated capacity,
315 tons.
Ammunition Storage:
Under construction.
Revetmen.ts :
13 under construction.
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Radio and Navigational Aids:
No information available.
Other:
No information available.
Remarks:
On the basis of available information, no estimate of
completion is possible.
IV. Locations of Inactive Airfields Only Capable of Handling
Conventional-Type Aircraft.
A. Swatow (23?23' N- 116?44' E) (Old. Swatow).
B. Chin-hua (23?40' N - 120005' E).
Size:
4,760- by 150-foot surfaced runway; work on field
under way.
C.
Chien-ou (27?03' N - 118?18' E).
D.
Ma-chiang (24?39' N - 119?15' E).
Status as of 1 January 1956:
5,500-foot gravel runway.
E.
Chang-t'ing (25?54' N - 116020' E).
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S -E-C -R-E-T
APPENDIX D
MILITARY ENCAMPMENT AREAS
I. Major Military Barracks Areas.
A. Swatow Area.
At least 6 major military camp areas with a total of over
1,900 buildings, including barracks, supply, and administration
buildings, have been noted within a 40-mile radius of Swatow.
About 75 percent of the buildings appear to be barracks, averaging
roughly 130 by 30 feet in size. Assuming an allowance of 20 square
feet per man, this would give an approximate barracks capacity of
280,000 men. Construction of these barracks areas is believed to
have been largely completed by early 1955. 76
B. Amoy Area.
Eleven military camp areas with a total of 135 barrack-
type buildings have been noted on Amoy Island. An additional area
with a headquarters building and seven barracks is located on
Wei-t'ou Peninsula northeast of Quemoy. Several hundred temporary-
type barracks buildings have been built at the airfield construc-
tion sites in the Amoy area. 77
C. Foochow Area.
Nine military camp areas with a reported total of over 700 build-
ings, including barracks and headquarters, have been noted in the imme-
diate area of Foochow (excluding Nan-t'ai Island). 78/
D. Hai-t'an Island.
140 barracks buildings with 10 underground storage areas
have been noted near Ping-t'an. 79 (An earlier report of 100
barracks buildings probably refers to the same area. 80/)
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E. Chiang-shan Area.
A major military camp area with over 450 buildings was
noted under construction in May 1955. The camp is strategically
located at a junction of the Shanghai-Canton Railroad and one
of the two main roads leading south to Chien-ou and Foochow. 81/
F. Ch'u-chiang Area.
A major barracks area 6,500 by 2,200 feet containing
"many" buildings has been noted at an important junction of the
main Canton-Hankow railroad and a primary road connecting at
P'eng-k'ou with the main road to Lung-chi and Amoy. 82
G. Shao-wu.
(On new railroad construction)
Some 200 barracks: and shop buildings were noted in October
1955. Although these undoubtedly are related to the railroad con-
struction effort, they could be retained for military use after
the railroad is completed. L
A new major military barracks area was revealed on 24
November 1955 in photography at Chin-hua. The area consists of
over 400 barracks and over 100 support buildings. One major
and 2 secondary headquarters are evident. Chin-hua is on the
Shanghai-Canton railroad and is an important transport and
supply center for the Wenchow area. 84
II. Other Significant Barracks Areas.
(Less than 50 buildings)
A. Mel hsien 85
B. Chien-ou 8
C. Wenchow 87
D. Fu-ting Y J
E. Lung-t'ien 89
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F. Chin-chiang 22/
G. Hui-an 91
H. Lo-yuan 2
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S -E -C -R-E -T
APPENDIX E
COSTS
The calculation of costs is based on minimum estimates of con-
struction cost for the major items noted in this memorandum. It
does not include direct military expenditures such as the con-
struction of gun positions or the maintenance of the military
forces in the area. Costs in yuan and in dollars have been
arrived at independently. The yuan figures are based on Chinese
Communist announcements of costs for various types of construc-
tion. Consideration has been given to the factors of location
and terrain as they may have contributed to the difficulty of
construction. The dollar figures are based on estimates of US
costs for the same type of construction undertaken under similar
conditions with a similar labor situation, that is, dependence
on large amounts of manpower at Chinese pay scales. Although
it has not been possible to arrive at figures which can be con-
sidered to be highly accurate, it is believed that the estimate
does reflect in some degree the magnitude of the military con-
struction effort in terms of Chinese Communist over-all economic
resources. A detailed breakdown of the estimated costs of trans-
portation and military construction in East China, by category
of construction, is shown in Table 2.*
Table 2 follows on p. 56.
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S -E -C -R -E -T
Table 2
Breakdown of Estimated Costs of Transportation and Military Construction
in East China by Category of Construction
Through January 1956
Category
Costs
(Thousand Yuan)
Costs
(Thousand US $)
Chien-ou - Foochow
35,000
8,000
Chien-ou - Nanping - Yung-an -
P'eng-k'ou
37,000
9,000
Yung-an - Chin-chiang
40,000
9,500
P'eng-k'ou - Lung-chi - Amoy
45,000
10,000
Wenchow-Foochow
48,ooo
10,500
Foochow - Lung-ch'i
19,000
4 000
Lung-ch'i - Swatow
15,000
3,500
Chin-hua - Wenchow
21,000
4,000
Lu-ch'iao - Wenchow
8,500
1,500
Local roads
2,235
500
Total
270,735
6o,500
Railroads
Ying-t'an - Amoy Railroad
420,000
1001000
Causeways
Amoy Island - Mainland Causeway
5,000
1,000
Chi-mei - Kao-pu Causeway
7,250
1,1+50
Ta-teng Causeway
800
160
Total
13,050
2,610
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Breakdown of Estimated Costs of Transportation and Military Construction
in East China by Category of Construction
Through January 1956
(Continued)
Costs
(Thousand Yuan)
Costs
(Thousand US $)
Airfields
Lu-ch'iao
7,500
1,500
Nan-t'ai
8,000
1,600
Lung-t'ien
9,000
1,800
Ch'ing-yang
7,500
1,500
Lung- ch'i
8,250
1,650
Ch'eng-hai
(Swatow)
7,500
1,500
Hui-an
7,250
1,150
Lien-ch'eng
8,000
1,600
Shui-k'ou
9,500
1,900
Kao-chi
5,000
1,000
77,500
15,500
Barracks (new-construction)
Swatow
20,858
6,412
Hai-tan
820
252
Chiang-shan
1,937
1,518
Chin-hua
5,660
1,710
32,275
9,922
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S -E-C -R-E-T
APPENDIX F
GAPS IN INTELLIGENCE
Several intelligence problems within the scope of this memorandum
remain unanswered because of lack of information. These include
the following:
1. Level of actual supply activity on major motor routes.
2. Availability and assembly of pontoon bridging and ferry
facilities.
3. Status of bridging on roads as indicated in Appendix A.
4. Degree to which storage and stockpiling of supplies
has been carried out.
5. Extent of POL storage facilities at Swatow and Lu-ch`iao
airfields.
6. Extent of Soviet participation in planning, directing,
and advising in the buildup of the area.
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S-E-C-R-E-T
APPENDIX G
SOURCE REFERENCES
Evaluations, following the classification entry and designated
"Eval.," have the following significance:
Doc. - Documentary
A Completely reliable
B - Usually reliable
C - Fairly reliable
D - Not usually reliable
E - Not reliable
F - Cannot be judged
1 - Confirmed by other sources
2 - Probably true
3 - Possibly true
4 - Doubtful
5 - Probably false
6 - Cannot be judged
"Documentary" refers to original documents of foreign governments
and organizations; copies or translations of such documents by a
staff officer; or information extracted from such documents by a staff
officer, all of which may carry the field evaluation "Documentary."
Evaluations not otherwise designated are those appearing on the
cited document; those designated "RR" are by the author of this
memorandum. No "RR" evaluation is given when the author agrees
with the evaluation on the cited document.
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 5X9A1
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_. - __ _-SHAN- --- - -
-
-
- -
ys"` UAN SHAN CHINESE COMMUNIST MILITARY CONSTRUCTION
AND LOGISTIC ACTIVITY
Jet airfield, operational ITT Selected railroad
20
Jet airfield, serviceable but not operational -~- Railroad, under construction
20
Jet airfield, under construction Selected road
S O U T H C I N A S E A Secondary airfield, inactive Railroad yard and military supply center
Major barracks area Internal highway center
Minor barracks area P
ort or landing point
~???~ International boundary
--------- Province boundary
CH.ANG-H Province ca
ital
p
NOTE: On1y .irk.Id., .nd miUt.ry and tr..poH renter di.,...d I. tA. text ere shown.
18
18
Scale 1:3,300,000
GLOSSARY
onians stream 0 50 100 200 300
Chiao .............. . cape, pout
stream Statute Miles
____------- _Iake 0 50 100 200 300
ueh-l.o -_---- ------- -I,nd,
shan--------- island Kilometers
snuff -------------------- stream
tao ---- ___----------isiand
tsui-- ----------------.- point
L UZON
114 116 118 120
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