JANIS 75 CHAPTER VII JOINT ARMY-NAVY INTELLIGENCE STUDY OF KOREA

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• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79-01144A000900010007-5
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 54
• Document Creation Date: December 19, 2016
• Document Release Date: May 26, 2006
• Sequence Number: 7
• Publication Date: April 1, 1945
• Content Type: STUDY

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JANIS 75
CHAPTER VII
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25X1
JOINT ARMY-NAVY INTELLIGENCE STUDY
OF
KOREA
(INCLUDING TSUSHIMA AND QUELPART)
TRANSPORTATION AND TELECOMMUNICATIONS
APRIL 1945
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List of Effective Pages, Chapter VII
CHANGE IN
SUBJECT MATTER EFFECT
Cover Page i Original
List of Effective Pages and Table of Contents,
Chapter VII (inside front cover) i Original
Text and Figures Original
Figures (inserts, reverse sides blank) ... Original
Imprint (inside back cover, reverse blank) Original
Table of Contents
Note: This chapter is based on information available in Washington, D. C., on 1 March 1945.
..
PAGE NUMBERS
unnumbered
unnumbered
pp. VII-l. to VII-48
Figures VII-53 to VII-55
unnumbered
Page
70. GENERAL VII - 1
A. frans portation VII - 1
B. Telecommunications VII - 1
71 RAILROADS VII- 2
A. General VII - 2
?
B. Pattern VII - 2
(1) Route pattern VII - 2
(2) Significance of routes VII - 2
(3) Lines and mileages VII - 3
C. Administration VII - 4
(1) Ownership and control VII - 4
(2) Organization VII - 4
(3) Personnel VII - 5
D. Track and right-of-way VII - 5
(1) Track VII - 5
(2) Gauge VII- 5
(3) Gradient and curvature VII - 6
(4) Roadbed and ballast VII 6
(5) Ties VII - 6
(6) Rails VII - 6
(7) Signals VII - 6
(8) Electrification VII - 7
E. Bridges VII - 7
F. Tunnels VII - 10
G. Locomotives and rolling stock equipment VII - 11
(1) Locomotives VII - 11
(2) Passenger cars VII - 12
(3) Freight cars VII - 13
H. Workshops and yards VII - 13
(1) Workshops and repair shops VII - 13
(2) Enginehouses and minor repair shops . VII - 14
(3) Yards VII - 14
I. Traffic VII - 15
(1) General VII - 15
(2) Volume VII - 15
(3) Commodities VII - 15
(4) Seasonal variation VII - 15
(5) Capacity VII - 15
J. Vulnerability VII - 16
K. Individual lines VII - 16
(1) Kyongui line VII - 16
(2) Kyongbu line VII - 17
(3) Kyongkyong line VII - 18
- (4) Honam line VII - 18
(5) Cholla line VII - 19
(6) Kyongwon line VII - 19
(7) Hamkyong line VII - 19
(8) P'yongwon line VII - 21
(9) Manp'o line VII - 21
(10) North Korean lines VII - 21
72. ROADS VII - 22
A. General VII - 22
(1) Development of the road system VII - 22
(2) Road pattern VII - 22
(3) Road classification VII - 23
(4) Methods of road construction VII - 23
(5) Maintenance and repair VII - 23
(6) Bridges and ferries VII - 23
Page
(7) Types of vehicles and traffic VII - 29
(8) Seasonal variations in road conditions VII - 29
(9) Deployment and cover VII - 30
(10) Administration VII - 30
B. Route details VII - 31
(1) Sinuiju Pusan VII - 31
(2) Kyongsong - Mokp' o VII -31
(3) South coast highway ..... ? ? ? VII - 31
(4) Kyongsong - Wonsan and P'yongyang -Wonsan VII - 32
(5) Wonsan - Ch'ongjin
(6) Ch' ongj in Onsong - Unggi
(7) The Korea - Manchuria border route . .
(8) East coast road, south of Wonsan . .
C. Roads on Cheju-do (Saishii-to, Quelpart Island
D Roads on Tsushima
73. WATER TRANSPORT
A. Overseas and coastal
(1) Number of vessels
(2) Ports of call
(3) Routes
(4) Administration and personnel
B. Inland
VII -32
VII - 32
. VII - 32
. VII - 32
? VII - 32
VII - 32
VII - 33
VII - 33
VII - 33
VII - 33
VII - 36
VII - 36
VII - 36
VII - 38
VII - 38
VII- 38
VII - 38
VII - 38
VII - 39
VII - 39
VII - 39
VII - 44
VII - 44
VII - 44
VII - 45
VII - 45
VII - 45
VII - 45
VII - 45
VII - 45
VII - 45
VII - 46
VII - 45
VII - 46
VII - 46
VII - 46
VII - 46
VII - 46
VII - 46
VII - 46
VII - 46
VII - 46
VII - 47
VII - 48
....
74. RADIO
A. Administration
B. Radiobroadcasting
(1) Broadcasting transmitters
(2) Radio receivers
C. Radiotelegraph
D. Radiotelephone
E. Radio installations
? ....
75. LAND TELEGRAPH
A Administration
B Network
C. Personnel and training
76. TELEPHONE
A. Administration
B Network
C. Telephone facili .......
(1) Installations and use
(2) Exchanges and offices
(3) Telephone instruments
(4) Tokyo Mukden telephone cable
D. Shortage of telethone equipment
E. Personnel and training
77. SUBMARINE CABLES
A. Administration
B Equipment
C Maintenance
D. Network
(1) Routes and centers
(2) Important installations
E. New construction
78. PRINCIPAL SOURCES .......
40.111111fti.
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Chapter VII
Page VII - 1
TRANSPORTATION AND TELECOMMUNICATIONS
70. General
The position of the Korean peninsula has made it of con-
siderable importance as a land bridge between Japan and
Asia proper. Both transportation and telecommunication fa-
cilities have been developed since the early 1900's as an inte-
gral part of Japan's expansion to the mainland. Since Korea
became a part of the Japanese Empire, military considera-
tions, as well as industrial development and exploitation of
mineral resources, have influenced the formulation of plans
for expansion, improvement, and control of the transportation
and telecommunications systems.
A. Transportation.
Korea's railway and road-building programs have been di-
rected toward the development of strong north ? south routes
with branches to tap the principal industrial, agricultural, and
mining areas ( FIGURE VII - 54 ) . This system is linked with
Japan by steamers which cross Korea Strait (Chosen-kaikyo
and Tsushima-kaikyo ) . Most of the trade between Japan, Man-
churia, and north China formerly moved by sea. Wartime
conditions greatly increased the volume of goods moving be-
tween these countries; much of this is now being directed as
far as practicable over land routes owing to the shortage of
shipping and the vulnerability of sea lanes. During recent
years, an east ? west route -between Manchuria and Japan,
through northeastern Korea, has received considerable atten-
tion. Railways, roads, and ports in this area have consequently
been improved.
Both railways and roads are more numerous in the populous
western part of the country than in the mountainous eastern
and northern areas. The principal highway and the main double-
track standard-gauge railway line extend the length of the
peninsula between Sinuiju (Shingishu) and Pusan (Fusan ) ,
and branches cross the central part to form a connection with
the northeastern area. This northeastern sector has become so
much a part of the route between Manchuria and Japan that the
North Korea railway lines and the ports of Ch'ongjin (Seishin)
and Najin (Rashin) are now under the control of the South
Manchuriq Railway.
During the war there has been a marked increase of traffic
on both railways and roads. A large amount of the traffic is
military supplies. Roads have largely been feeders to the rail-
ways, and, formerly, short hauls were common. It is thought
that the meager trucking facilities may now be taxed by the
necessity of making longer hauls. Whereas the main rail line,
Sinuiju ? Pusan, formerly carried goods principally destined
for or originating in Korea, it now has a considerable transit
traffic as well. Special wartime restrictions have cut the number
of passengers to a minimum.
The total mileage of railroads in 1941 was 4,213. The stand-
ard gauge of the government lines is 4'81/2". The mileage of
narrow-gauge track is chiefly on private lines and is probably
not much more than 500 miles. The principal rail line, between
Sinuiju and Pusan, is believed to be almost completely double-
track. It is, however, the only considerable section of double-
tracking. Numerous bridges and tunnels are found on prac-
tically all lines. To safeguard against disruption of traffic, du-
plicate bridges and tunnels have been constructed, together with
diversion lines, frequently at some distance from the original.
Kyongsong (KeijO) is the hub of the railway network, prin-
cipal lines to northeast, northwest, southeast, and southwest radi-
ating from it (FIGURE VII - 54) .
There are only a few stretches of hard-surfaced road, mainly
between important cities and their ports. Other principal roads
are all-weather, stone-based or stone-topped, and vary cOnsider-
ably in width. The most important through roads follow the
same general routes as major railways. Most of the principal
roads serve mainly as feeders to ,the railways. Improvement of
the roads during the last 10 years has been mainly for military
reasons.
Shipping has been important in both the peacetime and
wartime economies. The steamship service between southern
Korea and Japan is, in effect, an extension of the land trans-
portation systems ' of the 2 countries. This service has been
operated chiefly by the Japanese Government Railways. War-
time shipping shortages and the vulnerability of sea routes have
somewhat curtailed the use of water transportation between
China, Manchuria, and Japan, and land routes have been
forced to bear some of the traffic. Local coastal trade, carried
chiefly by junks and small motor vessels, is still significant.
Facilities of the principal ports have been considerably im-
proved during recent years, primarily to serve Japanese ship-
ping. The chief ports of the northeast, Unggi (Yuki), Najin
(Rashin ) , and Ch'ongjin ( Seishin) , have received a consider-
able impetus during the war because of their relation to Japa-
nese-Manchurian traffic. Pusan has continued to be the most im-
portant port in the south, although several alternative ports
have developed because of the increased shipping load across
the straits (FIGURE VII - 54) . River navigation has not been
important, as there are few navigable rivers. Only one river on
the east coast, the Tuman-gang (TOman-ko ) , and one along
the south coast, the Naktong-gang (RakutO-ko) , are navigable
for any appreciable distance inland. Because of the nature of
the terrain, rivers emptying along the west coast are longer
and are more suitable for navigation. The most important of
these rivers is the Yalu (Amnok-kang) (Oryoku-ko ) .
B. Telecommunications.
Korea's telecommunications facilities are used primarily to
further Japan's political and economic control of the country.
Radio, especially aviation and point-to-point radiotelegraph, is
used extensively. Telegraph and telephone networks reach all
parts of Korea, but public use has been subordinated to official
and military needs. Landings of submarine telegraph and tele-
phone cables, connecting Korea and Japan proper, are concen-
trated in the vicinity of Pusan.
Radiobroadcasting consists of censored news and propaganda
in both Japanese and Korean. Most programs originate in either
Kyongsong or in Japan, and are rebroadcast by other stations
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TRANSPORTATION AND TEiLECOMMUNICATIONS "Wpwirsksaiivek,
in Korea. Shortwave reception is prohibited, and home sets ca-
pable of receiving domestic long wave broadcasts are licensed.
Radiotelegraph is used not only between stations in Korea, but
also to supplement overland or submarine telegraph circuits
with Manchuria, North China, and Japan. It is also important in
aviation and navigation. Radiotelephone has been developed
primarily in connection with commercial and military aviation.
Telegraph lines extend throughout Korea, and most telegraph
offices are located at post offices. Through-telegraph service
links Korea to Manchuria and China and via cable or radio to
Japan. A serious shortage of equipment has caused drastic cur-
tailment of all but urgent wartime messages.
Korea's telephone network extends to all parts of the coun-
try, and virtually every town and village has at least 1 telephone.
Public use of telephones, however, is very limited; there is
only 1 telephone to every 400 people. The network is used
primarily for police and border patrol stations. Through-tele-
phone circuits connect Korea with Japan, Manchuria, and north
China. Some of the trunk lines have been placed underground.
A serious shortage of telephone equipment has existed for years,
and priority for service is based on the applicants importance to
the war effort.
Korea and Japan are connected by at least 10 submarine tele-
graph or telephone cables. Landings are in the vicinity of Pusan,
Korea, and near Shimonoseki and Fukuoka in Japan. Several of
the cables were laid via Tsushima and Iki. Radiotelephone and
radiotelegraph supplement or substitute for these cables.
71. Railroads
A. General.
The geographic position of the Korean Peninsula gives it
vital importance as a bridge for rail transport between Japan
and the Asiatic mainland. The pattern of the railroads, which
were originally built for strategic purposes, is, consequently, pre-
dominantly north ? south, reflecting the country's transit func-
tion. In recent years, as Korean resources have been developed,
branch lines have been built from the main north ? south arter-
ies to industrial and agricultural regions. The total route mileage
in 1941 was 4,213.
Owing to the shipping shortage and increased transportation
requirementsj since the outbreak of war, the Japanese have had
to make much more extensive use of the main railway lines of
Korea. They have instituted plans for extensive double-tracking
of these lines, which involve increased budget appropriations,
the allocation of men and materials, and the movement to
Korea of equipment of the South Manchuria Railway Com-
pany. Restrictions have been imposed on passenger traffic and
light freight.
The heaviest volume of railway traffic in Korea moves over
the Mukden An-tung ? Pusan (Fusan) line; any disruption
of this route would seriously hinder the movement of goods
between Japan and the continent.
B. Pattern.
(1) Route pattern.
The 2 main routes follow the east and west coasts (FIGURES
VII - 53 and VII - 54) . The key double-track line runs the
length of the peninsula along the west coast, connecting the
southern port of Pusan and the commercial and industrial
centers of Kyongsong ?(Keijo ) and P'yongyang (Heijo) with
An-tung and Mukden in Manchuria. The east coast line ex-
tends north from the port of Wonsan (Genzan) and links
the industrial area of Hamhung (Kanko) and Hungnam
(Kranan) , and the northern ports of Ch'ongjin (Seishin ) and
Najin (Rashin) with the eastern Manchurian railroads. An
extension of the east coast line south of Wonsan has been
tinder construction for some years.
Only 2 railroad lines have been built across the peninsula
over the mountain bacl:bone, the first from Kyongsong, north-
east to Wonsan and the other east from P'yongyang to Kowon
(Kogen) , north of Wonsan.
Alternate lines have been built for portions of the double-
track main line. The Chongju ? Sup'ung-dong (Teishil ? Suiho-
) line and the Sunch'on ? Manp'ojin ( Junsen ? Mampochin )
line are alternates for the P'yongyang ? Sinuiju (HeijO ? Shin-
gishu ) section into Manchuria. In 1941 opening ceremonies
were held for the Kyongsong Andong ? Pusan line, the al-
ternate for the Kyongsong? Pusan main line, and the line was
reported open to regular traffic in 1942.
The Kyongsong ? P'yongyang section, which is without an
alternate, is highly vulnerable because of its vital bridges and
numerous tunnels. Northbound traffic could be routed over
the Kyongsong ? Wonsan line to Ch'ang-ch'un (Hsin-ch'ing) ,
Manchuria, but would increase the strain already placed on
the North Korean lines by traffic through Ch'ongjin (Seishin)
and Najin (Rashin) . Southbound traffic could be routed across
the peninsula on the P'yongyang ? Wonsan line and out of
the North Korean ports. The capacity of these single-track
alternates, however, is limited by mountainous terrain, steep
grades, and sharp curves, and is only a fraction of that of the
Alain line.
(2) Significance of routes.
Formerly, transit traffic between Japan and Manchuria
passed mainly through North Korean ports; goods destined
for and originating in Korea were generally routed via Pusan.
The Pusan ? Manchuria ? North China line carried mainly
intra-Korea and Korea ? Manchuria freight; more recently it
has absorbed a portion of the tonnage formerly shipped by
water and, in so doing, has supplemented local traffic by transit
ttaffic. Coal and iron ore from North China and the Tung-
pien-tao region of Manchuria, southeast of Mukden, travel to-
Ward Japan along this. and auxiliary lines in western Korea.
The rice of western Korea also moves to ports on this line.
Into and through Korea, the Pusan ? An-tung line carries
principally processed goods from Japan. The function of this
line and its west coast branches is, therefore, mainly cam-
,
tnercial.
The North Korean lines have maintained their original
transit function, although they have assumed more intra-
Korean traffic with the connection from east to west provided
by the recently finished P'yongwon line (Wonsan to P'yong-
yang) . Their primary use is still, however, the transportation
Of agricultural and lumber products from North Manchuria
to Japan and the handling of processed goods in transit from
the western Japanese ports to Manchuria. This traffic moves
Mainly through Ch'ongjin along the Ch'onghoe line to T'u-
men. Supplementing the commercial transit traffic, the Najin ?
T'u-men section has been developed as an important carrier
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melPifigelfgrw TRANSPORTATION AND TELECOMMUNICATIONS
Page VII - 3
of military supplies. During the years 1940-1944 Najin was
being expanded as a military port amid great secrecy. Mili-
tary goods, including railroad equipment, were destined not
only for China through Manchuria, but for the highly im-
portant military concentrations in eastern and northeastern
Manchuria. After the initial supply, the movement of army
supplies to these latter areas would fluctuate, but the main
emphasis still appears to be on strategic traffic to China. The
capacity of Najin port has been shown to be only slightly
under that of Pusan. The Najin - T'u-men area has been the
subject of keen military attention, and the railroad has prob-
ably been constantly improved.
(3) Lines and mileages.
TABLES VII - 1 and VII - 2 show the government and
private lines in Korea, with their mileage and gauge as they
existed in 1941. In addition, the tables show lines constructed
since 1941, or under construction at last report. The status of
some of these new lines is uncertain, much of the information
being derived from the reports of returned residents and travel-
lers. In the absence of confirmatory evidence construction has
been assumed to be incomplete.
TABLE VII - I
KOREA, GOVERNMENT RAILWAY LINES, 1941
(Standard gauge - 4'81/2", except those marked $ which are 2'6")
REFER-
ENCE TO
SUBTOPIC
FOR DE-
SCRIPTION
K (1)
K (2)
K (3)
K (6)
K (7)
K (8)
TERMINI
Principal Trunk Lines
KYONGSONG - SINUIJU
(Keiji') - Shingishfi)
PUSAN - KYONGSONG,
via Taejon
(Fusan - Keijo, via Taiden)
KYONGSONG - KYONGJU
(Keijo - Keishfi)
*KYONGSONG - WONSAN
(Keiji) - Genzan)
WONSAN - SUSONG
(Genzan - Yujo)
SOP'0 - KOWON (P'YONG-
YANG - WONSAN)
(Seiho - Kagen [Heijo - Genzan])
TU'MEN-NAJIN
(T'u-men-Rashin)
/North
NAMYANG-CH'ONGJINLKi?nreesa
(Nony5-Seishin)
Secondary and Connecting Lines
Northwest Korea
1:SINANJU - KAECH'ON
(Shin-anshii - Kaisen)
P'YONGYANG - CHINNAMP'0
(HeijO - Chinnampo)
TAEDONG-GANG (Stn.) -
SUNGHO-RI
(Daido-kb - Shoko-ri)
HWANGJU - KYOMIP'0
(KOshfi - Kenjiho)
SUNCH'ON - MANP'OJIN
(Junsen - Mampochin)
Central Korea
YONGDUNGP'0 - INCH'ON
(EitohO - Jinsen)
*KYONGSONG - CH'UNCH'ON
(Keijo - Shunsen)
ANBYON - PUSAN
(Ampen - Pusan)
KUMCH'ON - ANDONG
(Kinsen Anto)
LINE NAME MILEAGE
310.3
279.9
KYONGUI
(Keigi)
KYONGBU
(Keifu)
KYONGKYONG
(Keikei)
KYONG WON
(Keigen)
HAMKYONG
(Kenkei)
P'YONGWON
(Heigen)
TUMAN
(Tomon)
CH'ONGHOE
(Seikai)
KAECH'ON
(Kaisen)
PYONGNAM
(Heinan)
PYONGYANG
(Heijo)
KYOMIP'0
(Kenjiho)
MANP'0
(Mampo)
KYONGIN
(Keijin)
KYONGCH'UN
TONGHAI
(Tokai)
KYONGPUK
228.6
139.0
331.1
131.8
101.0 K
105.6 K
18.2
34.3
14.5
TABLE VII - 1 Continued
TERMINI LINE NAME MILEAGE
Southeast Korea
REFER-
ENCE TO
SUBTOPIC
FOR DE-
SCRIPT1ON
TAEGU - YONGCH'ON TAEGU
23.9
K (2)
(Taikyfi - Eisen) (Taikyfi)
SAMNANGJIN - CHINJU KYONGCH'ON..
(SanrOshin - Shinshfi) SOUTH
68.4
K (2)
(Keizen South)
CH'ANGWON - CHINHAE CHINHAE
12.7
K (4)
(Shogen - Chinkai) (Chinkai)
Southwest Korea
TAEJON - MOKP'0 HONAM
162.1
K (4)
(Taiden - Moppo) (KOnan)
1-RI - YOSU CHOLLA
123.9
K (5)
(Ri-ri - Reisui) (Zenra)
I-RI - KUNSAN KUNSAN
15.3
K (4)
(Ri-ri Gunzan) (Gunzan)
SUNCH'ON - SONGJONG-NI KYONGCH'ON
(Junten - ShOtei-ri) WEST
83.6
K (4)
(Keizen West)
HWANJU - TAMYANG KWANJU
13.5
K (5)
(Kashfi - Tanya) (Kosha)
Northeast Korea
$HOERYONG - SHINKEIRIN HOERYONG
7.2
K (10)
(Kainei - Shinkeirin) (Kainei)
KILCHU - HYESANJIN HYESAN
87.9
K (7)
(Kisshfi - Keizanchin) (Keizan)
$PAEGAM - YONSA PAEMU
84.8
K (7)
(Hakugan - Ensha) (Hakumo)
Minor Branch Lines Not Listed
202.2
TOTAL GOVERNMENT LINES 1941
3,081.0
Lines completed since 1941
SAKCHU - PYOKTONG
45.0
K (1)
(Sakushil - Hekido)
Lines under construction, possibly completed.
Mileage estimated
CHINJU - SUNCH'ON KYONGCH'ON
40.0
K (4)
(Shinshfi - Junten)
YANGYANG - P'OHANG-DONG TONGHAI
166.0
K (6)
(Joyo - Hoka-dO)
YONSA - MUSAN PAEMU
30.0
K (7)
(Ensha - Mosan)
CH'ONGJIN - NAJIN
50.0
K (10)
(Seishin - Rashin)
SINDAE-RI - LIN-CHIANG
110.0
K (10)
(MANCHURIA)
(Shindae-ri - Lin-chiang)
TOTAL
3,522.0
(10) * Electrified. (see text)
1: Narrow-gauge (2'6"). All of these lines have subsequently been changed to
(10) standard gauge.
8.1 K (1)
185.9 K (9)
19.2 K (2)
40.4 K (2)
(340.0) K (6)
174.0 open
73.6 K (2)
TABLE VII - 2
KOREA, PRIVATE RAILWAY LINES
GAUGE
STANDARD 4'81/4",
TERMINI NARROW 2'6"
Northwest Korea
MILEAGE
REFERENCE
TO SUBTOP-
IC FOR DE-
SCRIPTION.
tSINUIJU - TAEDASA-DO
Standard
24.5
K (1)
(Shingishfi - Daitasa-to)
tYANGSI - NAMSI-DONG
Standard
10.9
K (1)
(Yoshi - Nanshi-do)
CHONGJU - SUP'UNG-DONG
Standard
78.9
K (1)
(Hei-Hoku Tetsudo)
(Teishfi - SuihO-do)
i'TOKCH'ON - SUNGHO-RI
Standard
75.0
K (1)
(Tokusen - Shoko-ri)
tCHINNAMP'0 - YONGGANG
Standard
21.6
K (1)
(Chinnampo - ROB)
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TRANSPORTATION AND .qLECOMMUNICATIONS Confidential
TABLE VII -.2 Continued
GAUGE
STANDARD 4'81/4"
TERMINI NARROW 2'6"
Central Korea
MILEAGE
REFERENCE
TO SUBTOP-
IC FOR DE-
SCRIPTION
tHWANGHAI LINES Narrow
177.7
K (1)
? T'osong-ni - Ongjin;
Haeju - Sariwon;
Sanghai-ri Changyon.
(Dojo-ri - Oshin; Kaishfi -
Shariin; Jokai-ri - ChOen)
INCH'ON - YOJU Narrow
77.9
K (2)
(Jinsen - Reishfi)
CH'ONAN - CHANG-Standard
43.4
K (2)
HOWON-NI
(Tenan - Chakoin-ri)
CH'ONAN - CHANG-Standard
89.6
K (2)
HANG-NI
(Tenan - Choko-ri)
CHOCH'IWON - CH'UNGJU Standard
58.4
K (2)
(Chochiin - ChUshii)
t*CH'ORWON - KACH'ON-NI Standard
72.5
K (6)
/NAE KUMKANG
(Tetsugen Kasen-ri
/Uchi-kong8)
Northeast Korea
*YOHAEJIN SINBOKCHANG Nartow
48.0
K (7)
(Jokaishin - Shinfukujo)
TANCH'ON P'UNGSAN Narrow
51.1
K (7)
(Tansen - HOzan)
SINHUNG LINES (SHINKO) Narrow
illamhung - Sindae-ri
(Kanko - Shindae-ri)
121.1
K (7)
Oro-ri - Pujonhoban
(Goro-ri - Fusenkohan)
1-MUSAN - KOMUSAN Standard
38.7
K (10)
(Mosan - Komosan)
TOTAL PRIVATE LINES 1941
(including minor lines not listed)
1,132
Lines constructed since 1941
Mileage estimated
Branching from P'YONGNAM Line
P'UNGSAN - KIYANG - 0I-RI Narrow
12.0
K (1)
(HOzan - Kiyo - Uji-ri)
MINING LINES Narrow
12.0
K (1)
Branching from HYESAN Line
HYESANJIN SOBAEK-SAN Narrow
45.0
K (7)
(Keizanchin - ShOhaku-san)
Branching from MANP'0 Line
MYOHYANG - PUKCHIN Narrow
30.0.
K (9)
(MOIca - Hokuchin)
tKANGGYE - HUCH'ANG Standard
30.0
K (9)
(Kokai KOsh6)
Branching from Manchurian Border
HUJUGOUP - (Lumber camp) Narrow
25.0
(Koshificoya)
Projected 1941,, possibly completed
CH'UNGJU - YONGWOL Standard
45.0
K (2)
(Chfish0 - Neietsu)
CHANGHOWON-NI WONJU Standard
25.0
K (2)
(Cholcoin-ri Genshd)
TOTAL
1,356.0
* Electrified.
Purchased by Government Railways by 1943 or planned to be purchased
in 1943. Most of the narrow-gauge lines in this category have been converted
to standard-gauge since 1941.
C. Administration.
(1) Ownership and control.
The first Korean railroad (Kyongsong to Inch'on) was
built in 1890 by a private company, but subsequent railroad
construction has been a government enterprise. The majority
of the lines have been built directly by the Government-
General, and private companies which have built railroad
lines have done so subject to government approval, subsidy,
and control. The Japanese War Department built the first
through line, the Pus an-Sinuiju line, during the Russo-Japa-
nese War in 1905-06. After annexation and the establishment
(,)f the Chosen Government-General in 1910, the Governors-
General were appointed from high military and naval ranks,
keeping the government of Korea essentially military. The
Chief of the Railroad Bureau is appointed by the Governor-
General, and the operations of the railroads are patently dic-
tated by the military.
In 1941, 26% of the line mileage was privately owned.
Since that time, however, all reports have indicated that the
government has been carrying on an extensive program of
purchasing private lines. Many former branch lines have been
extended to become connecting links in an increasingly uni-
fied state-owned network. Including even the new construc-
tion undertaken by private companies since 1941, it is prob-
able that less than 20% of the total mileage is now privately
owned, and that which is under private management is also
Under the close control of the Railway Bureau.
There is a certain amount of supervision of the Railway
Bureau of Korea by the Department of Railways of Japan.
This applies mainly to operation and management. Policy de-
cisions relating to new construction, however, stern directly
from the Governor-General and the Japanese War Depart-
ment.
The North Korean lines were leased in 1933 to the South
Manchuria Railway Company under a 20-year contract, where-
by the lines were to remain under the ownership of the ChOsen
Government-General. These lines included the Ch'onghoe
line from Ch'ongjin to Namyang-dong (Nany6-do) , and the
'fuman line from Najin to T'u-men. Management of the
Ports of Ch'ongjin and Najin was later added.'
(2) Organization.
, On 19 October 1943 a reorganization of the Government-
General went into effect. Under the new structure the Railway
Bureau was combined with Maritime and Customs Affairs to
form a Communications Bureau. The meaning of the reorgan-
lization is not wholly clear. It is reported that the local bureaus
Of railway, maritime and customs have also been joined, but
the details of local structure are not known. For purposes of
darity, this discussion will deal with the structure of the Rail-
Way Bureau before October 1943. It is possible that offices and
appointments have remained substantially the same.
The Railway Bureau with its offices at Kyongsong was di-
vided territorially into 3 regions, each regional director being
t'esponsible to the chief of the Railway Bureau with regional
Offices at Kyongsong, Pusan, and Hamhang. The Railway
Bureau was also divided functionally into 9 departments, this
division carrying down to the regional offices. The depart-
rents were as follows:
General affairs
Supervisory
Operation
Traffic
Maintenance of ways and works
Construction
Engineering, mechanical and electrical
Locomotives and rolling stock
Accounts
There is a railway training school which is in a separate
category under the Central Railway Bureau and is presum-
ably located at Kyongsong.
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The 3 regional bureaus maintain railway offices in the fol-
lowing cities within their regions:
Kyongsong Regional Railway Bureau
Kyongsong
P'yongyang
Kanggye (KOkai)
Pusan Regional Railway Bureau
Pusan
Taejon (Taiden)
Sunch'on ( Junsen)
Hamhung Regional Railway Bureau
Wonsan
Songjin ( jOshin)
Ch'ongjin
A railway hospital is maintained at Kyongsong, under the
direction of the Kyongsong Regional Bureau.
? The Korean Railway Bureau operates no shipping lines.
All steamers between Japan and Korea are under the manage-
ment of the Japanese Department of Railways. As an adjunct
to the railroad business, however, the Railway Bureau operates
an extensive hotel system. The hotels are usually in the upper
stories of the main station buildings.
(3) Personnel.
The personnel in 1934 was 16,400, and in
1940 was
20,900, divided approximately as follows:
1934
1940
High officials
85
100
Chief officials
1,615
2,000
Clerical
3,700
4,500
Technicians and laborers
11,000
14,000
Total
16,400
20,900
The chief officials include foremen in shops and section
gangs, station masters, and office managers. The Japanese hold
all high offices and responsible positions in all departments,
Koreans being employed for minor clerical work and as tech-
nicians and hand laborers. Training in the Government Rail-
ways schools, established in 1919, was thorough, although the
number of students was small.
D. Track and right-of-way.
(1) Track.
The complete mileage of double-track in Korea is not actual-
ly known. On the line from Pusan to Sinuiju (590.2 miles) the
Kyongbu section (279.9 miles) is completely double-tracked,
and on the Kyongui section double-tracking may be almost
completed. From latest reports, some portions just south of
Sinuiju are still single-track, although a few bridges have been
duplicated. Other duplicate bridges had piers and approaches
built by March 1943. The branch line from Kyongsong to
Inch'on has been stated to be double-track, but aerial photo-
graphs indicate that it is probably only single-track, with road-
bed laid for double-track. Some sections of the Ch'onghoc and
Tuman lines notably between Sangsambong and Hoeryong, are
double-track. In view of the military importance of the Tuman
line, it is possible that its double-tracking has been completed.
As far as is known, the only multiple track is in the section be-
tween Kyongsong and Yongdungp'o. All other lines in Korea
are single-track.
. FIGURE VII - 1. Kyongsong Station.
Hotel in upper story. 1930.
FIGURE VII - 2. P'yongyang (Heijo) Station.
Example of Korean station architecture. 1935.
On the single-track portions of the main line, passing sidings
are generally spaced at distances of about 3 miles. On other
single-track lines there are passing sidings at each station, or,
where stations are infrequent, generally not more than 7 or 8
miles apart. Sidings at stations are reported to accommodate 20
to 25 cars, which is ample for the reported train lengths of 10
to 20 cars on single-track lines.
Passenger stations in larger cities are modern buildings of
which the upper stories are generally hotels (FIGURE VII - 1).
In smaller cities, they are of Korean architecture and limited
layout (FIGURE VII - 2). Platforms are usually slightly above
rail level.
Warehouses and freight terminal facilities are located at all
large stations. Those with the most extensive warehousing fa-
cilities are Pusan station, Taejon, Kyongsong (Yongsan sta-
tion) , P'yongyang station, Sinuiju (along the docks), Wonsan
station, and in the freight yard areas of Ch'ongjin and Najin.
(2) Gauge.
The standard gauge of the government lines is 4' 81/2".
There is a small mileage of 2' 6" gauge, mostly privately
owned. The following tabulation shows the gauges and total
mileages of government and private lines in 1941; data for
individual lines are given in TABLES VII - 1 and VII - 2.
MILES
TOTAL
4'81/2"
2'6"
Government lines
2,913
168
3,081
Private lines
600
532
1,132
Total
3,513
700
4,213
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Most of the narrow-gauge private lines purchased by the gov-
ernment have been changed to standard-gauge. It is probable
that at present, therefore, there are not more than 400 to 500
miles of 2' 6" gauge. City and suburban tramways, of which
there were 56.4 miles in 1941, are of 3'6" gauge.
(3) Gradient and curvature.
On the trunk lines, Kyongbu and Kyongui, maximum gradi-
ent is reported to be 1%, and on branch lines 1.6%. In the
mountainous areas, however, it is highly probable that steeper
grades are the rule. On the Manp'o line, through Kuhyon-lyong
(Koken-rei) pass, the ruling grade is 3.3%, with similar con-
ditions reported on the newly constructed Kyongkyong
There are probably even steeper gradients at some points.
Curves on the Pusan-Sinuiju line are reported to be not under
1,500-foot radius. On the rest of the Government standard-
gauge lines the minimum curvature is stated to be 1,000-foot
radius except at Musan pass, where the horseshoe curve is of
858-foot radius. Minimum radius of curves on the 2' 6" gauge
lines is reported to be 131 feet. The lines in northern Korea are
said to have many and sharp curves.
(4) Roadbed and ballast.
On the main trunk lines the roadbed is well-built and main-
tained to a high standard (FIGURE VII - 3) . Inspection is fre-
quent and thorough. Although mechanical equipment is scarce,
section gangs of Korean laborers under Japanese foremen are
numerous and apparently well-trained. Washouts occur on the
newer lines, but of recent years the Japanese have been work-
ing to alleviate this condition by flood control. Cuts are well
sodded and drained, and are frequently faced with stone blocks
beyond ordinary operational necessity. Subgrade embankments
through level terrain are generally 3 to 4 feet high.
Ballast on the main lines is crushed rock of one size, but on
the more recently constructed lines river and creek gravel is
;used, some of which has been screened.
(5) Ties.
. The standard dimensions of ties are 8 feet by 6 inches by 8
inches. Spacing varies between 2 and 3 feet, 2,000 to 2,700 per
'mile. Switch ties are generally 7 inches by 9 inches with length
iand spacing depending on axle load conditions.
i Ties are made of an assortment of locally-procured hard-
Woods, Japanese hardwoods and Japanese red oak. On the main
double-track line they are creosoted, but ties on the remainder
of the Korean lines are probably not treated.
(6) Rails.
The flat-bottomed rail is standard. On the main government
:lines the standard rail was formerly 33 feet long, weighing 75
'pounds per yard, but many of these have been replaced with
100-pound rails of 40-foot length. On the standard-gauge
branch lines, weights vary from 45 to 60 pounds. The normal
'weight of rail on the narrow-gauge lines (2' 6") is 33 pounds,
:although the range is from 22 to 45 pounds. Electric tramways
are reported to be using the 60-pound rail.
Rails are attached directly to ties by either screw or dog
'spikes. Joints are secured by 6-hole fish-plates on the main lines
'pncl by 4-hole fish-plates on others.
(7) Signals.
Train operation follows the Japanese tablet block system.
Sectional route locking is used where movements are particular-
ly frequent. Semi-automatic signals, some of which are color
;lights, are used on the trunk lines (FIGURE VII - 4) , and hand-
'operated signals at stations on branch lines.
FIGURE VII - 3. Korea Government Railway between Kyongsong
(Keijo) and Pusan (Pusan).
Roadbed of main Kyongbu line. 1937.
FIGURE VII - 4. Kyongsong (Keija).
Signal standard and semaphores at Kyongsong Station yards, main
Kyongui line. 1924.
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FIGURE VII - 5. Yalu River between Sinuiju, Korea and An-tung, Manchuria.
Steel truss swing bridge. Now paralleled by double-track railroad bridge.
FIGURE VII - 6. Yalu River bridge between Sinuiju (Shingishit),
Korea and An-tung, Manchuria.
Detail of swing span, 306' long.
(8) Electrification.
Excluding the tramways, about 210 miles of railway lines
are electrified. The first electric railways, the Diamond Moun-
tain Railway Company (Ch'orwon to Naekumgang and
Kach'on-ni and the line from Y ohaejin to Sinbokchang ( Jokai-
shin to Shinfukujo), were both built by private companies.
About 1940 the Railway Bureau began electrification on the
Kyongwon line, presumably in the mountainous area between
Sep'o-ri and Sin'gosan. The Kyongch'un line is claimed by one
source to be electrified, but this report has not been verified.
The city tramways in Pusan, Kyongsong and P'yongyang
are electrified, and use the trolley system (FIGURE VII - 18).
They are principally for city and suburban passenger com-
muters. There are some 15 to 20 miles of lines classed as tram-
ways in the Pusan vicinity, which carry freight and use steam
power.
E. Bridges.
Railway bridges are of permanent construction, well-built
and generally of steel (truss or plate girder type) on masonry
FIGURE VII - 7. Ch'ongch'on-gang between Sinanju and Maengjung-
dong.
Single-track railroad bridge on Kyongui line. Piers and approaches
built by 1943 for parallel bridge.
or reinforced concrete piers and abutments. Because of inade-
quate flood control, bridges in rugged terrain may be washed
out by flash floods during the rainy season of July and August.
In most cases :where rail lines cross large rivers, a second bridge
has been built, even when the line is single-track. In the latter
case the track divides about 1/2 mile from either end of the
bridges. The earlier duplicate bridges were built as "twins,"
close to the original structure, as at Kyongsong. More recently,
the duplicate bridges have been built at a distance of about
100 yards or more; by thus making 2 separate targets, their
vulnerability is reduced.
Most of the larger railroad bridges are composed of multiple
steel spans of either 200 feet, 60 feet, or a combination of both
lengths. Apparently the design for the 200-foot spans is a
standardized 7-panel through Parker truss, and the 60-foot
spans are deck plate girders (FIGURES VII - 5 through VII -
11 ) .
The more important bridges are guarded both by patrol
boats on the river below and by guardhouses built on the bridge
approaches.
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FIGURE VII - 8. Han-gang at Kyongsong (KeijO).
Duplicate single-track railroad bridges on main Kyongbu line. Now paralleled by double-track bridge.
FIGURE VII - 9. Naktong-gang at Waegwan.
Single-track railroad bridge, now paralleled by second single-track
bridge.
FIGURE VII - 10. Tuman-gang between Namyang, Korea and Tu-men,
Manchuria.
Plate deck girder bridge.
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FIGURE VII - 11. Tuman-gang Bridge.
Half railroad and half road bridge, believed to be at Sangsambong (Kamisanbo). 1935.
TABLE VII - 3
SELECTED BRIDGES IN KOREA
LINE
Kyongui
ROUTE
A
RIVER
Yalu
LOCATION
Between A n- tung,
Manchuria and Sin-
uiju, Korea.
LENGTH
(IN FEET)
3097
No. AND
LENGTFI OF
SPANS ( FEET)
6x200
6x300.
Kyongui
A
Samgyo-ch'on
Just S of Paengma
1236
19x60
Kyongui
A
Taeryong-gang
Immediately NW of
1643
7x200
Maengjung-dong.
3x60
Kyongui
A
Ch'ongch'on
Between Sinanju and
9x200
gang
Maengjung-dong.
2582
11x60
Kyongui
A
Taedong-gang
P'yongyang
North bridge
6x200
1436
3x60
South bridge
6x200
1502
4x60
Kyongui
A
Yesong-gang
About 20 mi. N of
5-span
Kaesong.
Kyongui
A
Imj in-gang
Between Kaesong and
1786
8x200
Kyongsong (KeijO)
2x60
(Seoul)
STRUCTURAL FEATURES
Steel truss on mason-
ry piers.
Swing span in cen-
ter, 306'.
Plate
Truss.
Plate. Granite
sooty piers.
Truss.
Plate. Granite
sooty piers.
Truss.
Plate.
Truss.
Plate.
Truss.
Plate.
ma-
ma-
REMARKS
Two parallel bridges. Second bridge
recently completed, reportedly dou-
bletracked. Old bridge is 36' wide,
with path 10' wide for pedestrians.
Floodlighted at night, with antiair-
craft searchlights. Guards on bridge
patrol boats on river below. (FIG-
URES VII - 5, VII -6, and II - 76 ) .
Single track. Piers and approach to
second bridge about 500' down
stream constructed by early 1943.
Single track. About 250' upstream.
piers and approach for second
bridge constructed by early 1943.
Old bridge recently reinforced.
(FIGURE VII - 7).
Railroad crosses river by use of is-
land, making two consecutive
bridges, single-track. Paralleled by
duplicate bridges. Steep river bank,
swift current. Guard houses, patrol
boats on river.
Single-track. Reported duplicate
bridge paralleling.
Single-track.
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TABLE VII - 3 (ontinued
No. AND
LENGTH OF
SPANS ( FEET)
LINE
Kyongbu
ROUTE RIVER
A1 Han-gang
LOCATION
Kyongsong (Keij6)
(Seoul)
LENGTH
(IN FEET)
2067
Kyongbu
A-1
Naktong-gang
At Waegwan about
1544
20 mi. N of Taegu.
Kyongbu
A-1
Ku mho-gang
About 3 mi. N of
1167
Taegu.
Kyongbu
A-1
Miryang-gang
Miryang, N of Sam-
nangj in.
1928
Kyongch'on F
Naktong-gang
Just S of Samnang-
j in, about 25 mi. NW
of Pusan.
1838
Honam
Ii
Man'gyong-
gang
Immediately S of
I-ri.
About 500
Hamkyong
C
Yonghung-
gang
Yonghung (Eik6)
1011
Ch'onghoe
C-1
Tuman-gang
At Sangsambong
About 980
Tuman C-2 Tuman-gang
10x203
7x200
2x40
11x60
10x40
24x60
8x40
7x200
6x60
STRUCTURAL FEATURES
Truss.
Masonry piers.
Truss.
Plate.
Plate deck.
Plate deck.
Plate deck.
Plate deck.
Truss.
Plate
Deck plate girder.
3x200 Truss.
6x60 Plate.
14x70 Deck plate girder.
Reinforced concrete
piers, 25' wide, 5'
10" thick. Pier foun-
dations on rock, some
15' below water level.
Between Namyang, About 1500 120 spans Deck plate girder.
Korea and T'u-men,
Manchuria.
Information on the exact number of bridges is unknown, but
as Korea abounds in rivers and streams, bridges are numerous
on all lines. TABLE VII - 3 includes only important bridges
about which some information is available. Among bridges
omitted are those over the Yalu River on the Manp'o line, and
over the Tongsongch'on-gang at Hamhung (Kanko) on the
Hamkyong line. Photographs show that the Hamhung bridge
has about 26 spans, is of truss construction, and is probably
about 1,500 to 2,000 feet long. There is no alternative route
for this section of line.
F. Tunnels.
Tunnels are numerous on all lines passing through moun-
tainous terrain. On the Manp'o line between Mup'yong-ni
REMARKS
Two parallel bridges, single-track,
about 50 feet apart. Steep banks to
river, swift current. Third bridge,
parallel, about 100 feet down-
stream (west). Double-track. Same
construction (FIGURE VII - 8).
Two parallel single-track bridges
(FIGURE VII - 9).
Single-track. Levee banks at either
end of bridge some 20 feet high.
River channel not over 50 feet
across, so bridge mainly spans cul-
tivated land.
Half railway and half road. Single-
track on upstream side. Nine-foot
footwalk on downstream side. Piers
reach 25 feet above mean water
level. There is some question
whether this may be the bridge at
Hunyung S of Namyang across the
Tuman (FIGURES VII - 11 and II -
28 ) .
Half road and half railway, single-
track. As nearly as can be determin-
ed from photographs the remarks
on Bridge 15 apply to Bridge 16.
There has been some confusion
about distinction between these
two bridges, but from the use of
photographs which show legends in
Japanese characters on the ap-
proaches, it is felt that this present
distinction is satisfactorily estab-
lished (FIGURE VII - 10).
(Buhyo-ri) and Manp'ojin one observer counted 22 tunnels in
19 minutes of travel time. There are sections on other lines with
frequent tunnels: on the Kyongwon line between Sep'o-ri and
Sin'gosan; and on the main Pusan-Sinuiju line, 9 tunnels be-
tween Sariwon and K aesong (70 ,miles), 8 between Ch'onan
and Kumch'on (98 miles), and 8 between Kyongsan and Sam-
nangjin (37 miles).
Tunnels are usually built of glazed or very hard brick im-
pervious to water, or of masonry blocks. Some are of concrete.
Approaches to tunnels, generally through long cuts, are well-
drained, and faced either with turf or with masonry blocks.
Information on location and lengths of tunnels is incomplete.
TABLE VII - 4 probably does not include all the longer tunnels.
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TABLE VII - 4
RAILWAY TUNNELS
TUNNEL
LINE ROUTE NAME
Kyongbu A-1 Sonjong
(SkiOken )
Kyongui A Paengma
(Hakub5)
Kyongui A Opa-ri
(Gyoha)
Tuman C-2 ?
Pyongwon D
Hei Hoku
Tetsudo H
LOCATION
6 mi. S of Kyongsan
(Keizan).
Between Sinuiju and
Paengma.
Between Sukch'on and
Sunan, about 28 mi. N
of P'yangyang.
Between Najin and
Unggi.
just east of Sinu p
(Shinyia).
3 mi. S of Sup'ung-dong
(Suih6-do).
LENGTH (IN FEET)
3,988
1,781
1,738
Reported to be
12,408 (2.35 mi.)
Reported about
18,500 (3.5 mi.)
Reported about
19,500 (3.7 mi.)
G. Locomotives and rolling stock equipment.
The first railways of Korea were built by American engineers,
and rolling stock and track materials were for the most part of
American manufacture. The principal suppliers were the Bald-
win Locomotive Works and the American Car and Foundry
Company. For some years, additions to track and equipment
were purchased from the United States, but in the last 10 years
they have come from Japanese, Korean, and Manchurian shops.
These shops have continued the manufacture of Baldwin-type
locomotives, and passenger and freight cars patterned on Ameri-
can styles.
All rolling stock is equipped with buck-eye couplings and
continuous air brakes of Westinghouse type.
By 1941 all types of rolling stock were apparently in poor
condition and in need of modernization and replacement. Since
that year an increasing strain has been placed on the already de-
teriorated equipment by the diversion of freight from sea to
land transportation, the increased production of goods for trans-
port both in Korea and in Manchuria, and the fact that addi-
tions to rolling stock have probably not kept pace with new
construction of track. The locomotive and car mileage has in-
creased. The average age of locomotives and rolling stock is
higher than in 1941; much of the equipment has been in use
for 20 to 40 years, and repair, rather than retirement and re-
placement, is the rule.
No statistics on locomotives and rolling stock in use on the
railroads in Korea have been published by the Railway Bureau
after 1932. In that year the Annual Report of the Department
of Railways, Government of Japan, gave facts shown in the fol-
lowing tabulation:
Locomotives
Tank
Tender
Passenger cars
Freight cars
114
201
4' 81/2" GAUGE 2' 6" GAUGE TOTAL
315 31 346
754 75 829
3,444 319 3,763
In the preceding year, 1931, the rolling stock consisted of
333 locomotives, 808 passenger cars, and 3,632 freight cars.
An apparently reliable source estimated the private railways'
rolling stock in 1934 as 93 locomotives, 161 passenger cars,
49 gasoline-driven cars, and 834 freight cars.
It has been estimated that 650 locomotives, 2,430 passenger
cars, and 7,580 freight cars were required to handle the traffic
which is assumed to have been carried on Korean railways in
1943. Korea had at one time depended to some extent on Man-
curian production, but during the period 1937-1942 much of
the new production of the Manchurian railway shops, as well
as existing Manchurian equipment, was sent to North China.
It seems probable, therefore, that the stock of locomotives has
been increased mainly out of Korean and Japanese production.
Although no precise information is available there are indica-
tions that Manchurian locomotives and rolling stock run over
the Korean railways and vice versa.
(1) Locomotives.
About 30% of the stock in use in Korea on the government
railways are tank locomotives, and 70% are tender types. Tank
locomotives, which are used for local service and shunting, are
reported to be of 2-6-0, 2-6-2, and 4-6-4 classifications. Of the
tender-locomotives, the 4-8-2 and 4-6-2 classes are used on fast
passenger trains, and 4-6-0, 4-4-0, 2-8-0, and 2-8-2 classes on
second-class, passenger, freight, and mixed trains. The South
Manchuria Railway shops at Dairen supplied the Korean Rail-
ways with 4-6-0 locomotives, weighing, with tender, 240,000
pounds, of which 120,000 pounds are on the drivers. These
shops also constructed locomotives of the Mikado (2-8-2) and
FIGURE VII - 12. Korea Government Railways.
Mikado (2-8-2) locomotive, 4'81/2" gauge, built by Yongsan (Ryuzan) workshops at Kyongsong.
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FIGURE VII - 15. Korea Government Railways.
Second-class passenger car. 1928.
FIGURE VII - 13. Hwanghae lines.
Mikado (2-8-2) locomotive, 2'6" gauge, built in Japan. 1938.
FIGURE VII - 14. Korea Government Railways.
Pacific (4-6-2) locomotive, 4'81/2" gauge. 1930.
Pacific (4-6-2) types, some of which were probably for Korea.
The 2-8-2 class were also built' in Korea at the Kyongsong
shops. Little information is available on the locomotives in use
on the 2' 6" gauge lines but the 2-8-2 type is known to have
been employed (FIGURES VII - 12 through VII - 14) . Specifica-
tions for the Mikado-type locomotive, built for Mitsui and Com-
pany, Korea, by the American Locomotive Company, are as
follows:
Gauge 4' 81/2"
Cylinders 21" x 28"
Steam pressure 200 lbs.
Diameter of drivers 54"
Tractive force 38,800 lbs.
Driving wheel base 15' 0"
Total wheel base 31' 10"
Evaporating heating surface 1,861 sq. ft.
Superheating surface 437 sq. ft.
Grate area 47.5 sq. ft.
Weight on drivers 146,500 lbs.
Weight of engine 202,000 lbs.
Weight of tender 125,800 lbs.
Fuel Soft coal
FIGURE VII - 16. Korea Government Railways.
Second-class passenger car. 1933.
Two inquiries for new equipment in 1940 give some indi-
ation of the types of electric locomotives in use. Locomotives
for the Musan Iron Mines were to be 100-ton and 1,500-volt,
D.C. An inquiry from the Korean Railway Bureau specified
125-ton electric locomotives, and mentioned catenary suspen-
sion electric cables carrying current at 3,000 volts, D.C. Recti-
fiers were to have 2,000 kilowatts capacity at 3,000 volts.
(2) Passenger cars.
All carriages are of center aisle type, without compartments,
and are electrically lighted ( FIGURES VII - 15 and VII - 16).
They are equipped with 4-whee t trucks. First- and second-class
sleeping cars are of American style, but the third-class sleepers,
which in 1941 were of English type, have the aisle down one
side and 3 tiers of bunks. At last report, there were still first-
class sleeping cars on the trunk line, Pusan to Sinuiju, carried on
through trains to Manchuria and North China. On all other
lines, however, both coach and sleeping car trains are third-class
only, with an occasional second-class sleeper for long-distance
runs. Luggage and mail vans are separate units.
Third-class coaches are equipped with straight-backed wood-
en seats and center aisles. They are estimated to have a capacity
of 80 to 100 when used as troop cars.
A regulation of the North China Transport Company and
the South Manchuria Railway Company, which presumably
extends to the Korean railways as well, stated that as of January
1944 the main North China ? Mukden ? Pusan passenger
service would be limited to 2 passenger cars per express train
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FIGURE VII - 17. Changhung ? Ch'onan ? Changhowon-ni private line.
Gasoline-driven car built by Ryuzan Manufacturing Co. for 4'81/2"
gauge. Motor 68 H.P. Buda, weight 15 tons, seating capacity 53 per-
sons. 1930.
FIGURE VII - 19 Korea railways.
4'81/2" gauge box car. 1931.
FIGURE VII - 18. Kyongsong (Keijo) electric railway.
Electric tram car used on 3'6" gauge track. 1937-1938.
in order to facilitate transport of freight to all parts of Korea.
All surplus passenger cars were to be converted to freight cars.
Gasoline-driven cars powered by 68 H.P. engines are used
on the Keinan Railway, Changhang-ni ? Ch'onan ? Chang-
howon-ni (Choko-ri ? Tenan ? ChOlcoin-ri) , for passenger serv-
ice and seat about 50 persons (FIGuRE VII - 17 ) .
Electric-motor cars in urban and interurban service are of
the center aisle type, 50.9 feet long and 8.2 feet wide. Each car
has 4 motors coupled 2 in series, each with a maximum voltage
of 750 and rated at 70 HP at that voltage. The current at 1,500
volts D.C. is conveyed by trolley (FIGURE VII - 18 ) .
(3) Freight cars.
Capacities of freight cars normally range from 15 to 40 tons
but a few 50-ton cars are in use. Most of the cars on the govern-
ment lines have rated capacities of 20, 26, and 30 tons. Those un-
der 30-ton capacity are of 2-axle types. Those of over 30-ton ca-
pacity are generally stock equipped with 4-wheel trucks (FIG-
URE VII - 19) , although some may be 2-axle cars. The 50-ton
cars are reported as having 6-wheel trucks.
The earlier cars were built of wood, but by 1940 almost all
box cars were of steel. It was announced in 1940 that in view
of the steel shortage freight cars would again be built of wood
"as replacements."
Box and open-type cars were about evenly divided in number.
There were a few special wagons, such as refrigerator cars for
the transport of fish to the interior, and a small number of
cattle cars.
Ore and coal cars of the all-steel drop-side type were put into
FIGURE VII - 20. Y ongsan (Ryuzan) workshops at Kyongsong (KeijO).
Erecting shop. 1924.
operation shortly before 1941. Coal cars on the P'yongyang ?
Chinnamp'o run were reported as open-top, without hoppers,
about 33 feet long and 61/2 feet wide, with sides varying in
height between 1 foot 6 inches, 3 feet, and 5 feet 5 inches.
Box cars with shelves installed are often used as troop cars
For short distance travel these would have a capacity of about
60 men. When used for long distance sleeping accommoda-
tion, the shelves usually have only 3-foot headway, and capacity
is cut to about 25 to 30 men.
H. Workshops and yards.
The efficiency shown by the Japanese in their home work-
shops has been generally extended to railway shops on the
mainland. In the 15 to 20 years prior to 1941, great energy was
expended in the examination, study, and adaptation of Ameri-
can methods in both shops and yards. Consequently operation
of these facilities resembles the pattern set by American prac-
tices, with some variations to suit local conditions.
(1) Workshops and repair shops.
Until the Japanese Government began to stress the strategic
value of the Korean railway system, little importance was at-
tached to the shops in Korea. They were adequate for peace-
time purposes, but the shop machinery and equipment did not
compare with that in either Japan or Manchuria. The average
machine in Korea was older, and? there were comparably fewer
machines, capacity depending largely on the amount and train-
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FIGURE VII - 2 L Kyongsong (Keij5).
Yongsan (Ryuzan) Government Railway workshops, before expansion.
FIGURE VII - 22. Pusan (Pusan).
Pusan Government Railway workshops, before expansion.
ing of labor. Recent reports indicate that new shops have been
built and old ones expanded.
The principal workshops are located at the northern suburb
of Pusan ( FIGURE VII - 22), at Yongsan, southern suburb
of Kyongsong (FIGURES VII - 20 and VII - 21), at P'yong-
yang, at Ch'ongjin, and at Wonsan. These shops handle ma-
jor repairs and construct new equipment. Yongsan and, re-
portedly, Wonsan produce locomotives and cars, and the other 3
shops cars only. It has been reported that P'yongyang and Pusan
shops are now building a limited number of locomotives. Pro-
ducing new equipment may mean either building all parts for a
new car or locomotive, or importing some parts and only as-
sembling the unit as new. There is a disagreement as to which is
done in Korea, but it is likely that by now units of rolling stock,
including locomotives, are built in entirety by Korean shops, par-
ticularly the Yongsan, Pusan, and Wonsan shops. All 5 shops
manufacture other kinds of railway equipment, such as girders
and other steelwork for bridges, switches, crossings, and other
track materials. The Yongsan shops were the most important,
both as to capacity and location, Kyongsong being the center of
the entire railway network. In 1932 these shops combined em-
ployed 1,632 men, and it is estimated that employees would
now number about 3,000 to 3,500 men. It is reported, however,
that Wonsan now has the largest shops.
Of the shops dealing only with repairs, the largest are at
Sinuiju, Chongju (Teishii) , Taejon, Taegu, Wonsan, and Song-
jin ( Joshin ) . Other smaller shops are reported at Sariwon,
Choch'iwon, ,Ch'orwon, Pokkye-ri (Fukkei-ri) , Sunch'on, and
Huich'on (Kisen) .
(2) Enginehouses and minor repair shops.
Enginehouses are located every 40 to 100 miles. It has
been stated that the daily running distance of a locomotive is
about 100 miles, no distinction having been made between
passenger and freight trains. Operational practices probably
follow those of Japan, where passenger trains are run over 2
sections and freight engines over only one.
Known roundhouses and engine sheds are located on FIGURE
VII - 54, and the list of engine houses given below is probably
incomplete:
Pusan ? Sinuiju line:
Wonsan ? Susong line:
North Korea lines:
Sunch'on ? Manp'o Line:
Pusan ? P'ohang line:
Taejon ? Mokp'o line:
Southern coast:
Kumch'on, Ch'onan, Kaesong, Sinmak,
Hwangju, Sop'o, Sinanju.
Kowon, Hamhung, Sinbukch'ong,
Tanch'on, Kilchu.
Hoeryong, Namyang, Unggi, Naj in.
Ka nggye.
Ulsan, Kyongju (KOshu.).
Kanggyong, I-ri, Kunsan, Songjong-ni,
Mokp'o.
Sunch'on, Yosu, Masan.
Water towers and coaling stations are adequate to handle
the heavy wartime requirements.
(3) Yards.
(a) Marshalling (classification) yards. Marshalling or
Classification yards are located in the P'yongyang area and the
Kyongsong area. The original yards at P'yongyang station and
Yongsan station proved to be inadequate, and new yards
have been built at both cities. A large classification yard was
Under construction in 1940 at Sop'o 4 or 5 miles north of
Pyongyang on the main line. When completed, it was to
cover an area 3/4 mile wide and 2 to 3 miles long. It would
Serve the Kyongui and Manp'o lines from Manchuria, the
dross-peninsular P'yongwon line, and the port of Chinnamp'o.
At Kyongsong, 3 new yards are being developed. At Susaeng-ni
(Suishoku-ri) , about 4 miles northwest of Kyongsong station,
a. classification yard of. the hump gravity type is under con-
struction to handle the main line traffic. A second large yard
is east of Kyongsong at Ch'ongyang-ni (Seiryo-ri), formerly
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Higashi-Keijo, the junction of the Kyongwon, Kyongch'un,
and Kyongkyong lines. Both these new yards are undoubtedly
in operation. At Sobinggo (Seihyoko), the second station
east of Yongsan, a third yard is planned as an extension of the
Yongsan yards. As yet only a few tracks have been laid in the
open area south of the station.
Although nothing is known of the yards at Taejon, they are
reported to be of considerable size, and Taejon is said to be
an important marshalling center for freight travelling the
southwest network of railway lines. A large yard is also stated to
have been constructed at Sinmak (Shinbaku) between Kyong-
song and P'yongyang, possibly to relieve the yards in the areas
of these two places.
It may be assumed that there are sizable yards at all im-
portant cities and junctions as well.
(b) Terminal yards, Extensive terminal facilities are lo-
cated at Pusan, Mokp'o, Inch'on, Chinnamp'o, Dasado, Najin,
Ch'ongjin, and Wonsan. New terminal yards have probably
been built at Yosu and Masan where port facilities are said
to have been developed.
I. Traffic.
(1) General.
Traffic on the Korean railways has been steadily increasing.
During the years 1942 and 1943, the shortage of shipping
space required a larger portion of North China and Manchuria
freight to be sent by rail through the Korean ports. Con-
siderable emphasis has been placed on the revision of sched-
ules to facilitate rail movement of goods. Whereas all bulk
goods between Japan and Manchuria and China formerly
went by ship, and the Korean lines offered direct through
service to light freight only, extensive adjustments of the
land transport systems were undertaken in 1943 to transfer
the movement of coal and later other items to the railroads.
(2) Volume,
Since 1930, statistics on railway traffic published by the
Chosen Government-General have obviously been intention-
ally misleading. Figures on freight tonnage on the State
Railways given in American and other publications and official
reports varied each year by 20 to 25%. Any estimate for
1945 must therefore be purely arbitrary, but, on the basis
Of the rising trend of traffic in recent years, it is considered
that about 25,000,000 tons will probably be carried by the
State Railways and about 6,000,000 to 7,000,000 tons by the
private railway companies. Tramways will carry around
400,000 tons.
Available information on freight ton-miles also cannot be
relied upon. 1933 figures give the average haul as 140 miles.
but allow for no difference in areas. It may generally be said
that most of the short hauls will be in the peripheries of
Kyongsong, P'yongyang, and the ports out of which are
shipped produce from the immediate hinterland. As shown in
Subtopic A, (3), the Korean railroads are carrying a greater
volume of through traffic. The average haul has therefore
been lengthened.
Passenger figures also show some variance. In 1937 a little
under 36,000,000 passengers were carried on the State Rail-
ways and 2,000,000 on the private lines. This figure had in-
creased to over 100,000,000 in 1941, but in view of the
drastic curtailment of passenger travel in subsequent years
current figures are likely to be considerably lower. Tramways
carried 97,000,000 passengers in 1937.
(3) Commodities.
Before the war, the principal commodities handled on the
railways were mining and industrial products, grains, and
railway materials. Fisheries, livestock and lumber constituted
a very minor part. This traffic, however, did not include mili-
tary supplies which even then were of some importance. The
principal commodities carried at present are probably coal,
iron ore, military supplies, grains, industrial products, railway
materials, and lumber. Coal moves chiefly on the lines servic-
ing the north and south Korean ports and the industrial area of
P'yongyang. Iron ore travels from Manchuria along the
main line to Dasado and Kyomip'o, and from Northeast
Korea to Ch'ongjin and cross-peninsula to Kyomip'o. Grain
moves mainly in 2 areas: southwest Korea and along the
western plain, and on the North Korea lines. Military sup-
plies will travel on the North Korea lines, and to some extent
on the main line. Railway material will be carried mainly by
the Kyongbu and Kyongui lines, but also by all other lines.
Lumber will travel on the North Korea lines and the north-
western lines, especially the Kyongui and Manp'o lines.
(4) Seasonal variation.
The heaviest traffic movement is during the winter months,
from October to March, grain traffic mainly accounting for the
difference.
(5) Capacity.
It has been stated that by 1941 the capacity of the railroads
was already strained to meet the demand for freight transport.
Observers who returned from Korea as early as 1940 stated
that passenger trains were sometimes 3 to 5 hours late. Critical
conditions have been indicated by the repeated plans and re-
organizations to increase freight capacity. Apparently, how-
ever, these had been effective, and as tonnages increased, the
railroads had managed to increase their carrying capacity up
to 1944. This had been accomplished by 1, drastic re-
strictions of passenger traffic; 2, conversion of passenger cars
to carry freight; 3, improvement and expansion of repair fa-
cilities; 4, construction of new yards in bottleneck areas; 5,
improvement of roadbed and track; 6, quicker turn-round of
rolling stock, and 7, addition of new motive power and roll-
ing stock. As affecting the addition of rolling stock, the change
in character of commodities is worthy of note. Heavy com-
modities, such as coal and ore are being carried rather than
light freight, and increased tonnage figures would therefore
not necessarily indicate a comparable demand for increase of
freight cars, but rather a greater need for motive power. In
spite of the measures outlined above having been exeloited to
their fullest, the position had become acute by the end of 1944
and is now steadily worsening. In addition to the lack of loco-
motives and rolling stock there is now a shortage of coal for
fuel, and it is unlikely that those deficiencies can be made
good in 1945.
In estimating the present capacity of individual lines it has
been necessary to take into account the condition of track,
length and frequency of passing sidings, gradients and curves,
and type and availability of locomotives and rolling stock.
Train loads are dependent in some instances on the double-
heading of trains over mountainous sections.
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The double-tracked main line is estimated to have a capacity
of 30 to 35 trains each way per day, with a net tonnage of
about 650 short tons per train. The single-track lines are dis-
cussed separately in the individual line descriptions (Subtopic
K), but generally it is considered that they can handle from
5 to 10 trains each way per day with net train loads ranging
from 350 to 650 short tons, the lines in northeastern and
southwestern Korea usually having higher capacities than those
in the north. These train loads will be dependent upon assist-
ance by a second locomotive over heavily graded sections. Si-
multaneous operation of a number of lines would have the effect
of reducing their separate capacities owing to the limitations of
rolling stock.
J. Vulnerability.
The pattern of the Korean railways has been developed with
a view to strategic requirements, and special precautions were
taken to safeguard the lines against attack. Cuts and fills are
built more strongly than the traffic normally requires. Where
second bridges and second tunnels have been built, they have
been spaced farther apart than normal construction practice
would demand.
As locomotives and rolling stock are considered to be in
already short supply in Korea, any considerable diminution
would seriously affect operation of the railroad system. The loss
of locomotives would be felt more than rolling stock as they
are more difficult to replace. It must be borne in mind, how-
ever, that unless the stock of Korean locomotives is greatly
reduced, military traffic could still be maintained by intro-
ducing locomotives withdrawn from Manchuria and China,
and by eliminating the movement of all but essential traffic.
Concentrations of locomotives and rolling stock are likely
to be found at the major workshops and at the important
junction yards. Pusan, Yongsan, Kyongsong, P'yongyan,g,
Ch'ongjin, Wonsan, and Taejon are therefore all vital points.
Bridges represent one of the major vulnerable features. Any
assessment of the possibilities of railroad operation being in-
terrupted must, however, take two factors into consideration;
the fact that the duplicates often represent separate bombing
targets, and the existence of alternative routes, even although
they may be of a lower capacity. In such cases, only simultane-
ous interdiction could be entirely successful.
The following bridges are especially critical:
, The Yalu River bridge between Antung and Sinuiju (Kyon-
gui Line). This is the longest (3,097 feet) in Korea, and its
destruction would cut the main line which carries the largest
volume of transit goods between Korea and Manchuria (FIGURE
VII - 5).
2, The Taedong-gang (river) bridge on the main line just
south of P'yongyang (Kyongui Line). Although traffic could be
routed by the Sungho-ri ? Shinseisen ? Sop'o alternate, this is
an inadequate substitute for the main line.
3, The bridge over the Imjin-gang (river) between Kyong-
song and Kaesong (Kyongui Line). A tunnel on the south side
of the river is adjacent to the bridge. No alternative route is
available for this section of the line.
4, The Han-gang (river) bridges at Kyongsong (Kyongbu
Line). These carry the main line traffic, and traffic between
Kyongsong and its port, Inch'on (FIGURE VII - 8). Kyongsong,
as the hub of the railway system, is a major bottleneck. Im-
portant freight yards and the largest railway workshops in Korea
are located on the Kyongsong side of the bridges. Other large
freight yards, through which all north ? south traffic must pass,
are on both the eastern and western outskirts of the city. It is
likely that a concentration of locomotives and cars will usually
be found at these yards.
5, At Waegwan, between Taejon and Taegu (Kyongbu Line).
A railroad bridge crosses the Naktong-gang (river), and the
tracks enter a tunnel on the south bank (FIGURE VII - 9).
6, Sup'ung-dong dam. The Chongju ? Sup'ung line to Mukden,
Manchuria (an alternate to the main line) crosses the Yalu River
on this dam, one of the most important sources of hydroelectric
power in Korea (Hei Hoku Tetsudo Line).
7, The third railroad bridge over the Yalu is on the Manp'o
line. Destruction of this bridge would cut the most direct route
from central Korea to central Manchuria.
8, A 26-span bridge at Hamhung on the Hamkyong Line.
Destruction of this bridge would cut traffic on the northeast
coast line where there is no alternate, disrupting the important
flow of mineral products to the western industrial centers.
9, The Ch'ongjin-gang bridge, about which no details are known,
between Ch'ongjin and Susong. This bridge carries heavy traffic
in and out of Ch'ongjin.
10, The North Korea lines cross the Tuman-gang (river) at
Sangsambong and at Namyang (FIGURES VII -'10 and VII - 11).
The destruction of either bridge would seriously impede the use
of this important gateway to Manchuria.
Although bridges are the most strategic points, there are
a few other vulnerable features. On the Kyongbu main line,
midway between Taejon and Yongdong, is a horseshoe curve
On a heavy grade, followed by a tunnel. The tunnel areas of
the Manp'o line to Manchuria and the Kyongwon across the
peninsula, as shown in FIGURE VII - 54 are another example.
these sections are also reported to be subject to frequent land-
slides.
K. Individual lines.
As little information on the lines of Korea has been pub-
lished, much of the route description has been collected from
returned residents of Korea, and some of it is necessarily of a
general nature.
In the subsequent description of individual lines, capital let-
'iters following the line names are the symbol by which that
line is designated on the accompanying maps (FIGURES VII -
53 and VII -54).
(1) Kyongui line (Line A).
This is the northern half of the main double-track line to
'Manchuria. The entire route, between Sinuiju and Pusan, is
the best maintained and most heavily built line in Korea. The
Kyongui line can handle about 25 trains each of about 650
net short tons per day in each direction. Trains are generally
30 to 40 cars in length.
(a) Termini. Kyongsong and Sinuiju.
(b) Length. 310 miles.
(c) Gauge and track. 4'81/2"; at least a large portion
is double-tracked, but double-tracking was reportedly aban-
doned in Spring 1944 because of the shortage of steel. Aerial
photographs of December 1944 showing a 5-mile stretch from
iMaengjung-dong north revealed that section as still single-
:track. Radio reports of the Japanese Diet have stated several
'times that double-tracking of the Korean railroads was com-
:pleted in December 1944. If true, this would presumably refer
to the Kyongui line.
(d) Grade and curves. Maximum gradient is 1% and
minimum radius of curves about 1,500 feet.
(e) Motive power. Steam.
(f) Yards. An-tung, Manchuria, across the Yalu River
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from Sinuiju; Sop'o, P'yongyang; Susaeng-ni, large new hump
gravity yard west of Kyongsong; Yongsan (Ryuzan) at Kyong-
song.
(g) Workshops. Yongsan and P'yongyang. The Yongsan
shops are the largest in Korea. Both shops build and repair
locomotives and cars. Repair shops are at Sinuiju, Chongju,
Sinanju, Sop'o, Hwangju, Sariwon, Sinmak, and Kaesong
(71-H).
(h) Tunnels and bridges. There are 20 tunnels on this
stretch of the main line, 9 of which are between Sariwon and
Kaesong. Bridges are numerous and several are 1,500 feet
and more.
(i) Vulnerable points. The most vulnerable features of
this line are the bridges at Sinuiju, Sinanju, P'yongyang, and
Munsan, as shown in TABLE VII - 3. At P'yongyang the
bridges, large freight yards, and workshops are within 1/2 mile
of one another. Just north of Kyongsong, between Kyongsong
station and the yards at Susaeng-ni, are 2 consecutive double
tunnels (4 in all) on the double-track line.
(j) Branch lines.
1, From Sinuiju a standard-gauge (4'81/2") single-track line
is reported as under construction along the Yalu River to
Sup'ung-dong (Suiho-do).
2, From Sinuiju a standard-gauge private railway runs 25
miles to the port of Dasa-do (Tashito), and to Namsi-dong on
the Kyongui line, making an alternate loop. This line has been
reported purchased by ,the government; and, as the correspond-
ing section of the main line has 3 tunnels, this alternate route
(Sinuiju ? Yangsi ? Namsi-dong) may have been double-tracked,
and now be the main route.
3, At Chongju, a line (Line H) from Kuantien, Manchuria
via Sup'ung joins the Kyongui line. It is 4'81/2" gauge,
single-track, privately owned, and 79 miles in length. Its ruling
grade is not known, but the gradient is reported heavy and
curves are frequent. Only 2 trains a day in each direction
were reported in operation in 1940, but the line is estimated to
have a capacity of 5 trains of 350 net short tons a day each
way. A 45-mile branch has been constructed from Sakchu, south
of Sup'ung to Pyoktong.
4, From Sinanju a single-track line, 18 miles long, branches
east to join the Manp'o line at Kaech'on. It was formerly a pri-
vately owned, narrow-gauge, mining line, but has been purchased
by the government, and is believed to have been converted to
standard gauge.
5, The P'yongwon line (Subtopic (8) below) branches east
at Sop'o to Kowon on the east coast. It is 132 miles long and
4'81/2" gauge. Through Sop'o also runs traffic of the Manp'o line
which branches from the P'yongwon line at Sunch'on.
6, From P'yongyang the P'yongnam line (4'81/2" gauge) runs
34 miles to the port of Chinnamp'o. In 1941 there were 8 trains
a day, carrying coal and iron ore. This line has several short
branch lines: a standard-gauge line from Chinnamp'o to Yong-
gang (Ryuko) hot springs; a narrow-gauge line from Kiyang
(Kiya) northwest to mines, and southeast to the Taedong-gang
(river); a narrow-gauge line northwest to mines from a point
just west of the main line junction; and at Chojon-ni a standard-
gauge branch to the freight yards at Sop'o allowing North Korean
freight to by-pass the yards and station at P'yongyang.
7, From Taedong-gang station (Daidei-ko), south of P'yong-
yang, the single-track, standard-gauge P'yongyang line runs east
and north to the P'yongwon line and on north to Tokch'on (To-
kusen). The section from Taedong-gang station (Daido-ko) to
the P'yongwon line is now government-owned. This 90-mile line
is principally for freight, carrying coal from the 3 important
mining areas at Sungho-ri (Shoko-ri), Pyolch'ang-ni (Besso-ri),
and Tokch'on.
8, The Kyomip'o line runs from the Kyongui line near
Hwangju 8 miles to the mines and smelters around Kyomip'o. It
is standard-gauge and single-track.
9, From Sariwon the Hwanghae narrow-gauge lines branch
south in a network tapping rice country and coal deposits. They
join the Kyongui line again at T'osong-ni (Dojo-ri). In 1941
there were 177 miles in operation and about 30 to 40 miles
under construction. They were to be purchased by the govern-
ment in 1943 and may have been changed to standard-gauge;
the Kaesong ? Haeju ? Sariwon portion would then provide an
alternate to this section of the main line.
(2) Kyongbu line (Line A-1).
This is the southern half of the main double-track line to
Manchuria. Its capacity is about 30 to 35 trains a day each
way, and trains are from 30 to 40 cars in length with a net
load of about 650 short tons. Pusan is the terminus for the
steamship service from Shimonoseki, Japan (FIGURE VII - 23).
FIGURE VII - 23. Pusan (Pusan).
Port railroad terminus. 1942.
(a) Termini. Kyongsong and Pusan.
(b) Length. 280 miles.
(c) Gauge and track. 4'81/2"; completely double-tracked.
(d) Grade and curves. Maximum grade is 1% and mini-
mum radius of curves about 1,500 feet.
(e) Motive power. Steam.
(f) Yards. Yongsan (at Kyongsong), Yongdungp'o,
Taejon, and Pusan, with small yards at junctions of branch
lines.
(g) Workshops. Yongsan and Pusan. Both shops build
and repair locomotives and cars. Repair shops are at Ch'onan,
Choch'iwon, Taejon, Kumch'on, and Taegu.
(h) Tunnels and bridges. There are at least 18 tunnels
on this line, with 8 in the 67-mile section between Kyongsan
and Pusan. Bridges are frequent and several are long.
(i) Vulnerable points. The most vulnerable features are
the bridges at Kyongsong, Waegwan, and Taegu. At Kyong-
song, the bridges over the Han-gang (river) and the Yongsan
yards and workshops are within 1/2 mile radius.
(j) Branch lines.
1, From Yongsan station the Kyongwon single-track line goes
140 miles east and north to Wonsan on the east coast. From this
line, just east of Kyongsong, branch 2 standard-gauge single-track
lines; the Kyongch'un, electrified, runs to Ch'unch'on, and the
Kyongkyong, to Pusan by an inland route. (Subtopics (3) and
(6) below).
2, At Yongdungp'o the Kyongin line, 19 miles long, branches
west to Inch'on, port of Kyongsong. It has been reported as double-
tracked, but aerial photographs of December 1944 show a single-
track bridge and single-track culverts, and there is no converg-
ing of lines on either end of the bridge. The track is not shown
clearly but appears to be single, with roadbed prepared for double-
tracks. If it is single-track, it probably carries 10 to 15 trains a
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day in each direction, and trains may be about 30 cars long with
a maximum net load of about 650 short tons. The line crosses
level country, and curves are easy.
3, At Suwon the main line is crossed by a narrow-gauge private
line from Inch'on on the west to Yoju (Reishii) on the east. It
is 78 miles in length. In 1934 small sidings were being built at
Suwon station, and facilities are probably available for the trans-
fer of freight to the main line.
4, The, standard-gauge private line from Changhang-ni (Chao-
ri) to Changhowon-ni (Chelkoin-ri) crosses the main line at
Ch'onan. The length of line from Ch'onan to Changhang-ni is 90
miles, and from Ch'onan to Changhowon-ni it is 43 miles. A
25-mile extension from Changhowon-ni to Wonju has been under
construction and may now be completed. The line to Chang-
hang-ni serves munitions plants and refineries. No characteristics
of the line are known, although the terrain crossed indicates that
the gradient would not be heavy. Gasoline-driven cars are used
for passenger traffic (FIGURE VII - 17), but. freight trains are
probably powered by steam.
5, From Choch'iwon a standard-gauge private line runs 60
miles east to Ch'ungju via Ch'ongju. At Choch'iwon there are 6
or 7 sidings. In 1938 about 10 trains a day, made up of 4 to 5
cars per train, ran between Choch'iwon and Ch'ungju. The road-
bed was at ground level from Choch'iwon at least to Ch'ongjii,
and possibly the full length of the line. There were limited re-
pair facilities both at Choch'iwon on the main line and at
Chongju jon the branch line. This branch line was reported under
construction in 1941 as far as Chech'on on the alternate Kyong-
song ? Pusan line, and across it to the mining area at Yongwol.
An unsubstantiated report claims a further extension to Sam-
ch'ok (Sanchoku) on the east coast. If completed, this route in
conjunction with the Tonghai line would be another alternate
for the Kyongwon line, principally for northbound traffic.
6, Taejon is the main line junction for the southwest network
of railroads; it taps the agricultural, mining and textile-plant
areas, and the ports of Kunsan, Mokp'o, and Yosu. (Subtopics
(4) and (5) below).
7, At Kumch'on the standard-gauge KyOngpuk line (Line G-1)
branches northeast 73 miles to connect with the alternate Kyong-
kyong line at Andong.
8, A second connecting line to the Kyongkyong line runs from
Taegu to Yongch'on, 25 miles. Two different names have been
applied to this line, but there are not likely to be 2 separate lines
with the same mileage and the same termini. Taegu is possibly
the correct name (Line G-2).
9, At Samnangjin (Sanroshin) the Kyongch'on South line
(Line F) branches west along the southern coast. (Subtopic (4),
(j), 2 below).
10, From Pusan the southern portion of the Tonghai line ex-
tends northeast to P'ohang-dong; construction as far as Samch'ok
may possibly have been completed to link up with the line from
Wonsan.
(3) Kyongkyong line (Line A-2).
Opening ceremonies were held on this alternate Pusan --
Kyongsong line in 1941, but the line was apparently not open
to full schedule until September 1943. It is reported to carry
only military, transport and supplies, but no passengers. Little
specific information is available concerning this line, but, as it
passes through rugged country and was built under pressure,
it is probable that no more than 7 or 8 trains each of about
350 net short tons could be run in each direction per day.
(a) Termini, Kyongsong and Kyongju (Keishil).
(b) Length. 228 miles.
(c) Gauge and track. Standard-gauge; single-track.
(d) Grade and curves. No exact information exists, but
this entire line passes through mountainous terrain, and it has
been reported that there are many curves. Grade is about 1.6%,
except in some switchback areas where the gradients are pos-
sibly about 3.3%.
(e) Motive power. Steam,
(f) Yards. This line leaves from Ch'ongyang-ni (Seiryori)
Station east of Kyongsong, where a large new yard has been
reported under construction since about 1940. There is no in-
formation on other yards on this line.
(g) Workshops. A repair shop is reported at Kyongju.
There are probably small shops at Wonju, Chech'on, Andong,
and Yongch'on.
(h) Tunnels and bridges. Tunnels have been reported as
numerous and long. Rivers and streams are frequent and
bridges should be plentiful.
(i) Vulnerable points. Too little is known about this line
to list vulnerable points. Possible landslides may be a vulner-
ability.
Branch lines.
1, From Andong the 73-mile Kyongpuk line (Line G-1)
branches west to the Kyongbu line.
2, From Yongch'on a second connecting line, the Taegu (Line
G-2), 24 miles long branches west to the Kyongbu line.
(4) Honam line (Line E),
The southwest lines are principally alternates to the line to
Pusan. Although there have been reports of the expansion of
Yosu and Mokp'o as ports, the connecting rail lines should not
be overrated. It has been estimated that this line can handle
10 trains a day in each direction, each train having a maxi-
mum loading of about 650 net short tons with double-heading
over mountain sections. In 1941 only about 6 trains were run,
with about 10 cars per train.
(a) Termini. Taejon and Mokp'o.
(b) Length. 162 miles.
(c) Gauge and track. 4'81/2" gauge; single-track.
(d) Grades and curves. North of Songjong-ni the grade
on the north side is described as "heavy." This section is moun-
tainous and curves are frequent.
(e) Motive power. Steam,
(f) Yards. Terminal yards at Mokp'o. Presumably yards
of fair size are at I-ri. There are good-sized yards and ware-
houses at Taejon.
(g) Workshops. The repair shop at Taejon is reported
as capable of making major repairs. There are roundhouses at
Kunsan, Songjong-ni, and Mokp'o.
(h) Tunnels and bridges. There are 3 tunnels just north
of Mokp'o, one south of Naju, and two just north of Saga-ri.
The few bridges are not over 700 to 800 feet long.
(i) Vulnerable points. Between Naju and Mokp'o a tun-
del is very near a bridge spanning a small river. Just south of
Taejon the railroad crosses a flood plain. Here the tracks are
carried by a series of trestles.
(j) Branch lines.
1, I-ri is the juncn on for 2 lines, the Kunsan (Line E-2), go-
ing 15 miles west to the port of Kunsan, and the Cholla, 124
miles southeast to the port of Yosu (Subtopic (5) below). Both
are standard-gauge, single-track, and steam-powered.
2, At Songjong-ni a standard-gauge, single-track line branches
east. This is the wesrern half of the Kyongch'on line (Line F),
which is planned to run along the southern coast. The section
between Sunch'on and Chinju has been under construction for
several years and is probably now completed. If so, it will con-
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nect Pusan with all the southwest Korea lines, making a com-
plete loop in that area. There are reports of lines which leave
this line to connect with the main Kyongbu line inland (FIGURE
VII - 54). There is reasonable doubt about the existence of these
lines, as the area is mountainous, and the ports seemingly not
developed enough to warrant this further network. The reports of
steel shortage would also limit such building in favor of the
more important connections which undoubtedly would be finished
first. It is possible, however, that a spur line has been built west
of Posong (WO) to the mine area around Haenam (Kainan).
This spur was claimed by Domei as open to traffic in 1942.
(5) Cholla line (Line E-1).
Emphasis has been placed on the growing importance of
this line as a result of the development of Yosu port. The line,
however, passes through mountainous country as far as Chonju
(Zensha), and is reported to have had only 4 or 5 trains
running each way daily in 1940; moreover, 10-car trains fre-
quently had difficulty in making the sharp grades. It is es-
timated, however, that the line probably now has a capacity
of 10 trains a day in each direction, and that by double-head-
ing trains might be loaded up to 450 net short tons.
(a) Termini. I-ri and Yosu.
(b) Length. 124 miles.
(c) Gauge and track. Standard-gauge; single-track.
(d) Grade and curves. Just north of- Sunch'on and be-
tween Namwon (Nangen) and Chonju heavy grades are re-
ported. In the mountains beyond Chonju the grade is stated to
be "unusually steep." It is said that at times the engine and
train went out of control on this grade, and that, as a result, a
siding was built into the mountain into which the train could
be switched.
(e) Motive power. Steam.
(f) Yards. Terminal facilities are at Yosu, and probably
yards at I-ri.
(g) Workshops. Roundhouses are at Yosu, Sunch'on, and
I-ri.
(h) Tunnels and bridges. Just north of Yosu are 2 or 3
short tunnels, one of which can be seen from the sea. Between
Sunch'on and I-ri are 2 more known tunnels. No tunnel on
this line is long. There are about 8 bridges.
(i) Vulnerable points. The most vulnerable features of
this line are washouts and landslides. In the mountains be-
tween Yosu and Sunch'on, and about 20 miles north of Sun-
ch'on and 12 miles north of Namwon, landslides are said to
be frequent and can be started with little effort.
(j) Branch lines.
1, Just south of Namwon is the junction of the Kwanju line
under construction from Tamyang. If completed, this 35-mile
line would be an alternate for the Sunch'on ? Namwon section
of the Cholla line.
2, Sunch'on is the junction of the Cholla and Kyongch'on lines,
the latter probably completed to Chinju, and connecting with
Pusan.
(6) Kyongwon line (Line B).
This line is one of 2 trans-peninsular lines, and is an im-
portant connection between the industrial areas of Kyongsong
and the resources of northern Korea. In 1941 it was reported
that the roadbed was well-maintained, with gravel ballast, and
that the rolling stock was in good repair. It was also reported
by a returned observer that sidings were at stations only.
Passenger service was third class only, mostly coaches. This
line may handle about 10 trains a day in each direction with
train loadings of about 650 net short tons with double-heading
over heavy grades.
(a) Termini. Kyongsong (Yongsan station) and Won-
san.
(b) Length. 139 miles.
(c) Gauge and track. Single-track; standard-gauge.
(d) Grade and curves. In the mountainous area between
Sep'o-ri and Sin'gosan the maximum gradient is probably
around 2.5% and a second locomotive is said to be necessary.
Curves are frequent and the minimum radius is possibly about
700 feet.
(e) Motive power. Steam and electric. The electrified sec-
tion is reported to be in the mountain area, probably between
Sep'o-ri or Sambang-ni and Sin'gosan. It is likely that more of
this line is now electrified, possibly at least as far south as
Ch'orwon, junction for the electrified branch line.
(f) Yards. Yongsan, Ch'ongyang-ni, and Wonsan are
the principal yards; the first two are classification yards. At
Sobinggo (Seihyoko) yards are under construction. At Ch'or-
won there are about 7 sidings, and at Anbyon probably more
than the usual 2 to 3 sidings per station.
(g) Workshops. At Yongsan and Wonsan there are
major repair shops. Smaller shops are at Ch'orwon station and
at Pokkye-ri.
(h) Tunnels and bridges. Bridges are numerous; the
bridge across the Hant'an-ch'on north of Tongduch'on-ni is
described as large. Just south of Sep'o-ri are 2 tunnels, and be-
tween Sep'o-ri and Sin'gosan are 15 tunnels, all within a dis-
tance of about 25 miles.
(i) Vulnerable points. The tunnel area between Sep'o-ri
and Sin'gosan (Subtopic (h) ) may be regarded as very vulner-
able.
(j) Branch lines.
1, At Ch'ongyang-ni the Kyongkyong line branches south to
Pusan, and the Kyongch'un line goes 40 miles northeast to
Ch'unch'on (Shunsen). The Kyongkyong line is discussed above
in Subtopic (3). The standard-gauge Kyongch'un line is re-
ported to be electrified, but this has not been confirmed.
2, From Ch'orwon a standard-gauge, single-track private line
goes to Naekumgang (Uchi-Kongo), and has a branch from
Ch'angdo-ri to Kach'or-ni. There were 78 miles in operation in
1941. The lines were built chiefly for tourist traffic. This line has
been reported extended from Naekumgang to Kosong on the
east coast, but this would appear unlikely in view of the moun-
tainous country intervening and the absence of a real need.
Electric power is used; the system is D.C., 1,500 volts, single-
catenary. The source of power is the hydro-electric plant at
Hwach'on in Kangwon Province. The maximum gradient is
2.5%, and the minimum radius of curves 460 feet. Switchbacks
are used, but their location is not known.
3, Just south of Anbyon station the Tonghai line (Line A-3)
branches east to run south along the east coast. It is standard-gauge
and single-track, and is reported to be in operation to Samch'ok.
The roadbed has been prepared for connection with the southern
portion at P'ohang-dong, and tunnels and bridges have been built,
but track has not been laid. Building was apparently abandoned in
the spring of 1944, but may since have been resumed. There are
no large bridges, most stream crossings being of the culvert size
and type.
(7) Hamkyong line (Line C).
This northeast coast line is an important artery for mining
products and other raw materials coming from Manchuria
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and north Korea to the cities of P'yongyang and Kyongsong.
Industrial centers have grown up along this line at Hamhung,
Hungnam, Tanch'on, and Songjin. Only the Hamkyong line
links these centers and north Korea with the western and cen-
tral areas. As the tracks skirt the coast, there are few grades.
Roadbed is well-built and well-maintained. It has been es-
timated that this line can handle 10 trains a day each direction.
Except for the section between Kilchu and Myongch'on, where
some grade is encountered, it should be possible to run trains
of up to 400 net short tons.
(a) Termini. Wonsan and Susong.
(b) Length. 331 miles.
(c) Gauge and track. Standard-gauge; single-track.
(d) Grade and curves. No exact information on this line
has been available. Judging from the nature of the terrain
crossed, it seems safe to assume that there are no extreme curves
and that the only area of steep grades would be between
Kilchu and Myongch'on.
(e) Motive power. Steam.
(f) Yards. At Wonsan there are terminal facilities on the
waterfront and yards, possibly classification yards, at the sta-
tion on the south side of the city. Small yards, which have no
more than a few spur tracks, are at Hamhung and Nanam. It
is probable that yards have been developed at both cities, as
well as smaller yards at other towns, but information is lack-
ing.
(g) Workshops. At the Wonsan station and yard area
there are workshops capable of making major, repairs and re-
portedly new construction. Songjin has also been reported as a
major repair depot. Hamhung has smaller repair shops, and
there are roundhouses at Kowon, Sinbukch'ong, Tanch'on and
Kilchu.
(h) Tunnels and bridges. As far as is known, there are
at least 6 tunnels on this 331-mile line. Nothing is known of
their sizes. Bridge information on the line as a whole is also
lacking, but the bridge just west of Hamhung has 26 spans,
and the bridge over the Yonghung-gang at Yonghung is prob-
ably of major size. There are very likely many bridges on the
Hamkyong line over the numerous streams running to the Sea
of Japan.
(i) Vulnerable points. The bridges mentioned in Subtopic
(h) are probably the most vulnerable features of this line.
(j) Branch lines.
1, Wonsan is the terminus of the 140-mile Kyongwon Line to
Kyongsong (Subtopic (6) above).
2, From Kowon the P'yongwon line branches west 130 miles
to Sop'o and P'yongyang (Subtopic (8) below).
3, Hamhung is the junction point for the private, narrow-gauge
Sinhung lines, 121 miles in length, which run north from the
newly developed industrial plants at Hungnam, through Ham-
hung to the hydroelectric plants at Changjin (Choshin Reservoir)
and Pujon (Fusen Reservoir) lakes. Maps of Hamhung show the
line crossing the main line on the west side of the city by means
of under- or overpass, with spur lines running to the main line
station and sidings in Hamhung. The line divides just north of
Oro-ri, one line going to each of the 2 lakes. From Oro-ri to
Handae-ri on Pujon lake (Fusen Reservoir) are sections of ex..
treme grade, over which cable cars are used (FIGURE VII - 24).
The western branch to Changjin lake (Chashin Reservoir) is
steam-powered, probably with heavy grades, but not so extreme
as to require cable arrangements.
A new line from the western branch of the Sinhung lines to.
the Manchurian border has been reported. If it exists, the line
FIGURE VII -24. Siiihung Railway, Oro-ri to Pujonhoban.
North view. Cable railway of the Hungnam (Konan) plant, serving
Pujonhoban reservoir. Car of 5-ton capacity. Before 1935.
from Changjin (ChOshin) through Oro-ri to Hamhung has un-
doubtedly been changed to standard-gauge, and a direct con-
nection made with the station at Hamhung. Aerial photographs
of December 1944 are not clear enough to confirm this assumption,
but do not rule out the possibility. The existence of this line
would offer another alternate to the double-track Kyongui line,
and a more direct connection with the Korean east coast from
the Mukden area than the longer route via T'u-men and the
North Korean lines.
4, The Pukch'ong and Ch'aho lines are mining spurs; their
port is at Ch'aho.
5, From Tanch'on a 51-mile narrow-gauge, private railway runs
northwest to P'ungsan, serving hydroelectric plants and tapping
copper deposits at P'ungsan.
6, From Yohaejin ( Jokaishin) a narrow-gauge, private, elec-
trified line, goes north 50 miles to the magnesite mines at Sin-
bokchang. In 1939 about 80,000 to 90,000 tons of ore were
shipped over this line to Songjin. With the opening of the rail-
road and addition of new mining equipment, it was planned to
ship 450,000 tons of ore a year by 1941 by this route. Power is
supplied by the hydroelectric plant at Hwangsuwon-ni (Kosuiin-
ri), about 55 miles southwest of Sinbokchang. There is a heavy
grade on this line; ore is moved downhill, and empty cars are
hauled back.
7, Kilchu is the junction for the Hyesan line (Line K) which
runs 88 miles to Hyesanjin (Keizanchin). This single-track line
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is standard gauge and has a maximum gradient of 3.3%. About
midway between Paegam and Hyesanjin there is a pass over
which switchbacks are used. The line taps extensive timber stands
and coal, gold, and mica mines. From Paegam the Paema (Line
K-1) has been built northeast to Yonsa, and since about 1940 it
has been under construction to Musan. There are indications that
this section has been completed, providing 2 routes to the main
line for the large iron ore deposits at Musan.
8, From Nanam a privately owned electrified railroad is said
to run to Ch'ongjin, by-passing Susong.
9, At Susong the Hamkyong line joins the Ch'onghoe line,
with connections to the port of Ch'ongjin on the east and to
Manchuria on the north (Subtopic (10) below).
(8) P'yongwon line (Line D).
This cross-peninsular line was completed in 1941. Virtually
the entire route is over mountainous terrain. The roadbed is
blasted out of the mountainsides or filled in without an earth
sub-layer. An observer traveling the line in 1941 stated that
trains were made up of 15 to 20 cars, and that there were no
passenger trains; instead, 1 or 2 passenger cars were attached
to a freight train. Two or three such mixed trains were run
per day and 5 to 7 all-freight trains. The present capacity is
probably about 10 trains of 350 net short tons per day in
each direction.
(a) Termini, Sop'o and Kowon.
(b) Length. 132 miles.
(c) Gauge and track. Standard-gauge; single-track.
(d) Grades and curves. From Kich'ang to Kowon the
line runs through rugged terrain and it has been stated that
many sharp curves and grades slowed traffic.
(e) Motive power. Steam.
(f) Yards. Classification yards at Sop'o, and station sid-
ings at Sunch'on.
(g) Workshops. Minor repair shops are at Sunch'on, and
roundhouses at Sop'o and Kowon. There may be larger repair
facilities at Sop'o as a relief to the P'yongyang shops.
(h) Tunnels and bridges. There are numerous tunnels
between Kich'ang and Kowon, location unknown. East of
Sinup is a tunnel, reportedly 3 to 4 miles long. Tunnels are
all constructed for single-track. Many re-inforced concrete
bridges span the mountain streams, with one long bridge east
of Sunch'on.
(i) Vulnerable points. The bridges and tunnels are vul-
nerable factors, as well as the possibility of landslides.
(j) Branch lines.
1, From Sunch'on the Manp'o line branches north to Man-
churia (Subtopic (9) below).
2, Shinseisen Station is the junction for a standard-gauge single-
track line to Tokch'on on the north, about 40 miles, and to
Sungho-ri and P'yongyang 50 miles to the south.
(9) Manp'o line (Line J).
Much attention has apparently been paid to the improve-
ment of this line, which is the principal alternate to Man-
churia for the main Kyongui line. In 1939 and 1940 only 4 or
5 trains were run daily in each direction, with about 10 cars
per train. Mixed trains were run until 1940, when regular
passenger trains were put into schedule. The present capacity
is estimated to be 5 trains, each of about 350 net short tons,
per day in each direction. From Huich'on north the tracks are
subject to washouts and landslides during July and August.
Rails are 75 pounds and 60 pounds.
(a) Termini, Sunch'on and Manp'ojin.
(b) Length, 186 miles.
(c) Gauge and track. Standard-gauge; single-track.
(d) Grade and curves. Maximum gradient is 1.25 % ex-
cept over the pass midway between Huich'on (Kisen) and
Mup'yong-ni (Buhyo-ri), where the grade is 3.3% and switch-
backs are used. Curves are frequent and stated as often sharp.
(e) Motive power. Steam.
(f) Yards, Sunch'on. Sidings are reportedly at all stations,
and usually 3 to 4 shunting tracks.
(g) Workshops. Repair shops are located at Sunch'on
and a roundhouse at Kanggye (KOkai).
(h) Tunnels and bridges. Little is known on exact loca-
tions of tunnels, but they are described as numerous. On one
stretch of the northern section of the line, presumably north
of Mup'yong-ni, an observer counted 22 tunnels in 19 minutes
of travel time. There are many bridges, generally of steel truss
type, including that across the Yalu River between Manp'ojin
(Mampochin) and Chi-an (T'ung-kou).
(i) Vulnerable points. Again, the landslide and tunnel
areas north of Mup'yong-ni are probably the most vulnerable
factors of this line, as well as the bridge over the Yalu River.
(j) Branch lines.
1, From Kaech'on a standard-gauge, single-track line runs
through the coal area to Sinanju on the Kyongui line.
2, At Kujang-dong a standard-gauge line runs east about 5
miles, and is under construction to Tok'chon, which is on the
private line connecting with the P'yongwon line.
3, From Myohyang (Myaka) between Kujang-dong and Hui-
ch'on, a narrow-gauge, private railroad runs 30 miles northwest
to the mines at Pukchin.
4, From Kanggye a standard-gauge line goes northeast to
Huch'ang (Kasha), a distance of about 30 miles. Mention has
been made of a line from Kanggye to Hamhung, which may be
the north ? south line under construction from Changjin lake
(Chashin Reservoir) north of Hamhung.
(10) North Korean lines (Lines C-1 & C-2).
The North Korean lines are composed of 2 lines, Chonghoe
and Tuman. They are leased to the South Manchuria Railway
Company, which manages both the railways and the ports of
Ch'ongjin and Najin. This northeastern corner of Korea is vital
as a gateway to Manchuria and the outpost of defenses for
Korea. The distance from Tokyo to Harbin, Manchuria, via
Niigata and Najin is 1,208 miles, as against 1,930 miles via
Shimonoseki and Pusan. The Tuman line carries mainly Man-
churian agricultural and lumber products for Najin, which has
been developed as a strategic port. The Ch'onghoe line trans-
ports mineral products for Ch'ongjin. A recent well-informed
source has stressed the importance of both the area and the
Tuman line from a strategic standpoint, stating that it was
highly probable that many improvements on the line have
been made. The entire length of the line along the Tuman-
gang (river) is guarded by patrols and in 1940 armed trains
were run twice daily.
From Munung-dong (Buryo-do) north and Hunyung (Kun-
jfi) west the lines pass through mountainous country, and
abound in cuts, high fills, bridges, and tunnels. Snow plows are
used during the winter months. Tracks are laid with 75-pound
rails. The present capacity is estimated at 10 trains of 550 net
short tons per day in each direction.
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(a) Termini. Ch'onghoe line: Ch'ongjin and Namyang-
dong.
Tuman line: T'u-men and Najin.
The junction of the two lines is at Namyang-dong.
(b) Length. Ch'onghoe line: 105 miles.
Tuman line: 101 miles.
(c) Gauge and track. 4'81/2" (standard) gauge; par-
tially double-track. The section between Hoeryong and Sang-
sambong has been reported as double-track, and several sources
have stated that the Najin ? T'u-men section is either com-
pletely double-track or in process of being double-tracked. Be-
tween Naj in and Unggi a second track, following a different
route, was being laid in 1937, and the tunnel on the second
route was built for double-track. A later source indicates that
the entire line, although single-track, was built with roadbed
for double-track.
(d) Grade and curves. Maximum gradient is reportedly
1.25%. Between Munung-dong and Hoeryong the railroad
passes through a particularly mountainous section, over which
a second locomotive was required on all trains. On other sec-
tions, probably north of Hoeryong a second locomotive was
needed at times.
(e) Motive power. Steam.
(f) Yards. There are terminal facilities at Ch'ongjin and
Najin. Although no specific information is available, there are
presumably fair-sized yards at Susong to handle traffic to and
from the port of Ch'ongjin. At Munung-dong are several sid-
ings serving the Musan ? Komusan line. A freight yard of 9
or 10 sidings at Unggi in 1937 has probably been extended
during the development of the port. Namyang-dong would
not have yards, as any switching of freight would be done in
the T'u-men yards across the Tuman-gang.
(g) Workshops. Ch'ongjin has one of the 4 shops in
Korea which build new cars. It also makes all major repairs.
There are roundhouses at Hoeryong, Namyang-dong, Unggi,
and Najin.
? (h) Tunnels and bridges. There are 2 bridges over the
Tuman-gang, one at Sangsambong and the other between
Namyang-dong and T'u-men. Reports have indicated the pos-
sibility of a third bridge over the Tuman-gang at Hoeryong
(Kainei) and another alternate line built on the Manchurian
side. There are many short bridges in the mountainous sec-
tions of these lines. Tunnels are said to be frequent, especially
between Munung-dong and Sangsambong, although locations
have not been established. One of the two tunnels between
Najin and Unggi is stated as 2.3 miles in length.
(i) Vulnerable points. The 2 bridges over the Tuman-
gang, if destroyed, would cut transit traffic between Manchuria
and North Korea, which is the main function of these lines.
The Tuman-gang at these bridges is reported as becoming a
torrent during the rainy months of July and August, and dur-
ing spring thaws. There has been no mention of landslides;
the mountains through which the Ch'onghoe line passes are
granite and barren.
(j) Branch lines.
1. From Komusan, on the Ch'onghoe line, a 38-mile mining
railway branches northwest to Musan. It was purchased and con-
verted to standard-gauge about 1940. It may since have been
electrified, as there is record o.F an electric locomotive, 100 tons,
operating at 1,500 volts D.C., ordered for the Musan mining
company. This may on the other hand mean simply electrifica-
tion in the mine area, between the mines and the sintering plant.
2. From Hoeryong a 7-mile line serves the coal mines on the
west at Shinkeirin.
3. From Sangsambong and from Namyang-dong are two alter-
nate lines which cross the Taman-gang into Manchuria, and con-
verging west of Yen-chi, continue west to Harbin and Ch'ang-
ch'un. There is also a branch leaving the main line west of Nam-
yang-dong and running north into northeastern Manchuria.
4. The former private narrow-gauge line from Hunyung (Kun-
ja) across the Tuman-gang, has been changed to standard gauge
and extended to Han-ch'un and beyond possibly as far as the
Manchurian ? U.S.S.R. border. This line is regarded as highly
important militarily both from an offensive and defensive po-
sition.
5. Lines are reported branching north from Unggi to army
concentrations just west of the Tuman line. There may also be
spur lines from these camps east to the section of the Tuman
line paralleling the Tuman-gang.
6. Along the coast between Najin and Ch'ongjin a railroad
has been under construction since before 1937. In all likelihood
it has now been completed, and will form a useful land con-
nection between these two ports.
72. Roads
(FIGURES VII - 53 and VII -54)
A. General.
(1) Development of the road system.
When Japan annexed Korea, transport was mainly by ox-
cart or porters, along cart tracks and trails. Roads were built
and improved by the Japanese for economic and strategic
reasons. At first, emphasis was on roads to supplement the
railways in the economic development of the country. In the
sbuth and southwest roads were developed for the movement
of rice and cotton to the ports for export to Japan. Subsequent-
ly emphasis was laid on the northern border, the northeast
mining and industrial area, the south coast, and on roads con-
necting the principal cities and their ports. Since there has
been increased Japanese interest in Manchuria, effort appears
tO have been concentrated on through roads between Man-
churia and Japan.
(2) Road pattern.
' The most important through roads center at the capital,
Kyongsong (Keijo) , forming a large X that extends across
country from Sinuiju (Shingishii) to Pusan (Pusan) and from
Omsong (Onjo) to Mokp'o (Moppo). Another primary road
which roughly parallels the Korea-Manchuria frontier, was
developed partly to provide a good route for border patrols.
Military considerations have apparently also played a part in
the improvement of the road along the south coast; this route
has become more and more important with the increasing use
of south Korean ports and the development of defenses in that
area. These major roads link the largest cities of Korea, sev-
eral of which are located some distance inland from their port
outlets. The roads which connect these cities with their ports
are among the best highways in Korea.
Other motorable roads are numerous in the lowland area
of western Korea and less numerous in the mountainous areas
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where they serve the mining communities and provide cross-
peninsular routes.
(3) Road classification.
Before 1938 roads were classified according to width rather
than surface or maintenance. The standards corresponded rath-
er closely to those for Japanese roads. The classes were:
First-class roads 24 feet or wider
Second-class roads 18 feet to 24 feet
Third-class roads 12 feet to 18 feet
Unclassified roads less than 12 feet
In early 1938, official mileages were:
First-class 1880 miles
Second-class 5460 miles
Third-class 7240 miles
In 1938 roads were reclassified according to administration
and importance. The new classes are:
State roads: a. Roads leading from Kyongsong (Keijo) to capitals
of provinces, headquarters of military units, fortresses, naval
ports, and open ports.
b. Roads connecting seats of provincial governments, open
ports, places of importance, airfields, and railway stations.
c. Roads of military importance.
d. Roads of economic importance.
Local (Provincial) roads: a. Roads leading from the seats of
provincial governments to places where prefectural or district
offices are located.
b. Roads leading from airfields, places of importance, ports,
or railway stations within a province.
c. Roads important for local development.
Prefectural roads: Roads in prefectures, not otherwise defined.
Township and village roads: Roads in townships and villages, not
otherwise defined.
State roads correspond closely to what were formerly first-
class and second-class roads. Local roads are mainly the former
third-class, but probably include a few of the wider roads and
some which were previously unclassified.
No maps are available which classify roads on either of the
above bases.
FIGURES VII - 53 and VII - 54 are compiled from a number of
sources. The principal source was the Army Map Service, Series
L551, First Edition 1944, on the scale of 1:250,000, checked
against interview reports on the condition of particular roads,
plus a 1940 transportation map in Japanese, showing roads used
by buses. On this basis, the main through routes were classified
as primary roads, and other selected roads were shown because
they are believed to be next in importance. Roads of equal
importance may be found to have been omitted, either because
no information was available or because they have no im-
portance apparent on the map.
Absence of information makes it impossible to arrive at a
reliable classification based on road width and quality. The
classification given is generally true but may be found to be
incorrect for short stretches of road. The indication that a
road is 2 or more lanes wide is based on the assumption that
these roads fell into the pre-1938 first, second, or third classes,
plus reports on the number of lanes of traffic. Such reports are
based on civilian traffic and the classification of some roads
may need to be downgraded for military traffic.
(4) Methods of road construction.
Reports indicate that most of the important roads are con-
structed of what might be called "traffic-bound macadam."
They have a firm stone base laid in a trench the width of the
road surface. The sides of the trench are formed by the earth
shoulders, generally 3 to 5 feet wide. The rock used ranges
in size from 3 inches in diameter to a fine topping of sand or
gravel. Ordinarily each layer of rock should be rolled and
sprinkled (forming water-bound macadam). In Korea, how-
ever, little modern rolling and scraping machinery has been
used, and stones have been worked into place largely by the
action of traffic. It is reported that some of the main-traveled
roads of this type have an excellent hard surface.
Other roads are merely well graded and topped with a
thick layer of crushed rock, traffic again acting as the roller
to force the rock into a durable surface. Many, like country
roads in the United States, are merely graded earth, or earth
covered periodically with a layer of fine gravel. The common
road-surfacing materials are broken rock and stream gravel,
both of which are available throughout the country in numer-
ous small quarries.
Little paving material is used, except in and near the larger
cities, where concerted effort has been made to improve the
condition of streets and suburban roads. City streets are gen-
erally surfaced with asphalt or bituminous macadam; only a
little concrete has been used.
Cement is manufactured in several cities and supplies are
adequate for the manufacture of what little concrete is used
for paving. Asphalt has been produced at Wonsan (Genzan)
by the Chosen Petroleum Oil Company and some has probably
been imported.
(5) Maintenance and repair.
Both construction and maintenance of the roads were super-
vised at first by the Japanese and carried on largely by Korean
laborers, who were forced to work several days a year in lieu
of paying a road tax. Provincial roads are still kept in repair
in this way; persons who live along the road have to supply
the stones to keep a specified stretch in good repair. This sys-
tem was abolished some years ago for government projects
and laborers are now paid a nominal wage for work on these
roads. There are some indications that the war emergency has
necessitated an increased amount of cooperation from all mem-
bers of the population, and high school students are reported
to have volunteered to work on roads during their vacations.
With the exception of trucks and other machinery used for
hauling materials, almost all construction and maintenance
has been by hand labor. A few road-rollers of Japanese and
English origin were used, chiefly in the larger cities. There is
practically no equipment available for crushing stone, and
most of the rock for road-surfacing is broken by hand.
(6) Bridges and ferries.
Before the advent of the Japanese and the beginning of
the program of road improvement, simple ferries were the
common means of crossing broad streams which could not be
forded. Smaller streams were bridged by structures of timber
or natural stone slabs. Within the last 30 years, a consider-
able number of bridges have been built. The first large bridges
were generally of steel through-truss construction with a
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FIGURE VII - 25.
Bridge over Pukhan-gang (Kita-Kank5)
of Ch'unch'on (Shunsen).
Old style steel bridge.
just west
rather narrow roadway (FIGURE VII - 25 and FIGURE VII -
31). Many of these are now being supplemented by reinforced
LOCATION
LATITUDE AND
LONGITUDE
(APPROX.)
1. Sinuiju - An-tung
40?
07' N
(Shingishil - An-tung)
124?
23' E
2. P'yongyang (Heijo)
39?
01' N
125?
45' E
3. Kyongsong (Keiji:5)
37?
30' N
126?
55'E
4. Kyongsong (KeijO)
5. Kyongsong (Keijo)
6. Between Yonan (Enan)
and Kaesong (KaijO)
7. Just north of Kongju
36?
28' N
(KOsha)
127?
07' E
8. Two miles south of
35?
03' N
Hadong (Kara)
127?
45' E
9. Pusan (Pusan)
35?
05' N
129?
02' E
10. West of Ch'angnyong
35?
34' N
(Shonei
128?
21' E
!concrete bridges of the girder type. Old-style narrow bridges
over the smaller streams have been gradually replaced by
!modern reinforced concrete structures, especially on the more
:important roads. Most bridges can carry loads of 3 to 5 tons,
:a few can carry 10 to 15 tons.
Little detailed information is available on individual bridges.
Several of the most important are listed in TABLE VII - 5. Per-
!haps the most important river crossing in the country is at
Kyongsong (Keijo), where there are now said to be 3 high-
:way bridges. In keeping with the expansion of roads and rail-
'roads linking the Manchurian and Korean systems in the
'northeast and along the northern boundary, a number of
:bridges have been reported built or under construction in that
region during the last few years. Most of these bridges are
!combined road and railroad.
TABLE VII - 5
SELECTED HIGHWAY BRIDGES?KOREA
CROSSING
Yalu River
Taedong-gang
(Daidd-ko )
Han-gang
(Kan-ki5)
Han-gang
(Kan-k(5)
Han-gang
(Kan-ko)
Yesong-gang
(Reisei-ko)
Kum-gang
(Kin-ko)
Somjin-gang
(Senshin-ko)
Connects city
with Mok-to
(Makino-tO)
Naktong-gang
(Rakuti5-165)
BRIDGE DESCRIPTION
Railwa.y bridge, 3,097 ft. long; 13 spans?
sted, through truss; 1 span?steel, swing
type; solid masonry piers. Wide sidewalks
on either side could be used by small ye-
hides if necessary.
10 spans?steel, through truss; solid masonry
piers. Width about 27 ft., roadway approx-
imately 15 ft., two 6 ft. walks. Trolley line
in icenter.
About 3,400 ft. long; 6 spans, 230 ft. each,
steel, through arch; 2 spans, 260 ft. each,
steel, through truss; multiple spans of rein-
foiced concrete; deck girder; masonry piers
and abutments. About 65 ft. in width, car-
rieS electric tramway.
W'ide modern bridge. Double trolley track
in 'center. Steel deck truss.
7 spans?steel, through truss; solid masonry
piers. Width about 27 ft., roadway lapprox-
imately 15 ft., two 6 ft. walks.
About % mi. long; steel superstructure. Nar-
roW gauge railway in center, vehicular lane
and sidewalk on each side.
Steel bridge.
Concrete.
DATE
BUILT
1911 ,
FIGURE
VII- 5
VII- 6
VII - 26
VII - 27
VII-28
VII - 29
After 1918 VII - 30
Opened 1918 VII - 31
About 1935
7 or more spans?reinforced concrete, deck VII - 32
girder; 1 span?steel, bascule.
About 1,160 ft. long; reinforced concrete
deck girder; 15 spans, varying from 47 to
105 feet in length; reinforced concrete piers
and abutments. About 20 ft. wide.
1935
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TABLE VII - 5 Continud
LOCATION
LATITUDE AND
LONGITUDE
(APPROX.)
CROSSING
11. East of Uiryong
35?
19' N
Nam-gang
(Ginei), northeast of
128?
17' E
(Nan-ka)
Chinju (Shinsha.)
12. Andong (Anta)
36?
34' N
Naktong-gang
128?
43' E
(Rakuta-ka)
13. West of Hungnam
39?
54' N
Inlet near mouth
(Konan)
127?
31' E
of Songch'on-gang
( Jasen-ka)
14. Hunyung (Kunja)
42?
55' N
Tuman-gang
130?
10' E
(Toman-ka)
15. Namyang-dong
42?
57' N
Tuman-gang
(Nanya-da) ? T'u-men
130?
00' E
(Taman-L5)
16. Above Chunggangjin
Yalu River
(Chakochin)
17. Sangsambong
42?
40' N
Tuman-gang
129?
45' E
(Taman-Li)
BRIDGE DESCRIPTION
DATE
BUILT
850 ft. long; about 20 ft. wide; 2 spans of 1935
134 ft. each, steel, through truss; 8 spans,
reinforced concrete, deck girder; masonry
piers and abutments.
44 spans; reinforced concrete, deck girder;
piers of reinforced concrete, trestle bent.
At least 25 spans; deck girder; piers of re-
inforced concrete, trestle bent.
14 spans; steel, deck plate girder; solid ma- 1927
sonry piers. This bridge is believed to be half
road, half railway.
21 spans; steel, deck girder; solid masonry 1934
piers, masonry abutments with wing walls.
Believed to be half road, half railroad.
Bridge reported under construction in 1938.
This would form a bridge link between
Korean and Manchurian roads.
14 spans of 70 ft.; deck plate girder; rein-
forced concrete piers 25 ft. wide, 5' 10"
thick; pier foundations on rock, some 15'
below water level. This bridge is believed
to be half road, half railway, there being a
9 ft. footwalk on the downstream side.
FIGURE VII - 26. Bridge over Yalu river at Sinuiju.
Walkway of through-truss railroad bridge. Note vehicle in back-
ground. 1935.
FIGURE
VII - 34
VII - 10
VII -11
and
II - 28
FIGURE VII - 27. Highway bridge at P'yongyang (HeijO).
Looking S. Before 1939.
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FIGURE VII - 28. Highway bridge at Pyongyang.
Another view of same bridge as FIGURE VII - 27.
FIGURE VII - 29. Bridge over Ian-gang at Kyongsong.
Through arch truss and deck girder bridge. Traffic lanes for pedestrians, vehicles and tram line. 1937.
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FIGURE VII - 30. Bridge over Han-gang at Kyongsong.
Steel deck truss bridge. View shows walks, traffic lanes and double-
track tram line. 1929.
FIGURE VII - 31. Bridge over Han-gang at Kyongsong.
Old truss bridge with narrow roadway and walks.
FIGURE VII - 32. Pusan. Bridge connecting Pusan with Mok-to (Makino-to).
Bascule and deck girder bridge. Probably looking E. 1935.
FIGURE VII - 33. Bridge over Naktong-gang, west of Ch'angyong (Shrinei).
Reinforced concrete bridge. Probably looking N. 1936.
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FIGURE VII - 34. Bridge over Nam-gang, northeast of Chinju (Shinsh(t).
Through truss and deck girder bridge:. Probably looking NW 1935.
FIGURE VII - 35. Kyangsong (Keijo").
Broad modern street, modern streetcars and safety zone platforms. ,Note contrasting means of transportation, the
bicycle-drawn carts, ox with 4-wheel wagon, and the children pushing and pulling light vehicles.
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(7) Types of vehicles and traffic.
The use of motor vehicles in Korea was chiefly for business
and commercial purposes. Most of the passenger cars were own-
ed by companies, church societies, and similar groups; or were
operated as taxis. Only a few individuals owned passenger cars;
about one-fourth were registered in the Kyongsong (KeijO)
area. The total number of registered vehicles was small and the
largest numbers were of buses and trucks (TABLE VII - 6 ) .
TABLE VII - 6
NUMBER OF REGISTERED MOTOR VEHICLES IN KOREA
TYPE OF VEHICLE
1939
1940
1941
Passenger cars
2700
2250
1850
Buses
2900
2500
2000
Trucks
3900
3500
3000
--
Total
9500
8250
6850
Motorcycles
2100
2500
Before the war, buses were used extensively within the major
cities, and it has been estimated that approximately SO% of
the total mileage of state and local roads was covered by bus
routes. In general, routes did not duplicate the railway service
but acted as feeders. Buses were of various types, the largest
having a capacity of about 25 to 30 persons; the smaller ones
were converted passenger cars or station wagons.
Trucks are reported to have carried over 2,000,000 tons of
freight in 1938. Most of the vehicles were light 2- or 3-ton
trucks. Many bridges had too low a weight limit to permit
use of larger vehicles. Like buses, trucks were principally feed-
ers to the railways rather than long-distance movers.
Garages and repair shops were generally operated by the
bus or truck companies, but were open to the general public as
well.
The use of motor vehicles for transportation of civilians and
civilian goods has been greatly curtailed by the war and it is
reported that, beginning in 1938, many buses and trucks were
conscripted by the military and in some cases moved to other
Japanese-held territory. To avoid unnecessary duplication,
buses and trucks not controlled by the army are said to have been
put under the direction of the railway administration. Automo-
biles have been converted to the use of substitute fuels such as
charcoal, carbon, and acetylene, because of the shortage of
gasoline.
A number of types of non-motor vehicles are used in Korea.
Rickshas have returned to use, replacing taxis. Bicycles and
various types of attached carts are common, though not as nu-
merous as in Japan (FIGURE VII - 35 ) . Two and 4-wheeled
oxcarts are very commonly used in the rural areas for short
farm-to-market hauls (FIGURE VII - 36), and are common
again in the cities (FIGURE VII - 35 ) ?
(8) Seasonal variations in road conditions.
During the period of heavy and
persistent rains in July and
August there is some interruption of road transport, but traffic
on primary roads is seldom held up for more than a day or two.
FIGURE VII - 36. Typical 2-wheel ox-cart.
FIGURE VII - 37. Road between paddy fields.
Taken from the train between Pusan (Fusan) and Kyongsong (Keiji5). 1937.
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FIGURE VII - 38. Near Pyongyang (HeijO).
Shows Taedong-gang (Daidii-ka) at the left. Typical stone walls along steep cliff. 1936.
Occasionally more severe floods may destroy small bridges and
culverts on all classes of roads.
Interruptions are most common in south Korea, where roads
crossing level rice-growing areas are subject to flood, in spite of
being built on embankments (FIGURE VII - 37 ) . In the moun-
tainous areas of eastern Korea heavy rains sometimes cause
landslides and washouts, but main roads are protected by well-
constructed retaining walls and stone-faced banks (FIGURE
VII - 38).
Throughout Korea some snow falls, and roads are generally
frozen for part of the year. In the mountainous central part of
northern KOrea snow falls during October through April, with
heavier snowfalls during December through February. Roads
are promptly plowed and are seldom closed for more than a
few days at a time. During the winter the roads are frozen and
the surface is hard. Elsewhere, especially near the coast and in
the south, snow cover seldom persists and the roads are frozen
only for short periods.
No information is available on the condition of road surfaces
when frozen roads thaw.
(9) Deployment and cover.
Most of 1Corea consists of mountains with steep slopes, arid
the roads in general tend to follow valleys. Even when there is
a valley floor, they tend to hug the hillsides to avoid areas sub-
ject to flooding. For these reasons it is generally difficult for
wheeled vehicles to deploy from the roads (FIGURE VII - 36).
Where topography is more favorable, in valley and coastal
lowlands, much of the land is planted to wet rice. Roads are
often embanked, hindering deployment, and there are also
occasional canals and ditches.
Factors affecting cross-country movement are discussed in
general terms in Chapter II, 21, C, and are illustrated by a Soil
Trafficability Map (FIGURE II - 83). More details of the oc-
currence of. each of these factors are set out in the description
of each Terrain Region in Chapter II. There is more detailed
information for certain roads in the Special Route Supplement
tp Chapters II and VII.
! In general the difficulties of relief are much greater than
those of vegetation, which is rarely a serious obstacle to deploy-
Ment from roads. A small proportion of the land is in forest.
The only extensive area of forest with dense growth is in the
-i.orthern highland area. There are other forests, mostly second-
0.ry growth, on the eastern and southwestern highlands.
In general, vegetation provides little cover for vehicles in
ultivated areas; or near populated areas, where forests are
Seriously depleted for fuel. The forests provide some cover
where the slopes are not too steep to hinder access. The dis-
tribution and types of vegetation are discussed in more detail
in Chapter II, 21, D, arid the descriptions of the Terrain Regions
in that chapter.
(10) Administration.
The planning and financing of highways was formerly the
responsibility of the Civil Engineering Department of the Bu-
teau of Internal Affairs of the Government General, and of the
corresponding civil engineering sections of the provincial gov-
i
ernments. In 1943 government bureaus were reorganized and
it is believed that, since that time, highways, like railways, water-
'ways, and airways, have been under the jurisdiction of the Com-
nmnications Bureau.
State roads have been built at national expense, with funds
provided from the general budget. Some funds from this source
were also distributed to the provincial governments as a sub-
sidy for the construction and maintenance of roads under their
'jurisdiction. There ha:; been no allocation of special taxes for
this purpose. The 1939-40 budget included an item of 5,028,467
yen for highway purposes of the Government and an additional
5,000,000 yen allocated to the provincial governments. There is
:little doubt that considerably larger amounts have been in-
cluded in more recent budgets, as military needs in Manchuria
and North China have necessitated increased use of roads, in
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FIGURE VII - 39. Possibly Pusan ? Kyongsong road.
Photograph taken from train between Kyongsong and Pusan. 1937. Note telegraph or telephone wires alongside road and railway.
addition to railways, for the movement of commercial goods,
mechanized equipment, and supplies.
B. Route details.
Note: More detailed information on roads (1), (4), and (5)
will be found in the form of annotations on the maps in the
Special Route Supplement.
(1) Sinuiju (Shingishfi) ? Pusan (Fusan).
The route between Sinuiju (Shingishd) and Pusan (Fusan)
is potentially the most important traffic artery in Korea. It is
part of the land portion of the bridge between Japan, Man-
churia, and North China. It roughly parallels the railroad, which
is the chief carrier of goods between these regions. In any
emergency, the highway would be used in an auxiliary capacity.
The distance is approximately 600 miles. It is reported that
the road is 2 to 4 lanes* in width and that considerable work
has been done on it during the past 10 years. Most of it is
thought to be traffic-bound macadam.
There are alternative routes between Suwon (Suigen) and
Taegu (Taikyii.). One follows the railroad through Taejon
(Taiden), the other passes through Ch'ongju (Chashil) (FIG-
URE VII - 54). Significant bridges along the route are shown in
TABLE VII -5. ( FIGURE VII - 39 ) ?
A short stretch of good road connects Sinuiju (Shingishia)
with the recently developed port at Dasado (Tashito). At
P'yongyang (Heijo) an important branch road leads to the
*Throughout this report statements about 'lanes' of traffic refer to civilian traffic.
port of Chinnamp'o (Chinnampo). It is a good 2-lane stone-
based road and formerly carried a rather heavy traffic. A simi-
lar port-to-city road connects Inch'on ( Jinsen) and Kyongsong
(Keij(5). This 20-mile stretch is reported to have been one of
the country's few "oiled" roads.
(2) Kyongsong (KeijO)? Mokp'o (moppo).
This highway, connecting the capital with one of the coun-
try's major ports, follows the Kyongsong-Pusan route to south
of Ch'onan (Tenan), continuing southward through Kongju
(KOshu.), Chonju (Zensha), and Kwangju (KOshil ) to Mokp'o
(Moppo). Most of the route is reported to be a good 2-lane
stone-based road but the stretch between Kwangju (KOshili)
and Mokp'o (Moppo ) is said to be 3-lane and tarred. There are
few roads of any significance in the area between this main high-
way and the coast. One very good asphalt-surfaced road con-
nects Chonju (Zenshia) and 'Kunsan (Gunzan). Because of
the agricultural importance of this southwest region, roads
here were among the first developed by the Japanese.
(3) South coast highway.
It is thought that during the war there has been considerable
improvement of the road extending from the small port town
of Usuyong (Usuiei), on the west coast, and following some
distance from the south coast to connect with the main Kyong-
song ? Pusan highway at Samnangjin (Sanroshin). The shift
from sea to land transport, for goods passing between Japan.
and Manchuria, has brought about a considerable increase in the
use of the south coast ports of Yosu (Reisui), Masan (Masan),
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and Pusan (Pusan). In addition, the vulnerability of this coast,
and its strategic importance to Japan, have undoubtedly necessi-
tated the construction of numerous fortifications, which would
have to be served by roads suitable for trucking.
Several important short roads branch from this route. One ex-
tends from Sunch'on ( Junten), on the main route, to the port
and naval base of Yosu (Reisui). Another, reported to be hard-
surfaced, connects Masan (Masan) with the important naval
and air base at Chinhae (Chinkai). In the triangle, lying north
of the south coast highway and enclosed by the Kyongsong -
Mokp'o and the Kyongsong ? Taejon ? Pusan routes, there are
numerous secondary roads. Chief among these are the Kwang-
ju ? Posong (HajO) and the Chonju Sunch'on roads, both of
which follow rail lines (FIGURE VII - 54).
(4) Kyongsong ? Wonsan (Genzan) and P'yongyang -
Wonsan routes.
Two main roads crossing Korea's mountain backbone con-
nect the two major west coast cities, P'yongyang (HeijO) and
Kyongsong (KeijO), with the northeast region. These roads
supplement, but do not follow, the railroad routes between the
same cities. Both are reported to be fairly good 2-lane roads, but
they traverse rather rugged terrain and therefore are winding
and have numerous steep grades. There is a snow problem on
both roads, but arrangements for the use of plows were general-
ly made with farmers living along the routes and there was sel-
dom long delay.
(5) Wonsan ? Ch'ongjin (Seishin).
During the last 10 to 15 years there has been a pronounced
development of both industries and mining in the portion of
the country north and northeast of Wonsan. As a result the
coastal highway between the ports of Wonsan and Ch'ongjin
has become a primary traffic route. It is reported to be a good
crushed-stone motor highway, 2 to 3 lanes in width, capable of
supporting fairly heavy traffic at an average speed of 35 miles
per hour. Bridges along the route are of reinforced concrete and
are as wide as the road. A branch, reported to be hard-surfaced,
extends from the main route at Hamhung (KankO) and con-
nects that town with the industrial area in the vicinity of Hung-
nam (Konan).
(6) Ch'ongjin (Seishin) ? Onsong (Onto) ? Unggi
(Y
The northeastern corner of Korea is a gateway for traffic be-
tween Manchuria and Japan. The importance of its transporta-
tion system is increased by the proximity of the region to the
Siberian frontier, and the consequent militarization of the zone.
A well-maintained primary road forms a loop around the area,
joining the ports of Ch'ongjin (Seishin) , Najin-dong (Rashin-
65), and Unggi (Yfiki) and the border towns of Kyonghung
(Keilth ) , Htinyung (Kunja ), Onsong (Onjei ) , and Hoeryong
(Kainei ) ( FIGURE VII - 54 ) .
(7) The Korea -- Manchurian border route.
A road follows the entire land boundary of Korea. From
Komusan (Komosan), on the main loop road in the northeast,
it extends southwestward through Musan (Mozan), Hyesanjin
(Keizanchin) , Chunggangjin (Chaochin) , Manp'ojin (Mam-
pochin), Ch'osan (Sozan), and Sakchu (Sakushfi) , to Sinuiju
(Shingishu). This has been described as a "military highway"
and has apparently been improved beyond the needs of the
People within the area.
i Branches from this road extend to either coast. Three of these
branches wind across the rugged northeastern highland, con-
necting Musan (Mozan) with Kilchu (Kissha) , Hyesanjin
(Keizanchin) with Pukch'ong (Hokusei) , and Chasong ( JijO)
with Hamhung (KankO ). These roads serve an important min-
ing region.
From the western portion of the frontier route, 3 important
oads extend south to the well-populated northwest coastal
area. One follows the railway between Manp'ojin (Mampochin)
and Anju (Anshtl) and is much used by trucks in all weather.
Another road connects Ch'osan (Sozan) and Pakch'on (Haku-
sen) via Unsan (Unsan), serving a productive mining area. The
third road links Sakchu (Sakushfi) Kusong (KO) and Chong-
ju (Teishu). All of the roads in the Sinuiju Manp'ojin ? Anju
triangle have been considerably improved in the last 10 years.
The border route between Sinuiju and Manp'ojin is said to be a
good stone-based highway with well-graded curves permitting
a 40-mile per hour speed. This and the 3 roads mentioned
above have supported a large amount of bus and truck traffic.
The entire border area has extremely cold winters and heavy
Snows, but traffic on main routes is seldom disrupted for more
than a short period.
(8) East coast road, south of Wonsan (Genzan).
Little information is available about the road south of Won-
San; it is reported to be a good road as far as the Japanese army
air base at Hupkok (Kyukoku), and has been reported as a
Well-constructed secondary road to, and perhaps beyond, Yang-
yang ( JOy15). It follows the narrow coastal strip to P'ohang-
.
dong (Hoko-do). This route is not as important as its coastal
Position might indicate; the area it serves is sparsely inhabited
and, although a few roads cross the eastern mountains, access to
the populous west and southwest is difficult.
C. Roads on Cheju-do (Saishii-tO, Quelpart Island).
Little is known about this island off the southwest coast of
Korea. Its rather small agricultural population is clustered
around the margin. A road connects all the towns situated on
6r near the coast. The character and condition of the road are
not known, but it is believed that the portion connecting the
towns of Kumnyong (Kinnei), Cheju (Saisha) , Taejong (Tai-
sei), and Mosulp'o (Boshippo) is probably the best. It is prob-
ably a dirt road and has been reported capable of allowing a
Speed of 25 miles per hour.
A road which skirts the western part of the island's central
Mountain mass forms a short inland route between Cheju and
Taejong. Numerous trails cross the mountainous interior, or
connect inland villages with the coastal road.
D. Roads on Tsushima.
Information concerning this island group has been closely
guarded by the Japanese, and is therefore meager and not very
recent. The best stretch of motorable road connects Kechi and
IZuhara, principal towns of Shimono-shima, the southern island.
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It is believed that two roads branch westward from Kechi, one
to a reported naval base at Takeshiki, the other to Osaki, a cable
communications center and seaplane base. The main road con-
tinues south from Izuhara to Tsutsu on the southwest coast.
A short motorable road crosses a narrow portion of Kamino-
shima, the northern island. There may be other roads in the
same vicinity, as reports have been received of new airfield lo-
cations. Numerous trails and narrow earth roads connect the
many small villages, most of which are on or near the coast.
73. Water Transport
By reason of its geographical position, most of Korea's for-
eign trade, excluding that with Manchuria, was formerly carried
by sea, although the shortage of shipping is necessitating the
,greater use of land routes. At its mainland point nearest to
Japan, the sea distance is only 120 miles and the ports and rail-
roads within Korea have been developed accordingly to pro-
vide a major transportation system between Japan and Japa-
nese-held territory on the mainland. Coastwise traffic also plays a
significant part in the economy of the country. Inland water
transport, on the other hand, is relatively unimportant.
A. Overseas and coastal.
Korea's overseas trade is carried mostly by steamers, while
her local coastal traffic is transported largely by junks and small
motor vessels. The principal imports are military supplies, bi-
tuminous coal, fertilizers, textiles, and machinery; exports in-
clude rice, wheat, soya beans, anthracite coal, lumber, mineral
ores, chemical, and marine products. The greatest volume of
shipping normally moves in late fall, winter, and early spring
due to the seasonal nature of the trade except at Chinnamp'o,
where maritime activity is affected by ice conditions and usually
decreases in winter. Practically no shipping lines operate on a
regular schedule, aside from the Pusan ? Shimonoseki steamers.
All passenger travel on ships has been greatly curtailed; a police
or military travel permit is a prerequisite.
(1) Number of vessels.
In 1938, 13,062 steamers aggregating 14,167,000 gross tons
entered Korean ports. Of these, 11,640 totalling 12,230,000
gross tons, were Japanese-owned. In addition, 11,891 Japanese
sailing vessels, aggregating 387,000 gross tons, and 14,384
non-Japanese sailing vessels (mostly Chinese) aggregating
123,000 gross tons, used these ports. As there are no separate
figures available for motor vessels, it is possible these are in-
cluded in the above totals, being classified according to their
primary motive power.
Sailing vessels under Korean registry in 1938, as reported by
the Merchant Marine Bureau of the Department of Commerce
of Japan, totalled 1,096 with an aggregate of 42,715 gross
tons. Details of motor vessels under Korean registry in 1939,
according to the same source, are given in TABLE VII - 7.
In 1940, 52 steamship lines to Japan and other foreign coun-
tries were served by 111 ships with an aggregate of 344,813
gross tons.
TABLE VII - 7
NUMBER AND GROSS TONNAGE OF MOTOR VESSELS
UNDER KOREAN REGISTRY IN 1939
No. OF SHIPS
TOTAL GROSS TONNAGE
20 to 100 ton class
577
25,608
100 to 300 ton class
48
7,908
300 to 500 ton class
15
5,686
500 to 1000 ton class
8
5,422
1000 to 2000 ton class
9
11,570
2000 to 3000 ton class
12
29,601
3000 to 4000 ton class
4
13,393
total
673
total
99,188
(2) Ports of call.
Most of the small Korean ports and fishing harbors, which
number over 300, are on the greatly indented south and west
coasts ( FIGURE VII - 54) . However, the Japanese have de-
veloped several ports on the east also. These ports, with their
modern facilities and rail connections, have been built and ex-
panded primarily to serve Japanese shipping, although they
also handle a large proportion of coastal trade. The most im-
portant ones are listed below; reference should be made to
Chapter VI for a fuller description.
(a) Unggi Unggi, on the main railroad between
Najin (Rashin) and Namyang-dong (Nanyo-do ), is a small
port with one of the best natural harbors in northern Korea,
which is kept clear in winter by an icebreaker. In addition to
vessels anchored in the stream and handled by the use of light-
ers, a limited number of steamers up to 5,000 tons with a draft
less than 24' can be accommodated at alongside berths which
have an estimated daily unloading capacity of 1,500 long tons.
This port has been greatly used by 1,500- to 2,000-ton steamers,
and before the war had regular steamship service with Japanese
west coast ports, and with Dairen, Tientsin, and Shanghai. In
1936, 1,549 steamers aggregating 812,457 gross tons and 88
sailing vessels aggregating 2,824 gross tons entered the port.
Principal imports included sheet iron, textiles, fertilizers, and
wheat flour. Lumber, millet, soya beans, and peas were impor-
tant exports.
(b) Najin (Rashin). Najin, a naval base, is the most im-
portant port on the northeastern coast (FIGURE VII - 40). It
is connected by the Tuman railroad line with the eastern Man-
churian railways and handles a large amount of strategic traffic
bound for Manchuria. The port, whose facilities at alongside
berths alone have an estimated daily unloading capacity of
10,100 long tons, can accommodate 10,000-ton vessels draw-
ing 31 feet. Daily passenger-boat service was maintained with
Shimonoseki until 1942. Heavy traffic now moves between
Najin and Tsuruga, Niigata, and Kanazawa. Najin is generally
free from ice during winter, but is subject to dense fogs in spring
and summer.
(c) Ch'ongjin (Seishin). Ch'ongjin, which is ice-free, can
accommodate vessels up to 8,000 tons in 29 feet of water at
alongside berths whose facilities have an estimated daily un-
loading capacity of 4,400 long tons (FIGURE VII - 41) . This
capacity is considerably increased by the use of lighters to ships
anchored offshore. Two major steamship lines connect it with
Tsuruga and Niigata, and there are rail connections northward
to Manchuria and southward to Kyongsong. During 1938, 819
vessels aggregating 1,245,348 gross tons entered this port. In
addition to a large coastal trade, Ch'ongjin imports military
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FIGURE VII - 40. Najin (Rashin).
View of
shipping in port.
(f) Hungnam (KOnan). Hungnam has developed in less
than a decade from a Small fishing town into an important port
with facilities having an estimated daily unloading capacity at
alongside berths of 8,000 long tons (FIGURE VII -42). These
berths, al though capable of accoMmodating vessels up to 10,000
tons drawing 26 feet, are, however, often inadequate to deal
with the shipping required to handle the considerable export
tonnage of ammonium sulphate and other products of the local
chemical plants.
(g) Wonsan (Genzan). Wonsan, a Japanese naval base,
has a good, natural, practically ice-free harbor. Prior to the war,
it had Japanese steamship connections with Pusan every 3 days,
Moji weekly, and Kobe and Osaka every 10 days. It has limited
alongside accommodation for vessels up to 5,000 or 6,000 tons
drawing less than 25 feet, and has an estimated daily unloading
capacity of 1,160 long tons in addition to what may be dis-
Charged overside to lighters from ships anchored in the stream.
(h) Pusan (Pusan). Pusan is the leading port and princi-
pal railroad terminal in southern Korea. Freighters up to 7,500
tons and drawing less than 28 feet can be accommodated at
alongside berths which have an estimated daily unloading ca-
pacity of about 15,000 long tons. In 1939 it dealt with 3,625
steamers aggregating 3,615,500 gross tons, and in 1943, ac-
cording to customs records, shipping had increased to an average
of about 80,000 tons weekly. Pusan is a terminal of the steam-
ship service to Shimonoseki operated by the Imperial Japanese
FIGURE VII - 41. Ch'ongjin (Seishin).
View of port. After 1931.
supplies for Japanese troops in Korea and exports iron ore
from the Musan mines to Japan.
(d) Songiin (Joshin). Songjin, although of growing
significance as a commercial port, is less important than Unggi,
Najin, and Ch'ongjin, and is served principally by coastal
freighters. It exports lumber and magnesite. The port's daily
unloading capacity at alongside berths is estimated at 1,800
long tons.
(e) Ch'aho (Shako). Ch'aho, an iron exporting port, can
accommodate vessels drawing less than 27 feet. Its capacity for
loading iron is estimated at 225 tons per hour.
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FIGURE VII - 42. Hungnam (Konan).
View of port showing wharves and cranes. 1937.
other leading Korean ports. Considerable rice is exported, and it
is the principal cotton-shipping port in Korea.
(1) Kunsan (Gunzan). Kunsan, on the southern side of
the Kum-gang (Kin-ko) River mouth, has considerable trade
with other Korean ports, and with Japan and China. The harbor
is well-protected, but navigation from the sea is difficult because
of shoals and the large tidal range. Pontoons accommodate ves-
sels of up to 3,000 tons drawing less than 21 feet of water.
These pontoons have an estimated daily unloading capacity of
1,200 long tons. Larger ships anchor in the stream and load and
discharge by lighter. The export of wheat and rice represents the
principal traffic.
FIGURE VII - 43. Inch'on (linsen).
Small sailing vessels in port at low tide.
Government Railways, and handles most of the passenger travel
to and from Japan, as well as a large tonnage of general cargo.
(i) Masan.- Masan, part of the Chinhae Naval Base, has a
well-sheltered harbor, and can accommodate small vessels at
alongside berths. Larger vessels anchor in the stream and dis-
charge overside to lighters.
(j) Y osu (Reisui). Yosu is significant as a lumber ex-
porting point, and is an alternative terminal to Pusan for the
steamer service to Shimonoseki. It can accommodate a limited
number of freighters drawing less than 25 feet and its alongside
berths have an estimated daily unloading capacity of 800 long
tons. Completion of various improvements which are reportedly
being undertaken may substantially increase this capacity. Ships
of Osaka Shosen Kaisha (Company) and Chosen Yusen Kaisha
(Company) called several times weekly prior to the war.
(k) Mokp'o (moppo) Mokp'o has a well-protected nat-
ural harbor, but shipping is handicapped by the great tidal
range. Although vessels up to 6,000 tons can enter the harbor,
no steamer larger than 2,000 tons can be accommodated at the
floating pontoons, which have an estimated daily unloading
capacity of 800 long tons. The port is a fishing center, and be-
fore the war had regular steamship connections with Japan and
FIGURE VII - 44. Inch'on (Jinsen).
Lock gate built by the Japanese in harbor of Inch'on.
(m) Inch'on (linsen), Inch'on, an important commercial
port, had regular steamship services in 1941 with Japan, Dai-
ren, Tsingtao, and Shanghai. Its harbor is well-sheltered and
ice-free (FIGURE VII - 43). Owing to the great tidal range,
large vessels have to discharge overside to lighter at a dis-
tance of 3 miles offshore, but a double-lock tidal basin with a
constant depth of at least 27 feet of water can accommodate
4,500-ton ships at alongside berths having an estimated un-
loading capacity of 3,000 long tons per day. A new tidal
basin, reported near completion in 1941 will permit accom-
modation of 10,000-ton vessels (FIGURE VII - 44 ) . During
1937, the port handled 1,950,000 gross tons of shipping which
increased to 2,500,000 tons in 1939.
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(n) Qinnamp'o. Chinnamp'o, on the north bank of
the Taedong-gang (Daido-ko), is ice-free except for two or
three weeks in January and February. It handles general car-
goes, including the export of rice. Formerly much high-grade
anthracite was exported, and bituminous coal was imported
from Japan and southern Manchuria (FIGURE VII - 45). Ves-
sels up to 6,000 tons can be accommodated alongside the coal
bunkers. The estimated daily unloading capacity of the other
alongside berths, which have a 20-foot depth of water, is
1,600 long tons. In 1937, 905 steamers with an aggregate
tonnage of 1,063,108 tons entered the port.
FIGURE VII - 45. Chinnamp'o (Chinnampo).
Shipping activity at port. About 1931.
(3) Routes.
Routes parallel the entire coastline, and connect the Korean
ports with Japan, Manchuria and China. ashore dangers on
the eastern coast are relatively few and the tidal range is
small, but navigation along the southern and western coastal
routes is difficult because of the many islands and shoals, nu-
merous intricate channels, strong tidal currents (often exceed-
ing 5 knots and sometimes under the influence of freshets or
strong winds as high as 13 knots), and large tidal ranges
(spring tide at Inch'on is 30.5 feet). Navigation aids in 1938
numbered 365, consisting of 192 night, 145 day, and 28 fog
signals. The Japanese system of buoyage is used.
The most important route, which joins Pusan and Shimo-
noseki, is the shortest route between Japan and Korea (TABLE
VII - 8), and is becoming an increasingly vital link as Allied
interference with Japanese shipping mounts. It is used by a
Japanese Government Railways passenger and freight service,
which in April 1944 was reported to be operating 1 steamer
each way per day. This service is important, as it carries most
of the Korean-Japanese passenger traffic, as well as some freight
and an estimated 5,000 tons of coal per week for use on the
Japanese Government Railways. Alternative terminals of this
service are Yosu (Reisui) and Hakata (Kydshil) .
Other major routes operated by the shipping lines are:
1, Northeast coast ports to Japan (Niigata, Fushiki, Kanazawa,
and Tsuruga).
2, Pusan to Mokp'o, Kunsan, Inch'on, Chinnamp'o, Dasado (Ta-
shit6), and Yongamp'o.
3, Pusan to Wonsan, Hungnam, Najin, and Unggi.
TABLE VII - 8
DISTANCES FROM SELECTED KOREAN PORTS
Z u
Z
L)
Chinnamp'o
Inch'on
Wonsan
? 216
216 ?11usan 496 430
801 707
496 801 180
402 707 290
? 308 543
308 ? 848
485
123
1096
686
638
288
189
225
530
453
163
452
561
503
491
797
309
333
497
802
997
893
514
324
In addition, there are numerous minor coastal lines which
Call at many small ports and islands en route and serve as
feeder lines to the main ports.
The volume of shipping across the Yellow Sea between Oc-
cupied China and Korea is small, and is handled by small
coastal steamers and junks.
(4) Administration and personnel.
Navigation and closely related activities are under the ad-
Ministration of the Communications Bureau of the Govern-
ment General of Korea. In 1933, a Seamen's Training School
NTas established in Inch'on; it was later moved to Chinhae.
It is modelled on Japanese lines, and teaching is in Japanese.
In 1938, Korea had 11,135 seamen, including 4,171 officers.
B. Inland.
Few rivers of Korea are navigable. Most of them flow
through rough terrain, and have swift, turbulent currents and
numerous rapids impassable even by small native river craft.
Nearly all are frozen at least part of the winter, and are sub-
ject to floods after periods of heavy rainfall.
Only one river (Tuman) on the east coast and one Nak-
thng) on the south coast are navigable for any appreciable dis-
tance inland (FIGURE VII - 54). Rivers on the west coast,
however, tend to be longer, less swift in their middle and lower
courses, and have channels more suitable for navigation
(TABLE VII - 9). Several of them, especially the lower Yalu
River and Taedong-gang, carry considerable traffic.
Barges, launches, junks, and rafts are the commonest types
of river craft; air-propelled boats on the Yalu, and steamers on
the lower reaches of the Taedong-gang and Yalu Rivers are
also used.
The chief cargoes are timber, agricultural produce, coal, salt,
marine products, and general merchandise.
Information on individual streams is given in TABLE VII - 9.
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NAME
1. Tuman
(Taman)
2. Naktong
(Rakuto)
3. Scmjin
4. Kum
(Kin)
5. Han
(Kan)
6. Reisei
7. Taedong
(Daido)
8. Ch'ongch'on
(Seisen)
9. Yalu
(Oryoku)
LOCATION OF MOUTH
NE Korea, on Korea ? USSR border.
SE Korea, 8 mi. W of Pusan.
15 mi. N of Yosu.
At Kunsan.
30 mi. NW of Inch'on.
30 mi. NW of Kyongsong.
TABLE VII - 9
NAVIGABLE RIVERS OF KOREA
(Distances are approximate)
NAVIGABILITY
Small steamers go upstream 12 mi., junks
58 mi., native boats 205 mi. River freez-
es during winter months. Recordings at
Ryucla (42? 40' N, 130? 10' E) give
average period 24 Nov. to 31 March.
River is swollen during spring thaws and
heavy summer rains.
Small junks and sampans go 215 mi.,
steam launches 75 mi. upstream. The es-
tuary divides into several shallow chan-
nels separated by low sandfiats and is-
lands. Lower reaches of river are ice-free
all year. Depth greatly increases during
rainy season ( July-Aug.)
Small vessels go 22 mi. upstream.
Seagoing vessels reach Kunsan; junks and
sampans go 80 mi. upstream.
Vessels of 13' draft go 34 mi., 6' draft
vessels go 38 mi., small boats go 180 mi.
upstream. The main approach is through
the Yen-ga which has depths varying
frcm 41/2 ? 9 fathoms in narrow sections,
to about 2 fathoms in wide sections. Tidal
currents up to 8 knots. Tidal range at
springs 25'. At Kyongsong recordings
give average period of freezing as 17
Dec. to 4 March.
Small craft go 38 mi. upstream.
NW Korea, 12 mi. W of Chinnamp'o. Large seagoing vessels go to Chinnamp'o,
12' draft vessels to Hosan, 10' draft ves-
sels to Pyongyang during flood tide. Car-
goes are also lightered to Pyongyang from
8 mi. below in launches and barges. Na-
tive boats go 140 ? 150 mi. from mouth.
Ice prevents navigation above Chinnam-
p'o from December to March. Average
period of freezing recorded at Pyongyang
is 17 Dec. to 8 March. Masses of ice
block the entrance to Chinnamp'o often
cutting it off from the sea for 3 weeks.
The estuary is broad and has minimum
depth of 5 fathoms. Tides extend con-
siderable distances inland and are affected
by floods in July and Aug., rising 10' or
more.
NW Korea, 15 mi. SE of Chongju. 100 mi. for junks. Tides extend to Anju,
beyond which the river is shallow and
rocky.
NW Korea, 20 mi. S of Antung. Vessels drawing 18' reach San-tao-lang-
t'ou at spring tide, at other times it is
accessible by vessels of 14' draft. Vessels
drawing 14' reach Sinuiju and Antung
at spring tides, and about 9' draft at oth-
er times. Junks ascend 200 mi., smallest
native craft go 435 mi. except where
navigation is blocked by Suiho hydro-
electric system (FIGURE VII - 48).
REMARKS
Salt, marine products, general mdse., etc. transported up-
stream. Timber, soya beans, charcoal, and hemp shipped
downstream. Long, shallow-draft Korean sampans and Chi-
nese junks are poled and sailed. During mid-winter river is
used for sled and cart traffic. Soya bean shipments reach
peak in Sept. and Oct. (FIGURE VII - 46).
Least traffic Jan. to May. Greatest traffic Sept. to Dec. Main
cargoes are rice and cotton.
The river is used mainly for irrigation.
The Han contains many serious rapids, but it carries a con-
s:derable volume of traffic. Small river steamers formerly
plied between Inch'on and Yongsan, but stopped after com-
pletion of railway between Kyongsong and Inch'on (FIG-
URE VII - 47). A tributary, the Pukhan, is navigable 21 mi.
for small craft. Another tributary, the Imjin, is navigable 73
mi. for small craft. The port of Kyongsong has both rail-
road and highway connections.
Width of stream varies from 1/2 to 1 mi. from mouth to
Pyongyang. Above Pyongyang, upstream cargo is mostly
general mdse. and salt; downstream cargo is farm produce,
firewood, charcoal, hemp, etc. Barges have been extensively
used to ship anthracite from Jido to Chinnamp'o. Least traf-
fic occurs June-July and Dec.-Mar. The tributaries Chaer-
yong, Futsuryu, and Namgang are navigable by shallow-
draft boats for 3, 19, and 41 mi., respectively. River ports
include Kyomip'o and Pyongyang; the latter had steamboat
service to Chinnamp'o in 4 hrs.
Formerly mining companies transported freight on it, and
some coal is still carried.
Air-propelled, government-subsidized boats, with 2 enclosed
cabins, accommodating 30 ? 40 passengers, operate to Chu-
kochin. Smaller air-propelled boats ascend to Hyesanjin.
Much freight was carried until 1942 on river on 40' flat-
boats equipped with sails. River closed by ice from late Nov.
to late Mar. Tasa-do and Sinuiju are river ports; the latter
handled 68,000 tons of shipping in 1937.
FIGURE VII - 46. Tuman-gang (Toman-ko) near Musan (Mosan).
View of Tuman-gang, navigable only by native boats because of swift
current and numerous rapids. 1912.
FIGURE VII -47. Han-gang (Kan-k5), near Kyongsong (Keijo).
Flat-bottomed sailing craft.
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FIGURE VII - 48. Yalu River near Wiwon (Igen).
Two small craft navigating the Yalu River.
74. Radio
Korea's communication facilities constitute an integral part
of Japan's communication system on the mainland. They are
of vital importance in the administration of government, in
the use of Korean resources, and as connecting links between
Japan and Manchuria.
A. Administration.
Radio broadcasting in Korea is a monopoly of the Korea
Broadcasting Corporation (Chosen Hoso Kyokai), which is
closely affiliated with the Japan Broadcasting Corporation.
Radiotelegraph and radiotelephone services, with the excep-
tion of military installations, are operated by the Communica-
tions Bureau of the Government General. Radio communica-
tions of all kinds are subject to close government supervision,
and are censored in accordance with government policies.
The Korea Broadcasting Corporation is financed in part by
a monthly license fee of 75 sen (about 17 cents U.S.) for
each home receiver. It also receives an annual subsidy from
the Government General, amounting in 1939 to 32,286 yen
(about $7,500 U.S.).
It is illegal to own short-wave home receiving sets, except
by special permission. The government promotes the use of
low-power home receivers capable of receiving only domestic
programs. Recent reports indicate that stations in Korea are
still broadcasting on frequencies between 550 and 1100 kilo-
cycles.
The Engineering Section of the Communications Bureau
conducts authorized research in telecommunications. Prior to
Pearl Harbor, a few licenses were granted for amateur radio
operation.
B. Radiobroadcasting.
Radiobroadcasting is one of the government's chief means
of issuing official statements and propaganda. The Korea
Broadcasting Corporation monopolizes radiobroadcasting and
operates at least 7 stations, which are distributed regionally
to make reception possible anywhere in Korea (FIGURE
VII - 55).
All broadcasting is censored and conforms to government
policies. A large proportion of programs are in Japanese and
originate in Japan; most of the Korean language programs
originate in Kyongsong. The majority of programs on other
Korean stations are rebroadcast from these 2 sources. By using
2 frequencies, it is possible to broadcast programs in both
languages at the same time. In Kyongsong, programs in Japa-
'nese are broadcast from 0600 through 2200 hours; and pro-
grams in Korean from 1200 through 2200 hours.
(I) Broadcasting transmitters.
As far as can be ascertained all transmitting equipment in
Korea is of Japanese manufacture. Basic designs are copied
from American or German models, but usually have Japanese
refinements; workmanship is comparable to that of Allied
nations.
Most radio broadcasting stations in Korea have 250- to
'500-watt transmitters, but Ch'ongjin (Se ishin) and Kyong-
Song (Keijo) have 10,000-watt units. The, most powerful
transmitter reported is a 50,000-watt unit installed at Kyong-
song in 1937 (TABLE VII - 10, and FIGURES VII - 49, VII -
0).
Transcribing equipment had also been installed at the main
Station in Kyongsong by 1938.
(2) Radio receivers.
Virtually all home receiving sets in Korea ' are of Japanese
make. A few American and European sets were owned by
foreign-born residents until 1942. In 1941 there were 220,000
sets, mostly 3- or 4-tube table models with magnetic or dynamic
Speakers, and were designed for 100-volt, 60-cycle alternating
current.
The sale and maintenance of receiving sets were handled
Mostly by the Keijo Electric Company and Korea Broadcast-
ing Corporation. In 1940, 56% of all Japanese households
in Korea had radios, while less than 2% of Korean families
Were so equipped.
FIGURE VII - 49. Kyongsong (Keno").
View of Radio Broadcasting Station JODK.
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FIGURE VII - 50. Kyongsong (Keijo).
Another view of Radio Broadcasting Station JODK. 1934.
C. Radiotelegraph.
The development of radiotelegraph in Korea has been in-
fluenced by several factors: the importance of coastal shipping,
the growth of aviation, and the use of point-to-point radio-
telegraph. The Japanese army and navy have also favored
radiotelegraph because of its adaptability as compared with
land telecommunications.
In 1910, the year in which Japan annexed Korea, radiotele-
graph equipment was installed on a government inspecting
vessel and at 3 lighthouses on the west coast. Since that time,
radiotelegraph, radio beacons, and radio direction finders have
been installed at many coastal points and on adjacent islands
(TABLE VII - 10 and FIGURE VII - 55).
Point-to-point and ship-to-shore radiotelegraph have de-
veloped steadily since 1923, when the first office was opened
in Kyongsong (Keijo). Other cities with important radiotele-
graph stations are: Cheju (Saisha), Chinnamp'o, Ch'ongjin
(Seishin), Mokp'o (Moppo), Pusan (Fusan), Sinuiju (Shin-
gishia), and Ulsan (Urusan). Most of the circuits are between
Korean cities, but a number are maintained with cities in
North China, Manchuria, and Japan.
In line with the Japanese policy of expanding commercial
and military aviation, airfields in Korea have been equipped
with radiotelegraph. Important among these fields are:
Ch'ongjin (Seishin), Hamhung (Kank45), Kangnung (KOr-
yO ), Kyongsong (Keijo), P'yongyang Sinuiju (Shin-
gishii), Taegu (Taikyu), and Ulsan (Urusan).
International or overseas radiotelegraph has not been fos-
tered by the Japanese in Korea. Most overseas telegraph mes-
sages are routed by submarine telegraph cable from Pusan to
Japan, where direct radiotelegraph circuits were maintained,
in 1941, with most of the leading cities of North and South
America, Europe, and Asia.
D. Radiotelephone.
A limited number of radiotelephone circuits provide service
among Korean cities. Most of the equipment is used for official
communications and has apparently not been made available
for public use. Radiotelephone stations for point-to-point serv-
ice are at Ch'ongjin, P'ohang-dong (Holco-do), Oryuk-to
(Goroku-t5) in Pusan-hang, Sinuiju, and Kyongsong. (TABLE
VII - 10 and FIGURE VII - 55 ).
Considerable demand for radiotelephone equipment in
Koret has come from the growth of commercial and military
aviation between Japan and the mainland. Radiotelephone
for aeronautical service was installed by 1942 at Kyongsong,
Ch'ongjin, Sinuiju, P'yongyang, and Hamhung.
International or overseas radiotelephone service from Korea
is apparently routed by submarine telephone cable from Pusan
to Japan where there were connections in 1941 with interna-
tional circuits to principal cities of Europe, America, and Asia.
E. Radio installations.
Radio installations in Korea are listed in TABLE VII - 10.
Information is believed to be accurate up to 1942, with ad-
ditional data from more recent sources. The table is probably
incomplete, as secret stations have been built in strategic places,
and stations used as aids to navigation do not operate in the
usual manner in wartime.
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TABLE VII- 10
RADIO STATIONS OF KOREA
NOTE: ( 1 ) Korean names are given first with Japanese names in parentheses. Pukto
Namdo (Nand8) for "South:'
(2) Where no data is available a "--2' has been pm in the table
COORDINATES
( APPROX )
IN DEGREES,
MINUTES AND CALL
STATION AND PROVINCE SECONDS) LETTERS
36 34 N
128 38 E
ANDONG ( ANTO )
Kyongsang - pukto
(KeishOr - hokudo )
(Hokudo ) are the
respective terms for "North," and
FREQUENCIES POWER
(KILOCYCLES) (WATTS) REMARKS
? Unidentified radio installation.
CHEJU ( SAISHO )
Cheju-do
( Saishu-to )
Cholla - namclo
( Zenra - nandt5)
- point-to-point and ship-to-shore.
- ship-to-shore.
- ship-to-shore.
- ship-to-shore.
aeronautical service.
aeronautical service.
aeronautical service.
service not known.
33 31 00 N
126 31 35 E
JBI
JBI
JBI
JWD
JWD
JWD
JWD2
JWD2
185
391
500
4240
5260
7$40
4550
3420
5892.5
250
100
100
100
100
100
50
500
500
CHEMAE-DO ( SHIMAI-TO )
38 43 N
JTL
3800
Hwanghae-do
124 59 E
500
Kokai-da
CH'ILBAL-TO ( SHICHIHATSU-TO )
34 47 07 N
JWF
2750
20
Cholla - namdo
125 47 28 E
JWF
500
( Zenra - nando )
JWF
375
JWF
310
CHINHAE ( CHINKAI )
35 09 N
Kyongsang - namdo
128 36 E
(Keisho - nando )
CHINNAMP'0 ( CHINNAMPO )
38 43 12 N
JBL
101
750
P'yongan - namdo
125 23 45 E
JBL
143
750
( Heian - nand :o)
JBL
433
750
JBL
500
750
JWH
4370
100
JWH
6970
100
CH'ONGJIN ( SEISHIN )
41 46 51 N
JBJ
107
750
Hamgyong - pukto
129 48 54 E
JBJ
i 43
750
(Kankyt) - hokucla )
JBJ
460
750
JBJ
500
?
5469
107050
693
1000
6975
1000
JBJ
8515
500
9207.5
1000
JWO
3730
1000
JWP
4100
1000
JWP
4750
1000
JWP
5930
1000
JWP
7407
1000
JWN
4785
500
JWN
5730
1000
JWJ
7830
1000
JWM
8940
500
JWL
10460
1000
JWI
1060
1000
2930
100
41 55 43 N
JBCK
850
10000
129 51 01 E
JBCK
i00
300
CHUK-TO ( CHIKU-TO )
34 13 18 N
?90
Cholla - namdo ( Zenra - nando )
125 51 00 E
JSG2
375
500
CHUNGGANJIN ( CHIDKOCHIN )
-41 40 N
P'yongan - pukto
126 50 E
( Heian - holcuclo )
HAMHUNG ( KANKO )
39 45 N
4'100
250
Hangyong - namdo
127 36 E
4750
250
( Kankyo - nando )
5930
250
5465
500
39 55 00 N
JBDK
780
50
127 31 28 E
JBDK
1050
250
Radiotelegraph -
Radiotelegraph -
Radiotelegraph -
Radiotelegraph -
Radiotelegraph -
Radiotelegraph -
Radiotelegraph -
Radiotelegraph -
Radiotelegraph -
Radiotelegraph -
Radiotelegraph -
Radiotelegraph -
Radio direction
Radio direction
Radio beacon.
point-to-point.
ship-to-shore and public service.
ship-to-shore.
point-to-point.
point-to-point.
point-to-point.
- meteorological
point-to-point.
point-to-point.
station.
point-to-point and ship-to-shore.
weather information.
point-to-point.
ander.
ander.
Unidentified radio installation.
Radiotelegraph - point-to-point and ship-to-shore.
Radiotelegraph - ship-to-shore.
Radiotelegraph - ship-to-shore.
Radiotelegraph - ship-to-shore.
Radiotelegraph - point-to-point.
Radiotelegraph - point-to-point.
Two towers on hill about 1/4 mi. SW of town.
Radio telegraph
Radio telegraph
Radio telegraph
Radio telegraph
Radio telegraph
Radiotelegraph
Radio telegraph
service.
Radiotelegraph
Radio telegraph
aeronautica
Radio telegraph
Radio telegraph
Radio telegraph
Radio telegraph
Radio telegraph
Radio telegraph
Radiotelegraph
Radiotelegraph
Radio telegraph
Radio telegraph
Radiotelegraph
Radiotelegraph
and radiotelephone - aeronautical
- point-to-point and ' public service.
and radiotelephone -- point-to-point and
I service.
- point-to-point and aeronautical service.
- point-to-point and aeronautical service.
- point-to-point and aeronautical service.
- point-to-point and aeronautical service.
- point-to-point and aeronautical service.
- point-to-point and aeronautical service.
- point-to-point and aeronautical service.
- point-to-point and aeronautical service.
- point-to-point and aeronautical service.
- point-to-point and aeronautical service.
Broadcasting station -opened June 1937.
Radio beacon.
Radio direction finder.
Radio direction tinder.
Radiotelegraph meteorological service.
Radiotelegraph point-to-point and aeronautical.
Radiotelegraph -- point-to-point and aeronautical.
Radiotelegraph -- point-to-point and aeronautical.
Radiotelegraph and radiotelephone - aeronautical.
Broadcasting station - opened Oct. 1938.
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STATION AND PROVINCE
COORDINATES
(APPROX )
IN DEGREES,
MINUTES AND
SECONDS)
TABLE VII - 10 Continued
CALL
LETTERS
FREQUENCIES
(KILOCYCLES)
POWER
(wATrs)
REMARKS
1NCH'ON (JINSEN or CHEMULPO)
Kyonggi ? do
(Keiki-clo)
37 28 N
126 36 E
? Two radio towers are on Wolmi-do (Getsubi-to) an
island on Inch'on-hang ( Jinsen-10).
I-RI (RI-RI)
35 56 40 N
J13111(
570
500 Broadcasting station ? opened Oct. 1938.
Cholla ? pukto (Zenra ? hokudo)
126 58 04 E
JBFIC
1100
500 Transmitting towers about 1 mi. E ef railwzy junction
E of In.
KANGNUNG (KORYO)
37 44 24 N
JWW
5350
1000 Radiotelegraph and radiotelephone ? aeronautical.
Kangwon-do (Kogen-cli5)
128 53 13 E
JWW
6593
1000 Radiotelegraph and radiotelephone ? aeronautical.
JWY2
1950
500 Radiotelegraph ? point-to-point.
JWY2
4265
500 Radiotelegraph ? point-to-point.
37 46 24
JWY
106
? Radiotelegraph ? ship-to-shore and public service.
128 55 42
JWY
143
? Radiotelegraph ? ship-to-shore.
JWY
437
? Radiotelegraph ? radio beacon and radio direction finder.
JWY
500
Radiotelegraph ? ship-to-shore and public service.
HANGMUN-DO (KOMON-TO)
34 05 40 N
JKM
190
100 Radiotelegraph ? point-to-point and ship-to-shore.
Cholla ? namdo (Zenra ? nandO)
126 36 15 E
JKM
315
Radiotelegraph ? radio direction finder and radio beacon.
JKM
375
100 Radiotelegraph ? ship-to-shore and radio direction finder.
JKM
500
100 Radiotelegraph ? ship-to-shore and radio direction finder.
KOMUN-DO (KYOBUN-TO)
34 01 N
JSP2
190
15 Radiotelegraph ? point-to-point.
Cholla ? namdo (Zenra ? nand(5)
127 19 E
JSP2
285
Radio beacon and radio direction finder installations
near southern point of island.
KWANGJU (KOSHII)
35 08 N
780
50 Broadcasting station ? opened in Sept. 1941. Reported
Cholla ? namdo (Zenra ? nanda)
126 56 E
1040
50 as not making regular broadcasts.
KWAN-NI (KAN-RI)
36 15
4100
250 Radiotelegraph ? point-to-point and aeronautical.
Ch'ungch'ong ? pukto
128 02
4750
250 Radiotelegraph ? point-to-point and aeronautical.
(Chasei ? hokudo)
5930
250 Radiotelegraph ? point-to-point and aeronautical.
5350
500 Radiotelegraph and radiotelephone ? aeronautical.
6593
500 Radiotelegraph and radiotelephone ? aeronautical.
KYONGSONG (KEIJO or SEOUL)
37 29 18 N
JBA
44
5000 Radiotelegraph ? point-to-point.
Kyonggi-do (Keiki-c15)
126 44 28 E
48.4
Radiotelegraph ? point-to-point.
53.6
Radiotelegraph ? point-to-point.
60
Radiotelegraph ? point-to-point.
JBB
65
2500 Radiotelegraph ? point-to-point.
86
Radiotelegraph ? point-to-point.
JBB
94
2500 Radiotelegraph ? point-to-point.
JBB
143
2500 Radiotelegraph ? ship-to-shore and public service.
JBB
150
2500 Radiotelegraph ? ship-to-shore and public service.
161
Radiotelegraph ? point-to-point.
170
Radiotelegraph ? point-to-point.
172
Radiotelegraph ? point-to-point.
178
Radiotelegraph ? point-to-point.
JBB
205
2500 Radiotelegraph ? point-to-point.
361
750 Radiotelegraph and radiotelephone ? point-to-point and
aeronautical.
JBB
394
2500 Radiotelegraph ? sliip-to-shore and public service.
JBB
500
2500 Radiotelegraph ? ship-to-shore and public service.
JWT
3262.5
500 Radiotelegraph ? point-to-point.
?
3450
? Radiotelegraph ? point-to-point.
JBW
4080
1000 Radiotelegraph ? point-to-point.
JWT
4387.5
500 Radiotelegraph ? point-to-point.
JBP
4500
1000 Radiotelegraph ? point-to-point.
JWG
4750
500 Radiotelegraph ? point-to-point and aeronautical.
?
4892.5
5000 Radiotelegraph ? meteorological.
5020
? Radiotelegraph ? point-to-point.
JBR
5080
1000 Radiotelegraph ? point-to-point.
5127.5
500 Radiotelegraph ? meteorological.
?
5220
? Radiotelegraph ? point-to-point.
JBB
5350
1000 Radiotelegraph and radiotelephone ? point-to-point and
aeronautical.
JBB
5465
1000 Radiotelegraph and radiotelephone ? point-to-point and
aeronautical.
JBB
6593
500 Radiotelegraph and radiotelephone ? point-to-point and
aeronautical.
JBB
6975
1000 Radiotelegraph and radiotelephone ? point-to-point and
aeronautical.
JBB
8515
1000 Radiotelegraph and radiotelephone ? point-to-point and
aeronautical.
5680
Radiotelegraph ? point-to-point.
JWT
5712.5
500 Radiotelegraph ? point-to-point.
JBQ
5930
2000 Radiotelegraph ? point-to-point.
6000
Radiotelegraph ? point-to-point.
6720
Radiotelegraph ? point-to-point.
6740
Radiotelegraph ? point-to-point.
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TABLE - 10 Continued
STATION AND PROVINCE
COORDINATES
( APPROX )
IN DEGREES,
MINUTES AND
SECONDS)
CALL
LETTERS
FREQUENCIES
( KILO*LES )
POWER
( WATTS ) REMARKS
KYONGSONG (KEIJO or SEOUL)
JBV
6800
500
Radiotelegraph -- point-to-point.
Kyonggi-do (Keiki-do) (Cont'd)
7.40
Radiotelegraph -- point-to-point.
7365
500
Radiotelegraph -- point-to-point.
JBY
7370
1000
Radiotelegraph -- point-to-point.
JWG
7407
500
Radiotelegraph point-to-point and aeronautical.
JBG
7700
2000
Radiotelegraph -- point-to-point.
JBD
7740
6000
Radiotelegraph -- point-to-point.
8560
Radiotelegraph -- point-to-point.
JBF
8760
2000
Radiotelegraph -- point-to-point.
JBO
9620
1000
Radiotelegraph -- point-to-point.
JBX
9670
1000
Radiotelegraph -- point-to-point.
JBB
9560
1000
Radiotelegraph -- point-to-point and aeronautical.
? JBU
9640
500
Radio telegraph point-to-point.
10640
5000
Radiotelegraph - meteorological.
JBN
10720
1000
Radiotelegraph point-to-point.
11240
Radiotelegraph -- point-to-point.
11400
Radiotelegraph - point-to-point.
JBC
11620
6000
Radiotelegraph point-to-point.
JBE
12960
1000
Radiotelegraph -- point-to-point.
14950
500
Radiotelegraph meteorological.
37 31 18 N
3640
- 500
Radiotelegraph point-to-poidt.
126 58 41 E
JBZ
6770
1000
Radiotelegraph - point-to-point and public service to
China.
CRhadioat.elegraph
JBZ
8115
1000
-- point-to-point and public service to
China.
37 32 52 N
JODK
710
10000
Broadcasting station - opened April 1933.
126 55 12 E
JODK
970
50000
Broadcasting station - opened April 1937.
Transmitter towers - 2 large and 2 small - 2 mi. W of
city, north of Han River and airport, and S of railway.
MAEGA-DO (13AIKA-TO or
34 42 30 N
JSQ2
285
Radio beacon.
KO-TO)
125 12 30 E
JSQ2
75
Radio direction finder.
Cholla - namdo
JSQ2
500
Radio direction finder.
(Zenra - nando)
MARA-DO ( BA RA-TO)
33 07 17 N
JSF2
295
?
Radio beacon.
Cholla - namdo (Zenra - nando)
126 15 02 E
JSF2
2850
20
Radiotelegraph - point-to-point.
MOKP'0 (MOPPO)
34 46 49 N
JWB
180
500
Radio telegraph point-to-point.
Cholla - namdo (Zenra - nandO)
126 22 59 E
JWC
2220
750
Radio telegraph - point-to-point.
3730
250
Radiotelegraph - point-to-point and meteorological.
JWC
4330
750
Radio telegraph - point-to-point.
JWC
760
500
Radiotelegraph - point-to-point.
JBH
117
500
Radiotelegraph - ship-to-shore and public service.
JBH
143
500
Radiotelegraph - ship-to-shore.
JBH
460
750
Radiotelegraph - ship-to-shore.
JBH
500
750
Radiotelegraph - ship-to-shore.
34 46 N
1000
500
Broadcasting station - opened Jan. 1940.
126 23 E
Location
i?
Large new military radio installation reported just north
not known
!
of Mokp'o.
NAN-DO (RAN-TO)
40 39 N
3480
20
Radiotelegraph - point-to-point.
Hamgyong - pukto
129 31 E
(Kankyo - hokudi5)
OCH'ONG-DO (OSEI-TO)
36 15 N
4550
50
Radiotelegraph - meteorological.
Ch'ungch'ong pukto
125 59 E
(Chasei - hokudo)
ORYUK-TO (GOROKLT-TO)
35 06 N
?
35000
2
Radiotelephone - point-to-point.
Kyongsang namdo
129 08 E
40000
2
Radiotelephone - point-to-point.
(Keisho - nand())
Oryuk-to is an island in Pusan-hang (Fusan-ko).
P'OHANG-DONG (HOKO-DO)
36 02 N
3460
Radiotelephone - point-to-point.
Kyongsang - pukto
129 18 E
(Keish6 - hokucki)
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STATION AND PROVINCE
COORDINATES
( APPROX )
IN DEGREES,
MINUTES AND
SECONDS)
TABLE VII - 10 Continued
CALL FREQUENCIES POWER
LETTERS (KILOCYCLES) ( WATTS )
PUSAN (PUSAN)
35 05 43 N
JET
101
750
Kyongsang - namdo
129 03 26 E
JET
143
750
(KeishO - nand6)
JET
215
750
JET
435
750
JET
500
750
JWV
3840
500
JWV
4830
500
JWV
5850
500
JWV
7940
500
JWV
9340
500
35 06 09 N
JBAK
650
250
129 02 10 E
JBAK
1030
250
35 05 N
129 05 E
P'YONGYANG (HEIJO)
39 01 N
4100
P'yongan - namdo
125 45 E
4750
(Heian - nanc16)
5950
5350
5465
6593
38 59 00 N
JBEK
820
500
125 44 26 E
JBBK
1090
500
SANGCH'UJA-DO ( JOSHOSHI-TO)
33 53 N
JSP
3300
500
Cholla - namdo
126 16 E
JSP
4340
500
(Zenra - nando)
SINUIJU (SHINGISHO)
40 06 00 N
JWR2
3480
100
P'yongan - pukto
124 23 35 E
JWS
4100
500
(Heian - hokuclo)
JWQ
9380
1000
JWR
7407
500
40 05 40 N
JWQ
4750
1000
124 22 54 E
JWQ
6593
500
JWQ
6975
1000
JWQ
9010
1000
40 06 00 N
JBZ
265
1000
124 25 35 E
JBZ
5350
500
JBZ
5465
500
8515
500
SOCITONG-DO (SHOSEI-TO)
37 45 36 N
JSS
190
100
Hwanghae-do (KOkai-d6)
124 43 45 E
JSS
295
100
SOHUKSAN-DO (SHO-KOKUSAN-TO)
34 05 24 N
JS02
375
Chdlla - namdo
125 06 06 E
JS02
500
(Zenra - nando)
34 05 37 N
JS02
300
125 06 00 E
JS02
2850
20
SOSA (SOSHA)
37 29 N
(Kyonggi-do (Keiki-do)
126 47 E
TAEGU (TAIKYO)
35 53 05 N
JSD
4750
250
Kyongsang - pukto
128 38 06 E
JSC
6593
250
(Keisho - hokudO)
JSF
9380
250
35 53 02 N
JSD
4100
100
128 36 48 E
JSD
5930
100
JSC
5350
100
8515
100
35 52 N
JBGK
800
500
128 35 E
JBGK
1070
500
TAECH'O-DO (DAISO-TO )
42 09 18 N
JWX
285
100
Hamgyong - pukto
130 17 02 E
JWX
375
?
(Kankyo - hokudO)
JWX
500
?
T'ONGYONG TOEI)
34 50 N
JWT
1850
Kyongsang - namdo
128 25 E
(Keisho - nando)
REMARKS
Radiotelegraph - point-to-point and ship-to-shore.
Radiotelegraph - ship-to-shore.
Radiotelegraph - ship-to-shore.
Radiotelegraph - ship-to-shore.
Radiotelegraph - ship-to-shore.
Radiotelegraph - point-to-point.
Radiotelegraph - point-to-point.
Radiotelegraph - point-to-point.
Radiotelegraph - point-to-point.
Radiotelegraph - point-to-point.
Broadcasting station - opened Sept. 1935.
Towers are near meteorological station west of main
piers.
Two masts near northern end of Mok-to (Makino-to)
in Pusan-hang.
Radiotelegraph
Radiotelegraph
Radiotelegraph
Radiotelegraph
Radiotelegraph
Radiotelegraph
- point-to-point and official service.
- point-to-point and aeronautical.
- point-to-point and aeronautical.
and radiotelephone - aeronautical.
and radiotelephone - aeronautical.
and radiotelephone - aeronautical.
Broadcasting station - opened April 1936.
Towers on low hill across Taedong-gang (Daido-k6) -
south of city - about mi. W. of Mitsubishi aircraft
plant.
Radiotelegraph - point-to-point.
Radiotelegraph - point-to-point.
Radiotelegraph
Radiotelegraph
Radiotelegraph
Radiotelegraph
Radiotelegraph
aeronautical.
Radiotelegraph
aeronautical.
Radiotelegraph
aeronautical.
Radiotelegraph
aeronautical.
Radiotelegraph
Radiotelegraph
Radiotelegraph
Radiotelegraph
Radiotelegraph
Radio beacon.
Radio direction
Radio direction
- point-to-point.
- point-to-point.
- point-to-point.
- point-to-point.
and radiotelephone
- point-to-point and
and radiotelephone -
and radiotelephone -
and radiotelephone -
and radiotelephone -
and radiotelephone -
and radiotelephone -
and radiotelephone -
- point-to-point.
finder.
finder.
point-to-point and
point-to-point and
point-to-point and
aeronautical.
aeronautical.
aeronautical.
aeronautical.
Radio beacon.
Radiotelegraph - point-to-point.
Large radio installation reported at Sosa, about 12 mi.
WSW of Kyongsong (Keijo).
Radiotelegraph - point-to-point.
Radiotelegraph - aeronautical.
Radiotelegraph - point-to-point.
Radiotelegraph - point-to-point and aeronautical.
Radiotelegraph - point-to-point and aeronautical.
Radiotelegraph and radiotelephone - aeronautical.
Radiotelegraph and radiotelephone - aeronautical.
Broadcasting station - opened Nov. 1940.
Radio beacon.
Radio direction finder.
Radio direction finder.
Radiotelegraph - point-to-point.
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TABLE VII - 10 Continued
STATION AND PROVINCE
COORDINATES
(APPROX)
IN DEGREES,
MINUTES AND
SECONDS)
CALL
LETTERS
FREQUENCIES
(KILOCI'CLES)
POWER
(WATTS)
REMARKS
ULLUNG-DO ( UTSURYO-TO )
37 31 55 N
JWZ
23120
50
Radiotelegraph ? point-to-point.
Kangwon-do ( Kagen-da )
130 51 36 E
JWZ
4905
50
Radiotelegraph ? point-to-point.
45150
1000
Radiotelegraph ? meteorological service.
ULSAN ( URUSAN)
35 33 23 N
JBM
200
500
Radiotelegraph ? aeronautical.
Kyongsang ? namdo
129 19 20 E
JBM
215
500
Radiotelegraph ? point-to-point and 1 aeronautical.
(KeishO ? nando )
JBM
3.33
500
Radiotelegraph ? aeronautical.
JBM
47150
500
Radiotelegraph ? aeronautical.
JBM
681P0
500
Radiotelegraph ? point-to-point and aeronautical.
JBM
9380
500
Radiotelegraph and radiotelephone ? aeronautical.
JBM
spo
500
Radiotelegraph and radiotelephone ? aeronautical.
JBM
53:50
?
Radiotelegraph and radiotelephone ? aeronautical.
JBM
6593
?
Radiotelegraph and radiotelephone ? aeronautical.
WONSAN ( GENZAN )
39 09 N
198
500
Radiotelegraph ? ship-to-shore.
Hamgyong ? namdo
127 30 E
1.19
500
Radiotelegraph ? ship-to-shore.
( Kanky5 ? nanch5)
398
500
Radiotelegraph ? ship-to-shore.
?
5104
500
Radiotelegraph ? ship-to-shore.
?
2850
200
Radiotelegraph ? point-to-point.
YOKCHI-DO ( YOKUCHI-TO )
34 38 N
JWU
21:20
100
Radiotelegraph ? point-to-point.
Kyongsang ? namdo
128 16 E
JWU
45140
250
Radiotelegraph ? point-to-point.
(KeishO ? nando )
75. Land Telegraph
Korea's land telegraph network has been extended to all
parts of the country to serve administrative, commercial, and
industrial needs. In recent years, however, a shortage of equip-
ment has caused serious curtailment of telegraph service, and
priorities have been established for transmission of telegrams.
A. Administration.
Control over equipment and operation of the land telegraph
network for public use, is held by the Communications Bureau
of the Government General. Special or private telegraph lines
are operated by railway, police, and military authorities.
Until 1937, when restrictions began to be imposed, tele-
grams could be sent in any language or code to all parts of the
world. Since 1941, telegrams sent or received in Korea must be
in either Japanese or Korean.
B. Network.
( FIGURE VII - 55)
Telegraph routes usually run parallel to railways and main
highways throughout Korea (FIGURE VII - 39). All important
cities and towns have telegraph service, and the larger centers
are generally ccnnected by alternative routes. There are also
land telegraph connections with Manchuria and China.
Main routes include the following:
1.
2.
3-
4.
5.
Pusan (Fusan) ? Kyongsong (Keijo) ? Sinuiju (Shingishii) --
Manchuria ? China.
Kyongsong ? Wonsan (Genzan).
Pusan ? Wonsan ? Ch'ongjin ? Unggi (Yap .
Kyongsong ? I-ri (Riri) ? Mokp'o (Moppo).
P'yongyang (Heija) ? Manp'ojin (Mampochin) ? Manchuria.
Some main telegraph lines have been installed underground
in recent years, but information on individual lines is in-
complete.
At Pusan at least 6 submarine cables link Korea with Japan
(Topic 77). From Japan other submarine cables, as well as
radiotelegraph service, are available for overseas and inter-
national telegrams.
TABLE VII - 11
TELEGRAPH SERVICE IN KOREA, 1939
Number of telegraph offices
Total routes (miles)
Length of wire (miles)
Number of Telegrams
Dispatched
Japanese language
Code
Other languages
Received
Japanese language
Code
Other languages
TOTAL
1,019
5,599
32,080
10,793,000
896,000
22,000
10,588,000
874,000
25,000
23,198,000
Most telegraph offices are in post offices, (FIGuRE VII - 51)
but 175 were for the exclusive use of telegraph and telephone.
FIGURE VII - 51. Kyongsong (Keilo).
View of General Post Office Building, Nandaimon Dori and Hasegawa-
Cho. Telephone and telegraph offices were also in this building. In 1935,
there was a large telephone exchange in the rear of this post office. 1920.
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Confidential TRANSPORTATION AND TELECOMMUNICATIONS
Page VII- 45
All telegraph installations are of Japanese make, and in
1935 about 25 "automatic typing machines" were in operation.
In cities and towns with telegraph facilities, telegrams are
delivered by messengers. Elsewhere they are delivered by mail.
C. Personnel and training.
Although most of the operators, linesmen, and laborers are
Koreans, supervisory positions are held by Japanese.
The Communications Bureau operates Employees' Training
Schools at Kyongsong and Pusan, and provides laboratory and
field training.
All employees handling messages must be proficient in Jap-
anese, and operators with a knowledge of foreign languages
were assigned to large cities before the war.
76. Telephone
Public use of telephones has never been extensive in Korea.
In 1939, only 53,306 telephone subscribers were reported, for
a population of over 22,000,000. However, the telephone sys-
tem extends throughout the country and important Korean
cities are connected by through telephone circuits with Man-
churia, China, and Japan (FIGURE VII - 55 ) .
The shortage of telephone equipment has become increasing-
ly serious in recent years.
A. Administration.
The telephone system is controlled and operated by the
Communications Bureau of the Government-General. Special
or private lines are operated by railways, Japanese military, and
police. In 1938, there were 254 police stations, 2,500 sub-
stations, and 197 border patrol offices scattered through the
country. Virtually all of these were connected by telephone.
Telephones for private use were installed subject to approval
of the Communications Bureau. Cost of installation was from
400-600 yen ( $100-150 U.S. ) . Delays of 6 months to a year
or more were common in making installations. The subscriber
did not acquire ownership of the telephone instrument, but only
of a number and of the right to use the telephone service. In
general, regular monthly rental fees provided only for local
ca. lls, and additional charges were made for the right to use
long-distance service, and for each long-distance call.
During the war drastic restrictions have been placed on the
use of telephones. Only the Japanese language may be used, and
all calls are subject to censorship. Under the "Telephone Service
Wartime Special Ordinance," passed in 1944, priority for
urgent" telephone service is based on the applicant's impor-
tance to the war effort. A special telephone service was also
planned for the most important war industries and agencies.
Telephone service can be cancelled and installations removed at
the discretion of the Communications Bureau.
B. Network.
( FIGURE VII - 55 )
Kyongsong (Keijo) is the center of Korea's telephone net-
work. Main circuits connect the following cities:
1. Pusan (Fusan) ? Taegu (Taikyti) ? Kyongsong ? P'yongyang
(HeijO) ? Sinuiju (Shingisha) ? and on to Harbin, Man-
churia. Alternative routes from Sinuiju and Mukden provide
connection with Tientsin, Pei-p'ing, Dairen and Port Arthur
(Ryojun).
2. Kyongsong ? Wonsan (Genzan) ? Ch'ongjin (Seishin) ?
Namyang-dong (Nanyo-do) ? and to Ch'ang-ch'un (Hsin-
ching) or Harbin, Manchuria.
3. Kyongsong ? I-ri (Riri) ? and Mokp'o (Moppo).
4. P'yongyang ? Manp'ojin (Mampochin) ? and on to Ssu-p'ing-
kai, Manchuria.
In general, telephone lines parallel railways and main high-
ways (FIGURE VII - 39). Reports indicate that some aerial lines
have been replaced by underground cables laid in concrete con-
duits.
Submarine telephone cables between Korea and Japan are
described in Topic 77 and FIGURE VII - 55 ) .
The Tokyo ? Mukden non-loaded telephone cable, completed
in 1930-40, runs underground through Korea (Topic 76, C,
(4) and FIGURE VII - 55).
C. Telephone facilities.
(1) Installations and use.
In proportion to the number of telephone exchanges in
Korea, the number of subscribers is very small (TABLE VII -
12) . The excess of local telephone calls over long-distance calls
also indicates the limited use of the telephone service.
TABLE VII - 12
TELEPHONE SERVICE IN KOREA, 1939
Offices
First Class
5
Telephone and telegraph offices
180
Telephone exchanges
278
Telephone offices
580
Public telephones
113
Total routes (miles)
7,142
Length of wire (miles)
174,777
Number of subscribers
'53,306
Calls
Local
303,451,000
Long-distance
4,850,000
(2) Exchanges and offices.
Most of Korea's telephone exchanges and offices are located
in post office buildings, although in a few larger cities separate
FIGURE VII - 52. Pusan (Fman).
View of Main Post Office. Telephone and telegraph offices were also
in this building.
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telephone buildings have been reported (FIGURE VII - 52).
By 1936, automatic exchanges were in operation in Kyongsong,
Najin (Rashin), Ch'ongjin, Wonsan, and Sinuiju.
(3) Telephone instruments.
Most of the telephone equipment used is of Japanese manu-
facture. Newer installations include desk-type dial instruments,
which are duplicates of American models. The greatest number,
however, connects with manual exchanges. In rural areas, most
instruments are wall hand-crank telephones.
(4) TOkyO ? Mukden telephone cable.
One of the most important telephone installations is the sec-
tion of the Tokyo Mukden non-loaded telephone cable com-
pleted in 1940. It is laid underground from Pusan to Sinuiju,
with repeater stations at Pusan, Miryang (Mitsuyo), Taegu,
Kumch'on (Kinsen), Yongdong (Eido), Yusong ( Jujo),
Ch'onan ( Tenan ) , Osan (Usan), Kyongsong, P'yongyang, and
Sinuiju. There are probably several other repeater stations be-
tween Kyongsong and Sinuiju.
For a distance of 8 to 16 kilometers on either side of each
repeater station there are 2 separate cables. Other sections of
the cable are covered with static shields to reduce "cross-talk"
interference to a minimum.
D. Shortage of telephone equipment.
The supply of telephone equipment has been inadequate for
many years. The shortage became serious after 1931, when
much equipment that would normally have been imported fromn
Japan began to be diverted to Manchuria. In 1936, there were
over 8,000 applications for telephone service; only about 2,200
were filled. The Communications Bureau has even resorted to
lotteries as a.means of allocating service, and telephone brokers
have received up to several thousand yen from the sale of a
single installation.
The industrial expansion in Korea has imposed an additional
strain on the telephone system, which in 1939 had only 1 sub-
scriber for every 400 people. Repeated appeals have been made
for voluntary gifts of telephone equipment for military use, and
war-time restrictions have become increasingly severe (Topic
76, A).
E. Personnel and training.
All employees must convince the authorities of their loyalty
to Japan, and switchboard personnel must be proficient in the
Japanese language. Most of the operators in public telephone
exchanges are Korean women, but most of the supervisors are
Japanese women. Many large firms have Korean switchboard
operators, but government and semi-government offices almost
invariably employ Japanese operators.
Linesmen, technicians, and officials are mostly Japanese; as-
sistants and practically all laborers are Korean. The Communica-
tions Bureau provides technical instruction at the Employees'
Training Schools at Kyongsong and Pusan.
77. Submarine Cables
At least 10 submarine cables connect Korea with Japan. The
landings in Korea are mostly in the vicinity of Pusan (FIGURE
VII - 55). The cables, which were laid between 1883 and 1940,
include several through circuits for telegraph or telephone serv-
ice between Japan, Korea, and Manchuria. In general, main-
tenance has been poor and interruptions of service have been
frequent.
A. Administration.
All submarine cables between Korea and Japan are under the
direct control of the Transportation and Communications
Ministry of the Japanese Government. Actual operations are
nominally in the hands of the International Telecommunica-
tions Company, which is, however, a government-sponsored
monopoly. Control and operation of land telegraph and tele-
phone facilities, which connect with these cables in Korea, are
functions of the Communications Bureau of the Government
General of Korea (Topics 75, A and 76, A ) .
B. Equipment.
Although most of the equipment used in older cables was
imported from Europe or the United States., an increasing pro-
portion of Japanese equipment was used in later years. Japan
claimed to be virtually self-sufficient in the production of
cable and cable equipment a few years before the war.
The Japanese had .3 cable-laying ships in 1938, and it is
likely that those formerly used by foreign cable companies in
the Far East have been taken over by the Japanese.
C. Maintenance.
All of the telephone cables and several of the telegraph
cables have been laid within the past 15 years. However, replace-
ment of weak sections has not been uniform, and many of the
older lines are in very poor condition. Interruptions of service
caused by mechanical faults were increasing rapidly before
the war.
D. Network.
(1) Routes and centers.
The submarine cable network not only connects Korea and
Japan, but is a part of through circuits between japan and Man-
Churia. It is supplemented by radiotelegraph and radiotelephone
services.
At least 6 cables from the vicinity of Pusan, Korea, land near
Shimonoseki, Japan. Five of these are telegraph lines to Yo-
Shimi, and the other is a telephone cable to Murotsu.
There are also telegraph and telephone cables between
Pusan and Yobuko (Saga-ken) , Japan, via Tsushima and Iki.
Koje-do (Kyosai-th) is linked to Tsushima by at least 2 tele-
graph cables (FIGURE VII - 55). Another telegraph cable con-
Uects Wonsan (Genzan) , Korea, and Chikumi (near Matsue) ,
Japan, via Ullung-do (Utsuryo-ta) (FIGURE VII - 55).
(2) Important installations.
A submarine telephone cable between Pusan and Yobuko,
Japan, via Tsushima and Iki, was completed in 1933. It is a
loaded 4-pair cable. The section between Pusan and Tsushima
was manufactured by Furukawa Electric Company of Japan,
and the one from Tsushima to Yobuko was made by Felten
Guilleaume Karlswerke A. G. of Germany.
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One of the most important cable installations between Korea
and Japan is a section of the Tokyo ? Mukden Telephone Cable
from Nogita (Fukuoka-ken) , Japan, to Pusan, via Iki and
Tsushima. The equipment was entirely Japanese and the cable
is reported to be a "28 core" type. Conductors are about 1.9
millimeters in diameter and are twisted in pairs. The entire
cable has paper insulation and is sheathed with lead. Repeater
stations are at Fukuoka, Japan; Mushozu (Gonoura), Iki; GO-
saki, Tsushima; and Pusan, Korea (FIGURE VII - ). Two
independent cables were laid on either side of repeater stations
for distances varying from 2 to 15 kilometers, to prevent "cross-
talk" interference. Other sections of the cable are covered with
special magnetic and static shields. The submarine sections of
FROM
( JAPANESE NAMES IN PARENTHESES)
Che-do (Cho-to), Korea
IndOji, Iki
IndOji, Iki
the Tokyo ? Mukden Telephone Cable were laid in. 1937, al-
though the entire circuit was not completed until 1940 (Topic
76, C).
E. New construction.
Little information is available on recent cable installations
in Korean waters. Even before the war the Japanese recognized
the military significance of information on cables. "Prohibited
areas," from which foreigners are excluded, have included
several possible cable landings. Report of a projected non-
loaded telephone cable from Yobuko to Shanghai via Cheju-do
(Saishd-tO) has not been confirmed.
TABLE VII - 13
SELECTED SUBMARINE CABLES ? KOREA
LOCATION OF
LANDING. COOR-
DINATES IN DE-
GREES, MINUTES
AND SECONDS
To
(APPROX.) ( JAPANESE NAMES IN PARENTHESES)
35 01 30 N Kadok-to (Katoku-to), Korea
128 44 30 E
33 44 15 N Yobuko (near Saga) , Japan
129 46 45 E
33 44 15 N Nogita (near Fukuoka), Japan
129 46 45 E
lzuhara, Tsushima 34 11 45 N
129 17 40 E
Izuhara, Tsushima 34 11 45 N
129 17 40 E
Kechi, Tsushima 34 16 15 N
129 20 00 E
Kechi, Tsushima 34 16 15 N
129 20 00 E
Kechi, Tsushima 34 16 15 N
129 20 00 E
Koje-do (Kyosai-t? Korea 35 00 35 N
128 42 30 E
Koje-do (Kyosai-to), Korea 35 00 35 N
128 42 30 E
Komun-do (Kyobun-to), Korea 34 01 N
127 19 E
Komun-do (Kyobun-t6), Korea 34 01 N
127 19 E
Kuyong-ni (Kyfi.ei-ri) on Koje-do, Korea 35 01 40 N
128 43 30 E
Mushozu (Gonoura), Iki 33 43 45 N
129 40 50 E
Mushozu (Gonoura), Iki 33 43 45 N
129 40 50 E
Okino-shima, Tsushima-kaikyo 34 14 12 N
130 06 22 E
Pusan (Pusan), Korea 35 07 26 N
129 07 11 E
Pusan (Fusan), Korea 35 04 30 N
129 01 19 E
Pusan (Fusan), Korea 35 04 30 N
129 01 19 E
Pusan (Fusan), Korea 35 04 30 N
129 01 19 E
Pusan (Fusan), Korea
Pusan (Fusan), Korea
Mushozu (Ganoura), Iki
Mushozu (Ganoura), Iki
Okino-shima, Tsushima-kaikya
Yobuko (near Saga), Japan
Mushozu (GOnoura), Iki
Tsutsu (Sottogahama), Tsushima
GO-saki, Tsushima
Dairen, Kwantung Leased Territory
Sasebo, Japan
Che-do (Cho-t?) , Korea
Yobuko (near Saga), Japan
Yobuko (near Saga), Japan
Tsuno-shima, Japan
Murotsu (near Shimonoseki), Japan
Komodo, Tsushima
Go-saki, Tsushima
Go-saki, Tsushima
35 04 30 N Yoshimi (near Shimonoseki), Japan
129 01 30 E
35 04 30 N Yoshimi (near Shimonoseki), Japan
129 01 30 E
AND VICINITY
LOCATION OF
LANDING. COOR-
DINATES IN DE-
GREES, MINUTES
AND SECONDS
LENGTH
DATE IN NAUTI-
(APPROX.) LAID
35 02 15 N
128 48 40 E
33 32 30 N
129 54 35 E
33 37 25 N 1937
130 09 50 E
33 43 45 N
129 40 50 E
33 43 45 N
129 40 50 E
34 14 12 N
130 06 22 E
33 32 30 N
129 54 35 E
33 46 10 N
129 40 45 E
34 06 30
129 12 50
34 19 20
129 13 08
38 53 N
121 35 E
33 15 N
129 45 E
35 01 30
128 44 30
33 32 30
129 54 35
33 32 30
129 54 35
34 20 N
130 52 E
34 08 02 N
130 53 10 E
34 13 55 N
129 11 35 E
34 19 20 N
129 13 08 E
34 19 20 N
129 13 08 E
CAL MILES TYPE OR NUMBER
Telegraph
3 cables
- Telegraph
1 cable
22.1 Telephone
28-core
(Tokyo ? Mukden
line).
1883 41.3 Telegraph
1-core
1895 43.3 Telegraph
1-core
1904 42.4 Telegraph
1-core
- Telegraph
1 cable
1937 36.7 Telephone
28-core
(Tokyo ? Mukden
line).
1904 72.9 Telegraph
1-core
1904 61.0 Telegraph
1-core
1904 538 Telegraph
1-core
1904 147.4 Telegraph
1-core
- Telegraph
I cable
1924 19.6 Telephone
4-core
1924 18.7 Telephone
4-core
1904 44.2 Telegraph
1-core
1926 116.5 Telephone
2-core
1883 54 Telegraph
1-core
1933 49.1 Telephone
4-core
1937 49.7 Telephone
28-core
(Tokyo ? Mukden
line).
117.6 Telegraph
1-core
117.3 Telegraph
1-core
34 03 30 N 1912
130 54 00 E
34 03 30 N 1918
130 54 00 E
Approved For Release 2006/09/25 : CIA-RDP79-01144A000900010007-5
Page Vii- 48
Approved For Release 2006/09/25 : CIA-RDP79-01144A000900010007-5
TRANSPORTATION AND TELECOMMUNICATIONS
Confidential
FROM
( JAPANESE NAMES IN PARENTIIESES)
Pusan (Pusan), Korea
Pusan (Pusan), Korea
Pusan (Pusan),, Korea
Pusan (Pusan), Korea
Songsan-ni (Jasan-ri),
Cheju-do (Saishu-to), Korea
Songsan-ni (Jasan-ri),
Cheju-do (Saisha.445), Korea
Tsutsu (Sottogahama), Tsushima
Ullung-do (Utsurya-ta), Korea
Wonsan (Genzan), Korea - via
Suwon-dan (Suigen-tan), Korea
Yosu (Reisui), Korea
LOCATION OF
LANDING. COOR-
DINATES IN DE-
GREES, MINUTE
AND SECONDS
(APPROX.)
35 04 30 N
129 01 30 E
35 04 30 N
129 01 30 E
35 04 30 N
129 01 30 E
35 06 30 N
129 05 30 E
33 28 N
126 55 E
33 28 N
126 55 E
34 06 30 N
129 12 50 E
37 28 35 N
130 54 00 E
39 11 12 N
127 _29 00 E
34 43 50 N
127 43 40 E
TABLE VH - 15 Continued
LOCATION OF
LANDING. COOR-
DINATES IN DE-
GREES, MINUTES
To AND SECONDS
( JAPANESE NAMES IN PARENTHESES) (APPROX.)
Yoshimi (near Shimono'Fki), Japan 34 03 30 N
130 54 00 E
Yoshimi (near Shimonokki), Japan 34 03 30 N
130 54 00 E
Yoshimi (near Shimonoseki), Japan 34 03 30 N
130 54 00 E
Mok-to (Makino-ta), 1