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RAIL IN KOREA – Early Difficulties 

   The railroad was the predominant mode of transportation support in Korea.  The 8059th Transportation Military Railway Service (Provisional) began railway operations during the first weeks of the conflict.  By August 1950, the 3rd Transportation Military Railway Service (TMRS) assumed control of all railway operations. 

    The Koreans were never trained by the Japanese in operations or maintenance procedures.  Consequently, when the Japanese left, the tracks and equipment were in poor condition.  Training and repair were the major responsibilities of the 3rd TMRS.   

Damaged rail, Chorwon, Korea, 1951

Damaged equipment, Seoul, Korea, 1951

   There was a severe shortage of raw materials, such as coal to power the locomotives, and the Koreans were still making repairs from a major flood in June 1946 which washed out over 500 sections of track and five major bridges.

Right, this 1951 map of the rail system in South Korea shows the enormous task confronting US rail units.  Faced with a broken and complex rail network, Army transporters turned the rails into an efficient and vital part of the logistical support throughout the Korean conflict.

REBUILDING LINES & CONTROL – the 3^rd TMRS

Above, officers from the 3rd Terminal Military Rail Service stand in front of a locomotive near Pusan, Korea, 1951.

   With such poor equipment, damaged tracks, and consistent setbacks, the Korean National Railroad desperately needed military support and control. 

    The 3rd TMRS was organized with two railway operating battalions (the 724th and 712th ROBs) and one shop battalion (the 765th RSB).  They operated under the Pusan Logistical Command, along with the 772nd MP Battalion.

   Upon assuming control of the railways, the 3rd TMRS had responsibility for 14,000 miles of railroad and 32,000 Korean National Railway employees. 

Left, the rail yard in the harbor of Pusan, Korea, 1950

There were 32,000 Korean National Railroad employees, including this trainmaster (right) in Inchon.

   The 724th ROB was responsible for the area from Pusan north to Taejon, monitoring cars for movement of supplies.  The 712th ROB operated from Taejon to Seoul, and controlled traffic for the ports.

On an average day in 1951, over thirty trains were dispatched:  25 hauled supplies to forward railheads, three or more carried troops, and two or more carried casualties to the rear area.

    The 3rd TMRS was also responsible for 280 locomotives, 4,300 freight cars and 450 passenger cars, all in varying states of disrepair.

Above, the 765^th Railway Shop Battalion, Pusan, Korea, 1951.

   By the end of 1952 with help from the US and Japan, the rebuilt rail system was moving over 153,000 tons and 19,500 passengers per week.

   The 8010st TMRS phased out of Japan in December 1952, and a Traffic Regulating Group took over.

Rebuilding a bridge over the Than River.

Repairing track to reopen a tunnel.

   Throughout the war, the Military Railway Service executed its mission even under tough circumstances.  Railroaders became innovative when locomotives were in short supply, pressing into service salvaged trucks as switch engines.

   The rails were increasingly used as the roads were jammed with truck convoys. 

A K-43 line truck, which returned from the front lines as class "C" (salvage), has been modified and is used as a switch engine by the Base Depot, Korean Base Section.  22 May 1953.

   Despite its imperfections, the rail system in Korea was invaluable for providing logistical support to the theater, and ensured the success of numerous tactical operations.

   The Command General, 8^th Army, General Walker, said this about the rail system:

                        “It was a history-making maneuver that save Pusan.” 

       On 1 Aug 1950 the enemy threat to Pusan was critical.  The 25th Infantry Division, engaged with the enemy 150 miles north of Pusan, was needed immediately to defend the Pusan perimeter. 

   Before a move of that size could be made, the 8th U.S. Army Korea (EUSAK) Transportation Section had to clear the southern tracks of railcars left by the 1^st Cavalry Division during its redeployment from the combat area.

   U.S. MP and Republic of Korea National Police were dispatched to clear an estimated 7,500 refugees from the area where the railcars were staged.

   Once cleared, personnel quickly marshaled the 75 railcars and locomotive power needed to move the 25th Division to the Pusan perimeter.  In 14 days, Transportation Corps personnel moved three divisions to the perimeter, ensuring the successful defense of Pusan by U.S. forces  

This move earned Transportation Corps personnel
a Legion of Merit and eight Bronze Stars.

LEGION OF MERIT  For exceptionally meritorious conduct in the performance of outstanding service to the US

BRONZE STAR  For heroic or meritorious achievement of service in connection with operations against an opposing armed force.

 During one night attack in October 1951, an infantry division requested trucks to haul several thousand urgently needed artillery rounds to the service batteries.  When the urgent call was made, there were two rail cars of ammunition at Ammo Supply Point 57 waiting to be unloaded.

    A Korean National Railway switch engine moved the two rail cars beyond the Division Command Post, where they were unloaded directly to battery trucks.

   The following morning, it was learned that over 50,000 rounds of ammunition had been moved and fired during the night. 

            “Movement of that quantity by truck could never have been done, even if we used every truck available.”

                                                            Major Robert E. Wallace

                                                            TC Division Transportation Officer

Right, PFC Walter Andrews with a rooster named “Stalin” at Inchon, Korea, 1950.  Andrews made the Army a career, and later was commissioned and retired as a Colonel.

   Ordered to pick up a train of fuel from the fuel dump, PFC Andrews saw an elderly Korean man unable to keep up with the refugees streaming away from the Chinese.  PFC Andrews instructed the man to stay at the station, and told him that he would return for him when he picked up the train. 

    As he pulled away from the fuel station, Andrews was forced to cut loose the last car that had been set ablaze by enemy fire. Reaching the station, he picked up the elderly Korean and left the area as the Chinese soldiers closed in.  In gratitude, the Korean man gave Andrews four hand-carved figurines for helping him escape. 

Korean civilians climbing aboard the US trains to escape from invading Chinese Communists, Yung Dung Po, December 1950.

AFTER THE WAR 

   On 27 July 1953, an Armistice was finally reached, ending the active conflict in Korea.

   The 3rd Transportation Military Railway Service's efforts continued beyond this date; they assisted and trained the Korean National Railway in continuing to rebuild and improve the rail system.

   From 1954 to 1955, over 2,000 new freight cars were sent to Korea for assembly which replaced the older, smaller freight cars belonging to the Korean National Railway.

RAIL UNITS IN JAPAN

    The 8010th TMRS was headquartered in Yokohama, Japan, in 1950, running local transportation services.  They built new locomotives and cars for South Korea and repaired damaged cars.

   In 1950 alone, the first year of the Korean conflict, US rail units in Japan provided 923 pieces of rolling stock, 26 steam locomotives, and the bulk of equipment supplies.

   By the end of 1952, with help from the US and Japan, the rebuilt Korean rail system was moving over 153,000 tons and 19,500 passengers per week.  The TMRS was phased out of Japan in December 1952, and a Traffic Regulating Group took over those responsibilities. 

Right, US troops entrain in Japan bound for Korea.

   By June 30, 1954, because of continued shipments from Japan and the United States, the Korean Railway Line possessed 1,932 pieces.

Left, loading supplies from the Shinogama Yard, Japan

OPERATION BIG SWITCH & LITTLE SWITCH – POW EXCHANGES

    The 712th Railway Operating Battalion was involved in the first exchange of POWs which took place outside of Inchon in the Neutral Zone in September 1953.

Above, PFC Melvin Barnum, diesel operator, 712th ROB, from Inchon to Freedom Village, 4 September 1953.

A ragged Chinese captive leaves the train.

    Trains carrying 600 Chinese POWs traveled from the port of Inchon to a point north of the Imjim River, just across from Freedom Bridge.  They were then released under terms of "Operation Big Switch," 30 July 1953.