GEOGRAPHIC INTELLIGENCE REVIEW

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79-01005A000200060009-9
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 46
• Document Creation Date: November 16, 2016
• Document Release Date: November 29, 1999
• Sequence Number: 9
• Publication Date: June 1, 1955
• Content Type: REPORT

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Copy No.--
GEOGRAPHIC INTELLIGENCE REVIEW
CIA/RR MR-46
June 1955
DOCUMENT NO.
IED
+. ATE.I 71REMEL't+ S: j) 514
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Ck,AS-S. CHANGED TO: TS S C
NEXT REVIEW DATE: ..- _,...:... _.-_
CENTRAL INTELLIGENCE AGENCY
OFFICE OF RESEARCH AND REPORTS
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This material contains information affecting
the National Defense of the United States
within the meaning of the espionage laws,
Title 18, USC, Secs. 793 and 794, the trans-
mission or revelation of which in any manner
to an unauthorized person is Drohibited by law.
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CIA/RR MR-46
CENTRAL INTELLIGENCE AGENCY
Office of Research and Reports
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C ONTENTS*
Page
Changing Pattern of Oil Exploration in France . . . . . . . 1
Evaluation of Recent Soviet Atlas and Map Accessions. . . . . 11
Projected Railroad Construction in Tropical Africa. . . . . . 18
Albanian Administrative Divisions . . . . . . . . . . . . . . 27
A British Series of World Maps on Insect Pests. . . . . . . . 30
New Edition of Bartholomew's Handy Reference Atlas. . . . . . 32
Map Series of Belgium at 1:50,000 . . . . . . . . . . . . . . 34+
New Physical and Cultural Map of the Moldavian SSR. . . . . . 36
Maps
Wells Parentis Areal . . . . . . . . . . . . . . . . . . . . 3
Following Page
France: Petroleum Exploration and
Exploitation Concessions (137+6) . . . . . . . . . . . . . 8
Railroads of Tropical Africa:
Projected Railroad Development (13659) . . . . . . . . . . 19
Albania: Administrative Divisions, 1953 (13773). . . . . . . 28
Moldavian Soviet Socialist Republic (13509) . . . . . . . . . 36
The individual classification of each article in this issue is
given at the end of the article.
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CHANGING PATTERN OF OIL EXPLORATION IN FRANCE
Introduction
The discovery of the Parentis oilfield in 195+ has unleashed a
flood of activity in the oil industry of France. The Parentis field
has been brought into active production; prospecting activities have
been extended and intensified; outmoded legislation concerning
mineral rights is being overhauled; relations between the French
Government and foreign investors have been improved; and a greatly
increased percentage of the French crude-oil consumption will be
provided by domestic sources. On the basis of 1954 testing and
production at Parentis, it is anticipated that as much as 20 percent
of the French requirements will come from local sources within the
next 2 or 3 years as compared with only 3 percent in 1953, when
France consumed a total of 23,000,000 tons.
Strategically the Parentis oilfield is well situated. It is
located in the Landes of southwestern France, a sparsely populated
area of pine woods and sand dunes. The field is only 10 miles from
the Atlantic coast and 80 miles from the Spanish border. Heretofore
almost 95 percent of the oil requirements of France have come from
the Middle East via the Mediterranean. Should the shipping lanes
of the Mediterranean become blocked, this new and valuable source of
crude oil would still be available to France and other parts of
Western Europe. Furthermore the new oilfield is also close to the
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coastal refineries at the mouth of the Gironde and not far from the
refineries at Donges at the mouth of the Loire.
The NATO 12" military fuel pipeline to Metz (now about two-thirds
completed and scheduled for service by June 1956) begins at Donges,
near St. Nazaire (see map CIA 12616).* This pipeline will be con-
nected with others planned by NATO. One of these will be a 10"
pipeline running from Le Havre eastward to some point near Metz.
Another will begin at Marseille and continue northward through the
Rhone Valley to join the other two lines some place north of Dijon.
The fact that the seaports of these three pipelines are widely
separated is of strategic importance to Western Europe, and the high
potential productive capacity of the new oilfield is of significance
to military planners as well as oil company officials.
Sequence of Events in the Esso Standard Concession
Esso Standard, S.A.F., a French-American company largely
controlled by Standard Oil of New Jersey,*-* first struck oil near
Parentis-en-Born on 22 March 1954, on its 4,300,000-acre concession
*Published in Map Intelligence Review No. 36S-6, June 1953.
**Esso Standard was formerly Standard Francaise des Petroles.
Standard Oil of New Jersey owns 63.2 percent of the stock; Gulf Oil
18.349 percent; and French investors 18.451 percent. The original
company included the Atlantic Petroleum Company which later sold its
holdings to Standard Oil of New Jersey. Throughout this report the
company is referred to by its present name regardless of the date of
information. A new company to be known as Societe Esso de Recherches
et d'Exploitation Petrolieres (ESSO REP), in which Esso will control
89 percent of the stock, will probably be organized in May 1955.
ESSO REP will exploit the oil found by Esso Standard.
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covering much of the Gironde Basin. A 5-year concession had been
granted to Esso Standard by the French Government on 17 February 1951,
culminating many years of preliminary reconnaissance, which was inter-
rupted in 1939 by World War II. The 1951 concession was the first
ever granted to a foreign enterprise but included only the right to
explore, not to exploit any possible discovery of oil. This posed
many legal questions, and special legislation had to be enacted to
allow Esso Standard to start commercial production in October 1951.
The Parentis field is in the southwestern corner of the con-
cession. (See map below.) Estimates of the size of the potentially
WELLS
December, 1954
o Location
m Drilling
10 Producing
-. Dry hole
-220
2150
270p
P3-200
- 2100
P6
i~
215
P5 -2200 Presumably
Faulted Zone
Contours (in meters) indicate
top of Aption limestone.
Note: The latest information from the field indicates
that 15 wells have been located, 7 of which were pro-
ducing in March 1955.
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productive area vary from a conservative figure of approximately 15
square miles to an optimistic estimate of 40 or more square miles.
By the end of 1954, ten wells had been located around the edges of
Lake Parentis (Etang de Biscarosse et de Parentis), and another was
tentatively located near the middle of the lake.
Of these new wells, No. 9 showed promise of becoming an even
more spectacular producer than No. 1.
Esso Standard has been extremely reticent and conservative in
reporting production estimates to the press. In Government and
industrial circles, however, enthusiasm has run high ever since
official tests at Parentis No. 1 on 25 March and 5 April 1954
showed an unexpectedly large flow of 1,100 barrels per day of sulphur-
free crude oil with a specific gravity of 34 A.P.I. Other unofficial
tests, made by Esso Standard shortly after the well was discovered,
revealed a production rate of approximately 3,000 barrels per day.
This, in turn, was surpassed when the well came into actual produc-
tion several months later. Speculative comparisons were made between
the Parentis oilfield and highly productive fields of North America
and the Near East, and by the end of the year many oil companies both
in France and in the United States had become interested in possible
participation in the Landes development or in prospecting for oil in
other parts of France having similar geologic formations.
By December 1954, Esso Standard had five wells in production
and six drilling rigs in operation. Four more drilling rigs were
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expected in the area within a few months. A total of 1,000,000
barrels of crude oil were shipped to the refinery during 1954. By
mid-April 1955, six wells were in steady operation and produced a
total of 10,400 barrels per day. Almost double that production is
anticipated by the end of 1955. The chief problems facing the
company have been the inadequacy of storage space and transportation
facilities.
In early summer 1954, the company built three new storage tanks
and four new loading platforms at Parentis-en-Born. It is estimated
that a total of seven storage tanks will be needed to satisfy fore-
seeable requirements. During the summer and fall, crude oil was
shipped by. complete trains of tank cars all the way from Parentis-en-
Born to Le Havre and thence by pipeline to the Esso Standard refinery
at Port Jerome in the lower Seine complex near Le Havre. Because of
heavy oil shipments, much of the railroad roadbed had to be recon-
structed to carry an axle-load of 24 instead of 15 tons. Recently,
a coastal terminal was completed near Bordeaux and oil is being
shipped to Port Jerome by tanker. Some consideration has been given
to shipping it to the nearby Shell and Caltex refineries at Pauillac
and Ambes, respectively. Other possibilities include the building
of a new Esso Standard refinery in the Bordeaux area or the buying
of the war-damaged Shell refinery at Pauillac, which is now only
partially reconstructed (see Map 12616).
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During July a trace was surveyed for a proposed 10"-12" crude-
oil pipeline from Parentis-en-Born to Ambes at the head of the Gironde
Estuary, a distance of approximately 100 miles. From here the oil
could be shipped by tanker to the Port Jerome refinery. A pipeline
from Parentis-en-Born to Le Havre has also been considered. Probably
neither pipeline will be constructed until actual production justifies
the cost of construction and until many legal questions have been
resolved.
A number of exploratory wells have been located in various parts
of the Esso Standard concession outside the Parentis area. Two are
at Carcans, about 30 miles northwest of Bordeaux, near what is thought
to be the northern limit of the oil-bearing formations. Although the
company is not overly optimistic about the possibilities of the
Carcans area, it plans to continue work there because what oil has
been found is more suitable for lubricants than the Parentis oil.
Other wells are located at Pontenx-les-Forges, 5 miles south, and
Mothes, approximately 10 miles east of the Parentis field, and at
Bouglon, in the southeastern corner of the concession, almost due
east from Parentis. Special geophysical studies are underway in
the vicinity of Sanguinet, directly north of Parentis. It is
anticipated that exploration and eventually drilling may extend to
offshore beds under the Atlantic Ocean.
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Influence of the Parentis Discovery Upon Other
Exploration in France
All mineral resources in France, including petroleum, are the
property of the State, and their exploitation has been governed by
the Napoleonic Mining Code of 1810 and the relatively few basic
mining laws passed since that date. The discovery of oil by a
foreign-controlled company brought. into sharp focus the inadequacy
of this legislation. An official committee was therefore set up to 25X1C
suggest revision of the basic mining laws.
the proposed changes,
which concern the size of concessions both on land and on the
continental shelf, the time limit on exploration and exploitation
rights, the specific responsibilities of the companies, and the
authority of the French Government, are generally favorable to the
oil industry.
The discovery of oil in quantity combined with the possibility
of less cumbersome legal restrictions initiated a period of unprec-
edented activity in French oil circles. Although French oil firms
had prospected in all parts of France and French geologists were
aware of recent advances in geophysics, their explorations advanced
at a lethargic pace -- chiefly because they had little money and
investors were apathetic.
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A comparison of Map 12616, published in mid-1953, and Map 13746
shows the radical changes that occurred by the end of 1954. By the
end of 1954, Esso Standard had applied for an additional 4,000,000-
acre exploration concession in the Perigord district adjacent to its
Bordeaux concession, and three other companies -- Pechelbronn (SAEMP),
Deux-Sevres (SRMER), and the Compagnie Frangaise des Petroles
(CFP)* -- had applied for concessions in the same general area. The
four requests overlap at a central point near Bergerac. It seems
unlikely that Esso Standard will be granted the full 4,000,000 acres
requested, even though it was the first of the companies to apply for
a concession in this area.
The successful operations of Esso Standard at Parentis also
precipitated a scramble for oil concessions in other parts of France.
The Paris Basin became the center of a second tangle of requests for
concessions. Following the July 1954 discovery of oil at Hannaches,
about 50 miles northwest of Paris, prospecting activity was
intensified throughout north-central France. In an area extending
from the mouth of the Seine to the Massif Central, the CPF, the
Societe Nationale des Petroles du Languedoc Mediterraneen (SNPLM),
the Regie Autonome des Petroles (RAP), and the newly formed Societe
Outremer France de Recherches et Explorations Petrolieres (FRCPEX)
*The Compagnie Frangaise des Petroles has extensive oil interests
in North Africa and owns 23.75 percent interest in the Iraq Petroleum
Company as well as stock in other French companies. This is the first
time CE_has applied for exploration rights within France.
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FRANCE
PETROLEUM EXPLORATION AND
EXPLOITATION CONCESSIONS
? Permit requested and under investigation
Permit granted
Exploration authorized by special
dispensation
Exploitation concession requested
Staffelden Parentis
Exploitation concession granted
Pechelbronn SL Marcet Proupiary Lao
?? ? C.F.P. Compagnie Frangaise des Pdtroles
@@@-e E.S.S.d,F. Eno Standard,Socidtd Anonyms Fran aise
? FROPEX France Outremer do Prospections at Exploitations Petro -
lidna (S.A.F.)
? Il ?? P.R.E.P.A. Std de Prospection at Exploitation Pdtrolilraen Aluce
s ?? ? R.A.P. Regie Autonome des Pdtrolea
? S.A.E.M.P. Std Ame d'Exploitations Minidres Pechelbronn
o ?? @ S N P A Std Nle des Petroles Aquitaine
?0 zl ???? S N PL M Std We des Pdtroles du Languedoc Mdditerrandea
o S.P.B. Std des Pdtroles de Is. Garonne
a S.R.M.E.R. Std des Recherches Mindralogiques at d'Etudes des
(Deer-shresl Resiources du sous-sol du ddparlement des gaol-Sirros
SCNAPO Std Cieile des Hydrocarhurea liquids& it gazeux do I'Aude
at dos Pyrdadu Orientates
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have applied for concessions, several of which overlap near Paris.
Although the technical problems of oil production in the north are
more difficult and tests so far show the oil to be inferior to that
of the Parentis field, Esso Standard applied for a concession of
2,600,000 acres in the Paris Basin adjoining the overlapping requests
of RAP, SNPLM, and CFP.
The success of Esso Standard in the discovery of oil seems to
be breaking down official hostility to foreign enterprise in France,
even near the nation's capital. On 19 June 1954, a joint American-
French company was-chartered for the exploration of 5,300,000 acres
in the Paris Basin. This new company, the Societe de Recherches et
Exploration Petroliere (FROPEX), was formed through an agreement
between the American Overseas Petroleum Company (AMOPET), a subsidiary
of CALTEX, and the French Government-controlled SNPLM. Only a year
before, CALTEX in conjunction with Conorado Petroleum Company had
been refused a permit to prospect for oil in the same area. Never-
theless it is apparent that from now on no American company is likely
to receive terms as favorable as those granted Esso Standard in 1951.
Whereas Esso Standard operates on a 90-percent Esso and a 10-percent
Bureau de Recherches Petrole (French Government) basis, the interest
in FROPEX is allotted 45 percent to AMOPET and 55 percent to the
French Government-controlled SNPLM.
In September 1954, a group of French banks arranged with the
American-owned Societe d'Etudes Petrolieres to match American capital
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investment up to 35 percent in any joint operating company formed
under French law. Several American oil companies, including Socony
Vacuum, are reported to be interested in obtaining exploration rights
in France. The British Anglo-Iranian Oil Company is also anxious to
explore for oil in the vicinity of its refineries at Dunkirk in the
north and Lavera on the Mediterranean.
Two petroleum research groups were organized during 1954. In
May the Societe Financiere des Petroles (FINAREP), which had been in
the process of formation since 1950) was finally set up. Its member-
ship includes four of the largest French and American companies
operating in France and two companies currently working in North
Africa. A similar group, the Compagnie Financiere de Recherches
Petrolieres, is subscribed to by eighteen oil firms and banking
institutions.
Although many questions are still to be answered and many
estimates yet to be proven, the discovery of oil at Parentis has
initiated a new era of increased activity among both French and
foreign investors. Within a very few years, France can be reason-
ably sure of a substantial increase in crude oil for domestic use,
accompanied by reduced dependence on Middle East sources.
(CONFIDENTIAL)
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EVALUATION OF RECENT SOVIET ATLAS AND MAP ACCESSIONS
Detailed reference atlases or maps on the Soviet Union have not
been freely available to the western world since the publication in
1939 of Volume II of the Bol'shoy Sovetskiy Atlas Mira (Great Soviet
Atlas of the World). Although a new edition of the 32-sheet Karta
SSSR (Map of the USSR) at 1:2,500,000 did appear in 1946 and both the
Atlas SSSR (Atlas of the USSR) and the Atlas Ofitsera (Officer's
Atlas) were published about 1947, their distribution has been extreme-
ly limited. Each year a large edition of the Geograficheskiy Atlas
SSSR has been issued for students of intermediate schools, but this
highly generalized, very small-scale atlas is completely inadequate
for any detailed study on the USSR. Apparently the scarcity of
reference materials has been a serious problem to the organs of the
Soviet Government as well as to foreign intelligence analysts, since
three new atlases -- the Geograficheskiy Atlas, Atlas SSSR, and Atlas
Mira (Atlas of the World) -- with a combined issuance of 150,000
copies, were published in 1954.
The Geograficheskiy Atlas, designed for teachers in the inter-
mediate schools, is a good general work. Two-fifths of the atlas is
devoted exclusively to the USSR. The first plates in the USSR
section show at very small scales (1:20,000,000 to 1:50,000)000) the
overall pattern of political-administrative units, population density,
nationalities, and physical geographic features such as relief,
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climate, soils, geology, and vegetation. Next is a series of maps
giving the distribution of various types of industry and agricultural
crops throughout the Soviet Union. Twenty-three pages of general
geographic maps at somewhat larger scales -- one map each at
1:1,500,000 and 1:2,500,000 and the rest ranging from 1:3,000,000
to 1:10,000,000--- are devoted to the individual regions of the
Soviet Union. Coverage of the USSR is completed by small-scale
economic maps for each of the Union Republics. The remainder of
the atlas deals with the rest of the world through a series of
general maps for each continent, with supplementary maps showing
the geographic features and major economic activities of the various
larger countries or groups of countries.
Although more compact than the Geograficheskiy Atlas, the Atlas
SSSR (approximately 7-1/2 by 10-1/2 inches) is generally more
useful for the analyst interested in specific areas within the
Soviet Union. Except for a map of the world included for orienta-
tion purposes, all 76 map pages deal with the Soviet Union. A
series of introductory maps shows the political-administrative
breakdown for the various Union Republics, but the heart of the
atlas consists of the 58 pages of general geographic maps for the
individual regions of the USSR. With 11 of the maps at 1:1,500,000
or 1:2,500,000, this section is more comprehensive and gives more
place names than the corresponding plates of the Geograficheskiy
Atlas.
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The most important of the three atlases is the Atlas Mira.
Prominent Soviet topographers, engineers, and geographers served
on the editorial board for this atlas, and representatives of lead-
ing scientific institutes such as the State Oceanographic Institute
participated in the map compilation. As the title indicates, this
massive work of 283 plates, with a format reminiscent of the Bol'shoy
Sovetskiy Atlas Mira, covers the entire world. Atlas Mira measures
about 13 by 20 inches and is almost 2 inches thick. There are a
total of 76 general geographic and political-administrative plates
on the USSR. Thirty-four maps at scales ranging from 1:1,500,000 to
1:2,500,000 cover most of the Soviet Union, and maps at scales no
smaller than 1:5,000,000 are provided for the remaining, less densely
settled areas. Although the plan of the atlas obviously called for
a 1:250,000 map of each of the important cities of the world, such
maps for Soviet and Satellite cities were omitted, probably for
security reasons.
All three atlases were published by the Glavnoye Upravleniye
Geodezii i Kartografii (GUGK). The task df preparing the plates,
however, was of such magnitude that it required not only the
facilities in Moscow but also those of the four GUGK cartographic
plants in Riga, Minsk, Sverdlovsk, and Omsk. The printing of the
plates for the Atlas SSSR began as early as 1953, and some of those
in the Atlas Mira date back to June 1952. In spite of last-minute
efforts to correct the internal administrative boundaries of the USSR,
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the series of territorial-administrative changes that occurred in
December 1953 and early 195)* made the revised boundaries obsolete
even before the first copies of the atlases were sold.
Although all the atlases indicate attempts to bring the major
Soviet transportation facilities up to date, the Atlas Mira appears
to be most complete in this respect. For example, it is the only
one of the three to show the rail lines between Izvestkovyy and
Sredniy Urgal in Khabarovskiy Kray, and between Irkutsk and Slyudyanka
at the southwestern tip of Lake Baykal.
Place-name indexes are integral parts of the two smaller atlases;
the Atlas Mira does not include an index but is accompanied by a
coupon that entitles the buyer to a copy of an index to be published
later.
A detailed comparison of the plates of the Atlas Mira with the
corresponding sheets of the 19+6 Soviet map series at 1:2,500,000,
the Karta SSSR,** leads to the following conclusions concerning
their relative values for intelligence purposes.
The atlas plates are generally superior to the map sheets in
their presentation of natural features such as terrain and
*Details of these changes may be found in the article "Recent
Territorial-Administrative Changes in the USSR," Geographic
Intelligence Review No. 4+2, August 1954, pp. 15-20.
An original set of this series has recently been obtained and
is now held by CIA. A colored reproduction is being produced in a
limited edition for reference purposes.
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atlas plates. The series shows a considerably more complete network
of secondary roads. Unlike the atlas, it differentiates between
broad- and narrow-gauge railroads and uses special symbols to indicate
riverports and the heads of navigation on major rivers.
Whereas the map series in general gives a greater.number of place
names, the atlas plates that are at the scale of 1:1,500,000 are bet-
ter in this respect -- for example, the plates covering the Moscow
Region and the Central Urals. For all features that have changed
greatly since 1944 (the date of compilation), the map series is out
of date. For areas such as the Kuriles, Southern Sakhalin, and
Kaliningrad Oblast, where a large number of place names have been
changed, the atlas provides many of the currently used Russian names.
Some of the newer Soviet settlements, such as Takhia-Tash in the
Uzbek SSR, also are located on the atlas plates. The fact that the
political-administrative boundaries on the map series are obsolete
is relatively unimportant. Even the atlas, although published late
in 1954, is already somewhat out of date. The administrative units
are shown as of 15 June 1953, whereas the latest series of changes,
which altered internal boundaries in European USSR and in Khabarovskiy
Kray, occurred in late 1953 and early 1954.
The atlas shows stretches of railroad and road constructed during
the postwar period, such as the rail line between Vinnitsa and Gaysin
in the Ukrainian SSR, but it omits other stretches of lines whose
existence has been fairly well confirmed, such as a stretch of railroad
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hydrography. In the atlas, relief is shown by a combination of con-
tours and layer tinting that is more effective than the relief
shading used on the map series, which is overgeneralized. In the
atlas the stream pattern appears to be more nearly complete and more
accurately drawn, and swampy areas are more precisely delimited than
on the map series. Results of recent surveys in the Soviet Far East
and Arctic appear to have been incorporated into the atlas in the
form of corrections in spot heights and sea depths. In Arctic areas,
the "approximate shoreline" symbol has been replaced in many places
by a more definitive line. The northeastern shoreline of the Caspian
Sea has also been revised slightly.
Although the atlas is generally better for showing natural
features, the map sheets have the advantage of delimiting forest and
tundra areas. For the desert regions of Soviet Central Asia, the
sheets also indicate wells and sand-dune areas and differentiate
more clearly between salt lakes and fresh-water lakes.
The map series, although somewhat more difficult to read (and
consequently difficult to reproduce), is superior to the atlas for
any detailed study of cultural features. The number of settlements
identified on individual sheets is usually considerably greater than
on the corresponding atlas plates, in some cases twice as many.
Furthermore, the 1:2,500,000 series is the only map series of any
date that locates every rayon center in the USSR. Transportation
facilities are also better represented on the map sheets than on the
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running from Zolotonosha (directly north of Cherkassy) westward via
Kanev to Mironovka. This line apparently was destroyed during World
War II and, since the 1950 Soviet timetable fails to list it, was
probably not reconstructed immediately. Later Soviet sources, how-
ever, show the stretch between Zolotonosha and Kanev as in operation,
and a Ukrainian economic geography text published in 1952 shows the
entire line. Among other unexplained atlas omissions are (1) the
short branch line from Nizhniy Tagil westward to Visimo-Utkinsk in
the Urals, and (2) the line that branches westward from the
Petrozavodsk-Murmansk line to Rugozero (Karelo-Finnish SSR), both
of which are indicated on the 1:2,500,000 series.
The combination of the new atlases and the colored reproductions
of the 1:2,500,000 maps should materially ease the map reference
problems of intelligence analysts working on the Soviet Union.
(CONFIDENTIAL)
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C -R-E-T
PROJECTED RAILROAD CONSTRUCTION IN TROPICAL AFRICA
Practically all the countries of Africa south of the Sahara are
at present striving to improve their economic status, and expansion
of railroad facilities is an important factor in their plans. Rail-
road construction currently in progress in tropical Africa has been
discussed in the Geographic Intelligence Review No. 4.3, September
1954. The present article reports on railroads that are projected
but not yet under construction (see the accompanying map, No. 13659).
The lines selected for discussion are those that have figured most
prominently in recent reports and dispatches.
The Sinoia-Kafue Cutoff, Northern and Southern Rhodesia
The projected 250-mile Sinoia-Kafue cutoff through Northern and
Southern Rhodesia would shorten by 500 miles the haul from the
Northern Rhodesian Copper Belt to Beira, which now passes through
Livingstone, Bulawayo, and Salisbury. The building of this link
is scheduled to begin as soon as the southeast (Pafu'ri) line from
Bannockburn in Southern Rhodesia to Guija, Mozambique, is completed.
It is possible, however, that the completion of the latter line may
lessen the need for the Sinoia-Kafue link by giving the Rhodesias
access to another Mozambique port, Louren9o, Marques, to which
copper exports could be diverted. The traffic would still go
through Livingstone and Bulawayo but would turn off at Somabula,
where the Shabani branch joins the Pafuri line. Though surveys
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were made for the Sinoia-Kafue cutoff in 1916, 1932, and 1952, the
final alignment has not yet been selected.
North South Railroad, Northern Rhodesia and Tanganyika
A north-south railroad to connect the East African and Central
African systems has been under consideration for some time. Little
progress has been made, however, partly because of the large scale
and consequent high cost of the operation and partly because the
economic value of the line is not assured.
According to the most recent survey the north-south line would
be approximately 1,200 miles long, extending from Kapiri Mposhi,
Northern Rhodesia, through Mbeya, Makumbako, and the Kilombero
Valley (all in Tanganyika) to Morogoro on the Tanganyika Central Line,
with a possible branch southeastward through Njombe and Songea to
the Southern Province Railway of Tanganyika. Another link of about
160 miles, for which an engineering survey is being made, would
connect the Central and Tanga lines between Morogoro and Korogwe,
Tanganyika.
The north-south railroad would contribute toward completion of
the rail net in East and Central Africa, open up new territory for
development, and furnish the Rhodesias with an all-British route to
a British colonial seaport. Much of the line, however, would pass
through difficult country, necessitating a large amount of costly
grading and bridge work. Moreover, the systems cannot be integrated
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until the gauge of the East African Railroad is converted from 1
meter to 1.067 meters (3 feet 6 inches), that of the Central African
Railroads.
The Port Francgui-Leopoldville Railroad, Belgian Congo
The projected Port Francqui-Leopoldville railroad, which would
connect the Bas Congo-Katanga line of the Compagnie du Chemin de Fer
du Bas-Congo au Katanga (BCK) and the Matadi-Leopoldville line of the
Office d'Exploitation des Transports Coloniaux (Otraco) in the Belgian
Congo, has had a varied history. The construction of this rail link
would provide a completely Belgian-controlled all-rail connection
between a deep-water port, Matadi, and the important mineral-producing
Itanga Province. With the completion of the Kamina-Kabalo rail
line (see Geographic Intelligence Review No. 43), the BCK and CFL
(Compagnie des Chemins de Fer du Congo Superieur aux Grands Lacs
Africains) systems will be connected, and the Port Francqui-
Leopoldville link, when completed, would tie together three of the
four principal rail systems of the Belgian Congo.
The construction of a railroad between Port Francqui and
Leopoldville has been under consideration for nearly 50 years.
Surveys for the best possible route were carried on over a period
of 15 years (1907-22) by the BCK, which was projecting a rail route
from Bukama to connect with the Matadi-Leopoldville railroad of the
Lower Congo. These surveys failed to locate a satisfactory route
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between Port Francqui and Leopoldville, and construction on this
section was deferred in favor of the Port Francqui-Bukama railroad,
which was begun in 1923 and completed in 1928.
The project was temporarily revived in 1930-33, when the BCK
tried to interest the Ministry of Colonies in plans for the completion
of the Lower Congo-Katanga rail system as a public works project
suitable to a period of depression. In the Belgian Government's Ten-
Year Development Plan,, consideration was again given to the construc-
tion of this rail link, but it was rejected as probably not economi-
cally feasible until after the conclusion of the Ten-Year Plan. During
the transportation crisis in 1951, the congestion of freight in the
Leopoldville-Matadi area again focused attention on the problem of
transport in the Belgian Congo. The Minister of Colonies restated
the transportation policy of the Belgian Congo in terms of the
colony as a whole, citing the need of connecting existing railroad
lines through the construction of the Kamina-Kabalo line (now under-
way), the line from Port Francqui to Leopoldville, and another from
Kindu to Ponthierville, connecting two sections of the CFL system.
Two tentative routes have been suggested for the Port Francqui-
Leopoldville line. The "direct" route would bypass Leopoldville,
going in a relatively straight line from Port Francqui to the Matadi-
Leopoldville line near Moerbeke, approximately 190 kilometers (about
120 miles) south of Leopoldville. The second, or northern, route
would follow more closely the Kasai: River to Leopoldville. The latter
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route, which is favored by the BCK, would be easier, since most of its
course would cross a relatively level plateau with fewer rivers. As
yet, no definite decision has been made, but the northern route seems
to be preferred. No date for the beginning of construction has been
set, though the general opinion seems to be that work will not begin
for 4 or 5 years, or at least until the Kamina-Kabalo line has been
completed.
The value of the Port Francqui-Leopoldville link lies in the
shortening of travel time between Elisabethville and Matadi, reduc-
tion in cost by eliminating two transshipments, and avoidance of the
inconveniences and delays caused periodically by low water in the
Kasai River.
The Kindu-Ponthierville Link, Belgian Congo
The Minister of Colonies suggested in 1952 that transportation
in the Belgian Congo would be improved by the construction of a rail-
road from Kindu to Ponthierville connecting two sections of the CFL
system. No statement has been made regarding the probable date of
construction. The line would speed traffic by eliminating trans-
shipments on the Congo River and on railroads in the eastern part of
the Belgian Congo.
The Vila Luiza-Magude Railroad and Other Railroad Projects in
Mozambique
Construction of the Vila Luiza-Magude railroad via Manhir9a is
tentatively planned to begin upon completion of the Limpopo railroad
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'a D
(see Geographic Intelligence Review No. 13). Such a line would con-
tribute to the successful operation of the Limpopo railroad by ena-
bling traffic from the Rhodesias to enter Louren9o Marques by a less
congested route than the main line from Moamba, which is on the di-
rect route to the South African Railroads.
A line from Lourenc9o Marques to Vila Luiza already exists, but
the rails are light and considerable work would have to be done to
enable it to handle the heavier traffic, consisting largely of
minerals, from the Rhodesias.. The section from Vila Luiza to Manhica
has been surveyed and the extension of the railroad from Vila Luiza
is in progress. The extension of this line would also be valuable
to Manhiaa, which is the center of an important agricultural area.
The Mozambique Railroad runs inland from the port of Nacala to
Cuamba, a distance of approximately 335 miles. Several routes for an
extension have been suggested, but no final decision has been made.
One suggested route would go northwest to Catur and eventually to
Lake Nyasa; another calls for the terminal to be located at Vila
Cabral, near the Maniamba coalfields; and a third would run toward
the Nyasaland border. One section of the line has been surveyed,
but construction will probably not begin until the Limpopo line (and
possibly also the Vila Luiza-Magude link) has been completed.
In keeping with the desire to further develop the territory, a
number of other railroad projects have been proposed for Mozambique.
They include: (1) an extension from Tete to Furancungo; (2) a
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Pafuri-Tete line; (3) an Alto Ligonha spur; (4) a Montepuez spur;
and (5) a link to connect the railroads in the Vila de Joao Belo-
Inhambane Region. None of these is likely to be built for some time.
The Luanda Railroad, Angola
Two improvements are projected for Angola. The Luanda Railroad
is to be extended eastward from Malange through Lui and Camaxilo to
Luchico near the Belgian Congo frontier. A second line is to run
from Luanda north to Caxito, then east by way of either the Ucua or
the Dande Valley, eventually connecting with the Matadi-Leopoldville
Railroad near Matadi. Both would permit development of agricultural
and mineral areas north and east of Luanda.
Proposed Lines for French West Africa and French Equatorial Africa
Discovery of copper near Akjoujt and of iron near Fort Gouraud
has touched off surveys for routes aimed specifically at facilitating
the exploitation of these minerals. Akjoujt is only 125 air-miles
from the sea and may possibly be tapped by road rather than by rail,
but three rail routes from Fort Gouraud are being considered. These
are: (1) directly across the Spanish Sahara to Villa Cisneros, a
distance of approximately 235 miles; (2) across 80 miles of the
Spanish Sahara to Port-Etienne, some 340 miles; and (3) to Port-
Etienne by an all-Mauretanian route, about 450 miles. Although
the last is the longest and the most costly route, it has the
advantage, to the French, of lying entirely within their own
territory.
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A situation similar to that in French West Africa has arisen
through the discovery of manganese deposits in Gabon. The manganese
is located in a hilly tropical forest 28 air-miles northwest of
Franceville and 250 miles from the coast. Construction of a railroad
is considered to be cheaper than improvement of the poor roads now
serving the area, and one of the following rail routes will probably
be selected: (1) northwest to Ovendo on the coast, 320 miles; (2)
southwest to Mayoumba, also on the coast, 260 miles; (3) south to
Loudima on the Congo-Ocean Railroad, 162 miles (from Loudima to the
coast at Pointe Noire is 135 miles).
In addition to the railroad projected for the development of
the manganese deposits in Gabon, an extension of the central line
(Douala-Yaounde) toward Ubangi-Shari and Chad has been proposed.
This extension would open up territories rich in cattle, cotton,
mineral resources, and, in certain localities, manpower. The route
was surveyed and studied in 1931-32, but there have been no further
developments.
Rail Connection Between Southern Rhodesia and Walvis Bay,
South-West Africa
Construction of a railroad to connect Southern Rhodesia with
Walvis Bay, South-West Africa, has been proposed. This line,
approximately 550 miles long and with a 3-foot 6-inch gauge, would
extend from Matetsi on the Rhodesia Railways to one of three points
'in South-West Africa -- Tsumeb, Grootfontein, or Gobabis, all on the
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South African Railways system, which would provide connections
with Walvis Bay. An initial survey was made along the Tsumeb-
Grootfontein-Matetsi route in the early 1930's, but for some reason
the project was dropped. It has been revived by a syndicate inter-
ested in linking the Rhodesias to the west coast of Africa through
Commonwealth territory. An aerial-photographic survey of the area
has been made.
The purposes of the proposed railroad are (1) to provide a
means by which Rhodesian coal and mining concentrates could be
shipped directly to the Atlantic Ocean, (2) to eliminate the ship-
ment through non-British territory of valuable materials such as
chrome and copper, and (3) to open up the agricultural possibilities
of the area through which it would pass.
Some of the lines discussed above may never get beyond the plan-
ning stage; the three that seem most likely to go into construction
in the near future are the Sinoia-Kafue cutoff, the Vila Luiza-Magude
railroad in Mozambique, and the Port Francqui-Leopoldville line in
the Belgian Congo. No doubt other railroads to connect or extend
existing lines or to provide rail transportation for undeveloped
areas have been or will be proposed in connection with the economic
programs of the tropical African countries. (CONFIDENTIAL)
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ALBAXIM ADMINISTRATIVE DIVISIONS
The administrative divisions of Albania were reorganized by a
decree issued by the People's Assembly on 20 August 1953. This was
the third such measure taken by the Coimnunist regime since the end
of World War II, the first two occurring in 1947 and 1949. The aim
of the third reorganization, although officially stated to be decen-
tralization, in reality appears to have been more effective control
of local government from the capital at Tirang. This was Indicated
by the reduction in both the number of first-order administrative
divisions and the total number of local units responsible to them.
The system provides for four orders of administrative divisions,
with certain cities ( ete) having a rank equal to that of any one
of the three lower divisions. In order of rank the administrative
divisions are regions (gaarrke), districts (rrethe), localities
,(lokalitete), and villages (fshatra). Albania now has 10 regions,
the region having replaced the district as the first-order division.
Subordinate to the region are 1t9 districts, not including four
cities -- Durres, Kor9e, Shkoder, and Tirane -- which have the same
status. Two types of administrative units may be directly subordinate
to the district -- the third-order locality or the fourth-order vil-
lage. The locality was designed primarily to facilitate administration
in remote areas and generally consists of a group of villages, each
of which is responsible to the locality. In more accessible areas
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the village is directly responsible to the district, with no inter-
mediary third-order division. Within Albania, there are 40 localities,
and an additional nine cities are at the same administrative level,
among them the new oil city of Stalin (Kugove). The country had a
total of some 2,600 villages. Eleven cities and 55 wards within
large cities also have the rank of villages.
The ten new regions do not represent a return to the prewar
prefectural breakdown, although there are many similarities between
the two systems. Several of the new districts also resemble those
delimited in 1949, but they are no longer first-order divisions.
The accompanying administrative map of Albania (CIA 13773) is
based on the list of divisions and component villages published in
the Gazeta Z,yrtare (Official Gazette), No. 14, 15 September 1953.
The boundaries of the three highest orders were drawn by enclosing
the villages listed for each division and interpolating on the basis
of topography and drainage. Consequently, the boundaries may err in
detail but the core area of each division is correct.
Owing to deficiencies in the principal source, a certain amount
of rationalization was necessary in determining and locating admin-
istrative centers. Centers for regions and districts were not clearly
indicated in the decree, and in compiling the map a few of the centers
had to be selected on the basis of rank, population, and accessibility.
No centers could be identified for the district of Skrapar and the
localities of Lurd and Qukes. In addition, it was not possible to
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 RA Y
ALBANIA
Administrative Divisions-1953
BOUNDARY CENTER
--- Qark [Region] 0
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?.?--.-.Lokalitet [Locality] .
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locate three known centers -- Pac, Breg i Lumit, and Tregu. The map
represents the first attempt since the war to show all basic cate-
gories of the Albanian administrative system. (UNCLASSIFIED)
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S-E- -E-T
A BRITISH SERIES OF WORLD MAPS ON INSECT PESTS
The British Commonwealth Institute of Entomology is publishing
on a continuing basis a significant series of world maps titled
Distribution of Insect Pests.* Publication was started in 1951 and
48 maps, each dealing with a single type of insect, have been
published. The latest addition to the series was a group of six
maps issued in December 1954. As maps become available, they are
distributed to subscribers for insertion in a special looseleaf
portfolio that will eventually become, in effect, an atlas. The
total number of maps to be published and the schedule of publication
are not known, but the size of the portfolio suggests that the work
done to date constitutes only a small part of what is planned.
The maps, all at scales of about 1:100,000,000, are monochrome
and very simple in style and format. Areas where a particular pest
is known to occur are circled with a heavy line; a dotted line is
used where the limits are doubtful. A graticule and crudely portrayed
hydrography are the only orientation aids. On the reverse side of
each map, however, is a list of the countries that fall within
infested areas. Pertinent entomological literature is cited after
the name of each country. The insects covered by the maps published
to date (e.g., boll weevil, gypsy moth, San dose scale) are all of
considerable economic importance as a threat to crops.
`CIA Map Library Call No. aAOOO-1.C6.
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Although some problems involved in planning control of insect
pests seem to be susceptible to analysis by graphic methods, com-
paratively few entomological maps have been prepared,, and those that
are available are often hidden in the back pages of obscure journals.
It is believed, therefore,, that this continuing series on insect
pests will be an important addition to the research aids available
in map form in the field of entomology. If the spectre of biological
warfare figured in some indirect way in initiating work on the series,,
nothing appearing on the maps themselves suggests it. (UNCLASSIFIED)
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NEW EDITION OF BARTHOLOMEW'S
HANDY REFERENCE ATLAS
The need of the English-speaking world for a compact, legible
world atlas with a fairly complete place-name index was attested yet
again by the publication in 1954 of the 16th edition of Bartholomew's
Handy Reference Atlas of the World.* This atlas, first published in
1887, has been noteworthy over the years more for its uniformity from
edition to edition than for its innovations. Place names, boundaries,
city plans, and the portrayal of transportation are brought up to date
from time to time, but changes come slowly, and the format and carto-
graphic style continue to reflect the 19th century.
The atlas includes a selection of world maps at very small scales;
a dozen hemisphere or continent maps; maps of such major regions as
Scandinavia, the Balkans, and Southeast Asia; some 40 country maps; 50
to 60 maps of smaller regions; and plans of the principal cities of the
world. No maps were found in the 1954 atlas that did not also appear
in the 15th edition published in 1949. The only significant improve-
ment in the 1954 edition appears to be in the place names; for example,
several names have been added to the map of Korea, and Korean readings
are given instead of the Japanese forms used in the 1949 volume.
Like its predecessors, the 1954 edition includes an excellent
"General Index" in which virtually all place names appearing in the
*CIA Map Library Call No. aA000.B36.1954.
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atlas are listed in a single alphabetical sequence; location is
indicated by map page numbers and letter-number grid references.
The index of the 1954 edition lists about 34,000 names, some 2,300
more than were given in the 1949 atlas. The compactness of the volume
(it measures only 1-3/4" x 5-1/2" x 8") and the place-name index,
which is remarkably complete for the size of the atlas, are undoubtedly
the main reasons for the continued popularity and commercial success
of this otherwise undistinguished work. (UNCLASSIFIED)
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MAP SERIES OF BELGIUM AT 1:50,000
To meet the demands of the public and the Army for an up-to-date
map of Belgium, a 1:50,,000 topographic map series* of the country has
recently been published by the Institut Geographique Militaire (IGM),
the official Belgian mapping agency. This 74-sheet series has been
issued in two forms -- a civilian edition with corner coordinates
and marginal graticule ticks and a military edition with the Universal
Transverse Mercator grid added. The series, which was completed in
approximately 3 years, is designated Type Rapide and should not be
confused with the basic 1:25,000 and 1:50,000 series, which are part
of a long-range mapping program that will take about 10 years to
complete.
The map was based on the IGM 1:40,000 series and was brought up
to date from aerial photography and field checking. AMS Technical
Manual No. 36 was followed in part in the preparation of the series.
In order to produce the map in such a short time, some of the features
found on regular IGM topographic maps had to be generalized and some
of the details sacrificed. Nevertheless, the new map supplies a
variety of good basic information.
Two other Type Rapide series are planned. A 1:100,000 series in
24 sheets based on the 1:50,000 series is to be completed by the end
*La Nouvelle Carte de Belgique au 1/50,O00e, Type Rapide;
civilian edition, CIA Call No. 85562; military edition,
Call No. 13M, 3-30-41004-50/2.
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of 1956, and a 1:200,000 or 1:250,000 series based on the 1:100,000
is to be published some time in the future.
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NEW PHYSICAL AND CULTURAL MAP OF THE.MOLDAPIAN SSR
The lack of a current physical and cultural map of the Moldavian
SSR is one of the many deficiencies in available Soviet regional maps.
The accompanying map, Moldavian Soviet Socialist Republic (No. 13509),
has been produced to overcome this deficiency. The map is at
1:750,000, a scale large enough for locating and plotting general
physical and cultural data.
The main physical regions of the Moldavian Republic as shown on
the new map are taken from Moldavskaya SSR, a 1947 Soviet geographic
study of the area published by the Geographic Institute and the
Moldavian Institute of Scientific Research of the USSR Academy of
Sciences. Hydrographic features, which include most of the lakes
and rivers of Moldavia, are those generally shown on medium- and
large-scale Soviet maps. The current road and railroad networks of
Moldavia and the settlement pattern are based on Politiko-
Administrativnaya Karta Ukrainskoy i Moldavskoy SSR (Political-
Administrative Map of the Ukrainian and Moldavian SSR's), 1:750,000,
GUGK, 1951. Administrative centers, selected road-junction settle-
ments, and terminal points of a number of roads and railroads are
named; other settlements, including an unusually large number of
villages, are located by dots or areal symbols. The vertical shading
on the new map is based largely on the contour data given on the Soviet
map Yug Yevropeyskoy Chasti SSSR (South European Parts of the USSR),
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 Temol,pol' I
~
YaPnrias
i SSR capital
f o Rayon center
Is Other populated place
4e Other populated place (unnamed)
Elevation in feet
~--t-~ Railroad (broad-gauge)
Railroad (standard-gauge)
Main road
Other road
Sources: Politiko?Administrativnaya Karta
Ukrainskoy SSR i Moldavskoy SSR;
1:750,000 GUGK 1951.
Yug Yevropeyskoy Cltasti, SSR;
1:1,000,000 GUGK 1951.
Note: Scole of this mop preludes
showing exoat deteds of termfn.
Scale 1:750,000
10 20 30
Statute Mlles
0 10 20 30
Kilometers
MOLDAVIAN SOVIET
SOCIALIST REPUBLIC
 Approved For Release 2000/04/517; FDP79-01005A000200060009-9
141,000,000, GUGK, 1951, supplemented by available vertical and oblique
photography and textual sources. (UNCLASSIFIED)
NOTE on "Important Multipurpose River-Development Projects in the
USSR," Geographic Intelligence Review No. l+5, May 1955, pp- 12-20:
Accordin to the most recent estimates the capacity of the Kama
Project (p. 10) is 500,000 kw; the Ust'-Bukhtarma Project (p. 20),
420,000 kw; and the Mingechaur (p. 20), 372,000 kw.
Approved For Release 2000/04/1 ~-EG9AR F DP79-01005A000200060009-9.
 Approved For Release 2000/04/17 : CIA-RDP79-01005A000200060009-9
'SECRET
Approved For Release 2000/04/17 : CIS- 9- 01005A000200060009-9