TRANSPORTATION IN THE FUKIEN COASTAL REGION OF COMMUNIST CHINA 1959

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• Document Creation Date: December 23, 2016
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• Sequence Number: 1
• Publication Date: June 1, 1960
• Content Type: REPORT

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SECRET
ECONOMIC INTELLIGENCE REPORT
N? 101
TRANSPORTATION
IN THE FUKIEN COASTAL REGION
OF COMMUNIST CHINA
1959
CIA/RR ER 60-15
June 1960
CENTRAL INTELLIGENCE AGENCY
OFFICE OF RESEARCH AND REPORTS
SECRET
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WARNING
This material contains information affecting
the National Defense of the United States
within the meaning of the espionage laws,
Title 18, USC, Secs. 793 and 794, the trans-
mission or revelation of which in any manner
to an unauthorized person is prohibited by law.
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SECRET
ECONOMIC INTELLIGENCE REPORT
TRANSPORTATION
IN THE FUKIEN COASTAL REGION
OF COMMUNIST CHINA
1959
CIA/RR ER 60-15
CENTRAL INTELLIGENCE AGENCY
OFFICE OF RESEARCH AND REPORTS
SECRET
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FOREWORD
This report is essentially an economic analysis of the basic
transportation facilities in the Fukien coastal region of Communist
China. The region selected for study consists of Fukien Province
and certain other important transportation centers outside Fukien --
the rail center of Ying-t'an in Kiangsi Province to the northwest
and the seaports of Wenchow in Chekiang Province to the northeast and
of Swatow in Kwangtung Province to the southwest. No discussion of
civil aviation is included, because civil air operations in the re-
gion are insignificant. Statistical data not given in. terms of
point-to-point capability of various transportation routes are for
Fukien Province. The detailed information contained in the appen-
dixes constitutes a transportation handbook for this region that
should be of 'continuing value for both economic and logistic intel-
ligence.
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CONTENTS
Pe
Summary 1
I. Introduction 3
II. Rail Transport 1.
A. Railroad Network
B. Performance
1. Tonnage Carried
2. Commodity Composition of Traffic
6
6
7
III.
C. Estimated Through Capability
Highway Transport
A. Highway Network and Additions OOOOOO ? ? ? ?
B. Performance
10
11
11
13
1. Motor Trucks
13
2. Primitive Highway Transport
13
C.
Motor Truck Inventory
14
D.
Major Routes and Commodity Movements
15
1. Major Routes
15
2. Commodity Movements
IV.
Water Transport
A.
Inland Waterways
18
B.
Coastal Shipping
20
C.
Capabilities
21
V.
Conclusions
22
A.
Transportation Facilities
22
B.
Transportation Requirements
23
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Appendixes
Appendix A. Statistical Tables
Appendix B. Methodology
Page
27
51 50X1
Tables
1. Estimated Tonnage Carried by the Ying-t'an - Amoy
Railroad in Communist China, 1954-58
6
2. Estimated Commodity Composition of Freight Carried by
the Ying-t'an - Amoy Railroad in Communist China,
1958 7
3. Estimated Tonnage of Timber Carried by the Ying-t'an -
Amoy Railroad in Communist China, 1954-58 8
4. Estimated Length of Motorable Highway Network in
Fukien Province of Communist China, 1950-59 12
5. Estimated Capabilities of Major Ports in the Fukien
Coastal Region of Communist China, 1959 21
6. Estimated Production of Selected Commodities in
Fukien Province of Communist China, 1957-59 24
7. Railroad Stations and Facilities on the Ying-t'an -
Amoy Railroad in Communist China, 1959 28
8. Estimated Capabilities of Yards on the Ying-t'an
Amoy Railroad in Communist China, 1959 35
9. Location of Highway Routes in the Fukien Coastal
Region of Communist China, 1959 37
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10. Description and Estimated Capabilities of Highway
Routes in the Fukien Coastal Region of Communist
China, 1959
11. Characteristics of the Min River System Affecting
Water Transport in the Fukien Coastal Region of Com-
munist China, 1959
12. Possible Estimates of Through Capability of the
Ying-tian - Amoy Railroad in Communist China, Employ-
ing Various Factors, 1959
Map
Communist China: Transportation Facilities of the Fukien
Coastal Region inside back cover
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48
54
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TRANSPORTATION IN THE FUKIEN COASTAL REGION
OF COMMUNIST CHINA*
1959
Summary
Transportation in the Fukien coastal region of Communist China is
rendered difficult by both terrain and climate. Because of the dif-
ficulties in both construction and maintenance of the overland trans-
portation networks, the region was oriented to the sea until the
Chinese Communists constructed the first railroad in Fukien Province.
The railroad system, serving the Fukien coastal region consists of
the single-track Ying-t'an - Amoy line and its branch line to Foochow.**
The Ying-t'an - Amoy line, 694 km in length, was completed in 1956, and
the branch line from Nan-pving to Foochow was completed in late 1958.
When additional rail lines and feeder spurs currentlY under construction
or planned are completed, almost all points in the province will be
within 75 km of railroad facilities. It is estimated that the tonnage
carried by the existing rail lines in Fukien Province increased from
30,000 metric tonsxxx in 1954 to 2.4 million tons in 1958. Timbert
is the largest single commodity moving by rail, accounting for 50 per-
cent of the tonnage carried in 1958, and coal ranks second, accounting
for about 37.5 percent of such tonnage. The movement of timber was
largely out of the province, whereas coal was moved into and with-
in the province. Other commodities moved by rail included cement and
other construction materials as well as various agricultural and
forest products.
The estimated current capabilitytt of the Ying-t'an -Amoy -
Foochow Railroadttt is about nine trains each way per day (EWPD), or a net
* The estimates and conclusions in this report represent the best
judgment of this Office as of 1 April 1960.
** In this report the branch line to Foochow is referred to as the
Nan-piing to Foochow line, although the actual junction point is at
Wu-k'eng, about 24 kilometers (km) southwest of Nan-p'ing.
*** Tonnages are given in metric tons throughout this report.
t The term timber is used in this report as a collective word ap-
plying to finished as well as partly finished wood products.
tt For a precise definition of the term capability, see II, C, p. 10,
below.
ttt Hereafter referred to as the Ying-t'an - Amoy Railroad or line.
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load of 7,300 tons EWPD. This tonnage is the amount of tonnage that
could be carried on the restricting sector of the line from Ying-tian
to the junction point at Wu-Meng. From Wu-Meng, each section is
capable of handling five trains EWPD, or a net load of 4,300 tons
EWPD to both Foochow and Amoy. The entire railroad is capable of
carrying about 5.3 million tons of through traffic annually,* or 2.2
times the planned tonnage for 1958, if sufficient locomotives and
cars are made available. If traffic increases as fast as the national
average, however, the line could reach maximum capability by 1961.
The new lines currently under construction or projected are necessary
for further economic development and will increase military capabili-
ties in the region.
In 1959 the highway network of the Fukien coastal region is esti-
mated to have included 7,300 km of motorable roads, or more than three
times the figure for 1950. These highways are utilized for the move-
ment of economic traffic by more than 4,000 motor trucks, of which
about one-half are under the control of state-Owned transport groups
and the remainder are controlled by government agencies or industries.
Motor trucks probably carried about 2.8 million tons in 1958, and it
seems likely that primitive highway transport carried substantially
more tonnage. Grain, timber, coal, and mineral ores probably account
for a large portion of the total tonnage carried by motor trucks. Most
of the movement occurs from the producing areas toward the railroad or
waterway systems.
Before the advent of the railroad and the substantial increase in
the construction of roads, waterways provided the major means of com-
munication and travel in the Fukien coastal region in terms of both
local and interprovincial movement. Fukien Province contains more than
4,000 km of waterways that are navigable to powered vessels and has
about 487 nautical miles of coastal shipping routes. The major inland
navigation route is the Min River, and the major coastal route is be-
tween Foochow and Shanghai. In 1958, modern inland water transport
carried about 1.7 million tons on the rivers of Fukien Province, and
primitive transport carried about 5 million tons. The major commodi-
ties that move on the rivers of Fukien are timber, agricultural goods,
and other products. Coastal shipping carried less than 2 million tons,
about evenly divided between primitive craft and modern vessels. The
major commodities involved are coal and industrial raw materials moving
into the region and timber moving out of the region to Shanghai and
Canton.
The total tonnage carried by all forms of transport in the Fukien
coastal region amounted to 15.5 million tons in 1957 and increased to
* This estimate assumes that all traffic would consist of freight
trains. This figure would be lowered in direct ratio to the number of
passenger and work trains operated on the lines.
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about 22 million tons in 1958. It is estimated that the economy of the
Fukien coastal region required the transportation of about 24 million
tons in 1959, or an increase of 9 percent in 1959 compared with 42 per-
cent in 1958. There appears to have been enough unutilized capability
in the system to absorb the demands for 1959.
I. Introduction
The very nature of the Fukien coastal region of Communist China
renders transportation difficult. Much of the region is mountainous,
with elevations of 3,000 to 5,000 feet; the mountains tend to parallel
the coast, making transportation inland difficult; and most east-west
routes follow river valleys. The region has from 60 to 80 inches of
rainfall per year, principally during the summer months, resulting in
roads and railroads becoming temporarily impassable because of washouts
and landslides and waterways becoming impassable because of flooding
and silting. The construction of many expensive bridges, fills, cuts,
and tunnels has been necessary for railroad and road development. Be-
fore the construction of the Ying-t'an - Amoy Railroad, the major link
with the rest of China was by sea. By the end of the First Five Year
Plan (1953-57), the Communists had completed both railroad and road
connections with the industrial centers of Shanghai, Canton, and Wu-han,
thus providing what probably was the first really effective overland
link of economic importance with the rest of the country.
The announced tonnage carried by the transportation system of the
Fukien coastal region increased from 15.5 million tons in 1957 to 22 mil-
lion tons in 1958, 1/* or about 42 percent. The tonnage carried during
1959 may have been about 24 million tons, an increase of about 9 percent.
Although military cargo may be included in these totals, the nature of
available statistical data prevents determination of the portion of the
tonnage represented by military supplies.
Much of the development that has been undertaken in Fukien Province
is the result of strategic as well as economic considerations. Faced
with hostile Chinese Nationalist forces less than 150 km away on Formosa
and at their very doorstep on Quemoy and Matsu, the Chinese Communists
doubtless realized the necessity of defending the region not only by
military action but by the integration of its economy With that of the
rest of the Chinese mainland and by a shift in its traditional reliance
on the sea for transportation.
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II. Rail Transport
A. Railroad Network*
The railroad network serving the Fukien coastal region of
Communist China consists of the Ying-t'an - Amoy line and its branch
line from Nan-p'ing to Foochow.** Construction of the Ying-t'an -
Amoy line was started in October 1954 by the Railroad Engineering
Corps of the Peoples Liberation Army and completed on 9 December
1956. 2/ Freight traffic was handled as far as Nan-p'ing by August
1956 and to Yung-an by November 1956. 2/ The total length of this
line is 694 km,II/ excluding the 24-km section connecting the branch
line at Nan-p'ing with the main line at Wu-k'eng and an 11-km spur
leading to Chang-chou (Lung-chi). 2/ The roadbed of the Chang-
chou spur reportedly was completed in February 1957, g but the con-
struction of a bridge 1,286 feet long over the Chiu-lung River V
delayed completion of this spur until June 1958. .?_/
The 24-km section from Wu-k'eng to Nan-p1ing was completed
in 1956. 2/ In April of that year the Chinese Communists announced
that a 211-km line from Nan-p'ing through Foochow to Kuan-t'ou was
under construction. 12/ Tracklaying reached the vicinity of 0-yang
by the end of 1957, 11/ and temporary freight service to that point
was begun in February 1958. 12/ The line was completed to Foochow
on 26 November 1958, DJ and regular freight service was begun on
7 December 1958.1/1/
In 1958 the. Chinese Communists began construction of a 253-km
railroad between Chin-hua and Wenchow in Chekiang Province. 12/
Eventually this line will extend south from Wenchow through Fu-ting,
Hsia-p'u, and Pa-tu to Foochow. lg The southern section of this
line from Foochow north to Pa-tu is currently under construction and
may be completed in 1960.xxx Construction began in January 1959 on
a 550-km rail line from Yu-shan to Foochow, which will run roughly
parallel to the Ying-t'an - Nan-p'ing - Foochow line, approximately
50 to 150 km northeast of the existing railroad. The new line will
pass through Pu-ch'eng, Sung-ch'i, Pa-tu, and Lien-chiang, 1?./ thus
* For the graphic location of the railroad network serving the
Fukien coastal region, see the map, inside back cover. For list-
ings of railroad stations, facilities, and yards, see Tables 7 and 8,
Appendix A, pp. 28 and 35, respectively, below.
** Unless otherwise specified, references to the Ying-t'an - Amoy
Railroad include both the Ying-t'an - Amoy line and the branch line.
XXX On 29 January 1959 the Communists announced that the construction
of bridges and tunnels on the Foochow - MA-wei section was completed. 11/
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enhancing Communist military capabilities in the Formosa Strait area
and providing a railroad line to several economically important popu-
lation centers.
Two other lines under construction eventually will become a
part of the projected line linking Fukien and Yunnan Provinces, which
will be a major east-to-west railroad when completed. These lines ?
run from Chang-p'ing to Lung-yen and from Chang-p'ing to Ch'uan-
chou (Chin-chiang). Construction of the 58-km line from Chang-p'ing
to Lung-yen* began in April 1958 and was scheduled to be completed
in March 1959, 22/ although no evidence of its completion is avail-
able. When completed, this line will provide access by rail to coal
and mineral reserves in the Lung-yen area. Construction is underway
on the 150-km line connecting the Ying-t'an - Amoy line just south
of Chang-p'ing with the port of Chluan-chou. 21/ This line tra-
verses a region reportedly rich in mineral reserves, and although
the completion of this line will not greatly increase Chinese Com-
munist military capabilities, it will provide access to an area with
poor communications facilities and will facilitate the economic de-
velopment of this portion of Fukien Province.
Construction also is underway on a 246-km extension of this
line from Lung-yen through Nan-yang-pa, K'an-shih, and Yung-ting to
Hsing-ning in Kwangtung Province. 22/ The large bridges on this
route are reported to be constructed for eventual double-tracking. 23/
Surveying was begun in May 1958 on a 350-km railroad to connect Lung-
yen with Kan-hsien in Kiangsi Province. This railroad is scheduled
for completion under the Second Five Year Plan (1958-62), .2V but
construction has not yet begun. Surveying also has begun on a rail-
road to run along the coast between FoOchow and Amoy. 25/
Some emphasis has been placed on feeder lines to the existing
railroad facilities. In 1958 a 7-km forest spur was constructed from
Wang-t'ai to Ch'i-hou near Nan-p'ing, 26/ as was a 1.7-km spur to
the T'ai-ku shipping company wnarf in Amoy. .2.7./ The Chinese Com-
munists claim that 13 spur lines totaling 270 km in length Lei are
under construction or being surveyed. In 1959 they planned to com-
plete 120 km of spur lines, 22/ including a line traversing the San-
ming industrial base 32/ from Mei-lieh to Weng-tun, 31/ a spur to
the Chang-p'ing coal mines, 32/ probably about 13 km long, 33/ and
a 96-km forest spur near Chien-ou.3/2/
When the railroad lines currently under construction or pro-
jected and the planned feeder spurs are complete, Fukien Province
will possess an improved railroad network, with almost all points
* The actual starting point is Cho-tse, which probably is a small
station located just north of Chang-p'ing. 12/
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less than 75 km from railroad facilities. This network will increase
considerably the Chinese Communist capabilities to support military
action in the Formosa Strait area, will enhance greatly the economic
development of the province, and will decrease costs of transporta-
tion. Highway and water-borne freight may decline as a percentage
of total freight (although not in absolute terms) as the railroad
network expands. Highway transport will become less important for
long hauls and more important as a feeder to the railroad system.
B. Performance
1. Tonnage Carried
Estimates of the tonnage carried by the Ying-t'an - Amoy
Railroad in Communist China in 1954-58 are shown in Table 1.
Table 1
Estimated Tonnage Carried by the Ying-t'an - Amoy Railroad
in Communist China
1954-58
Annual Increase
Year
Tonnage Carried*
(Million Metric Tons)
Million Metric Tons
Percent
1954
0.03 p../
N.A.
N.A.
1955
0.61 W
0.58
1,933
1956
1.37 W
0.76
125
1957
1.85y
0.48
35
1958
2. 4 b
0.55
30
a. The announced figure of 3.86 million metric tons carried during
the period of "provisional operation" in 1956-57, less estimated ton-
nage carried in 1957. 32/ This total, less performance in 1957, would
indicate 2.01 million metrio tons carried in 1956. It is assumed,
therefore, that the 3.86 million metric tons refers to 1954-57. The
figure for 1957 has been subtracted from 3.86 million metric tons,
giving a figure of 2.01 million metric tons for the period October
1954 - December 1956. This total has been distributed by monthly
weights in arithmetic progression from October 1954 to December 1956
to arrive at estimates for 1954-56.
b. The announced goal of 2.4 million metric tons for 1958 given as
a percentage increase above the level of 1957. .1Y
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2. Commodity Composition of Traffic
The commodity composition of traffic on the Ying-t'an -
Amoy Railroad in Communist China in 1958 is shown in Table 2.
Table 2
Estimated Commodity Composition of Freight Carried
by the Ying-t'an - Amoy Railroad in Communist China
1958
Commodity
Tonnage Carried
(Million Metric Tons)
Percent of Total
Timber
Coal
Cement
Other
Total
1.2 W
0.9 12/
0.1 f/
0.2 2/
2.4
50.0
37.5
4.2
8.3
100.0
a. Plan. 11/
b. Estimated; see also p. 8, below.
c. Estimated; see also p. 9, below.
d. Residual.
Timber is the most important single commodity hauled on
the Ying-t'an - Amoy Railroad, accounting for about 50 percent of
the total tonnage carried in 1958. 2/ The amount of timber shipped
out by rail also accounted for more than one-half of the total ship-
ments of timber from Fukien Province. In 1957 the province planned
to ship out about 1.3 million tons, of which 800,000 were to be moved
by rail.* .U./ Estimates of the tonnage of timber carried by the
Ying-t'an - Amoy Railroad in 1954-58 are shown in Table 3.** Nearly
all of this timber originated in Fukien Province.
The economic importance of the railroad for timber ex-
ploitation is illustrated by an announcement that production of tim-
ber in Fukien Province in 1957 was to be increased from 0.87 million
* A factor of 0.727 has been applied to cubic meters to convert
them to metric tons.
** Table 3 follows on p. 8.
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tons to 1.5 million tons,)12/ or more than 72 percent. During 1957,
Yung-an Hsien planned to double the amount of timber produced in
1956,111/ principally because of better transportation. Most, if not
all, of this movement of timber is from Fukien Province to other parts
of Communist China.
Table 3
Estimated Tonnage of Timber Carried by the Ying-tian Amoy Railroad
in Communist China
1954-58
Tonnage of Timber Carried
Year
Total Tonnage Carried 21
(Million Metric Tons)
Million Metric Tons
Percent
of Total
1954
1955
1956
1957
1958
0.03
0.61
1.37
1.85
2.4
N.A.
N.A.
0.43 12/
0.80 ?
1.2.21
N.A.
N.A.
31.4
50.0
a. Obtained from Table 1, p. 6, above.
b. Planned absolute amount of timber hauled during the last half of
1956. 42/
c. Plan./
It is likely that little movement of timber by rail oc-
curs south of Yung-an. Nan-pting, the principal shipping point for
timber in Fukien Province, accounts for more than 60 percent of all
the timber moved by rail.11/1/ Other important timber shipping points
include the Yung-an area, which planned to produce more than 60,000
tons of timber in 1957, )1.51 most of which probably was shipped out by
rail.* Timber also accounts for 47.2 percent of the railroad traffic
between Nan-p'ing and Foochow. !ig
Coal is the second most important commodity moved on the
Ying-t'an - Amoy Railroad. In 1958, Fukien Province produced about
750,000 tons of coal, but this amount is far below the level of
* This figure would represent 7.5 percent of all the timber hauled
by rail in 1957.
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consumption. Total production of coal at the Chang-hua complex* in
1958 is unknown. It is probable, however, that this area produced
enough to supply local demands, including the requirements for rail-
road coaling stations, and also shipped nearly 300,000 tons to Amoy.**
Planned production of steel at Lung-yen in 1959 would require about
300,000 tons of coal, but the increased production of coal probably
provided a surplus of more than this amount to be shipped out, prob-
ably to Amoy, in 1959. Coking coal from Hunan and KWangsi also is
shipped to Amoy L411/ and presumably to Foochow. It is estimated that
more than 900,000 tons of coal were hauled on the Ying-t'an - Amoy
Railroad during 1958.*** This figure would account for about 38 per-
cent of total freight traffic or about 75 percent of freight traffic
excluding timber. The portion represented by military supplies of
the remaining traffic is unknown.
The movement of cement accounted for about 4.2 percent
of the total tonnage carried on the Ying-t'an - Amoy Railroad in
1958. This movement occurred mainly on the Nan-p'ing - 0-yang sec-
tion of the Nan-p'ing Foochow branchline. Nan-p'ing is the only
major source of cement in Fukien Province, accounting for production
of 100,000 tons in 1958, li..21/ and providing about 80 percent of all
the cement consumed in the province- Of the 100,000 tons of cement
produced in 1958, it is estimated that about 50,000 tons probably
were shipped from Nan-p'ing to 0-yang for transshipment to the hydro-
electric stations under construction near KU-t'ien, that about
8,000 tons were shipped to Foochow for construction of the rail line
north,t and that the remainder probably was shipped to other con-
sumers in Fukien (possibly primarily to San-ming, Lung-yen, and Amoy).
The "other" category shown in Table 2tt comprises about
200,000 tons, or 8.3 percent of the total tonnage carried on the
Ying-t'an - Amoy Railroad. Incoming commodities included in this
* This complex is circumscribed by Chang-p'ing, Lung-yen, and Hua-an.
** This estimate is based on a Communist announcement.121/
*** This estimate was derived by applying the proportion of the totai?
tonnage originated by rail that was represented by coal in all of Com-
munist China in 1958 (38.4 percent) to the total tonnage of freight
scheduled to be carried by the Ying-t'an - Amoy Railroad (2.4 million
tons).
t This estimate was based on the assumption that about 100 km of
this line were under construction in 1959. An average consumption of
80 tons per kilometer has been used, based on the average consumption
on the Ying-t'an - Amoy line. 22/
tt P. 7, above.
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group are machinery and other finished steel.products, petroleum prod-
ucts, flour, small amounts of cement, various manufactured consumer
goods, fertilizer,* and military supplies. Outgoing cargoes included
salt, 22/ charcoal, dried bamboo shoots, 21/ sugar, fruits,212/ rosin,
turpentine, native paper, 22/ bamboo poles, barley from Chang-chou
for the Shanghai breweries,** 22/ tea leaves, 211/ other agricultural
goods, and small amounts of pig iron.*** 22/ Most of these outgoing
shipments apparently are destined for Shanghai either for consumption
or for distribution to other parts of Communist China.
C. Estimated Through Capabilityt
The estimate of through capability of the Ying-t'an - Amoy
Railroad in Communist China is based on the best information avail-
able on physical facilities, equipment, and operating practices.
Variations in any one or all of these components could influence the
estimated capability to a considerable extent.tt Improvements in all
or any one of the components could increase considerably the capability
of a railroad. Because of the dynamic nature of transportation, there-
fore, an estimate of capability can be regarded at best as providing
only an approximate order of magnitude.
The through capability of the Ying-t'an - Amoy Railroad is
restricted by the Ying-t'an - Wu-k'eng section to an estimated nine
through trains each way per day (EWPD), or 7,300 tons EWPD. The sec-
tions of the railroad from the junction at Wu-k'eng to Foochow and to
Amoy are estimated to have about equal capability, five through trains
EWPD, or 4,300 tons EWPD. The principal classification yard, located
at Lai-chou, is estimated to be capable of handling 6.4 trains per
24-hour day for complete classification, but the low capability of
this yard will not restrict the line capability for through movements.
Moreover, as long as most of the total traffic consists of timber
moving out of Fukien Province and coal moving into or within the prov-
ince, requiring practically no classification en route, the capability
of the Lai-chou yard will not restrict economic rail traffic. It also
is believed that the Chinese Communists are capable of expanding this
yard in a short time if necessary. Other yards on the line are believed
* A portion of this fertilizer is imported as "yen-fei" (tobacco
fertilizer) coming from Shanghai to Chang-chou. 51/ This movement
probably is in proportion to the amount of barley exported from
Chang-chou to the Shanghai breweries.
** There probably also are small movements of grains out of the
province for milling purposes being returned as flour.
*** Movement of ores from Fukien Province probably ceased in 1959
as processing centers at San-ming and Lung-yen and other points were
completed and came into production.
t For detailed methodology, see Appendix B.
tt See Table 12, Appendix B, p. 54, below.
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to be used chiefly as small gathering or setting out points or for re-
lay purposes in through movement, and it is estimated, therefore,
that yard capability would not restrict line capability. Nor would
repair and servicing facilities restrict line capability.
In November 1958 the Chinese Communists announced that the
number of freight trains had been increased from 4 to 8 EWFD and that
passenger trains had been increased from 1 to 2 EWFD, ..q2./ thus in-
dicating a total of 10 trains EWFD. All of these trains, however,
probably were not through trains. In June 1959 the Chinese also an-
nounced that through train service between Foochow and Amoy had be-
gun L./ and, in January 1960, that 12 extra passenger trains had been
added for holiday traffic. L2/ Because the Chinese method of count-
ing trains is unknown and because some are probably not through trains,
these announcements are not considered inconsistent with the present
estimates of through capability of the line.
It is estimated that, as of 1959, through line capability of
the Ying-t'an - Amoy Railroad was about 5.3 million tons annually,*
or 2.2 times the tonnage scheduled to be carried in 1958. If the
tonnage hauled on this railroad increases annually as fast as the na-
tional average for 1959 (about 42 percent), through capability could
be reached during 1961. The total capability of the system exceeds
its through capability because of the limitations placed on the through
capability of the sstem by the Ying-t'an - Wu-Meng section. There-
fore, the system actually could carry additional tonnage even after
through capability is reached. The expansion of mining activities in
the Chang-p'ing area should eliminate the need for much of the coal
being imported by rail into Fukien Province and, together with the
additional lines planned or under construction, should relieve some-
what the present heavy burden on the Ying-t'an - Wu-k'eng section.
The feasible completion dates of currently projected lines
and the estimated date when the present line will approach the pres-
ent estimate of through capability appear almost to coincide. In
addition to underlining the urgency of expanding current railroad
capability in the Fukien coastal region, this coincidence of dates
also suggests a good deal of sophistication in planning by the Chinese
Communists.
III. Highway Transport
A. Highway Network and Additions**
As shown in Table 4,400( the Chinese Communists have made sig-
nificant improvements in the motorable highway network of Fukien
* See the footnote on p. 2, above.
** For the graphic location of the highway network serving Fukien
Province, see the map, inside back cover. For listings of locations,
descriptions, and estimated capabilities of highway routes, see
Tables 9 and 10, pp. 37 and 44, respectively, below.
XXX Table 4 follows on p. 12.
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Table 4
Estimated Length of Motorable Highway Network in Fukien Province
of Communist China
1950-59
Kilometers
Year
Total Network Annual Additions
1950 2,300 2/ N.A.
1951 2,800 12/ 500
1952 3,200 E/ 400
1953 3,600 E/ 4o0
1954 4,o0o 1/ 400
1955 4,600 2/ 600
1956 5,000 1.1 400
1957 6,100 e 1,100
1958 6,60012/ 500
(10,200)'
1959 7,300 j7 oo
a. 3
b.
c. Interpolated between 1951 and 1954 by applying the average
annual rate of increase of 12.5 percent.
d. 65
e. 66/
f.
g?
h. The addition of 500 km to motorable highways was derived
by estimating the average annual addition for the period
1950-57.
i. Total announced network, including 3,600 km of Class VI-B
roads. (See p. 13, below.) L./
j? 22/
Province. These improvements have included both the renovation of
existing roads and the extension of the network through new construc-
tion. Until 1955, when the network reached 4,6o0 km, 21/ construc-
tion appears to have consisted chiefly of the renovation, restoration,
and improvement of the network that had existed in 1949.* By January
1959 the total motorable highway network reached 6,600 km. It was
* Because restoration and new construction were carried on simul-
taneously, the figure announced for 1955 would include some new ?
construction and some restoration. gootnote continued on p. 1_3.7
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announced that 4,100 km had been added during 1958, but, of this in-
crease, 88 percent is believed to have resulted from the reclassifica-
tion of 3,600 km of "simple highways" to Class VI-B highways.* Thus
only about 500 km of motorable roads were added in 1958. The large
increment during 1957 also could be the result of the many roads that
were begun during 1956 in an attempt to keep pace with the economic
upsurge during that year. Announced plans for 1959 included the
building of 1,672 km of new highways, 6,366 km of second-class
roads,2.43../ and 130 km of roads to forest, industrial, and mining
areas. Li These totals probably include an unknown amount of renova-
tion of the existing network. Four bridges also were begun during
1959 at An-ch'i, Shao-wu, Shun-chang, and Nan-pting. 75/
B. Performance
1. Motor Trucks
Reliable figures on the tonnage carried by highway trans-
port in Fukien Province are almost nonexistent. In 1957, motor trucks
reportedly carried 1.94 million tons of freight, 76/ representing
slightly more than the estimated 1.85 million tons carried by rail in
the province and about 12.5 percent of announced total tonnage car-
ried by all forms of transport in 1957. 17/ If this same percentage
is applied to the total performance in 1958, IY then motor transport
carried about 2.8 million tons in 1958 compared with 2.4 million tons
carried by rail.
2. Primitive Highway Transport
Primitive highway transport accounted for about 75 per-
cent of the total tonnage carried on highways in Communist China
during 1958. 22/ Because the highway system in Fukien Province is
above the average, however, primitive highway transport probably
accounts for less than 75 percent of the total tonnage carried by
highway in that province. It is estimated that during 1958 the upper
limit of primitive highway transport may have been 8.4 million tons
carried in Fukien Province.** The Communists recently announced that
Taking 5 to 6 years to regain the 1949 figure appears comparable with
nationwide performance.
* A Class VI-B highway is designed for speeds of 16 miles per hour,
has one lane 10 to 15 feet wide, a roadbed of 15 to 21 feet, a minimum
radius of curve of 49 feet, unobstructed vision when stopping of
82 feet, and a maximum grade of 5 percent on level land and 8 percent
on mountainous land. 72/ There probably would be little or no surfac-
ing, poor drainage, and few if any bridges. These roads are in fact
large cart roads, passable by jeep in fair weather.
** The upper limit is estimated to be three times the modern highway
performance of 2.8 million tons carried.
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70,000 "vehicles" were engaged in "short-distance" transport on an
average day. 142/
C. Motor Truck Inventory
The civilian motor vehicle park of Fukien Province is esti-
mated at more than 4,000 vehicles, most of Which are trucks.* About
one-half of the park probably is under the control of the state-owned
transport groups, the remainder being owned and operated by functional
government agencies or enterprises. The military park in the province
is estimated at about 7,500 trucks. The transport park probably is
controlled by the Provincial Transportation Bureau, which has its
principal depot at Foochow and four other major depots located at
Amoy, Chluan-chou, Chang-chou, and Nan-p'ing. 121/
follows
Depot
the areas of operation as 50X1
Area of Operation
Foochow East Fukien area up to Wenchow
in Chekiang Province
Amoy Amoy
Ch'uan-chou South Fukien Province up to
Yung-an
Chang-chou West Fukien down to Swatow in
Kwangtung Province
Nan-pting North Fukien area
These five main depots probably have extensive repair capa-
bilities, and they control about 17 additional substations scattered
throughout the province. L31/
substations at Pu-tlien, Yun-hsiao, Lung-yen, Lien-ch'eng, Yung-an,
Shao-wu, Kuang-tse, Ch'ung-an, Ku-t'ien, Chou-ning, and Fu-an. 101/
Other substations, controlled by civilian transport groups, may exist
at such places as P'u-ch'eng, Chien-yang, Chien-ou, Yung-ch'un,
An-chii, or T'ung-an, which are located at the hubs of road inter-
sections. Military parks also exist at approximately 32 locations
in the Fukien coastal region.**
* For detailed methodology, see Appendix B.
** For exact locations, see source L312/.
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D. Major Routes and Commodity Movements
?
1. Major Routes*
The highway network of the Fukien coastal region has
been described as forming a ladder, the upriert portions of this lad-
der being formed by routes 1 and 3. Route 1, which runs along the
narrow coastal plain from Canton through Swatow, Amoy, and Foochow
to Wenchow, is of major economic and military significance.
Route 3 runs parallel to the coast, about 100 miles in-
land from Canton, through Mei-hsien, Yung-an, Nan-piing, Chien-ou,
Chien-yang, and P'u-ch'eng to Chiang-shan on the Shanghai - Chu-chou
Railroad. The middle portion of this route, from Yung-an to Nan-
p'ing, parallels the Ying-t'an - Amoy Railroad. Because the railroad
and river provide transport arteries along the middle portion, the
sections of this route of major economic and military significance
are the sections from Canton to Yung-an and from Nan-p'ing to Chiang-
shan.
A third road, route 5, runs parallel to route 3 about
200 miles inland, west of the Fukien provincial border, from Shao-
kuan (Ch'u-chiang) on the Hankow-Canton Railroad. Route 5 is con-
nected with route 3 by three lateral highways, routes 6, 402, and 404.
Because a major ridge line running along the western border separates
route 5 from Fukien, this road is of marginal economic significance
to the extreme western portion of Fukien Province, and because of the
nature of the terrain, the road also is of limited military signifi-
cance. In the event of war, however, this route could provide alter-
nate highway connections with route 3 and with the Ying-t'an - Amoy
Railroad.
* For a description of routes and estimates of capability, see
Table 10, Appendix A, p. 44, below. To facilitate discussion, the
major highways of the Fukien coastal region have been assigned arbi-
trary numbers that bear no relation to actual Communist or Nationalist
highway numbers. Generally the most important routes have been as-
signed one-digit designations and those of lesser importance, three-
digit designations. Routes running roughly north and south have odd
numbers, whereas those running east and west have even numbers. The
numbering begins at the coast for odd numbers and in the north for
even numbers. The three-digit numbers have been assigned on the
basis Of the location of the routes. For example, route 103 would
be a highway of secondary importance, running roughly north and south,
located west of route 1 but east of route 3. For the graphic loca-
tion of these routes, see the map, inside back cover.
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The most northerly rung of the ladder is formed by route 2.
This highway connects Chin-hua on the Shanghai - Chu-chou Railroad
with the port city of Wenchow and is of little or no economic signifi-
cance to Fukien Province. Under normal conditions, very few, if any,
commodities shipped in or out of the province would move along this
route.
Of major economic and military significance is route 4.
Beginning at Shang-jao on the Shanghai - Chu-chou Railroad, this
road passes through Ch'ung-an, Chien-yang (intersection with routes 3
and )4-02), Chien-ou (intersections with routes 3 and 103), Kuo-pu, and
Ku-t'ien and runs on to Foochow. This road provides the central
lateral link between routes 1 and 3 and connects the Shanghai - Chu-
chou Railroad with the city of Foochow.
Route 6 provides a lateral link between routes 1, 3,'
and 5 in southern Fukien Province. Beginning at Yu-tu (the inter-
section with route 5), this route passes through Jui-chin, Ch'ang-
t'ing, P'eng-k'ou (the intersection with route 3), and Lung-yen to
intersect with route 1 west of Amoy at Chang-chou. At present,
route 6 probably is of more economic than military importance because
of the exploitation of coal and ferrous ores. When completed the
railroad under construction from Lung-yen to Ch'uan-chou via Chang-
piing will appreciably lessen the economic importance of route 6.
Economically the Chinese Communists claim that route 3
from Nan-pting north to the railhead at Chiang-shan is the most im-
portant route for commodities moving into or out of Fukien Province.
Within the province the most important road is route 1, .?g Which
traverses the 'coastal region occupied by one-third of the population
and also is of primary military significance. L31/
Other highways of primary economic importance are
routes 4, 6, and 406. L3.3_/ A newly completed highway (route 202)
from Plu-ch'eng through Sung-ch'i, Cheng-ho, Chou-ning, and Fu-an
to Sai-ch'i will be of major economic importance until the projected
rail line is completed between Piu-ch'eng and Sai-ch'i. 112/ The
Chinese Communists have stated 22/: "The completion of this highway
completes the highway network of this province linking the vast hilly
area in north and east Fukien with coastal ports. It has specially
important significance in the construction of,FUkien's communications
lines."*
* This last sentence probably refers to the use that will be made of
this highway in the construction of the projected P'u-ch'eng - Sai-ch'i
Railroad.
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This statement seems to imply that the basic road network
in Fukien Province is completed and that future construction will be
concentrated on short feeder roads to the existing highway, railroad,
and water systems. Although the highway network has been expanded
rapidly, many areas of the province still are inaccessible by motor
trucks. The Communists probably will concentrate on feeder routes
to these points and on improvement of the existing system in the next
5 to 6 years.
2. Commodity Movements
Sufficient data are not available to estimate the com-
position of motor truck transport in Fukien Province, but it appears
that grain, timber, coal, and mineral ores account for a very large
portion of the total tonnage carried by civilian motor trucks. Most
of the movement occurs from the producing areas toward the railroad
or waterway systems. Generally the movement of goods by motor truck
is restricted to short hauls to and from the population centers and
railroad or waterway systems, with raw materials moving primarily
from the interior toward the coastal areas and finished goods and
materials moving inland in smaller quantities.
Route 1 north of Foochow is used for a variety of com-
modities. A 40-km dirt road from just north of Lien-chiang to Foo-
chow is used to transport produce, paper, timber, and charcoal to
Foochow. 21/ The complex of dirt roads west of the Foochow - Piu-
tlien section of route 1 is used to haul coal in addition to other
materials. 22/ The road complex that is centered on routes 406 and
408 has a dirt road extending west from Yung-ch'un that traverses a
region said to be rich in ore and coal reserves. The movement of
these two commodities toward the coast probably accounts for the
major portion of motor truck transport in the region. Paper, grain,
and other commodities move down route 6 toward Chang-chou and
Amoy. 22/ Tobacco and presumably other commodities move from the
area south of Chiu-feng (P'ing-ho) toward Swatow.211/
The movement of commodities on route 402 probably is
toward the rail line at Shao-wu and Kuang-tse. The Chinese Com-
munists have announced that a new road from Hsing-ts'un to Mu-sha
will allow the movement of timber toward Shao-wu. 22/ Rice and other
materials move along route 404, either westward to route 5 or east-
ward to Sha-ch'i-k'ou, with the dividing line probably between T'ai-
ning and Chien-ning. A feeder to route 3 from Ching-liu allows the
eastward movement of bamboo and other native products. 21..Y The newly
constructed road from Yu-ch'i to Sha-hsien is used primarily for
grain, timber, and paper shipments toward the railroad and river to
the northwest. 7 Bamboo and rice move south from Ning-hua to
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Lien-ch'eng. 2?_/ Routes 3 and 6 between Yung-an and Lung-yen are
used to transport paper and food products in addition to other com-
modities. 22/ Timber and agricultural products are the principal
commodities transported between Shang-han and Kuo-ch'e.
Motor truck transport in Fukien Province is confined to a
"trade area" roughly circumscribed by Yun-hsiao, Shang-hang, Tai-ning,
Shao-wu, Ch'ung-an., Plu-ch'eng, and Fu-an. Within this area, two
major transport axes for truck transport exist -- Yung-an to Nan-p'ing
and Amoy to Foochow. Motor truck transport is oriented toward the
population centers within this area, most commodities moving generally
eastward toward the coastal area.
IV. Water Transport
Until very recently, water transport was the major means of com-
munication and travel in the Fukien coastal region of Communist China.
Water provided not only a connection with the rest of China but much
of the local transport as well. Fukien Province contains more than
12,000 km of inland waterways, of which about 4,000 km are navigable
to modern powered vessels. Coastal shipping in the region is served
by the ports of Swatow, Amoy, Foochow, San-tu-ao, and Wenchow as
well as by numerous smaller ports. Approximately 487 nautical miles,
or 50 to 60 hours sailing time, separate Wenchow in the north from
Swatow in the south. Much of the area is of limited use to the Com-
munists because of the Chinese Nationalist control of Formosa,
Quemoy, and Matsu.
A. Inland Waterways
Inland waterways in the Fukien coastal region serve primarily
as routes of local transport along which products move to and from
the railheads and seaports. The major route for inland water transport
is the Min River and its tributaries.* The Min River is navigable to
modern powered ships from Nan-pting to Foochow, a distance of about
200 km that has been dredged and marked with navigational aids for
both day and night sailing. Transportation on most other rivers is
limited to mailer craft and to much shorter distances. The Chiu-
lung River is the only one of importance in the Fukien coastal region
that is not tributary, to the Min River. As can be seen from the map,**
all other rivers in the region are navigable to small native craft,
and although the tonnage in any given area is small, it is important
to the area. The aggregate tonnage moved in the Fukien coastal region
* For a listing of characteristics of the Min River System, see
Table 11, Appendix A, p. 48, below.
** Inside back cover.
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by the junks and sampans probably exceeds that moved by any other
single form of transportation and all the forms of modern transport
combined.
Data on the performance of water transport on the rivers of
the Fukien coastal region are very limited. It is estimated that
junks and other primitive craft carried approximately 5 million tons
in 1957 and approximately 7 million tons in 1958, whereas modern water
transport carried only about 1 million tons in 1957 and 1.7 million
tons in 1958. In spite of the relative decline in water transport
since the advent of the railroad and the improvement of highways, the
inland waterways of the Fukien coastal region were still the largest
single carrier of cargo in 1958, and inland water alone carried nearly
4o percent of the total cargo moved in that year by all forms of
transport, both primitive and modern.
The major commodity that moves on the rivers of the Fukien
coastal region is timber. 100/ Other commodities include coal, tea,
bamboo, paper, citrus fruit, and other agricultural products. 101/
These products move down the river to Foochow, where they are trans-
shipped to railroads or ocean ships for shipment to Shanghai or other
industrial areas. Commodities originating on the upper reaches of
the tributary streams may be transshipped at Nan-p'ing, P'u-ch'eng,
Chien-ou, or Shao-wu. Commodities moving into the province include
coal, industrial raw materials, fertilizer, and machinery.
The capability of river transport is limited by three fac-
tors: (1) the width, depth, and navigational aids of the river sys-
tem; (2) the number, size, and suitability of the craft available;
and (3) the availability and degree of development of ports. In
assessing the capability of inland water transport in the Fukien
coastal region, a distinction must be made between requirements for
local transport and requirements for modern economic development or
for logistic support of military movements. Local transport, such
as the movement of agricultural commodities to collection points or
of sand and other materials to construction sites, utilizes ships of
native construction with capacities of 1 to 50 tons and speeds of
10 to 40 km per day that require few, if any, unloading facilities.
It is estimated that many more than 5,500 such ships operate in Fukien
Province. .102/ On the assumption of an average capacity of 15 tons and
an average speed of 20 km per day, these ships would be capable of
carrying more than 15 million tons annually and, with an average
length of haul of 4o km, could account for 600 million ton-kilometers
annually. In the complete absence of any inventory of the modern fleet,
it is almost impossible to arrive at any meaningful estimate of the
capability of modern water transport alone. It is estimated that the
capability of the major inland ports in the Fukien coastal region
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exceeds 5 million tons annually. Native craft require few, if any,
port facilities.
The aggregate capability of both primitive and modern river
transport in the Fukien coastal region is therefore estimated to be
at least 20 million tons annually. This estimate is gauged in terms
of utilization for normal economic activity. If the Chinese Com-
munists wish to divert sufficient suitable craft to the region, the
capability of the waterways would be increased significantly.
B. Coastal Shipping
The modern oceangoing fleet of Communist China consists of
more than 110 ships of 1,000 gross register tons (GRT)* or larger,
totaling more than 400,000 GRT. Only a small portion of this fleet
is engaged in operations along the Fukien coast, and major Chinese
ships do not call at that portion of the coast between Swatow and
Foochow. Western ships occasionally call at Amoy, however, and large
junks (50 to )400 GRT) provide a bridge for the gap created by Chinese
Nationalist-control of Quemoy. The Chinese Communists have sufficient
shipping strength to deliver more products into the region than the
ports could possibly handle, and thus the capability of ocean trans-
port in the region is limited by the capability of the ports. The
estimated capability of major ports of the Fukien coastal region is
shown in Table 5.** Each of several other ports not shown in Table 5 --
such as Aochiang, the estuary of the AO River -- would have a capability
of several hundred tons per day. Thus the aggregate port capability
would be more than 6 million tons per year. The ports could not sus-
tain their maximum capability for any extended period, however, because
of the inability of land transport to clear the ports at the necessary
rate.
Little definite information is known about the performance
of coastal shipping in the Fukien coastal region. It is believed,
however, that less than 2 million tons*** were moved in 1958 and that
this movement was nearly evenly divided between primitive and modern
transport. Thus less than one-third of the existing port capability
was used in 1958. .The ports of Amoy and Foochow were utilized to only
a small fraction of their capability because of the risk of Chinese
Nationalist interference. Commodities moving by ocean transport are
very similar to those moving on the inland waterways. Timber and cer-
tain agricultural products move from the Fukien coastal region to Shang-
hai and Canton. Coal, industrial raw materials, and some manufactured
* Gross register tonnage is the cubic capacity of the cargo space
of a ship in long tons at the rate of 1 ton per 100 cubic feet.
** Table 5 follows on p. 21.
*** This figure is the residual left after deducting other forms of
transport from the total performance.
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Table 5
Estimated Capabilities of Major Ports
in the Fukien Coastal Region of Communist China
1959
Port Metric Tons a/
Wenchow 6,000 b/
Foochow 1,000 Ti
San-tu-ao 1,000 d/
Amoy 8,000
Swatow 3,000 ?f/
Total 19,000
a. Loaded and unloaded per 20-hour day.
b. 103/
c. -1-(T/
d. 105/. San-tu-ao is potentially the best port
site in the region, and its development may be
expected to follow closely the accomplishment of
projected rail connections to the area.
e. 106/
f. 107/
goods move into the region, coming, for the most part, from Shanghai
and Dairen.
C. Capabilities
In assessing the capability of water transport in the Fukien
coastal region of Communist China, the frame of reference was economic
need rather than military necessity. The navigable water routes of
the Fukien coastal region have an almost unlimited capability. 108/
Thus the limits to the amount of cargo that can be moved on the water-
ways are set by the number of ships available in the case of primi-
tive transport and the number of ships and port facilities in the
case of modern transport.
If the Chinese Communists were willing and able to provide
a sufficient number of ships capable of operating in relatively
shallow water and of unloading their cargo on beaches instead of
wharves, they could move almost any amount of cargo into the region
that they deemed necessary. The question of the Chinese ability to
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supply such ships is complex and not easily answered. Fukien Prov-
ince contains numerous yards capable of building junks of up to
50 tons, but these yards could produce only a few dozen ships a year.
Canton and Shanghai, however, have sufficient shipbuilding facilities
to produce as many ships as the Chinese Communists could reasonably
expect to need in the Fukien coastal region, and tens of thousands
of junks could be moved in from other regions. In brief, if the
utilization of water transport had a sufficiently high priority, the
Chinese could move along the rivers and coast of Fukien Province a
sufficient volume of commodities to meet nearly any reasonable objec-
tive.
V. Conclusions
A. Transportation Facilities
The extension of railroad facilities to Amoy and Foochow has
provided the Fukien coastal region with transportation adequate to
support present economic activity in addition to providing greatly
improved logistic support to the coastal region opposite Taiwan.
Rail transport, because of its unique capabilities, .is the most im-
portant means of transportation in the region, but the railroad net-
work suffers from several important weaknesses.
One major weakness of railroad facilities of the Ying-ttan -
Amoy Railroad is the limitation to through capability imposed by
the Ying-ttan - Wu-Meng section. When completed, the Yu-shan -
Pa-tu section should help to eliminate some of this weakness, al-
though the character of the terrain and the heavy seasonal rainfall
make the railroad susceptible to seasonal damage. The combination
of long distances between passing tracks and short sidings consti-
tutes another major weakness. Nevertheless, the railroad appears
capable of hauling a good deal more tonnage and should be adequate
to support economic expansion until the new lines that are projected
or under construction can become operational.
The highway network of the Fukien coastal region is generally
of good quality, although a number of one-way bridges limit the route
capabilities. This network appears adequate to support economic
activity in the region by providing feeder service to the rail and
waterway systems. It is probable that a mixed park and limited capa-
bility for making repairs are the chief weaknesses of the highway
system.
The waterways of the Fukien coastal region are adequate to
meet present transportation requirements and are constantly being
improved. The capability of inland water transport will continue
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to improve, but the volume of coastal and ocean shipping will con-
tinue to depend on the presence or absence of Chinese Nationalist
forces.
The composition of traffic consists primarily of timber mov-
ing out of and coal moving into or within Fukien Province. The major
transportation centers appear to be Foochow, Ch'uan-chou, Amoy, and
Chang-chou along the coast and Plu-ch'eng, Chien-yang, Chien-ou,
Nan-p'ing, Lai-chou, Yung-an, Chang-p'ing, Lung-yen, Ch'ang-t'ing,
Lien-ch'ehg, Shao-wu, An-ch'i, and fung-ch'un inland. The most dense
inland transport traffic may occur between Yung-an and Nan-p'ing,
where railroad, highway, and waterway transport exist and between
Nan-p'ing and Foochow along the railroad and the Min River.
The Chinese Communists announced that the transportation
centers of Nan-p'ing, Shao-wu, Lai-chou, and Chang-piing were badly
congested during late 1958. To coordinate the different sectors of
transport and to help ease the congestion, a "unified command" over
all modes of transportation in Fukien Province was established in
December 1958 109/ and may still be functioning. Under normal cir-
cumstances the railroad is operated by the Foochow Railway Bureau,
and highway and water transport are operated by the Provincial Min-
istry of Communications. Although no absolute figures concerning
performance have been given, the Communists announced that in the
first 9 months of 1959 freight transport* increased 80.9 percent in
comparison with the corresponding period of 1958. 110/
The Fukien coastal region of Communist China will continue
to expand and improve all forms of transportation. The railroad
network is being steadily expanded, the highway network also is ex-
panding, and a number of bridges are being improved. 111/ Waterways
will continue to be improved, and the planned construction of a large
powerplant on the Chien Hsi River near Chien-ou 112/ may cause con-
siderable change in water and highway transport in that area.
B. Transportation Requirements
The estimated production of selected commodities in Fukien
Province that represent most of the economic commodities requiring
transportation is shown in Table 6.**
Although the commodities listed in Table 6 do not comprise
all of the commodities transported in Fukien Province, it is be-
lieved that a comparison between the figures shown in this table and
* The term was not defined in the announcement.
** Table 6 follows on p. 24.
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Table 6
Estimated Production of Selected Commodities in Fukien Province
of Communist China
1957-59
Thousand Metric Tons
Commodity 1957 1958 1959 2/
Grain
Timber
Coal
Marine products
Ferrous metals
Iron
Steel
Ferrous materials
Subtotal
4,400
1,988
82
265
Negligible
Negligible
Negligible
Negligible
5,000
2,108
750
476
209
16
Negligible
225
5,000 121
2,908
820
1,000
200
80
50
330
Salt
140
175
175 b/
Cement
53
loo
130
Sugar
94
104
104 121
Vegetable oil
24-
25
2512/
Fruit
94
118
118 12/
Fibers
12
15
15 12/
Tea leaves
7
9
912/
Total
7,159
9,105
l0,63
a. Unless otherwise indicated, figures represent planned pro-
duction.
b. Because of floods in June and typhoons later in the year,
production is estimated not to have exceeded the level of 1958.
figures on transportation will indicate that production of these com-
modities reflects to some extent the requirements for transportation
of the province. Production of the commodities listed in Table 6 in-
creased from about 7.2 million tons in 1957 to about 9.1 million tons
in 1958, a gain of about 26 percent. At the same time, it was an-
nounced that the total tonnage carried by all forms of transportation
in the province increased from 15.5 million to about 22 million tons,
or about 42 percent. In 1957, each ton produced was associated with
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2.15 tons carried by the transportation system.* By 1958, each ton
produced was associated with 2.42 tons carried, thus reflecting wider
distribution of products, better statistical coverage of the various
types of transportation, or perhaps increased production and trans-
portation of commodities such as construction materials that are not
included in Table 6. The application of the average between 2.15 and
2.42 (2.28) to the estimate of total production of about 10.6 million
tons in 1959 would indicate a transport load of about 24 million tons,
an increase of about 9 percent compared with 1958.
Although these figures are intended only as rough approxi-
mations of transportation requirements and are by no means complete
or definitive, they may reflect the increased magnitude of such re-
quirements. The extensions and gradual improvement of the entire
system and the additions to inventory, however, should have made
requirements less difficult to meet in 1959 than in 1958. If the
transportation system of Fukien Province was able to absorb an in-
crease of 42 percent during 1958, an increase of about 9 percent
during 1959 probably was absorbed with greater ease.
* These figures mean that each ton produced was hauled by more than
two forms of transportation and that each ton produced was counted
.as a ton carried as it moved from one form of transportation to
another.
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APPENDIX A
STATISTICAL TABLES
The tables that follow represent a compilation of data necessary
to estimate the capabilities of the transportation system of the
Fukien coastal region. Railroad stations and facilities on the Ying-
Van - Amoy Railroad in 1959 are given in Table 7.* The estimated
capabilities of yards on this railroad in 1959 are given in Table 8.**
The location of individual highway routes in the Fukien coastal region
in 1959 are given in Table 9.xxx Descriptions and estimated capabili-
ties of these highways are given in Table 10.t Characteristics of the
Min River system affecting water transport in the region are given in
Table 11.tt
*X-
Table 7 follows on p. 28.
Table 8 follows on p. 35.
Table 9 follows on p. 37.
Table 10 follows on p. 44.
ft Table 11 follows on p. 48.
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Table 7
Railroad Stations and Facilities on the Ying-tlan - Amoy Railroad
in Communist Cnina 2/*
1959
Line and Station Number of Kilometers
Ying-t'an - Amoy line
Ying-t'an
Service and repair 12/
Turning wye 12/
Yard 12/
Watery
Coal c
From
Ying-t'an
From
Amoy
694
Yu-chia-pu
9
685
Shang-ch'ing-kung
26
668
Yard 12/
ChTuan-shang
36
658
Watery
Coal c
Erh-k'ou
41
653
Jao-ch'iao
56
638
Kao-fu
65
629
Tzu-ch'i
73
621
Yard 12/
Watery
Coal b
Yuan-tai
88
606
Yard 12/
* Footnotes for Table 7 follow on p. 34.
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Table 7
Railroad Stations and Facilities on the Ying-t'an - Amoy Railroad
in Communist China 2/
1959
(Continued)
Line and Station
Number of Kilometers
From
Ying-tian
From
Hsia-yuan
105
_L922Y--
589
(Ta-yuan-ts'un)
Water 12/
Kuang-tse
117
577
Yard 12/
Watery
Coal c
Ho-shun
127
567
Shao-wu
147
547
Service and repair 12/
Turning wye 12/
Yard 12/
Watery
Coal b
Wu-chiat'ang
169
525
Na-Mou
187
507
Water 1/
Wei-min
195
499
P'u-shang
219
475
Yard 12/
Water 12/
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Table 7
Railroad Stations and Facilities on the Ying-t'an - Amoy Railroad
in Communist China 2/
1959
(Continued)
Line and Station
Number of Kilometers
From
Ying-t'an
From
Amoy
Shun-ch'ang
238
456
Yard 12/
Watery
Coal b
Yang-k'ou
253
441
Yard 12/
Hsia-yang
266
428
Lai-chou
285
409
Minor repair)/
Turning wye b
Yard 12/
Watery
Coal b
Wu -k'eng
289
4o5
Yard 127/
Junction 12/
Ch'ing-chou
298
396
Yard 12/
Sha-hsien
334
360
Water_ly
Coal b
Mei -lien
360
334
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Table 7
Railroad Stations and Facilities on the Ying-'an - Amoy Railroad
in Communist China 2./
1959
(Continued)
Line and Station
Number of Kilometers
From
Ying-t'an
From
Amoy
Ching-hsi
371
323
Water dJ
Kung-ch'uan
392
302
Yung-an
409
285
Service and repair 12/
Turning wye 12/
Yard 12/
Watery
Coal b
Hsi-yang
430
264
Yard 12/
Water 12/
Ling-tiou
443
251
Yard 12/
Chleng-kou
459
235
Water 12/
Coal 12/
Mai-yuan
470
224
T'an-ping
494
? 200
(Ch'ien-pan)
Water 1/
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Table 7
Railroad Stations and Facilities on the Ying-t'an - Amoy Railroad
in Communist China LI
1959
(Continued)
Line and Station
Number of Kilometers
Chang-p'ing
Yard 12/
Watery
Coal b
From
Ying-t 'an
From
Amoy
513
181
Mei-shui-k'eng
533
161
Hua-an
567
127
Water I/
Ch'i-nan-pan
592
102
T'an-k'ou
620
711-
Water 1/
Kuo-k'eng
639
55
Locomotive service 12/
Turning wye 121
Yard 12/
Water b
Coal b
Spur to Lung-ch'i 12/
Chiao-wei
658
36
Chlien-chlang
670
24
Water 1./
Chi-mei
680
14
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Table 7
Railroad Stations and Facilities on the Ying-t'an - Amoy Railroad
in Communist China 21
1959
(Continued)
Line and Station Number of Kilometers
Amoy
Service and repair 12/
Turning wye 12/
Yard 12/
Watery
Coal b
From
Ying-tian
694
From
Amoy
Wu-Meng - Foochow branch
From
Wu-k'eng
From
Foochow
Wu-k'eng
0
192
Nan-p'ing
24
168
Service and repair sv
Turning wye 1/
Yard 12/
Watery
Coal c
An-chi
35
157
Hu-lu-shan 2/
N.A.
N.A.
Chang-hu-fan
67
125
Water 11
0-yang
Turning wye 2/
Yard 2/
Watery
Coal c
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Table 7
Railroad Stations and Facilities on the Ying-tian - Amoy Railroad
in Communist China pi
1959
(Continued)
Line and Station Number of Kilometers ?
Shiu-k'ou
Water _,/
Coal d
Mei-pfu
Pai-sha
Water a/
From From
Wu-Meng Foochow
104 88
N.A.
153
N.A.
39
Kan-che 164 28
Tu-wu 2/ N.A. N.A.
Foochow 192 0
Service and repair 2/
Turning wye 2/
Yard 2/
Watery
Coal c
a. For the graphic location of the railroad stations and facili-
ties on the Ying-tian - Amoy Railroad, see the map, inside back
cover.
b. Confirmed.
c. Probable.
d. Possible.
e. Unlocated.
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Table 8
Estimated Capabilities of Yards on the Ying-tian - Amoy Railroad
in Communist China 21*
1959
Yard
Total
Trackage 12/
(Feet)
Operational
Capability si
(Cars)
Clearance
Points i/
(Units)
Maximum Storage
Capability .e./
(Cars)
Ying-t'an
36,000 f/
480
N.A.
800
Shang-ch'ing-kung
9,300
124
5
196
Tzu-ch'i
1,600
21
2
31
Yuan-tai
2,400
32
2
49
Kuang-tse
2,500
33
4
47
Shao-wu '
12,000
160
15
2337E/
P'u-shang
2 ,80o
37
3
56
Shun-ch'ang
2,400
32
4
44
Lai-chou
14,000
187
14
2807E/
Ch'ing-chou
1,800
24
2
36
Sha-hsien
1,800
24
2
36
Yung-an
9,700
129
11
191 .g/ 12/
Hsia-yang
4 ,000
53
5
78
Ling-t'ou
3,500
47
3
71
Chang-p'ing
2,800
37
4
53 E/ I/
HUa-an
1,700
23
2
33
M eng115
8,600Kuo-
9
171
Amoy
12,000
160
15
233 51 1/
Chang-chou
Nan-p'ing
2,800
8000
,
37
107
4
11
53
153 11/
Ta-cnou
1,900
25
2
38 1/
Chang-hu-fan
2,800
37
3
56
0-yang
2,600
35
4
49
Foochow
N.A.
N.A.
N.A.
N.A.
* Footnotes for Table 8 follow on p. 36.
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Table 8
Estimated Capabilities of Yards on the Ying-tan - Amoy Railroad
in Communist China al
1959
(Continued)
a. For purposes of this analysis, a yard is defined as any point along the line where more than a single passing or meeting
and one track for passing or
inside back cover.
siding exists. The total trackage of yard thus equals all the tracks less the main line
meeting. For the graphic location of yards on the Ying-t'an - Amoy Railroad, see the map,
b. Unless otherwise indicated, estimates are based on trackage
c. Total trackage times a reduction factor of 0.6 multiplied by an efficiency factor of 1 and divided by 45 feet (ft) per
car.
d. Points where two tracks converge. An allowance of 100 ft for each clearance point has been subtracted from the total
trackage to arrive at the maximum storage capacity.
e. Total trackage, less 100 ft for each clearance point, divided by 45 ft per car.
f. An announcement of 29 September 1959 stated that this yard has been expanded to 31 tracks capable of parking 800 cars.
The total trackage has been estimated by using 800 cars times 45 ft per car. The Chinese Communists claim that this yard is
the largest south of the Yangtze River and now handles 58 trains every 24 hours. 114/ This yard also is used for traffic on
the Shanghai - Chu-chou Railroad.
g. Excluding storage space provided by locomotive servicing or fueling tracks.
h. Excluding 2 spurs 15,000 ft long and capable of storing 333 cars.
i. Excluding 3 spurs southeast of Chang-p'ing 2,100 ft long and capable of storing 4o cars.
j. A supplementary yard is under construction at Kao-ch'i at the northern tip of Amoy Island. 115/
k. Excluding a storage and servicing area 2.6 miles southwest of Nan-pling and capable of storing 69 cars.
1. Excluding a spur to an island in the Min River with 2 tracks on the island and capable of storing 120 cars.
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Table 9
Location of Highway Routes in the Fukien Coastal Region
of Communist China W*
1959
Route and Location Number of Kilometers
Wenchow-Swatow (route 1)
From
Wenc how
From
Swat ow
Wenchow
0
1,010
Jui-an
40
970
Fu-ting
110
900
Fu-an
190
820
Sai-ch'i
210
800
Ning-te
260
750
Lo-yuan
300
710
Lien-chiang
340
670
Foochow
Intersection with route
4
390
620
Yu-ch'i
46o
550
P1u-tlien
500
510
Wu-ts'o
Intersection with route
4o8
520
490
Feng-t'ing
540
470
Hui-an
560
450
Ch'uan-chou
Intersection with route
4o6
590
420
An-hai
620
390
T'ung-an
650
360
Amoy
690
320
Chang-chou
Intersection with route
6
730
280
Chang-p'u
790
220
Chao-an
890
120
Swatow
1,010
0
Footnotes for Table 9 follow on p. 43.
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Table 9
Location of Highway Routes in the Fukien Coastal Region
of Communist China 2/
1959
(Continued)
Route and Location Number of Kilometers
From From
Wenchow Chin-hua
Wenchow - Chin-hua (route 2)
Wenchow
Intersection with route
1
0
220 12/
Li-shui
Intersection with route
101
110 12/
110 12/
Chin-hua
Railhead
220 12/
0
Chiang-shan - Canton (route 3)
Chiang- shan
From
Chiang-shan
From.
Canton
Railhead
0
1,190
P'u-ch'eng
Intersection with route 101
140
1,050
Shui-chi
Intersection with route 103
210
980
Chien-yang
Intersection with routes 4 and 402
240
950
Chien-ou
Intersection with routes 4 and 103
290
900
Nan-p'ing
Intersection with Ying-t'an - Amoy Railroad
350
840
Sha-ch'i-k'ou
Intersection with route 404
370
820
Sha-hsien
Across the river from the highway
410
780
San-ming (San-yuan)
440
750
Yung-an
Intersection with route 406
480
710
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Table 9
Location of Highway Routes in the Fukien Coastal Region
of Communist China 2/
1959
(Continued)
Route and Location
Number of Kilometers
From
Chiang-shan
From
Canton
Ch'iang-chiao
530
660
P'eng-k'ou
Intersection with route
6
590
600
Shang-hang
680
510
Chiao-ling
750
44o
Po-tu-hsu
770
420
Mei-hsien
790
400
Hsing-ning
84o
350
Lung-ch'uan (Lungchun)
900
290
Teng-t'a
950
240
Ho-yuan (Hoyun)
990
200
Tseng-ch'eng (rsengshing)
1,120
70
Canton
1,190
0
Shang-jao - Foochow (route 4)
Shang-jao
From
Shang-jao
From
Foochow
Railhead
0
410
Chlung-an
110
300
Chien-yang
Intersection with route 402
170
240
Chi en-ou
Intersection with-routes 3 and 103
210
200
Ku-t'ien
300
110
Hsia-sh'i-k'ou
370
4o
Foochow
Intersection with route 1
410
0
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Table 9
Location of Highway Routes in the Fukien Coastal Region
of Communist China 2/
1959
(Continued)
Route and Location Number of Kilometers
Nan-ch'ang - Canton (route 5)
Nan-ch'ang
Fu-chou
Nan-ch'eng
From
Canton
From
Nan-chlang
990
900
90
Intersection with route
402
84o
150
Nan-feng
Intersection with route
404
800
190
Yu-tu
Intersection with route
6
550
44o
Ta-yu
420
570
Nan-hsiung
380
610
Ch'u-chiang
Railhead
290
700
Canton
Intersection with routes
1 and 3
0
990
Yu-tu - Amoy (route 6)
Yu-tu
From
Yu-tu
From
Amoy
Intersection with route 5
o
470
Ferry crossing
20
450
Hsi-chiang-hsu
50
420
Jui -chin
80
390
Ch'ang-t'ing
130
340
Pleng-ktou
Intersection with route 3
200
270
Hsin-ch'uan
230
240
Lung-yen
300
170
Chang- chou
Intersection with route 1
410
60
Amoy
470
0
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Table 9
Location of Highway Routes in the Fukien Coastal Region
of Communist China
1959
(Continued)
Route and Location Number of Kilometers
P'u-ch'eng - Li-shui (route 101)
P'u-ch'eng
Intersection with route 3
Lung-ch'uan
Li-shui
Intersection with route 2
Shui-chi - Chien-ou (route 103)
From From
P'u-ch'eng Li-shui
0 16o 12/
7o 12/ go 12/
160 12/
From From
Shui-chi Chien-ou
Shui-chi
Intersection with route 3 0 60
Ching-hou 20 4o
Chien-ou
Intersection with routes 3 and 4 60
From From
Pu-ch'eng Fu-an
Pu-ch'eng - Fu-an (route 202)
Plu-ch'eng
Intersection with routes 3 and 101 0 220
Sung-ch'i 60 160
Cheng-ho 80 140
Chou-ning 150 70
Fu-an 220 0
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Table 9
Location of Highway Routes in the Fukien Coastal Region
of Communist China 2/
1959
(Continued)
Route and Location Number of Kilometers
Nan-ch'eng - Chien-yang (route )-I-02)
Nan-ch'eng
From
Nan-ch'eng
From
Chien-yang
Intersection with route 5
0
230
Kuang-tse
Intersection with Ying-t'an
- Amoy Railroad
120
110
Shao-wu
Intersection with Ying-t'an
- Amoy Railroad
160
70
Mu-sha
Ferry crossing
200
30
Chien-yang
Intersection with routes 3 and 4
230
0
Nan-feng - Sha-ch'i-k'ou (route 404)
Nan-feng
From
Nan-feng
From
Sha-chli-k'ou
Intersection with route 5
0
270
Chien-ning
80
190
T'ai-ning
130
140
Chiang-lo
180
90
Shun-ch'ang
Intersection with Ying-t'an - Amoy Railroad
220
50
Sha-ch'i-klou
River port, railroad station, and
intersection with route 3
270
0
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Table 9
Location of Highway Routes in the Fukien Coastal Region
of Communist China 2/
1959
(Continued)
Route and Location
' Number of Kilometers
Yung-an - Chin-chiang (route )-i-06)
Yung-an
Intersection with route 3 and Ying-t'an
From
Yung-an
From
Chin-chiang
Amoy Railroad
0
250
Po-chuang
20
230
Ta-t'ien
80
170
Te-hua
140
110
Yung-ch 'un
Intersection with route 408
170
80
Hung-lai
210
4o
Ch'uan-chou
Intersection with route 1
250
0
From From
Yung-ch'un Wu-ts'o
Yung-ch'un - Wu-tsto (route )+08)
Yung-ch' un
Intersection with route 406
0
70
Hsien-yu
50
20
Wu-t' so
Intersection with route 1
70
0
a. To facilitate discussion, the major highways of the Fukien coastal re-
gion have been assigned arbitrary numbers that bear no relation to actual
Communist or Nationalist highway numbers. Generally the most important
routes have been assigned one-digit designations and those of lesser impor-
tance, three-digit designations. Routes running approximately north and
south have odd numbers, whereas those running east and west have even num-
bers. The numbering begins at the coast for odd numbers and in the north
for even numbers. The three-digit numbers have been assigned on the basis
of the location of the routes. For example, route 103 would be a highway
of secondary importance, running approximately north and south, located
west of route 1 but east of route 3. For the graphic location of these
routes, see the map, inside back cover.
b. Estimated.
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Table 10
Description and Estimated Capabilities of Highway Routes in the Fukien Coastal Region
of Communist China 2/*
1959
Description of Route 12/
Wenchow-Swatow (route 1)
a. Wenchow-Foochow.
Vehicles Metric Tons
EWPH EWFD Ljd
A limited all-weather gravel and earth road about 20 feet (ft) wide. Bridging is not complete, and there are ferry crossings
north of Ning-te across the Shihyang, at Sai-chi across the Chiao ch'i, and at Jui-an across the Fei-yun. Bridging and in-
complete road sections may limit the road capacity by 50 percent and the load per truck to 5 to 7 metric tons. 48 1,440
b. Foochow-Amoy.
A limited all-weather road about 18 ft wide, gravel (surfaced with sand), hilly, and in fair condition. Bridging probably is
similar to that of the Amoy-Swatow section (see below), although some 15-metric-ton loads have been observed in the Foochow
region. A ferry crossing exists across the Min River just south of Foochow. 41? 1,230
c. Amoy-Swatow.
A limited all-weather road with a broken stone base, crushed rock, and gravel surface, about 18 ft wide, in fair condition,
but hilly. There are four ferries, of which three cross the multiple mouths of the Han River just north of Swatow and one
crosses the Kang-ch'i just west of Chao-an. Bridging is good and'generally capable of taking a 10-metric-ton load, but at
least three bridges (just north of Chao-an) are single lane. 38 1,140
Wenchow - Chin-hua (route 2)
Wenchow - Chin-hua.
A limited all-weather earth and gravel road about 15 ft wide, possibly One-way in places. The route is hilly but well main-
tained and carries a regular bus service. Several one-way bridges exist. 30 900
Chiang-shan - Canton (route 3)
a. Chiang-shan - Chien-ou.
This section of the route probably is similar to the Chien-ou - Yung-an section (see below).
* Footnotes for Table 10 follow on p. 47.
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Table 10
Description and Estimated Capabilities of Highway Routes in the Fukien Coastal Region
of Communist China 2/
1959
(Continued)
Description of Route 12/
b. Chien-ou - Yung-an.
A limited all-weather road with a gravel and crushed rock surface 18 to 20 ft wide. The road is hilly and in good condition,
with all water gaps presumably bridged.
c. Yung-an - Mei-hsien.
Vehicles Metric Tons
EWPH 2/ EWPD
41 1,230
A limited all-weather road with a gravel and crushed rock surface, 18 to 20 ft wide. A section of the route' south of Hsin-
ch'uan is dirt, but a cutoff from K'uo-ch'e to Shang-hang provides an alternate dirt route. The dirt section would not re-
strict the capability except during periods of inclement weather. The section from P'eng-kou to Hsin-ch'uan is utilized by
both routes 3 and 6, making it impossible to utilize both routes to capacity simultaneously. 38 1,140
d. Mei-hsien - Canton.
A limited all-weather stone and sand road with a fair-weather section about 18 to 20 ft wide in hilly country in good condition.
A section of the road (about 40 kilometers) southwest of Mei-hsien is dirt.
Shang-jao - Foochow (route 4)
a. Shang-jao - Chien-ou.
A limited all-weather road with a crushed rock and gravel surface, 18 to 25 ft wide, that is mountainous, particularly on the
Chien-yang - Shang-jao section, and in fair to good condition.
b. Chien-ou - Foochow.
30 900
29 870
A limited all-weather road surfaced with sand and gravel, about 15 ft wide, hilly, with sharp curves, in fair to good condition,
and with bridges with a capacity of 7 to 10 metric tons. All water gaps are believed to be bridged. Routes 3 and 4 utilize the
section from Chien-yang to Chien-ou, and although an alternate approach to Chien-ou by route 3 is provided by route 103, routes
3 and 4 to Chien-ou could not be utilized to capacity simultaneously. 33 990
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Table 10
Description and Estimated Capabilities of Highway Routes in the Fukien Coastal Region
of Communist China 2/
1959
(Continued)
Description of Route 1/
Yu-tu - Amoy (route 6)
Vehicleg Metric Tons
EWPH 2/ EWPD 1/
Yu-tu - Chang-chou.
A limited all-weather road of crushed rock and gravel surface about 16 ft wide that probably is fully bridged with bridges
having a capacity of 7 to 10 metric tons. This road is hilly and probably in fair to good condition. Routes 3 and 6 both
utilize the section from Pieng-kou to Hsin-ch'uan, and both routes could not be utilized to capacity simultaneously.
33
990
P'u-ch'eng - Li-shui (route 101)
P'u-ch'eng - Li-shui.
A limited all-weather route except for a dirt section about 70 kilometers long east from P'u-ch'eng. The width of this road
is estimated to be 15 ft or less in hilly terrain. The road probably is in fair condition.
22
66o
Shui-chi - Chien-ou (route 103)
Shui-chi - Chien-ou.
A limited all-weather route from Chien-ou to Ching-hou which becomes a fair-weather route from that point to Shui-chi, es-
timated to be about 15 ft wide, hilly, and in fair to good condition, with all water gaps bridged.
22
66o
P'u-ch'eng - Fu-an (route 202)
P'u-ch'eng - Fu-an
A newly constructed fair-weather route, estimated to be 15 to 20 ft wide, hilly, and in fair condition, with some water gaps
possibly not bridged.
22
660
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Table 10
Description and Estimated Capabilities of Highway Routes in the Fukien Coastal Region
of Communist China W
1959
(Continued)
Description of Route 12/
Nan-ch'eng - Chien-yang (route 402) 2/
Vehicles Metric Tons
EWPH 2/ EWPD
Nan-ch'eng - Chien-yang.
A limited all-weather route from Chien-yang to MU-sha, but the road surface west from Mu-sha is unknown. The road is estimated
to be 15 to 20 ft wide, mountainous from Kuang-tse to Shao-wu and hilly on other portions, and in fair condition. Ferries exist
at Mu-sha and Shao-wu.
20
600
Nan-feng - Sha-ch'i-k'ou (route 4o4)
Nan-fang - Sha-ch'i-k'ou.
A limited all-weather route from Sha-ch'i-k'ou to Chiang-lo, with a dirt surface (for an undetermined distance) from that point.
The road is estimated to be 15 to 20 ft wide, mountainous from Chien-yang to T'ai-ning and hilly on other portions, and in fair
condition.
15
450
Yung-an - Chin-chiang (route 4o6)
Yung-an - Chin-chiang.
A fair-weather route, estimated to be 15 ft or less in width, hilly, and in fair condition, with all water gaps probably
bridged.
20
600
Yung-ch'un - Wu-tslo (route 408)
Yung-ch'un - Wu-ts'o.
A fair-weather route, estimated to be about 15 ft wide, undulating, in fair condition, with all water gaps probably bridged.
23
690
a. Estimates refer to traffic on the highways under moist conditions, a term that refers to subsoil moisture and not to seasonal weather conditions. For the
graphic location of highway routes in the Fukien coastal region, see the map, inside back cover.
b. To facilitate discussion, the major highways of the Fukien coastal region have been assigned arbitrary numbers that bear no relation to actual Communist or
Nationalist highway numbers. Generally the most important routes have been assigned one-digit designations and those of lesser importance, three-digit designa-
tions. Routes running approximately north and south have odd numbers, whereas those running east and west have even numbers. The numbering begins at the coast
for odd numbers and in the north for even numbers. The three-digit numbers have been assigned on the basis of the location of the routes. For example, route 103
would be a highway of secondary importance, running approximately north and south, located west of route 1 but east of route 3.
c. Each way per hour.
d. Each way per day, assuming a 3-metric-ton average load and a 10-hour day.
e. Estimates are based on the assumption that this route is limited all-weather its entire length.
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Table 11
Characteristics of the Min River System Affecting Water Transport in the Fukien Coastal Region
of Communist China 2/*
1959
River and Sector
Min River
East China Sea to
Ma-wei
MA-wei to Foochow
Foochow to Shui-k'ou
Shui-k'ou to 0-yang
0-yang to Nan-p'ing
Sha-ch'i River
Nan-p'ing to Yung-an
Fu-t'un-ch'i River
Nan-p'ing to Shao-wu
Length
(Kilometers)
20
18
102
18
70
148
204
* Footnotes for Table 11 follow on p. 49.
Maximum Load
Per Vessel
(Metric Tons)
3,000 12/
500 EY
100 E/
4o E/
4o y
4o 1/
)4o kJ
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Remarks
Limiting depth of 20
Limiting depth of 10
Facilities exist for
this point I/
feet at high tide a/
feet at high tide L/
night navigation to
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Table 11
Characteristics of the Min River System Affecting Water Transport in the Fukien Coastal Region
of Communist China 2/
1959
(Continued)
River and Sector
Chien-ch'i River
Nan-p'ing to Chien-ou
Chien-ou to P'u-ch'eng
Maximum Load
Length Per Vessel
(Kilometers) (Metric Tons) Remarks
69 4o/
150 4o 2/
a. Characteristics are indicated by the maximum load of the largest ship that can be accommo-
dated by a water route. Although this method is not consistent with that employed in evaluating.
highway and railroad facilities; the resulting figure is believed tobe more meaningful than one
indicating route capabilities that exceed the foreseeable needs of the Chinese Communists.
i.
122/
c.
116/
d.
117/
j.
123/
e.
118/
k.
124/
f.
119/
1.
125/
g.
120/
in.
126/
h.
121/
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APPENDIX B
METHODOLOGY
1. Through Capability of the Ying-t'an - Amoy Railroad
An estimate of the through capability of this railroad can be made
in two different ways. The first would be to consider the line as one
unit and the section from Wu-k'eng to Ying-t'an as limiting the capa-
bility of the line. The combined capability of the sections from
Wu-Meng to Amoy and from Wu-k'eng to Foochow is greater than that of
this limiting section. For this reason, a second estimate of through
capability by sections has been made.
In estimating the length of trains that could be operated on the
line, it is assumed that the maximum length is limited by the shortest
siding. An estimated length of 120 feet (ft) for locomotive and tender,
of 45 ft per car, and of 75 ft clearance at each end of the siding have
been used. On the basis of national performance in 1959, the ratio of
loaded to empty cars is estimated to be 2.33 to 1, and net tonnage per
loaded car is estimated to be 39.4 tons. It should be noted that the
application of these factors results in an estimate of maximum capa-
bility for the movement of economic traffic. Because military items
would not load so heavily as the bulk economic commodities hauled,*
the net tonnage per train for military items would be less.
a. Estimated Capability, Entire Line
(1) Shortest siding: Hsia-yang, 1,600 ft
(2) Maximum distance between sidings: Wei-min to P1u-shang,
24 km
(3) Estimated speed: 30 kilometers per hour (km/h)
(4) Maximum train length:
Siding:
Less
1,600 ft
Locomotive and tender 120 ft
Clearance at both ends 150 ft 270 ft
Length available for cars 1,330 ft
_
* Timber, coal, and cement account for an estimate of 91.7 percent of
total economic traffic.
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(5) Maximum number of cars (at 45 ft per car): 29 cars
(6) Empty cars per train (at 2.33 loaded to 1 empty): 9 empty
cars
(7) Loaded cars per train: 20 cars
(8) Net load per train (at 39.4 tons per loaded car): 800 tons
(9) Maximum number of trains per day:
N 1,440
= x 0.7
RT + 7
Where
N is density in number of trains per day
1,440 is minutes in 24 hours
RT is running time between sidings at 30 km/h
7 is delay time in minutes for meeting trains from
the opposite direction
0.7 is efficiency factor
N = 44o x 0.7
14-445 + 7
N = 18.33 trains both ways per day (BWPD)
(10) 18.33 trains with a net load of 800 tons each give a line
tonnage of about 14,664 tons BWPD, or about 7,300 tons
each way per day (EWPD)
b. Estimated Capabilities, by Section
(1) Ying-t'an - Wu-Meng: 7,300 tons EWPD
(2) Wu-Meng - Amoy:
(a) Shortest siding: T'an-kou, 1,600 ft
(b) Maximum distance between sidings: Ch'ing-chou to
Sha-hsien, 36 km
(c) Estimated speed: 25 km/h
(d) Maximum length of train (same as Ying-tian Wu-Meng
section): 29 cars
(e) Maximum number of trains per day:
(f)
44o
N - 0.7
ODifo + 7
N = 10.84 trains BWPD
10.84 trains with a net load of 800 tons each give a
line tonnage of 8,672 tons BWPD, or 4,300 tons EWPD.
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(3) Wu-Meng - Foochow:
The complete data necessary to compute the capabilities
of this section are not available, but the capability is tentatively
estimated to be not more than that of the Wu-Meng - Amoy section, or
about 4,300 tons EWPD.
Although there are several formulas that may be used to
compute the capability of a given railroad line, it is difficult, if
not impossible, to reduce the multitude of factors affecting a trans-
portation system to a satisfactory mathematical computation. The for-
mula employed in b, above, was chosen as the best available means of
measuring the capability of railroad line. The various factors used,
especially regarding speed and efficiency, are subject to some limi-
tations and are based for the most part on subjective judgment. As
shown in Table 12,* a mall variance in the various factors involved
can change the results obtained.
Table 12 demonstrates the estimates that can be obtained
by varying the factors of speed and efficiency in the formula only
slightly. Inasmuch as some of the information used in this report re-
garding line facilities is almost 2 years old, it is possible that the
distance between sidings has been reduced or that the length of the
sidings has been increased to allow longer trains, or both. Such
improvements could change four factors in the formula used to determine
through capability. Actual ability to deliver commodities to the coastal
area during an emergency also would depend on the method of operation
used on the line (for example, the fleeting of trains in one direction).
All of these variables tend to detract from the accuracy of the esti-
mates. Although the estimates of tonnage are considered the best
available, they should be regarded as reflecting an order of magni-
tude only and subject to variations, depending on several factors.
c. Yard Capabilities
Estimates of the operational capabilities of yards on the
Ying-t'an - Amoy Railroad** were derived by applying a factor of 0.6
to the total trackage, dividing this figure by 45 ft per car, and
multiplying the result by an efficiency factor of 1.XXX
The major classification yard on the Ying-t'an - Amoy Railroad
is located at Lai-chou, just north of Wu-kteng, the junction point for
* Table 12 follows on p. 54.
** See Table 8, Appendix A, p. 35, above.
xxx This efficiency factor may vary from 0.8 for a rudimentary flat
yard to 2 for a hump yard with automatic facilities.
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Table 12
Possible Estimates of Through Capability of the Ying-t'an - Amoy Railroad in Communist China
Employing Various Factors
1959
, Speed
(Kilometers
per Hour)
Time 2/
(Minutes)
Efficiency,
Factor 121
Trains
(Both Ways
per Day)
Metric_
Tons 2/
(Both Ways
per Day)
Metric
Tons 2/
(Each Way
Per Day)
Ying-t'an - Wu?k'eng Section
30
55
0.7
18.33
14,664
7,300
30
55
0.6
15.71
12,568
6,300
30
55
0.5
13.09
10,472
5,200
25
65
0.7
15.51
12,408
6,200
25
65
0.6
13.29
10,632
5,300
25
65
0.5
11.08
8,864
4,400
Wu-kleng - Amoy and
Wu-Meng - Foochow Sections
30
79
0.7
12.76
10,208
5,100
30
79
0.6
10.94
8,752
4,400
30
79
0.5
9.11
7,288
3,600
25
93
0.7
10.84
8,672
4,300
25
93
0.6
9.29
7,432
3,700
25
93
0.5
7.74
6,192
3,100
a. Time in minutes required to cross the longest distance between sidings plus 7 minutes for delays. Fig-
ures represent the running time plus 7 shown in the formula (see 1, a, (9), p. 52, above).
b. This factor may vary between 0.5 and 0.75. A factor of 0.6 usually is considered the upper limit for
single track lines. Ultimately, however, the factor must be determined by subjective judgment.
c. Number of trains times 800 metric tons per train.
d. Number of metric tons both ways per day divided by 2 and rounded to the nearest 100 metric tons.
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the sections extending to Amoy and to Foochow. This yard is estimated
to be capable of completely classifying daily about 6.4 trains of 29
cars each. If the railroad were utilized to the estimated through ca-
pability of 18 trains BWTD (9 EWPD), 522 cars each day would pass
through Lai-chou, and the yard would be capable of classifying only
36 percent of the total. If the line Were utilized to maximum through
capability and more than 36 percent of the cars required classification
at Lai-chou, this yard would limit the through capabilities of the
railroad.
From the nature of present operations, however, it appears
quite unlikely that Lai-chou restricts the capability of the railroad.
First, some of the cars leaving Ying-t'an would not arrive at Lai-chou
but would terminate north of this yard. Second, most of the traffic
arriving at Lai-chou is believed to be bulk commodities in carloads,
which probably are destined for Foochow and Amoy and which require
little or no classification, and most of the outgoing traffic is
timber, which also requires little classification. Third, the rail-
road is not being operated at maximum capability. In any situation
requiring such operation, complete trains made up at Ying-t'an for
Amoy or Foochow could prevent Lai-chou from restricting the through
capability of the line.
With the exception of Lai-chou, the other yards on the line
probably are not utilized extensively for purposes of classification
and probably would not restrict the line capability. In the unlikely
event that the Wu-Meng - Amoy segment were-utilized to maximum capa-
bility and all loads terminated at Amoy, the Amoy yard would handle
10 trains of 29 cars each, or 290 cars, each day. The average time
each car was in the yard thus would have to be 13.2 hours or less.
With vast amounts of labor available the Chinese Communists are con-
sidered to be capable of handling this volume of traffic at Amoy and
also at Foochow if that yard is comparable to the one at Amoy.
From this analysis it does not appear that yard capabilities
would restrict the capability of the.Ying-t'an - Amoy Railroad. More-
over, the Chinese Communists probably could expand the capability of
the critical Lai-chou yard. in a short time if necessary.
d. Equipment Servicing Facilities
Locomotive servicing points and the estimated number of stalls
are located as follows: at Ying-t'an, 2; Shao-wu, 4; Lai-chou, service
area only; Yung-an, 7; Kuo-k'eng, service platform only; Amoy, 2; and
Nan-p'ing, 3 -- a total of 18 stalls available plus several service
platforms. In addition, there may be a service platform at 0-yang and
some facilities at Foochow. 122/ At a turnover factor of 2 to 4 in 24
hours, the total capability for servicing would be 36 to 72 locomotives
in 24 hours. This number would be sufficient to operate the line at
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estimated maximum through capability. Even if doubleheading were re-
quired on some sections of the line, it appears that servicing facili-
ties are adequate to operate the line at maximum through capability.
e. Conclusions
The maximum tonnage that could be moved into or out of Fukien
Province by rail is 7,300 tons EWPD, being limited by the Ying-t'an -
Wu-k'eng section of the railroad. This figure represents the theo-
retical maximum through capability for economic traffic. The annual
through capability of the railroad for freight moved in both directions
would thus be about 5.3 million tons.* The Chinese Communists an-
nounced that the 1958 plan for tonnage carried by rail was 2.4 million
tons, or 45 percent of total estimated through capability. If the
tonnage carried on the railroad increased as fast as the national av-
erage,** utilization of total through capability probably amounted to
about 62 percent in 1959 and may be expected to reach 85 percent in
1960 and 100 percent in 1961. In considering the limitations of the
Ying-t'an - Wu-k'eng sector, however, the movement of freight within
the province on the two lower segments of the railroad must be con-
sidered. It appears that this movement will occupy an increasingly
larger percentage of the total tonnage carried by rail as the economic
centers now planned in Fukien Province are developed. The resulting
increase in traffic on the lower segments of the railroad may delay
somewhat the time when the railroad will reach maximum through capa-
bility. The new line under construction from Shang-jao to Pa-tu and
Foochow will relieve the Ying-t'an - Wu-k'eng section. The rapid
development of rail transport capability may prevent the lack of
transportation from severely curtailing the development of the Fukien
coastal region. This fact indicates the importance of extending the
railroad network and the very marked effect that any delay in ex-
pansion might have on the development of the region.
2. Capabilities of the Highway Network
In the estimates of the capability of the highway network of the
Fukien coastal region, the capabilities of individual routes have been
estimated separately.*** The condition of each route has been esti-
mated on the basis of information from a variety of sources. This infor-
mation was applied to the tables to obtain the 50X1
* This estimate assumes that all traffic would consist of freight
trains. The figure would be lowered in direct ratio to the number of
passenger and work trains operated on the line.
** About 37 percent in 1959.
XXX For an explanation of the arbitrary system of numbering these
routes, see the footnote to III, D, 1, p. 15, above.
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number of vehicles that the route could carry each way per hour. An
operational day of 10 hours and an average vehicle load of 3 tons
have been used to obtain the total tonnage that could be moved on the
route.. No attempt has been made to estimate roads other than those
listed in Table 10.*
3. Civilian Motor Vehicle Park
Data concerning the motor vehicle inventory in Fukien Province are
extremely scarce. One ambiguous statement might indicate a park of
about 500 trucks** and an unknown number of buses in 1954, but this
statement probably refers only to the state-owned transport park. The
Chinese Communists have announced that 315 motor vehicles, formerly
privately operated, were acquired by the state during 1956 and that
17 other motor vehicles were added to the park. On the basis of these
data and on the assumption of an absolute rate of growth derived from
the figures for 1956, estimates of the state motor vehicle park would
be as follows: 1954, 500; 1955, 800, 1956, 1,100; 1957, 1,400; and
1958, 1,700 vehicles. The estimate of 1,400 motor vehicles in 1957
compares with an announcement that "Every day there are some 1,300
motor vehicles ... on roads." 130/ in 1958 50X1
the Fukien Transportation Bureau had five main depots and that the
Ch'uan-chou depot had about 300 vehicles, of which 200 were cargo
trucks. 131/ On the assumption of a generally comparable park in the
other four main stations, these figures would indicate a park of about
1,000 trucks and about 500 other vehicles in the five main depots.
in 1956 there were approximately 20 50X1
branch offices scattered throughout Fukien Province. The P'u-t'ien
office had about 80 vehicles, of which more than 70 were trucks. 132/,
Credibility is added to this report by a press release in 1958 which
stated that the Fukien Department of Communications has 22 operating
units. 133/ A range of 50 to 100 vehicles for the 22 units would in-
dicate a park of 1,100 to 2,200 vehicles. The five main depots, how-
ever, probably would have larger parks. The range of 50 to 100 used
for the 17 branch offices would indicate 850 to 1,700 vehicles at the
smaller offices. Again on the assumption of an average of 300 vehicles
at each main station, the estimate of the state motor vehicle park
would be 2,350 to 3,200 vehicles. These figures appear to be of the
correct magnitude.
* Appendix A, D. 44, above.
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In Fukien Province, as throughout Communist China, the civilian
motor vehicle park is estimated to be divided approximately equally
between those vehicles controlled by state-owned transport groups and
those controlled by functional government agencies or enterprid'es.
Because the range of 2,35Q to 3,200 vehicles refers only to the state
park, the estimate of the total civilian park would be 4,700 to 6,400
vehicles.* Again these figures appear to be of the correct magnitude,
although, because of the nature of the data employed, no firm estimate
of the civilian motor vehicle park can be made. It does appear safe,
however, to estimate the size of this park at more than 4,000 vehicles.
* Based on the approximate national ratio of 1 to 1 for highway
transport trucks to government agency and/or industry trucks.
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COMMUNIST CHINA
TRANSPORTATION FACILITIES OF
THE FUKIEN COASTAL REGION
Roads Navigable rivers
Surfaced RY,:v,F,,-,,"ei Vessels up to 100 metric tons capacity
Unsurfaced (///////40, Vessels up 10 20 metric tons capacity
Surface unknown A Main transport office
Under construction A Branch transport office
Railroads dr Principal port
Operating 0 Highway route number
Under construction
Projected
?194 ? Distance between ports
0
ii
10
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? ? ? ? Limits of Nationalist-held
offshore islands
30
40 50 60
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10 20 30 40
50
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Kilometers
28293 5-60
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