CHINA RAILROAD CONSTRUCTION SINCE 1970

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79T01098A000200130001-0
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 26
• Document Creation Date: December 12, 2016
• Document Release Date: June 21, 2002
• Sequence Number: 1
• Publication Date: April 1, 1974
• Content Type: REPORT

Approved For Release 2002/08/21 : CIA-RDP79T01098A000200130001-0
Secret
China: Railroad Construction Since 1970
Secret
ER RP 74-7
April 1974
Copy NO
Approved For Release 2002/08/21 : CIA-RDP79T01098A000200130001-0
4
25X1
25X1 Approved For Release 2002/08/21 : CIA-RDP79T01098A000200130001-0
Next 1 Page(s) In Document Exempt
Approved For Release 2002/08/21 : CIA-RDP79T01098A000200130001-0
SECRET
Approved For Release 200'
25X1A
25X1A
/08/21 : CIA-RDP79T01
CHINA: RAILROAD CONSTRUCTION SINCE 1970
KEY FINDINGS
? By the end of 1973 the Chinese rail network had been
extended to more than 44,000 kilometers (km),I a 10%
increase in three years and twice the length of the
pre-Communist network.
? In 1971-72 a railroad construction boom comparable to the
boom of the late 1950s took place; a minimum of 3,540
km of new railroad line were completed, or an average of
1,770 km per year.
? In 1973 the tempo of finished construction dropped sharply,
with only about 720 km of line being completed.
? In 1971-73, progress was made in double-tracking important
segments of line in the populous East, and several hundred
kilometers were electrified, mainly in the mountainous areas
of Szechwan and Shensi. Also emphasized was the
construction of industrial and mining spurs, new and
expanded rail yards and transfer facilities, and additional
repair facilities.
? Since 1970, the Southwest and Central-South Regions have
been the highest priority areas for new railroad construction;
an east-west trunk line has been completed, linking the key
internal province of Szechwan directly with the eastern part
of the country; and construction has continued at a fast pace
on the new north-south trunk line, located west of the main
Peking-Canton north-south line.
? China's rail network will expand to perhaps 50,000 km by
1980. China will continue the steady modernization of the
system with help from Japan and the West.
1. The length of the network refers to the length of main and branch lines and excludes
double-tracks, passing tracks, sidings, spur lines, and the like.
Note: Comments and queries regardinr this publication are welcomed. They
may be directed to of the Office of Economic Research,
Approved For Release 2002/08a?W1r)P79T01098A000200130001-0
398A000200130001-0 25X1
25X1
Approved For Release 2002/08/2E0kIREIP79T01098A000200130001-0
DISCUSSION
Introduction
1. During the early 1960s railroad construction in China was at a
low ebb. In the aftermath of the disastrous Leap Forward (1958-60), China
had considerable unused rail capacity and thus allocated its investment
resources elsewhere. The rail network was expanded by only 6% in the
four years 1961-64.
2. A renewed attempt begun in the mid-1960s to expand and
improve the network was interrupted by another period of political
turbulence, the Cultural Revolution (1966-69). Because of the increase in
rail freight traffic as the Cultural Revolution was winding down and the
growth of new industrial and mining facilities in outlying areas, the
government again embarked on a big rail construction program in the late
1960s and early 1970s.
3. Major railroad construction projects in the PRC have normally
been undertaken by railroad engineering divisions of the People's Liberation
Army (PLA). These engineering units have specialized in skilled railroad
construction work, such as tunneling and bridgebuilding. They have
occasionally been used on non-railroad projects where construction was
particularly difficult. A highly disciplined, well-trained, and mobile
construction force, they have been aided by local gangs of civilian workers
who do mostly pick-and-shovel work. In lightly populated areas that have
few civilian workers to draw on, the PLA units will do most of the job
themselves. Much of the work of the engineering divisions in recent years
has been in the rugged central and southwestern sections of the country
and in the northeastern border area.
4. This publication examines railroad construction activity in China
since 1970, with emphasis on the important new lines constructed during
the three years 1971-73. An Appendix contains information on both major
and minor standard gauge lines, including many branch lines. The standard
breakdown of China into six regions (Northeast, North, East, Central-South,
Northwest, and Southwest) has been used. An outline map, Figure 1, gives
the general pattern of railroad development in China. A foldout map inside
the back cover provides detail on the whole system as of February 1974.
Pace of New Railroad Construction
5. Construction of railroads in China revived strongly in 1969-70
and accelerated in 1971-72. This burst of construction activity is reminiscent
Approved For Release 2002/08/21 : CIA-RDP79T01098A000200130001-0
SECRET
Approved For Release 20133/118REACIA-RDP79T01098A000200130001-0
Peoples Republic of China: RAILROAD DEVELOPMENT
tUrumchi
? _
-
.Lhasa
1 Huai-jou to Tung-liao
2 rung-hsien to Peking-Tientsin-Shen-yang rail line
3 Peking to Yuan-Ong
4 Yang-ping-kuan to An-k'ang
5 Wu-han to Chung-ch'ing
6 Lo-yang to Liu-chou
7 Chu-chou to Kuei-ting
51124.10 3-/4 (540195)
Under construction at the end of 19 '3
Completed 1971-1973
Completed 1950-1970
Existed at the end of 1049
Figure 1
-hsten
Tientsin
Yang-p'insykuen
of the 1950s. During the period of the First Five-'ear Plan (1953-57) an
average of 1,070 km of new railroad line was ?per ed to traffic each year
(see Table 1), and 11% of state investment in capita! construction was
expended on the railroads.
6. In late 1970, Premier Chou En-lai ann ninced a new Fourth
Five-Year Plan for 1971-75, without providing deta Is on policy or targets.
Approved For Release 2002/08/21 : CIA-RDP79T01098A000200130001-0
SECRET
25X1 C
Approved For Release 2002/08/i1hdi1AgEP79T01098A000200130001-0
Table 1
China: Railroad Line Complete&
Kilometers
Total
Approximate Average
Per Year
1953-57
5,340
1,070
1958 - mid-1961
3,426
980
Mid-1961 -mid-1964
984
330
Mid-1964 - fall 1965
1,408
1,130
Fall 1965 - fall 1968
1,861
620
Fall 1968 - end of 1970
1,951
870
1971-73
4,260
1,420
1971-72
3,540
1,770
1973
720
720
1. These data are based on satellite photography, material published by the
Chinese in the press, and Chinese railroad passenger timetables.
One priority under this plan was improvement of the internal transportation
system. 15% of total state investment was
earmarked for railroad expansion during 1971-75. State investment in
railroad equipment and facilities probably had been beefed up as early as
1969, and tangible results already were apparent in 1971-72, when a
minimum of 3,540 km of new railroad line was completed. The two years
were also noteworthy for a crash program to upgrade all aspects of the
existing network. Figure 2 compares the growth of the railroad network
with the growth of rail freight traffic and the freight car fleet.
7. In 1973 the tempo of finished rail construction slowed
perceptibly. We surmise that a planned phase in railroad construction had
been largely completed and/or that the great increase in resources allocated
to the strengthening of industry and agriculture precluded a continued high
level of railroad construction. Track laid in 1973 amounted to about 720
km, compared with an average of 1,770 km per year in 1971-72. Work
was nearly completed or suspended on projects in the Southwest and
Northwest and continued slowly on two lines in the East. In the North,
construction was initiated on a couple of bypass lines and in the Northeast
on a new line with strategic significance. In the Central-South Region,
construction continued at an intense pace on the new north-south line.
This general pattern is consistent with exhortations by Peking to
3
Approved For Release 2002/08/1itIVP79T01098A000200130001-0
Approved For Release 2filiM2hTCIA-RDP79T01098A000200130001-0
PEOPLE'S REPUBLIC OF CHINA: Growth of the Railroad Network,
Rail Freight Traffic, and the Fri ight Car Fleet
INDEX 1957=100
500
400
300
200
100
90
00
70
00
50
40
30
Freight Car Fleet
20 V
Railroad hetwork
10
19491150 1955 1950 1965
563512 3.74
1870 1973
construction officials throughout 1973 to concentrat( on and finish up key
investment projects.2
Regional Pattern of Construction
8. The highest priority areas for new railroad construction in China
in 1971-73 were the Southwest and Central-South Regions. More than 2,000
2. At the same time, the Chinese have been working feverishly to co nplete the Tan-Zam railroad
in Africa ahead of schedule. Construction on this 1,850-km rail link between the copper belt of
Zambia and the Tanzanian port of Dar es Salaam was formally inaug- rated in October 1970 with
completion scheduled for 1975 or 1976. The 965-km section in Tanza ia, which traverses the most
difficult terrain of the entire line, was finished in August 1973. At the teak of activity an estimated
15,000 Chinese technicians and laborers and 35,000 Tanzanians wer employed on the project.
Completion of tracklaying on the entire line probably will take pla.e by the end of 1974.
4
Approved For Release 2002/08/21 : CIA-RDP79T01098A000200130001-0
SECRET
Approved For Release 2002/08/H
&P AM=
DP79T01098A000200130001-0
km of new rail line were completed in these areas, almost half of the national
total:
Railroad Line Completed
Kilometers
Percent
Total
4,260
100
Northeast
590
14
North
655
15
East
565
13
Central-South
1,020
24
Northwest
385
9
Southwest
1,045
25
Southwest
9. During the latter part of the 1960s and the early 1970s the
Southwest Region of China was a priority area for new railroad construction.
The highlight was the completion in 1970 of the Chleng-tu - K'un-ming
line, one of the world's greatest engineering projects. This line, built at
a cost of $3 billion, was the most ambitious and probably the most
expensive engineering project the PRC has ever undertaken.
10. Another recently completed line is the 1,350-km Wu-han -
Ch'ung-ch'ing line, a major portion of which is in the Southwest Region.
This line has not been opened to regular rail traffic as yet; many facilities
necessary to the operation of the line are still in the early stages of
construction. Because the line is subject to landslides and flooding,
considerable effort will be required to keep it open. The line, which provides
the first direct rail route from the Szechwan Basin to the eastern part of
China, connects with the two major north-south rail lines at Hsiang-fan
and Wu-han.
11. Several important branch lines (listed in the Appendix) were also
completed in 1971-73 in the Southwest. Generally these lines serve extensive
new mining operations and related industries.
Central-South
12. Construction in the Central-South Region during 1971-73 was
dominated by work on two major lines: the north-south Lo-yang - Liu-chou
line, and the east-west Chu-chou - Kuei-ting line. Several important branch
lines were also completed in this region by the end of 1972 (see the
Appendix).
5
Approved For Release 2002/08/21 : CIA-RDP79T01098A000200130001-0
SECRET
25X1D
25X1D
Approved For Release 21:16i/6IW:ICIA-RDP79T01098A000200130001-0
13. Construction of the 1,400-km Lo-yang - Liu-chou rail line
(formerly known as the Lo-yang - Lou-ti line) ? the najor new north-south
line in Ronan, Ilupeh, Hunan, and Kwangsi Province; ? progressed rapidly
after 1969. By the end of 1970 the line was con,plete to the Yangtze
River, where the fourth major bridge to span he river was nearing
completion. By July 1972, rail construction activi y in the early stages
extended as far south as Huai-hua on the Chu-chou - Kuei-ting line. By
August 1972, new construction running north from tie vicinity of Liu-chou
had been confirmed as a major new rail line, whic i would extend north
to Huai-hua and link up with the line being built sc uth from the Yangtze
River. By late 1973, track had been laid south &on the Yangtze to the
border of Ilunan Province, and an intense effort to extend the roadbed
was taking place both north and south of Huai-hua. The Lo-yang - Liu-chou
line will provide a third route for heavy north-sout i traffic. Already it is
opening up new areas for industrial development.
14. The 790-km Chu-chou - Kuei-ting line vas completed in 1972
after an intensive construction effort. Whereas the line had appeared to
be abandoned in 1969, by February 1972 almo 400 km had been
constructed west of Hsin-hua. The line was compine before the end of
the year. This line slashes the distance between the main north-south line
at Chu-chou and points west of Kuei-yang. It also w 11 aid in the economic
development of Kweichow and Hunan Provinces.
15. The major rail lines recently completed aid opened to traffic in
Southwest and Central-South China have facilitated the movement of rail
traffic into and out of Yunnan Province.
North
16. Several important lines in North Chin: were completed or
substantially extended in 1971-73. The 400-km Pel:ing - Yuan-piing line,
on which construction was resumed in 1969, was ;ompleted by January
1972. This line provides an additional route to th interior from Peking
and opens parts of Shansi and Hopeh Provinces to mining and industrial
development. Numerous industrial and mining spurs linning from the main
line are already in use. Nearby, the Ning-wu - Ko-lan branch line, completed
in June 1971, provides rail service to the Wu-chai m ssile facilities and also
supports agricultural activity in the area.
17. Between December 1972 and March 1973, construction began on
a new 182-km rail line running east from Peking toward a point north
6
Approved For Release 2001ek1E:flA-RDP79T01098A000200130001-0
Approved For Release 2002/08/2SECKM1'79T01098A000200130001-0
of rang-shan on the Peking - Tientsin - Shen-yang rail line. In the fall
of 1973, construction was proceeding rapidly, with track being laid from
both ends of the line. Only the 50-km center section remained to be
completed. This line will bypass the major industrial center of Tientsin and
the port of rang-ku and provide a shorter and faster rail route to
northeastern China by way of the double-tracked coastal rail line through
Shen-yang.
18. Work also continued on the 190-km Hsiang-yuan - Yu-ezu line,
the northern extension of the Lo-yang - Liu-chou line. Although only 58
km of track were laid during 1971-73, much of the roadbed was ready
for track, most bridge piers were complete, and roadbed construction was
in progress on the remainder of the line.
Northeast
19. Emphasis in the Northeast in 1971-73 was placed on
(a) continuing a line into the forestry regions of Heilungkiang Province,
(b) building connecting segments between several of the main trunk lines
in order to improve the flexibility of the system, and (c) initiating
construction on a new line with both economic and strategic significance.
Several key branch lines were also completed, as indicated in the Appendix.
20. The 490-km 101-1u-ch'i - Mo-ho area rail line was finished by
November 1972 as far as a point about 217 km northwest of Ku-chli-ku.
As of September 1973, further roadbed construction was observed extending
southward. This extension apparently will connect with the end of the line
north of Chin-ho. The new line serves major forestry and mining activities
in this area and provides improved access to the Sino-Soviet border.
21. A major 240-km connecting line was completed in November
1972 in Liaoning Province between Chin-hsi on the Peking - Shen-yang line
and Li-chia-wo-p'eng on the interior Peking - Hsin-min line. The new line
improves the flexibility of the rail net in this section of the Northeast and
opens up a rugged area of Liaoning Province to further industrial
development.
22. Another connecting link completed in June 1971 runs between
Chlang-ch'un and Chlien-kuo-erh-lo-ssu. This line supports the petroleum
industry by providing a shorter route from the Ta-chling oil fields ? which
produce about a fourth of China's petroleum ? to the major cities and
refineries along the Shen-yang - Ch'ang-ch'un rail line.
23. Construction on the 700-km Huai-jou - T'ung-liao line was
initiated after April 1973. By the end of the year, construction on segments
7
Approved For Release 2002/08/21 : CIA-RDP79T01098A000200130001-0
SECRET
25X1C
25X1B
25X1B
Approved For Release 299w_orgrj1f CIA-RDP79T01098A000200130001-0
of the line was under way northeast of Huai-jou; in the vicinity of Ch'eng-te,
Lung-hua, and Ch'ih-feng; and southwest of T'ung-liac. When complete this
line will open hitherto inaccessible areas of Hopeh, Liaoning, and Kirin
to economic devel nment and will improve loiristi.s for military units
northeast of Peking.
it had been rumored that construction of the line was to be undertaken
by units of the Railroad Engineering Corps.
East
24. In the East, work continued on the Wu-hit - Kuei-ch'i line. By
September 1973 the southern segment of this line wa complete to a point
42 km north of Lo-p`ing and the northern segment to a point 47 km
southeast of the junction with the Wu-hu - T'ung-Ing branch line. The
- Fu-yang line, which serves local agricultural nd industrial activity,
was complete in March 1971. Several other import nt branch lines were
also finished by the end of 1972 (sec the Append x).
Northwest
25. In the Northwest, work progressed on severil key lines in 1971-73
and started on a new line that eventually may exter d to the far western
part of Sinkiang Province. Construction continued on the 58-km northwest
extension of the projected 1,200-km Lan-chou - T:aidam Basin line and
on the 50-km mining spur extending north from the head of construction
on the main line. At the end of 1972, construction was complete on the
main line extension, and by the end of 1973, constliction was probably
also complete on the mining spur. No evidence has yet come to light of
further construction westward along the projected a ignment of the main
line toward the Tsaidarn Basin. If the main line is e rentually extended to
the west, it will improve access to the mineral-ri,th Basin and to the
strategically important Tsinghai-Tibet highway.
26. Between June 1971 and February 1972 a new rail construction
project was started in the vicinity of the Turfan rail- :o-road transshipment
point on the Lan-chou - Urumchi line in Sinkir ng Province. During
April-October 1972, construction progressed slowly west-southwest from
Turfan Station for about 70 km. By March 1973 'telecommunications
line extended 27 km farther to the southwest
l'T e purpose of this rail
construction and the eventual terminus o the line have not been
determined. However, the line seems to run gene 'ally parallel to, but
northwest of, the road that connects Turfan Statio i with Kashgar, some
1,200 km to the southwest. The rail line may follow the road for at least
230 km
8
Approved For Release 2002/08/21 : CIA-RDP79T01098A000200130001-0
SECRET
25X1B
25X1B
Approved For Release 2002/08/2$ V6k-k-rTp79T01098A000200130001-0
where another road branches off to the south
the line is to be completed
to Ku-erh-le by 1974 and then is to be extended to Kashgar.
27. Other important lines in the Northwest include
? the Yang-p'ing-kuan - An-leang line, which was completed
in October 1972 and connects the Pao-chi - Ch'eng-tu line
with the Wu-han - Ch'ung-ch'ing line;
? the Yen-hang - Chlu-wo-hsien line, on which construction
was complete in 1971 to the Huang Ho, where a new rail
bridge was nearly finished in November 1973; and
the Ho-chia-chluan - Ta-la-chlih area line, which was built
through rugged terrain to a mining area north of Ta-la-chlih
and will serve mining and industrial facilities alone the route.
Double-Tracking and Electrification
28. During 1971-73 the Chinese pushed on with their double-tracking
program, but they have not emphasized this aspect of railroad development.
In March 1971, double-tracking of a 30-km segment of the Pao-chi -
Ch'eng-tu line was concluded. This project involved the construction of eight
major bridges, eight large tunnels, and numerous smaller bridges and tunnels.
In January 1972, double-tracking of the final 11 km of the 85-km rail
segment between the west suburbs of Peking and Huai-lai was also
completed. These two projects were designed to increase line capacity in
sections of the country where difficult terrain predominates. The final gap
in double-tracking on the Peking - Ta-t'ung line was closed in March1973,
when construction was finished on two bridges northeast of Huai-an.
29. Further double-tracking was also under way in 1972-73 on several
sections of the Tientsin - Suchow line. In March 1973 a 20-span bridge
and 5 km of track paralleling the existing rail line were completed about
5 km south of Te-chou. Between Tsinan and Tai-an a total of about 56
km had been double-tracked, and roadbed and bridge construction were
continuing along three other short segments. Once the Tientsin-Suchow line,
which carries Peking-Shanghai traffic, is completely double-tracked, the
capacity of China's most easterly north-south trunk line will be substantially
increased.
9
Approved For Release 2002/08i1g&-MP79T01098A000200130001-0
25X1B
25X1B
25X1D
25X1D
25X1C
Approved For Release Ada/NI; CIA-RDP79T01098A000200130001-0
30. Another important double-tracking project was
etween Kuei-yang and Kuei-ting in Kweichow lrovince. This project
will eliminate a bottleneck caused by the completicn of the Chu-chou -
Kuei-ting line in 1972. Once the new double-trackirg project is finished,
traffic will be able to flow freely on the major norn-south line between
Chitmg-ch'ing and Liu-chou and the major east-west Ii le between Chu-chou
and Klun-ming, both of which use the same secti m of track between
Kuei-yang and Kuei-ting.
32. the Chinese are interested
in improving their domestic transport system througl- the electrification of
existing rail lines. Advantages of electrification incluc e improved operating
efficiency and reduced operating costs. According to the Chinese,
electrification of the Feng-hsien - Kuang-yuan sec-ion of the Pao-chi -
Ch'eng-tu line means that about 10,000 additional metric tons of freight
can be carried on this section each day, compared 1/ith the previous level
of steam operations. With possibly 90 large mainlin electric locomotives
available as of the end of 1973, the Chinese undcubtedly will electrify
additional sections of track, particularly where difficult terrain predominates
and where electrification already is under way.
Spur Lines, Rail Yards, and Transfer Points
33. In addition to the construction of ma n and branch lines,
double-tracking, and electrification, rail construction projects under way in
China include numerous industrial and mining spuis, new and expanded
rail yards and transfer facilities, and additional repair facilities. This fleshing
out of the rail network points up the tremendous an ount of new industrial
and mining activity taking place in widespread area: of China in response
to the basic policy of development of the hinterh nd.
34. A spiderweb of spur lines to new industrill and mining facilities
was built in 1971-73. At least 145 spur lines totalii g nearly 900 km were
completed in 1972 alone, and an additional 76 spi rs totaling about 520
km were observed under construction. Table 2 col tains a breakdown of
spur line construction, by region, in 1972. The Cei.tral-South Region led
10
Approved For Release 201;a9ea11iplA-RDP79T01098A000200130001-0
25X1D
Approved For Release 2002/08RPCFAURI)P79T01098A000200130001-0
Table 2
China: Construction of Spur Lines
1972
Region
Completed
Under Construction
Number
Kilometers
Length
Percent
Number
Length
Kilometers
Percent
Total
145
892
100
76
520
100
Northeast
24
103
11
10
93
18
North
27
159
18
11
49
9
East
24
239
27
10
70
14
Central-
South
45
221
25
26
163
31
Northwest
15
73
8
12
113
22
Southwest
10
97
11
7
32
6
the way in this activity with about one-third of the total number of spurs
completed and under construction. Spur construction projects were
particularly evident on new rail lines such as the Peking - Yuan-piing,
Wu-han - Ch'ung-ch'ing, and Lo-yang - Liu-chou lines. In 1973, less than
200 km of spur lines were completed, but some 675 km were observed
to be under construction. Completed spur construction, which dropped off
noticeably in the first half of 1973, appears to be picking up again in late
1973 and in early 1974.
35. The spur lines completed or under construction in 1972 serviced
a great variety of installations. More than 200 facilities
categorized as indicated in the following tabulation:
Type of Facility
Percent
Total
100
Manufacturing
33
Mining and associated activities
20
Storage
12
Thermal power
5
Miscellaneous
10
Unidentified
20
The manufacturing enterprises included 19 light and 9 heavy fabrication
facilities, 5 nitrogen fertilizer plants, 5 vinylon plants, 5 chemical plants,
5 iron smelters, 3 cement plants, 3 petroleum refineries, and 2 iron and
11
Approved For Release 2002/08/21,. g&-,RDP79T01098A000200130001-0
EU K
25X1 D
Approved For Release 206148131CIA-RDP79T01098A000200130001-0
steel plants. The miscellaneous facilities included timber transfer areas, sand
and gravel excavations, military installations, and port facilities.
36. Construction of rail yards also flourishec in 1972-73, when at
least 40-50 yards were either newly completed or expanded and another
20-30 were under construction or being expanded For example:
? Just north of Suchow, construction was col tinuing on a large
rail complex about 5 km long, which incluc cd possible repair
facilities, new station buildings, am bypass track
construction, as well as four parallel yaris.
? In 1972, a new 25-track classification yarc and two holding
or forwarding yards were nearly complite at the north
railroad yard in Nan-ching, and constructicn was continuing
at a moderate rate on a 20-25-track yar3 at Pang-pu.
? At the major rail junction of Chu-chou on the Peking -
Canton line a 27-track classification yard ?vas completed by
March 1973.
? Near I-Isiang-fan, at the junction o' the Wu-han -
Ch'ung-ch'ing and Lo-yang - Liu-chou linis, construction is
nearing completion on a large rail complex including a car
repair facility, a locomotive service area, ar d a 30-track yard.
? At Clitin-huang-tao, on the Peking - Shen-yang line, the rail
yard has been doubled in size in order to ;ern a petroleum
storage area and transfer pier, which is icing built at the
terminus of a new petroleum pipeline.
? Major modifications at the ring-hsiang rail yard on the
China - North Vietnam border were essentially complete by
March 1973. A new standard-gauge yard doubles the holding
and forwarding capacity of the rail facJity, and a new
petroleum storage area and spur double the petroleum
storage capacity.
? The standard-gauge classification yard at Klun-ming in the
far southwest was being doubled in size frcm 12 to 24 tracks
in early 1973.
37. Expansion of railroad repair facilities is typ fled by the completion
of locomotive repair shops near Ling-ch'iu on the Peking - Yuan-p'ing line,
construction of a new repair facility west o Mien-hsien on the
12
Approved For Release 2002/0812,11 :,CIA-RDP79T01098A000200130001-0
Et K 4, I
Approved For Release 2002/08/2 I 1:iI;79T01098A000200130001-0
Yang-p'ing-kuan - An-kiang line, completion of a locomotive repair facility
at the west end of the Pao-chi east rail yard on the Cheng-chou - Pao-chi
line, construction of a diesel locomotive repair facility near An-fu on the
Lo-yang - Liu-chou line (which confirms use of diesel locomotives on this
line), building of a car repair facility and locomotive service area near
Hsiang-fan, and construction of a locomotive repair facility near Suchow.
Prospects
38. The Chinese railroad network totaled more than 44,000 km at
the end of 1973, a 10% increase over the length at the end of 1970. Of
all the major nations, the PRC has by far the smallest number of kilometers
of rail line per square kilometer of area. The density of the rail network
in China about equals that of Egypt, Morocco, and Syria and is only slightly
greater than that of the Philippines, Iraq, Jordan, Brazil, and Ecuador. In
total length, the Chinese network about equals one-seventh of the US
network.
39. With rail traffic increasing and new industrial facilities springing
up in remote areas, China is greatly in need of additional connecting rail
links. Consequently, the rail construction program probably will continue
at a fairly high level at least during the remaining years of the 1970s. As
in the past, this program will continue to emphasize the goals of dispersing
China's industrial base and providing more efficient logistical support to
critical areas for national defense purposes. The rail net will continue to
be the dominant form of transportation for the expeditious long haul of
freight and passengers; in the eastern third of China, the waterways will
continue to move large amounts of long-haul bulk traffic where speed is
not a criterion.
40. In the fall of 1973, Peking dispatched a group of railroad officials
to Tokyo to discuss possible Japanese participation in a massive
reconstruction of the Chinese rail system. The group surveyed available
Japanese railroad technology and railroad-related industries. Areas of
particular interest included
? super express lines,
? automatic train control devices,
? automated track maintenance and cargo handling equipment,
? automatic signaling equipment,
13
Approved For Release 2002/08/2g pinliP79T01098A000200130001-0
Approved For Release ziI CIA-RDP79T01098A000200130001-0
? production of electric locomotives and othr rolling stock,
and
? computerized ticket vending machines.
41. The Chinese also were looking for help in carrying out their
current modernization plans, including electrification of existing lines and
the setting up of high-speed cargo lines. However, their major interest
appeared to be in railroad yard facilities, including v ays of updating and
improving the efficiency of their own yards. In brc ader perspective, the
Chinese arc making special efforts to study the lat :st Japanese railroad
technology and to enlist Japanese help in speeding al) modernization of
the relatively backward Chinese rail system.
14
Approved For Release 2002/08/21 : CIA-RDP79T01098A000200130001-0
SECRET
25X1D
25X1D
25X1D
Approved For Release 2002/08/g:CdA1P79T01098A000200130001-0
APPENDIX
Status of Construction of Main and Branch Railroad Lines in China
Region and Rail Line
Northeast
K'u-lu-ch'i
(50?24'N., 124?10'E.) to
Mo-ho area
(52?58'N., 122?22'E.)
Province
Kilometers
Approxi. Approximate Cumulative
mate Length Completed, End
Start of Length of Year
Construe- Between
tion Terminals
IIeilungkiang After
1960
490
48 1
1966
1970
1972
1973
Remarks
100
375
490
490
This line was completed by early November 1972
as far as a point about 217 km northwest of
Ku-ch'i-ku. As of September 1973, further con-
struction was observed extending toward the
south. This extension apparently will connect
with the end of the line north of Chin-ho. Road-
bed construction and ground scarring were in
evidence. This line, which has strategic value
because of its proximity to the Sino-Soviet
border, is intended primarily to serve major
forestry and mining activities in this area.
Chin-hsi
Liaoning
1971
240
0
0
240
240
This line connects the coastal Peking?Tientsin?
(40?45'N., 120?50'E.) to
Li-chia-wo-p'eng
Shen-yang line with the interior Peking?Hsin-min
line and opens up a rugged area in southwest
(40?54"N., 119?03'E.)
Liaoning for industrial development.
Ch'ang-ch'un
(43?54'N., 125?20'E.) to
Ch'ien-kuo-erh-lo-ssu
Kirin
1958
140
0
4
140
140
This line, completed in June 1971, will provide a
shorter route from the Ta-ch'ing oil fields to the
major cities and refineries along the Shen-yang?
(45?08'N., 124?48'E.)
Ch'ang-ch'un rail line.
K'ai-yuan
Liaoning
1969
85
0
0
85
85
This branch line serves an iron mine and smelter.
(42?32'N., 124?02'E.)
branch line
Pei-p'iao
(41?48'N., 120?46'E.)
branch line
Liaoning
1969
63
0
57
63
63
This branch line serves a probable cement plant
and a mining area.
Branch line extension at
IIsi-nan-ch'a
Kirin
1970
12
0
0
0
7
This line is being extended, probably to serve lumber
operations in the area.
(43?32'N., 127?47'E.)
Huai-jou
Hopeh
1973
700
0
0
0
0
Construction on the section of this line between
(40?20'N., 116?37'E.) to
Liaoning
Ch'eng-te (40?58"N., 117?53'E.) and Ch'ih-feng
T'ung-lino
Kirin
(42?16'N., 118?58'E.) was initiated after April
(43?37'N., 122?16'E.)
1973. As of November 1973, construction ex-
tended for about 70 km north from Ch'eng-te
and preparations for construction were visible
intermittently for 77 km west of Ch'ih-feng.
About 5 km of roadbed had been completed.[
15
Approved For Release 2002/08/W6HTP79T01098A000200130001-0
25X1 D
Approved For Release 206ligiTCIA-RDP79T01098A000200130001-0
Region and Rail Line Province
Approximate length completed, 1971 72
Additional length completed, 1973
North
Peking
(39?56'N., 11624'E.) to
Yuan-ping
138?24'N., 112?46'E.)
llopeh
Shansi
fIsiting-yuan Shansi
,36?30'N., 113902'E.) to
i37?41'N., 11.2?44'E./
rung-hsien
(39?54'N., I l6?39'E.) to
Peking Tientsin Shen-
yang rail line, at
39?45'N., I18?39'E.
I opeh
Kilometers
Approxi- Approximate Cumulative
mate Length Completed, End
Start of Length of Year
Construr- Between
lion Terminals 1966 1970 1972 1973
582
7
Remarks
195's 400 90 III 400 400 This line, on which construction was resumed in
1909, was completed by January 1972. It
provides an additional route to the interior from
Peking and opens parts of Shansi and Hopeh
Provinces to mining and industrial development.
Numerous industrial and mining spurs running
from the main line are already in use.
1970 190 0 0 21 514 This section of rail line will complete the northern
segment of the Lo-yang Liu-chou line. By mid-
1973, much of the remaining roadbed was ready
for track, most bridge piers were complete, and
roadbed construction was in progress elsewhere.
1973 182 0 0 0 132 In the fall of 1973, construction on this line was
proceeding at a rapid pace with track being laid
from both ends. The roadbed was completed on
the 50-km center section from 39?59'N., 117?24E.
to 39?50'N., 117?55'E. The line will bypass the
major industrial center of Tientsin and the port
of rang-ku, and will provide a shorter and faster
rail mule to northeastern China by way of the
double-tracked coastal rail line through Shen-
yang.
Ning-wu Shansi
1968
95
0
67
95
95
39?02'N 112?16'E.) to
Ko-lan
(36?42'N.. 111?31'E.,
T'ang-shan Hopeh
1970
70
0
0
70
711
(39?37'N., 118?12'F:.)
branch line
Loop branch line, 1-cheng Shansi
area
19711
77
0
0
77
77
.135?43'N., 11 1?42'E.;
North edge of Tientsin Ilopeh
1073
45
0
U
0
11
t39?1 1'N., 117?12'E.) to
Peking Tientsin Shen-
yang rail line, at
39?05'N., 11741'E.,
14 km north of Tang-ku
Approximate length completed, 1971 72
485
Additional length completed, 1973
169
16
This line was complete in June 1971 to its apparent
terminus about 3 km west of Ko-lan. The 8-km
spur leading to the Wu-chai missile facilities was
complete in October 1971.
This line serves various industrial facilities. It could
also be a segment of a projected line between
T'ang-shan and lining-lung.
This line extends an existing 31-km branch line to
form a 108-km loop branch line serving numerous
large industries in various stages of construction.
This line will provide a bypass around the industrial
center of Tientsin and the port of T'ang-ku,
and will expedite through traffic moving on the
Peking Shen-yang line.
Approved For Release 20g2eRtfiCIA-RDP79T01098A000200130001-0
Approved For Release 2002/08i1iOWEIlbp79T01098A000200130001-0
Kilometers
Approxi- Approximate Cumulative
mate Length Completed, End
Start of Length of Year
Construe- Between
Region and Rail Line Province tion Terminals 1966 1970 1972 1973 Remarks
East
Wu-hu Anhwei
1958
510
0
60
119
(31?21'N., 118?22'E.) to
Kuei-ch'i
(28?17'N., 117?11'E.)
Sui-ch'i Anhwei
1969
152
0
140
152
(33?55'N., 116?46'E.) to
Fu-yang
(32?57'N., 115?51'E.)
Hang-chou Chekiang
1969
160
0
56
160
(30?15'N., 120?10'E.) to
Liu-tung-ch'iao
(31?02'N., 119?31'E.)
Wu-hu Anhwei
1958
90
68
70
90
(31?21'N., 118?22'E.) to
T'ung-ling
(30?56'N., 117?50'E.)
Branch line northwest of Kiangsu
1970
75
0
0
75
Suchow
(34?15'N., 117?12E.)
Wang-chu-chuang Shantung
1970
148
0
0
18
(36?46'N., 118?16'E.) to
T'ai-an
(36?11'N., 117?07'E.)
Hsi-yang Shantung
1968
47
0
20
47
(37?27'N., 118?29'E.)
branch line
Fen-i Kiangsi
1969
151
0
0
151
(27?49'N., 114?14'E.)
branch line
Approximate length completed, 1971-72
466
Additional length completed, 1973
185 By September 1973 the southern segment of this
line was complete to a point 42 km north of
Lo-p'ing and the northern segment to a point 47
km southeast of the junction with the Wu-hu
T'ung-ling branch line.
152 This line, which serves local agricultural and
industrial activity, was complete in March 1971.
160 This branch line connects the Liu-tung-chlao area
with the national railroad system. Although the
Wu-hsing Rocket Engine Test Facility is about
5 km east of the line, there is no indication of
spur construction to the facility.
90 This line, which ends at the T'ung-ling port facilities
on the Yangtze River, was complete some time
in 1971.
75 This branch line terminates at a thermal power
plant.
53 When this line is completed, it will enable traffic
between Tsing-tao and south China to bypass
Tsinan.
47 This branch line serves the Kwangjao oil field
support base at Hsi-yang.
151 This branch line terminates at an ore loading facility
27 km west of Yung-hsin.
101
17
Approved For Release 2002/08/21 : CIA-RDP79T01098A000200130001-0
SECRET
25X1D
25X1D
25X1D
Approved For Release 2002/08/2E(CailkbP79T01098A000200130001-0
Region and Rail Line
Central-South
Kilometers
Approxi- Approximate Cur nlathe
mate Length Complet. d. End
Start of Length of Year
Construe- Revs een
Province lion Terminals 1966 1970 197 1973
Remarks
Lo-yang II onan 1958 1,400 20 740 770 820 This line was complete from Lo-yang to the Yangtze
134?41'N., 112?28'E to Ilupeh River by the end of 1970, and roadbed con-
Liu-chou Hunan struction extended 110 km south of the river
(24?19'N., 109?24'E = Kwangsi by September 1971. In July 1972, rail con-
struction activity in the early stages extended
another 320 km to the south to Huai-hua. At the
same time, new rail construction
running north from the Liu-ehou-Kuei-yang line
near Liu-chou, apparently to connect with the
segment being built south from the Yangtze.
Chu-chou Hunan
1958
790
'200
'240
791
700
('27?50'N., 113?09'E.) to Kweiehow
K uei-ting
(26?34'N., 107?13'E.)
Li-ling Hunan
1970
121
0
LI
12
121
(27?39'N., 113?30'E.) to
(26?48'N., 113?32'E.)
Ping-ting-shan llonan
1970
72
0
0
7
72
(33?45'N., 11318'E.) to
Shang-tien
(33?13'N., 113?26E.;
branch line
1-chang Ilupeh
1970
56
0
0
5
56
(30?42'N., 111?17'E.)
branch line
lisi-ch'eng-liu Honan
1970
21
0
0
2
21
(35?04'N., 112?29'E.)
branch line
Ilo-ch'ih Kwangsi
f 24?42'N.. 108?03'E.)
branch line
1970
70
0
0
7
70
Lo-ch'eng Kwangsi
1970
47
il
ti
4 1
42
(24?47'N., 108?54E.)
branch line extension
Ilai-k'ou Kwangtung
1970
it
0
0
5
(20?02'N., 110?20'E.;
Hainan Island, local rail
line
Approximate length completed, 1971-72
97 i
Additional length completed, 1973
50
ly late 1973, track had been lain south
from the Yangtze River to the border of Ilunan
Province and an intense construction effort was
taking place on the roadbed both north and south
of Iluai-hua.
This line was completed in 1972. It slashes the
distance between the main north-south line at
Chu-chou and points west of Kuei-yang and
greatly facilitates the movement of rail traffic
into and out of Yunnan Province.
This branch line serves a large mining area north
of (.'h'a-ling.
This branch line serves a large area of un-
identified construction containing extensive
housing.
This branch line serves various industries in the
1-chang area.
This branch line-serves a fabrication industry.
The purpose of this branch line cannot lie
determined
The extension of this branch line serves a mining
area.
This local rail line serves liai-k'ou, Shu-ch'ang,
and Ilai-Vou port facility.
18
Approved For Release 2002/08/21 : CIA-RDP79T01098A000200130001-0
SECRET
Approved For Release 2002/08/218.16gU79T01098A000200130001-0
Kilometers
Approxi-
mate
Approximate Cumulative
Length Completed, End
Start of
Length
of Year
Construe-
Between
1966
1970
1972
1973
Region and Rail Line
Province
tion
Terminals
Remarks
Northwest
Lan-chou
Kansu
1958
1,200
317
317
375
375 At the end of 1972, construction was complete on the
(36?03'N., 103?41'E.) to
the Tsaidam Basin
Tsinghai
58-km northwest extension of this line beyond
Hai-yen. By the end of 1973, construction was
probably also complete on the 50-km mining
spur extending north from the head of construc-
tion on the main line. No evidence has yet come
to light of further construction westward along
the projected alignment of the main line toward
the Tsaidam Basin and the Tsinghai-Tibet
highway.
Yang-p'ing-kuan
(33?02'N., 105?56'E.) to
An-k'ang
(32?41'N., 109?02'E.)
Shensi
1969
320
0
137
320
320 This line was complete by October 1972, and was
probably being electrified by August 1973. The
line opens the Han River valley for industrial
development.
25X1D
Yen-hang
(34?39'N., 109?12'E.) to
Ch'u-wo-hsien
(35?36'N., 111?21'E.)
Shensi
Shansi
1958
272
0
122
193
193
By June 1971, construction on this line was corn-
plots from Yen-hang northeast to the Huang Ho
at 35?39'N., 110?36'E. By November 1973, con-
struction was nearly complete on a major rail
bridge over the Huang Ho. NO new construction
on the previously abandoned 74
km of roadbed extending east from the river to
Ch'u-wo-hsien.
Ho-chia-ch'uan
(36?34'N., 104?10'E.) to
Ta-la-ch'ih area
(36?41'N., 105?03'E.)
Kansu
Middle
or late
1950s
101
0
29
101
101 This line was completed by April 1972. It extends
to a mining area north of Ta-la-ch'ih and will
serve mining and industrial facilities along the
route.
Turfan
Sinkiang
1971
N.A.
0
0
0
0 This project was started in the vicinity of the
25X1B
(42?56'N., 89?10'E.)
branch line
Turfan rail-to-road transshipment point in Sin-
kiang Province. The purpose and eventual ter-
minus of the line have not been determined. At
the end of 1972 the intermittent roadbed align-
ment extended for about 70 km westward to the
edge of the Turfan Depression. By March 1973
a telecommunications line extended 27 km farther
to the southwest
Approximate length completed, 1971-72
384 -
Additional length completed, 1973
0
25X1B
19
Approved For Release 2002/08/21f6ff,7,79T01098A000200130001-0
Approved For Release 202/42141.CIA-RDP79T01098A000200130001-0
Region and Rail Line Province
Southwest
Wu-han Ilupeh
130?35'N., 114?16E.; to Shensi
Ch'ung-ch'ing Szechw a n
(2934'N., 106?35'E.i
Chan-i Yunnan
(25?36'N., 103?49'E.. to Kweichow
Tu-cheng
1114?31'E.i
Branch line southwest of Yunnan
K'un-ming
25?02'N.. 102?43'E.,
An-shun
(26?15'N., 105?56'E.!
branch line
Approximate length completed, 1971 72
Additional length completed, 1973
Kwmehow
Approzi?
mate
Start of Length
Construe- Between
lion Terminals
1958 1,350
Kilometers
Approximate Cm/Math e
Length Completed. End
of Year
1966 1970 1972 1973 Remarks
420 .150 initt 1,350 T at-Haying was complete on this rail line by
November 1973. However, many facilities neces-
sary to the operation of the line when it is opened
to regular rail traffic were still in the early stages
of construction. Once operations begin, considera-
ble effort will be required to keep the line open
herause of landslides and flooding. The line con-
nects the Szechwan Basin with the eastern rail-
road network at both Ilsianit-fan and Wu-han.
It has already permitted extensive industrial
development in previously inaccessible areas along
the route.
1957
127
0
52
Itni
1959
31
0
31
1970
37
0
37
1452
127 1 is branch line, completed in May 1973, serves
extensive mining operations and related indus-
tries. It passes through difficult terrain requiring
numerous bridges and tunnels. Two of the tunnels
are more than 111,000 feet in length.
II Th a branch line connects a large mining area near
:bin-flung i24?40'N., 102?35'E.) with the Ch'eng-
i Icon-ming line at a point about 19 km
nithwest. of K"un-ming.
37 "I las branch line extends north from An-shun and
.erves several new light fabrication industries.
391
20
Approved For Release 200/0.8/2,11,CIA-RDP79T01098A000200130001-0
Approved For Release 202/42141.CIA-RDP79T01098A000200130001-0
Region and Rail Line Province
Southwest
Wu-han Ilupeh
130?35'N., 114?16E.; to Shensi
Ch'ung-ch'ing Szechw a n
(2934'N., 106?35'E.i
Chan-i Yunnan
(25?36'N., 103?49'E.. to Kweichow
Tu-cheng
1114?31'E.i
Branch line southwest of Yunnan
K'un-ming
25?02'N.. 102?43'E.,
An-shun
(26?15'N., 105?56'E.!
branch line
Approximate length completed, 1971 72
Additional length completed, 1973
Kwmehow
Approzi?
mate
Start of Length
Construe- Between
lion Terminals
1958 1,350
Kilometers
Approximate Cm/Math e
Length Completed. End
of Year
1966 1970 1972 1973 Remarks
420 .150 initt 1,350 T at-Haying was complete on this rail line by
November 1973. However, many facilities neces-
sary to the operation of the line when it is opened
to regular rail traffic were still in the early stages
of construction. Once operations begin, considera-
ble effort will be required to keep the line open
herause of landslides and flooding. The line con-
nects the Szechwan Basin with the eastern rail-
road network at both Ilsianit-fan and Wu-han.
It has already permitted extensive industrial
development in previously inaccessible areas along
the route.
1957
127
0
52
Itni
1959
31
0
31
1970
37
0
37
1452
127 1 is branch line, completed in May 1973, serves
extensive mining operations and related indus-
tries. It passes through difficult terrain requiring
numerous bridges and tunnels. Two of the tunnels
are more than 111,000 feet in length.
II Th a branch line connects a large mining area near
:bin-flung i24?40'N., 102?35'E.) with the Ch'eng-
i Icon-ming line at a point about 19 km
nithwest. of K"un-ming.
37 "I las branch line extends north from An-shun and
.erves several new light fabrication industries.
391
20
Approved For Release 200/0.8/2,11,CIA-RDP79T01098A000200130001-0
Approved For Release 2002/08/21 : CIA-RDP79T01098A000200130001-0
Secret
Secret
Approved For Release 2002/08/21 : CIA-RDP79T01098A000200130001-0
Approved For Release 2002/08/21 : CIA-RDP79T01098A000200130001-0
25X1
Next 1 Page(s) In Document Exempt
Approved For Release 2002/08/21 : CIA-RDP79T01098A000200130001-0