GEOGRAPHIC INTELLIGENCE REVIEW

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79-01005A000200060007-1
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 42
• Document Creation Date: November 16, 2016
• Document Release Date: November 29, 1999
• Sequence Number: 7
• Publication Date: May 1, 1955
• Content Type: REPORT

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Copy No._
GEOGRAPHIC INTELLIGENCE REVIEW
CIA/RR-MR-45
May 1955
DATE/ REVIEWER: 00651
AUTH: HFt 70
0 DECLASSIFIED
CLASS. CHANGED TO:
I
LT 9
DOCUMENT NO...
NO CHANGE IN CL, 5. Q
CENTRAL INTELLIGENCE AGENCY
OFFICE OF RESEARCH AND REPORTS
CONFIDENTIAL
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WARNING
This mater-al contains inforn?ation affecting
the Nation l Defense of the United States
within the meaning of the espionage laws,
Title 18, U3C, Sees. 793 and 194, the trans-
mission or revelation of which in any manner
to an unautiorized person is prohibited by law.
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CONFtDENTJkk"`
GEOGRAPHIC INTELLIGENCE REVIEW
cIA/RR MR-45
Office of Research and Reports
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CONTENTS*
Sikkim, Indian-Tibetan Gateway . . . . . . . . . . . . . .
Page
Important Multipurpose River-Development Projects in
the USSR . . . . . . . . . . . . . . . . . . . . . . . 12
Kirgiz Administrative-Territorial Handbook . . . . . . . . 21
1:25,000 Map Coverage of the West German Provisional
Boundary . . . . . . . . . . . . . . . . . . . . . . . 23
Economic Atlas of Europe . . . . . . . . . . . . . . . . . 24+
New Map of World Climatic Regions According to Koppen's
Classification . . . . . . . . . . . . . . . . . . . . . 27
National Geographic Society Map of Northern Africa . . . . 30
Following Page
Western New Guinea (13823) . . . . . . . . . . . . . 2
Sikkim (1382+) . . . . . . . . . . . . . . . . . . . 10
USSR: Major Reservoirs for the Multipurpose
Development of Water Resources (13545) . . . . . . . . 20
*The individual classification of each article in this Review is
given at the end of the article.
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NEDERLANDS NIEUW GUINEA OR IRIAN-BARAT?
Sovereignty over the western half of the island of New Guinea --
probably the least known habitable area in the world -- has been the
basis of a bitter dispute between the Kingdom of the Netherlands and
the Republic of Indonesia since 1949. At present the area is admin-
istered as a Dutch colony, and recent developments indicate an increas-
ingly firm intention on the part of the Dutch to retain their control
.over the area, resisting Indonesian efforts to annex it. Strongly
indicative of the seriousness of the Dutch intent is the fact that
the Government's 1954 budget request for Netherlands New Guinea was
76,627,500 guilders -- an increase of more than 11,000,000 guilders
over the 1953 budget total.
The physical geography of the area is not conducive to economic
development. Coastal plains suitable for settlement are generally
narrow and limited in extent. The majority are on the northeast coast
and on the west coast of Geelvink Bay. Elsewhere, coastal plains are
swampy and covered by dense vegetation. Much of the coastline is
steep and heavily forested. The mountainous backbone of the colony
is a rugged range with a number of peaks over 15,000 feet high and a
maximum elevation of over 16,500 feet. The glaciers and permanent
snowfields of this main central range are in startling contrast to the
hot and humid lowlands. Elsewhere the interior is characterized by
less spectacular but nevertheless formidable mountains and by broad
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valleys isolated from the coast and from one another. These interior
valleys form the setting for the recurring accounts of advanced
"Shangri-La" civilizations and primitive Stone Age cultures that have
been emanating from New Guinea since World War II.
Accentuating the effect of relief as a deterrent to economic
development is the prevalence of dense tropical vegetation.* Rain
forest and swamp forest cover most of the area. Mangrove and nipa
palm forests fringe long stretches of the coast. Savanna and grass-
land vegetation is limited largely to the northern slopes of the main
central range and to an area in the vicinity of Merauke on the south
coast. Moss forest and alpine vegetation are the characteristic cover
of the high mountains.
The lowlands have a wet,tropical climate with monotonously uni-
form high temperatures and high humidity. The climate of the interior
uplands -- at about 5,000 feet -- is temperate. Average annual rain-
fall varies from about 80 to 160 inches at coastal stations to an
estimated 280 to 320 inches in the mountains.
The total population of the colony is very roughly estimated to
be between 700,000 and 1,000,000, but much of the interior has never
*The many short roads constructed in connection with amphibious
landings on the north coast during World War II have probably long
since been reclaimed by the tropical forests, but the 30-mile road
from Hollandia to the airfield at Sentani, built by United States
forces in 1944, has been maintained.
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been brought under effective administrative control and no census has
Two distinct ethnic groups -- Papuans and Negritos -- make up
the indigenous population. The Papuans, who form the bulk of the
population, are found throughout the colony, with the greatest numbers
in the area between the central mountains and the north coast. The
Negritos, a pygmoid people with extremely primitive cultures, are
found in small concentrations in the central highlands. Anthropolog-
ically, linguistically, and culturally the indigenous population of
western New Guinea, on the basis of studies conducted to date, appears
to have more in common with the Melanesian peoples to the east than
with the Indonesian groups to the west.
Except for a few missionaries, administrative officials, and
oil-company personnel who live in the interior, the nonindigenous
population, including Europeans, Eurasians, Indonesians, and Chinese,
is limited almost entirely to coastal settlements.
In November 1949, when the Netherlands agreed to recognize
Indonesian sovereignty over most of the former Netherlands East Indies,
New Guinea was specifically excepted. On 9 January 1950, Netherlands
New Guinea was established by Royal decree as a Dutch colony, pending
further discussions on sovereignty. During the summer of 1950, a
joint Dutch-Indonesian committee considered the question of sovereignty
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of the area -- referred to by Indonesia as "Irian-Barat" (West
Irian) -- but failed to reach an agreement.* Since that time, there
has been no improvement in prospects for a settlement of the dispute.
The Netherlands-Indonesian Union was dissolved in August 1951+, and in
December of that year the Indonesian efforts to have the question
placed on the 1955 agenda of the United Nations General Assembly were
unsuccessful.
In the last few years, there have been recurring reports of
attempts by small armed groups of Indonesians to land on New Guinea.
Dutch military patrols have intercepted a number of these groups. On
5 January 1955 the Indonesian Government announced that a state of
war existed in the Moluccas as a consequence of resurgent dissident
activity by the "South Molucca Republic" -- a trouble spot ever since
194-9. Indonesia, claiming that the unrest in the Moluccas was
encouraged by the Dutch, dispatched military forces to the area,
presumably to squelch the dissident activity. The move has been
widely interpreted, however, as a show of force to impress the Dutch
and to convince the rest of the world that continued Dutch control of
western New Guinea constitutes a threat to the security of Southeast
Asia.
*The opposing views of the Dutch and Indonesian members of the
joint committee are presented in Report of the Committee New Guinea
(Irian) 1950, published by the Secretariat of the Netherlands-
Indonesian Union. An English-language edition of the report is
available in the CIA Library under Call No. 7T/9 124.4.N4.
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The issue continues to attract attention, especially in the
Netherlands and Indonesia. In anticipation of elections scheduled to
be held in 1955, Indonesian politicians of virtually all parties are
making extensive use of the nationalistic and anticolonial aspects of
the dispute. Meanwhile, Dutch political parties, with the notable
exception of the Communists, who support Indonesian claims to New
Guinea, are displaying a noteworthy unanimity in support of the Dutch
decision to retain control of the colony.
Against the current background of political unrest, some recent
developments in the economic geography of western New Guinea, which
enhance the value of the area as a prize in the international tug-of-
war, are of interest.
The principal industrial enterprise in western New Guinea is the
production of crude petroleum. This activity is concentrated in the
Vogelkop Peninsula and is conducted by the Nederlandsche Nieuw Guinee
Petroleum Maatschappij, which is owned 40 percent by the Royal Dutch
Shell Group, 40 percent by Standard-Vacuum Oil Company, and 20 per-
cent by Far East-Pacific Investments Company (Caltex). Prior to 1954,
production was limited to the Klamono field, which has been connected.
by pipeline with the oil port of Sorong since 1948. The two other
Vogelkop oilfields, Wasian and Mogoi, had been discovered by 1940 but
did not begin commercial production until the spring of 1954, when
the completion of a fairly spectacular 2-year engineering project
connected the fields by pipeline with a new tanker jetty at Moetoeri.
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As a result of the completion of this project, commercial oil produc-
tion in the Vogelkop more than tripled -- from 4,800 to about 15,000
barrels daily. New Guinea has no refining facilities; the crude oil
produced is shipped out by tanker for refining elsewhere.
Despite the unstable political climate the oil company is con-
tinuing to invest in geological reconnaissance and in the drilling of
new wells. The now-familiar pattern of changes associated with the
beginning of oil production in undeveloped areas is being repeated in
New Guinea. Sorong, in 1947 a collection of a few native shacks, is
now a town of about 8,000, with water-supply and electric systems,
telephone and radio facilities, a refrigeration plant, bus service,
schools, and many of the social amenities. Improved roads, a rarity
in New Guinea, have been developed in conjunction with the oil pipe-
lines to provide motorable routes between Sorong and Klamono and
between Steenkool and Wasian and Mogoi.
Traditionally, the principal method of transportationin western
New Guinea has been by water -- coastal vessels serving the more impor-
tant coast settlements, and small craft penetrating the interior via
navigable rivers. New Dutch shipping services, providing regular
connections with Australia and with mainland Southeast Asia, have been
opened within the past year. The colony has no railroads. Develop-
ment of overland surface transportation is extremely difficult and,
quite logically, air transport has become increasingly important.
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The main air-transport center in the area is on Biak, an island
off the north coast. KLM (Royal Dutch Airlines) uses the Mokmer
International Airport at Biak on its weekly Constellation flights to
Australia, and opened a hotel on the island in November 1953. Manok-
wari is currently being developed as an alternate to Biak. Weekly
flights from Biak provide passenger and freight service to a number
of points within the colony, including the otherwise inaccessible
Wissel Lakes region in the interior. Hollandia is already connected
with Lae, in North-East New Guinea, by periodic DC-3 flights of Qantas
Empire Airways. Dutch missionaries and administrators are making
increasing use of air transport to reach the isolated mountain valleys
of the interior, which are inhabited by sizable populations of extremely
primitive tribal groups. The Netherlands Government plans to build
additional airstrips and landing grounds to aid in the further develop-
ment of the colony by means of air transport -- a method that has been
used with considerable success in Australian New Guinea.
The Netherlands-Indonesian dispute over the sovereignty of west-
ern New Guinea appears to have stimulated a determination on the part
of the Dutch to resist vigorously any change in the sovereignty status
of their colony and to proceed with plans for the development of the
colony at an accelerated rate. Hollandia and Biak have been described
by recent visitors as "beehives of constructional activity." At
Manokwari, a slipway capable of accommodating ships up to 4,000 tons
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was scheduled for completion in early 1955. To supplement the expand-
ingoil and air-transport activities, a plan drafted in 195+ by the
Netherlands Government in consultation with the governor of Netherlands
New Guinea proposes a number of other lines of development to be pur-
sued in the colony over a 3-year period. The plan includes consider-
ations basic to long-term economic development, such as the prepara-
tion of topographic maps and hydrographic charts and systematic
research on soils and natural resources. The increase in size of the
195+ budget request for Netherlands New Guinea over the 1953 budget
total has already been mentioned. It is apparent that the Netherlands
intends to retain sovereignty over western New Guinea. (SECRET)
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SIKKIM, INDIAN-TIBETAN GATEWAY
Since the seizure of Tibet by the Chinese Communists, the strategic
importance to India of Sikkim, high in the Himalayan Mountains, has
become increasingly apparent. This small Indian protectorate has long
been the traditional gateway through the Himalayas for much of India's
trade with Lhasa, the capital of Tibet. Now, however, India is faced
with the fact that Sikkim has become a main route for infiltration of
Communist propaganda and possibly for eventual military invasion of
India. The present role of Sikkim as a Communist-border area has
created a new interest in conditions prevailing in this remote country.
Sikkim is located directly north of Calcutta, one of India's two
main ports. From the northern part of Sikkim to Calcutta is about
300 miles. This stretch of land may be roughly described as a great
sloping trough, with its upper end in northern Sikkim, where the
mountain peaks reach elevations of over 28,000 feet. Originating in
these high ranges, the Tista River flows southward through the north-
ern part of this trough and near Kalimpong cuts a great gorge through
the 7,000-foot-high Darjeeling ranges, which are transverse to the
trough. The head of this gorge, at the junction of the Rangit and
Tista Rivers, is only 750 feet above sea level. From the railhead at
Siliguri, somewhat south of Kalimpong, traders' goods are trucked
northward through the gorge and along the Tista Valley to Gangtok, the
capital of Sikkim. From here, they are moved eastward and across
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14,000-foot mountain passes to Yatung in the Chumbi Valley of Tibet.
This route, the easiest and shortest between India and Tibet and-also
Tibet's shortest outlet to the sea, carries as much trade as all other
Indo-Tibetan routes combined.
To describe this route in its present condition as "the easiest"
is to use the term in a relative sense only. Climate and terrain com-
bine to make travel in this area extremely difficult. Snows block the
14,750 foot Natu La Pass throughout much of the year, and rains are
heavy from May through September, the mean annual rainfall at Gangtok
being 137 inches and at Ngtong, somewhat south of Natu La Pass, 170
inches. As a result of the heavy precipitation, landslides are common.
The time involved in moving a large quantity of material over
the difficult Gangtok-Yatung section of the route can be illustrated
by the following example. On 30 November 1954, the Government of
India announced it would supply the Chinese in Tibet with 4,500 tons
of rice. On the basis of a similar reported movement of 1,000 tons
in 1952, it is assumed that the rice would be loaded on mules in 70-
pound water-repellent bags, two to each mule. If, as in 1952, an
average of 136 mules left Gangtok daily and an equal number arrived
daily at Yatung, it would take more than 15 months of "good" weather
to complete the delivery of 4,500 tons of rice. The movement would
involve almost a thousand mules (or coolies, who also may carry as
much as 140 pounds) since the round trip requires a week -- 3 days to
cover the 38 miles to Yatung and 2 days to return to Gangtok, where
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 KANCHENJUNGA
(28,146 FEET)
Soreng.
ha
DARJEELING..
TI
Mangen
Singtam
8oundories are not necessarily those
recognized by the U.S. Government.
SIKKIM
-??- International boundary, demarcated
-x- International boundary, undemarcated
-- International boundary, indefinite
- State boundary
0 10 20 30 40 50 Miles
0 10 20 30 40 50 Kilometers
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there is an average layover of at least a day and a half. Currently,
improvements are under way along the Siliguri-Kalimpong-Gangtok road,
25X6
25X6
and reports indicate that Indian engineers have completed about 21
miles of a "jeepable" road along the route from Gangtok to Natu La
Pass but that the road still lacks 6 miles of actually reaching the
pass. A 27-mile-long ropeway consisting of a series of trestles
supporting freight-carrying aerial cables is also under construction
between Gangtok and the pass.
Through the centuries the traditional Tibetan exports to India
have been wool, hides, musk extract for perfume, yak tails, and prayer
wheels. India, in turn, has sent Tibet salt, tea, cotton textiles,
molasses, hardware, and small articles for household use. With the
Chinese occupation of Tibet and the completion of improved roads from
China to Lhasa, much of this commerce may be captured by the Chinese.
India is acutely aware of this and of the fact that China will use
this commerce to develop its own cultural affinities with the Tibetan
peoples. Probably secondary in importance, but certainly not to be
ignored, is
For these reasons,
India is making a vigorous effort to maintain traffic through road
improvement. (SECRET)
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IMPORTANT MULTIPURPOSE RIVER-DEVELOPMENT PROJECTS IN THE USSR*
A number of important development projects have recently been
completed and others are under way along several of the major rivers
in the USSR. These developments represent an ambitious effort by the
Soviet Union to exploit more efficiently the water resources of the
country. Several of the projects compare in size and scope with the
largest reclamation and power installations in the United States. The
main goal of the program is to increase the output of hydroelectric
power, but consideration is also being given to the improvement of
navigation and to providing water for irrigation.
The development sites are located in both the European USSR and
Siberia. In the already comparatively well developed European areas,
the projects will stabilize and cut the costs of power generation,
water transport, and agriculture. The projects in Siberia are even
more significant, because in most cases they represent the first effort
to develop the vast water-power resources in that region.
The pattern for the coordinated multipurpose development is in
general as follows: the upper courses of mountain rivers may be fully
utilized for generating power; for the upper courses of rivers flowing
through plains, the goal is usually the coordination of power generation
with irrigation and river transport; in the middle and lower courses of
rivers, preference is generally given to the improvement of transpor-
*The cutoff date for research on this article was October 1954.
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tation; and in afeas of insufficient rainfall, the requirements of
irrigation are paramount. In all cases, the water supply and the
fishing industry are also considered.
The coordination of these uses is difficult. For example,
irrigation, besides imposing rigid operating conditions, consumes
water without returning any appreciable amount to the rivers for power
generation or transportation. The Soviets concluded that the most
satisfactory solution of the problems of river development was the
regulation of water flow through the establishment of storage reser-
voirs. The construction of reservoirs, therefore, is basic to the
program for river development. Although authoritative large-scale
Soviet maps showing the exact areal extent of the reservoir basins
are not available, a large amount of textual and graphic material on
the various projects has been published by the USSR. From such infor-
mation, it has been possible to determine the approximate size and
shape of the reservoirs, as shown on the accompanying map (1351+5)?
Construction of reservoirs is emphasized in the following discussion,
but the coordinated power, navigation, and irrigation aspects of the
projects are summarized at the end of the article.
The Soviet Union first displayed an interest in the coordinated
development of its rivers more than two decades ago. The first large-
scale multipurpose river project, completed in the early 1930's, was
the construction of the Dnepr River Dam at Zaporozh'ye. Plans for the
extensive multipurpose exploitation of other rivers followed. In the
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period 1933-35, projected hydroelectric power installations were
designed to allow water resources to be used for both transportation
and irrigation. Later, some of the original plans were modified and
new ones were prepared to meet changing requirements.
Soon after 1935, preliminary work was begun on a number of large
projects. At the beginning of World War II all but one of these --
the Rybinsk Reservoir on the Volga -- were abandoned. The Rybinsk
Reservoir) completed in 1941, is the southernmost component of the
Mariinsk Canal System, which connects Lake Onega with the upper reaches
of the Volga River.* At the Shcherbakov Dam of the Rybinsk Reservoir,
a large hydroelectric power station and navigation locks were built.
After World War II, work was resumed on the multipurpose projects
that had been started before the war. In June 1952 the completion of
the Volga-Don Canal and the Tsimlyansk Reservoir was announced. In
addition to facilitating water transport, the Tsimlyansk Reservoir
provides water for irrigation as well as for power in the Lower Don
Region. A description of the reservoir appeared in Map Intelligence
Review No. 33S, January 1953.
The reservoirs that have been completed since June 1952, as well
as the sites of those to be established in the near future, are all
*A recent Soviet publication states that work is progressing on
the modernization of the Mariinsk System. The locks in the section
being reconstructed were too small to permit the transfer of large
submarines and destroyers through the canal systems connecting the
White, Baltic, Caspian, and Black Seas.
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located in the valleys of the larger rivers. In the European USSR, a
string of reservoirs will extend upstream along the Volga from the
sites of dams now under construction near the cities of Gorodets
(56?39'N-43?28'E, Gor'kovskaya Oblast', RSFSR), Stavropol' (53?31'N-
49?20'E, Kuybyshevskaya Oblast', RSFSR), Stalingrad (48?42'N-44?30'E,
Stalingradskaya Oblast', RSFSR), and Cheboksary* (56?09'N-47?15'E,
Chuvashskaya ASSR).
In the Kama River valley in the Urals are the sites of two large
reservoirs. The Kama Reservoir dam, situated just north of the city
of Molotov (58?00'N-56?13'E, Molotovskaya Oblast', RSFSR), was com-
pleted in September 1954; the dam for the Votkinsk Reservoir is to be
located not far from the city of Votkinsk (57?03'N-53?58'E, Udmurtskaya
ASSR). Another large reservoir in the Urals is to be located on the
Ufa River just upstream from the city of Ufa (54?43'N-55?56'E,
Bashkirskaya ASSR). Construction work on the dams for the last two
reservoirs is known to be in progress, but available data are insuf-
ficient to permit elaboration.
In the southern part of the Ukrainian SSR, a large artificial
body of water, the Kakhovka Reservoir, will soon occupy a considerable
part of the lower Dnepr River valley. Elsewhere in the European USSR,
reservoir construction projects are under way near the cities of Narva
*Work on this reservoir is still in the preliminary stage, and so
little information is available that the reservoir is not included
among those described at the end of this article.
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(57?23'N-22?12'E, Estonskaya SSR) on the Narva River; Kaunas (54?54'N-
23?54'E, Litovskaya SSR) on the Neman River; and Dubossary (47?16'N-
29?08'E, Moldavskaya SSR) on the Dnestr River. Although the last three
reservoirs are frequently highlighted in the Soviet press, they have
comparatively little significance beyond their immediate areas.
In Siberia, four large reservoir sites are located along the
valleys of three rivers -- the Ob', the-Angara, and the Irtysh. The
one on the Ob' is upstream from the city of Novosibirsk (55?02'N-
82?53'E, Novosibirskaya Oblast', RSFSR); that on the Angara is up-
stream from Irkutsk (52?16'N-104?20'E, Irkutskaya Oblast', RSFSR);
and the two on the Irtysh River are upstream from the cities of Ust'-
Kamenogorsk (49?58'N-82?4o'E, Vostochno-Kazakhstanskaya Oblast',
Kazakhskaya SSR) and Ust'-Bukhtarma (49?35'N-83?31'E, also Vostochno-
Kazakhstanskaya Oblast'). The reservoir at Ust'-Kamenogorsk was
established in 1954; the others are now under construction. In the
Caucasus, the dam of the Mingechaur Reservoir, located on the Kura
River near the city of Mingechaur (40?45'N-47?03'E, Azerbaydzhanskaya
SSR) was established in 1954. In southern Central Asia, preliminary
work on the Main Turkmen Canal was begun in 1951, but construction
has apparently been abandoned in favor of other projects considered
of more immediate significance.
The following summaries give the main features of 10 of the
principal projected and recently completed reservoirs in the USSR,
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under name and date (or expected date) of establishment, according to
(1) hydroelectric-power generation, (2) navigation, and (3) irrigation.*
Gorodets - 1956
(1) Installed capacity, 400,000 kw; power to be carried by high-
tension lines to Gor'kiy industrial region and surrounding
agricultural settlements.
(2) Volga waterway will be deepened considerably to permit
navigation by large river vessels.
(3) None at present.
Kuybyshev - 1955-56
(1) Installed capacity, 2,100,000 kw; to be one of the largest
hydroelectric stations in the world. High-tension lines
will carry power to Moscow, to cities of the Kuybyshev area,
and to water-pumping stations of irrigation projects.
(2) A deep-water route upstream to Cheboksary (56?09'N-47?15'E,
Chuvashskaya ASSR) will be provided. Port facilities at
Kazan' and other cities along the Volga are being modified
and enlarged to accommodate larger vessels. Lower reaches
of the Kama River also will be deepened considerably.
(3) Reservoir will provide water to irrigate 2,500,000 acres**
in Kuybyshev Oblast, the northern part of Saratov Oblast,
*The names given here are the anglicized forms of those used most
frequently by the Soviets in referring to the various projects. In
most cases they are the names of the reservoirs only; the other facili-
ties, such as the hydroelectric stations, may have other titles.
For further technical details of the dams, including type of
construction and dimensions of reservoirs, see Intelligence Review No.
219, February-March 1955, Office of the Assistant Chief of Staff, G-2,
Department of the Army, pp. 19-28.
**Area figures are from Soviet publications. The water will be
used mainly for livestock and other farm needs. Much less water per
acre is required for such uses than for irrigation, but, obviously for
propaganda purposes, the acreage of grazing land has been added to
that of irrigated land.
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the western part of Chkalov Oblast, the southwestern part
of Ul'yanovsk Oblast, and the southern part of Penza Oblast.
Stalingrad - 1956-57
(1) Installed capacity, 1,700,000 kw. Power to be transmitted
by high-tension lines to Moscow and to the cities of the
Stalingrad area and to pumping stations for irrigation
projects.
(2) Deep water will be provided upstream from the dam and the
flow downstream will be regulated, considerably improving
navigation along the Volga.
(3) Reservoir waters will be used for irrigating and watering
30 to 35 million acres of agricultural land in the Trans-
Volga steppes, in the northern part of the Caspian Depres-
sion, and along the right bank of the Volga as far west as
Groznyy Oblast.
Kama - 1954
(1) Installed capacity, 400,000 to 500,000 kw; in partial oper-
ation only. Power will be consumed primarily in mining and
other industries in Molotov, Sverdlovsk, and Chelyabinsk
Oblasts.
(2) The reservoir above the dam regulates the water level down-
stream and assures a navigable stretch from the confluence
of the Kama with the Volga to the junction of the Kama with
the Vishera; the new channel will be twice as deep as the
former Kama waterway. The reservoir also shortens the water
route between Molotov and Solikamsk.
(3) None at present.
Kakhovka - 1955-56
(1) Planned installed capacity, 250,000 kw; power to be used for
pumping water for irrigation and for use by farms and indus-
tries in surrounding area. Project also includes a power
station on the Molochnaya River (installed capacity, 10,000
kw) near the city of Melitopol' (46?50'N-35?22'E).
(2) Dam raises the level of the Dnepr River, deepening it enough
for large river vessels. Reservoir will supply water to
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South Ukraine and North Crimea Canals, which connect with
the Black Sea. (Canals were originally scheduled for com-
pletion in 1957 but have not been mentioned recently in the
Soviet press.)
(3) According to Soviet publications, agriculture is the prin-
cipal beneficiary of this project; 3,750,000 acres in the
South Ukraine and North Crimea regions are to be irrigated
and 4,250,000 acres to be supplied with water. An elaborate
system of irrigation canals and reservoirs is to be com-
pleted by 1957.
Novosibirsk (Ob') - 1956-57
(1) Generating capacity not known, but plant has been included
among the largest Soviet hydroelectric developments. The
power will increase the possibilities of long-range growth
of industry, electrification of railroads, and other develop-
ments in the area.
(2) Dam will maintain the water of the Ob' River at high levels
both upstream and downstream, improving navigation con-
ditions.
(3) None at present.
Irkutsk - 1956-57
(1) Planned capacity, 600,000 kw; plant expected to attract
industries requiring large quantities of electric power to
eastern Siberia.
(2) Navigational importance of this reservoir, the first of six
to be established on the Angara River, is not now very great,
but it will provide a deep waterway from the city of Irkutsk
to the point where the river flows out of Lake Baykal.
Because of the rapid current below the dam, conditions down-
stream will be little improved by this first dam.
(3) None.
Irtysh (Ust'-Kamenogorsk) - 1954
(1)
Installed capacity, approximately 250,000 kw; primarily for
use in mining ores and manufacturing metal products in the
Altay Region, the principal source of polymetallic ores in
the USSR.
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(2) The section of the Irtysh River upstream from the dam at
Ust'-Kamenogorsk (including the Ust'-Bukhtarma Reservoir
and Lake Zaysan) will serve as a waterway from the eastern
interior of the Altay Region to the railroad terminus at
Ust'-Kamenogorsk and elsewhere downstream.
(3)
The irrigation scheme for the Irtysh River has not yet been
coordinated with the power-generating and navigational
aspects of the project. Irrigation facilities will be estab-
lished later with the building of additional dams downstream
from Ust'-Kamenogorsk.
Ust'-Bukhtarma - 1956-57
(1)
Installed capacity, about 500,000 kw. Chief consumers will
be mining and light industries of the Altay Region. Power
from both the Ust'-Bukhtarma and Ust'-Kam.enogorsk stations
may contribute greatly toward future electrification of the
Turk-Sib Railroad.
(2) Dam will maintain high enough water levels upstream on the
Irtysh for safe navigation by large river vessels; downstream
it will facilitate navigation by regulating the river flow.
(3) Plans for irrigation not yet coordinated with power gener-
ation and improvements in navigation; facilities will be
established later with the building of additional dams
downstream.
Mingechaur - 1954
(1)
Installed capacity, 300,000 kw. First section of turbines
was put into operation in January 1954. Power is fed along
high-tension lines to cities of Baku, Sumgait, and Kirovabad.
(2) By regulating flow downstream along the Kura, dam will facil-
itate navigation during low-water stages and eliminate the
threat of spring floods along the lower reaches.
(3)
Water is now being accumulated in the reservoir for irri-
gating the steppes in the Kura Lowland. The Verkhne-
Karabakhskiy trunk canal, now under construction, will feed
water from the reservoir into the bed of the Araks River,
which is very shallow in summer when water is most needed.
(SECRET)
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KIRGIZ ADMINISTRATIVE-TERRITORIAL HANDBOOK
A 1954 administrative-territorial handbook for the Kirgiz SSR,
Kirgizskaya SSR: Administrativno-Territorial'noye Deleniye, has been
received in Washington.* The handbook bears the imprint "Third Edition"
on the title page, and the foreword implies that a previous edition
was issued in 1949. The book was published in Frunze, capital of the
Kirgiz Republic, by the Kirgizgosizdat (Kirgiz State Publishing House).
The new handbook is of particular interest in two respects. First,
it is the only available handbook for one of the smaller SSR's; second,
it is one of the most detailed of the Soviet administrative handbooks,
which are by no means uniform in the amount of information given.
Administrative handbooks of various dates for the USSR and the
RSFSR, a few for individual oblasts of the RSFSR (including Chkalov,
Rostov, and Moscow Oblasts), and a 1946 handbook for the Ukrainian
SSR have proved valuable sources of intelligence information. It can
be assumed that similar books have been published for the smaller
individual republics, but such books have not become available.
The Kirgiz handbook contains far more complete data than the 1954
USSR handbook. Information on oblasts is identical in the two, but
the Kirgiz book also gives for each rayon the date of creation and the
area, the name of the nearest railroad station and its distance from
*Available at the CIA Map Library.
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the rayon center, and the distance of the rayon center from the oblast
center. These items are not included in the 195+ USSR Deleniye,
although some of them have appeared in past editions; the amount of
detail in handbooks for the USSR has declined in the last several
issues, although the recent books for individual oblasts continue to
be very detailed. The Kirgiz handbook also includes information at
the sel'sovet level, listing sel'sovets for each rayon, with the name
of the sel'sovet center and its distance from the rayon center. The
information on sel'sovets is more complete than that given in recent
handbooks for the RSFSR, which list only the names of the sel'sovets
in each rayon.
A significant inclusion in the new Kirgiz handbook is an
alphabetical listing of the 720 collective farms in the republic,
identified by the sel'sovet, rayon, and oblast within which they are
located. This identification is essential, since there are no less
than 53 collective farms named for Stalin and 51 for Lenin; other
Communist leaders enjoy varied degrees of popularity, along with
such standard Soviet toponyms as "Put' k Kommunizmu" (Road to
Communism), "Krasnyy Oktyabr'" (Red October), and "Bolshevik." A
number of state farms can also be located by their function as
poselkovyy sovet (settlement soviet) centers. Such lists of collective
and state farms have been included in some oblast handbooks, but not
in the other available republic handbooks. (CONFIDENTIAL)
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1:25,000 MAP COVERAGE OF THE WEST GERMAN PROVISIONAL BOUNDARY
25X1 C
Map coverage at 1:25,000 is now available for most of the 1949
provisional rectifications along the West German boundary with the
Netherlands, Belgium, and Luxembourg.* These rectifications are
clearly indicated by red overprinting or manuscript coloring on black-
and-white sheets of the Topographische Karte published by three German
Land mapping agencies -- Niedersachsisches Landesvermessungsamt,
Landesvermessungsamt Nordrhein-Westfalen, and Landesvermessungsamt
Rheinland-Pfalz (CIA Call No. 86232).
Coverage at 1:25,000 is lacking only for two very small changes
along the boundary west of Bentheim, Germany, and for the northeastern
part of the change near Dinxperlo, Netherlands.
As part of the 1949 provisional boundary rectification, juris-
diction over the three roads that cross Belgian territory from
Fringshaus to three towns in Germany was transferred from Germany to
Belgium. The 1:25,000 sheet for this area, published in August 1954,
however, shows these roads as under German control.
Belgium returned the control of the roads to Germany
at the time the maps of the boundary rectifications were being pre-
pared. (UNCLASSIFIED)
*For an analysis of the 1949 provisional boundary see Map Research
951.
Bulletin No. 20, November 1950, and No. 25, March 1951-
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ECONOMIC ATLAS OF EUROPE
An economic map of Europe, originally available in two large
proof sheets, has been published (1953) in bound atlas form (Economic
Map of Europe, CIA Map Library Call No. aF000 .W5 1953). This colored
map at the scale of 1:3,250,000 is one of a postwar series on the
economic and social aspects of the geography of Europe being prepared
under the direction of Professor W. William-Olsson of the Handels-
hogskolan, Stockholm (Stockholm School of Economics).
The map is trilingual (English, French, and German) and shows
all of Europe in 20 sheets, with two insets at larger scale showing
industrial districts in (1) central England and (2) northern France,
Belgium, the Netherlands, and western Germany. According to a state-
ment by Professor Olsson, errors appearing on the original sheets
have been corrected in the atlas; careful examination, however, has
revealed no major differences. The atlas has an introductory text
in English only, which supplements the map legend and is essential to
a complete understanding of the symbols, or "system of signs," used.
Both the merits and defects of the system are fully discussed.
Rural land is divided into three categories on the basis of use --
wasteland, forest and meadow, and land under cultivation. The culti-
vated land is indicated by white squares, each representing 100 square
kilometers (38.6 square miles), which are superimposed on the gray
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used for the land surfaces. The squares make it possible to determine
at a glance the amount of cultivated land in a country.
The only urban areas shown are those, with more than 10,000
inhabitants. Such population centers (termed "agglomerations") are
marked by proportionally sized spheres in colors that indicate the
one or two branches of industry constituting the economic base of the
city. The five categories of industry represented are: (1) metal,
ore mining; (2) coal, petroleum; (3) textile, clothing, shoes; (4)
wood, pulp, paper; and (5) other single industry. Towns with more
than two types of industries among which none predominates are classed
as "diversified."
The agglomerations are designated as "villages" or "village-towns"
if a majority of the inhabitants are supported by agriculture, forestry,
or fishing; as "towns" if the majority are supported by industry,
handicrafts, and services. Towns are further classified as "service"
or "industrial," depending on the percentage of the population engaged
in one or the other type of work.
Completing the introductory material are a sheet index, a small-
scale black-and-white map of Europe, and a useful list of sources
arranged alphabetically by country. In addition to recent official
statistics (latest date 1952), the list includes some secondary sources
with an explanation of their reliability, which varies widely. The
information obtained from western European countries_is rated as of
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considerably higher validity than that from eastern Europe, Africa,
and Asia. (UNCLASSIFIED)
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S-E-C-R-E-T
NEW MAP OF WORLD CLIMATIC REGIONS ACCORDING TO
PEN'S CLASSIFICATION
A significant new wall map of the climates of the world was pub-
lished in Germany in 1954.* The map is the first major revision of
the 1928 map of the late Wladimir Koppen, which has been used exten-
sively throughout the world in the teaching of geography and clima-
tology. The compilers of the revision -- Rudolph Geiger, who collab-
orated in the preparation of the 1928 map, and W. Pohl -- sought to
incorporate new data that have become available in the last 25 years
and at the same time to simplify the presentation. Examination of
the revised map suggests that substantial progress was made toward
achieving these goals, although it is a moot question whether the
compilers had access to all of the pertinent climatic information on
both sides of the Iron Curtain.
The format and sheet size of the 1928 and 1954 editions are the
same -- four sheets that can be assembled to form a wall map approxi-
mately 7' x 5' -- but in other respects the two maps are quite dif-
ferent. The 1954 edition is drawn on the Winkel projection, whereas
the 1928 map is on Mercator. By using the Winkel projection and
eliminating some unimportant sections of the equatorial Pacific, it
was possible to prepare the 1954 map at the scale of 1:16,000,000
instead of 1:20,000,000, the scale of the 1928 map.
*Klima der Erde, 1:16,000,000, Justus Perthes, Darmstadt, West
Germany, 1954; CIA Map Library Call No. 93111-
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The new data available for preparing the revised edition permitted
a sharper drawing of regional boundaries and presentation of a more
accurate world picture. The following improvements are worthy of
note: (1) a corrected delineation of the climatic regions of oceans
and offshore islands, the greatest change between the 1928 map and the
new edition; (2) an improved portrayal of the extent of desert and
steppe regions on all continents; (3) considerable refinement in the
representation of the climatic regions of China; and (4) recognition
of some climate types not shown on the 1928 map, e. g., the Ds
"Oregon type" climate.
Elimination of the data on the wind system of the earth, a promi-
nent feature of the 1928 map, did much toward improving the clarity
of the revision. Also discarded to simplify the map or for other
reasons were the boundaries of some minor subregions, various place
names, and precipitation data.
The color scheme of the new map is similar to that of the old;
the humid mesothermal (Cf) climate, however, is shown in light green
rather than pink. Portrayal of the drainage pattern in blue instead
of black makes the climatic region boundaries stand out much more
distinctly. Some of the color differentiation within major classi-
fications has been eliminated, permitting a reduction in the number
of plates from 14 to 10.
In something akin to its present form, the Kdppen system has
been discussed and evaluated by geographers, climatologists, and
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ecologists for over 30 years and has stood up fairly well under
criticism. Much of the adverse comment made to date has come from
specialists who have concentrated on relatively small regions and
have felt that the Koppen "shoe" did not fit as well as one of their
own devising. Some of this criticism has been valid and has led to
modification of the system. The failure of the Koppen scheme to
take adequately into account the role of evaporation has been
criticized, as has its miscellany of definitions. Despite these and
other problems, the system has for the most part been accepted as a
finished product.
There is reason to believe that the Koppen classification will
continue to figure importantly in the teaching of geography and
climatology. The new map, which brings the modifications of the
scheme up to date and offers a clear picture of the world's climatic
regions, should encourage use and further refinement of the system.
(UNCLASSIFIED)
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NATIONAL GEOGRAPHIC SOCIETY MAP OF NORTHERN AFRICA
With the December 1954 issue of the National Geographic Magazine,
the National Geographic Society distributed a map entitled "Northern
Africa." The map is at the scale of 1.7,500,,000, on an Oblique
Mercator projection, and covers an area extending from approximately
2?S to 450N and 1$?W to 55?E. Included are Northern Africa, the
Mediterranean countries of Europe, and nearly all of the Near East.
Of three larger-scale insets, two show the Eastern Mediterranean from
the Dead Sea to Antioch and the third covers the Nile Delta area.
In 1950 the Society published a map of Africa that was discussed
in Map Research Bulletin No. 15) April 1950. Most of the errors
pointed out in that article have been corrected in the new map. In
addition, the 1954 map has many more place names -- over 9,000 in
all -- which, although somewhat crowded in some areas, enhance the
value of the map. Most of the railroad information is up to date,
and the road classification is an improvement over that used on the
1950 map of Africa. There are, however, a few inaccuracies and
omissions in the 1954 map, the more obvious of which are noted below.
A symbol for passes is included in the legend, but none of the
few passes shown are in Africa or in the Alps, Pyrenees, or
Caucasus Mountains.
The selection of airports appears to have been arbitrary; a
number of those located have a lower classification than some that
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have been omitted. In Africa, for example, several of the less
important (class 5) airports are shown, but at least one class 2
airport -- Port Lyautey -- and several class 4 airports are omitted.
The chotts in French North Africa are all shown as dry lakes,
whereas a number actually contain water at all seasons of the year
and others are dry only during the summer months.
Although the Libyan boundary eastward from Tummo is labeled as
undefined, only the French version is shown. Pending settlement
of the boundary, this seems inappropriate because the French version
assigns some territory to French Equatorial Africa at the expense
of Libya. Since the French version of the boundary from Tummo to the
northeast has the additional disadvantage of having no basis in
international agreement but is merely a cartographic convenience to
complete the circuit of the boundary, it would appear to be less
valid than the French-Italian version of 1935 (see Map Research
Bulletin No. 9, September 1949). The international boundary between
Morocco and Algeria given on the map is not the one authorized by the
Institut Geographique National. Evidence is insufficient to justify
the definite assignment to any specific country of the Hanish Islands,
located in the Red Sea between Eritrea and Yemen.
The following additional comments are arranged by country:
Aden Colony is a separate entity from Aden Protectorate.
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Trucial Oman
Sharja is one of six sheikdoms on the Trucial coast, but it is
not the capital of all six. Islands off the coast are of undetermined
sovereignty and should not be allocated to Trucial Oman.
Iran
There is no railroad connection between Mianeh and Tabriz.
Much of the roadbed has been completed) but rails have been laid for
only part of the line. The Tehran-Kashan railroad has not been
extended beyond Kashan.
Iraq
Probably because space on the map is at a premium, the Butman
and Mushorah oil fields, as well as the recent Rumaila field, have
been omitted.
Israel
The road from Beersheba to the Israeli coast skirts the Gaza
strip but does not pass through it.
USSR
The Society has not followed any of the commonly accepted
transliteration systems. Either it used a system of its own or
there are numerous errors in transliteration.
On most maps Hasan Kuli is written Gasan-Kuli and Voroshilova
appears as Byurgyutli.
Many important short rail lines are not shown. Such cities as
Grozny, Dzaudzhikau, Buinaksk, Stepanakert, Staliniri, and Kutaisi
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(spellings as on the map) are served by short lines that branch from
the main trunklines.
There are numerous minor irregularities in the road pattern.
Some of the roads omitted are as important as those shown.
Rumania
The railroad connecting Craiova with Calafat should be added,
and also the line connecting Roysiorii de Vede with Turnu Nl~:gurele.
Important roads not shown are the Bucuresti-Tandarei-Constant`a,
the road connecting Caracal with Corabia on the Bulgarian border,
and the Craiova-Caracal-Alexandria road.
Bulgaria
The Sofiya-Burgas railroad via Kazanluk and Sliven has been
completed and the Khaskovo-Momchilgrad rail line has been extended
to Podkova. Rail connections have been made between Sofiya and Vidin,
and between Pleven and Nikopol. These additions to the rail net are
not shown on the map.
Among the other omissions are some major roads that connect
highways of international importance, such as the Stara Zagora-
Khaskovo-Momchilgrad highway to the Greek border and the Stalin-
Burgas-Malko-Turnovo road to the Turkish frontier.
Cyprus
The railroad shown in Cyprus should be deleted.
Spain
The inclusion of mountain names is not consistent. For example,
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the Cordillera Cantabria and Sierra Morena are named, whereas the
Sistema Central and others of equal importance are not. Likewise,
the Montes de Toledo are named, but not the more important Guadarrama.
A similar inconsistency prevails with regard to historical names.
In the north, Leon, Old Castile, Aragon, and Catalonia are named but
Galicia is not; in the south, Granada is the only regional name shown.
(CONFIDENTIAL)
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CONFIDENTIAL.
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