GEOGRAPHIC INTELLIGENCE REVIEW

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79-01005A000200060005-3
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 49
• Document Creation Date: November 16, 2016
• Document Release Date: November 29, 1999
• Sequence Number: 5
• Publication Date: February 1, 1955
• Content Type: REPORT

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6fgrig**
COPY NO.
GEOGRAPHIC INTELLIGENCE REVIEW
CIA/RR MR-44
February 1955
DOCUMENT NO.
NO CHANGE IN CLASS. 0
0 DECLASSIFIED
CLASS. CHANGED TO:
NEXT PtEVIVIV DATE:
AUT. 104a,, A
DATI REviEwER:
CENTRAL INTELLIGENCE AGENCY
OFFICE OF RESEARCH AND REPORTS
CONFIDENTIAL
IOW+
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WARNING
fl-Is material contains information affecting
tho National Defense of the United States
wi hin the meaning of the espionage laws
Title 18, USC. Secs. ',93 and 794, the trans
mi ;Mon or revelation 4)f which in any manner
to In unauthorized person is prohibited by law
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WIFIOWOU.
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GEOGRAPHIC INTELLIGENCE REVIEW
CIA/RR MR-44
CENTRAL INTELLIGENCE AGENCY
Office of Research and Reports
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cSAFIDENTIAL
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CONTENTS*
Postwar Railroad Development on Sakhalin Island
The 1954 Floods in China
Revised Map of Chinese Communist "Autonomous"
Administrative Units
Recent Territorial-Administrative Changes in
Communist China
New World Atlas from Czechoslovakia
Maps
Sakhalin: Railroad Development ?1954 (13544)
Page
1
19
31
34-
37
Following Page
18
Central China: Flood Areas on the Yangtze and Huai
Ho -- 1954 (13565) 20
China: Communist "Autonomous" Administrative Units -- 1954
(13517)** 32
China: Communist Administrative Divisions (December 1954)
(13516)** 34
*The individual classification of each article in this issue is
given at the end of the article.
**Note: On Maps 13516 and 13517, Nanking is erroneously under-
scored. The city is not a "Communist municipality."
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POSTWAR RAILROAD DEVELOPMENT ON SAKRALIN ISLAND*
Significant Soviet efforts to expand and improve the railroad
facilities on Sakhalin Island are revealed by postwar intelligence.
The most important project now under way is the construction of a
north-south trunkline in northern Sakhalin. The purpose of this
line appears to be the integration of the already existing Soviet
lines in the north with the former Japanese network in southern
Sakhalin garafutg.** According to all indications, this railroad
will connect with the lines now terminating at Okha (53?35'N. -
142?561E), TymoVskoye (50?50'N - 142?401E), and Pobedino goto27
(49?40'N - 142?49'E).
Until recently, the rail network in northern Sakhalin consisted
mainly of a broad-gauge (5'0") railroad that connected the important
Okha oil-production center with the sheltered west-coast port of
Mbskallvo (53?35'N - 142?41'E). The remaining lines included a few
narrow-gauge spurs serving the Okha oilfields and a reported narrow-
gauge (2'10", also reported as 2'6") line operating between
Tymovskoye (formerly Derbinskoye, 50?50'N - 142?42'E) and the small
*Research for this study was undertaken in collaboration with
the Photo Intelligence Division, Geographic Area, ORB. The Soviet
Branch, Industrial Register, OCD, contributed valuable source
materials.
**Japanese place-name equivalents are given in brackets.
COOPIOnina
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port of Arkova (50?58'N - 142?13'E), about 5 miles north of the
former administrative center of Aleksandrovsk.
In southern Sakhalin, the Japanese had developed a good rail-
road system consisting of two north-south lines paralleling the
coasts and connected by an east-vest line, all lines of 3'6" gauge.
The east-coast line connected the port of Korsakov Lotomarg, on
Zaliv (bay) Aniva, with Pobedino in the central Poronay River valley.
The west-coast line operates between Il'inskiy in the north and
Gornozavodsk 5aihor27 near the southern tip of Sakhalin. The east-
west line runs between the capital city, Yuzhno-Sakhalinsk gbyohar27,
and the west-coast port of Kholmsk Paokg. In addition to these main
lines, there are a number of short spur lines that serve coal mines
and minor ports along both coasts. All the railroads of southern
Sakhalin are still in operation, using original Japanese equipment.
The Soviets are reportedly extending the lines on both the east and
west coasts, as well as adding stretches of industrial line leading
into the interior.
partly confirms information from repatriated Japanese
prisoners of liar on new railroad construction between Okha,
Aleksandrovsk, and Pobedino.
a new railroad line nearing completion from Okha southward along the
east coast to the settlement of Nogliki at the mouth of the Tyra'
River. This stretch of 150 miles is now believed to be completed
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and in operation.
The assumption as to the
ultimate course of the line between Nogliki, TyMOvakoye and Pobedino
is based largely on information from the Japanese POW's, who report
railroad construction taking place between Okha and Aleksandrovsk
(apparently through Nogliki and Tymovskoye) and from Pobedino north-
ward across the former Soviet-Japanese frontier. The impression also
exists that somesort of rail line has by now been laid between
Pobedino and Tymovskoye.
A railroad in northern Sakhalin connecting with the transporta-
tion system of the southern part of the island is extremely signifi-
cant, because it would cross an area-believed to be rich in oil
resources Current annual production of oilfields in the Okha-Ekhabi
region in the north is estimated at 1,000,000 tons of'oil.: Less
productive fields are located in the Katangli region, between the
mouth of the Tym' and Nabil'skiy Zaliv. Between these two oil cen-
ters exploitation has been scattered and production insignificant,
largely because of the lack of adequate means of transportation.. With
anew railroad Available, minor exploitation sites on the Poronay
(52?49'N-- 143?031E) and Nutovo Rivers (52?35'N 143?07'E) and in
the Boatsyn area (52?25'N - 143?11'E) could mushroom into signifi-
cant oil-producing centers.'
A railroad between Okha-and PobedinO would also speed up the:
transport of-freight and. passenger throughout the entire 600-mile
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length of Sakhalin Island. Furthermore, it would help solve the
military supply problem, which is exemplified by the situation at
Tymovskoye, a garrison center for Soviet ground and air forces
stationed in central Sakhalin. During the summer, military supplies
from the Soviet mainland are received at the ports of Arkova and
Aleksandrovsk and presumably shipped to Tymovskoye over the reported
narrow-gauge railroad and a parallel dirt road. During the winter,
however, Arkova and Aleksandrovsk are icebound, and supplies must be
brought over the frozen Tatar Strait or sent to the relatively ice-
free port of Korsakov on the southern coast of Sakhalin, moved by
rail to Pobedino, and then transshipped by road to Tymovskoys.
Although construction of the new trunkline would facilitate
rail movement throughout the island, continuous transport from north
to south may still not be possible because of different gauges of
the various connecting lines. According to Japanese POW sources, the
gauge of the Okha-Nogliki section of the trunkline is 1 meter
(3' 3-3/8"), Which is widely used on the Soviet mainland for indus-
trial lines. There is the possibility, however, that the new line
may be of the Japanese 3'6" gauge. The existing Okha-Mbskalivo line
is 5' gauge. Transfer of freight and passengers may therefore be
necessary at Okha and Pobedino.
If plans to link Sakhalin railroads are to be fully realized,
It is believed that either the 3'61'-gauge lines would be converted
to meter gauge or all new lines under construction would be of the
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3'6" gauge. A report that the Soviets are converting former
Japanese lines to broad gauge is doubted. Such a project would
entail widening of roadbeds, bridges, and tunnels, as well as the
remodeling of signal facilities. Conversion of the 3'6" to meter
gauge would be comparatively simple, involving only the moving in-
ward of one rail.
The accompanying map (13544) presents as up-to-date a picture
as possible of the transportation facilities and also of the settle-
ments on Sakhalin Island. The names and locations of most of the
settlements shown on the map were compiled from available Soviet and
English-language maps, but a few were reported by Japanese POW's and
are not shown on any other available maps. The new railroads and
the coastal highway have also been plotted as overlays on 1:250,000
maps to provide a more detailed presentation. Two copies of the
overlays have been made available for loan at the CIA Map Library
under Call No, ML-CIA-91628.
In the following pages are discussed (1) the possible Okha-
Tymovskoye-Pobedino trunkline, with emphasis on the Okha-Nogliki
section, and (2) several additional stretches of railroad under con-
struction in southern Sakhalin.
Okha-Tymovskoye-Pobedino Trunkline
Description of this new railroad development is confined mainly
to the Okha-Nogliki section of the line,
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In general, the railroad parallels the coastline of the Sea of
Okhotsk. It traverses a narrow coastal plain, which lies between
the low foothills and the extensive marshlands that skirt the coast.
The coastal plain is broken into segments by deeply penetrating
lagoons, bays, and river estuaries, and spits of land parallel the
coast, leaving only narrow outlets for navigation. The route has
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wherever possible, fill has been
used to avoid the construction of long bridges, and many large cul7
verts covered with fill are evident. A newly constructed coastal
highway parallels the railroad but follows a more tortuous route,
crossing and recrossing the railroad many times. Road bridges
appear to have been built mainly across the larger rivers; smaller
streams are crossed by fords. The highway probably served as a sup-
ply route during construction of the railroad.
Okha, the northern terminus of the new trunkline, is one of the
most important oil-production centers in the Soviet Far East. Accord-
ing to reports some 2,000 oil wells extend from the eastern edge of
town to the Okhotsk Sea; about 250 wells are identified
A sizable oil refinery is located in the southwestern part
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of town, and there are a number of other local industries. An air-
field is on the northern edge of the town near Zaliv Neutu, and a
seaplane station is reported near Okha, on Zaliv Urkt.
shows two railroad stations. One is the terminus of the
new trunkline and also seems to handle traffic for an intricate net-
work of narrow-gauge lines serving the Okha oilfields. A narrow-
gauge track appears to lead eastward to the second station, which is
the terminus of the broad-gauge line to Moskal'vo.
The new trunkline was essentially completed by 1951 as far as
Zaliv Odoptu, about 15 miles south of Okha. Along this stretch, the
railroad follows the western shoreline of Zaliv Urkt at the base of
a rather low bluff, where slides could easily cut the line in a
number of places. Two small trestle bridges appear on the photog-
raphy between Okha and Gilyako-Bunam, a small village at the south-
western edge of Zaliv Urkt.
At Gilyako-Bunam a possible railroad spur leads inland, follow-
ing the valley of the Gilyako-Bunam River. This spur line accord-
ing to reports, is approximately 10 miles long and leads through the
Ekhabi oilfields to a new oilfield development.
Although there are indications that a rail
line may be there, the grades are much too steep for conventional
railroad operation and no railroad cars or other facilities
Near its junction with the Okha-Nogliki line,
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the spur alignment apparently crosses the delta of the Gilyako-Bunam
River over extensive fill areas and two multiple-span bridges. The
Ekhabi oilfields are heavily exploited. Some 450 to 500 wells are
observed in the area, with a system of interconnecting pipelines on
the surface of the ground. A pipeline also leads to oil-storage
tanks in the Okha complex.
Beyond Gilyako-Bunam the main line follows the southern shore
of Zaliv Urkt and then turns southward to the settlements of
Biryukan and East Ekhabi. Biryukan is the center of a small oil-
field some 9 miles south of Okha. Three large prison camps are
in this area, as well as defense positions that are part of a system
of coastal defenses stretching from Zaliv Urkt to Zaliv Ekhabi. Most
of these positions appear to be unoccupied. East Ekhabi, a rela-
tively new town, is located about 10 miles south of Okha, on the
western shore of Zaliv Ekhabi. It has an estimated population of
5,000 and is reportedly the third largest oil-producing center in the
Okha-Nogliki region. About 100 wells and 2 pumping stations are in
25X1D the area, and developments to extend the operation are under way.
two freight trains in the East Ekhabi area,
one consisting of 6 boxcars and the other of 11 tank-type cars.
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are located near the station. A railroad spur appears to lead to a
nearby lumberyard.
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Between Zaliv Ekhabi and Zaliv Odoptu, a distance of some 6
miles, the railroad passes two large lumberyards. A rail spur leads
into the first yard, and the second yard is adjacent to a square-
shaped prison camp. It is quite possible that these installations
were used as supply and maintenance bases for construction work
along the railroad.
As of October 1951, railroad construction between Zaliv Odoptu
and the mouth of the Tym' River was in various stages of completion.
In areas where little fill was required the railroad bed appears to
have been completed. In many sections where the line crosses swampy
marshland or approaches riverbeds, construction was still in progress.
The height of the rail bed appears to range from 5 feet in dry areas
to as much as 20 feet where it crosses depressions, marshes, and
smaller streams. The bed is probably made of gravel, which is read-
ily available along the route.
The line apparently continues in a southerly
direction skirting an area containing muddy tidal flats, sand dunes,
and an elongated lagoon known as Zaliv Pil'tun. Bridges and fills
are probably used to cross the many minor streams and swamp areas.
Two large, walled, square-shaped prison camps are situated near the
railroad, one to the east of the line, near Ozero (lake) Ovech'ye,
and the second to the west, near the Mukhi River crossing. Evidence
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of considerable bridge construction work is noted where the rail-
road crosses the Paromay River valley. At one point it would appear
that some of the heavy construction equipment is mounted on rail
cars, suggesting that the line may have been completed that far.
Just south of the Paromay River crossing, two short spur lines branch
off the main line. One follows the Paromay River inland to newly
developed oilfields that were formerly a Japanese concession. The
other spur parallels the river downstream for a short distance.
The large number of incomplete bridge structures south of the
Paromay River crossing suggests that railroad construction was still
going on. The rail alignment is frequently intersected by the zig-
zagging course of the adjacent coastal highway. Square-shaped prison
camps are noted near the crossing of the Pil'tun River and also some
6 miles farther south near a bridge over an unnamed river. A short
spur line branches off the main line just north of the blutovo River
bridge and leads northwestward to an oil exploitation area. Some 11
oil derricks covering this area. Rail-
road construction equipment appears to be mounted on rail cars near
the NUtovo River crossing. Available English-language maps show a 25X1D
second spur line that leads from the main line southeastward to a
point on the Malaya Goromay River.
this line does not appear to be in use. The narrow-gauge line shown
on maps between the Bol'shaya Goromay River and the coastal village
of Mivka also appears to be abandoned.
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Near Boatsyn, approximately 10 miles south of the Nutovo River,
the railroad passes several small oil-development centers. In the
immediate vicinity of Boatsyn are three oil wells and two oil-storage
tanks. A narrow-gaUge rail line runs from Boatsyn to a point on
Zaliv Chayvo, where another oil-storage tank is located, and appears
to intersect the main Okha7Nogliki line. Originally this line
probably carried small tank cars pulled by horses or gasoline engines.
it is doubtful that the
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line is still in use.
25X1D From Boatsyn to the mouth of the Ty1111,
appear to be long stretches of rail-
road construction. The rail bed seems to have been completed between
Boatsyn and the Evay River, but work on bridges was still in progress..
South of the Khoyapbushibiya River the line approaches the western
shore of Zaliv Chayvo, passing opposite the small port of Chayvo,
which is located on a spit stretching across the bay. Chayvo pro-
vides docking facilities for vessels with a draft of up to 12 feet,
which is the navigational depth in the channel leading into Zaliv
Chayvo. Chayvo is also the northern terminus of an inland barge
canal to Nogliki.
Nogliki (population over 2,000) is situated on the south side
of the Tymt River, near the apex of the delta. It is the adminis-
trative center of Vostochno-Sakhalinskiy Rayon- as well as the focal
point of the fishing industry along the east coast of northern
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Sakhalin. The settlement is also significant because of its prox-
imity to the actively exploited Katangli oilfields, which extend
from a few miles southeast of Nogliki to the &dim Nabil'skiy. An
Industrial rail line connects the settlement of Katangli (about 8
miles south of Nogliki) with the port of Kaygan on Zany Nabil'skiy.
It terminates at a dock capable of handling ships of up to 2,000 tons.
Construction of the coastal railroad appeared to be under way in
the Nogliki area in 1951. Although the building of railroad bridges
was progressing, there were still a number of breaks in the rail
alignment north of the Tym' River. Work on the railroad bed was in
an advanced stage on the south side of the Tym' River, indicating
that the line was being extended beyond the river crossing.
As early as 1949 Japanese repatriates reported the construction
of a new rail line to connect Okha with Aleksandrovsk. They quoted
Soviet military guards as saying that this line was to be completed
by 1952. The natural course of such a line would be to follow the
established Okha-Nogliki line and then proceed in a south-southwest-
erly direction along the Tym' River to Tymovskoye, where it would
connect with the narrow-gauge line reportedly leading to Arkova.
Railroad construction in the Tye Valley is facilitated by
several available supply routes. The Tym' River is navigable for
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flat-bottomed barges and motorboats from Nogliki to Nysh (about 30
miles) at periods of low water, and up to Ado-Tymovo (about two-thirds
Of the distance to Tymovskoye) during high water. A wide trail along
the south bank of the Tym' also connects Nogliki with Nysh. From
Nysh a good motor road follows the Tym' for approximately 50 miles
southward to Tymovskoye.
Railroad supplies may also be shipped from the Soviet mainland to
the port of Arkova and thence via narrow-gauge railroad to Tymovskoye.
The existence of this line has been reported by several sources,
including the Far East Comrnandts Terrain Study No. 10, Sakhalin.
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A road alignment leading inland from Arkova but
25X1D It is quite possible, hOwever,
that the road alignment is used for a railroad bed, as is frequently
the case in the USSR proper. Grades across the coastal mountain range
east of Arkova are extremely steep for a railroad. Short spur lines
within the town area of Aleksandrovs
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No terminal or
servicing facilities are apparent in the town. Road alignments
possibly used for a railroad, however, do extend to the northeast
and southeast of Aleksandrovsk.
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Railroad construction is also reported between Tymovskoye and
the rail terminus of Pobedino in southern Sakhalin. According to a
recently repatriated Japanese POW, the east-coast line of southern
Sakhalin is being extended northward from Pobedino. This extension
follows the Poronay River valley and crosses the 50th parallel into
northern Sakhalin. If the report is true, the line would presumably
continue along the Poronay River in the direction of Tymovskoye.
The alignment is believed to be the motor
road running from Poronaysk northward through Pobedino and Tymovskoye
to Okha. It is quite possible, however, that
a railroad may have been built on the road bed, which
crosses no steep grades and has an exceptionally straight course.
New Railroad Lines in Southern Sakhalin
Since World War II the Soviets have added short stretches to
the rail network of southern Sakhalin that they inherited from the
Japanese. These new lines serve primarily coal mines, quarries, or
other industrial installations. Japanese POW sources provide most
of the basic data related to the construction and alignment of the
lines.
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Gornozavodsk ?Raihor97-Shebunino inami-nayosh17 Line -- This
extension of the west-coast line leads southward approximately 9 miles
from the rail terminus of Gornozavodsk to the settlement of Shebunino.
According to reports the new line was completed in late 1948 and
opened to traffic by 1949. Undoubtedly it was intended to alleviate
the heavy truck-traffic load resulting from increased coal-mining and
lumbering activities in the Shebunino area. The railroad skirts the
western coastline, running in a narrow coastal plain backed by a steep
bluff. A coastal highway closely parallels the railroad along most
of its route. At Gornozavodsk the line crosses the mouth of the
Shiinai-kawa (river; Japanese form of name, Russian unknown) over a
trestle bridge supported by 12 or 13 piers. Five additional trestle
bridges cross the larger streams, and numerous culvert-type crossings
occur where there is seepage from the adjacent bluff. Reports indicate
that this is a single-track narrow-gauge line, probably of the Japanese
3'6" or 2'6" type. Crushed stone is used for road ballast. The prob-
able terminus of the line is on the south side of the Minami-nayoshi
kawa (Japanese form, Russian unknown), where it ties in with several
narrow-gauge spur lines serving an industrial site in Shebunino. No
terminal yard facilities or turntables existed as of 1951, although
at that time the construction of a railroad bridge across the Minami-
nayoshi kawa was nearing completion.
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Industrial Line Between Shebunino and Interior Mining Settle-
ment of Pervomaysk --
of a new railroad line connecting Shebunino with a coal-mining area
located some 7 or 8 miles inland from the coast (probably adjacent
to the settlement of Pervomaysk). This line originates on the south
side of the Minami-nayoshi kawa, near the probable terminus of the
Gornozavodsk-Shebunino line. It follows the south side of the mean-
dering Minami-nayoshi kava for approximately 2 miles, then crosses
the river and continues along the north aide, where it passes the
small settlements of Naka-nayoshi and Oku-nayoshi (Japanese forms).
North of the river the railroad is closely paralleled by a dirt road
that also connects Shebunino with the coal-mining area. The road
crosses and recrosses the railroad, and a network of power or tele-
graph lines also follow the railroad for most of its length. Within
the Shebunino area, a short branch line forks off the main line and
leads westward to the coast, eventually swinging southward; its
ultimate destination is unknown.
Pobedino-Ganmon Line -- Japanese repatriates report a single-
track 2I61t-gauge railroad between Pobedino and Gannon (Japanese form),
a limestone quarry some 31 miles to the east. According to these
sources, the line was under construction before the end of World War
II but was not completed by the Soviets until May 1948. Aerial pho-
a rail line crossing the Poronay
River near Pobedino and paralleling a dirt road leading eastward to
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a mining area. The Pobedino-Ganmpn line crosses a heavily forested .
area with fairly steep grades. Much of the roadbed is poorly con-
structed; it has a loose dirt base that after rainy days is not stable
enough to carry railroad traffic. The Poronay River is crossed east
of Pobedino by a span-type bridge, which according to reports is too
weak to support heavy locomotives. The original bridge over the
Poronay was demolished by heavy ice in the river. Several cuts,
smaller bridges and culverts occur along the remainder of the route.
Repatriates estimate the monthly shipment of limestone over the line
at 400 tons during the summer and 250 tons during the winter. Most
of the limestone is transshipped at Pobedino to the paper mill and
cement plant at Poronaysk. At the time of observation, rolling stock
consisted of 3 steam and 3 gasoline locomotives, 50 or 60 wooden
gondolas of 2 to 3 tons capacity, and a few metal hopper cars.
Il'inskiy-Uglegorsk Lffsutorli7 Line -- English-language maps,
including CIA 11845 dated June 1951, show an extension of the west-
coast line between Il'inskiy and Unari. That this line was completed
in 1951 is doubtful. The Japanese construction program of 1938 in-
cluded extension of the west-coast line to Uglegorsk, but 1951 photog-
raphy shows that only the southern section of the roadbed and a few
bridges had been completed. The remainder of the roadbed was still
under construction, and work was yet to be started in the Uglegorsk
area. Some reports claim that the Soviets intended to drop this
project in favor of a railroad connection between Il'inskiy and
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Pereval'naya (Nikolayevka) 54anuf on the east-coast line. The latter
route had. supposedly been surveyed by 1948 and a roadbed partially
constructed.
(SECRET)
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SECRET
140 141 142 143 144 145
54
s Yelizavety
SEVERNYY
ZA LIV ,
Mys Medi0,/ ,._Nyvrova
1
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Pil'vo
54
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possible
spur
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y (Nov. Okha) ,er-
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N
probably completed.
53

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ki a hrushev
nt
ro\
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Uglegorsk-ll'inskiy section
roadbed partially completed,
as 011951.
s
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.
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t'ay Aynskoye
Terpeniya
110 Grobenskaya
OSTROV
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48
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\
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11 st,Pugacheva
? Leont'y
Bory
Tukhaya,
SAKHALIN
Rail ?
i road Development
1954
Railroad, 1951
48
_
So '?erevarnaya (Nikolayevka)
Pa zens 4
zmor'ye
Ugol'nyy udino
Tom ri ,
A te7vskiy
....Orr reported completed,
Railroad, reported under
?I? ?+. ?1?,
construction, 1951
Projected railroad
Coastal highway, reported near
,I,
' Firsovo
,
ofavoselovo
ergeyeva
? 1 Ay
Chekhov Ci P-Dolinka
completion,
completion, 1951
? ? -- Oblast boundary
4-1-1- Railroad,
, I Krasnoyarskoye
4,Kostromskoye
Zagorsk .._ Dolins
1 / re ,z,.-
S E A. OF Plane \ / tiel:6?1
Sinegorsk
arodulesk
,
ostromysova
Sokol
ye
selected
- - - Road, selected
---- ? Trail, selected
Scale 1:1,500,000
0 10 20 30 40
JAPAN-BereZnyaki
Yablochnyy
,
Statute Mlles
0 10 20 30 40
_
47
Kholm
Novoaleksandravs

K orneters
ll
SECRET
47
46
Pravda
Kalinino
Yasnomorskiy
Nevel'sk
Gornozavodsk
Shebunino
Pereput'ye
Kra snyy ,yoSNTrig,,,
Kuznelsova
?Chaplakovo t
Troitskoye.
Listvenichnoy
Vysokaya P tropaylavskoye
___ ?
Taranay 'viva
Korsakov
--- ___
ervomaysk inilovo
Novatambovskoye
Ul'yanovskoye p
ZALIV
Krestia 1
/
Khvostovo p
Atlasovo
?YUZEINO-
SAKHALINS
--61,--,___
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NW?
AN
linka
esnoye
s khotskoye
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4? Oodnaya
''F=1,,sz, O
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R3
Oz--iy ..C"
ersk
Murav'yevo
Novikovo -
i VA Yuzhnoye vstaf'yevo
slys Aniva
S I: A OF
OK HOTS K
?
NOTE Sakhalin south of 50?N. lot is and Soviet
administration. AGN policy for pia -names
south of 50?N. lat. has not been Is /coed in
that the former Japanese place-no es have
been disregarded. .
al'nyaya
Mys Kril'on
46
141 142 143 144
Lt JJJJJ ll1/1-,ll I-llf rc.-F1.-Fems..-F / ? . . NB ? ? I ? I .11 .. . nnnnnnx a
13544 1-55
GPO?titio
Approved For Release 2000/04/17 :sT-pri2101005A000200060005-3
THE 1954 FLOODS IN CHINA
Late in the afternoon of 18 August 1954, floodwaters piled up
before Hankow to the highest level in 100 years of floods in China.
On that day, the antiflood command at Hankow announced a record height
of 97.6 feet, 4.6 feet higher than the disastrous 1931 flood that
inundated about 39,000 square miles of highly productive farmland
around Hankow and elsewhere along the Yangtze and the Huai Ho (Rivers).*
Along the Yangtze a greater area was flooded in 1954, but in the Huai
river basin the 1954 floods are estimated to have been only 52 per-
cent as severe as those of 1931. This difference was due in part to
the extensive flood-control measures carried out by the Communists.
Highlights of the 1954 flood situation were the protection of the
central area of Hankow, and possibly some of the rich riceland east
of it, at the expense of the low-lying areas surrounding Tung-t'ing
Hu (lake) and P'o-yang Hu; and the protection of northern Kiangsu and
much of the farmland to the north of the Huai Ho by last-minute dike
reinforcement and the sacrifice of farmland within detention basins
along the Huai.
*The area flooded in 1931 has been derived from planimeter meas-
urements of a map entitled Map Prepared from Aerial Surveys Showing
Seriously Flooded Areas Along Yangtse River, Hwai River and Grand
Canal, dated August 1931, which was prepared by the National Flood
Relief Commission and published by the Statistical Department of the
Inspectorate General of Customs, Shanghai. Although notes on this
map state that 34,000 square miles were seriously flooded (exclusive
of lakes), this figure is believed to be about 5,000 square miles too
small.
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The map accompanying this article (13565) indicates the probable
extent of flooding along the. Yangtze and the Huai Ho. The delineation
of flooded areas is derived from reports in the Chinese Communist press
concerning river levels and flooded areas, plotted on large-scale top-
ographic maps and analyzed. A comparison of the 1954 and earlier high
water levels of the Yangtze and Huai is given in the following tables.
Table 1.
Flood and Mean Water Levels of the Yangtze
(in feet)
Mean Water
1931 High
1954 High
Location
Level
Water
Water
Nanking
18
30
31.6
Wu-hu
22
39
42.2
Ta-t'ung
28
49
53.6
Huai-ning
34
57
61.9
Hu-kfou
43
65
69.6
Chiu-chiang
45
67
72.4
Ch'i-ch'un
52
79
83.8
Huang-shih-chiang
--
--
86.o
Hankow
63
93
97.6
T'ung-ling
68
98
101.8
Ch'eng-ling-chi
79
109
112.7
Chien-li
90
118
120.0
Sha-shih
119
143
146.5
Chih-chiang
133
166
169.0
I-ch'ang
144
180
182.8
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116 118
- ? ,
7 111
ANL AL A.
-194
CENTRAL CHINA
FLOOD AREAS ON THE YANGTZE
AND HUAI HO 954
in DAM
PROBABLE MINIMUM AREA SUBJECT TO FLOODING
POSSIBLE MAXIMUM AREA SUBJECT TO FLOODING
snar. CITIES WHERE FLOODING HAS BEEN REPORTED
ARE SHOWN IN RED
RESERVOIR DETENTION BASIN
REGULATOR RIVER
CUTOFF
Selected railroad -- Province boundary, 1954
DIKE
Selected road
tl21F11 Province capital
Canal
SCALE 11.150,000
STATUTE MILES
SECRET
135E5 12-5E
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Table 2. Flood Levels of the Huai Ho
(in feet)
Previous Highest 1954 High
Location Water Level Water
Hung-tze Hu 46 56 2/
Shuang7kou 52 62 2/
Wu-ho 56 66 2/
Lin-huai-kuan 59 69 a/
Pang-fou 62 72:6
Feng7t'ai 74 82
Cheng-yang-kuan 79 86.1/
Jun-ho-chi 85 89 2/
San-ho-ch'ien 89 92 2/
Wang-chia-pa 95 96.5
. Projected from river profiles.
Analysis of 1954 data indicates that, excluding normal lake
areas, about 38,400 square miles along the Yangtze River were prob-
ably inundated for over a month. An additional 8,500 square miles in
the T'ai Hu and Shanghai plains were flooded locally as a result of
heavy rains and slow drainage of the low-lying land, but these areas
were probably under water less than a month. Because reports of
flooding along the Huai Ho were less specific than those for the
Yangtze area the map shows maximum and minimum estimates of the
flooded area, ranging from 5,000 square miles to 12,000 square miles.
Apparently, flooding along the Yellow River was negligible in 1954.
No dike breaks were reported or are believed to have occurred. Flood-
waters were probably restricted to the two detention basins indicated
on the map. The extent of the areas inundated in six provinces of
Central China are listed in Table 3.
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Table 3. Extent of Flooding
(in square miles)
Province
Total Area
Under Floodwaters
Areas Normally
Under Water
(at low
water level)
Actual Areas
Flooded 2/
Yangtze
Huai
Anhwei
7,700
3,600
1,700
9,600
Ronan
--
2,600
--
2,600
Hunan
11,000
1,200
9,800
Hupeh
13,500
700
12,800
Kiangsi
4,6o0
1,600
3,000
Kiangsu
(excluding
T'ai Hu Area)
1,600
2,400
700
3,300
Total
38,400
8,600
5,900
41,100
a. Excluding normal water areas.
It is estimated that over 20 million people in six provinces were
directly affected by the 1954 floods. The population affected in each
of :the provinces is given below:
Table 4.
Number of People Directly Affected by Floods, 1954 2/
Anhwei
5,155,200
Honan
1,804,400
Hunan
4,125,800
Hupeh
4,940,800
Kiangsi
795,000
Kiangsu
3,273,600
Total 20,094,800
a. Living in areas
flooded for a month or more.
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These estimates do not include people affected indirectly, among.whom
were those engaged in flood fighting and relief or rehabilitation
work; those affected by the loss of food, supply or by the disruption
of transportation, industrial-, or communications facilities; the popu-
lations of low-lying areas in the vicinity of T'ai Hu and Shanghai
and in Chekiang, where agricultural land was flooded for. periods of.
less than a Month; and 1 million people in Nanking and 600,000 in
Hankow, who Were isolated by the floodwaters for an extended period.
Of the 20 million directly affected, those who survived the. flood must
have been evacuated and relocated in places of safety, where they could
be fed and sheltered during the flood period of July) August and part
of September. After the waters receded (probably sometime in November),
flood refugees Would have required help in rehabilitating their build-
ings and Sodden, silt-laden 'farmlands. Famine, the usual consequence
of'majOr floods, appears to IMAre been inevitable. The extent and
severity of the famine would depend largely upon the amount of help
given the flood victims in reconstruction and replanting by the Commu-
nist regime The pattern of famine during the winter and spring will
coincide generally with the pattern of population displacement and
drap lOas:
Probably the most severe consequence of the 1954 floods was the
loss of Crops, particularly summer food crops Table 5 gives a rough.
estimate of the number of square miles of cultivated land flooded and
the consequent crop losses in the six provinces most seriously affected
by the floods.
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The largest food loss as a result of the floods was in Hunan,
where almost half of the rice crop was lost, presumably in the surplus
rice producing area around Tung-t'ing Hu. The second largest area of
crop loss was in Hupeh, probably in the surplus rice growing area on
the floodplain southwest of Hankow. The greatest loss of kaoliang
and soybeans was in Anbwei. Least damage to cultivated land was in-
curred in Honan and Kiangsu, possibly reflecting the relatively high
degree of success that the Communists had attained in alleviating
flooding by the use of detention basins and dike reinforcement.
No attempt has been made in Table 5 to indicate winter food-crop
losses or the loss of cotton and tobacco, both of which are important
industrial crops in central China. The loss of winter crops cannot
be estimated, since some of them are grown on uplands that were not
flooded. Much also depends upon the ability of the Chinese to drain
flooded lands and make them ready for the planting of winter crops by
October or November. In northern Anhwei and Hupeh, for instance,
water levels along the Huai probably dropped sufficiently by September
to permit the planting of winter Wheat, whereas the planting of winter
crops in the area north of the middle Yangtze in Anhwei and Hupeh would
probably be prevented by the slow runoff of water. In the latter area,
continuing high water levels probably canceled out the second rice
crop as well as the first. The cotton crop, concentrated in the area
southwest of Hankow, was also lost because its normal July-September
harvest coincided with the high-water period of the Yangtze.
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Table 5. Cultivated Land Flooded and Consequent Crop Loss
CD
Anhwei Honan Hunan Hupeh . Kiangsi Kiangsu Total CD
CD Square Mlles Crop Loss Square Miles Crop Loss Square Miles Crop Loss Square Miles Crop Loss Square Males Crop Loss Square Miles Crop Loss Square Miles Crop Loss 47
? Crops Flooded (Net Tons) Flooded (Net Tons) Flooded (Net Tons) Flooded (Net Tons) Flooded (Net Tons) Flooded (Net Tons) Flooded (Net Tons) ly
R? ice 2,170 1,306,645 6533,581 6,282 5,181,751 5,863 3,748,160 1,747 1,230,937 1,056 822,850 17,183 12,323,924 m
Kfoarse grains a/ 950 354,199 1,105 396,791
804 461,730 1,587 607,209 180 89,556 624 325,859 5,250 2,235,344 0
M IV
0
C=Pilseeds 12/ 1,190144,
491 132,147 411 110 CS
0 330,784
ZEF
20,559 1,280 390,336 370 104,115 677 256,433 4,419 1,357,925
168,812 0 otton 240 15,071 182 9,350 343 1,420 89,218 87 4,718 455 29,896 2,727 ?I=.
?I=. -%
....Other 5,050 2,145,497 757 313,912 1,960 772,022 2,65o 1,101,520 616 488 11,521 4,797 527
-% 256,884 207,692
"NI
"
" Summer crops 1/ 4,310 1,991,6281,661 562,519
0
7,497 5,787,591 8,730 4,745,705 2,297 1,424,608 2,357 1,405,142 26,852 15,917.193 0
?,....- All crops 9,600 4,137,125 2,600 9,800 6,580,172 12,800 5,936,443 3,000 1,686,210 3,300 1,642,730 41,100 20,883,532
885,781
1>
1- X
X 0
9. Includes corn, millet, kaoliang, and sweet potatoes (converted to grain equivalent).
"NI
-0
Includes soybeans, peanuts, and sesame.
6
CO
(Z. Includes tobacco, winter crops (that normally are not followed by any of the summer crops indicated below or on land that is fallow over the summer) and nonagricultural land (villages, burial
-% mounds, etc.).
0
5i. Includes rice, coarse grains, and oilseeds as listed in the table.
>
0
0
0
IV
0
0
0
CZ)
0
0
o ol
e...)
Total:
th
CI)
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The effect of the floods on industry in central China was prob-
ably most serious at the Yung-li Chemical Plant, located on the
Yangtze floodplain northeast of Nanking. Unless the Communists were
able to take adequate protective measures, water and silt damage to
electric motors, generators, and other electrical equipment in the
plant would have been severe. Industrial areas in Shanghai, Nanking,
and Hankow were probably adequately protected from floodwaters by
diking, as was the iron and steel plant at Ta-yeh. It is likely,
however, that the open-pit iron mines at Ta-yeh were flooded and will
be out of commission for some time.
The effect of floods on rail transportation is believed to be
temporary. Information on the condition of roadbeds, track, and way
structures is insufficient to permit assessment of the probable dam-
age from prolonged submersion. Washouts were likely at major stream
and river crossings during the heavy rains of June, .July, and August.
Despite the extent of damage, the severity of 1954 floods and
the pattern of flooding suggest that in some areas the flood-control
projects of the Communists were relatively successful in alleviating
the effects of the floods. In other places, control projects were
as ineffectual as the group of Chinese flood fighters who reportedly
stood hand in hand, with straw mats on their backs, trying to hold
back the waters in a dike breach.
The Chingchiang detention basin (see Map 13565) above Hankow,
was designed to provide a safety valve for crests coming down the
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Yangtze toward Wu-han and the surplus rice producing area of Tung-
t'ing Hu. Although it lowered the estimated crest by 28 inches for
1 day at Sha-shih, the detention basin apparently was quickly filled
to its capacity of 176 billion cubic feet. The basin was opened on
July 22 and drew off 197,680 cubic feet of water a second. In 2 days,
it had impounded over 35 billion cubic feet of water, one-fifth of
its capacity. By late July or mid-August, it had been partially
drained to prepare for further high waters, which, in fact, arrived
during the second and third weeks of August.
The Tung-t'ing Hu area also had to be sacrificed in an effort to
protect Hankaw,since the Ching-chiang detention basin proved inadequate.
The effort was apparently successful insofar as the central part of
the city was concerned. However, by extending protection to Hankow,
the "protected areas" of the south Tung-t'ing Hu Reclamation Project
(almost completed last spring) were allowed to be flooded. This proj-
ect, with about 3,000 acres of reclaimed land and 44,0o0 acres of
producing land, was to be enclosed within a system of dikes, drainage
canals, and regulation locks in order to provide much-needed extension
of the surplus rice producing region.
Another area of concentrated flood-control activity is located
along the Ching-chiang dike opposite the Ching-chiang detention basin.
The dike extends from Chiang-ling on the north bank of the Yangtze,
past Sha-shih, to a bend of the river known as Ma-pu-kai. Although
the purpose of this dike was ostensibly to protect the rich farmland
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behind it, it is believed that the actualpurpose was to relieve flood
pressure on dikes to the north and-northwest of Hankow. The strength-
ening of the dike evidently spared the agricultural land behind it from
inundation. The dike, however, was not adequate to protect Hankow,
and low-lying land in the vicinity of Hung Hu and several areas along
the Han Chiang were reportedly opened as flood-detention basins.
Antiflood work from Hankow to Shanghai was limited to the strength-
ening of weak spots in the dikes and to evacuation and rescue work
along the Yangtte.from Plo-yang Hu to Nanking (see map)-.
Flood-control projects were more numerous in the Huai river basin .
than along the Yangtze. These efforts may be responsible for the de-
cline in flooding as cOmpared with 1931. At least four reservoirs and
detention basins Were in operation in 1954 The height of dikes was
also raised 3 feet in stretches along the middle and lower courses of
the river. The supplementary outlet for Huai Ho waters afforded by
the North Kiangsu (Su-pei) Main Irrigation Channel via the Kao-liang
regulator dam helped prevent the spread of flooding to' the irrigated
land in northern Kiangsu between the Grand Canal and the sea.
Probably more efficacious in relieving pressure on the Huai Ho
dikes was the use of detention basins, controlled by newly built
regulator dams located along the middle course of the river. During
the high-Water period in mid-August, eight floodplain areas between
Cheng-yang-kuan and San-ho-chien were opened and flooded beyond their
planned capacities -- the Meng-ho, Hsi Hu, Tung Hu Meng-chia Hu,
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Chiang-chia Hu, Chiu-chia Hu, T'ang-to Hu, and Wa-fou Hu detention
basins. These, together with the Hung-tse Hu detention basin and the
"Fang-chiu Hu" flood-diversion area in the vicinity of Lin-huai-kuan,
stored over 706 billion cubic feet of floodwaters during the high-water
period. The flood-detention basins are generally diked, have regu-
lated inlets and outlets, and are cultivated in nonflood years. In
times of flood, detention-basin farmland is considered expendable and
the farming population is evacuated to safe areas. The areas committed
to flood detention have been included in the tabulations of flooded
areas, population affected, and crops lost (Tables 3, 4, and 5).
Three additional flood-detention basins and four reservoirs* in
the upper Huai were reported as filled to capacity. They are the
Shih-man-tan, Pan-chiao, Pai-sha, and Po-shan reservoirs and the
Lao-wang-pc, Chiao-ting Hu, and Tung Hu detention basins (see map).
The middle-course detention basins, together with those on the upper
course, and the four reservoirs are believed to have lessened the
pressure of floodwaters on dikes along the lower Huai sufficiently to
prevent widespread flooding of farmlands north of the Huai in the
vicinity of Pang-fou or east of the Grand Canal dike in northern
Kiangsu.
It is believed that flooding along the Yellow River was negli-
gible, although the Peking People's Daily reports that "10 crests
*Up to late spring 1954 the Communist press had reported the
completion of only three reservoirs.
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were tided over on the Yellow River." Presumably the volume of flow
was not great enough to set in motion the violent meandering that is
the usual cause of dike breaches and flooding along the Yellow River.
Considerable attention was also paid to dike maintenance and repair
along the river during the high-water period. In addition to these
measures, the new Shih-tou-chiang detention basin along the northern
bank of the river and the area around Tung-p'ing Hu were opened to
relieve the pressure of floodwaters. Diking and the use of water-
detention basins apparently enabled the Communists to keep the Yellow
River in its channel and prevented widespread flood damage of the low-
lands to the south.
"Under the principle of subordinating minor interest to major
interests and subordinating partial interests to overall interests,
the People's government energetically and on its initiative diverted
the flood and detained the flood and moved the people of flood deten-
tion areas to safety areas beforehand and assisted the calamity strick-
en people in a planned manner. All this played an important part in
defending cities, removing dangers to certain cities like Wuhan and
protecting agricultural production in vast areas." Thus an official
of the Central Anti-Flood Headquarters in Peking summarizes the basic
policy followed in the 1954 fight against the floods. All detention
basins and reservoirs available for use were opened in an effort to
protect Wu-han, the agricultural area to the southwest of Wu-han,
and the critical transportation center of Pang-fou.
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The dilemma of the officials responsible for flood control is
apparent. On the one hand is the urgent need for more riceland in
the fertile Central Yangtze Basin. The South Tung-t'ing Hu Recla-
mation Project is but one example of the effort to extend rice pro-
duction into previously marginal producing areas. On the other hand
is the imperative need for flood-detention areas for times of high-
water crisis Tung-t'ing Hu is barely large enough for detention of
a normal year's floodwaters; the capacity of the Ching-chiang deten-
tion basin is but a drop in the lily pond. To use the same area for
flood control and land reclamation is to try to have your rice cake
and eat it, too. Nevertheless, considering the relative success of
detention basins and reservoirs along the Huai and the calamitous
proportions of the Yangtze flood, it would seem likely that an
increase in flood-control activities will be noted during the coming
year. These activities may take the form of the construction of
more and larger detention basins, or a renewal of interest in a
Yangtze gorge dam, or the channelization of the river. But what-
ever program of flood control is advanced, it will have behind it
the impetus of widespread famine, which will certainly follow the
1954 floods. (SECRET)
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REVISED MAP OF CHINESE COMMUNIST "AUTONOMOUS" ADMINISTRATIVE UNITS*
Since the publication of Map 12667, Communist Autonomous Admin-
istrative Units -- 1953, dated June 1953,** the Chinese Communist
Government has created a number of additional so-called "autonomous"
administrative units and has altered the status of others. Map
13517 accompanying this article is a revision of the 1953 map that
gives information as of September 1954. It differs from the earlier
map as follows: (1) only autonomous administrative units at or
above the hsien (county) level are shown and listed; (2) no attempt
has been made to classify individual units by type from the insuf-
ficient data available; and (3) the name of the principal ethnic
group of each autonomous unit is included in the title of the unit.
During the past year, major Chinese Communist efforts have been
directed toward organizing the diverse ethnic groups of Ylinnan,
Tsinghai, Ningsia, and Sinkiang Provinces. Within YUnnan, four units
at "special district" level*** have been created, of which three
adjoined the strategic Burma frontier. Chinese Communist activity
*See CIA/RR-G-7, Autonomous Governments in Minority-Inhabited
Areas of Communist China, 3 July 1953 (Secret), for additional infor-
mation on this subject.
**Map 12667 accompanied an article in Map Intelligence Review
MR-37, August 1953, pp. 28-30.
***A special district (chuan chiti) is an intermediate adminis-
trative unit between province and hsien, normally comprising between
5 and 15 hsien.
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among the border tribes has been viewed with concern by neighboring
countries in which large numbers of these border peoples -- Tai,
Kachin, Lisu, and others -- are also found. Traditional Communist
divide et impera tactics are well illustrated in largely Tibetan-
populated. Tsinghai, where several small, easily manageable Tibetan
units have been set up. In Ningsia (absorbed into Kansu Province in
September 1954), two special-district units have been organized, one
embracing Hui people -- Chinese-speaking Moslems -- and the other
Mongols. Ethnically diverse Sinkiang, with only about 5 percent of
its inhabitants Chinese, has always posed problems for Chinese con-
trol, and its history has been punctuated with insurrections.
Furthermore, the Soviet Union has maintained considerable economic
and political interest in Sinkiang. The length of time it has taken
the Chinese Communists to implement "regional autonomy" is an indi-
cation that extensive preparation was necessary before the inhabitants
were considered ready for this step.
The organizing of autonomous people's governments appears to be
nearing completion. Recent reports indicate that several additional
units at special-district level will soon be set up in Sinkiang.
Elsewhere, only Tibet, western Sikang Province, and a few small
minority-inhabited areas in southwestern China are without some form
of "autonomous" administration. Tibet (including western Sikang,
which traditionally has been governed from Lhasa) has considered it-
self independent despite contrary Chinese claims, a unique situation
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COMMUNIST "AUTONOMOUS" ADMINISTRATIVE UNITS- 1954
INNER MONGOLIA
AnmanSTRASTVE AREA LEVEL
Inner Mongolia Alatonomous Region
mien oR LEVEL
1. Oronchon Autonomous Banner
NORTHEAST CHINA
EireciAL DIETRIET Lavas
gen-Bien %omen Autonomous District
REIM OR EilinvALENT LEM
2. Wens-ninth (Ongniod) 040040 0011050004 Banner
S. fia-san csokham mongol Autonomous Banner
4. froilaseigln Ofherelini Mongol Autonomow Banner
Wo-140 (Aharchln East) Mongol Autonomous Banner
NORTHWEST CHINA
assOLM DienuCT LEVEL
ffintiling Mongol AuMnomous District
Pa-yin-kou-leng Mongol Autonomous Mania
Chiang-chi Hui Autonomous District
Minitang Kirsh. Autonomous District
lial-hsi mongol-Tilietandeasalin Autonomous 1i4000
Hainan Tibetan AuMnomous District
Hal-pel Tibetan Autonomous DistHet
Huangemo Tibetan Autonomous District
Xuodo Tibetan Autonomous District
Eihseu Tibetan Autonomous DUtrict
Hohung Hui Autonomous Iatrict
fdonem Autonomous District
tangs,. Mongol Autonomous District
south fie.. (Han-rani Tibetan AUtonomous DUttlet
MOM OR EQUIVALZOT LOVIO.
O. Eing-hal Elba (Mancini) AUtOnOmo. Area
T Yenich'i Moidem Autonomous Area
B. su.per. Mongol Autonomous Area
0401-00 (Menu) Mongol Autonomous Banner
10. Tien-chu Tibetan Autonomous Area
II. Tung-Mang Moslem Autonomous Area
11 Changichlaielluan Hui Autonomous District
15 linchu Tut, Autonomous Area
16 HAM,. Baler Autonomous Area
17 Homan Mongol Autonomous Area
SOUTH AleD SOUTHWEST CHINA
Beacom DISTRICT LEVEL
Liens-Man LI. LOU)( Autonomous District
Mining Tibetan Autonornaus District
Snithwan Tibetan Autonomous District
lisi-shuang-pan-na TM Autonomous District
Hung-110 Hastni (Lon) 00(00101,4 001001
Nu Chiang !Mu Autonomous District
Tenung TaiWachin AnOnOmous Ontrlet
Hainan L1-111ao Anonomous Distrht
West Hunan (11kang-Mi) AUMnomona District
West Eviangsi (Busi-lisi) Chuang Alltonommis /Menet
IMMO OR nyinvALIENT Levin
18. Mu-11 Tibetan Autonomous Area
19. Linahm Mao Autononious Area
20. raiulliang Mlao Autonomous Area
21. IRILMul 14100,3 Autonomous Area
22. 2Bn-chal Nino Autonomous Ares
IS T'ung-ta0 T'ung (Tan Autonomous Are&
24. Lungisheng multinational AutOnomous Area
25. ganohlang rung (Tal) Autonornous Mea
Taimiao-Shan Mao Autonomous Area
52
1.1033-1100 Yea Autonomous Area
Ta-yao-shan Lao Autonomous Area
29. Lungilin Multinational Autonomous Area
Mi-lo rt (1)00) A01402E055 01511
II 0-shan (LOU) Autorsimom tifss
Chlang-chieng Hao-ni iholo) Autonomous Area
99. Lants'ang Lahu Autonomous Area
NOTES
Autonomous administrative units below the
Wien (county) level have not been Moan bemuse
of incomplete data and the scale of this map.
The soicalledsautonomous"adrolnistrative units
lined Mrs possess nO reel autonomy and are com-
pletMy subordinated to Chinese Conimunnt eon-
tml. Boundaries of the autonomous milts are
often arbitrarily defined and moans very
administrative signiiimince.
COMMUNIST "AUTONOMOUS" ADMINISTRATIVE UNITS -1954
RDP79 1005A00020006000 3
SOCIALIST
15.77),al'?
_
0^gtt'sti,
0100U
EAGUE
Autonomous
Mari.
Autonomous Dis.ot
SZECHWAN
?Clientsfi,
Bo* am nee swum* Ilsise
oreashod Sy the OR esume
CHINA
COMMUNIST ADMINISTRATIVE DIVISIONS
(DECEMBER 1954)
?.-- International boundary
International boundary, indefinite
Communisbproance boundary
LI 141tX:=StfirL'Iervel 0 Unit at Mien or equivalent level
Scare 1,10.000.030
200 300 600
Tientsin
Communist municipality
Communist capital
11 Communistprofinco capital
Communist autOrlOmous-clistriCt seat
600
aro aro op
13517 12.54
TatIL2chin
Durtrict
.iCun.mfirer
west !twang.
Chun fin
ANDS
VIETNAM
THAILAND
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that apparently has presented thorny problems. Thus far there has
been no indication that autonomous governments are contemplated for
these areas.
When Suiylian Province was absorbed by the Inner Mongolia Auton-
omous Region in March 1954, the Mongol-inhabited Ikechao and Ulanchap
Leagues were changed in status from autonomous districts to presumably
ordinary special districts. The reasons for this action are obscure.
Boundary data for autonomous units included on Map 13517 were
taken from recent Chinese maps supplemented by press releases.
Despite the apparently definite boundaries and areas shown, admin-
istrative control exercised by an autonomous government is in many
cases likely to be confined to urban centers and their immediate
environs. Unless a very detailed administrative map of China is
desired, there is little need to indicate autonomous administrative
units at or below the special-district level. (CONFIDENTIAL)
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RECENT TERRITORIAL-ADMINISTRATIVE CHANGES IN COMMUNIST CHINA
During the relatively short span of Communist rule, the terri-
torial-administrative structure of China has undergone periodic in-
spection, and changes have been so rapid and so numerous that admin-
istrative maps of China have required almost constant revision.
Continuing the trend, an announcement from Peking on 19 June 1954
again altered the pattern of regional, provincial, and municipal
administration. The new pattern is shown on Map 13516, which accom-
panies this article.
The most important of Peking's June proclamations abolished the
major administrative areas (ta-hsing-cheng-ch'U). With the regional
level of government thus eliminated, administrative control reverts
essentially to the pre-1949 system, in which provinces were governed
directly from the national capital.
The major administrative areas were created in early 1950, when
Communist control over China was incomplete and basic Chinese
Communist programs were in the early stages of implementation.
Initially, area governments were directed by military-administrative
committees that wielded considerable power; in late 1952, however,
area governments were reorganized, and the "administrative commit-
tees" then established had greatly lessened authority. By mid-1954,
basic Chinese Communist economic and social "reforms" had been
instituted, and the country had, in the words of Communist official-
dom, "entered the stage of planned economic construction" necessi-
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rearle--
000/04/1
SOCIALIST
(/*\,\
REpuBLIcs
J,JJJrTCIIAP
LRyGUZ
SCHOU
RAOUL'
13516 t2.54
Boa* on. not n*16 thaw
wagnaed by the US. GONISISM.
CHINA
COMMUNIST ADMINISTRATIVE DIVISIONS
(DECEMBER 1954)
- International boundary
- International boundary, indefinite
- Communist-province boundary
SCale 1.10,000,000
200 300 000
niartcun Communist municipality
e Communist capital
O Communist-province capital
0 100 200 330 SOO 500 600
t
T s 1 N G H A I 5? a
c?. . \ ---
,----, ..,--,-\
7..' 1., ,.....,) \\",....1. -Pf s H E4N1?I'n'E.N....k...2)......?.?,k1 \:_.0:.:1
,....?...?),._,._, }
."---\\,
a
, .ar,eaat. RuPER
/ s)
NG \
P-1
S SZECHWAN
.."-, ,3
1 K A _.,,,
T3
?
-I L/A?lift"'
.?r
.i
_,Y ,.,_/ -j
y 0 Ni\LN 1,,N C:d? KWEICHO
A N C-7,
r......z....t.
elannina
VIETNAM
THAILAND
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tating "further strengthening of the concentrated and unified leader-
ship of the Central Government." Not unexpectedly, the various area
administrative committees have "unanimously" adopted resolutions
praising the abolishment of regional government by the Central Gov-
ernment Council as a "timely and proper move." In addition to
Peking's announced motives for this decision, it is likely that the
move was also designed to restrict the authority of certain regional
leaders and to decrease the possibility of the rise of rival inde-
pendent governments at the regional level. The net result of this
action will mean even greater centralization of authority at Peking.
The June pronouncement gave no definite schedule for the change
except to say that "adequate preparatory work" must be done to
"properly execute" the actual transfer of authority.*
The June announcement indicated that several changes were to be
made at provincial level, as follows: (1) incorporation of Ningsia
into Kansu Province, (2) amalgamation of Liaosi and Liaotung to re-
constitute Liaoning Province, and (3) incorporation of Sungkiang
into Heilungkiang Province.** This reduces the number of provinces
*The North China and Northeast China Administrative Committees
were abolished on 15 August 1954, the Southwest China Administrative
Committee on 1 November 1954, and the Central-South China Admin-
istrative Committee on 8 November 1954.
**Liaoning was established and Sungkiang was absorbed into
Heilungkiang On 1 August 1954; the incorporation of Ningsia into
Kansu was consummated on 27 September 1954.
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from 28 to 25, excluding Tibet and the Inner Mongolia Autonomous
Region, and to this limited extent will simplify national admin-
istration. The present provincial breakdown of Manchuria into
Heilungkiang, Kirin, and Liaoning reestablishes the traditional prov-
inces of pre-1931 Manchuria, although not their exact territorial
limits. Also, prior to 1928 the southeastern portion of Ningsia
had been included within Kansu.
Under the Chinese Communist regime, some 14 (the number has var-
ied) large and/or industrially important cities have been designated
as "special municipalities" under the direct control of Peking. At
present only Peking, Tientsin, and Shanghai remain directly under
Peking's jurisdiction, with the remaining 11 cities returned to pro-
vincial administration. The official explanation for these provin-
cial and municipality alterations is that they are made "to facili-
tate the Central Government's leadership . . . particularly to cope
wlth the demand of economic construction."
With the implementation of these latest decisions, the Chinese
Communists may have completed their present cycle of territorial-
administrative fluctuations. It is even possible that the admin-
istrative map of China may go unchanged for as long as 12 or even
18 months: (CONFIDENTIAL)
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NEW WORLD ATLAS FROM CZECHOSLOVAKIA
A new Czechoslovak world atlas for school use has become avail-
able in the United States.* The volume is noteworthy as an example
both of recent Czech cartographic work and of zealous, though not
always successful, efforts to conform to the party line.
Cartographically and typographically, the atlas is about average
for European works of its type; it is above the standard of many
U.S. atlases prepared for school and reference use. The volume does
not compare favorably, however, with the excellent national atlas
(Atlas Republicky Ceskoslovenske) produced by the Czech Academy in
1935.
The allocation of page space and the order of presentation of
areas reflect an appreciation on the part of the compilers of the
requirements for remaining healthy behind the Iron Curtain. Maps of
Czechoslovakia are presented first, followed by those of the USSR,
the latter taking up somewhat more space than the former. Maps of
Europe appear next, beginning with Communist countries. The section
on Asia stresses China and is fairly complete, but Africa, the
Americas, and Australia are treated very superficially. In addition
to the general country or regional maps, the atlas includes a few
*Bedfich.galamon, and Karel Kucha, gkolnf Zem7episneY Atlas,
st6tnf Pedagogicke Nakladatelstvf, Prague, 1953. CIA Map Library
Call No. aA000.C94 1953. Unclassified.
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_
special-subject maps, some astronomical charts, and several well-
drafted pages on map reading.
In presenting boundaries and other data relevant to territorial
claims, the compilers seem in some cases to have strayed from the
Moscow line. For example, the boundary between Mongolia and China
appears to be more in agreement with Chinese Communist maps than
with the Soviet (and presumably Mongolian) interpretation. The map
makers' dilemma is easy to understand, but it would seem that choice
of the Soviet version would have been more logical, as well as safer,
from the Czech point of view.
The USSR's claim to an extensive sector of the Arctic Ocean is
represented on the map of the north polar area in the same way as on
most Soviet maps. The Czech presentation, however, also locates
Norwegian, Danish, Canadian, and United States sectors, although not
all of these have been officially claimed by the countries concerned
and are rarely shown on Soviet maps. Oddly, the voyage of the
Russian F. F. Bellingsgausen, who according to the Soviet claim
discovered the Antarctic continent in 1820, is omitted from the map
of the south polar area, although the routes of numerous other explor-
ers, including Americans, are shown. Other deviations from Soviet
modes of presentation are to be found on the maps of Arabia, which
also locate some boundaries incorrectly from any point of view.
(UNCLASSIFIED)
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Ofeaff
CONfIDEN
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