DISSEMINATION OF CIA/RR EP 65-70, CONSTRUCTION OF MILITARY INSTALLATIONS AND TRANSPORTATION FACILITIES IN THE CHINA-BURMA AREA, 1960 - MID - 1965 (PROJECT 33.4556) (Sanitized)

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79T01049A003100140001-1
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 38
• Document Creation Date: December 12, 2016
• Document Release Date: March 11, 2002
• Sequence Number: 1
• Publication Date: September 9, 1964
• Content Type: FORM

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DATE: i,
TO
TO Chief, Printing Services Division, OL
FROM Chief, Publications Staff, ORR
SUBJECT Disaeatination al CIA/Rit, EP 65.70
1. Attached is the dissemination list for subject report.
It is requested that copies # 1 through #4 be forwarded
immediately to the Publications Staff, ORR, and that the re-
maining copies be held until you are notified by St/P/C to make
the distribution.
2. The Dissemination Control Branch, Document Division,
OCR, is advised of this dissemination by copy of this memoran-
dum and will notify you promptly should any changes in the list
be necessary. Accordingly, unless such notice is received, the
dissemination requested should be initiated.
Attachment
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FORM ,354
1.68 4
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dowsgra ding and
declassification
49A003100140001-1
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CONSTRUCTION OF MILITARY INSTALLATIONS AND TRANSPORTATION FACILITIES IN
TEE CRIBTA/BURI4A. BORDER AREA, 1962-65
(T/CST Project 33.4556)
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Analyst:
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Date: 20 August 1965
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CONTENTS
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Poreword
Summary and Conclusions
Military Installations
3
A. Communist China
* . ?
3
B. Burma . ? . . ? ? OOO . .........
? OOO ?
5
II.
Airfields
5
A. Communist China
6
B. Burma . ? ?4441tOf .0 OOO ? .
IF*
********
7
III.
Roads
8
A. Comanmist China . ? **********
?
****** ?
8
B. Burma . . * ? ? ? a *
* ? ? f? ?
9
APPIXDIXES
Appendix A -
Appendix B Place
List .
*44 *
* ? * ****** .14
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FOREWORD
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In recent years, Burma's potential as a trouble spot in Southeast Asia has in-
creased.
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economic and political deterioration coupled with continued insur-
gency
and Shan states bordering on Communist China could create an
unstable tlenk on the Southeast Asianpeninsula. Because of its geographical location
and its valuable natural resources, control of Burma byChina would threaten zt only
the security of Thailand and Laos but of India as well. Military and transportation
facilities along the China border, therefore, are important aspects of Chinese
Counist capabilities with respect to all of Southeast Asia.
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CONSTRUCTION OP MILiTARY INSTALLATIONS AND TRANSPORTATION FACILITIES INTER
CHINA-BURMA BORDER AREA, 1962-65*
SUMMARY AND CONCLI0NB
exceptionWith the of the reconstruction end expansion of the airfield at
lo
of !Cum-a/mg in Tunnan Province (China),
itary construction on either de o
have been added to cxii
Improved or main d. Even the construction of the large bridge
River at Ch 1, which was completed early in 1965, did not appear to have high
priority. in Burma, except for repair of roads and airfields, construction
has I
limited number of nev sto
'rations and airfields
bri
has been no
rder since
ks facilities
Mekong
confined to
plex of mili
en
at
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cut to the China/Laos/Thalland borders,
and roads and enlarge
had completed a relativsl.y extensive com-
lations storage facilit
a. road system within a 150 mile
the border in western l'Unnan.*** Construction
d for military Ise es
trial or mining development. The permanent Chinese
as of
and in Burma.
this area WWI
is no evidence of extensive Junius-
ns a1ox the
conelus in this pub1icatju represent the best judgment of
1965.
as d in this publication refers to strip of territory
a wide ent to the border both in Zinn= Province. (China)
See the Map, F s inside back cover.
I
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border can accommodate at lesit twelve full-strength infantry divisions (about
138,000-144,troops). The major installations in western Yunnan and the roads
se cing them were started in the early 1950's and completed by 1957-58. Since that
time, construct
has consisted of expanding existing facilities, adding small in-
atallations and extending and improving the road network.
periodDuring the 1950-650 Burma has suffered from chronic insurgency that has
seriously effected economic progress, political unity, military defense and all other
aspects of its national life. As a result, in the unstable Kachin and Shan border
states construction of military installations, roads and airfields and even the main-
tenance of existing facilities has been sparse. Since 1962 Burma has attempted to in-
crea
a smaal military support establishment in the Eastern Shen State and improve
transport facilities in the Ka in and Northern Shan states. Although there have been
numerous reports that the Chinese Communists are involved in this construction effort,
it is believed that the Government of Burma is solely responsibleand that Burmese
al ethnic peoples and, probably, some Chinese refugees make up the labor
force. Under the economic agreement of 1961 Chinese Communists are working in Burma
however, where they are participating presently in the onatruction of a
bridge over the Saiween River at KUnlong.
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Since 1962 construction of military installations in both the Chinese province
of lbnnan and Bursa has consisted primarily of an expansion of existing facilities.
Except for the construct1ou of additional outposts, usually consisting of s11 con
plexes of less than a dozen buildings, there is no indication that any new
A. C
n.
n constructed or are under construction presently within the bor-
Along the China/Burma border in western,Tumnan? construction of additional
facilities, mainly barracks/storage types of buildings, we underway during 1962-65
at several military installations. In comparison to similar activitycon-
struction was more extensive, but in itself has not added substantially to the mili-
tary support potential already in existence. Construction of the military complex in
ii
western Yunnan was started about 1953 and reached its present extent by 1957-58. SoW
construction was concentrated mostly along the
installations, built during World War II along the B
and Ktun-lo roads while existing
were reconstructed and
d. After 957-58 limited construction continued at some of the largerinstalla-
tions and small installation for border defense units were built. Because there is no
e of extensive industrial or mining developments
szern
all
of the construction and improvement carried out during the past decade including
water conservation projects, mutt be assumed to have been intended for military use.
The construction of 12 division-size installations alone amounted to approximately
510,000 square meters (6,200,000 square feet) at an est1ted, cost of nearly 70 million
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yuan 28 million
Permanent installations that can accommodate full-strength infantry divi-
sions, regiments and battalions** have been constrwted at more than 45 locations vith-
in the western border area of YUnnan. With the exception of BX1I border posts, most
of these installations are concentrated south of the 26th per . Of the total in-
stallatlone about 27 percent are of division size-, 17 percent of regiment size and a
are rest-refuel-supply stations that are located, at convenient in-
tervals along roads where U units are deployed.
total
stallations
ining 52 percent of the
r of installations are of battalion size and mailer, the great majority
Id accomodate about 300 troops.*** These battalions and smaller sized in-
d sb0
and closest to the border. All of
lat ions
are served by motorable roads or coected by trails to not too distant road terminals.
Even though installations with a barracks/support area capable of accommo-
dating at least twelve full-strength infantry divisions exist in western Tunnan, there
is no evidence to suggest that they are manned at full-strength. Elents of probably
* For a discussion of this oast estimate see Appendix A.
** The sizes of these installations are based on the estimated nunrical strengths
of the Table of Organization of thePeoples Liberation Army (PLA) land forces.
The present estimates for full-strength conventional PLA infantry units are as
follows: a division, 11,500-12,000; a regiment, 2000-3,000; a battalion
930-750. In !Unman, however, there are, in addition to conventional forces,
several border defense reCiments that are somewhat smaller in size that are
deployed along the border.
For examples of the sizes of installations see Figures 1 thru 4.
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only three infantry divisions hove been deployed in this area for some years: the
'39th (13th Army), 40th and 41st (14th Army) with headquarters at Szu-mao,* Lin-ts'ang
(Mien-ning) and Pao-shan, respectively.
Burma
Construction of military installations in the border area of Burma has been
Timited and, in recent years largely confined to the Eastern Shan State. The most
notable construction under way in that area was at Hong Yawng, a complex of several
emell markets or villages about 25 air-miles from the China/Burma border. New build-
tugs reportedly added to the military areas during 1963 indicated that almost 3,000
Leoops could be accommodated there. This would make Mong Yawng the second largest
military establishment in the area in addition to Keng Tung. Other military installa-
tions, possibly of a size to accommodate about 500-600 troops, were constructed north
of Keng Tung at Hong Yang and Wan-no-tao (near Hong Hpen) prior to 1902. UndoUbtedly
there are several other small installations south of Keng Tung located on or near the
.qa.in road and in the vicinity of airfields.
II. Airfields
There are only two locations where construction or improvement of airfields
/ts been underway since 1952 in the China/Burma border area. The most significant
.,J: these is in Yunnan. at Pei-tun where an old World War II landing strip was
eeconstructed. Construction of this major airfield started about 1963 and it is now
e(Aapieted except for support facilities. The runway has a concrete surface capable
a List of coordinates, see Appendix B.
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of supporting .jet-fighter aircraft. The other location where construction has been
underway is in the Eastern Shan State in Burma. Here several old airstrips were
being improved, all of which apparently are now operational. Airfields along the
border in both Yunnan and B
all su
apacity is about equal
vex., have not changed s stantially, In. both
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s for light transport aircraft, but over
eilities in Tunnan are relatively more adequate. Airfields in both areas
ed in close proximity to military installatn and are serviced by the road
Constructionand development of major airfields is hampered in Ttmn because
of the generally unfavorable terrain. Airfields have to be located
laa
enoun to
the construction of ionge
of altitude on aircraft performance. level areas
eye or on
to offset the effects
about 3
a ever
6,000 feet above sea level. Although altitudes are generally lover in Burma, the plains
areas are scattered and subject to excessive innundations during the rainy season.
A. Communist China
War II by US
of the airfields in lUnnan were originally constructed during 'd
se Nationalist forces. It was not until the late 1950's that
the Chinese Communists began to direct 'heir efforts from the eastern and southeastern
areas of
ountry to reactivating and improving airfields in the southwestern border
re only three airfiel
western Yunnan other than
at Pe
of the border which are currently operational.* These are
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located, at Pao-shan? Mang-shih and Ssu-mao, all with runway capabilities for light
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transport aircraft.Both Pao-shan and Mang-shih are rehabilitated World War II air-
fields the one at Sau-mao is a new field, probably constructed about 1958. Addi-
s have been constructed at Ssu-mao since 1958 but there is no
indication t it is being converted into major airfield nor are additional airfields
constructed in the border region of western 7Unnan.
B. Burma
Airfieldsin Burma also were largely constructed initially during World
War II. Of a total of six major airfields in Burma, three are located near the border
in the northern part of the country at Bhamo, Ramponmao and Myitkyina (South). These
longer than 6,
set
ith asphaltreatedt surfaces and are
considered potenttally capable of support fo -eng
aircraft. Other airfields in northern
a
and jet fighter
located at Lashio and Putao and both
are considered capable of supporting light transport planes. The
however, probably is useable only in fair weather because it has a clay
rid is
in only fair conditionLj
Althoughmaintenance and repair has been carried out on some of the air-
fields in northern Burma,
reconstruction of old airstrips in the border area was most
active in the Eastern an State during 1960-65. In addition to King Tung, which is
the largest and most important, there are at least five other a
operati
Hong rawr3g, l4ng Pa-liao? Mbng Hpayak, Mbng Heat and Hwang Luk. Improvements, probably
adding gravel to the surface and extending some of the runways, reportedly were cerrted
Be
located within a radius of about 75 at
all
of Xing Tung at
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out at these airfield during 1963-64. All of the runways in the E&stern
for light transport aircraft but support facilities, with
of those at Kens Tung, are minisseIII
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e exception
Ccmauniats have constructed a fairly well distributed system of
.in roads in western Yunnan with a network of feeder roads running
border.
hort of the border, however, most of these roads degenerate abruptly into trails
cross into Burma. Only two roads, the Burma Road and the Mui-lo Road, cross
rder and connect Tw]nan with the main road system of Burma. The surfaceof the
in the networks on both. sides of the border is similar: a soil-aggregate sur-
faze (compactedgremel or crushed stone). Sections on moat of the main roads near the
bo
.ong ago d some bituminous treatment but many ?ectiona of these
e deteriorated. The road system in Yunnan is
.tion than the
one in Burma because it has received more maintenance and long-term improvement.
A.
Through the western area of Yunnan there are three main access routes to
China/Burmathe border. To the north, the Burma Road 1with Bbamo and
Laehiq la Wan-t'img thile in the south the K'un-lo Road links Klun ming with Keng
Tung via Ta-lo. The third main route, the Nan-ta Road, is centrally located between
and extends ward the border o
Kunlong in Burma but does not
* For a detailed. discussion of roads in Yunnan and Burma see CIA/RR KP 65-27,
Construction of Roads in the China-Southeast Asia Border 1964, April
1
5,
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cross the border. Since 1962, there has been no major road construction in the bor-
but the never-ending improvements and repairs to the road system
continues. Included in this improvement was the completion January 1965 of the
bridge over the Mekg River about three miles northwest o 'a-lio on which con-
etruction bad been in May 1964 after a lapse of two years.
der area of
The Chinese C
extended and improved the road network in
'human at a sustained pace since the early 1950'a. Roads are of major impo
because they are the main means of transportation to the China/Burma border. There
narrow-gaugeis a railroad which runs toward the border from 1K' un but it does
extendnot farther west than I-piing-lang A new spur line from this
constructed before 1962, extends southwest from Au-ning for a distance of about 25
miles.
al
sup
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penetrates very deeply into the western region of the province.
rt from 1K'un ming and central Amman to the border,therefore, ponds
y on the road network.
There are two trunk routes in Burma that pass through the Kathin and Shan
border states and provide direct connections between the border areas and the central
valley of Burma. One is a north-south road that extends north from Mandalay to Puts.?
* The only railroad that connects un-ming with the main rail network in China is
another -gauge line that runs from the border of Kwangsi Province in, a
V-shaped pattern through North Vietnam and up into Ylinnnn Province. For a dis-
cussion of the railroads in southwestern China see CIA/RR ER 65-15, Railroad
Construction in Communist China Since the Coils .se of the "Leap Forward," June
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via rsshio, Bhamo tkina. At Moog TU, about midway between Laahio and Munro
a secondary road, once a section of the old Burma Road, branches northeast to
d, crossing the border to Wian4sing provides the link between the main road
systems of Burma and fUnnan. The other trunk route to the border ares. extends from
Ileiktila in central Burma
via Ta-kaw through the Southern
states to Xeng Tung iere it turns south and cOntinues to Tathilek on the Burma
bo
? Only a seasonal road, the second link between the in ros.d netvorks
the run-10
roads that branch eastward from this main
ntly exists from Kong Tung to the border
terminates near Ta-lo,
dhilek road primarily service military installations and airfields located
to the north and south
In addition to the main roads, a network of interconnecting secondary roads
parallel to the border but in
et of the Salween River. Only a few roads
branch from these secondary roads and, where they do exist, they support local traffic
as far as the river. In the area between the Sall/4mm and China-Burma border mo of
the old. roads have disappeared and only trails exist.
During recent years Burma has made an effort to reconstruct and repair the
road syateut in its northern and eastern border regions. Improve were underway
on the tao route north of Witkyina during 1962-64 and other existing roads
in the Iowan State were repaired, especially in the area east of Bhamo.
In Northern
Shan 3tate, e road extending east from the Mandalay-Pu o route to Kunlong and roads
in the vicinity of Kunbong undoubtedly were repaired to insure transportation of eon
at
ruction materials to the bridge site. Repeated reports of the destruction of bridges
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ions by insurgent fortes as well as the usual damage fr
season in both the northern states, however,
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tate that nanY of the roads were
frequently impassable because of the difficulties of keeping them repaired. Beton-
ruction and repair of roads in the Eastern Shan State apparently has met with more
success. Although there is no evidence that any new roads were constructed r under-
way in this border state, repairs on the Nsiktil -Tachilek route and on roads branch-
lug
Kong Yang, Kong Twang and Mang Paliao reportedly were undertaken during
961-64. In addition, the old trail-road from Keng Tung to the border
Ta-lo
d but not surfaced, and should have been passable for vehicles
by February 1965.
Late in 1963 Burma reached final agreent with Communist Chi n the con-
etruction two suspension bridges across the Salween River that were to be financed
$8 ilhion credit of January 1961. The first of
Il s
es
bridges is located
at Kunlong, on one of the few branch roads extending east
tao road at a Doint about 32 mi
bridge is to be located at Ta-kaw on the
ikt
of Lashio. The other
ilak road in the Eastern Shan
tate. Preliminary construction of the bridge at Kunlong started in Mhy 196k, and
according to a ress release (Rangoon) in June 1965 ache ed for completion by
the end of October 1965, two months ahead of schedule. If the present construction rate
is maintained and no delay is encountered, it is possible that the bridge could be am-
yl ted during the last quarter of 1965. Apparently construction will not start on the
bridge
the one at Kunio
in January 1965 also that cons
in 1966-67.
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completed since the Burmese press repo ed
of the Ta-kaw bridge is scheduled to be started
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An-nine
Bhamo
Ch'e-li
Chen-pien
Ch'eng-lung-chieh
Ho-wet
Msi-meng
Nang Luk
I-p'ing-lang
Keng -ma
New; Tung
Kunlong
K'un-ming
Kyu-hkok
Lashio
Lin-ts'ang
Lu-hsi
Mihng-Shih, see u-hsi
Man-mao-chieh
Meiktila
Meng-hai
Meng-hun
Meng-ting
Meng-lien
Mien-ning see Lin ts'e.ng
Hong Hpayak
Mbng Hen
Kong Haat
Kong Pa-liao
Kong 'Yang
APPENDIX B
PLACE NAME LIST
Coordinates
24 55N - 102 29E
216N-97 14E
21 59N 100 49E
2237K 99593
24 45N 98063
24 42N 98 49E
221#5N 99293
2029K 996E
25 12N - 101 48E
23 31N - 99 243 Division
21 17N - 99 363
23 25N - 98393.
25 04N - 102 41E
24 04N - 980143
22 56N - 97453
23 54N - 100 02E Division
24 27N - 98 36E Division
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Size of
Installation
Division
Regiment
Division
Regiment
22 04N - 100 56E Battalion
20 52N - 95 52E
21 58N - 100 283 Division
22 OON - 100 153 Battalion
21 50ff loo 23E Regiment
23 33M - 99 05E Battalion
22 21N - 99 363 Regiment
20 53N - 99 562
22 01N - 99362
20 32N - 99153
20 50N - 100 22E
21 50N - 99 413
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Mae List (continued)
Name
Mona TawnS
song Tu
ItriktrinEt
Samponmao
Nan-ortiao
Pito-shan
Po-sbAng
Pei-ttun
Puts.?
nuang-chiang
Ssu-mao
Tachilek
Ts-key
Ta-lo
T'eng-chiung
Wan-ho-tao
Wan-ting
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on ia3171
?PS az CI IS sid
Coordinates
21 liN - 100 22E
23 561 - 97 59E
252- 972#E
25 21N - 9718
22 02N - 100 15E
25 07N - 9909E
23 4511 - 100 on
25 2711 - 100 43E
27 21N - 97214E
Sise of
Installation
Regiment
Division
Division
22
2811
- 99 50E
Division
22
14.611
- 100 05E
Division
20
271(
- 9953Z
21 13N - 98142K
21 4111 - 100 05E
25 02N - 9828K
22 02N - 99314E
24 053 - 98014K
25 24N - 9903K
-15-
Division
Division
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N? 4
CONSTRUCTION OF MILITARY INSTALLATIONS
AND TRANSPORTATION FACILITIES
IN THE CHINA-BURMA BORDER AREA
1962 - MID-1965
CIA/RR EP 65-70
September 1965
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.
CENTRAL INTELLIGENCE AGENCY
Office of Research and Reports
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Approved For Release 2002/050?Erli%U,K)P79T01049A003100140001-1
FOREWORD
In recent years, Burma's potential as a trouble spot-in Southeast
Asia has increased. Further economic and political deterioration coupled
with continued insurgency in the Kachin and Shan states bordering on
Communist China could create an unstable flank on the Southeast Asian
peninsula. Chinese control of Burma, because of its geographical lo-
cation and its valuable natural resources, would threaten the security
not only of Thailand and Laos but also of India. Military and transpor-
tation facilities along the China-Burma border, therefore, are important
aspects of Chinese Communist capabilities with respect to all of South-
east Asia.
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CONTENTS
Summary and Conclusions
Page
1
I. Military Installations
3
A. Communist China
3
B. Burma
4
II. Airfields
4
A. Communist China
5
B. Burma
5
III. Roads
6
A. Communist China
6
B. Burma
7
Appendixes
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Appendix A.
9
Appendix B.
Place Name List
11
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CONSTRUCTION OF MILITARY INSTALLATIONS AND TRANSPORTATION FACILITIES
IN THE CHINA-BURMA BORDER AREA*
1962 - MID-1965
Summary and Conclusions
With the exception of the reconstruction and expansion of the airfield
at Pei-t'un, located west of K'un-ming in Yunnan Province (China), there
has been no significant military construction on either side of the China-
Burma border since the beginning of 1962.** In western Yunnan, airfields,
roads, and bridges have been improved or maintained, and a limited number
of new storage and barracks facilities have been added to existing installa-
tions. Even the construction of the large bridge over the Mekong River at
Yun-ching-hung (011ie-1i), which was completed early in 1965, did not appear
to have high priority. In Burma, except for repair of roads and airfields,
construction has been confined to the Eastern Shan State, an area adjacent
to the China-Laos-Thailand borders, where there has been a limited attempt
to improve airfields and roads and to enlarge barracks/support areas.
Prior to 1962, Communist China already had completed a relatively
extensive complex of permanent military installations, storage facilities,
and a road system in the border area of western Yunnan.xx* Construction
in this area generally was intended for military use as there is no evi-
dence of extensive industrial or mining development. The military in-
stallations in western Yunnan were built during the first five-year plan
(1953-57) and the largest of these were constructed at an estimated cost
of nearly 62 million yuan, or about US 325 million.t This amount is
equivalent to 11 percent of total capital investment (excluding investment
by the central government) in Yunnan Province during the plan period.
Since 1950, Burma has suffered from chronic insurgency that has seriously
affected economic progress, political unity, military defense, and all other
aspects of its national life. As a result, in the unstable Kachin and Shan
border states construction of military installations, roads, and airfields
and even the maintenance of existing facilities has been sparse. Since
early 1962, Burma has attempted to increase its small military support
establishment in the Eastern Shan State and to improve transport facilities
* The estimates and conclusions in this publication represent the best
judgment of this Office as of 1 September 1965.
** The term border area as used in this publication refers to a strip
of territory about 150 nautical miles wide adjacent to the border both
in Yunnan Province (China) and in Burma.
*** See the map, Figure 10, inside back cover.
t A nominal rate of exchange based on the gold content of the
respective currencies is 2.46 yuan to US $1. This rate, however, does
not reflect the dollar purchasing power of the yuan.
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in the Kachin and Northern Shan States. Although there have been numerous
reports that the Chinese Communists are involved in this construction
effort, it is believed that the government of Burma is solely responsible
and that Burmese army units, local people, and, probably, some Chinese
refugees make up the labor force. Under the economic agreement of 1961,
however, Chinese Communists are working in Burma, where they are partici-
pating presently in the construction of a suspension bridge over the
Salween River at Kunlong.
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I. Military Installations
Since the beginning of 1962, construction of military installations
in both Yunnan and Burma has consisted primarily of an expansion of
existing facilities. Except for the construction of additional out-
posts, usually consisting of small complexes of less than a dozen
buildings, there is no indication that any new major installations
have been constructed or are under construction presently within the
border area.
A. Communist China
Along the China-Burma border in western Yunnan, construction
of additional facilities, mainly barracks/storage types of buildings,
was under way during the period 1962 - mid-1965 at several military
installations. In comparison with similar activity in Burma, construc-
tion was more extensive, but in itself it has not added substantially
to the military support potential already in existence. Construction
of the military complex in western Yunnan was started about 1953 and
reached its present extent by 1957-58. New construction was concen-
trated mostly along the Nan-ta and K'un-lo roads, while existing in-
stallations, built during World War II along the Burma Road, were re-
constructed and expanded. After 1957-58, limited construction continued
at some of the larger installations, and small installations for border
defense units were built. Because there is no evidence of extensive
industrial or mining developments in western Yunnan, nearly all of the
construction and improvement carried out during the past decade, in-
cluding water conservation projects, must be assumed to have been
intended for military use. The construction of 12 large-size instal-
lations alone amounted to approximately 576,000 square meters
(6,200,000 square feet) at an estimated cost of nearly 62 million yuan
(about $25 million).*
Permanent military installations have been constructed at more
than 45 locations within the western border area of Yunnan. With the
exception of small border posts, most of these installations are con-
centrated south of the 26th parallel. Of the total installations,
about 27 percent are large size, 17 percent are medium size, and a
minor 4 percent are apparently rest-refuel-supply stations where
small units are deployed. The remaining 52 percent of the total num-
ber of installations are small-size complexes and border posts
scattered along and closest to the border.xx All of these installa-
tions are served by motorable roads or connected by trails to not
too distant road terminals.
* For a discussion of this cost estimate, see Appendix A.
For examples of the sizes of installations, see Figures 1 through I.
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B. Burma
Construction of military installations in the border area of
Burma has been limited and in recent years largely confined to the
Eastern Shan State. The most notable construction under way in that
area was at Mong Yawng,* a complex of several small markets or
villages about 20 nautical miles from the China-Burma border. New
buildings reportedly added to the military areas during 1963 indi-
cate that almost 3,000 troops could be accommodated there. This
would make Hong Yawng the second largest military establishment in
the area, after Keng Tung. Other military installations, possibly
of a size to accommodate about 500 to 600 troops, were constructed
north of Keng Tung at Hong Yang and Wan-ho-tao (near Hong Hpen) prior
to 1962. Undoubtedly there are several other small installations
south of Keng Tung located on or near the main road and in the
vicinity of airfields.
II. Airfields
There are only two locations where construction or improvement of
airfields has been under way since 1952 in the China-Burma border
area. The most significant of these is in Yunnan at Pei-t'un where
an old World War II landing strip was reconstructed. Construction of
this major airfield started about 1963, and it is now completed ex-
cept for support facilities. The runway has a concrete surface
capable of supporting jet fighter aircraft. The other location where
construction has been under way is in the Eastern Shan State in
Burma. Here several old airstrips were being improved, all of which
apparently are now operational. Airfields along the border in both
Yunnan and Burma, however, have not changed substantially. In both
areas, runway capacity is about equal -- that is, for light transport
aircraft -- but overall support facilities in Yunnan are relatively
more adequate. Airfields in both areas are located in close proximity
to military installations and are serviced by the road system.
Construction and development of major airfields is hampered in
Yunnan because of the generally unfavorable terrain. Airfields have
to be located in valleys or on plateaus large enough to allow the
construction of longer runways to offset the effects of altitude on
aircraft performance. Level areas range from about 3,000 feet to
more than 6,000 feet above sea level. Although altitudes are generally
lower in Burma, the plans areas are scattered and subject to excessive
inundations during the rainy season.
* For a list of coordinates and the locations of selected installa-
tions in western Yunnan, see Appendix B.
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A. Communist China
Most of the airfields in Yunnan were originally constructed
during World War II by US and Chinese Nationalist forces. It was not
until the late 1950's that the Chinese Communists began to direct
their efforts from the eastern and southeastern areas of the country
to reactivating and improving airfields in the southwestern border
areas. Other than the one at Pei-t'un, there are only three air-
fields in western Yunnan within 100 nautical miles of the border
that are currently operational.* These are located at Pao-shan,
Lu-hsi, and Ssu-mao, all with runway capabilities for light transport
aircraft. Both Pao-shan and Lu-hsi are rehabilitated World War II
airfields, but the one at Ssu-mao is a new field, probably constructed
about 1958. Additional support facilities have been constructed at
Ssu-mao since 1958, but there is no indication that it is being con-
verted into a major airfield nor are additional airfields being con-
structed in the border region of western Yunnan.
B. Burma
Airfields in Burma also were largely constructed initially
during World War II. Of a total of six major airfields in Burma,
three are located near the border in the northern part of the country
at Bhamo, Namponmao, and Myitkyina (South). These fields all have
runways longer than 6,000 feet with asphalt-treated surfaces and are
considered to be potentially capable of supporting four-engine
transports and jet fighter aircraft. Other airfields in northern
Burma are located at Lashio and Putao, and both are considered to
be capable of supporting light transport planes. The runway at
Putao, however, probably is usable only in fair weather because it
has a clay surface and is in only fair condition.
Although maintenance and repair has been carried out on some
of the airfields in northern Burma, reconstruction of old airstrips
in the border area was most active in the Eastern Shan State during
1960-65. In addition to Keng Tung, which is the largest and most
important, there are at least five other airfields, apparently all
operational. These are located within a radius of about 6o nautical
miles of Keng Tung at Mong Yawng, Mong Pa-liao, Mong Hpayak, Mong
Hsat, and Hwang Luk. Improvements, probably adding gravel to the
surface and extending some of the runways, reportedly were carried
out at these airfields during 1963-64. All of the runways in the
Eastern Shan State have a capacity for light transport aircraft, but
support facilities, with the exception of those at Keng Tung, are
minimal.
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III. Roads*
The Chinese Communists have constructed a fairly well distributed
system of main roads in western Yunnan with a network of feeder roads
running to the border. Just short of the border, however, most of these
roads degenerate abruptly into trails which cross into Burma. Only two
roads, the Burma Road and the K'un-lo Road, cross the border and connect
Yunnan with the main road system of Burma. The surface of the road in
the networks on both sides of the border is similar: a soil-aggregate
surface (compacted gravel or crushed stone). Sections on most of the
main roads near the border in Burma long ago had some bituminous treat-
ment, but many sections of these roads have since deteriorated. The
road system in Yunnan is in better condition than the one in Burma because
it has received more maintenance and long-term improvement.
A. Communist China
Through the western area of Yunnan there are three main access
routes to the China-Burma border. To the north the Burma Road links
K'un-ming with Bhamo and Lashio via Wan-tring, while in the south the
K'un-lo Road links Kinn-ming with Keng Tung via Ta-lo. The third main
route, the Nan-ta Road, is centrally located between these two roads and
extends toward the border opposite Kunlong in Burma but does not cross
the border. Since the beginning of 1962, there has been no major road
construction in the border area of Yunnan, but the never-ending improve-
ments and repairs to the road system continue. Included in this improve-
ment was the completion in January 1965 of the bridge over the Mekong
River a short distance northwest of Yun-ching-hung** (Chte-10? on which
construction had been resumed in May 1964 after a lapse of two years.
The Chinese Communists have extended and improved the road network
in Yunnan at a sustained pace since 1950. Roads are of major importance
because they are the main means of transportation to the China-Burma
border. There is a narrow-gauge railroad which runs toward the border
from Kfun-ming, but it does not extend farther west than I-p'ing-lang.***
A new spur line from this railroad, constructed before 1962, extends
southwest from An-ning for a distance of about 30 kilometers. Neither
line penetrates very deeply into the western region of the province.
Logistical support from K'un-ming and central Yunnan to the border,
therefore, depends primarily on the road network.
* For a detailed discussion of roads in Yunnan and Burma, see
CIA/RR EP 65-27, Construction of Roads in the China-Southeast Asia Border
Area Through 1964, April 19 5,
** See Figure 9.
*** The only railroad that connects K'un-ming with the main rail network
in China is another narrow-gauge line that runs from the border of Kwangsi
Province in a V-shaped pattern through North Vietnam and up into Yunnan
Province. For a discussion of the railroads in southwestern China, see
CIA/RR EH 65-15, Railroad Construction in Communist China Since the Collapse
of the "Leap Forward," June 1965,
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B. Burma
There are two trunk routes in Burma that pass through the Kachin
and Shan border states and provide direct connections between the border
areas and the central valley of Burma. One is a north-south road that
extends north from Mandalay to Putao via Lashio, Bhamo, and Myitkyina.
At Mong Yu, about midway between Lashio and Bhamo, a secondary road, once
a section of the old Burma Road, branches northeast to Kyu-hkok and, cross-
ing the border to Wan-t'ing, provides the link between the main road sys-
tems of Burma and Yunnan. The other trunk route to the border area extends
from Meiktila in central Burma eastward via Ta-kaw through the Southern and
Eastern Shan states to Keng Tung where it turns south and continues to
Tachilek on the Burma-Thailand border. Only a seasonal road, the second
link between the main road networks of Yunnan and Burma, presently exists
from Keng Tung to the border where the K'un-lo road in Yunnan terminates
near Ta-lo. Other roads that branch eastward from this main Meiktila-
Tachilek road primarily serve military installations and airfields located
to the north and south of Keng Tung.
In addition to the main roads, a network of interconnecting
secondary roads runs parallel to the border but in the area west of the
Salween River. Only a few roads branch from these secondary roads and,
where they do exist, they support local traffic as far as the river. In
the area between the Salween and the China-Burma border, most of the old
roads have disappeared and only trails exist.
During recent years, Burma has made an effort to reconstruct and
repair the road system in its northern and eastern border regions. Improve-
ments were underway on the Mandalay-Putao route north of Myitkyina during
1962-64 and other existing roads in the Kachin State were repaired,
especially in the area east of Bhamo. In the Northern Shan State the road
extending east from the Mandalay-Putao route to Kunlong and the roads in the
vicinity of Kunlong undoubtedly were repaired to insure transportation of
construction materials to the bridge site. Repeated reports of the destruc-
tion of bridges and road sections by insurgent forces as well as the usual
damage from the rainy season in both the northern states, however, would
indicate that many of the roads were frequently impassable because of the
difficulties of keeping them repaired. Reconstruction and repair of roads
in the Eastern Shan State apparently has met with more success. Although
there is no evidence that any new roads were constructed or under way in
this border state, repairs on the Meiktila-Tachilek route and on roads
branching from it to Mong Yang, Meng Yawng, and Mong Paliao reportedly
were undertaken during 1961-64. In addition, the old trail-road from
Keng Tung to the border opposite Ta-lo in Yunnan was improved but not sur-
faced, and should have been passable for vehicles by February 1965.
Late in 1963, Burma reached final agreement with Communist China
on the construction of two suspension bridges across the Salween River
that were to be financed under the $84 million credit of January 1961.
The first of these bridges is located at Kunlong, in the Northern Shan
State, on a branch road which extends east from the Mandalay-Putao road
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at a point a short distance north of .Lashio. The other bridge is to be
located at Ta-kaw on the Meiktila-Tachilek road in the Eastern Shan State.
Preliminary construction of the bridge at Kunlong started in May 1964, and,
according to a press release (Rangoon) in June 1965, is currently scheduled
for completion by the end of October 1965. If the present construction rate
is maintained and no delay is encountered, it is possible that the bridge
could be completed during the last quarter of 1965. Apparently construction
will not start on the Ta-kaW bridge until the one at Kunlong is completed
since the Burmese press reported in January 1965 also that construction
of the Ta-kaw bridge is scheduled to be started in 1966-67.
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APPENDIX B
PLACE NAME LIST
Name
Coordinates
Size of
Installation
An -ning
24 55 N
102 29 E
Bhamo
24 16 N
97 14 E
Ch'e-li,
see Yung-ching-hung
Chen-pien
22 37 N
99 59 E
Large
Ch'eng-lung-chieh
24 45 N
98 06 E
Medium
Ho-wei
24 42 N
98 49 E
Large
Hsi-meng
22 45 N
99 29 E
Medium
Hwang Luk
20 29 N
99 56 E
I-pting-lang
25 12 N
101 48 E
Keng-ma
23
31 N
99
24 E
Large
Keng Tung
21
17 N
99
36 E
Kunlong
23
25 N
98
39 E
K'un-ming
25
04 N
102
41 E
Kyu-hkok
24
04 N
98
04 E
Lashio
22
56 N
97
45 E
Lin-ts'ang
23
54 N
100
02 E
Large
Lu-hsi
24
27 N
98
36 E
Large
Mang-shih, see Lu-hsi
Man-mao-chieh
22
04 N
100
56 E
Small
Meiktila
20
52 N
95
52 E
Meng -hal
21
58 N
100
28 E
Large
Meng-hsi
22
00 N
100
15 E
Small
Meng-hun
21
50 N
100
23 E
Medium
Meng-ting
23
33 N
99
05 E
Small
Meng-lien
22
21 N
99
36 E
Medium
Mien-fling,
see Lin-ts'ang
Mong Hpayak
20
53 N
99
56 E
Mong Hpen
22
01 N
99
36 E
Mong Hsat
20
32 N
99
15 E
Mong Pa-liao
20
50 N
100
22 E
Mong Yang
21
50 N
99
41 E
Mong Yang
21
11 N
100
22 E
Mong Yu
23
58 N
97 59 E
Myitkyina
25
23 N
97 24 E
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Name
Coordinates
Size of
Installation
Namponmao
25 21 N
97 18 E
Nan-chiao
22 02 N
100 15 E
Medium
Pao-shan
25 07 N
99 09 E
Large
Po-shang
23 45 N
100 02 E
Large
Pei-t'un
25 27 N
100 43 E
Putao
27 21 N
97 24 E
Shuang-chiang
22 28 N
99 50 E
Large
Ssu-mao
22 46 N
100 05 E
Large
Tachilek
20 27 N
99 53 E
Ta-kaw
21 13 N
98 42 E
Ta-lo
21 41 N
100 05 E
T'eng-ch'ung
25 02 N
98 28 E
Large
Wan-ho-tao
22 02 N
99 34 E
Wan-tying
24 05 N
98 04 E
Yun-ching-hung
21 59 N
100 49 E
Medium
Yung-ping
25 24 N
99 03 E
Large
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SECRET
China-Burma Border
MILITARY INSTALLATIONS AN
TRANSPORTATION FACILITIES, MID 1965
Installations
A Large Size
A Medium Size
? Small Size
Airfields
+6000 feet and over
+ Under 6000 feet
Area of Border Installations
-Selected road
Railroad
Narrow gauge
(various widths)
h'uan
g-tan)
HSIA-
yitkyina
Yung-pqns
an-chien
Wing-long
Kunion
-shang
-chiang
esor.
MENG-TZU
suqrao
hen-plen
n- hlao
one Saly?s!.
Kent Tung
Meng Hpay
ong ow
7303.
Mono Pa-liao
oual Sal
f EKONG
ANG PRABANG
7.6o.
LATEAU D TR
ROES
Xieng
KhotSflg
51814 9-65 CIA
SECRET
AMES AND ?OUND ARV PRESERTATM.
ARE NOT CESSARI, THORITATLVS
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THAILAND
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