GEOGRAPHIC INTELLIGENCE REVIEW

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79-01005A000200060002-6
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 44
• Document Creation Date: November 16, 2016
• Document Release Date: November 29, 1999
• Sequence Number: 2
• Publication Date: September 1, 1954
• Content Type: REPORT

COM
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GEOGRAPHIC INTELLIGENCE REVIEW
CIA/RR MR-43
September 1954
DOCUMENT NO V
NO CHANGE IN CLASS. El?
DECLASSICIED
CLASS. CHANGED TO:
NEXT REVIEW BATE:
AWN: 7O-
DATE: EWER. 006514
CENTRAL INTELLIGENCE AGENCY
OFFICE OF RESEARCH AND REPORTS
EILIF1DENTIAL
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WARNING
This material contains information affecting
tau. National Defense of the United States
within the meaning of the espionage laws,
Title 18, USC, Secs. 793 and 794, the trans-
miasion or revelation of which in any manner
to an unauthorized person is prohibited by law.
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CONFIDENTIAL'
-
GEOGRAPHIC INTELLIGENCE REVIEW
CIA/RR MR-43
CENTRAL INTELLIGENCE AGENCY
Office of Research and Reports
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CONTENTS*
Page
The Chinese Nationalist Islands Off the Fukien-
Chekiang Coast 1
Recent Railroad Developments in Tropical Africa
Mapping in the Philippines 29
Mapping in Taiwan ? 35
City Plans of East Germany 38
New Telecommunications Atlas 41
Maps
Following Page
Southeast China: Offshore Islands (13515) 6
Railroads of Tropical Africa: Railroad Development
Since 1950 (13325) 22
*The individual classification of each article in this Review
is given at the end of the article.
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THE CHINESE NATIONALIST ISLANDS OFF
THE FUKIEN-CHEKIANG COAST
With the Chinese Communist shelling of Quemoy on 3 September
1954, attention has again been focused on the thousands of islands,
large and small, that fringe the coast of China opposite Taiwan. Of
the 144 most important islands, 59 are Chinese-Communist occupied, 35
are controlled but not actually occupied by the Communists, 24 are
Nationalist occupied, 5 are unoccupied and considered neutral, and
21 are of unknown status. The 24 Nationalist-held islands -- stretch-
ing from northern Chekiang, scarcely 200 miles sOuth of Shanghai, to
Amoy, less than 300 miles northeast of Hong Kong -- serve as outposts
for the defense of Taiwan, as advance bases for raids on Communist
shipping, as points for observation of mainland troop movements, and
as possible springboards for future Nationalist action against the
mainland. Although there have been minor clashes between Nationalist
and Communist island garrisons since 1950, the Nationalist control of
offshore waters has been centered in the past few years on three main
groups of island strong points plus several isolated pro-Nationalist
guerrilla-held islands.
The three main groupings of Nationalist-held islands are centered
on the Ta-ch'en Islands in the north, on Ma-tsu Shan in the middle,
and on Chin-men Tao (Quemoy Island) in the south (see CIA 13515).*
*The Pescadores are not considered in this article because they
are much closer to Taiwan than to China and consequently do not fall
Into the category of "offshore islands."
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These islands lie along the approaches to three ports -- Hai-men,
Foochow, and Amoy -- which also function as terminal points for land
communications with the interior and as potential invasion-staging
areas. Two other islands, Fri Shan and Nan-chi Shan, are less sig-
nificant but are in a position to screen the sea lanes to the north
and south of Wenchow, the major port of southern Chekiang.
Undoubtedly the biggest fly in the Communists' offshore ointment
is Quemoy Island. Quemoy, in fact, is hardly an "offshore island"
since it is situated almost squarely in the middle of the approaches
to Amoy Harbor. Quemoy commands the 12-mile main southern entrance
to Amoy Harbor as well as the less important 8-mile northern entrance.
Surrounded by the mainland on three sides, the island is nowhere more
than 12 miles from Chinese Communist territory. Hourglass-shaped
Quemoy is 12 miles long from east to west and 8.4 miles wide, narrow-
ing to less than 2 miles at the waist. In 1953 the population was
about 41,000.
An extensive network of roads, generally motorable, connects
the many small towns and villages scattered throughout the intensively
cultivated interior. Although some of the terrain is hilly, especially
in the east, none of it is over 830 feet in elevation.
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A little over 2 miles west of Quemoy and only about 4 miles
east of Amoy, is Lieh HsU (Little Quemoy) a Nationalist-held island
about 3-3/4 miles long by 2-1/4 miles wide. Lieh Hsti has many cove-
head beaches, generally backed by low terrain. The island is inten-
sively cultivated, and its several villages are connected by a well-
maintained system of trails and roads.
The Nationalists also reportedly hold Tung-ting Hsli (Chapel
Island), a steep-sided grassy island off the southern entrance to
Amoy Harbor. The light tower on its summit serves as a sailing
guide for vessels approaching Amoy Harbor from the south.
Recent Chinese Communist attacks on Quemoy have been launched
mainly from the port island of Amoy, only about 8 miles west of
Quemoy. Amoy is smaller than Quemoy, about 9 miles long and 6 miles
wide, and in 1950 the population was over 200,000. Its densely popu-
lated and intensively cultivated northwest and southeast portions are
separated by a wide indentation, most of which is a tidal flat. The
southern part of the island is hilly, with the highest peak over
1,000 feet in elevation. A network of roads connects the city of
Amoy with many smaller towns that are scattered over the island.
Quemoy is flanked on the north by three small Communist-held
islands. The smallest, Chiao Esti, is less than 2 miles away The
largest, Ta-teng Tao, is a little more than 3 miles from Quemoy and
is about 3 miles long by 2 miles wide. Although all three islands
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are inhabited, their offshore waters are extremely shallow or reefy
and are unsuitable for amphibious operations.
The middle group of Nationalist-held islands, centered on Ma-tsu
Shan, roughly parallels the coast opposite Foochow. The group con-
sists of five main islands and numerous islets and rocks. }4a-tsu
Shan is about 3-1/2 miles long and averages 1 mile wide. From its
rocky, indented coastline the interior rises to a maximum of 793
feet.
A system of roads, probably surfaced, links the
few villages and closely follows the shoreline in some places.
Other islands in the group include Chiang-heti Shan, Kao-teng
Pai-ch'lian Lieh Tao (White Dogs), Tung-yin Shan, and Lang Tao
(Larne Island). The bkrgest of these, Ch'ang-hsti Shan, is a ridge-
backed island with an indented coastline backed by terraced, sloping
terrain. Both Ch'ang-hsti Shan and Kao-teng Hsil are inhabited, and
networks of roads or trails connect the island villages.
The Ta-ch'en Islands are the main group of Nationalist-held
islands in the north. A group of islands occupied by Chinese Com-
munists commands the sea approaches to Hai-men, and another group
parallels and dominates the southern coast of T'ai-chou Wan. Bracketed
by these two groups are the Ta-ch'ens. The main island, Shang-ta-ch'en
Shan, is irregularly shaped. It is about 3 miles long and varies in
width from 2-3/4 miles to 100 yards. Like most of the offshore
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islands, it has an indented, predominantly cliffy coastline that
provides a number of landing places and small beaches. The beaches
are backed by moderately sloping or steep terrain that has been
extensively terraced and is bare of trees. A crisscross pattern of
trails and roads follows the western and southern shores. Hsia-ta-
ch'en Shan, the second main island, is about 4 miles long by two-
thirds of a mile wide. Its rugged terrain rises to about 750 feet
from an indented, rocky coastline with very few landing places. One
large and several small towns are backed by terraced hills, which
continue over most of the island. Unsurfaced roads connect all
significant points on the island.
The other islands in the Ta-ch'en group are, in general, pocket
editions of the two main islands. All have rocky, irregular coast-
lines with a few cove-head landing places, backed by rugged, barren
terrain with a scattering of terraces.
Another important Nationalist-held island, Nan-chi Shan, lies
southeast of Wenchow. Nan-chi Shan is an island about 4-1/4 miles
long by approximately 1 mile wide, surrounded by 5 small islets.
Villages connected by unsurfaced roads
rim the island, generally not more than a few hundred yards inland
from a cliffy coast.
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The small Nationalist-held island of P'i-Shan, which lies on
the northeastern sea approaches to Wenchow, is screened from the
mainland by a group of Communist-controlled islands. P'i Shan is
about 2-1/2 miles long and one-half mile wide and has a rocky,
irregular coastline backed by terraced slopes.
The current question of the defensibility of Quemoy, prompted
by the island's precarious position within range of Communist coastal
guns, should not obscure the fact that the other offshore islands in
Nationalist hands are more easily defensible against amphibious attack.
Their more rocky, irregular coastlines and rugged terrain are better
suited for defense, and most of them lie far enough offshore to per-
mit defensive maneuvers by air and sea forces. None of the islands,
however, is invulnerable. (SECRET)
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SOUTHEAST CHINA
OFFSHORE ISLANDS
ISLANDS CONTROLLED BY
CHINESE NATIONALISTS ON
LIEN HSU TAIWAN 13 SEPT. 1954
????? Province boundary, Dec., 1953
Selected railroad
Chia-hsi
SECRET
ANHW
Chin-hie
Hai-men
PAI-CHIA
I-CNIANG SHAN
SHANG-1A-CH'EN SHAN
TA-Cii'EN SHAN
(TACHEN I.)
KIAN G s
Wenchow
rAN NAN-CHI SHAN
Chien-ou
F UK
1 KAO-TENG HSO
? ?7 LANG TAO
NiTUNG-YIN SHAN
/et CH'ANG-HSD SHAN
K.\ ? SHAN
C?IPAI-CH'DAN LIEH-TAO
(WHITE DOGS)
44,
C4
Foochow
Ch'ang-t'ing
A
\ CHIN-MEN TAO
(QUEMOY)
LIEH HSI)
(LITTLE QUEMOY
IS.)
TUNG-11 G HSO
(CHAPEL IS.)
IS.)
PESCADORES/
1.6 I
ISLANDS I. I
../
AIW AN
a
120
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RECENT RAILROAD DEVELOPMENTS IN TROPICAL AFRICA
The production of minerals and other resources in Africa south
of the Sahara has increased to such an extent that transportation
and port facilities are inadequate to handle the traffic consigned
to them. In addition, the discovery and development of new resources,
chiefly minerals, is further increasing the need for transport facili-
ties, especially railroads. Most of the mineral areas are located
in the interior on the plateau rather than on the coastal plain. The
break in terrain between plateau and plain precludes extensive use
of rivers for transportation, and sheer distance necessitates long
hauls to ports in many cases.
Several railroads have been built from mineral-producing areas
of the interior to ports (see map 13325). The "Benguela Railway"
extends from Lobito Angola, to the mineral areas of the Katanga in
the Belgian Congo and to Northern Rhodesia. The Katanga region is
also connected with Matadi near the mouth of the Congo by a combina-
tion rail and water route, using the Congo River and tributaries.
The "Salisbury-Beira Railway" taps the chrome, coals, and asbestos
areas of Southern Rhodesia and the copper belt of Northern Rhodesia
via Umtali, Salisbury, Bulawayo, and Livingstone.
To handle the increasing production, new railroads or extensions
to existing railroads are being built in Angola, French West Africa,
Mozambique, Southern Rhodesia, Tanganyika, the Belgian Congo, and
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Uganda. In addition, a number of railroads are being projected or
considered for future construction. Almost all of these will tap
areas that are currently being developed. The projected railroads
and those under construction will either extend or connect existing
rail lines, thereby shortening the length of haul or improving
service.
The Pafuri Railway
One of the railroads currently under construction -- called the
"Rafuri Railway" in the Rhodesias and officially known as the "Limpopo
Railway" in Mozambique -- will connect Guija, Mozambique, and Bannock-
burn, Southern Rhodesia. This connection will give the Rhodesias a
second outlet to the Indian Ocean through the colony of Mozambique.
The new section, which has the same gauge as the lines it connects
(3 feet 6 inches or 1.067 meters, the standard African gauge) and is
about 400 miles in length, is being built by Rhodesian and Mozambique
interests, each responsible for the section within its territorial
limits. When the link is completed the Mozambique Railways from
Louren90 Marques to the Rhodesia border will be about 322 miles in
length, and the section of the Rhodesia Railways from the Mozambique
border to Bolewayo will be approximately 338 miles.
The railroad is being constructed because the railroads of the
Rhodesias and of Mozambique, which depend on the port of Beira, are
currently unFible to carry all the traffic consigned to them. This
traffic has increased greatly during the last 10 years. Furthermore,
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the port of Beira has been so badly congested that it was deemed
desirable to develop a new route to divert some of the traffic to
a port less crowded. Ports with rail connections, though circuitous,
that could possibly be used, are already overcrowded, or the rail-
roads that serve them are already handling capacity loads. Through
port improvements, Beira has been able to handle all the traffic
that arrived there, but the railroads serving the port are still not
capable of taking care of the increasing shipments being supplied
them. The increase is in part the result of greater demands by a
consuming market that had been curtailed by World War II. To meet
these demands, production from mines already in operation has been
increased and new mines are being developed.
Studies were recently made to determine how congestion could
be eliminated or at least mitigated. Three alternatives proposed
by the governments concerned to ease the congestion on the Salisburg-
Beira section of the Rhodesia-Mozambique railroads and at the Beira
terminal are listed below.
1. Improvement of the existing Salisbury-Beira railroad, with
improvements to the port of Beira.
2. Development of a new route between Southern Rhodesia and
the port of Louren90 Marques by the construction of a rail connection
between West Nicholson on the Rhodesia Railways and Beitbridge on the
South African Railways.
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3. Development of a new route between Southern Rhodesia and the
port of Louren90 Marques by the construction of a rail connection be-
tween Bannockburn on the Shabani branch line of the Rhodesia Railways
and Guija on the Mozambique Railways, crossing the border near Pafuri.
Alternative No. 3, the Pafuri Railway, was selected as most
feasible. This new line would make it possible to direct much of
the external trade of Northern Rhodesia, as well as that of the Bula-
wayo and Midlands area of Southern Rhodesia, to the port of Louren90
Marques, where the port capacity is ample. The line would provide a
valuable alternative route, thereby reducing dependence on the
Salisburg-Beira Railway, which is vulnerable to interruptions due to
flooding in the Pungwe Flats. Shipments of minerals and equipment
would no longer be subject to serious delays, and exports from the
Rhodesias could be increased. The area served by the new construc-
tion is reported to be both heavily mineralized and suitable for
agriculture. Exports that are likely to be shipped over the new rail-
road are (1) cobalt, copper, lead, and zinc from Northern Rhodesia;
(2) asbestos, coal, and chromite from Southern Rhodesia; and (3) agri-
cultural products, mainly from Southern Rhodesia and Mozambique. Im-
ports destined for the southern parts of Southern Rhodesia and Mozam-
bique are also likely to be routed over the line.
The new section of railroad offers few difficulties in construc-
tion. The first 350 miles from Guija are through sparsely vegetated
country 'with gently rolling terrain. The soil ranges from predominantly
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sandy to fairly hard cemented gravel. Very little solid rock is
encountered. Along the last 50 miles to Bannockburn the country is
fairly rugged, with considerable outcropping of rock. Except at the
Limpopo River in Mozambique and the Ngezi River in Southern Rhodesia,
however, no great amount of grading and no difficult bridge construc-
tion would be involved.
In order to insure both the speed and capacity necessary for
efficient operation over this route, it will be necessary to make a
number of improvements in existing lines, in addition to the construc-
tion of the railroad between Bannockburn and Guija. The improvements
consist of changes in grades and alignment and the replacement of sec-
tions of light-weight trackage by heavier rails. It would also be
desirable to double track the line between Somabula and Bulawayo, a
distance of approximately 90 miles.
Construction on the $40,000,000 Pafuri project was started in
1952 at two points. The Rhodesia Railways began buildings at Bannock-
burn, proceeding in a southeast direction, while the Mozambique Rail-
ways began building northwestward from Guija. The two sections are
to meet at Border Post No. 14, a short distance from Pafuri on the
boundary between Southern Rhodesia and Mozambique. It is expected
that the railroad will be completed by the end of 1954 or early in
1955. With the completion of the Pafuri Railway, it is hoped that
the congestion on the Rhodesia Railways will be relieved and that
the port facilities at Lourenco Marques will be more fully utilized.
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The Kamina-Kabalo Railway
The Kamina-Kabalo Railway, now under construction, will connect
two important railroad systems of the Belgian Congo: Chemin de Fer
du Bas-Congo au Katanga (Lower Congo Railway of Katanga BCK),
located in southern Belgian Congo, and the Chemin de Fer du Congo
Superieur aux Grands Lacs Africains (Upper Congo Railway of the
African Great Lakes -- CFL), located in the eastern part of the
colony.
The railroads of the Belgian Congo are of two classes -- isolated
local systems and those connecting with transcontinental lines. Orig-
inally the railroads were planned to further the use of river trans-
port by providing bypasses Where rapids or falls interrupted navigation.
Later, the development of the mineral industry in the Katanga formed
the basis for the establishment of transcontinental connections to
the south with the Rhodesia and South African Railways and to the
west with the Lower Congo Railway of Katanga and the Benguela Railway
to Lobito, Angola. These railroads and that from Leopoldville to
Matadi have 3-foot 6-inch gauge. The remaining railroads of the
Belgian Congo are short lines of various gauges, with no through rail
connections.
In order to develop a railroad net, plans have been made to con-
struct links between the detached lines. One link, the Kamina-Kabalo
line, is currently under construction; others are still in the pro-
jected stage. The construction of the Kamina-Kabalo railroad began
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in 1952 and is to be completed by 1956. Its completion will permit
rail transportation between Lobito on the Atlantic coast and Dar es
Salaam on the Indian Ocean, interrupted only by Lake Tanganyika.
Here a railroad ferry will transfer cars from Albertville, the lake
terminal of the CFL Railway, to Kigoma, the lake terminal of the
Central Railway of Tanganyika.
The Kamina-Kabalo line, extending from Kamina on the BCK to
Kabalo on the CFL line via Kabongo, will be approximately 275 miles
in length and will have the standard African gauage of 3 feet 6
inches. The line will consist of two sections -- a 155-mile section
between Kabalo and Kabongo built by the CFL and a 120-mile section
between Kabongo and Kamina built by the BCK. Once the Kamina-Kabalo
line -1,0 constructed, the eastern part of the Belgian Congo will be
connected to Sakania in the southern part of the colony and Port
Francqui on the Kasai: River to the west. Albertville on the CFL
also will be connected directly with the railroad systems of the
Rhodesias, the Union of South Africa, and Angola.
Several technical problems are involved in connecting the CFL
and BOK systems. The CFL system has a 3-foot 3-3/8-inch (1-meter)
gauge like the railroads in British East Africa, whereas the BCK,
which is connected with the Rhodesia Railways and the Benguela Rail-
way of Angola, has a 3-foot 6-inch gauge. Another difficulty involved
is the use of heavier equipment on the BCK than on the CFL. The CFL
rails weigh about 23 kilograms per meter (approximately 50 pounds per
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yard), permitting a maximum load of approximately 12 tons per axle;
the BCK uses rails weighing 30 to 33 kilograms per meter (approxi-
mately 60 to 65 pounds per yard), with a maximum load rating of 16
tons per axle. The heavier BCK locomotives will not be able to run
on the CFL system until some reinforcement has been completed. It
has been decided, however, not to undertake the reinforcement until
the volume of traffic and other economic considerations justify the
expense.
A major engineering problem that will be encountered is the
construction of a bridge across the Lualaba River, the main course
of the Congo River above Stanleyville. The bridge will be located
at the village of Zofu, about 11 kilometers south of Kabalo and will
be 1,700 feet long from one abutment to the other. No other large
bridge will be required along the line.
When completed the Kamina-Kabalo Railway will not only provide
a link between two important railroad systems of the Belgian Congo
but also connect these systems with those of neighboring territories,
thus insuring more direct and faster transportation for the products
of eastern Belgian Congo.
The Uganda Railway
An extension of a railroad from Kampala to the western borders
of Uganda has been proposed a number of times and surveys have been
made for possible routes, but not until 1950 was anything definite
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done to assure construction. The discovery of minerals, especially
copper and cobalt, in payload quantities in Western Uganda approxi-
mately 200 miles from a railhead indicated the need for improvements
in transportation. In 1950 the Protectorate Government, convinced
that a practical solution to the problem could be delayed no longer,
gave the East African Railways and Harbours Administration the
necessary guarantee against loss in operating a 50-mile extension
of the line from Kampala to Mityana and requested that construction
start as soon as possible.
The surveys, all made prior to 1950, were centered on Lake
Albert, Mubende (south Toro), or the Katonga Valley. The Katonga
route from Mityana to the Lake George area, with Kasese as the
western terminal, was finally selected because it is shorter, cheaper
to construct, and serves a larger territory than the others, and pro-
vides the most convenient link with the Belgian Congo.
The first 50 miles of the route will cross a densely populated
and highly productive area, one of the most prosperous regions of
Uganda. The middle section of the line will run along the valleys of
the Nabakazi and Katonga Rivers. This is a sparsely inhabited country
of short-grass and scrub-bush savanna, but at present water supplies
are inadequate. The last section of the railroad will open up the
western highlands, which is one of the most fertile areas in Africa
and has abundant and well-distributed rainfall.
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At present approximately 50 miles of line, from Kampala to
Mityana, have been completed and are in use. The remainder of the
route has been surveyed, and the grading and track laying is pro-
gressing as rapidly as possible. It is expected that the entire
extension will be completed and in use in 1955.
The construction of the Uganda railroad will aid in the devel-
opment of mining, agriculture, and) to a lesser degree, forestry. The
presence of copper and cobalt was a leading factor in promoting the
building of the railroad. In addition, wolfram, lead, and tin have
been produced in this region, and adequate transportation will pro-
vide an incentive for further prospecting that may reveal other
minerals in paying quantities.
Possibly the greatest contribution of this new line to Uganda
will be the opening up of large areas of new country. The line
passes through a number of climatic and vegetation zones. The popu-
lation density is generally light, but the improvement of water sup-
plies, the eradication of the tsetse fly, and the restriction of
game to reserves are slowly taking place. Among the products that
could be grown are vegetables (especially near towns), coffee, cotton,
bananas, tobacco, and peanuts; with the eradication of the tsetse fly,
cattle raising might become important.
In the past, lack of transportation facilities has hampered the
exploitation of the natural timber resources in the western part of
Uganda. Some of the forests have never been adequately surveyed to
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determine their possibilities for timber production, and only a small
quantity of wood is now being cut, mainly for local needs. With the
advent of a railroad, sawmills in this region could increase their
production for export.
The Mossi Railway
Currently railroad construction in French West Africa is limited
almost entirely to the extension known as the Mossi section of the
Abidjan-Niger Railway. It will connect Bobo-Dioulasso with Ouagadou-
gou, the capital of the Haute Volta -- a distance of approximately
220 miles. The Abidjan-Niger railroad, begun at Abidjan in 1904, was
extended by stages into the interior of the colony and finally reached
Bobo-Dioulasso, 497 miles from Abidjan, in 1934. The original object
of the railway was to provide a route to the interior; eventually the
idea of extending it to the Niger River developed.
The construction of the extension was decided upon in 1937 for the
the purpose of draining southward the resources of the region, includ-
ing its considerable reserve of native labor. The choice of a route
presented no great problem because of the uniformity of the terrain
crossed and the consequent lack of serious construction problems. The
only sizable river to be crossed is the Black Volta, requiring a bridge
approximately 197 feet in length. A number of small rivers and streams,
however, will require bridges or culverts. The most serious problem
is the rainy season, which hinders or stops work; in some cases the
rains may even wash away the newly built fills. The railroad, like
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the line from Abidjan to Bobo-Dioulasso, has a 3-foot 3-3/8-inch
gauge.
Work on the Mossi extension was begun in, 1939, with the hope
that it would be completed by 1943. Only 25 miles of rail, however,
had been laid by 1940, when the work was interrupted by World War II.
Because of the postwar scarcity of imported materials, especially
rails and cement, and the general austerity in France, work was
not resumed until some time after the end of the war.
The first section of the railroad, from Bobo-Dioulasso to
Dorossiamenso (30 miles), was completed in 1945. By March 1953 the
roadbed had been prepared as far as Koudougou, and track has now
been laid to a point about 10 miles from that city. According to
present plans the rail terminal will remain at Ouagadougou, where
an imposing railroad station has been constructed. The town is
now in the strange position of having a railroad station but no
railroad.
Thought is being given in some quarters to extending the line
eventually to the Niger River, as suggested by the name of the rail-
road. At present Ansongo in French Sudan seems most likely to be
the terminal, which would permit the exploitation of large nearby
deposits of readily minable manganese. The presence of manganese,
however, does not assure the extension, as at least two other routes
of transport are available if the deposits are developed.
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The Southern Province Railway
The Southern Province Railway was originally started as an
adjunct to the British scheme for growing groundnuts (peanuts) in
Tanganyika to increase the amount of vegetable oil available to
England during and after World War II.
One of the areas selected in Tanganyika was near Nachingwea,
approximately 80 miles from the small port of Lindi. In order to
develop the groundnut area, it was necessary to get supplies and
equipment to it, and get the crop out. Because the port of Lindi
is small, a new port was to be built at Mtwara. Improved means of
transportation, however, had to be provided since the Lukeledi road,
the only route to the interior, was poor, being blocked by sand in
dry weather and by bogs during the wet season. It was therefore
decided to build a meter-gauge railroad from the port Mtwara to
Nachingwea.
In 1947, work on the Southern Province Railway was started.
Its route followed the Lukeledi Valley from Mkwaya at the head of
Lindi Creek to Ruo in the groundnut area. Construction proceeded
slowly because of the difficult terrain, the problem of transporting
supplies, and the extensive ?use of hand labor during the early period
of construction. Later, however, mechancial equipment was introduced.
The last section of the railroad from Ruo to Mtwara has been completed
and the entire line from Mtwara to Nachingwea is now open.
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During the progress of construction, it became clear that the
reduced scope of groundnut cultivation in the Southern Province would
not justify the completion of the railroad and the port of Mtwara.
Nevertheless, the Government considered that the stoppage of construc-
tion on these projects would hamper the economic development of the
province. Since it was evident that the railroad from Mtwara to
Nachingwea tapped too small an area to be economically sound, it was
thought wise to extend the railroad as soon as possible to Lumesule
Juu, approximately 70 miles to the west. The Government ana the
Overseas Food Corporation have jointly agreed to guarantee against
any losses in the operation of the railroad and the port of Mtwara
and also to assist in financing the extension beyond Nachingwea,
which is currently being constructed. The line runs along or near a
watershed, in places following a straight line for many miles at a
stretch. Exceptionally little grading and bridgework are required,
and the construction involves no difficult engineering problems.
The extension of the Southern Province Railway is regarded as the
first stage of a rail route to Lake Nyasa through the Songea district,
a potential coal-producing area. In the meantime, plans are under
consideration for building a connecting road between the new railhead
at Lumesule Juu and the Masai-Tunduru road.
The Mossamedes Railway
The Mossgmedes Railway in southern Angola extends inland from
the port of Mossamedes, crosses the barren coastal belt, and climbs
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the scarp of the Chela Mountains (5,000-6,000 feet) to the fertile
uplands (3,300 feet), an important agricultural area favorable for
European settlement. The construction of this railroad was delayed
by difficulties encountered in crossing the Chela Mountains, and
not until 1925 did the line reach $g da Bandeira on the plateau.
Currently, two types of construction projects are underway by
the Caminhos de Ferro de Mo9amdes (CFM): the extension of the
existing line, and the conversion of the gauge from 1 foot 11-5/8
inches (60 centimeters) to 3 feet 6 inches. The first extension
was southward from Sg da Bandeira to Chibia, a distance of 32 miles.
A further extension of 45 miles, carrying the railhead to Chiange,
was opened in 1953. The present plan is to extend the railroad to
the Cunene River at the border of South-West Africa. The purpose
of the extension is less to tie in with transport facilities of
South-West Africa than to open up an unsettled area that has possi-
bilities for cattle production. Coincident with the southward
extension, grading is in progress for a continuation of the line
eastward from Sg da Bandeira towards Northern Rhodesia through
Quipungo, Matala, Vila da Ponte, and Serpa Pinto. Although prepara-
tions are being made to widen the gauge on the previously built sec-
tions of the line, the extensions are being laid at the narrow gauge.
The rails, however, are heavy enough so that the gauge can be widened
to the African standard of 3 feet 6 inches.
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Preliminary work on the widening project was to have been
started in 1939, but little progress was made until the Development
Fund took over the work in 1949. Since then the roadbed has been
widened throughout almost the entire length of the line, new cuts
have been made, and the laying of new crossties is proceeding, but
slowly.
The extensions and improvements being made on the Mossamedes
Railway are largely in response to an increased interest in the
development of the interior uplands, which are favorable for Euro-
pean settlement. There is also the hope that the eastern extension
may eventually reach the frontier of Northern Rhqdesia, thus provid-
ing an outlet to the Atlantic for products from the protectorate.
(CONFIDENTIAL)
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SO?
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RAILROADS OF TROPICAL AFRICA, Me
'RAILROAD DEVELOPMENT SINCE-
CLASSIFICATION
411W, (1.435 meter) gauge, single track
3,6" (1.067 neater) gauge, single track (line electrified, Jadobrille to Tenke)
3,3%, (I renter) gauge, single track
31% (0.95 meter) gauge, single track
26 (0.76 meter) gauge, single track
25W (0.75 meter) gauge, single track
2,01/2" (0.615 meter) gauge, single track
2,0 10.61 meter) gauge, single hack
111% 10.60 meter) gauge, single track
OWNERSHIP
1. Chemins de Per de l'Afrique Occidental? Francaise (A.O.F.)
2. Chemins de Per du Togo (C.F.T.)
3. Service des Travaux Publics du Soudan
4. Chemin de Per du Cameroun (C.F.C)
5. Chemin de Fer Congo-Ocean (C.O.)
6. Reale des Chemins de Fen de Madagascar (C.F.M.)
7. Chemin de Pen et Port de la Reunion (C.P.R.)
8. Compagnie du Chernin de Per Franco.Ethiopien de Djibouti B Addis-Abeba (C.F.E.)
9. The Eritrean Railways and Ropeway
IS. East Africa Railways and Harbours Administration (EAR. & H.) (Konza-Magadi operated only by EAR. 65.1
11. Caminhos de Ferro de Luanda (C.F.L)
12. Caminhos de Ferro de Benguela (C.F.B.) (private)
13. Caminhos de Ferro de Mocamedes (C.F.M)
14. Amboim Railway (private)
15. Cuio.Dombe Grande Railway (private)
16. Compagnie du Chemin de Per du Ban-Congo au Katanga (B.C.K.) (private)
17. Compagnie des Chemins de Per du Congo Superieur aux Grands Lacs Africains (C.F.L.) (private)
18. Office cr Exploitation des Transports Coloniaux (OTRACO)
19. Societe des Cheminsde Fer V icinaux du Congo (C.V.C.) (State-owned but concession given to C.V.C.)
20. Societe Internationale Forester? et Miniere (private)
21. Cultures au Congo Beige (private)
22. Huileries Congo Beige (private)
23. Sudan Raihvays
24. Sudan Plantation Syndicate (private)
25. Sierra Leone Government Railway
26. Sierra Leone Development Company, Ltd. (private)
27. Gold Coast Railway (G.C.R.)
28. Nigerian Railway System
29. Cameroons Development Corporation (private)
30. Rhodesia Railways, Ltd. (R.R.)
31. Zambezi Sawmills Logging Line
32. Direcyno dos Servicos dos Portos, Caminhos de Ferro e Transportes da Colonia de Mocambique (C.F.M.)
33. Trans-Zambesia Railway Co., Ltd. (1.16.1 (private) (Beira.Dondo owned by the Concessionaire Company,
Beira Railway Company, Ltd.)
34. Central Africa Railway Company Limited
35. Nyasaland Railways Limited (N.R.) (private)
36. South African Railways and Harbours (S.A.R.)
37. Mauritius Government Railways
38. Liberia Mining Company (private)
50 100 20 400 500
shwas Nu.
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OP11-5
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MAPPING IN THE PHILIPPINES
Almost all maps of the Philippines are produced by five organi-
zations.-- four Philippine National Government bureaus and one United
States agency. The Philippine Bureau of Forestry maps the land in
two large categories, "forest land," to be kept permanently in forest,
and "disposable land," which private individuals can legally own. The
Philippine Bureau of Lands then makes cadastral surveys of the "dis-
posable land" to make it available for settlement. The Division of
Highways of the Bureau of Public Works publishes detailed road maps
of all the provinces and cities; and the Philippine Coast and Geodetic
Survey has the responsibility for preparing hydrographic charts of
Philippine waters. The U.S. Army Corps of Engineers produces topo-
graphic maps of the Philippines at the scale of 1:50,000.
Maps are occasionally published by a few other organizations,
none of them major producers of Philippine maps. The U.S. Geological
Survey, in cooperation with the Philippine Bureau of Mines, publishes
geological and mineral maps. Each of the various power companies
produces maps and engineering drawings of its own power plants and
systems. Although there are many small power companies, practically
all of the larger power plants of the country are owned by the Manila
Electric Company, the National Power Corporation, or the Visayan
Electric Company. Maps and engineering drawings of water-supply
systems are published by the various municipal water companies and
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_ _ _ _
are available only locally. A few population maps have been included
in the recent census publications (1948 data) of. the Philippine Bu-
reau of Census and Statistics.
Bureau of Forestry
The Bureau of Forestry seldom publishes a map in printed form,
yet it prepares hundreds of large-scale manuscript maps and is an
important mapping agency. No land in the Philippines is legally
available for private ownership unless it has been mapped by the
Bureau of Forestry and declared to be "disposable land." To date,
only slightly over 40 percent of the land in the country has been
mapped by the Bureau of Forestry. The Bureau had 43 field parties
(3 surveyors per party) at work during 1953, but with their present
techniques and at the present rate of progress, another 40 or 50
years will be required to finish the job. The surveys are made at
the scale of 1:20,000.
Bureau of Lands
After classification, the Bureau of Lands surveys the public
lands and makes cadastral (property-line) surveys of private lands.
No claim to ownership of land can be valid unless based on a survey
made or approved by the Bureau of Lands. The surveys are ordinarily
at the scale of 1:2,000 or 1:4,000.
The job of the Bureau has been complicated by the destruction
during World War II of most of the records and maps that the Bureau
of Lands had accumulated since its initiation in 1901. The Bureau
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was reorganized on 8 May 1945, gradually most of the old personnel
returned, and by 1947 the field offices, as well as the central
office in Manila, were again active. Up to 1954, only a small per-
centage of the resurveYs and reconstruction of old records had been
completed. At present the Bureau has a staff of about 3,500, and
its goal is to survey and approve for settlement almost a million
acres a year, mostly on the island of Mindanao -- "the new frontier
land." Meanwhile the backlog of court litigation on land already
settled has assumed such proportions that the present legal system
of the Philippines would require an estimated 60 years to clean it
up.
Large amounts of American aid have been applied to the survey-
ing of public lands for settlement under the Foreign Operations
Administration-Philippine Council for U.S. Aid (F0A-PHILCUSA Counter-
part Program). This program operates under the supervision of the
Bureau of Lands, but as a separate organization because of the need
for separate accountability of its funds. The higher pay scale of
the FOA-PHILCUSA program has drawn many of the best technicians
away from the Bureau of Lands. Temporarily, much of the public
lands survey work is being done by private survey teams under con-
tract to the FOA-PHILCUSA Counterpart Program, thus providing an
important supplement to the accomplishments of the Bureau of Lands.
In addition the Bureau of Lands is being studied by the Chicago
firm of Booz, Allen and Hamilton with a view to completely
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modernizing and mechanizing the organization so that it can operate
more rapidly and efficiently on its own funds in the future.
Bureau of Public Works
The Philippine Bureau of Public Works (BPW) ranks as a major
mapping agency through the work of its Programming and Planning
Service, Division of Highways. Three map series and a set of road
logs are maintained by this Division. Individual road maps for each
province and chartered city are revised semiannually, as of 30 June
and 31 December. A smaller scale series of road maps is revised
annually, as of 30 June, and is issued as a 16-sheet atlas that
covers all of the Philippines. Each year, traffic-flow maps sum-
marizing traffic-flow data for the preceding calendar year are pre-
pared for all of the provinces and chartered cities. A set of Road
Inventory Log Records, covering provincial and national roads, was
compiled in 1949. Although the books of this set have not been kept
up to date by the Bureau, a new program instituted 31 January 1954
provides for quarterly revisions of the log books.
Data for revision of maps and log books are supplied by the
field staff of the BPW. Each province has a "district engineer"
assigned from the BPW and each chartered city is assigned a "city
engineer." These engineers are in charge of the public works pro-
grams of their territories and report monthly, quarterly, semi-
annually, and annually to the BPW office in Manila. On 10 January and
10 July, each engineer must submit a complete revision of the road
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map of his city or province. Starting 31 January 1954, he must also
submit quarterly revised sheets of the Road Inventory Log Records.
Each engineer maintains in his office an up-to-date copy of the road
map and log book for his province or city.
The BPW and the district and city engineers have not kept data
on roads other than those maintained by chartered city, province,
or national government. However, a new Philippine law requires that,
as of 31 January 1954, the BPW maintain up-to-date records on these
"municipal" roads also. These data will not be placed on the stand-
ard BPW maps, and no provision has been made for putting them in map
form. It will probably be several years before the data are complete
and accurate.
Coast and Geodetic Survey
The Philippine Coast and Geodetic Survey publishes hydrographic
charts and other nautical aids for the Philippines area and also an
out-of-date topographic series of the Philippines at 1:200,000.
Most of the mapping materials were destroyed during World War II,
but by 1951 the Survey had obtained vinylite plates of all 166 of
their prewar hydrographic charts. Since 1951, minor corrections
have been added to these charts, and all of them will probably be
reprinted by the end of 1954. The topographic mapping program of
the Survey has been hindered by the wartime destruction of all tri-
angulation data completed since 1927. The Survey has recently re-
ceived copies of the field data of the 29th Engineer Battalion, U.S.
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Army, and in the future would like to take over the responsibility
for topographic mapping of the Philippines.
29th Engineer Battalion, U.S. Army
The 29th Engineer Base Topographic Battalion in 1954 completed
the field revision surveys for the 1:50,000 topographic series of the
Philippines. All field data have been forwarded to Tokyo to the 64th
Engineer Base Topographic Battalion. These data include the follow-
ing: detailed classification books, recovered and extended control
books, computations, annotated aerial-photography coverage, regional
field books, a field-edited set of the old 1:50,000 maps, miscella-
neous local maps, and ground photographs. In addition to their des-
tined use as revision data for the 1:50,000 maps, these materials
are extremely valuable sources of geographic information on the
Philippines. Some of the materials have been forwarded from Tokyo
to the Army Map Service, Washington, and all should eventually be
available there. (CONFIDENTIAL)
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MAPPING IN TAIWAN
The only significant mapping agency in Taiwan is the Department
of Survey, Ministry of National Defense, of the Chinese Nationalist
Government, but a few maps have been produced by offices of the pro-
vincial government of Taiwan. The only private map producers are
the Taiwan Tourist Bureau and Prof. C.S. Chen's Institute of Agricul-
tural Geography at National Taiwan University. Private publishers on
Taiwan have a difficult censorship problem, as governmental authori-
ties tend to consider any accurate data pertaining to the island as
"Confidential." Maps are regarded with especial caution.
Department of Survey
The Department of Survey is responsible for conducting any land
surveys needed by agencies of the Nationalist Government and for the
production of all required topographic maps. The present officer
personnel came to Taiwan from China in 1949, when the Nationalist
Government moved from the mainland. On the mainland the Survey had
14 survey parties, 3 map reproduction plants, 1 instrument repair
shop, 1 map depot and 6 subdepots, and 1 survey college. The only
units reestablished on Taiwan were 2 survey parties, I map reproduc-
tion plant, 1 instrument repair shop, 1 map depot, and 1 survey
college. All of these had only skeleton strength, and most of their
data and equipment were left on the mainland. The present personnel
of the Survey numbers slightly over 1,000.
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Modern equipment has recently been obtained through the American
aid program and through capture of equipment en route to Communist
China. Ample quantities of modern equipment for field surveying are
now on hand, and new Japanese printing presses have been received
under the American aid program. The only major deficiency is in
photogrammetric equipment. Other mapping equipment is in ample
supply; the major problem is to train enough technicians in its use. .
The Survey College is attempting to fill the need for trained
personnel. By 1953, it had turned out on Taiwan 83 technicians with
6 months' training and 103 officers with 4 years' training at engi-
neering school. All of these students were Nationalist Chinese, not
Taiwanese.
The major accomplishment of the Survey since coming to Taiwan
has been the 1:25,000 field survey of the east coast of Taiwan, and
all planned coverage has been completed and printed. Town plans at
1:10,000 have been produced for T'ai-pei and T'ai-chung. Topographic
maps of the southeastern coast of China, based on old data, have been
compiled or reprinted. Other bap production has been based primarily
on AMS maps, with legends and place names translated into Chinese.
Other Mapping
Several offices of the Taiwan provincial government have pro-
duced maps dealing with their fields of responsibility, but none of
them are significant map-producing agencies. In 1953 the Taiwan
Highway Bureau published a 21-sheet highway map of the island at the
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scale of 1:100,000; the Railway Administration published a 1:500,000
railway map in 1950; and the Postal Office of Taiwan printed a
1:300,000 postal map -- probably in 1953, though the map carries no
date. The Water Conservancy Bureau of Taiwan includes in its year-
book a number of maps and diagram of irrigation, flood-control, and
power projects. The Taiwan Tourist Bureau has published general
tourist maps of the island at 1:500,000 and 1:600,000. The Bureau's
guide map of Kao-hsiung at 1:12,500 is now out of print, but the guide
map of T'ai-pei at 1:10,000 is still available.
Dr. C.S. Chen, professor of geography at National Taiwan Uni-
versity, directs the Institute of Agricultural Geography, which
publishes geographic reports and maps. This institute is financially
independent of the university and is reportedly backed by the large
sugar, pineapple, tea, and fertilizer corporations and by the Bank
of Taiwan. Dr. Chen has been able to produce an impressive number
of geographic studies of Taiwan, based on the research of about 30
students. Currently the major mapping project of the institute is
the preparation of a land-use map of Taiwan. This will be published
at 1:100,000, with special sheets at 1:10,000 for the seven largest
cities. (CONFIDENTIAL)
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CITY PLANS OF EAST GERMANY
The production and publication of city plans of East Germany
(Deutsche Demokratische Republik -- DDR) have been increasingly con-
trolled since May 1951. Regulations issued by the Ministry of the
Interior of the DDR restrict the production, compilation, printing,
reproduction, and issuance of all town maps and plans to publishers
licensed by the Ministry. The licensed publishing compafties are
required to file quarterly reports of anticipated production in order
to obtain preliminary approval. The publisher must furnish detailed
notes on the contents and rough sketches in duplicate, and must state
the exact number and size of sheets in the issue, as well as the pur-
pose of the maps and plans.
Licenses will not be granted for the printing of city plans if
they contain "military information." Because most city plans contain
some information considered to be of intelligence value, several former
producers have said that it is almost impossible to obtain licenses. As
a result, many map producers have gone out of business, among them Ber-
ger Verlag of Erfurt, formerly one of the largest and most productive
publishers of city plans in the Soviet Zone. This does not mean that
production of city plans has ceased; in many cafes the firms have been
taken over by the government and are used for the production of items
for "official use only."
It is extremely difficult to purchase even old plans of cities
in East Germany because dealers are reluctant to sell their last
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stock copies.
This arrangement should add to the already large number of city
plans available at the CIA Map Library and other U.S. Government
libraries.
Some of the newly acquired town plans are completely new cover-
age, some are the work of publishers not previously represented, and
others are new editions of older maps. The towns covered are as
follows:
Ahlbeck
Aschersleben
Bad Schandau
Bautzen
Bernau
Brandenburg
Burg
Chemnitz
Cottbus
Dessau
Dresden
Eberswalde
Erfurt
Falkensee
Finsterwalde
Forst/Lausitz
Frankfurt/Oder
Gehren
G6hren a. Rligen
Genthin
Gera
Gorlitz
Grimma
Halle
IImenau
Ilsenburg
_Jliterbog
Keethen
Ketzin
K6then
Lauscha
Leipzig
Magdeburg
Meiningen
Merseburg und
Leuna
MUhlhausen
Naumburg
Naunhof/Sachsen
Neubrandenburg
Neuruppin
Oranienburg
Oscherleben
-39-
Ostseebad
Kalungsborn
Potsdam
Possneck
Prerow
Radeb erg
Rathenow
Rosslau
Schierke und
Umgebung
Schwerin
Seebad
Heringsdorf
Senftenberg
Spremberg
Weida
Wernigerode
Wittenberg
Zeitz
Zella-Mehlis
Zerbert
Zittau
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Several of the maps listed are official publications of City
Survey Offices and are dated 1952 or 1953. A notice in Vermessungs-
technik, No. 6, 1953, reports that the City Survey Offices have now
been incorporated into the Vermessungsdienst (Official Survey Office)
of the Ministry of Interior. This probably means that future editions
of city plans will be both limited and classified.
The files of the CIA Industrial Register contain many sketch
maps and overlays of towns and cities. Many of these are detailed,
annotated plans of a relatively small part of a city or its surround-
ing area, with particular emphasis on items of intelligence value.
The maps and plans are filed alphabetically by city, and the areal
coverage available for a particular city or even for a particular
installation can be quickly determined. The plans are important not
only because of the restrictions on map production but also because
in most cases they show both the names of individual installations and
the uses to which they are being put. (CONFIDENTIAL)
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NEW LELECOMMUNICATIONS ATLAS
A new Atlas Showing European International Cable Circuits) 1953,
which offers a wealth of detailed information on the telephone cables
of Europe and nearby areas, recently became available.* The data were
reported to the International Telecommunications Union -- the publisher
of the atlas -- by official agencies of member countries and are be-
lieved to be reliable. Some of the information has not been presented
previously in map form.
All European countries except the USSR and Soviet Zone of Germany
are covered by maps at scales ranging from 1:1,350,000 to 1:5,000,000.
Maps are also included for Morocco, Algeria, Tunisia, Israel, and
Turkey. The principal telephone cables are portrayed schematically,
as are land lines that connect two cables or extend the cable network.
Each cable shown on a map is keyed by number to an accompanying table
that gives the number of quads, diameter of the conductors, type of
loading, and other technical details. The locations of selected tele-
phone exchanges and repeater stations are indicated by symbol. In
addition the volume includes three maps at 1:5,000,000 that show
schematically the international broadcast relay circuits of Europe.
The atlas, which is in portfolio form, includes a pamphlet containing
explanatory data and a key to symbols used on the maps. The pamphlet
and all other textual material are in English, French, and Spanish;
*Two copies are in the CIA Map Library, Call No. aF00-29. 15.
lj
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COVIDENTK"
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the English version of the text is clear, for the most part, despite
a certain Gallic quaintness. (UNCLASSIFIED)
4-11FilL-41---111141.?
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CCINFIDUITIAL
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kOAFIDENTIAL,
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