THE TAN -ZAM RAILROAD-APPROACHING FULL OPERATIONAL STATUS

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79T01098A000600060001-4
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 25
• Document Creation Date: November 16, 2016
• Document Release Date: February 1, 2000
• Sequence Number: 1
• Publication Date: September 1, 1975
• Content Type: REPORT

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Secret
No Foreign Dissem
The Tan-Zam Railroad-A_ pproaching Full
Operational Status
Secret
ER RP 75-27
September 1975
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NATIONAL SECURITY INFORMATION
Unauthorized Disclosure Subject to Criminal Sanctions
Classified by 015319
Exempt from General Declassification Schedule
of E.O. 11652, exemption category:
? 5B(1), (2), and (3)
Automatically declassified on:
date impossible to determine
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THE TAN-ZAM RAILROAD -- APPROACHING FULL
OPERATIONAL STATUS
SUMMARY AND CONCLUSIONS
25X1A
1. Track laying for the Tan--Zam Railroad was completed on 7 June
1975, when the line was extended to the Zambian terminus of Kapiri
Mposhi. Test bed operations over the entire length of the system have
begun, and the railroad should be fully operational early in 1976.
2. The Tan-Zam Railroad provides a link from the Zairian-Zambian
copper belt to the African east coast port of Dar es Salaam. At full
capacity, the rail line will provide an enormous increment to the existing
transport networks in each country. It will meet land-locked Zambia's
objective to move its foreign trade by rail to both the Atlantic and Indian
Oceans without traversing Rhodesia. Monumental construction and finan-
cial problems in the construction of the railroad having been overcome
with Chinese assistance, access to low cost reliable transport may yet be
delayed because of Tanzanian failure to expand the Indian Ocean terminus
at Dar es Salaam.
3. Peking financed the project with a $402 million interest-free
credit after the industrial countries refused to underwrite the project,
pronouncing it uneconomic and wasteful. Chinese technicians designed and
built the railroad. The largest Chinese construction project in the Third
World, the Tan-Zam Railroad has been a symbol of Peking's interest in
African development.
4. During construction, the Tan-Zam Railroad contributed an
estimated $175 million to Tanzania's GDP and $115 million to Zambia's.
Note: Comments and queries regarding this publication re ared by
are welcomed. They may be directed to of
the Office of Economic Research, Code 143, Extension 5291.
25X1A
September 1975
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The anticipated traffic will provide the funds to operate the railroad and
to generate the income needed to service the debt when payments begin in
1983.
5. Zambia has a choice of several alternative rail, highway, and
combined rail-highway routes for copper exports and bulk imports, which
might become competitive to the Tan-Zam Railroad -- but only if security
can berestored in Angola and apolitical settlement is reached in Rhodesia.
Zambia's decision to use these alternative routes will hinge on rail
charges, port charges, and the quality of service at the major ports.
Meanwhile, Zambia will not be able to divert much traffic from the closed
Angolan route to the Tan-Zam Railroad, because the current port
congestion in Dar es Salaam is likely to persist at least through mid-1976.
DISCUSSION
Background)
6. The decision by Tanzania and Zambia to construct the Tan-Zam
Railroad was based on economic imperatives that were intensified by
Zambia's deteriorating political relations with Rhodesia. Tanzania viewed
the system as a means to speed development of its mineral and
agricultural resources along the route of the new line and to stimulate
trade with Zambia. For Zambia, the railroad offered a secure route for
the transport of copper, its major export and hard currency earner.
Historically, landlocked Zambia relied heavily on neighboring Rhodesia for
access to seaports in South Africa and Mozambique. In the wake of
Rhodesia's Unilateral Declaration of Independence (UDI) from the British
in 1965, Zambia attempted to reduce its trade through Rhodesia but with
little success. In 1972, approximately 50% of that trade still transited
Rhodesia. The constant threat of route closure materialized in 1973, when
1. For additional details, see ER IM 70-162, The Tan-Zam Railroad,
Progress and Prospects, November 1970, Secret No Foreign Dissem.
2
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Rhodesia closed the border for one month. Since then, Zambia has
redirected its trade, with only a fraction transiting Rhodesia. Major shifts
were to the Benguela Railroad and the Tan-Zam Highway (see Table 1).
The potential importance of the Tan-Zam Railroad was further underlined
in August, when service on the Benguela Railroad was suspended because
of damage to the line from fighting in Angola.
Total
1,200
1,100
1,050
Rail via Rhodesia
590
Negi.
Negi.
Benguela Railroad
through Angola
to Lobito
215
570
525
Tan-Zam Highway
305
360
370
Others
90
170
155
1. Exports and imports.
2. Prior to border closure.
7. Tanzania and Zambia sought Western financing for the railroad in
1964 with no success. They were equally unsuccessful and unable to
interest the USSR in the project. So Tanzania and Zambia turned to China,
which agreed in principle on 5 September 1967 to construct and finance
the railroad. The credit agreement was signed on 12 July 1970, after
surveys and plans had been completed by Chinese technicians. Under the
accord, China extended a $402 million interest-free credit for construc-
tion of the railroad and for the purchase of locomotives and rolling stock.
A long-term loan covered the cost of equipment and commodities to be
sold on the Tanzanian and Zambian markets to finance the local
construction costs.2
2. For example, workers' wages, acquisition of land for the rail line,
housing, and the procurement of materials on the domestic market.
3
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8. Tanzania and Zambia are assessed equally for the loan. Credit
repayments begin in 1983 in 30 annual installments. The currency
conversion rate in repaying the loan will be the average of the buying and
selling rates of the national currencies determined by the Bank of China.
The Railroad
9. The Tan-Zam Railroad consists of a single-track (3 feet, 6 inches
gauge) rail route extending some 1,150 miles from the port of Dar es
Salaam in Tanzania to Kapiri Mposhi in Zambia. The gauge is compatible
with Zambia's system but not with East Africa's smaller gauge. Neverthe-
less, it will join the rail systems of the two countries and provide a second
transcontinental rail route (see Figure 1). Traffic is facilitated by several
multi-track local sidings.3 The road's initial annual capacity will be
1 million tons each way (the equivalent of about 2 or 3 full trains each
way per day), gradually increasing to 3.5 million tons in each direction by
1978.
10. The Chinese have designed and built a quality rail system, aimed
at low cost maintenance and minimal delay to service. A high degree of
engineering skill is evident in the large number of bridges, culverts, and
tunnels, and the track-laying operation was exemplary. Washouts caused
by steep slopes have been minimized by plantings and intensive mainten-
ance. The Chinese are the only nation in the world engaged in a large-
scale external railway construction program in the past two decades.
11. The railroad will be formally handed over to the governments of
Tanzania and Zambia after a six-month trial period to follow the
inauguration of through service late this year. Operation of the railroad
will be administered by the Tan-Zam Railway Authority (TAZARA), a
corporation that reports to an Inter-Governmental Ministerial Committee
whose members are appointed by the presidents of the two governments.
3. For specifications and installations, see Table 2.
4
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Tan-Zam Railroad: Specifications and Installations
Specifications
Length 1,150 miles: 600 miles in Tanzania; 550 miles in
Zambia (approximately)
Gauge
Capacity
Equipment
Single track with sidings. 45 kilograms per meter
rail.
Monobloc prestressed concrete.
Initial: one million metric tons each way per year.
Eventual: three and one-half million tons each
way per year.
102 diesel-hydraulic, 2,000-horsepower loco-
motives; 2,100 freight cars (including open cars);
100 passenger coaches.
Installations
Freight classification Yombo (on outskirts of Dar es Salaam) 10-track
yard.
Repair workshops
Railroad tie factory
Ancillary works
147 planned. 91 to be completed by the time the
railroad becomes operational. Multi-track sidings
are located at most stations.
Dar es Salaam - completed
Mpika - completed
Mbeya - completed
Kasama - to be constructed
Nakonde - to be constructed
Kapiri Mposhi - to be constructed
Mang'ula. Manufactures prefabricated concrete
ties and concrete telegraph poles. Probably will
be converted to a prefabricated concrete plant.
11 electric powerplants
17 water stations
12-channel communication network
7
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Tan-Zam Railroad: Specifications and Installations
(Continued)
Training facilities
Railroad management and
maintenance
Signaling andcommuni-
cations
Engineering trades
Dar es Salaam (also Peking and Mpika)
Railway Technical School, Mang'ula
Location unknown. Training machinists and
diesel, passenger car, and freight car fitters.
Tanzania and Zambia are equally represented on the Authority's Board of
Directors. Operating expenses are to be shared equally by the two
countries.
12. The Authority, established in 1968 to coordinated planning and
construction work on the railroad, appears to have functioned efficiently
during the construction period, probably because China maintained firm
control over disbursements. An estimated 300 Chinese personnel are
expected to remain to provide technical and training services to the
Authority at least until 1978. India also has offered technical assistance in
conjunction with a contract to provide rolling stock. We estimate that a
permanent work force of 5,000 will be required to operate and maintain
the line, divided about equally between Tanzania and Zambia.
Construction in Tanzania and Zambia
13. Construction began late in 1970. Work went on simultaneously in
each country. Track-laying began in Tanzania, and proceeded from Dar es
Salaam, its eastern terminus, toward Kapiri Mposhi. Track mileage in each
country is approximately the same. The Tanzanian segment took 3 years
to build, compared with 2 years for the Zambian portion, because of the
more difficult terrain and surface water problems in Tanzania. Swamps,
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Bridges on the Mlimba-Makumbako section to the Tan-Zam Railroad.
mountains cut by deep valleys, eroded and unstable soils, and rock
escarpments on a single stretch of 90 miles from Mlimba to Makumbako
required numerous tunnels and bridges, accounting for more than 30% of
the structures on the 1,150-mile right of way. By December 1972, track
extended 408 miles to Makumbako. In August 1973, ceremonies were held
9
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at Tunduma on the Zambian border
marking completion of track-laying on
the Tanzanian portion of the rail line.
14. Chinese construction crews
were then shifted to Zambia, where
only a portion of the 120-mile Kasama-
Mpika stretch had been laid. Operations
in August 1973 concentrated on laying
track west of the Tanzanian-Zambian
border. By April 1974 a train service
was inaugurated at Mwenzo, 11 miles
inside the Zambian border, marking the
beginning of freight service on the Tan-
Zam Railroad between Dar es Salaam
and Zambia. President Kaunda an-
nounced that track-laying to the Zam-
bian terminus of Kapiri Mposhi had been
completed on 7 June 1975.
The Traffic Picture
Makumbako section of the Tan-Zarn
Railroad
15. At the time full passenger and freight service is established, the
line should accommodate approximately 50% of Zambia's total transport
requirements, including three-fourths of its copper exports and two-thirds
of Tanzania's transport requirements. At full capacity (7 million tons), the
Tan-Zam Railroad should be able to meet all Zambian and Tanzanian
transport requirements, including 1 million tons of Zambian and Zairian
copper exported annually.
16. Two trains per month have been operating between Dar es
Salaam and Mwenzo, Zambia, since April of last year. These trains usually
carry only 1,200 tons of freight from Dar es Salaam to Mwenzo and return
nearly empty. Nonscheduled trains supplement regular freight service,
10
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however. They boosted total traffic in the first six weeks of operations to
7,000 tons. Passenger service and Zambian copper shipments will rapidly
swell this total now that the entire system is completed.
17. Several factors will control the speed with which the line will
expand freight service:
? Congestion at the port of Dar es Salaam. Three new berths being
built with funds loaned by the World Bank and Canada will
probably be completed in 1975. The effect of this expansion may
be largely negated by continued poor management of the port.4
? Increased East African port charges. Port charges for Zambian
freight were increased markedly and unexpectedly in May 1974.
Although Zambia subsequently negotiated substantial adjust-
ments of these rates, the estimated annual rise in Zambia's
overall cost is more than $3 million, 15% of its shipping outlays.
? Uncertainty over rail traffic rates. They will be set only when
the line is fully operational. Zambian shippers may choose other
more economic routes if rates on the Tan-Zam Railroad are
exorbitant, but there will be a strong pull to accept them
because of the heavy government involvement in the economy.
18. Zambia has several routes for its trade which might become
competitive if major changes occur in the political and security situation
in Rhodesia and Angola.
4. A measure of port congestion at Dar es Salaam is highlighted by data
showing that in February 1974 some 7,000 tons of Zambian cargo were
awaiting shipment; in April, 24,000 tons; and by August, some 29,000 tons.
By December, port congestion was- reduced considerably, largely because
of a decrease in traffic handled through the port. Increased traffic since
then has caused conditions to deteriorate again.
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? The railroad from the Zambian copper mines through Rhodesia to
the Mozambique port of Beira -- if the elusive and difficult
political settlement in Rhodesia can be achieved.
? The Benguela Railroad route through Angola to the port of
Lobito -- if stabilization in Angola can be restored (something
that may be a good distance in the future).
? The Tan-Zam Highway (the Great North Road) to the port of Dar
es Salaam.
? The Great East Road from Zambia to Malawi, through to
Mozambique, and then by rail to Beira (see Figure 1).
There are also important rail and road routes to the port of Nacala,
Mozambique, or the port of Mombasa, Kenya.
19. The extension to the Benguela rail line in Angola, the Cubal
variant, now completed, cuts travel time and doubles line capacity to
approximately 6 million tons. The closure of the Benguela Railroad in
August 1975 because of internal political disturbances has eliminated this
route for the present. This development has severely aggravated Zambia's
already serious transport difficulties since the Benguela railroad has been
carrying one-half of Zambia's international traffic. Zambia currently ships
a small amount of freight via Malawi and Mozambique, and, with the
independence of Mozambique on 25 June, shipments over this route have
become politically attractive to Zambia. Moreover, both Zaire and Malawi
are planning new rail lines that will facilitate direct shipments from
Zambia to the Atlantic coast port of Matadi or to the Indian Ocean port of
Beira.
20. Upgrading and reconstruction of the 1,200-mile Tan-Zam High-
way from Dar es Salaam to Kapiri Mposhi with IBRD and US assistance
bear special mention. The project was accomplished in several stages
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between 1966 and 1974. The completion of a petroleum pipeline in 1968,
roughly paralleling the road network, also has relieved transport pressures
between the two countries. The highway reduced Zambia's dependence on
Rhodesia while the Tan-Zam Railroad was under construction. Now it
provides additional benefit as a feeder system to the railroad.
The Tan-Zam Railroad and Economic Development
21. The construction of the Tan-Zam Railroad contributed an
estimated $23 million to Zambia's GDP annually and $35 million to
Tanzania's. Aside from the multiplier effect of this added employment,
there was little indirect benefit to the two countries.
22. We believe that for 1976 the Tan-Zam Railroad will generate an
operating surplus --net income in excess of direct outlays for operations
and management -- if operating costs can be controlled effectively. Given
a rate structure comparable to existing routes and recent levels of
shipment of commodities susceptible to rail carriage, a surplus of $15
million should be produced in 1976. Overall, we estimate an annual
operating surplus of approximately $27 million by 19835 when Zambia and
Tanzania each must start to repay $6.7 million per year for 30 years. The
new railroad will thus be a sound financial investment for both countries
and will pose no debt repayment problems.
23. The railroad is expected to spin-off other economic and social
benefits. For Tanzania, it will provide access to untapped mineral
resources and assist agricultural development in the western region (see
Figure 2). In the Ketewaka-Mchuchuma area of the Southern Highlands,
5. The gross operating surplus postulates that freight revenues for the
new line will be the same as freight charges payable for carrying the same
tonnage on the Zaire Railroad. The estimated operating cost is based on
operating costs for similar rail lines in Africa reduced about 10% because
of consultant's estimates of low unit operating costs for maintenance of
plant and equipment for the first 10 years of the line's operation.
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Kampala* .
Kivu 1er" *Kigali
fuanda
xs~
Bujumbura
Cuku a
~ti. Ka
4 igoma
Lake
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Kidatu? '
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r h y_j g IV)hmba Kilombero
take
Banuweulu
nnk_
Kap~iri il,
omic resources
ong,th Tan'-Zam railroad
Mwanza ~_
^.Tukuyu
unduma
mib i a
Lusaka
Chipata.
B1-Teti'' Z
3"'u1 mbashi
copperbelt t
f3ots*ana
Lake
Kariba
Csf~
outherniRhodesia
30
Bulawayo
14
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`:F?n
~v?';a
aIawK i -Vila Cabral
C"Itlair
-dome
Liga"V6I
1 ?Ketewaka-Mchuchuma
^ coalfield
Lilongwe
Zanzibar
Or as Salaam
Necala
-fir ~'Lumbo
I _ Agricultural area
^ Coal Fe Iron
Cu Copper Mn Manganese
Au Gold Nu Salt
Scale 1:10,230,000
0 100
Boundary representation is
not necessarily authoritative
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exploitable coal reserves are now estimated at 300 million tons and iron
ore reserves at 70-80 million tons. The proximity of the railroad has
stimulated development of these reserves. China recently extended a $75
million loan to enable Tanzania to exploit iron ore deposits at Chunya and
coal deposits at Tukuyu. A feeder line from the deposit sites to the Tan-
Zam Railroad, also financed under this Chinese credit, will allow these
deposits to be marketed economically.
24. The railroad also will foster agricultural development in both the
Kilombero Valley, a fertile region on the southeast fringe of the Southern
Highlands, and other portions of the Southern Highlands. Cooperative self-
supporting farming settlements, ujamaa villages, have been established in
the area contiguous to the railroad to serve new markets. Several million
Tanzanians have been resettled into ujamaa villages. The wheat, corn, and
vegetables grown as well as cattle and sheep raised around these villages
will provide both lower cost food for the domestic market and the
prospect of increased agricultural exports.
25. The Tan-Zam Railroad will provide a major export transport
option for Zambian shippers. The railroad also should boost indigenous
economic development generally, especially in agriculture. Zambia now
must import much of its food. The Tan-Zam Railroad will increase access
to northern Zambia, where there is some opportunity to expand cattle
raising, dairy farming, and production of coffee, tea, corn, and rice. This
area has been earmarked for intensive agricultural development in the
current national development plan (1972-76). Zambia intends to establish
along the rail route Intensive Development Zones (IDZs) which will be
transformed from traditional subsistence farming to small-scale, market-
oriented commercial farming regions. Areas around Mpika and Kasama,
for example, have been designated as IDZs; the area around Mkushi --
already with some commercial farming -- is another likely prospect.
China recently extended a $50 million credit to Zambia for rural
development projects. Finally, Zambia may now start to exploit man-
ganese and copper ore deposits near Mkushi which have not been
developed because essential transportation facilities were lacking (see
Figure 2).
15
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 25X1A Analyst-
25 Appr~ovor Release 2000/05/15
I D/TA - now at t:_:KIA,
D/TA took project over.
CONTROL RECORD FOR SUPPLEMENTAL DISTRIBUTION
DISSEM: 9 Oct 75 NO ELITE
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 _..._.__._~ oachinp Full Operational Status," S/NFD
ER RP 75-27, "The Tan-Zam Railr!aad--~',Pl" 11
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P Mr . C. Thomas Thorne
Director of Research,'Africa
Bureau of Intelligence and Rese,ar.ch
Room 7534
Department of State
)r
Marianne L. Cook
Chief, RAF/CS
Room 7534
Department of State
Mr. James Sartorius
REC/CER
Room 8646
Department. of State
Mr. Herbert Horowitz,
Chief, REA/OD/INR
Room 8840
Department of State.
Carol L. Hamrin
REA/MA
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Department of-State
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for Embassies in Brussels
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and Lusaka
ISA/IANA
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Mr. .Dick Kat
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2 cys - 43 uI
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Project No. _SI.S , Y-
Title: -~~ ' Ir-t+t
vu,
Responsible Analyst and Branch:
SOVIET BLOC;
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Germany, :Berlin
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Poland, Warsaw
Romania, Bucharest
USSR, Moscow
Austria, Vienna
.-Belgium, Brussels
(1 copy of all reports for &a./j/'1 Moc'r ;
Milton Kovarew, US Mission to NATO)
{1 copy for US Mission to the
European Communities)
Denmark, Copenhagen
,,E iigland, London
Finland, Helsinki
France, Paris
Germany, Bonn
Munich
Iceland, Reykjavik
Ireland, Dublin
Italy, Rome
Luxembourg, Luxembourg
Malta, Vel.letta -
Netherlands, The Hague
Norway, O slo
Portugal, Lisbon
Spain, Madrid
Sweden, Stockholm
Switzerland, Bern
Geneva
Yugoslavia, Belgrade
SECRET
Australia, Canberra
Melbourne
Philippines, Manila
New Zealand, Wellington
.FAR EAST
Burma, Rangoon
Formosa, Taipei
d-j ng Kong
Indonesia; Djakarta
Japan, Tokyo
Korea, Seoul
Laos, Vientiane
Malaysia, Kuala Lumpur
Singapore
Thailand, Bangkok
(2 cys - I cy for US Rep to SEATO
Vietnam, Saigon
(2 cys if report receives
Vietnam distribution)
,,..C NADA, OTTAWA
25X1A
(see reverse side)
Approved For Release 2000/05/15: CIA-RDP79TO1098A000600060001-4
 SECRET
AFoved For Release 2000/05/15: CIA-RDP79T01098A000600060001-4
NEAR EAST AND SOUTH ASIA
Algeria, Algiers
Botswana, Gaberones
Burundi, Bujumbura
Cameroun, Yaounde
Central African Republic, Bangui
Chad, Fort Lamy
;t- Co rage , Kinshasa
Dahomey, Cotonou
Ethopia, Addis Ababa
Gabon, Libreville
Gambia, Bathurst
Ghana, Accra
Guinea, Conakry
Ivory Coast, Abidjan
,,,,.Kenya, Nairobi
Lesotho, Maseru
Liberia, Monrovia
Libya, Tripoli
Malagasy Republic, Tananarive
Mali, Bamako
alawi, Zomba
Mauritania, Novakchott
Mauritius, Port Louis
Morocco, Rabat
s.Mbzambique, Lourenco Marques
Niger, Niamey
Nigeria, Lagos
Rhodesia, Salisbury
Rwanda, Kigali
Senegal, Dakar
Sierra Leone, Free Town
Somalia, Mogadiscio
South Africa, Pretoria
Sudan, Khartoum
Swaziland, Mbabane
Tai zania, Dar es Salaam
Togo, Lome
Tunisia, Tunis
Uganda, Kampala
Upper Volta, Ouagadougou
,R?Zathbia, Lusaka
Afghanistan, Kabul
Ceylon, Colombo
Cyprus, Nicosia
Egypt, Cairo
Greece, Athens
India, New Delhi
Iran, Tehran
Iraq, Baghdad
Israel, Tel Aviv
Jordan, Amman
Kuwait, Kuwait
Lebanon, Beirut
Nepal, Katmandu
Pakistan, Rawalpindi
Saudi Arabia, Jidda
South Yemen, Aden
Syria, Damascus
Turkey, Ankara
Argentina, Buenos Aires
Bahamas, Nassau
Barbados, Bridgetown
Bolivia, La Paz
Brazil, Rio de Janeiro
Chile, Santiago
Colombia, Bogota
Costa Rica, San Jose
Dominican Republic, Santo Domingo
Ecuador, Quito
El Salvador, San Salvador
Guatemala, Guatemala
Guyana, Georgetown
Haiti, Port au Prince
Honduras, Tegucigalpa
Jamaica, Kingston
Mexico, Mexico City
Nicaragua, Managua
Panama, Panama
Paraguay, Asuncion
Peru, Lima
Trinidad, Port of Spain
Uruguay, Montevideo
Venezuela, Caracas
SECRET
Approved For Release 2000/05/15: CIA-RDP79T0109
 SECRET
Approved For Releass 20nnffM- 11 111
CURITVISANITI7ATION APPRO AL
SE
RECORD OF REVIEW OF OER PUBLICATIONS FOR
\.Y . . r- ..I . J., -
INITIALS
SECRET
O B S O L E T E PRE V I0US GROUP
FORM 2358 ExcI ded from -10-tic 4 - 70 EDITIONS I.lowngroding and declassification
Approved For Release 2000/05/15: CIA-RDP79TO1098A000600060001-4
 060b060IIO
r3 ~
C7U R SU
PUBLICATIONS
USE OF INFORMATION FROM COLLECTION PROGRAMS IN FINISHED INTELLIGENCE
GENERAL INSTRUCTIONS
Rating forms will be completed for each finished intelligence publication prepared by the DD/I and DDS&T. This is a
machine-supported system and information must be gathered in a formatted fashion. Therefore, each analyst will complete
the NON-SHADED parts of section I and II of this form. Please type or print legibly. Questions should be directed to
CGAS/HSG, Room 2G 40, x1829 (red) or x5577 (black).
SECTION I - PUBLICATION TITLE AND CONTENT
NAME AND TELEPHO 25X1 A
CARD I KXX(X XXXXXX (XXX XXXXXXXXXXX
SURVEY NO. RECORD DATE PUBLISHED PUBLICATION NUMBER FOR OCI ONLY
TYPE CIB PUBLICATION DATE
1_
7-8) 9-12)(13-23) (13-18)
1
- 11 DAY - -
(24-E0)
24 T-7 1 - i 52
S3 80
CARD2XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
RECORD OFFICE (9--10)
SURVEY NO. TYPE 01 OCI 03 OSR 06 CRS 08 OWI
(1.6) (7-$) 02 OER 04 OGCR 07 OSI 09 OPR
40 DIA 60 State I NSA
0 2 JOINT OFFICE (specify): (- - )
TOPICAL CATEGORY GEOGRAPHIC AREA CATEGORY
Domestic Politics USSR
International Relations Eastern .Europe
Economics China
Military Other Far East
Science & Technology Near East/N. Africa
Geography South Asia
Biography Africa
Latin America
Western Europe
LIST SPECIFIC COUNTRIES: _r?# z L n b,' Cx_-
TO BE COMPLETED BY CGAS
_
REC TYPE
TOPIC
AREA
17-8)
1- 1.2)
0
(13-16)
.
Approved Forelease
200
0
/05/15 CIA-RDP79T01
98A000600060001-4
.
_-
F% M MOP A
 SECRET
Approved For Release TM5fl 15 ?0tAMDFk7 1098A000600060001-4
For each collection program contributing information to the publication, check only the highest rating that is applicable. More than one
collection program may be rated as Key, Supplemental, or Incidental for each publication. If the source did not provide any reporting
useful in the publication, check the box labeled Not Applicable.
If a single publication treats more than one geographic area and'or topical category and the source mix for each varied then
additional forms must be completed; e.g. India--economics --State and Japan-economics-- 25X1 A
Rating categories are defined as follows:
Key--Information from a particular collection program was of s idi importance that basic conclusions of the finished intelligence
item could not have been reached without it.
Supplemental--Information from a particular collection program
intelligence item.
1. OVERHEAD IMAGERY
2. COMINT
3. ELINT
4. TELEMETRY
5 RADINT
6. DEFECTOR RPTS (e.g., FIRK's)
7. DDO Rpts (FIR'S)
8. STATE (FSO) REPORTS
9 DOD Human Source Reportinq
(a) Defense Attache
25X1A
(b) Other
10. DDOIDCD Rpts (00's)
11. FBIS PRESS, RADIO & TV REPORTS
12, Iianslation or Foreign Lang. documents
by FBISjJPRS, etc.
Non-LiSIB Agency Rpts. (USIA, AID, other
such reports)
Open Literature (professional journals,
US Hire ser., items, etc.)
KIQ Related Publication: Yes Na Li
KEY INTELLIGENCE QUIESTION(S)-Kid
TRANSLATIONS:
00CUMENT TYPE (61 -62)
02 GH :06 GR
j 03 GM 107 I R
04 IM 108 R
!05 M { 109 RA
10 WR;SR 14 BR
11 IH 15 TM
16 RS