HOW IT WAS! KUNSAN AIRBASE OTHER UNITS (1951-1954) 14th Trans Port Co. (1952-1954) 21st Trans Port Co. (1954-1955) Det 1 507th Signal Service Co. (1952-1955)

Monty Award England (NR)

Panzer Award Panzer Site -- Slovakia

Acknowledgment: Special thanks to Travis Hughlett of Raymore, Missouri for providing his invaluable information on Kunsan Harbor through his narratives, maps and photos. Thanks to Dennis C. Ambrose of Black River, NY for his narratives and photos.

Early Operations at Kunsan Harbor:

Occupation Forces Operations (1945-1949): During the Occupation years, the 63d Infantry Regiment, 3rd Battalion handled the Kunsan/Iri area. In Kunsan Harbor there was stationed one harbormaster who basically ran his own operation. He towed the ships in and towed them out. The harbor master was said to be a corporal. The tug and its boathouse were further up the river on the east end of the town near the old fishing village in that area. Basically, the harbor master operated his own operations -- without interference from the U.S. Army Occupation forces. However, at Kunsan there really wasn't much activity to begin with. Being at the end of the "food chain," there was very little activity was at Kunsan. Most supplies were transported by rail. When the Occupation forces departed Kunsan in March 1948, it is assumed that the Harbor Master steamed his tugboat to Pusan where the tug was then towed to Yokohama U.S. Army Storage to slowly rot from lack of manpower and care.

Early Harbor Master Operations during the Korean War: After the Invasion of Inchon, Kunsan, the port city on the Kum River estuary, fell to the 1st Battalion, 24th Infantry, without opposition at 1300, 30 September 1950. Though we are not certain as to the exact date the Army took charge of Kunsan Harbor, we can be fairly sure that it was very shortly after the recapture of Kunsan. The first step was to de-mine the harbor. The North Koreans had mined the harbor in 1951 anticipating a possible American invasion in the area. The mines shipped to Changhang via train. After the mines had been removed and the shoreline cleared of mines, the operation of the port opened.

The first "Harbor Master" was probably an Army corporal or sergeant assigned a tugboat to tow allied supply ships into and out of the harbor. The tug most certainly came from the "storage" facilities at Yokohama U.S. Army Storage Depot where all the floating wrecks from all over the Pacific were stored.

When the Kunsan Air Base was taken over by 5th AF in Oct 50, the base did not have the infrastructure required to support a major wing nor did it have a runway capable of sustaining heavy aircraft operations. No aircraft were assigned to the base as yet. He probably worked autonomously as the operations were initially very small. In fact, this operation would most likely have been the exact duplicate of the "Harbor Master" operations under the 63rd Infantry Regiment during the Occupation period (1946-1948) and used the same facilities at the harbor in the Naehang (inner port) area. All the port facilities, including most warehouses, built by the Japanese remained intact.

Then the activity started to pick up. The 14th Transport Co. -- of the 2nd Logistical Command from Pusan -- arrived to take over the port operations and ships bearing concrete and plywood from Japan. Most heavy equipment and personnel to construct the base were transported up from Pusan by rail. However, massive amounts of concrete and other construction materials had to be brought in by ships. The 808th Engineering Aviation Battalion (EAB) (SCARWAF) - supported initially by the 809th EAB (SCARWAF) -- set about building the original runway. Because the soil was like jello, tons of rock and concrete was required. The 27th Airfield Installations Squadron started constructing the prefab housing for the troops. Reports were that plywood was stacked over ten foot high in an area larger than a football field.

The operations, of course, were dictated by the tides and ships would have to wait off-shore until the tide rose. The harbor master duties would have risen immensely and we are assuming that two tug boat operators were assigned. We are also certain that the autonomous operations of the harbor master during Occupation Forces period ended and he reported directly to the Commander of the 14th Transport Co.

Though the rock was quarried locally, massive amounts of cement were required to be imported. The 27th Airfield Installation Squadron started setting up the plywood Jamesway structures for the Air Force units at Kunsan AB. Vast amounts of plywood for these prefab structures were imported from Japan. All of these materials were handled by the port. The Kunsan transportation operations were supported with Army personnel of the 2nd Logistical Command from Pusan -- and a Detachment of the 507th Signal Company was brought in to support communications. From the experience gained during the Occupation years, all ships sent to Kunsan were shallow draft. In some cases, fuel was off-loaded from the ship. In addition, ships would "hold" off-shore until the tide came in. Ships would rapidly off-load and depart.

Map of Kunsan, Chollabuk-to (1945-46) (CLICK ON MAP TO ENLARGE)

Closeup of Kunsan City, Map of Kunsan, Chollabuk-to (1945-46) (SITE NOTE: The harbor area had not changed since the Occupation. The LSTs would dock where the Kunsan-Changhang Ferry station is to the west of the three Pontoon Docks. The docks were used for off-loading troops and shallow-draft ships carrying concrete or fuel. Later fuel would be pumped into holding tanks in the harbor area to the west of the docks.)

The port security was handled by the ROK Army -- and civilian guards in some areas. Early on the 808th EAB at Kunsan AB switched to a Korean contract labor system to provide Korean "coolie" laborers to do the unskilled manual heavy labor tasks. As an adjunct, the "contract" system was extended to Kunsan. These "Coolie" laborers were used for all the offloading operations under the supervision of Army personnel.

Initially, the "contract" system mirrored the system used by the Occupation forces in Korea in 1946-1949. At that time, a truck driven by U.S. military driver pulled up to a location downtown and those wishing work would pile onto the truck. At the end of the day, they were paid their wages and driven back downtown. This type of system -- still in use in America for migrant farm workers -- was used at the port. The Koreans simply showed up at the port and waited around to be selected for work. Later the system was refined as Korean nationals who spoke English (taught to them by the Protestant Missionaries) were hired on. These became the contract staff who handled the procurement of labor. More Korean nationals who spoke English were assigned to the various units as interpreters -- and all labor requests flowed through the contract office.

Later on, Korean companies were formed who hired their own personnel and contracts were let to contractors for specific projects. The contractors handled the procurement and payments to their personnel. All payments to these companies were paid in Korean currency. One soldier from the 808th EAB observed the payment at the end of the contract to build an NCO Club. He stated that the contractor hauled his payment away in duffle bags -- the Korean currency had been so inflated that it was almost worthless. There was so much currency that he required a jeep to carry it all away.

Finally in August 1951, the original runway at Kunsan Air Base was complete and the 3rd Bomb Wing moved in from Iwakuni, Japan. Swiftly more units were brought into Kunsan and the base populace swelled as well. Suddenly the activity at the Kunsan port facility increased dramatically for sustained operations. The requirements for POL shipments added to the workload. The fuel was transferred from ships to holding tanks and then pumped to the Kunsan POL area located on the north end of the base. The railhead trans-shipments to the base increased as well as constant resupply of bombs/munitions arrived. The Kunsan Port was used as a rations breakdown area to separate combined loads for individual units at Kunsan. Food shipments were normally on a monthly basis from Pusan.

In addition to this, the populace of Kunsan suddenly started to rise as North Korean refugees displaced by the war, started to settle in Kunsan City. Civilian relief shipments consisting mainly of coal, fertilizer and grain increased. The civilian population swelled to 100,000 overnight. By early 1952, a permanent unit was required to handle the rail and port traffic.

The enlisted barracks have all been torn down, but the HQ building Travis is speaking of was between the MP building and the Signal Building. This building has been demolished. The Main HQ Building still remains and is now used as an annex to the Women's Hall in Kunsan City. Though slightly modified, it is still recognizeable.

Other buildings used by his unit that remain are the Kunsan Customs House and the Mp building. The Kunsan Customs House is now assigned to the Kunsan Customs Section and used as a storage area and tourist attraction. It is listed as a Chollabuk-do Provincial landmark. The MP building is now a Graphics sign shop fronting Haemang-ro road.

14th Trans Port Co. : Initially the designation of the unit was 14th Port Battalion. Dennis Ambrose who was first assigned in 1951 stated, "As for the designation of the 14th, it was the 14th Port Bn when I first got assigned to as a detachment of the 507th Sig." Travis Hughlett who came later stated, "My orders 14th Trans Port BN then changed to Kunsan sub Port (prov) 21st Transportation port com B."

The 14th Trans Port Co. was under the Second Logistical Command. The insignia above was worn from: 29 January 1953-25 March 1954. The design of the insignia is that of an A-frame, a wooden device with two projections used by Koreans to carry large loads on their backs. The mountains refer to the Korean terrain.

Spearhead of Logistics, A History of the United States Army Transportation Corps by Benjamin King, Richard C. Biggs and Eric R. Criner (1994) (p307) states, "Kunsan on the west coast, south of Inchon was directly under the 2nd Logistical Command and handled primarily civilian relief shipments such as coal, grain and fertilizer, and cement for both civilian and military use. The port also provided support for nearby U.S. Air Force Kunsan K-8 Air Base, notably POL discharged from coastal tankers at the port and moved by pipeline to the base." Jim Farr worked at the electric substation next to the above ground POL tank and said, "During the time I was at the sub station I DO NOT remember any large tankers coming into the area to fill up the storage tanks, what does an 18 year old kid think about. Well, fuel had to get to the storage tanks, I did see many tankers leave going to the flight line and I think all were marked "JP4 Fuel". The rocks for the Kunsan runway was quarried right off the base, but the massive amounts of concrete flowed from the ships in the harbor.

In Taking Command by John Moench, (p111) describes this pipeline in 1959. It describes the tankers off loading into storage tanks at the port. These tanks are still at the inner port and maintained by the ROK Army. It said, "They pump into those tanks and, to get it to base, we pump it through a tactical pipe line. You may have noticed the pipeline sections along the road to Kunsan City. ... I'm not directly involved in the pumping but I understand that, every time we pump, we have a major problem with the Koreans. Apparently, they know when we are ready to pump and they come from miles around to steal fuel. What they often do is disconnect the pipe and that is not only one hell of a mess and loss of fuel but it is a fire hazard. When the base gets ready to pump, we call for helicopter coverage out of Osan to augment our security we put on the line, the Koreans are going to do taps and disconnects. I have been told that we lose as much as twenty percent of our in-coming fuel each time we pump." However, probably in the Korean War there was not so much of problem as the security would have been much higher with Korean guards along the pipeline.

Spearhead of Logistics (p307) continued, "The port was inland on the Kum river, subject to 20-30 foot tides, and ships had to be lightened in Yokohama or Pusan to clear shoals in the river." This is the reason the mud dredger was so essential to the operations of the port. The dredgers are still in operation today for the inner port (Naehang), though most of the ships dock at the outer port (Waehang) which is a deep water dock.

It went on, "The port was commanded by Lt.Col. Richard C. Biggs from 1952-1953. In the Spring of 1953 Lt.Col. Biggs expanded operations across the river to establish a temporary ammunition outport served by a branch of the main north-south rail line. At that time, extraordinary measures were being taken to bring theater reserves, particularly ammunition, to authorized levels in anticipation of restrictions in armistice terms." The railhead mentioned was established in Changhang across the bay in 1938 and bypassed the rail log jams at Taejon. However, the "extraordinary measures" mentioned appears to be the attempt to stockpile ammunitions in excess of authorized levels. As Changhang was across the bay is in Chunchung Province, it would not be in the Chonbuk Province (North Cholla Province) where Kunsan was. Effectively it would bypass the armistice limits. This "outport" would later become "Magnum West" in Sochon, 22km north of Kunsan. The dump was on a base with a Korean Army air-to-ground missile battery. This ammo dump was eliminated around 1991.

The history added, "Port operations throughout Korea were effective in sustaining the large combat force in Korea, yet the ability to reach operating capacity was hindered by several problems. The first and most significant was the availability of a skilled work force. Local stevedores were mainly inexperienced and hard to get, and the language barrier caused problems in running the docks in Korea."

21st Trans Port Com B: The unit was replaced by the 21st Trans Port Co. and fell under the Korean Communications Zone. The insignia above was worn from: September 1953-June 1955. The design of the insignia is that of a fire beacon and alludes to the old Korean system of alert communications. This system of lines of lighted beacon fires was used to alert the capital of danger. The flaming torch is a symbol of liberty.

The 14th Transportation Port Company was replaced by the 21st Transportation Company in 1954. Travis continued, "The 14th port was there up to March 1954 -- then we were the 21st TC. We closed out the port in early winter 1955 (Jan if I recall) and convoyed to Inchon in 1955." He also noted his commanding officer of the 21st TC was Lt. Col. Travis K. Watterson. Another officer Travis remembers as a "good officer" was 1Lt G. Olson. His best buddy from this time was Allen Paul from Minnesota.

Travis later wrote that there were about 80 when he got to Kunsan, but most of them rotated home within the next few months. There were only 10 or so left when they closed the port in 1955 and moved to Inchon. He wrote, "We were a small group -- a lot of stevedores, tug boat, mp, fire personnel. I was in HQ in Port operations. I believe at first we were under the 2nd Logistical Command and then were changed to the (KCOMZ) Korea Communications Zone 21st Transportation Port com B." He later said, "Looking through old Army orders found my orders from Korea. Listed 78 men when changed over to the 21st port in '54. 62 men left. 22 men left TDY at Kunsan May 54. Best figure I get from the orders less than that when we closed out the port and went to Inchon in '55."

His unit also appears to have had a regional responsibility as well. He mentions a mission he went on to assist the ROK 29th Infantry Division from the southern port of Yosu. He wrote, "I was on this mission to Yosu for the observation and any help for the ROK 29th Inf Div with a Maj, Ist Lt and 3 other EM that was...part of our unit." He later remembered that the train going to Yosu stopped to pick up Major Earl F. Otto from the 425th who went the rest of the way with them.

UN Armistice Inspectors: Spearhead of Logistics, A History of the United States Army Transportation Corps stated, "Following the truce, the port also hosted a United Nations Inspection Team to monitor compliance with armistice restraints on the imports of war materials." The Inspection Team was headquartered at Kunsan Air Base and the Korean government caused a lot of troubles while this team was there. Both sides paid no attention to the Inspection Teams and openly did as they pleased. In 1955, the teams were withdrawn from two locations and reduced in size in all the others -- including Kunsan. In the Korean War Anniversary, Raymond G Loynes of Ontario, Oregon tells of serving with the 6170th Material Squadron at Kunsan from Jan 6, 1954 to Oct 21, 1957. He states, "There were no aircraft on the base at this time except for one lonely C-47. I was in the 6170th Material Squadron at the time. We were having a lot of disruptions from the South Koreans because of the Truce Inspectors housed on the base. They seemed to think they were spies or something." (Note: Under the Armistice agreement, Truce Inspectors were to be stationed at Kunsan. The Armistice Agreement, Vol I Paragraph 43 states, "Neutral Nations Inspection Teams shall be stationed at the following ports of entry: Territory under the military control of the United Nations Command Territory under the military control of the Korean People's Army and the Chinese People's Volunteers ... KUNSAN (35° 59'N, 126° 43'E) ... These Neutral Nations Inspection Teams shall be accorded full convenience of movement within the areas and over the routes of communication set forth on the attached map (Map 5)." However, South Korea never signed the Truce Agreement and under President Syngman Rhee (Yi Sung-man 1875-1965) threw up many stumbling blocks to the peace process.)

However, Travis provided a hand-printed threat notice written by "Anti-Red Citizens" that was posted on the 14th Trans Port Co. HQ building. It was aimed at the Truce Inspection Team and read, "1. Russia's Puppets, Czecho-Slovakia and Poland Delegates!! Get Away at Once!! 2. Czecho-Slovakia and Poland Delegates, Reds' Spies Disguised as Neutral Truce Observation Group!! Run Away!! 3. Our Enemy Czech-Slovakia & Poland!! Get Out or No Guarantee of Life Anti-Red Citizens" This was definitely not a warm greeting.

Other Units at Kunsan Harbor

Both Kunsan AB and Kunsan harbor operated as separate operations. However, interface problems are bound to arise in communications setups such as this where time and coordinated action is essential. This led to a catastrophe in the December 1952. The 22nd CRBS relied on the 14th Port Com switchboard to relay crash information from Kunsan AB when a pilot was down in the water. When a Marine aircraft crashed off Kunsan AB, there was a delay in the message reaching the 22nd CRBS -- but in the opinion of some, only a minimal delay. The 22nd CRBS was finally dispatched, but the pilots died of hypothermia on the way back in. A Board of Inquiry was convened at Kunsan AB to find the root causes of the deaths. It was determined that the rescue was severely handicapped by a boat with one motor, no rubberized electric blankets provided by Kunsan AB, and tidal conditions. The 22nd CRBS crew was exonerated -- some of who heroically dived into freezing waters to rescue the aircrew. However, in the process of finding a scapegoat, the USAF switchboard operator was punished by being shipped off to guard supply trains from Pusan to Kunsan. The bottomline is that this type of communication system was fine for daily message traffic, but not intended for emergency telephone line communications. (See 22nd CRBS for discussion of this incident.)

Dennis C. Ambrose of Black River, NY wrote, "I was with the 507th Sig Det, 14th Port Bn July 1951 to Mar 1953. Was a sergeant." He sent us a lot of photos of the port between 1951-1953 that have proven quite interesting. The 507th building was next to the HQ building. Of the three prominent buildings in a row -- the Signal Det, HQ and MP building -- only the MP building remains today. Today the road is Haemang-ro (Coast Road) that is a major road around Wolmyong Mountain. The areas that were the barracks on the opposite side of the street were demolished to make way for the road.

Of the photo above, Dennis wrote, "Signal Building (Old Bank), looking from HQ Bldg. (1951). Shows power shack (generators), Radio Shack (mobile), attached building on right was EM Quarters for 2, upstairs of Main Building was for EM Quarters as well as a tent (not shown) to right and rear of Radio Shack. Roof in foreground, I think is a PX." (NOTE: We are uncertain about the PX location as we had information that it was further down in a two story affair next to the old Customs House. See Map Map of 14th Trans Port.) The Signal building was located on what was the road leading to the East Security Gate. Dennis stated, "the outside of the building was a yellow colored brick, if I remember correctly." The building no longer exists. Dennis stated that this was taken from the HQ building, but we do not agree. Another picture of this building shows the front with a doorway on the west corner with the front facing the main road (Haemang-ro) -- and the window patterns don't match. Therefore this picture can only be a pic of the REAR of the building. The picture has to be looking south towards the center of town. The road on the other side of the building is what became the eight-lane road Haemang-ro (Coast Road). The hills (Wolmyong Mountain) are off the picture to the right. The old city hall (Gu-shichang -- now demolished) would have been off the picture to the left. Because of the direction, we are not certain of the identity of the large buildings in the rear right.

According to Dennis, the upper left was "the back of the old Bank bldg looking frim in front of the old slit trench." The bottom pic is of "the little hut that was attached to the Bank taken from ther street side, if you went a little further up the street you would run into that gate..."

The picture above is of "the metal EM quarters that took the place of tents. The two large buildings you see in background are Em Club on left, Mess Hall on right. If you turned left at that building the main Hq would be on left and continuing down the street, the old PX, and then the Signal Compound (of the 1951 period)"

The picture above is the front of the 14th Trans Port Bn Mess hall. Note the sign over the door and the line leading into the messhall. The structure is an old Japanese warehouse converted into a messhall.

According to Dennis, the upper left was "the back of the old Bank bldg looking from in front of the old slit trench." The bottom pic is of "the little hut that was attached to the Bank taken from ther street side, if you went a little further up the street you would run into that gate..."

507 Signal Company Bldg (1953) Front of building on Haemang-ro (Click to enlarge) (Courtesy Dennis Ambrose)	Looking toward Bank building with Warehouse directly across street. (Click to enlarge) (Courtesy Dennis Ambrose)
Signal, HQ and MP Buildings. (Jeep in front of MP Building) (1954) (Courtesy Travis Hughlett) (Click on image to enlarge)	Only Old MP Building Remains now a Photo Reproduction shop. (2000) (Courtesy Kalani O'Sullivan) (Click on image to enlarge)

The left pic below was taken towards the southeast (Wolmyong Mountain). Dennis wrote, "Back of HQ Bldg. taken from roof of Old Bank building (1951)." The right picture was taken looking northeast towards the mouth of the river and Changhang across the harbor. Dennis wrote, "Looking across med. bldg. toward Harbor. This was also taken from the roof of the Old Bank bldg. Slightly to the left is the front of the warehouse that was used as a mess hall."

Looking southeast towards Wolmyong Mountain. (Courtesy Dennis Ambrose)

Looking northeast from Signal Bldg toward harbor (1951) (Courtesy Dennis Ambrose)

William Rush wrote, "The 507th was a Det. and we manned the switchboard, tape, and crypto for the 14th Port ... The bank bldg was on the corner about 3 blocks from the docks." He continued, "I sure would like to see Kunsan now. The people were friendly when I was stationed there. I can't remember the names. I do have a picture of the guy that took care of everything in the bldg."

Another vet was Neil Lockley. He wrote in the Korean War Project (KWP), "I came from 51st Sig Opn Bn and landed at Inchon September 1950 and rotated stateside in January 1952. Was in ASCOM City, Pyongyang, Pusan, Kunsan." On Classmates.com, Neil Lockley wrote of his being in Kunsan Harbor, "507th Sig Svc Co Attached 21st TMPB/Port Bn. Kunsan, Signal Center - prior Pyongyang, Sinanju, Pusan, Inchon, Ascom City."

The unit was never permanently assigned as a detachment, but rather "permanently positioned" by FEAF directives. For this reason, there was very little interaction between the unit and permanent party personnel stationed at Kunsan harbor. They used Kunsan to support rescue operations for Kunsan and Osan AB, while providing a refueling point for clandestine "spook" missions to the north.

Les Adams, a former commander of the 22nd CRBS, wrote about a comment that Kunsan was a "podunk" town. He stated that to the CRBS men who spent so much time sitting on unheated boats under primitive conditions, Kunsan was a welcome respite as it represented hot showers, hot meals and a place to sleep in a warm bed.

We are not certain of the unit designator of the Army unit. This item still in research. The POL JP-4 fuel was pumped off the ships into holding tanks. The tanks near the docks are still in use by the ROK Army. Dennis Ambrose stated, "There was also a small Army Unit not part of the 14th which ooperated ther pumping station which ran and maintained the pipeline to K8. I think it was 8th Army unit, don t know its numerical designation." The pipeline ran above ground to the base. During to pilferage, the pipeline was disassembled when not in use. The pipeline ran along the coastal side of Wolmyong Mountain up to the intersection leading into Mimiyon and then on to the base. It entered the base in the old North POL storage area and the fuel was stored in the above-ground tanks on base.

Other Events at Kunsan Harbor Many times there were unusual maintenance events that occurred. One instance occurred in January or February 1952. The story was related to Wes Jacobson, an F84 pilot from Kunsan (and later retired TWA pilot) during one his retired pilot get-togethers.

Wes said, "an Ex Navy PBM Commander told me about his airplane that his CO was flying on a night reconnaissance mission over the Yellow Sea of the coast of China. They lost an engine somewhere and were quite heavy and started dumping stuff overboard to lighten the A/C and finally got it down so the could keep it flying by running the remaining R-2800 at take-off power for about an hour and got close to Kunsan and landed on the water. They tried to taxi on one engine into the harbor but couldn't so a Korean fisherman in a fairly large fishing boat hooked a bow line on them and towed then into the harbor where they tied the plane onto a buoy."

"This friend was sent over there with a beaching gear and replacement engine and a crew to replace the engine and fly the aircraft back to Japan. This happened in either January 1952 or February and it was pretty cold there. The Navy people stayed with the Army Transport people in downtown Kunsan and used an Army Cat with a winch to pull the seaplane on the beaching gear up on the beach. They borrowed a 6x6 from the Army there to haul the engine from the C-119 that brought all this stuff over Iwakuni Naval Base in Japan to K-8. They changed the engine on the beach and then had to get the plane in the water so they could start the engine and warm it up so they could take off without blowing out the oil screens from cold oil. They got this same fisherman with his boat to pull the plane into the water so they could anchor it and start the engines. They did get the A/C successfully back to Japan."

John W. Colburn, a platoon sergeant with the 76th AAA Btn at Kunsan Air Base, related a humorous incident dealing with the training of the 14th Trans Port Com at Kunsan Harbor. He stated, "A sidelight you might find interesting: Shortly before the Armistice, the CO of the 14th Transportation Port Bn at the Port of Kunsan decided they needed antiaircraft protection for the port. I was sent into Kunsan twice a week for four weeks to teach the crews who were to operate the cal. .50 machine guns in M63 machine gun AA mounts, a single machine gun in each mount that was about waist high with two sets of hand grips so the gunner could fire at aircraft without getting down on his knees. One the last day of the training, we took the guns up on the hill behind the port and let each gunner fire a burst out over the bay. We didn't realize it until too late, but that was the anniversary of the start of the Korean War and the local people were having a rally in a park below the hill, and we had fired the guns over their heads. There was no danger to the people, but it sure quieted the rally and embarrassed both the Port Commander and me."

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• Other Units at Kunsan Airbase (1951-1954)
  • 3rd Air Base Group, Headquarters/Photo Lab
  • 3rd AIO Ground Support
  • 3rd Communications Squadron
  • 3rd Maintenance Squadron
  • 3rd Medical Group
  • 3rd Motor Vehicle Squadron
  • 3rd Supply Squadron
  • 5th Motor Transport Squadron
  • 1973rd AACS (Aircraft and Airways Communications Service)
  • 2157th Air Rescue Squadron
  • 76th Anti-Aircraft Artillery (AAA) Battalion/30th AAA Battalion
  • 77th Squadron of the Royal Australian Air Force
  • ROK Air Force Detachment
  • 21st Transportation Port com B/14th Transportation Port com/Det 1 507th Signal Company --Small Army group in Kunsan City that handled the railhead and port facility
    • Page 1 - Early Operations at Kunsan Harbor - 14th Trans Port Com and 21st Trans Port Com - Other Units: 507th Signal Company Detachment; 22nd Crash Rescue Boat Squadron
    • Page 2 - Port Area at Kunsan Harbor: Compound Area - Main HQ Building - Wharf Area - Railhead Area - Closing Down - Kunsan Port Area Today
  • 808th, 809th, and 841st Engineering Aviation Battalions
  • Marine Air Control Squadron No. 1/Marine Ground Control Intercept Squadron No. 1
  • 22nd Crash Rescue Boat Squadron

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