Dec. 25, 1979, was a significant day in the history of communications in the Republic of China, as the North Link Railway, the last but most difficult of the 10 major construction projects, was completed and underwent a successful test run. Costing about NT$7.3 billion (US$203 million) and taking six years to construct, the railway was fully opened to traffic on Feb. 1, 1980.

Traversing the mountainous region along the northeast coast of Taiwan, from Nanshenghu in Ilan County in the north to Tienpu in Hualien County in the south, the railway is part of the planned round-the-island system. It will play a major role in boosting the economy and tourism on the under-developed east coast of Taiwan as well as strengthening national defense.

Taiwan is divided down the center from north to south by the Chungyang Shan Me (Central Mountain Range). The wide and fertile western plain, with its dense population, heavy concentration of industry and convenient communications, has been developed rapidly in the past 30 years. Facing the Pacific Ocean on one side and backed by steep mountain ranges on the other, the East coast is isolated, sparsely populated and has little industry. This slow progress has been due to a large extent to the lack of a direct, rapid and reliable communications link.

In the past, surface communications between northern and eastern Taiwan were more or less limited to the Suao-Hualien Highway, a one-way road traversing rugged mountains which is both dangerous and easily disrupted by landslides during typhoons or other periods of heavy rain. Although Hualien is linked by daily flights to other centers in Taiwan, seats are limited and the fares too high for the service to make much of a contribution to development.

Ever since the idea of a North Link Railway was first put forward in 1947, the government has conducted geological and economic feasibility surveys. The project was always shelved, however, because the enormous funds needed were not available.

The government finally decided to include the North Link Railway in the 10 major construction projects in October 1973. Under the direction of the department of communications of the Taiwan Provincial Government, the engineering work for the railway was contracted to the Retired Servicemen's Engineering Agency (RSEA). When the government set in motion the procedures to buy the necessary land, several owners donated their holdings voluntarily, while others contributed cash gifts, to show their support for the project.

When the engineering work began on Dec. 25, 1973, it was initially estimated that the railway would take five years to complete at a cost of US$78 million. The cost went up, however, mainly as a result of inflation and the extra work needed to cope with the difficult terrain. An extra year also had to be added to the timetable to allow for hold-ups caused by bad weather, and the construction of the many bridges and tunnels along the 81.6-kilometer route.

Tunneling proved to be the most difficult task of all. The two "Big John" excavators originally imported to do the work proved to be unsuited to the rugged and varied geological conditions. The machines had to be replaced by an oblong drilling machine fitted with six pairs of huge drills to dig out dozens of cavities on both sides of the tunnel for explosives to be positioned, while the debris was carried out by pushcart. To prevent cave-ins caused by geological faults, the tunnel roof had to be propped up with steel brackets and the walls were covered with concrete.

Divided into three teams, RSEA engineers worked round-the-clock on the project. While tunneling through mountains, landslides and water tables, the engineers met many problems. Some 20 workers lost their lives either through cave-ins, landslides or in other accidents. The many visits paid to the site of the railway by President Chiang Ching-kuo to show his respect and concern for the construction crews, played a big role in encouraging the workers to continue with a seemingly impossible task.

Altogether, the railway has 16 tunnels with a total length of 31.1 kilometers. Construction of the Yung Chun Tunnel, at four kilometers, the third longest on the railway, but stretching further than the previous longest in Taiwan, the Tsaolin tunnel near Fulung, was beset with difficulties of almost heartbreaking proportions. Because of the repeated inflow of under ground water, it took five years to complete. At the point where the tunnel passes under the Peihsi river close to Tongao town, workers were eventually forced to stabilize the roof with concrete. But when a typhoon in 1974 caused an underground water flow of 150 metric tons a minute, the concrete superstructure was crushed. In the end, a complete drainage system, complete with pipes, ditches and side tunnels, had to be installed.

The Kuan Yin (Goddess of Mercy) tunnel, 7.74 kilometers long, is now the longest on the island of Taiwan. It takes almost two hours to walk through it, while a train takes 12 minutes to complete the trip. Because of its length, the engineering crew decided to start the work from six places. As well as at the two ends of the tunnel, excavations were begun at two points on the mountainside, and at two points from the sea. A railway station set up in the middle of the tunnel at a junction point represents a first for Taiwan in engineering.

Two other tunnels, the Ku Yin and Ku Feng, also proved to be challenge for the engineers. When work started on the Ku Feng tunnel, it was discovered that the strata in the middle was continuously in motion. The only solution was to literally remove this part of the mountain--in 200,000 truckloads. The engineers' perseverance and courage in overcoming all the difficulties had been fully demonstrated. Since tunneling was started simultaneously from both ends, special techniques and equipment had to be employed to make sure all the sections were aligned. An error of only two millimeters of Chingshui Tunnel represented a new record in precision for the Republic of China.

The construction of 91 bridges, including 22 long ones, provide another feature of the railway. The l.4 kilometer Hoping Bridge, located close to the mid-point of the railway, is the longest. The railway starts at Nanshenghu, and passes through Yungchun, Tungao, Nanao, Wuta, Kuanyin, Hanpen, Hoping, Hojen, Chungte, Hsincheng, Chingmei, and Peipu on its way to Hualien and Tienpu.

After completion of the tunnels and bridges, the most important task left to be done was laying the rails. Experienced tracklayers from the Taiwan Railway Administration were entrusted with this work - and some retired employees even volunteered their services. Although in his 60s, Chen Lien-sou, was so enthusiastic and showed such excellent skills that he was soon chosen as leader of a track-laying team. He worked so hard to keep up with the schedule that he fell sick and had to undergo an operation for kidney stones. But he was back on the job soon after he recovered from the surgery, to earn the admiration of his co-workers.

All the workers and engineers, led by Chu Fu-heng, head of the Construction Bureau, and Mi Chin-tang, director of the RSEA, showed an undaunted and dedicated spirit in overcoming the challenges posed by the construction. Their hardworking spirit is put down as one of the main reasons for the successful completion of the North Link Railway.

Traveling by Kuan Hua express train, it takes 3 hours and 10 minutes to reach Hualien from Taipei, half the time taken by road. When the factors of greater capacity, reliability and safety are added, it can be seen that the railway will definitely stimulate the economy and tourism in Eastern Taiwan.

As limestone, the most important raw material in making cement, is found extensively in eastern Taiwan, many cement plants have been set up in such places as Tongao, Hoping and Hsincheng, all of which are served by stations on the railway. Other resources in eastern Taiwan will be developed with the completion of the railway. It is estimated, for instance that some one third of Taiwan's forestry resources plus undeveloped pasturage, lie in the hinterland of Hualien port, while huge fishery resources are waiting to be exploited offshore.

Perhaps the most significant achievement, however, is that the nation has cultivated a team of experts in constructing railways and excavating tunnels. With strong confidence, perseverance and courage, they will become a nucleus for the construction of the south link railway, the last section in the round-the-island network. These railwaymen will undoubtedly continue to add triumphant pages to the Republic of China's history of development.

[Picture Caption]

Tunneling is the most difficult task of all. The engineers use an oblong drilling machine fitted with six pairs of huge drills to excavate the tunnel. To prevent cave-ins caused by geological faults, the tunnel roof had to be propped up with steel brackets.

Above: The 1.4-kilometer Hoping Bridge, running over Hoping Hsi (River), is the longest on the North Link Railway. Below: In the past, surface communications between northern and eastern Taiwan were more or less limited to the Suao-Hualien Highway. After the completion of the North Link Railway, traffic load on the highway has been reduced considerably.

Above: The engineering crew working at the entrance to a tunnel. Below: Rails lying beside the construction site form a parallel pattern.

The North Link Railway (above left) plays a major role in boosting the economy and tourism on the rural east coast (above right). Below: Traversing the mountainous region along the northeast coast of Taiwan, the railway is the product of engineering crews' sweat and skill.

From top: As limestone, the most important raw material in making cement, is found extensively in eastern Taiwan, many cement plants have been set up along the railway; Operating signals; Hoping station is the mid-point of the railway, located close to the Hoping Bridge.

Tunneling is the most difficult task of all. The engineers use an oblong drilling machine fitted with six pairs of huge drills to excavate the tunnel. To prevent cave-ins caused by geological faults, the tunnel roof had to be propped up with steel brackets.

Tunneling is the most difficult task of all. The engineers use an oblong drilling machine fitted with six pairs of huge drills to excavate the tunnel. To prevent cave-ins caused by geological faults, the tunnel roof had to be propped up with steel brackets.

The 1.4-kilometer Hoping Bridge, running over Hoping Hsi （River）, is the longest on the North Link Railway. Below: In the past, surface communications between northern and eastern Taiwan were more or less limited to the Suao-Hualien Highway. After the completion of the North Link Railway, traffic load on the highway has been reduced considerably.

The engineering crew working at the entrance to a tunnel. Below: Rails lying beside the construction site form a parallel pattern.

The engineering crew working at the entrance to a tunnel. Below: Rails lying beside the construction site form a parallel pattern.

The North Link Railway （above left） plays a major role in boosting the economy and tourism on the rural east coast （above right）. Below: Traversing the mountainous region along the northeast coast of Taiwan, the railway is the product of engineering crews' sweat and skill.

The North Link Railway （above left） plays a major role in boosting the economy and tourism on the rural east coast （above right）. Below: Traversing the mountainous region along the northeast coast of Taiwan, the railway is the product of engineering crews' sweat and skill.

The North Link Railway （above left） plays a major role in boosting the economy and tourism on the rural east coast （above right）. Below: Traversing the mountainous region along the northeast coast of Taiwan, the railway is the product of engineering crews' sweat and skill.

As limestone, the most important raw material in making cement, is found extensively in eastern Taiwan, many cement plants have been set up along the railway; Operating signals; Hoping station is the mid-point of the railway, located close to the Hoping Bridge.

As limestone, the most important raw material in making cement, is found extensively in eastern Taiwan, many cement plants have been set up along the railway; Operating signals; Hoping station is the mid-point of the railway, located close to the Hoping Bridge.

As limestone, the most important raw material in making cement, is found extensively in eastern Taiwan, many cement plants have been set up along the railway; Operating signals; Hoping station is the mid-point of the railway, located close to the Hoping Bridge.