Old Burma Road from Chongqing, Kunming to Yangon

The Burma Road

The Burma Road (Chinese: 滇缅公路) was a road linking Burma with the southwest of China. Its terminals were Kunming, Yunnan, and Lashio, Burma. It was built while Burma was a British colony to convey supplies to China during the Second Sino-Japanese War. Preventing the flow of supplies on the road helped motivate the occupation of Burma by the Empire of Japan 1942. Use of the road was restored to the Allies in 1945 after the completion of the Ledo Road. Some parts of the old road are still visible today.

History of Burma Road

The road is 717 miles (1,154 km) long and runs through rough mountain country. The sections from Kunming to the Burmese border were built by 200,000 Burmese and Chinese laborers during the Second Sino-Japanese War in 1937 and completed by 1938. The construction project was coordinated by Chih-Ping Chen. It had a role in World War II, when the British used the Burma Road to transport materiel to China before Japan was at war with the British. Supplies would be landed at Rangoon (now Yangon) and moved by rail to Lashio, where the road started in Burma.

In July 1940, the British government yielded, for a period of three months, to Japanese diplomatic pressure to close down the Burma Road to supplies to China. After the Japanese overran Burma in 1942, the Allies were forced to supply Chiang Kai-shek and the nationalist Chinese by air. United States Army Air Force cargo planes, mainly Curtiss C-46s, flew these supplies from airfields in Assam, India, over “the hump”, the eastern end of the Himalayas. Under British command Indian, British, Chinese, and American forces, the latter led by General Joseph Stilwell, defeated a Japanese attempt to capture Assam and recaptured northern Burma. In this area they built a new road, the Ledo Road which ran from Ledo, Assam, through Myitkyina and connected to the old Burma Road at Wandingzhen, Yunnan, China. The first trucks reached the Chinese frontier by this route on January 28, 1945.

From 1942–1944, 98 percent of all US lend lease to China went directly to US Army units in China, not the Chinese military.

Meaning of Burma Road

The Burma Road was a very important road during the WW2 linking Lashio, in eastern Burma (now Myanmar), with Kunming, in Yunnan province, China.

The road was 1,154 km (717 miles) long and was built during World War II to bring supplies to beleaguered China, to help them resist the Japanese invasion. Not much of the original road survives today, but parts of the route can still be travelled. Some parts of the old road are still visible today.
It was built as a gateway between Myanmar and the southwest of China, the rising empire on its border. It was one of the most remarkable engineering achievements of all time. More than 200,000 Chinese laborers embarked on a seemingly impossible task: to cut a 700-mile overland route — the Burma Road — from the southwest Chinese city of Kunming to Lashio, Burma. But when Burma fell in 1942, the Burma Road was severed. As the first step of the Allied offensive toward Japan, American general Joseph Stilwell reopened it, while, at the same time, keeping China supplied by air-lift from India and simultaneously driving the Japanese out of Burma.

Films set on the Burma Road

• Burma Convoy (1941)
• A Yank on the Burma Road (1942)
• Bombs over Burma (1942)

The Yunnan-Burma Road (滇缅公路), a vital highway that links Yunnan Province in China to Myanmar, is also known by various names such as Kunming-Ruili Road (昆瑞公路), the Western Section of National Route 320 (320国道滇西段), Kunming-Wanding Road (昆畹公路), China-America Cooperation Road, and Anti-Japanese Road (抗日公路). Construction of the Yunnan-Burma Road began at the end of 1937 and was completed in 1938.

The road connects Kunming in China to Lashio in Myanmar, passing through Xiaguan, Baoshan, Longling, Mangshi, and Wanding, with a total length of 1,146.1 km. The section within China spans 959.4 km from Kunming to Wanding. Today, we trace the route of the Yunnan-Burma Road, revisiting its historical significance and remembering those who fought for its construction.

The Construction of the Yunnan-Burma Road

The Yunnan-Burma Road (which was later renamed the Kunming-Wanding Road after the Chinese section) is an international highway that runs from Kunming, China, to Lashio, Myanmar, covering a distance of 1,146.1 km, with the Chinese portion being 959.4 km. It connects with Myanmar’s Yangon-based railway and provides access to the Indian Ocean via Yangon. To the east, it connects to other roads in Yunnan, Guizhou, and Sichuan, facilitating travel to Chongqing and beyond.

The road is divided into two sections: the eastern section, from Kunming to Xiaguan, was completed in 1924, and the western section, from Xiaguan to Lashio, was constructed by both China and Myanmar. The Chinese section, from Xiaguan to Wanding, was under construction from 1937 to 1938, and was completed in just 9 months, which was a remarkable achievement in road-building history.

The Significance of the Yunnan-Burma Road During World War II

The Yunnan-Burma Road was originally built to quickly transport strategic materials purchased by the Republic of China government and international aid. When the Japanese forces occupied Vietnam, disrupting the Yunnan-Vietnam Railway, the Yunnan-Burma Road became the only transportation link between China and the outside world.

During the war, this road played a crucial role in supplying the Chinese front lines. According to the Republic of China’s Statistical Outline, the road was responsible for transporting 452,000 tons of materials over three years, which accounted for more than 90% of all international aid to China during that period.

The construction of the Yunnan-Burma Road required a workforce of 200,000 laborers and 200 engineers, making it one of the largest road-building projects of its time. The road also connected to Myanmar’s central railway, providing direct access to Myanmar’s former capital Yangon.

Route and Key Locations Along the Yunnan-Burma Road

The Yunnan-Burma Road connects several key cities and counties in Yunnan Province in China before reaching Myanmar. These include:

1. Kunming (昆明)

• Key Attractions: Stone Forest (石林), Dianchi Lake (滇池), Western Hills (西山)

2. Anning (安宁)

• Key Attractions: Hot Springs, Mountain Views

3. Lufeng (禄丰)

• A quiet town surrounded by mountains and agriculture.

4. Pinglang (平浪)

• Known for its traditional culture and agricultural practices.

5. Chuxiong (楚雄)

• Famous for its beautiful scenery and diverse ethnic groups.

6. Shaqiao (沙桥)

• Known for its agricultural output and rural landscape.

7. Yunnan Yi (云南驿)

• A historical town with scenic views.

8. Xiangyun (祥云)

• A town known for its historical and cultural significance.

9. Fengyi (凤仪)

• A small town with local culture and attractions.

10. Xiaguo (下庄)

• A town with significant historical importance during the road’s construction.

11. Dali (大理)

• Famous for Dali Ancient Town, the Three Pagodas of Chongsheng Temple (崇圣寺三塔), and Erhai Lake (洱海).

12. Yangbi (漾濞)

• Known for its scenic landscapes and agricultural products.

13. Yongping (永平)

• Located near the Gaoligong Mountains, known for its natural beauty.

14. Gongguoqiao (功果桥)

• A bridge with historical significance.

15. Baoshan (保山)

• A city with a rich history and cultural heritage.

16. Huitong Bridge (惠通桥)

• A famous bridge on the Yunnan-Burma Road.

17. Lamang (腊猛)

• A town located on the way to the border with Myanmar.

18. Longling (龙陵)

• A town near Myanmar, known for its landscapes and ethnic diversity.

19. Mangshi (芒市)

• The administrative capital of Dehong Dai and Jingpo Autonomous Prefecture.

20. Zhefang (遮放)

• A town located near the Myanmar border.

21. Wanding (畹町)

• The key border town between China and Myanmar.

22. Ruili (瑞丽)

• A city located at the border with Myanmar, famous for its trade and ethnic cultures.

Places and Distance of The Old Burma Road from Kunming to Ruili

Kunming to Anning (昆明-安宁) – 57KM
Anning to Lufeng (安宁-禄丰) – 72KM
Lufeng to Yipinglang Town (禄丰-一平浪镇) – 25KM
Yipinglang Town to Chuxiong (一平浪镇-楚雄) – 58KM
Chuxiong to Nanhua to Shaqiao (楚雄-南华-沙桥) – 57KM
Shaqiao to Yunnan Yi (沙桥-云南驿) – 60KM
Yunnan Yi to Xiangyun (云南驿-祥云) – 22KM
Xiangyun to Fengyi (祥云-凤仪) – 46KM
Fengyi to Xiazhuang (凤仪-下庄) – 8KM
Xiazhuang to Dali (下庄-大理) – 5KM
Dali to Yangbi (大理-漾濞) – 45KM
Yangbi to Yongping (漾濞-永平) – 102KM
Yongping to Gongguoqiao (永平-功果桥) – 85KM
Gongguoqiao to Baoshan (功果桥-保山) – 108KM
Baoshan to Huitong Bridge (保山-惠通桥) – 100KM
Huitong Bridge to Lamo Town (惠通桥-腊勐镇) – 24KM
Lamo to Longling (腊猛-龙陵) – 50KM
Longling to Mangshi (龙陵-芒市) – 34KM
Mangshi to Zhefang Town (芒市-遮放镇) – 48KM
Zhefang to Wanding (遮放-畹町) – 38KM
Wanding to Ruili (畹町-瑞丽) – 28KM

A Road Built by Sweat and Blood

The Yunnan-Burma Road was constructed with tremendous hardship. From December 1937 to August 1938, workers used rudimentary equipment to complete massive engineering feats, including moving 11,232,660 cubic meters of earth and 1,102,303 cubic meters of rock. In total, they built 169 stone arch bridges, 1,443 stone culverts, and several suspension bridges, turning this project into a monumental achievement in Chinese engineering.

Despite limited resources, workers and engineers overcame numerous obstacles, from harsh weather conditions to challenging mountain terrain, to complete the road and connect Yunnan with Myanmar and beyond. The Yunnan-Burma Road remains a symbol of determination, sacrifice, and unity during the difficult years of the Second Sino-Japanese War.

Construction History

In August 1937, Chiang Kai-shek held a national defense meeting in Nanjing, gathering military and political leaders to discuss strategic and military deployment issues.

In 1937, the Second Sino-Japanese War began, and the Soviet Union began providing large amounts of military supplies to China. To transport these military materials, the Nationalist Government constructed the Gansu-Xinjiang Road (甘新公路) and the China-Soviet Union Road (中苏公路). The Gansu Provincial Government set up a special office for the construction of the Gansu-Xinjiang Road, and Ma Buqing was assigned to lead the construction of the section from Hongchengzi to Xingshing Gorge. Military transport began simultaneously with the establishment of the office. More than 20,000 soldiers and civilians were mobilized for the construction, with a total of 200,000 workers and 3,000 engineers working on the China-Soviet Union Road. The Burma Road used 150,000 workers and 200 engineers. The plan was to improve the existing “motor roads” by making them operational first and then improving them in phases. The roadbed was 9 meters wide, and the surface was 3-3.5 meters wide, paved with a mixture of crushed stone, pebbles, and sand, 20 cm thick, with a minimum curve radius of 25 meters. The Gansu-Xinjiang Road in the Jiuquan area is about 30 kilometers long. The road was under construction from the early stages until 1943, when it was completed and handed over to the Northwest Road Bureau for management. The total cost was approximately 10 million yuan, and the equipment transported via this road formed 15 Soviet-equipped divisions, which were protected for future strategic counterattacks.

The Construction Proposal for the Burma Road

Yunnan Provincial Governor Long Yun proposed to Chiang Kai-shek that the Japanese army might cut off China’s international transportation routes, affecting Hong Kong and Vietnam’s international trade. He suggested building the Burma Road and Burma Railway from Kunming through western Yunnan to northern Myanmar, which would directly connect to the Indian Ocean. This plan aimed to ensure the smooth transportation of goods to and from Southwest China. The construction of the road would be the responsibility of local authorities, with central government funding, while the railway construction would be centrally managed with local government support. However, due to the practical challenges in funding and equipment, the Burma Road was prioritized.

In October 1937, Chiang Kai-shek sent Wang Jiaosheng, the Vice Minister of Transportation, to Kunming to discuss the construction plans. Zhao Zukang, Director of the Ministry of Transportation’s Road Administration, personally investigated the two previously debated route options, “Tengyong Line” and “Shunzheng Line.” Zhao recommended a route from Kunming to Dali, Baoshan, Longling, Mangshi, and then across the border to Myanmar, where it would connect to Myanmar’s central railway and reach Yangon (仰光), the former capital.

The Burma Road started in Kunming (昆明) and ended in Lashio (腊戍), Myanmar, with a total length of 1,146.1 kilometers. The section within China, from Kunming to Dali, was 959.4 kilometers long, and the Myanmar section was 186.7 kilometers. After discussions with British and Myanmar authorities, it was agreed that China would be responsible for constructing the section from Dali to Wanding, with a length of 547.8 kilometers, while Myanmar would construct the section from Lashio to Wanding within their territory, to be completed within one year.

On November 2, 1937, the Nationalist Government officially ordered Long Yun to be responsible for the construction of the Burma Road with a budget of 2 million yuan. The goal was to complete the road within one year, opening up the international transportation route. Given the importance of national defense and the war effort, the Yunnan Provincial Government acted quickly, mobilizing local counties and border districts (equivalent to county-level administrative areas) to provide voluntary labor to repair the road. The construction officially began in December 1937.

The Completion of the Burma Road

By the end of August 1938, after nine months of hard work, the Burma Road was completed ahead of schedule. The entire project involved moving more than 11 million cubic meters of earth and 1.1 million cubic meters of stone. It also included the construction of 243 bridges, 1,789 culverts, and various other roadworks. In October 1938, the Ministry of Transportation established the Burma Road Transport Management Bureau in Kunming’s Nanping Street, with Tan Boying as the director. From February to May 1939, the Yunnan Provincial Highway Bureau handed over the management of the 959.4 kilometers of the Burma Road to the bureau for national road management. The Burma Road Transport Management Bureau divided the 950 kilometers from Kunming to Wanding into seven sections, each managed by 3 to 4 engineering segments, totaling 26 engineering sub-segments.

History of Construction

Beginnings and Early Stages

In August 1937, Chiang Kai-shek convened a national defense conference in Nanjing, gathering military and political leaders to discuss strategies and military deployments.
In the 26th year of the Republic of China (1937), the Second Sino-Japanese War began, and the Soviet Union provided China with a large amount of military supplies. To transport these supplies, the Nationalist Government built the Gansu-Xinjiang Road (甘新公路) and the Sino-Soviet Road (中苏公路). The Gansu Provincial Government set up the Gansu-Xinjiang Road Supervisory Office, headed by Ma Buqing, to oversee construction from Hongchengzi to Xinxing Gorge. The construction of the Gansu-Xinjiang Road started alongside military operations. Ma Buqing mobilized over 20,000 soldiers and civilians, and the total workforce reached 200,000, including 3,000 engineers for the Gansu-Soviet road and 150,000 workers with 200 engineers for the Yunnan-Burma Road (滇缅公路). They improved existing “motor roads” by implementing a phased construction plan, with the roadbed being 9 meters wide, the surface 3-3.5 meters wide, and a 20-centimeter thick mixture of crushed stone, pebbles, and gravel. The minimum radius of horizontal curves was 25 meters. Construction of the Gansu-Xinjiang Road, which was 30 kilometers long within Jiayuguan City, took 16 years, finishing in 1943, with a total expenditure of 10 million yuan. The road facilitated the transportation of Soviet military equipment, forming 15 Soviet-equipped divisions for strategic counterattacks.
Yunnan Provincial Governor Long Yun suggested to Chiang Kai-shek that Japanese forces might cut off China’s international transport lines, particularly affecting Hong Kong and Vietnam. He proposed building the Yunnan-Burma Road and a railway through western Yunnan to connect with the Indian Ocean, ensuring smooth external transportation for southwest China. Due to funding and equipment challenges for railway construction, priority was given to the road’s construction.
In October 1937, Chiang sent Wang Qiaosheng, Vice Minister of Transportation, to Kunming to discuss the Yunnan-Burma Road’s construction with Long Yun. Zhao Zukang, Director of the Ministry of Transport’s Highway Administration, personally surveyed two competing routes, the Tengyong Line and the Shunzheng Line, before recommending the final route: from Kunming to Dali, Baoshan, Longling, Mangshi, Wanding, and crossing into Burma, then connecting with Burma’s central railway in Lashio (腊戍) to reach Yangon (仰光).
The Yunnan-Burma Road stretched 1,146.1 kilometers, with the Yunnan section spanning 959.4 kilometers, and the Burma section was 186.7 kilometers. Construction began with the road from Kunming to Dali already built by 1935. According to agreements with the British and Burmese authorities, China would build the road from Dali to Wanding, while Burma would take responsibility for constructing the section from Lashio to Wanding. The Yunnan section of the road was completed by 1943.

Completion and Strategic Importance

In December 1937, the Nationalist Government formally ordered Long Yun to complete the Yunnan-Burma Road within one year, allocating 2 million yuan. The construction of the road was critical to China’s national defense and war effort. By December 1937, work began on the road, and in August 1938, after nine months of hard work, the road was completed and opened ahead of schedule. The construction involved excavating 11 million cubic meters of earth, 1.1 million cubic meters of rock, and constructing 243 bridges and 1,789 culverts. In October 1938, the Ministry of Transportation established the Yunnan-Burma Road Transport Management Bureau in Kunming, which became responsible for the road’s management.

Management and Operations

Early Operations

In December 1938, the Southwest Transportation Office (西南运输处) began managing the transportation along the Yunnan-Burma Road. This office, officially known as the “Military Commission Southwest Import and Export Transport General Office” and informally called the “Southwest Transport Company,” was a paramilitary organization directly under the Nationalist Government’s Military Commission. It was the largest official transportation agency during the war. In October 1938, following the fall of Guangzhou, the Southwest Transport Office moved its headquarters to Kunming and began managing the international transportation of goods, particularly between Yunnan and Burma.

After the interruption of the Sino-Vietnamese transport route, the Southwest Transport Office focused all its resources on the Yunnan-Burma Road. The office’s capacity grew, adding multiple sub-offices, including a transportation training institute, medical stations, and repair depots. At its peak, the office operated over 3,300 vehicles.

Strategic Resource Management

The Southwest Transport Office primarily handled the transportation of military supplies, especially from the United States, including gasoline, weapons, tires, vehicles, flour, and medical supplies. It also facilitated the shipment of tungsten (钨砂), tin (锡), and other goods as payment for foreign military aid. From 1939 to 1940, monthly shipments of military supplies via the Yunnan-Burma Road skyrocketed to 10,000 tons, and in 1941, the total amount of goods transported reached 132,000 tons.

Challenges and Reorganization

Initially, the Southwest Transport Office had a monopoly over the transportation on the Yunnan-Burma Road. However, after the reopening of the Yunnan-Burma Road and the subsequent influx of transport agencies and vehicles, this monopoly ended. By 1940, the office’s large size and internal conflicts became problematic, leading to a decline in operational efficiency. Corruption and mismanagement within the office led Chiang Kai-shek to send Yu Feipeng to investigate and reform the office. In November 1941, the Southwest Transport Office was dissolved, and its responsibilities were transferred to the China-Burma Transport General Bureau (中缅运输总局).

The China-Burma Transport General Bureau was established in Kunming on November 1, 1941, with Yu Feipeng as the Director. This new agency streamlined operations, focusing on military material transport. With the addition of 15 new radio stations along the Yunnan-Burma Road, the bureau’s operations improved significantly. However, after the Japanese occupation of Burma in May 1942, the transport line was interrupted and the bureau was disbanded in June 1942, later being reorganized as the Yunnan-Burma Road Transport Bureau (滇缅公路运输局).

Transport Statistics

In 1939, the Southwest Transport Office handled the first shipment of military supplies from Yangon to Kunming. Prior to the war, the Yunnan-Burma Road’s monthly transport volume was only 200 tons, while the French Indochina route carried 12,500 tons. The outbreak of the European war in 1939 saw a significant increase in shipments, as the United States began supplying China through the Yunnan-Burma Road. By 1941, shipments reached a record 17,500 tons in November, marking the highest transport volume in the road’s history.

Japanese forces attempted to disrupt the road by bombing key bridges, such as the Gongguo Bridge (功果桥) on the Lancang River and the Huitong Bridge (惠通桥) on the Nujiang River (怒江), with the latter being bombed six times. Despite this, the Yunnan-Burma Road remained operational, with only brief interruptions. Throughout the war, over 770,000 tons of military and civilian supplies were transported via the Yunnan-Burma Road, including over 10,000 vehicles and strategic materials like gasoline, weapons, and medical supplies.

Value and Significance (价值意义)

Strategic Importance

The construction of the Burma Road (滇缅公路) was a powerful counterattack to the Japanese imperialist ambition of defeating China within three months at the start of the war. For China, the Burma Road became the vital link between the two major war zones, allowing a steady stream of material aid to flow into China, thus breaking Japan’s blockade strategy.

A Lifeline for the War

The Burma Road was hailed as the “lifeline” for China during the War of Resistance (抗战). It provided substantial support to the war effort. According to statistics, the volume of goods transported on the Burma Road was 27,980 tons in 1939, 61,934 tons in 1940, and 132,193 tons in 1941. [8] Besides receiving foreign military aid, China also exported large quantities of strategic metals such as tungsten, copper, and tin, as well as tung oil, which were essential to the Allies’ fight against fascism.

Economic and Industrial Impact

The rapid construction of the Burma Road contributed significantly to the development of national industries and foreign trade. Improved wartime transportation conditions allowed inland factories to quickly resume production, helping to lay a solid material foundation for China’s victory in the war.

National Unity and Morale

The construction of the Burma Road greatly enhanced national unity and boosted the confidence and determination of the Chinese people to continue the fight. Despite lacking advanced tools, the Chinese people completed this monumental project in just nine months—an achievement that even experts from Britain and the United States deemed impossible. Given the dire situation during the war, this success served as a tremendous morale booster and highlighted the immense strength of the Chinese people to the world.

Stamp Issuance

On August 30th, the 80th anniversary of the opening of the Burma Road, the “80th Anniversary of the Opening of the Burma Road Commemorative Stamp Album” (《滇缅公路通车80周年纪念邮册》) was released in Longling County (龙陵县), Baoshan City (保山市), Yunnan Province (云南省), one of the main battlefields of the Anti-Japanese War in Western Yunnan. More than 100 precious historical relics were also displayed to the public. [9]

Recruitment of Laborers

To ensure the smooth construction of the Burma Road, the Yunnan government widely recruited road workers along the route. At the peak of construction, more than 200,000 workers were employed daily. This large-scale recruitment reflected the strong anticipation and selfless dedication of the various ethnic groups in Yunnan towards this vital artery of transportation.

Women Working on the Burma Road

At the construction site of the Burma Road, a woman is seen wielding a hammer, diligently striking hard stones. Her figure moves busily across the site, demonstrating the strength and determination of the workers.

Chinese Laborers Building the Burma Road

Countless Chinese laborers contributed their hard work to the construction of the Burma Road. With tools in hand, they braved the hardships of nature and tirelessly worked to support the country’s transportation infrastructure.

Labor Statistics for the Western Section of the Burma Road

Data sourced from Xie Ben’s book and Pu Jinshan’s “Some Issues in the Study of the Burma Road and Overseas Chinese Workers” (《滇缅公路与南侨机工研究的几个问题》).

Unity Among Ethnic Laborers in Building the Road

During the construction of the Burma Road (滇缅公路), farmers from neighboring counties (or administrative districts), including Han (汉), Yi (彝), Dai (傣), Hui (回), Jingpo (景颇), Achang (阿昌), De’ang (德昂), Miao (苗), and other ethnic groups, actively participated in the effort. Armed with simple tools and undeterred by the hardships, they worked together to contribute to the nation’s infrastructure. The construction of the Burma Road not only united the people of various ethnic groups in Yunnan but also forged a strong belief in the shared destiny of the Chinese nation.

The Magnificent Scene of Various Ethnic Groups Working Together

Throughout the construction process of the Burma Road, workers faced numerous challenges due to the simplicity of the construction equipment, harsh living conditions, lack of labor protection facilities, and the rugged terrain and harsh climate. Tragically, over 3,500 Chinese workers sacrificed their lives. Yet, it was these brave and fearless road workers, through their sweat and blood, who built the glory of the Burma Road. This road not only witnessed the unity and struggle of the people of Yunnan but also became a symbol of the Chinese nation’s resilience and survival.

The Challenging Journey of the Burma Road’s Operation

The operation of the Burma Road gradually unfolded with the collaborative efforts of various management departments and transportation teams, who overcame numerous difficulties and made immense sacrifices. They faced danger without fear, pressed on tirelessly, and ensured the smooth operation of this vital lifeline.

Operation and Management of the Burma Road

During the operation of the Burma Road, the management departments and transport teams encountered many challenges. They had to overcome natural obstacles such as treacherous terrain and harsh climates, as well as difficulties stemming from inadequate equipment and tough living conditions. However, it was through the intelligence and hard work of these brave and fearless managers and transport workers that they ensured the smooth operation of the Burma Road, contributing significantly to the victory in the War of Resistance.

The Operation and Management of the Burma Road

From 1938 to May 1942, the Southwest Transport Bureau (西南运输处) and the China-Burma Transport General Bureau (中缅运输总局) were the primary official agencies responsible for handling the transportation business on the Burma Road. After the dissolution of the Southwest Transport Bureau in November 1941, the international transport business and organization of the Burma Road were transferred to the China-Burma Transport General Bureau, which was restructured from the original team. In addition, many private transport companies operated along the Burma Road, with vehicles mostly consisting of American-made “GMC” and “Stude Baker” trucks and various types of American Jeeps. Together, these made up the unique transportation landscape of the Burma Road during this historical period.

The Transportation Boom on the Burma Road

Once the Burma Road was open, it quickly became China’s most important international transport route for imports and exports. From 1938 to the end of the War of Resistance in 1945, more than 490,000 tons of goods, including gasoline, weapons, ammunition, medical supplies, and various strategic materials and equipment, were transported into China via the road. Additionally, over 10,000 vehicles were brought in. Exports from China included tung oil, tungsten ore, tin, raw silk, and porcelain, among other goods.

Burma Road Freight Data (October 1940 – September 1941)

Data from October 1940 to September 1941

Source: [Arthur N. Young, Foreign Assistance During the War of Resistance: Foreign Aid and the China-Japan Currency War, 1937-1945]

The Courageous Contribution of the Overseas Chinese Workers

During the War of Resistance (抗日战争), the patriotic Overseas Chinese leader Chen Jiageng recruited many Chinese youths from Southeast Asian countries to form the “Overseas Chinese Mechanics Service Corps” (南洋华侨机工回国服务团). They were primarily responsible for automobile transportation and maintenance along the Burma Road (滇缅公路). Starting in February 1939, these workers, in nine batches, a total of more than 3,200 men, risked their lives to join the wartime supply lines. They transported a large quantity of critical supplies, totaling 450,000 tons, including gasoline, weapons, ammunition, and other essential materials. Unfortunately, many mechanics lost their lives due to enemy airstrikes, traffic accidents, and illness, with the death toll exceeding 1,000. Their bravery and dedication made a significant contribution to the victory of the War of Resistance.

The Maintenance and Struggle Over the Burma Road

Due to the rushed construction of the Burma Road (滇缅公路), the road faced multiple problems after its completion. This made the maintenance and urgent repairs a critical challenge. In the context of the nation’s survival during the war, the Burma Road became not just a lifeline but the only connection between China and the outside world. To ensure the smooth operation of this crucial route, countless Chinese military and civilian workers made tremendous efforts and sacrifices, guarding the road’s integrity with their lives, contributing greatly to the success of the war.

Maintenance and Urgent Repairs on the Burma Road

Due to frequent landslides caused by rain, which severely disrupted transportation, the Yunnan (云南) provincial government established the “Yunnan Provincial Road Maintenance Office” (协修改善滇缅公路征工处) to organize workers for urgent repairs. By statistics, the total labor force recruited by this office amounted to 11.12 million man-days. Workers, including many elderly people and women from villages near the landslide-prone areas, worked tirelessly to ensure the continuous flow of the Burma Road, contributing significantly to the victory in the War of Resistance.

The Role of Women and Children in Urgent Repairs

In the repair efforts of the Burma Road, not only male laborers were involved, but women and children also played an indispensable role. Armed with farming tools, they actively participated in clearing debris from the road and contributed their strength to maintaining the road’s passage.

Tenacious Repair Work Under Airstrikes

The Burma Road, being within the range of Japanese air raids, put repair workers at constant risk of losing their lives. However, they showed immense perseverance, cleverly responding to airstrikes and risking their lives to ensure the road remained operational. Even after bombings, they would quickly repair the damage, earning the road the nickname “The Road That Cannot Be Destroyed.” According to reports, the time the road was obstructed due to bombings was only 13 days, 10 hours, and 15 minutes.

The Two Shutdown Crises of the Burma Road

During the construction and operation of the Burma Road, the road faced two major shutdown crises:

1. From July 18 to October 18, 1940, traffic was cut off on the Burmese side of the Burma Road due to British yielding to Japanese pressure—this was the first shutdown.

2. In May 1942, to prevent the Japanese army from advancing towards Kunming (昆明) along the Burma Road, the Chinese Nationalist Government decided to destroy certain segments of the Burma Road in western Yunnan, establishing the Western Yunnan Road Destruction Bureau (滇西破路工程处)—this marked the second shutdown. During this time, the Chinese Expeditionary Force (中国远征军) also actively engaged in defensive battles.

In December 1941, China and Britain signed the “Sino-British Joint Defense Agreement on the Burma Road” (中英共同防御滇缅路协定). Following that, in February 1942, China mobilized 100,000 elite troops to form the Chinese Expeditionary Force, which was sent to the Burmese front to engage in fierce battles with the Japanese army. Over the course of six months, they traveled more than 1,500 kilometers, delivering a heavy blow to the Japanese forces in Burma. After the war, part of the Expeditionary Force remained in India, while the other part retreated to western Yunnan. The casualties of the Expeditionary Force amounted to over 61,000 soldiers, with 50,000 of them heroically sacrificed in the battle during their retreat.

The Construction of the China-India Road

At the same time, China, the United States, and the United Kingdom jointly initiated the construction of the China-India Road (中印公路). Work on this road began on December 10, 1942, and after more than two years of effort, it was fully completed in January 1945. The northern route started in Ledo, India, passed through Myitkyina in Burma, extended to Tengchong (腾冲), Longling (龙陵), and connected to the Burma Road in Kunming, with a total length of 1,586 kilometers. The southern route also started in Myitkyina, passing through Bamaw and Monywa, and connected with the Burma Road in Kunming, with a total length of 1,732 kilometers. Between February and October 1945, a total of 43 convoys with 26,783 trucks transported 161,956 tons of materials to Kunming along this road.

The Interconnectivity and Complementarity of the Burma Road and Other Routes

The fate of the Burma Road directly influenced the direction of China’s War of Resistance. To ensure the stability of material transportation, several important complementary routes were opened around the Burma Road. These routes not only ensured connectivity in the southwestern region but also made a significant contribution to China’s victory in the war.

In 1938, to open up international aid routes, the Chinese government began constructing the Sichuan-Yunnan Road (川滇公路). The eastern section of this road, from Luzhou in Sichuan Province, passed through the Chishui River into Guizhou, then through Bijie, Weining, and reached Xuanwei in Yunnan, finally connecting to Tian Shengqiao in Zhaotong, Yunnan, and connecting with Kunming. To further strengthen the transportation network, the western section of the Sichuan-Yunnan Road, from Xichang to Xiangyun, was completed between November 1940 and June the following year. This route connected the Burma Road and the Yunnan-Burma Railway, forming an important passage between Sichuan, Kangding, Yunnan, and Burma.

However, the construction of the Yunnan-Burma Railway (滇缅铁路) faced setbacks. The railway project started from Kunming, passing through Lufeng, Chuxiong, and Ya’an, and was supposed to reach Qinghua Cave in Xiangyun County, where it would connect to the railway in Myanmar at Lashio. Although the section within China was about 860 kilometers long and was built to a meter-gauge standard, the full railway was never completed. By 1942, as the Japanese army advanced toward western Yunnan, the Chinese side decided to destroy the railway to prevent it from falling into enemy hands.

The Construction of the China-India Oil Pipeline

The construction of the China-India oil pipeline (中印输油管道) was another crucial project that provided new logistical support for China’s transportation needs. This pipeline, which extended from Kolkata (Calcutta) in India through Assam and along the Stilwell Road (史迪威公路) to Kunming, Yunnan, was over 3,000 kilometers long. The pipeline construction started in December 1943, and by June to November 1945, about 100,000 tons of oil were successfully delivered to China. The pipeline was then dismantled after its service was completed.

Yunnan’s Contribution to the Oil Pipeline Construction

Yunnan’s workers (民工) made significant contributions to the construction of the China-India oil pipeline. These workers were responsible for laying the oil pipes, assisting in transporting vital resources to support China’s wartime logistical needs. Their participation in this immense undertaking reflected their dedication and the crucial role they played in supporting China’s resistance efforts.