ARMY SPECIALIZED TRAINING PROG AM \ HEADQUARTERS, ARMY SERVICE FORCES NOVEMBER 1943 a...» ~L_..-. a. ARMY SERVICE FORCES MANUAL TABlE OF CONTENTS PREFACE AUTHENTICATION INTRODUCTION MAPS GENERAL REFERENCE MAP LAND FORMS . i OCEAN CURRENTS AND SEA ICE CLIMATE NATURAL VEGETATION SOILS . DRAINAGE BASINS DISTRIBUTION OF POPULATION LANGUAGES RELIGIONS PREDOMINANT ECONOMIES MAJOR AGRICULTURAL REGIONS IRON ORE PRODUCTION, 1938 . F ERRO-ALLOYS, Part I: MANGANESE, CHROMITE, NICKEL AND TUNGSTEN, 1938 FERRO-ALLOYS, Part II: MOLYBDENUM, COBALT, ANTIMONY AND VANADIUM, 1938 NON-FERROUS METALS: COPPER, LEAD, ZINC, TINAND MERCURY, 1938 ALUMINUM ORE, SULPHUR (Native), POTASH AND PHOSPHATE ORE, 1938 FUEL AND POWER PRODUCTION IN 1937 FUEL AND POWER CONSUMPTION IN 1937 IRON AND STEEL TRADE, 1937 STEEL PRODUCTION, 1870, 1913, AND 1939 SURFACE TRANSPORT FACILITIES RELATIVE EFFICIENCY OF PRIMITIVE AND MODERN MEANS OF TRANSPORT (Diagram) OVERSEAS SHIPPING ROUTES RAILROADS AND POPULATION . THE UNITED STATES OF AMERICA THE BRITISH COMMONWEALTH OF NATIONS, 1938 . FRANCE, 1938 . JAPAN, PORTUGAL AND SPAIN, 1930 ITALY, NETHERLANDS AND BELGIUM, 1934 II III PLATE LOCD-flODUTAQQMt—I l—‘T—i T—IO 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 "5 \ l C. ATLAS OF WORLD MAPS 1 FOR THE STUDY ARMY SPECIAUZED TRAINING PROGRAM PREFACE Army Service Forces Manual, M-101, Atlas of World Maps, has been specially prepared for use in the course in Geography, Basic Phase, Army Specialized Train- ing Program. The Atlas will assist the trainee in his studies of physical and economic geography in Terms 1 and II. It will be especially helpful in a review and coordina- tion of those fundamental factors which underlie the study of political geography in Term III. The maps contained in this Atlas show the natural features of the world, political divisions, and distribution of man, social and cultural institutions, raw materials, industry, and transportation facilities. These facts and factors in large measure have determined the role of the nations in history. AS Japan’s record has clearly shown, paucity of natural resources does not place an absolute limit on a nation’s ambitions or its capacity to further them. Nevertheless the elements which make up the sum total of geography in its broad sense will in the future, as they have in the past, powerfully affect a people’s capacity for the works of peace and the havoc of war. And if it be war, those factors will influence the decision of the nation’s leaders toward aggression, toward a policy of defense, or some combination of those two lines of action which most fully utilizes the environmental resources of nature and man. Pacts and agreements, like national laws and city ordinances, may and do serve to exercise a measure of control over the self-generating forces, active or latent, in natural resources. The strength of such a pact at any moment is, however, no greater than the will of those charged with its enforcement and the force which can be brought to bear immediately to restrain the violator. The flat maps presented in this Atlas afford the only practical means of under- standing fundamental global realities. They are second-best only to the same number of globes prepared to show the same information separately and exclusively. A globe should be constantly used, however, in conjunction with the Atlas in order to keep in mind continually the true picture of the global relation of the land and water areas of the world—and especially of the “world that matters”. Most of the maps in this Atlas are original and hitherto have not been published. Some of the maps, of the type required for ready reference, are based on maps in other publications. In all these instances, grateful acknowledgment is made to the MQQTC78 OE CEOCRAPHY IN THE ARMY SPECIAHZED TRAHHNC PROCRAM authors and publishers indicated in the credit lines. To acknowledge here by name those who have assisted directly or indirectly in the preparation of the Atlas would be impractical. Particular credit must go to the Department of State and the Office of Strategic Services. Mr. S. W. Boggs, Geographer, Department of State, and the personnel of his staff, have contributed much time and effort to the planning and accomplishment of the Atlas. Mr. Boggs has also assisted in other phases of the course in Geography. Mr. A. H. Robinson, Chief, Map Division, Research and Analysis Branch, Office of Strategic Services, and the personnel of his Division, have likewise rendered material service. Professor Guy-Harold Smith, of Ohio State University, provided valuable assistance and advice at the outset of the project. Lieutenant Colonel W. H. Kinard, ]r., of the Department of Economics, Government and History, United States Military Academy, organized its execution. 5 November, 1943. ARMY SPECIALIZED TRAINING DIVISION, ARMY SERVICE FORCES. r2. ,* T i z 7’- V' f a A ,K U. (9 s.-;l ,- ""0 a...- .u. 'a 0". u o... ‘1 § v - U'I-fi {A “I. w .' , I a v u v u n" no... u u no... a. u 0.- o... -. II. ' o . Icun. .Il - u o HEAOOIIARTERS. ARMY SERVICE FORCES o NOVEMBER 1943 "i o ....... up ‘ NUMBERING SYSTEM OF ARMY SERVICE FORCES MANUALS The main subject matter of each Army Service Forces Manual is indicated by consecutive numbering within the following categories: M1—— M99 M IOO—M 199 M200—IV1299 M300—MSQQ M 400—M499 MSOO—MSQQ M600—M699 M700—M799 M800—M 899 M900 up Basic and Advanced Training Army Specialized Training Program and Pre-Induction Training Personnel and Morale Military Law and Enforcement, Organizations, Civil Affairs Supply and Transportation Fiscal Procurement and Production Administration Miscellaneous Equipment, Materiel, Housing and Construction HEADQUARTERS, ARMY SERVICE FORCES, Washington 25, D. C., November 26, 1943. Army Service Forces Manual M101, Atlas of World Maps for the Study of Geography in the Army Specialized Training Program, has been prepared under the supervision of the Director, Army Specialized Training Division, Headquarters, Army Service Forces, and is published for the information and guidance of all concerned. [SPx 461 (30 Oct. 43).] By command of Lieutenant General SOMERVELL: W. D. STYER, Major General, General Staff Corps, Chief of Stafi. OFFICIAL: J. A. ULIO, Major General, Adjutant General. DISTRIBUTION: X PAGE II ‘v‘ 4—- .- .. Magi—5A-“ «—_.—.-....._,-1.._.-.-_.‘ . ‘ .n—z- rub-4v.— . .1...“ INTRODUCTION HE art of graphic presentation of vital knowledge has made great strides in recent years. Foremost amongst those who realized the possibilities inherent in the graphic arts, were the mapmakers. Many of them appreciated that Webster’s definition of a map, “a representation of the physi- cal or political features of the earth or some portion of it,” epitomized inadequate and time-wom concepts and tech— niques. The preparation of this atlas is the result of a belief that the cartographer can and must go far afield from Web- ster’s definition. In time of global warfare the necessity of a new approach to the study of world phenomena and the maps representing such phenomena becomes more apparent daily. The battles now being fought in the air, on and under the seas, and in the most diverse conditions of climate and terrain are in themselves sufficient explanation for the present atlas and its use in the Army Specialized Training Program. Physiography and political conditions give only the bare outline of the picture of the earth and its peoples. To round out the picture the student must be shown how the forces and resources of nature operate to establish the pattern of living conditions everywhere. The richness or poverty of the soil, the character of vegetation, the wealth or paucity of mineral reserves, the resultant economies and similar primary factors combine to determine for any area of the globe’s surface how and how well the inhabitants live. Taken together, resources and the resultant economies determine whether any given area is overcrowded, in terms of an acceptable living standard. This in turn indicates the areas where internal and external frictions, threats to peace, must be anticipated. - Resources and population are but part of the story. Accessi- bility to markets and to those raw materials not found in adequate quantity in the homeland affect materially the standard of living attainable in each country or region. Into the equation enter such factors as distance by sea, land, or air, and the natural barriers, such as deserts and mountain masses, ‘ the jungles of the equatorial region, and the frozen wastes of the north polar ice cap, which multiply the factor of mileage. Consideration of these natural barriers in turn raises the question as to what steps have been taken to penetrate or bypass such obstacles. The answer is found in the means of transport—from primitive human porters to the “flying box-cars” of today. Only a glance and the power of imagina- tion are needed to envisage the further steps which may be taken to knit together on a sound economic basis the great untapped or partially developed resources of the earth, which until now have remained inaccessible to proper development. The maps in this atlas point the way to a higher level of well being for all peoples. Their bare statistics bring into sharp focus all that man has done to utilize the riches of the earth, and all that remains to be done in that direction. THE MAP BASES No flat map can represent the surface of the earth in true shape and scale, as correctly represented on a globe. In order to facilitate comparisons of the maps in this atlas, only two map projections have been employed. All but four plates in the series have maps on a sinusoidal equal—area (or Sanson— F lamsteed) projection. By the use of a projection with this excellent property of equivalence, any two areas on the map which have the same dimensions are identical in terms of their true areas on the earth’s surface. On the sinusoidal projection north-south distances, on the straight, vertical meridians, and east-west distances, along parallels of latitude, can be measured by using the graphic scale. It is thus possible to measure accurately the distance along the parallel of latitude between Portland, Oregon and Ottawa, Canada, by using the graphic scale—but it should be remembered that the great circle course between the same two points is shorter, and that it would appear on such a map as a curve lying to the north of the parallel of latitude. The entire surface of the earth is represented on Plate 1. Some parts, as shown by dashed continental outlines, parallels and meridians, are duplicated in the Northern Hemisphere in order to facilitate reference between the three “lobes” of this interrupted projection. With the exception of Plates 26-30, large areas of the Atlantic and Pacific Oceans have been omitted in order to portray the land surface of the world on the largest scale possible within the limiting borders of the atlas plates. Plate 1 and also Plates 26-30 are in the scale of PACE III 1:80,000,000, but the remaining full-page maps on the sinusoidal projection are in the scale of I:75,000,000 and the quarter-page maps are'in half that scale, 1:150,000,000. The Miller cylindrical projection has been utilized in con- structing four of the maps in this atlas (Plates 3, 7, 20 and 24). This map has the advantage of not breaking the large water bodies into segments, and therefore is used for the plotting of- shipping routes, ocean currents, and other phenomena re- lated to the oceans. This map projection has been devised recently to reduce the excessive areal and linear exaggera- tions in high latitudes of the familiar Mercator projection, and to permit mapping all the way from pole to pole (although the poles are not included on these four maps). This new projec- tion may appropriately replace the Mercator projection for world maps designed for general use wherever rectilinear parallels and meridians are preferred—although no other projection can displace the Mercator as an aid to navigation on the high seas. 1. GENERAL REFERENCE MAP The names of countries, cities and islands are omitted from many of the maps that follow, and this map therefore is pro— vided for general reference purposes. It has a linear scale along all parallels of latitude and straight meridians and an areal scale in all parts of the map equal to those appearing on a globe 6.27 inches in diameter. Areas omitted from subse- quent maps drawn on the sinusoidal projection here are out- lined by dashed blue lines. 2. LAND FORMS The surface features of the earth have infinite variety in shape and structure. On Plate 2 they have been classified into four major groups, distinguished from one another on the basis of local relief and ruggedness. Plains are surfaces with a local relief of less than 500 feet. Plateaus are elevated masses with moderately flat upland surfaces often dissected by stream valleys. Hill lands have a local relief of 500 to about 2,000 feet and are so dissected through stream erosion that few flat uplands occur. In many instances these hill lands are moun- tain-like in character in comparison to the adjacent plains. Mountains are more rugged than hills and their surface fea— tures are more complicated in pattern. Usually the local relief in mountain areas exceeds 2,000 feet. Africa and Antarctica are mainly vast plateaus, but all the other continents have extensive plains bordered on one or more sides by mountains, plateaus, and hill lands. The great plain of North America lies between the Rocky Mountains and the Appalachians and is drained chiefly by the Mississippi, Missouri and Mackenzie rivers. The extensive plains of north- ern Europe and Asia facing the Atlantic and Arctic Oceans are drained by such rivers as the Rhine, the Elbe, the Vistula, the Ob and the Yenesei. In South America a great area of plains extends eastward from the Andes to the plateau of southeast— ern Brazil and the Guiana Highlands and is drained chiefly by the Orinoco, the Amazon, and the rivers that empty into the La Plata. A series of high mountain ranges encircles the Pacific Ocean, meeting in southeastern Asia a second great system which extends westward through the Himalayas and the Can- casus to the Carpathians and Alps of Europe. Some of these ranges enclose very high plateaus, including the plateau of Tibet, the Great Basin of the United States, and the Bolivian plateau in South America. The alignment of mountain ranges and the distribution of high plateaus and hill lands has helped to determine the dis- tribution of other natural factors which combine to influence the activities of man. Nearly all the large cities of the world and the areas of dense rural population are found on the productive plains or on the lower slopes and broad valleys in the more rugged uplands. Throughout history, high moun— tains have impeded the spread of peoples and have protected weak groups from aggression. Even with improved methods of land transportation, deeply dissected surfaces and high elevations still impede movement of goods, as is so clearly evidenced by the difficulties of travel between India and China at the present time. - 3. OCEAN CURRENTS AND SEA ICE Ocean currents, in general, are the relatively slow circula- tion of the surface layers of water. These movements are built up by winds and pressures created through differences in water density resulting from inequalities in temperature and, .x. --I 4“ .——,.« to a lesser degree, in salinity. These currents form elliptical whorls in each of the major oceans, namely: The North and South Atlantic; the North and South Pacific; and the South Indian Ocean. These systems move in a clockwise'direction in the Northern Hemisphere and in a counter-clockwise direc- tion in the Southern Hemisphere. The temperature of pole— ward-moving waters usually exceeds the average for the lati— tude and the currents are therefore referred to conventionally as warm, while, conversely, equator-ward-drifting waters are regarded as cold. In certain regions, notably the North Indian Ocean, atmospheric pressure systems and resulting winds are subject to seasonal reversal of direction. Ocean circulations in these regions are likewise altered, as the arrows of the map indicate. Ocean currents may modify the temperature con— ditions over adjacent land areas when prevailing winds are onshore and, by thus affecting the weather, may influence the manner in which the land is used by the inhabitants. An understanding of the ocean current systems is of practical im- portanee to navigation and sea fishing. The main currents of the great oceans as shown on the map are highly generalized with boldly sweeping curves. These generalized orientations, based on the observations of many years, show a symmetry which does not exist at any one moment. In addition to ocean currents, the map presents sea ice con— ditions, principally in their relation to possible movement of ships. Navigation in even the most favorable months of some years may be depended upon ice-breaker assistance. parti- cularly along the Arctic Sea routes. Icebreakers may also ex- tend the average length of the navigation season in any of the zones indicated. The pattern of ice conditions as shown on the map is an average of variations occurring from year to year. 4. C LI M AT E The climatic types shown on this map simply are expres- sions of the average complex of weather experienced during the year. Some climates are characterized by little change in temperature or rainfall from season to season, whereas others experience very marked changes during the year. Climate is one of the most important natural factors influencing the use of the land by man. The characteristics of the natural vegeta- tion and the soil are greatly influenced by climate; while the amount and distribution of rainfall and fluctuations in tern- - perature have a great influence on the habitability of different areas. People may be isolated for weeks where the land is covered with deep snow during the winter. Land transporta- tion may also be hindered where heavy rains follow seasons of drought. It is not surprising that the most sparsely settled areas in the world are associated with Tropical Rainy, Dry, sub—Arctic, and Polar climates. The distribution of climates reflects the general circulation of the atmosphere. If the earth were non-rotating and were uniformly covered with water, cold, dry air would sink over the high latitudes, while rising, warm, moist air would give showers in the low latitudes. The rotation of the earth and the uneven distribution of land and water, however, disturb this simple physical scheme. The former deflects the wind—to the right in the Northern Hemisphere, to the left in the South- ern—and produces wind belts which are roughly east-west in direction (easterly trade winds) in the low latitudes, westerly winds in the middle latitudes, and cold easterlies in the high latitudes. The heating and cooling of the continents, in con- trast to the more even temperatures of the oceans, distorts the wind belts and may produce seasonal reversals of wind, such as the monsoons of India and southeastern Asia. Clashes of warm and cold air occur commonly in the middle latitudes, and produce ~the storms and changes of weather so common in the United States, Europe, and other regions similarly located. The equatorial areas are characterized in general by heavy rainfall and by high temperatures, except for the upland and mountainous areas. Unless interrupted by high mountains, as in South America, deserts extend inland from the subtropical west coasts of continents and spread poleward in the interior of these continents. This is most clearly shown in the case of the great combined continental mass of Africa and Eurasia where the desert and steppe extend without interruption from the west coast of Africa across the Sahara eastward to the Gobi desert of Mongolia. The eastern coasts of the continental areas all have adequate rain, with temperatures varying with the latitude. Onshore prevailing westerly winds frequently cause excessive precipitation on western coasts in the higher PACE 1V mid-latitudes. Near the equator and in areas’where the mari- time influence is well-developed the variation in temperature from season to season is relatively small, but on the east coasts in the middle latitudes and more especially in the continental interiors the seasonal changes in temperature may be severe. It is impossible to show on a single map the climatic varia- tions from year to year or from season to season. The map simply indicates the climate which has predominated over the period of record. 5. NATURAL VECETATION This plate indicates the distribution of existing vegetation in areas essentially undisturbed by man and also gives a rough indication of the vegetation that appears to have prevailed in other areas before man intervened. The distribution of natural vegetation corresponds closely to the distribution of climates because the major plant communities differ in their tempera- ture and moisture requirements. Forests grow most luxur- iantly where precipitation is adequate throughout the year, with dense stands of large trees in those areas of greatest ef— L fective rainfall. However, equatorial rain forests are composed of species different from those of the mid-latitudes because of dissimilar temperature tolerances. These forests give way to parklauds or scattered forests and grasslands where pecu- liarities of drainage and soil, or external disturbances hinder tree growth and where, with decreasing annual rainfall, the seasonal distribution of precipitation becomes more pro- nounced. As aridity increases short grass, desert scrub, and many other drought—resisting plants supplant the high grass and forests of the sub-humid areas. Most of the original deciduous forest in the agricultural areas of eastern United States, western Europe and eastern Asia has given way to cultivated areas or to recently estab— lished stands 'of second growth on cut-over and abandoned agricultural lands. Relatively untouched, however, are the equatorial rain forests and the coniferous forests which extend almost without interruption in a broad belt across the vast areas of the lower high latitudes in the Northern Hemisphere. The tropical forests furnish fine cabinet woods‘and the forests of the middle and high latitudes yield construction lumber and pulpwood for the great consuming markets of the world. The grasslands, if carefully managed, are a con— stant resource for livestock grazing, though much of the humid grasslands in the mid—latitudes has been brought under cultivation and now produces a large part of the grain con- sumed in the areas of great population density. 6. SOILS Technological advances recently have been so rapid and have resulted in such tremendous changes in the ways of life during the last century that many persons overlook their own basic dependence on natural resources, one of the most im- portant of which is the soil. Directly or indirectly, soil is es— sential for the production of meat, grain, vegetables, and . many other basic necessities, including raw materials for in— dustry. The productivity of the soil is measured in terms of the crops it can produce. Even though a soil may have a high natural fertility, it is productive only if temperature and moisture conditions are suitable for the growth of crops. Arti— ficial methods, such as irrigation, have been employed for meeting these requirements in many areas of intensive agri- culture. In addition, the exteut and intensity to which the soil is used may fluctuate greatly/with prices and nearness to con- suming markets. Therefore, the great extent of some major soils groups considered unusually productive, such as the chernozems and prairie soils, is not necessarily indicative of equally widespread use. If left undisturbed by natural or man—induced erosion and depletion over a long period of time, the soils which occur in each of the great primary groups delimited on the map would be roughly similar because of the similarity in the climate and in the native vegetation under which they have developed. Such fully developed soils or the remnants of them are found in areas either undisturbed or cultivated for only a few years or decades. On sloping land, particularly in areas of cultiva- tion, erosion has interrupted normal development and the soil characteristics tend to reflect chiefly the mineral composition of the underlying soil-forming material. 7. DRAINAGE BASINS There are two great drainage domains, one comprising those regions in which surface drainage reaches the oceans gun's” ~21”, ”finch—n: ~4r-9*fir -:—————.-p-- 1; f g i f g . _. 1......“ ., and is therefore called exoreic, and the other, called endoreic, embracing those regions in which surface drainage does not reach the oceans. In the more arid parts of the world, but still within the endoreic domain, are large areas in which under normal circumstances there is no surface run-off; the term areic is applied to the drainage of such regions. The limits of areism are quite indefinite since the extent of regions without surface drainage fluctuate from ve e111 to v ear with variations in climate. The a1e1c 1egions include all a1e11s that do not orig- inate streams, so that a 1i\e1 like the Nile, crossing such a region but not rising within it, does not alter its areic char- acter. Regions with intermittent streams which flow at some time every year, if only for a few days, are not included within the areic regions. Very permeable surface materials, such as limestones, permeable sands and sandstones through which water sinks rapidly, fail to support a surface drainage system and also produce areic conditions in non-arid regions. This map reveals a rough agreement of the major drainage regions with areas in which different cultural developments 11nd mutual interests have developed. The great land areas draining to the Arctic Ocean are for the most part sparsely settled and remote from the rest of the world. The vast At— lantic drainage basin embraces most of the areas in which our western culture is dominant or active, together with much of Negro Africa. The less extensive and more mountainous regions draining to the Pacific include great areas of Oriental culture in Asia and the East Indies. In Australia, New Zealand, and North America the people living within this basin have distinct interests in developments within the Pacific area. Those basins not contributing to ocean drainage contain many regions in which pastoral nomadism and irrigated agri- culture are a reflection of the difficult environment. On 23 per cent of the world’s land area, exclusive of the polar regions, evaporation exceeds precipation, and 011 11 per cent of the remainder the rains are insufficient to assure a surface flow to the oceans under present conditions. Ninety per cent of the surface of North America drains to the oceans, in contrast to Australia where 64 per cent of the land area is characterized by regions which either have interior surface drainage or no surface drainage at all. 8. DISTRIBUTION OF POPULATION Approximately 2,200 million people are living in the world today—more than ever before in the history of man. About four-fifths of the land surface of the earth is sparsely settled, whereas the great concentrations of population are restricted to relatively small areas. More than half of the people of the world live in eastern and southeastern Asia, including the nearby islands of Japan, the Philippines, and Java. About two— thirds of the population of the e111 th is found 1n fou1 regions which, togethe1, complise only one- -tenth of the land su1 face These are the m01e densely settled po1tions of eastern Asia (in China, Korea, Japan, and Java), India, Europe, and the urban sections of northeastern United States. Industrial development generally accounts for the concentrations in Western Europe and eastern United States. The high densities in the two areas of concentration in Asia, and in the smaller areas of the Nile Valley and the Caribbean Islands, are based to a large extent 011 agricultural economies less dependent 011 modern technology. The striking unevenness in distribution is explained by great differences in the combinations of many factors, which include climate, soil fertility, physical relief, accessibility to the sea and to land routes of commerce, availability of raw materials, and the varying development of human institutions, cultures, and skills. The potential capacity of many parts of the world to take care of larger populations cannot be estimated with any exactitude. Recent experience in pioneer- ing new areas seems to indicate that their settlement will prove difficult. By contrast, some regions that have increased in population rather rapidly in the last few years may be able to support still larger populations than they now do. The development of air transportation, for instance, may prove to be an important force in directions that have not been fore- seen. Transformations in specific areas may occur swiftly, but modifications in the existing major world pattern will prob— ably be gradual. 011 the whole, the pattern of population is not expected to change greatly in the near future. Knowledge of where and in what numbers people are dis- tributed over the surface of the earth is basic to an under- standing of human problems of all kinds—levels of living, and PAGE V economic and political relations in all parts of the world. The problems of international relations have become predomin- antly matters of mutual understanding and cooperation, as scientific and technological developments have increased c011- tacts and interdependence. A study of the population map will afford perspective to the implications of differences in the widely differing trends of natural increase within popula- tion groups, and to the possible consequences of new develop- ments in the utilization of the earth’s resources. Users of the population map should be aware of its limita- tions. It is reproduced 011 a small scale to present a synoptic picture of the distribution of the world’s population. The small scale compels generalization. Dots merge in areas of high density. Because each dot represents 50,000 people, the pre- cise distribution cannot be shown in such regions as Alaska, whose entire population justifies but one dot. The map is based on the best censuses and estimates available but, for China, Ethiopia, and similar areas, it is only as reliable as available information permits. Such deficiencies, however, do not alter the world pattern. 9. LANGUAGES Language is the chief medium of human thought and c0111- munication. Multiplicity of languages constitutes the greatest obstacle to communication between peoples. There has always been a tendency to look down upon people who “don’t speak our language”. Thus, to the ancient Greeks all peoples whose languages were unintelligible might as well be saying “ba ba ha” and were “barbarians”; t0 the Russians, Poles and other Slavs the word for Germans means people who are “dumb”. The physical means of communication—tele~ graph, telephone, world-wide mail service, radio, rapid and cheap travel facilities—have been revolutionized, but lan- guage barriers remain. The map does not attempt to show individual areas in which a single language is spoken; that would be impossible on a small world map. Instead, languages are grouped accord- ing to relationships determined by students of language. In the area or areas which are identified on the map by a single color and number, several or many different languages may be spoken, and the speakers of one of them, when listening to the speech of people using a related language, may under- stand little if any more than they would 11 totally unrelated language. However, they would usually be able to learn one of the intimately related languages more readily than one that is fundamentally different. The scientific study of languages has resulted in their classi- fication into families, not only 011 the basis of vocabularv similarity, but also on similarity in the inflection of words and in their use and arrangement in sentences. Superficial similar- ities frequently result from the extensive entry of words from one language into another which is quite dissimilar in struc— ture. This has occurred, for example, in areas where manv local languages exist, when the speech of a people culturally or politicallv dominant has been adopted as a “second lan— guage”. P1ominent among the second languages” todax a1c English, Spanish, Pmtuguese, Fiench, Russian and Arabic, which now extend far beyond their original limits, and which may be understood for trade and administrative purposes among people ()f many languages and cultures. The speech families shown on the map include: (a) Indo-European languages (Nos. 1-8), usuallv (liv- ided into: ( I) an eastern group, including Hindi and other languages of northern India, Persian. the Slavic group (Rus— sian, Polish, Czech, Serbian, Bulgarian and others), and the Baltic languages (Lithuanian and Lab ian); and ( :2) 11 west— e111 g1oup, including most of the languages of Europe to the west of the Slavic areas (English being one of the Germanic languages ) . (b) Semitic group (No. 17), of which Arabic is the most Widely spoken member; it also includes Hebrew, vernacular Syriac, and, in Ethiopia, Amharic, Tigre and Tigrifia. The Hamitic family (No. 18) of northern and eastern Africa, has an obscure and distant connection with the Semitic group. (c) The Sino—Tibetan group (No. 24) includes Chinese, Tibetan Burmese, Siamese 01 Thai, and othe1s.Gene111llv these languages 111e devoid of inflection, are built of w o1ds of onlv one s\ll11ble and distinguish nume1 ous wo1ds 1111va the same sound but diffe1ent meaning b_\ pronouncing them in a diffe1ent tone or pitc.l1 The \ocabulalies of pl 111(1p111 members of these language g1 oups me only 1e1notely similar. 1.5.,» ... «gnu-c.“ . ”‘1‘. vaqfi_ I -“>~(—*'V A“- . *- 4.1-...»4.’ ...+—.>a:...’6..-.s—— .-§....._...-dn..:.w~a . “new”... W J'A/ ~w -. Chinese has exerted a great influence on Annamese (N o. 25), and also on Japanese and Korean (N o. 28), which are poly- syllabic and basically unrelated to Chinese. (d) Ural~A1taic group (Nos. 19-23) covers a vast, re- latively sparsely inhabited area of northern Asia and parts of Europe. This includes: Finno-Ugric languages (No. 19), comprising Hungarian, Estonian, Finnish and Lapp, and, in the U.S.S.R., Karelian, Permian, Zyrenian, Vogul, Ostyak and other minority peoples; Samoyede (No. 20), of northern Siberia; Turkish (No. 21) and Mongol (N0. 22), comprising the Ottoman Turkish and similar languages ex- tending to the Altai region and Chinese Turkistan (Sinkiang ); and the Mongol dialects, including Khalkha, Ordos, Buryat and Kalmuk; and finally the Tungusic languages (No. 23) of northeastern Siberia. (e) Dravidian (No. 11) comprises the most important non-Indo—European languages of India. The four principal Dravidian languages of south India are Tamil, Telugu, Kan- arese, and Malayalam. (f) Mon—Khmer (No. 25) includes the Mon of southern Burma, the Cambodian of southern French Indo China, and certain aboriginal languages of southwest China and the Sino-Burmese border. These languages have words of one or two syllables but do not make use of tones. (g) Malayo-Polynesian (No. 27) extends over a vast area from Madagascar to Hawaii, and comprises three prin- cipal subgroups. The Indonesian languages of Malaya, the Netherlands East Indies, and the Philippine Islands, include Malay, Javanese, Dayak,‘Tagalog and Visayan. The Micro- nesian languages are spoken by the inhabitants of the Gilbert, Marshall and Caroline Islands, and Guam. The Polynesian languages range over the islands of the Pacific from the Maori of New Zealand to the Samoan, Tahitian, and Hawaiian. (h) Bantu (No. 13), in Africa, includes the various lan- guages of the Congo Basin and also Swahili, Zulu, Bechuana and Basuto. These languages are distinguished by “allitera- tive concord”, whereby words are divided into classes, each beginning with a characteristic syllable, and every word grammatically related to them in the sentence must begin with a similar syllable. (i) Basque (No. 9) and the Caucasian languages (No. 10). These are two isolated “linguistic islands” in Europe, un- related to their neighbors or to each other. The most impor- tant language of the Caucasus is Georgian. (j) The remaining language families of the world are found among relatively primitive peoples, and, with the ex- ception of Africa, the number's of their speakers are not great. No generalization is possible which describes this vast and variegated aggregation. Those depicted on the accompany- ing map are: the Papuan and N egrito (including Melanesian) ( No. 12); the Sudanese Negro (No. 14) extending from West to central Africa, between the Bantu and Hamitic families; the Hottentot and Bushman of South Africa (No. 15); the Australian Negro ( N0. 16); the Munda of east central India ( No. 26); the Chukchi of extreme northeastern Siberia (N o. 29); the Eskimo and Aleutian (No. 30); the Ainu of Hok- kaido, Japan (No. 32); and the North and South American Indian language families (No. 31). Notable American Indian languages which still have a considerable number of speakers are the Aztec or Nahuatl, Tarasco, Otomi, Zapotec, Mixtec and Maya of Mexico and Guatemala, the Quichua and Aymara of Peru and Bolivia, the Arawak, Carib, and Tupi, of Brazil and the Guianas, and the Guarani of Paraguay. 10. RELIGIONS Religion may unite peoples of widely different languages and cultures, but it may also' keep peoples apart. Compared with languages, religions are relatively few in number, although sectarian and local divisions are very numerous. With the exception of the tribal religions found in other con- tinents and in Oceania, the religions which are represented on the world map originated in Asia. Of the religions exercising a vital influence today, Buddhism, Christianity and Islam bear the stamp of missionary zeal, and have spread far beyond the countries of their origin. However numerous their ad- herents, the others, including Hinduism, Confucianism and Shintoism, are local or regional. Buddhism spread from India to Tibet, Mongolia, China and Japan, but the revival of Hinduism practically eliminated it from the land of its birth. Christianity acquired much of its present character within the Roman Empire. It developed in Europe much more than in Asia and Africa, and was carried PAGE VI by Europeans to the Americas, Australia and New Zealand. Elsewhere, though numerous in some communities, Chris- tians are generally of the minority but in some Cases are more influential than their numbers would indicate. Islam or Mohammedanism spread from Arabia westward across Northern Africa, and eastward through Iran (Persia) and into India and Central Asia; it was also carried by sea along the coast of East Africa, and eastward into the Netherlands Indies and the southern Philippines. Two or more religions may flourish in the same territory, but on a world map it is usually feasible to show only the re- ligion of the majority. Thus the world distribution of the Jewish religion can not be shown adequately, as members of this faith are not concentrated as majorities in areas sufficiently large to appear on a world map of this scale; however, they are indicated to some extent in a minority symbol in areas where the Jews are most numerous. It is possible, also, for a people to be members of two or more religious groups, espe- cially in the Orient. In Japan, for example, joint practice of Buddhism and Shinto is the rule, so that on this map the term “Japanese religion” is used for that country. The areas in which the average populationdensity is less than one person per 10 square kilometers (approximately 3.86 sq. mi.) have been left vacant on this generalized map. The religious distributions should be studied in relation to Plate 8, which shows the distribution of the world’s population. This map of religions was recently compiled by specialists in the Hartford Seminary Foundation, Hartford, Connecticut, and is here published for the first time. A map of religions is pertinent to this series because it pre— sents a very significant aspect of civilization and culture. Com- mon religious beliefs in some cases have brought peoples into closer association but elsewhere, through a lack of mutual understanding, religious differences have at times created dissension between neighboring groups. The religious hetero- geneity of mankind may best be understood in the light of history, combined with an appreciation of the limitations of communications and transportation which prevailed through- out the world until recent decades. In the ministrations of re- ligion to those in great distress and sorrow, and the develop- ment of a feeling of brotherhood and of a sense of common aspiration and hope, religion sometimes spans oceans and‘ national boundaries as certainly as does the airplane in the physical sense. Because of the hatreds engendered by the war, and the dislocations and suffering growing out of the conflict, the best elements of the great religious faiths may be called upon to contribute much toward meeting the world’s needs in the years to come. 11. PBEDOMINANT ECONOMIES In extensive areas many different kinds of occupations are found in close association, but usually one clearly predomin- ates over the others and is the support of most of the inhabi- tants. Present day economies comprise the whole range of economic development from primitive means of subsistence to modern urban industrialization. The inhabitants of the far north, where cold makes agricul- ture impossible, live by hunting, fishing, and collecting. In many of the more densely forested regions of the world a few people also continue to depend on the wild food of their en- vironment but, in addition, may grow a few crops to assure adequate sustenance. Elsewhere, men may exploit the forest resources if transportation facilities are available for reaching outside markets. Nomadic herding is widespread in the Old World where rainfall is insufficient for crop production, but in the dry areas of the New World and Australia livestock are raised for sale in distant markets which, in turn, supply the rancher with many of his basic needs. Agriculture supports more people than any other major economy and is the predominant occupation in most areas of the world where temperature and moisture requirements for plant growth are found. Types of agriculture range from the subsistence cultivation of India, China and southeastern Europe to the highly commercialized farming of Argentina and the Great Plains of the United States and Canada. In some areas bordering the more important fisheries of the world, employment either directly or indirectly by the fish canning and packing industries is the chief source of livelihood for the people. ' Mining as an occupation received a great impetus as a result of the Industrial Revolution, but even today gives direct support only to scattered groups of people located in mineral 4“; ~ Q'MG‘M. .‘n—O .n' ‘. wa- -—~~-~~ : a... ”A - .55.."u“~’—.— “2—7 "- .«-.——-_ producing areas. However, the industrial development char- acteristic of our western civilization depends on this activity. The most intensive economic development is found in those regions where manufacturing and commerce are the pre- dominant occupations. Through the application of the skills acquired by the industrial populations of the world, the raw materials and semi-finished products brought together in these regions are made into manufactured products, some of which are then distributed to all parts of the earth. Except for some of the agricultural regions of eastern and southern Asia, the areas of manufacturing and commerce are the most densely populated areas of the world. 12. MAJOR AGRICULTURAL REGIONS The map of major agricultural regions shows the principal agricultural systems of the earth and their distribution. The regions are differentiated on the basis of the agriculture practices and are therefore distinct from commodity-produc- tion regions. Two concurrent forces detennine, basically, the regional pattern of agriculture. The first of these forces is the combination of environmental conditions which sets the limits of range for any crop or domestic animal. The second is the combination of human circumstances, chief of which are the density of population, the stage of technology, and inherited tradition. Similar climates do not necessarily sustain similar agricul- tural systems, as is e\'idenced by the fact that the dry interior of Asia with its nomadic herding is quite distinct from the livestock ranching 0f the drier parts of the United States. The agriculture of east and south Asia does not parallel the agriculture practiced in the counterpart climates on other continents. These differences are largely due to traditions and the stage of technological development and to the density of population in the areas concerned. The classification on which this map is based is largely em- pirical and qualitative but is based fundamentally on the fol- lowing points: (1) the predominant crop and livestock assoc- iation; (:2) the methods used to produce the crops and grow the stock; (3) the intensity of land use; (4) the disposal of the products for consumption, that is, whether used for subsis- tence on the farm or sold for cash or other goods; and (5) the physical accompaniments to the farming operations. In using a small scale world map of agricultural regions it must be clearly borne in mind that every region contains areas de- voted wholly or in part to other occupations. Areas of low productivity are grouped with districts of high productivity. Interspersion of widely different intensities of use is typical. Nomadic herding and livestock ranching occupy the dry lands of the earth. The first is a subsistence business, the other commercial. It is a clear example of the utilization of essen- tially the same natural landscape in contrasting ways, the dis- tinction being based on different stages of technology. In contrast with these two dry land types of agricultural land occupance, the five dominant systems of the humid low lati- tudes are those characterized by shifting cultivation, rudi— mental sedentary tillage, intensive subsistence tillage with or without paddy rice, and commercial plantation crop tillage. Subsistence is the primary objective of the farmer except in the fertile spots where commercial plantation crops are grown or where the native inhabitants have been induced to produce a surplus of their crops and to plant hitherto unfamiliar crops for sale to the mid-latitude consumers. These types of agricul- ture (Nos. 1-7) cover a large part of the earth’s tilled and grazed land and they support nearly 70 per cent of the world’s population. The remaining six types (Nos. 8-13) occupy a position of importance disproportionate to their areal extent but they include the principal commercial systems. Mediten'anean agriculture is characterized by subsistence and cash crops with emphasis on the utilization of the more abundant winter rains. This type of agriculture is usually intensive except where large land holders are able to maintain estates for the pasturing of animals or for the growing of wheat. Generally all cultivable areas are used to their maximum capacity. Com- mercial grain farming is the result of the Industrial Revolution. Wheat is the most predominant cash crop. In many areas methods of farming are progressive but not intensive. Large scale machinery is often used on land of low value and only a small amount of labor per unit area is required. Commercial livestock and crop farming, often called mixed farming, dis- plays a maximum of diversity in detail. It is found in the mid-latitudes of all continents except Asia. Careful attention PACE VII is usually paid to breeding and to plant selection and a well- established rotation in which legumes and hay play a part affords proper management of the soil. Surpluses of any crop may be sold but in general the main income comes from the sale of animals and animal products. In subsistence crop and stock farming the produce is used directly by the farmer and his family with little or nothing being sold. Since he is unable to purchase expensive machinery, seed or stock, the farmer’s return is low and he cannot market his surpluses in competi- tion with the output of commercially farmed regions. Com- mercial dairy farming, on the other hand, is found where products can be sold to an urban market. Here the capital investment in housing and equipment is generally higher than in any other type of agriculture because of the possibility of high returns. Specialized horticulture is found in exception- ally favored spots, where fruit and vegetable growing is conducted on a large scale. Although truck farming and vine- yards are widespread throughout many parts of the mid- latitudes, the areas are too small and scattered to be indicated on the map. Because the agricultural system is much the same as in the vegetable and fruit growing of nearby oases, the irrigated areas of cotton in the lower Colorado basin, of sugar beets in the Salt Lake oases of western United States, and sugar cane in the coastal areas of Peru and northern Argentina are classed with regions of specialized horticulture. 1.3. IRON ORE PRODUCTION, 1938 Iron is the most important of the many minerals on which our civilization depends, including metals, fuels, fertilizers, or chemical raw materials. The most optimistic predictions regarding the use of substitutes and synthetics do not en— vision independence from the mineral kingdom. Minerals are exhaustible and although reserves of some exist' in quantities adequate for centuries, others may be gone in a few decades unless they are wisely and conservatively used. Of the important iron ore minerals consumed by the iron and steel industry of the world, the oxides hematite and magnetite are most widely used. The ores of iron being mined at present vary greatly in the content of metal. Swedish magnetite contains over 65 per cent iron but German hematite (brown ore) contains less than 30 per cent iron. High iron content, however, may be offset by an excess of impurities, such as sulphur, titanium, or phosphorus, while ores low in metallic content may possess advantageous material such as lime or manganese. In 1938 over 35 countries revealed production figures exceeding 100,000 tons, but only 17 of these countries individ— ually produced more than 1 per cent of the world’s total production. [Estimates for 1938 are used for Brazil and the USSR. and producers of less than 500 tons have been omit- ted from the map] Europe, if Great Britain and the USSR. are included, produced about 70 per cent of the world’s output in 1938. This percentage, however, was abnormally high be- cause of the production of the United States for 1938 was only 17 per cent of the world total, whereas its average annual output in recent years has been over 25 per cent of world production. The principal iron—producing area of Europe is Lorraine-Luxembourg, but the Kiruna region in northern Sweden and Krivoi Rog of European Russia almost equal it in importance because the Swedish and Russian ores are almost twice as rich as those of Lorraine. Germany produced almost as much ore as Great Britain in 1938 but the quality was lower and the the mining costs were much greater. Iron and coal form the basic raw materials for the iron and steel industry but many other metals must be utilized to produce the high grade steel products of the present day. The ferro-alloys discussed in relation to Plates 14 and 15 are such metals. 14. FERRO-ALLOYS, PART I: MANGANESE, CHROMITE, NICKEL AND TUNGSTEN, 1938 Some of the most important ferro—alloys are manganese, chromite, nickel and tungsten. The geographical distribution of these alloy metals is very uneven and one country may account for three-fourths or more of the world’s production of a single metal. Perhaps in no other way is the interdependence of the modern world more forcibly expressed. MANGANESE is obtained from various minerals. of which the oxides are the most important. Manganese ores are mined in many countries but 80 per cent of the world’s production is derived from deposits in the USSR, India, the Union of 40-15.”..‘flnq ‘a-u-s “'CI‘ .‘..- -Jw-~ . . mur—szs. '—‘ ?‘~/“~w ‘- g:__~\-‘-. (4....‘FT—n— a». W ”Ag—“4...; yrs-aw” .:, “-6. -x. .M; South Africa and the Gold Coast. In 1938 the Russian output amounted to 44.5 per cent of? the world’s production. Ore reserves in the major producing areas are enormous. CHROMITE is the only commercial chromium ore. In 1938 Russia and Turkey were the‘two chief producers, the Russian supply originating in the Urals and the Turkish in southwest Anatolia. During the 1930’s Southern Rhodesia and the Union of South Africa advanced to third and fourth places, with the Philippine Islands closely following. NICKEL deposits are more restricted in distrubution than are those of the less common metals. The extensive nickel-copper deposits of the Sudbury district in Ontario, Canada, far over— shadow those of New Caledonia, the only other producer of note both in production and reserves. In 1938, only 5 countries individually contributed 1 per cent or more of the total world output, although 17 countries were engaged in the nickel mining industry. These were Canada, supplying 82.7 per cent; New Caledonia, 10.1 per cent; and the U.S.S.R., Norway and Greece, together supplying less than 5 per cent of the world’s production. Fully one-third of the world’s supply of TUNCSTEN comes from China, with Burma supplying an additional 20 per cent of the total. The Malayan States, Thailand, and Indochina produce 5 per cent. Chinese tungsten concentrates are nor- mally exported to the United States, Germany and Russia, while Great Britain is supplied by concentrates from Burma, Malaya and Australia. Portugal produces nearly 7 per cent of the worlds supply of tungsten. The United States, Bolivia and Argentina are the chief tungsten producers of the W est- ern Ilemisphere. These alloys have a variety of uses. Manganese is indispen- sable to the iron and steel industry and holds first place among all of the ferro-alloys. About 95 per cent of the consumption is for metallurgical purposes. This alloy increases the tough- ness [and strength of steel without seriously affecting the ductility. Chrome ore is used for metallurgical, refractory and chemical purposes. Chromium steels for use in construction work, high speed tools, ball bearings, armaments, and chrom- ium for plating, account for 45 per cent of all ore consumed in the United States. In terms of world consumption, approxi- mately 40 per cent of the total chrome ore production is used in refractory linings in furnaces. Another alloy important in the iron and steel industry is nickel. This alloy is used in auto- mobile, locomotive, aircraft, and ship construction, for mov- able and wearing parts of machinery and machine tools, for structural steel and precision instruments. Pure nickel also has a variety of uses. The manufacture of alloy steel consumes more than 90 per cent of the tungsten ore. This steel is used for high speed cutting tools while tungsten carbide (94 to 97 per cent tungsten) is used for the tips of such tools. In addition to the many uses mentioned above, these alloys are important to the chemical, electrical, dairy, food and petroleum industries. Some are also extremely important for the production of armor plate and gun forgings. [In some instances it was necessary to utilize 1938 export figures and estimates of production in preparing the maps. Production figures for 1937 were used for Italy (manganese) and for Korea and Egypt (tungsten).] 15. FERRO—ALLOYS, PART II: MOLYBDENUM, COBALT, ANTIMONY AND VANADIUM, 1938 Other important ferro-alloys are molybdenum, cobalt, anti- mony and vanadium. MOLYBDENUM deposits are widely distributed but there are few areas in which exploitation is economically feasible. The United States outranks all other producers and in 1938 con- tributed 91.4 per cent of the world’s output, largely from the great molybdenum deposit at Climax, Colorado. COBALT closely resembles nickel in its properties. In nature it is always found closely associated with other metals, most frequently with nickel or copper. Five countries produced upwards of 99 per cent of the world’s cobalt in 1938 of which the Belgian Congo and Northern Rhodesia yielded the greatest amount. Until recent years China was the outstanding producer of ANTIMONY but in 1938 ceded first place to Bolivia and out- ranked Mexico by only a slight margin. Three other countries, Yugoslavia, Algeria and Czechoslovakia, each supplied more than 2 per cent of the world’s production. V ANADlUM is one of the most widespread of metallic elements but only 5 major regions are known where vanadium ore occurs in quantities that are economical to exploit, namely: Peru; the Colorado- l’ACE \'ll[ Utah region of the United States; Northern Rhodesia; South- west Africa; and Mexico. A single deposit at M inasragra, Peru, is the largest and accounts for approximately one-third of the world’s supply. The most important function of molybdenum is as an alloy of iron and steel, in combination with the other steel alloying elements. For some uses, it serves as a war-time substitute for tungsten. Molybdenum, when added to cast iron, increases its hardness and ductility. Molybdenum steels are used in the manufacture of guns, high speed tools, gears, valves and many other types of machinery. Recent years have brought forth many new developments in the uses for cobalt. Cobalt is now used for permanent magnets and catalysts and for cutting tools and other equipment requiring toughness at high tem- peratures. A major portion of the antimony production is consumed in the form of lead alloys for storage battery plates, sheets and pipes, electrical cable sheathing and similar products. Vanadium is an alloy which increases the resistance of steel to strain although the amount of vanadium used in steel is small. For some purposes there is no effective sub- stitute. Vanadium is also used in the electrical, chemical and ceramic industries. [In the construction of this map exports of 1938 were used for Bolivia (antimony) and the United States (vanadium) while 1937 figures were used for Korea and japan ( antimony) .] 16‘. NON-FERROUS METALS: COPPER, LEAD, ZINC, TIN AND MERCURY, 1938 COPPER is one of the better known of the non—ferrous metals and, although its production is widespread, four regions predominate: the Rocky Mountains of the United States; the Chilean Andes; northwestern Canada; and central Africa. Another widespread mineral is galena (lead sulphide), which is the principal LEAD ore mineral. Its distribution is practically the same as that of zinc. In 1938 the United States, Mexico, Australia and Canada produced 61 per cent of the total world production of lead ore. ZlNC is usually mined together with lead in the same operation but in this case the United States. Australia, Germany, Canada and Mexico, in order of their importance, were the major producers with a combined out- put of 66 per cent of the world’s total. The most important area of TIN occurrence is the great tin belt of southeastern Asia which produced 60 per cent of the world’s tin in 1938. This belt extends from Malaya southward into the Netherlands Indies and northward through Burma and Thailand into Yunnan Province of China. Second in importance is Bolivia, followed in turn by Nigeria and the Belgian Congo. MERCURY production is centered chiefly at Almaden in Spain and at Mt. Amiata and Idria in Italy. In 1938 the estimated produc- tion of Spain and Italy amounted to 72 per cent of the world’s total, but the United States and Mexico together produced an additional 18 per cent, thus becoming independent of other sources. Mercury is easily extracted from its ores (principally Cinnabar) and is shipped in iron flasks. Because of high electrical conductivity copper is of para- mount importance in the electrical industry. Lead as a metal is used in the manufacture of storage batteries, cable covers, ammunition, and other products. Carbonates and oxides of lead are used chiefly as pigments as is zinc oxide. Other de- mands for zinc center around its use for galvanizing, brass- making and for die castings. Almost half of the tin consumed in the United States in 1938 was used for tin plate, primarily in the production of food containers where no completely satisfactory substitute has been developed. Lesser amounts of tin are used for solder, collapsible tubes, babbit metal, bronze and brass, piping and tubing and other products. Mercury is widely used in compounds and to a lesser degree as a metal. Over half of the compounds enter into the drug, chemical, munitions and blasting industries. In its metallic state mer— cury is used for barometers, thermometers and similar instruments. 17. ALUMINUM ORE, SULPHUR (NATIVE), POTASH AND PHOSPHATE ORE, 1938 ALUMINUM is one of the most abundant elements in the earth‘s crust but it never occurs as a pure metal. Bauxite is the standard ore of aluminum, although experiments now in progress may lead to the eventual utilization of other raw materials such as alunite, nepheline rocks, andalusite and alumina rich clay. In France, where bauxite was first identi- fied, large deposits yield one-fifth of the world’s total annual production. Other significant producing countries are Hun- virwk'f “Woe“ gee-2, .‘. ng Jabs—.1 “writ « - M- ‘*~‘-:~'.-.3-§v_‘,- __ -.—--— w ..> 1.. --s—.— -. ”my“. .4. ..a f‘A/‘W" , ‘w ARV—{UV A. gary, Surinam, Yugoslavia, and Italy. Approximately 70 per cent of the bauxite mined is used in the production of metallic aluminum, 15 per cent for abrasives and refractories, and 15 per cent for chemicals. Since alumina is converted to metallic aluminum by electrolysis, it is eco- nomical to transport the ore to such countries as Germany, the United States, Canada and Russia where large amounts of electric power are available. The value of aluminum lies in its lightness, strength, electrical conductivity, and resistance to atmospheric conditions. It is well known for its use in the transportation and electrical industries. SULPHUR is one of the most common and widespread of the mineral elements and occurs in the native state, as a sulphide ore, or as a sulphate. Besides native sulphur, the other com— mercial source is pyrite (iron sulphide), the production of which is not shown on the map. The two most important producing areas of native sulphur are Texas and Louisiana in the United States, where 80 per cent of the worlds total production is obtained, and Sicily, which produces an addi- tional 12 per cent of the total. Sulphur is used in the manu- facture of sulphuric acid, fertilizers and insecticides for agricultural use, dyes, explosives, rubber and similar products. POTASH and PHOSPHATE ORE are important fertilizers. Potash is wide-spread and comprises slightly more than 3 per cent of the earth’s crust. It is a general term used for various compounds of potassium found in nature. For a basis of com- parison for commercial and statistical purposes, the potassium content of potash ore is expressed in terms of equivalent potas- sium oxide. The potassium deposits of Germany covering 24,000 square miles have been exploited since 1861 and, be- fore 1918, furnished most of the world’s supply. Since then, resources in other countries have been discovered and Ger- many now produces only 60 per cent of the world’s output while 19.2 per cent comes from the Alsace region of France. N inety-four per cent of the potash produced in the world is used as fertilizer with the remainder given over to the pro- duction of explosives, soaps, medicines and similar uses. As a result of the restriction in the imports of potash during World War I, the United States has now developed its potash indus- try to a point where it is self-sufficient. The phosphate ores are apatite (a crystalline mineral) and phosphate rock which is composed of phosphate minerals gen- erally resulting from the deposition of marine organisms. The United States has large deposits of phosphate rock in Florida and Tennessee and also in Idaho and Montana, but Russia, Morocco, Algeria, Tunisia and Egypt together furnish 51 per cent of the total phosphate production of the world. Phospate is similar to potash in that nearly 90 per cent is used for fertil- izers. \Vere it not for the application of the commercial fertil— izers prepared from these two ores many of the soils cultivated in Europe and the United States would rapidly lose their ability to produce crops and suitable pasturage under pre- valent farming practices. 18. FUEL AND POWER PRODUCTION IN 1937 The development of manufacturing industries, transporta— tion and many of the modern conveniences of living depends largely on the availability of fuel and power. The producing countries consumed nearly 90 per cent of the world’s fuel and power in 1937, chiefly because they can be moved only at costs which are high in relation to the value of the products. This map of fuel and power production therefore provides a rough measure of the pre-war industrial capacity of each country. A very large part of the world’s production of fuel and power is concentrated in a few countries. The table below indicates that the bulk of the world’s power and fuel is pro- duced in 13 countries. The United States, the United King- dom, Germany and the USSR. together produced 70 per cent of the total output in that year. 4 PAGE IX PRODUCTION OF FUEL AND POWER IN 1937 Quantity in Billions of Per Cent of Country KVVII World Total World .;. ................................................... 3,771.6 100.0 United States .......................................... 1,480.6 39.3 United Kingdom .................................... 411.4 — 109 Germany ................................................ 409.6 10.9 U.S.S.R. .................. 1., 345.8 9.2 Japan ...................................................... 115.3 3.1 France .................................................... 92.9 2.5 Venezuela .............................................. 77.4 2.1 Poland .................................................... 71.0 1.9 Canada .................................................... 60.3 1.6 China ..................................................... 57.9 1.5 Czechoslovakia ................................... 51.3 1.4 Belgium and Luxembourg . ................ 50.7 1.3 India ........................................................ 48.9 1.3 In addition to the countries listed above, many others pro~ duced substantial quantities of fuel and power, but in more than 100 countries and colonies production was so slight that it cannot be shown on the map. The operation of the world’s great transportation networks and the production of the world’s industrial goods in general are concentrated within those countries which lead in the output of fuel and power. Volume of fuel and power production is one measure of capacity. The types of fuel and power produced provide a further measure of capacity and a clue to the nature of loca- tion development. In general, the heavy industries, particu- larly the iron and steel industry, are associated with the great coal-producing centers. Where the predominant fuel pro- duced 1s oil an export trade has developed 111 lieu of industry. Hydlo- electric powe1 is associated with the light metal and wood pulp industl 1es. Whele fuelwood and peat are the pi e- ' dominant sources of energy there has been little or no indus- trial development. The distribution of fuel and power production is basic to the world patterns of industry and transportation. Some coun- tries, however, have effected significant changes 'in their capacities for energy and transportation by importing or ex- porting substantial quantities of fuel and power or by con- verting certain fuels to more useful forms. 19. FUEL AND POWER CONSUMPTION IN 1937 Most of the world’s fuel and power is consumed in the great producing centers, but significant differences between the production and consumption occurred in 1937 in respect both to volume and to types used. ‘ In most of the great producing centers, the volume of fuel and power consumed was slightly less than production, largely because these areas exported nearly all of the coal that appeared in international trade. \Vith the exception of Argen- tina, consumption was substantially less than output in those countries where the production of petroleum predominated. Consumption of fuel and power exceeded production in prac— tically all other areas, largely because many of them had to import oil and petroleum products, coal and similar fuels to meet domestic demands. Most countries must supplement the raw fuels they produce by importing other types or by converting these fuels to forms required for the domestic market. 111 1937, for instance, practically the entire production of Great Britain was coal but, in addition to coal, it consumed large quantities of im— ported oil and petroleum products and of electricity an( gas derived from local coal. In most cases electricity and gas re- present a larger share of the consumption than of the produc- tion for individual countries. Coal loses some of its significance as a product for final consumption because much of it is con- \e1 ted to gas and electricity lost in com e1sion ()1 exchanged in wo1ld t1ade fo1 special pu1 pose fuels. The in1po1tance of pet1oleum p1 oducts inc1eases, how e\ e1, in the consummg areas where oil is not produced. Only fueleod and peat are produced and consumed in similar quantities by the countries concerned. 20. IRON AND STEEL TRADE, 1937 The world trade in iron and steel is only one indication of the dependence of a large part of the world on the products of the heavily industrialized regions of the mid-latitudes. Ex- eluding intra—European trade, the total international move- ment of iron and steel in 1937 equalled more than 10,000,000 metric tons, 50 per cent of which originated in western Europe, 34 per cent in the United States, and 16 per cent in the rest of the world. Countries other than those of Europe and the United States exporting steel in 1937 were India, China, Canada, Japan and Australia. Leading importers from the United States were Japan, Canada and the United King- dom, whereas the first three importers of iron and steel from the United Kingdom were the Union of South Africa, India and Argentina. Within Europe, including the U.S.S.R., the total interna- tional movement of iron and steel in 1937 amounted to slightly more than 7 million tons. Intra-European movement ‘ therefore constituted about 2/5 of all international move- ments. The leading exporters to European markets are Ger- many and Belgium-Luxembourg, each of which supplied ap- proximately 1/3 of the total iron and steel movement. The heaviest trade resulted from the complex interchanges among the highly industrialized countries of western Europe. The United] Kingdom, France, Belgium—Luxembourg, and Ger- many are leading importers as well as the leading producers and exporters. A comparison of the intra-European with extra-European movements reveals that exports from the United Kingdom are largely extra-European, whereas move- ments from other European countries are predominantly to other parts of Europe. Of the exports from the United King— dom only one-fourth go to other European countries, com— pared to about two-thirds of the exports from Germany, Bel- gium-Luxembourg and France. 21. STEEL PRODUCTION, 1870, 1913 AND 1939 Through the nineteenth and into the twentieth century the iron and steel industry has been the base on and around which large scale industrialization has developed. A close relation- ship existed between the growth of this industry and the development of military strength among the larger powers of the world. During most of the nineteenth century the United Kingdom was easily the leading producer of iron and the dominant military and political power. For many decades prior to 1870, this one country produced more than half of all the pig iron of the world. During the period from 1870 to 1913 the United States and Germany became the leading producers of iron and steel. Though growing slowly, the steel industry of the United Kingdom declined relative to the world production. By 1913 German production of iron and steel was more than double that of Great Britain and more than four times that of France (as of that date). An industrial basis had been estab— lished for a military attempt to alter the political balance of Europe. During World War I the principal increase in steel produc- tion took place in the United States but there were also fore- runners of later development in other non-European countries such as China, Japan, India and Australia. Expansion in steel production between \Vorld War I and 1939 reflects in part preparation for World War II. The three countries with the largest absolute increases in steel production between the peak year of World War I and the first year of World War II were the USSR, Germany and Japan which together accounted for two—thirds of the entire increase in production in the world during the inter-war years. In spite of the rise of several new centers, the bulk of the iron and steel industry in 1939 was still localized in a few industrialized areas of long standing. The United States, Ger- many, the U.S.S.R., the United Kingdom, France, Japan, and Belgiuni-Luxembourg provide 90 per cent of the total world production of iron and steel, whereas all countries of the Southern Hemisphere together produce only about 1 per cent of the world’s total. 22. SURFACE TRANSPORT FACILITIES This map shows only the distribution of modern mecha— nized surface transport facilities, but the diagrams on Plate 23 supplementing this map, include both primitive transport and an‘ servnees. The distribution of the facilities of transport throughout the world is of great significance in the prosecution of the war and in post—war relief and rehabilitation. Modern mechanized transport is so much more efficient and economical than primi- tive transport that the differences in capacity, transport costs PAGE X per ton-mile, and speed are extreme. As a result of the devel- opment of modern transport, both cooperation and rivalries among nations have become much more effective and intensi— fied over great distances. Without railroads, motor roads, steamships and airplanes, war on its present scale would be utterly impossible, but without them man would be poor indeed. When one learns to visualize the factors which a map such as this portrays, however inadequately, he will not look simply at the familiar shapes and sizes of continents and oceans as if geographical distances and areas were of greatest importance. Time-distances and cost-distances will begin to assume the proportions they exercise in actual human relations. For ex- ample, large scale shipments of food from surplus to deficit areas are possible only a short distance beyond the limits of steamship, railroad and motor road services. Two major concentrations of modern surface transport facilities occur in Europe and in the United States. Lesser concentrations are found in Japan, India, southeastern Aus— tralia, south Africa, and southeastern South America. Densely populated areas in eastern and southern Asia and in some of the nearby islands, and areas of moderately dense popula- tions in other parts of Asia and in Africa, still depend chiefly upon muscular power of animals and men for the transport of goods. In many places 0n the earth, several types of transport facilities are available. At points where two or more types of modern carriers are available, service is generally more economical and efficient than at points equipped with more limited facilities. A map on this scale must be highly generalized and can- not always give a true picture of transport facilities in specific localities. Furthermore, it has not been possible to indicate the variations in quality within categories of facilities in differ- ent parts of the earth. For instance, a main highway in central Europe will prove far superior to a motorable track in the Sahara, just as a New York-Chicago truck railway is much superior to a narrow gauge line in West Africa. Similarly, the quality of harbors and waterways, and the equipment em- ployed upon them. vary widely from place to place. It has also been impossible to indicate the varying degrees of co- ordination between agencies of distribution from region to region. The map is designed only to convey a true general im- pression of the available means of surface transport for the world. 23. RELATIVE EFFICIENCY OF PRIMITIVE AND MODERN MEANS OF TRANSPORT Effective comparison of transport costs, speeds, ranges and capacities cannot be effectively presented on a world map because the differences are so nearly astronomic. They might be comprehended by means of an electric globe, which is described below, the construction of which would be anal- ogous to electric-power transmission systems. Imagine that on such a globe the high seas, where freight can be moved at 1/10 cent a ton-mile, were covered with silver (the best electrical conductor) or with silver wires connecting all the world’s ports and that they would be insulated from the coasts except at ports. For railroads, select a steel wire whose electrical resistance is about 10 times that of silver. Then choose wire and strands of other materials with from 20 times to 10,000 times the resistance of silver for roads, caravan routes, trails traveled by auto trucks, horses and wagons, dog sleds, pack animals, and human porters. The rest of the globe should be covered with an almost perfect insulating material such as glass or porcelain. \Vith delicate instruments one might then determine the relative electrical resistance be- tween alternate routes in order to find which way freight should normally move between any two points. One would then better realize that a thousand miles by ocean freighter are as a fraction of a mile over the Burma Road. The diagrams on Plate 23 present some of the more impor- tant differences in the relative efficiency of various means of transport, both primitive and modern. The striking differences between modern mechanized transport employing inanimate energy, and primitive transport depending upon muscular power, are illustrated by comparisons of speed, range, cost, maximum load, and ton-miles per day. The figures are ap— proximate in all cases, and vary greatly from place to place, but they are generally valid. It should be noted that they relate to freight transport. not to passenger transportation. Speed (miles per day). The distances given are those that 4.. ~—-—v:.._ .y._~..--L—.-: may be negotiated day after day by different means of trans- port. Human porters and animals must eat, rest and sleep. It is here assumed that motor trucks are operated by a single driver, who must stop to eat and sleep. Freight trains change engines and crews and may move almost continuously, day and night. Steamships carry changes of crew and keep going day in and day out. Airplanes may change pilots and naviga- tors and continue for more than twenty-four hours, stopping only to refuel. Range is here indicated on the basis of employing all load- carrying capacity for the purpose of transporting fuel (for engines) or food (for men and animals). This is, of course, not the usual sense in which the term “range” is used, but it is a measure of relative efficiency. It has seemed necessary to assume that water is available en route. If porters were carry- ing sixty pounds of food apiece, they could go about 300 miles before they had eaten the entire supply. On the other hand, a Diesel freight locomotive hauling fuel tank cars might go about 85,000 miles before using up its fuel. Costs per ton-mile. The costs in all parts of the world shown are in terms of currency of the United States. Primitive trans— port under good conditions seldom costs less than 10c per ton-mile, and usually much more. Rates for porters and pack animals are quoted only for specific trips or routes, because they vary so greatly, but they may exceed $1.00 per ton-mile. The hauling of freight by dogsled, always in relatively small loads, may cost more than $10.00 per ton-mile. The costs by railroad range from approximately 7/ 100 per ton-mile in the United States for readily handled bulk freight where the cars are loaded going in both directions to nearly 5c per ton-mile in some of the countries in Europe, but on narrow—gauge rail— roads in rugged country the cost may be considerably higher. In terms of local living costs, hauling freight on the Japanese narrow-gauge railroads has been relatively much higher than the rate of less than 1c per ton-mile reported on the basis of the exchange ratio between the yen and the dollar. Deep- water ships operate at much the lowest cost in transporting bulk cargoes. Air freight rates are not well established, vary greatly, but are being reduced. There is as yet no basis for expecting that they can become as cheap as any of the surface means of motorized transport. Ton-miles per dollar. These figures are merely the recipro- cals of the cost per ton-mile. The superiority of mechanized transport, however, so far as cost and human effort are con- cerned, is better shOWn in terms of ton-miles per dollar. Maximum load. The load that can be transported by a sin- gle human porter or by one pack or draught animal is so small that it would not be significant to make a direct com- parison with the means of modern transport. Therefore, all three primitive means of transport here shown give figures for 100 men or 100 pack animals or two—horse teams. It will be noted that one airplane, at the present time, may carry as much as 300 men can carry. Ton-miles per day. This is one of the most significant com- parisons in the relative efficiency of different means of trans- port. A single airplane, for example, may accomplish as much as approximately 33,000 porters on established trails. General comparison of the means of transport. Modern mechanized surface transport of all types is much more effi- cient and economical than primitive transport. No matter how small the pittance which is paid to human porters, or for the service of pack animals, the cost, either in terms of human effort or of money, is very high. Air transport cannot be effectively studied on flat maps; it is much better to use globes. Because airplanes may fly with- out deviation over land and sea alike, direct relationships be- tween places on the earth’s spherical surface, depending solely upon differences in latitude and longitude, have acquired meaning for the first time in history. At the present time, how- ever, commercial air transport is still basically limited in its choice of routes by prevailing weather conditions suitable for flying and the location and spacing of refueling stations where aviation gasoline and other supplies can be obtained by uti- lizing surface transport facilities. The following extract from an address by the Honorable Robert A. Lovett, Assistant Secretary of War for Air, deliv- ered in New York, November 10, 1942, provides a practical comparison between movement of freight by surface vessels and by cargo planes: Let us suppose that our problem is to move 100,000 long tons of supplies per month under present wartime conditions, from San Francisco to Australia, a distance 1’ AGE XI of approximately 6,500 nautical miles. How many planes of existing 4-engine cargo type will it take? How many cargo vessels will it take? How much personnel? Will we need tankers? And so forth. The following simple comparison will give these answers. Number Crews. Fuel Tankers Surface Vessels 44 3,200 165,000 bbls. 0 (EC Type) (including gun crews) Cargo Planes 10,022 120,765 8,996,614 bbls. 85 ( 4-Eng. C-87 ( flight crews ( overseas ( large Type) only ) requirement) size) 24. OVERSEAS SHIPPING ROUTES The primary purpose of this map is to show sailing dis- tances between world terminal ports. The selection of the routes is not based on any measure of their relative commer- cial importance in world trade. Distances from anchorage to anchorage are indicated along the routes in nautical miles. The routes are shown as great circles, rhumb lines or com- posites. A great circle route is the shortest distance between two points on the surface of the earth. On any map projec- tiOn, with the single exception of the gnomonic, most shipping routes are depicted as curved lines. A rhumb line is a line of constant bearing on the sphere, but only on the Mercator projection is it shown as a straight line. On the Miller cylindrical projection used for this map, as in the case of the Mercator projection, all great circle routes appear as curved lines, with the exception of those along the meridians and the equator. 25. RAILROADS AND POPULATION This map shows the relation of the world’s railroads to its human inhabitants. The railroads are shown in unusual detail for a map of this scale. The heavier lines are through railways, but there is no attempt to distinguish between broad, stand- ard and narrow gauges. A railroad shown by a thin line in one part of the world may have a greater capacity and may carry more traffic than a through railway in another area. The diagrams on Plate 23 show that railroads move people and goods at lower costs and higher speeds over greater dis- tances than any other means of land transport. ' Because the initial capital investment in railroads is large, the resources of the land and the industry of its people must justify the development of this means of transport. Great in- dustrial and commercial areas, like western Europe, eastern United States, and Japan, with their large centers of urban population, increasingly relied on rail services as their econo- mies grew in complexity until now these parts of the world are covered by Close networks of rail lines. Other areas with extensive railway development include Argentina and India. Elsewhere large populations are almost totally without rail services. In these areas non-specialized home industries and subsistence agriculture have generally prevailed, and only recently has the need been felt for large scale movements of? men and goods. There are also vast, sparsely settled regions not served either by railroads or by motor roads, at least in part because of the lack of potential traffic, although the need for mobility may be great. Such regions are traversed in some places by isolated rail lines which connect established popula- tion centers or tap remote areas producing raw materials required elsewhere. A large part of the world’s population lacks the benefit of railroad services. China, with its dense population, has few railroads, and southeastern Asia is also markedly deficient in this respect. Where there are populations without efficient and economic means of transport linked to major world systems by sea or land, this deficiency must be eliminated if famines are to be prevented and the economic level of living is to be raised. Near ocean ports and rivers navigable from the sea those needs may be met, in some instances, by building good roads. Where there are relatively dense populations living well in- land, the transport deficiency may not always require the construction of railroads; it may be met by developing motor roads or airplane services, although this is possible in the present stage of transport technology only where petroleum and its derivatives can be brought in by navigable river, rail- road or pipeline. l1 -:n~.—.—.~- "W .4‘ _-—.r._..,...=..‘._ ..s.__.- _.._—-.——-‘_ 26-30. COUNTRIES \VITH OVERSEAS POSSESSIONS The majority of the preceding maps show the distribution of physical or human geographic phenomena, without special regard to political boundaries and sovereignty. The inter- national boundaries are represented inconspicuously on these maps by thin lines. in purple, because the limits of national sovereignty are so infrequently related to the limits of climatic zones, landforms, soil regions, natural vegetation areas, or population distribution; national boundaries seldom conform even to linguistic or religious boundaries. The complete division of the earth’s land surface into na— tional compartments or states, each with precise boundaries, which received impetus with the development of modern nationalism in Europe in the eighteenth century, is, however, of great significance. ()n a single world map the numerous independent countries usually appear in colors which merely distinguish them from their neighbors, but seldom suggest their superiority of status over colonial dependencies. For the sake of clarity, the principal countries with overseas posses- sions are represented individually on Plates 26 to 30 inclusive. Norway, with its possessions of Svalbard, Jan Mayen and small islands in the southern oceans, and Denmark, with Greenland, are omitted in this series. 26. UNITED STATES The United States is the only major power with direct access to both the Atlantic and the Pacific Oceans. Continental United States comprises 5.8 per cent of the world’s land area free of polar ice caps, and about 6 per cent of the world’s population. Alaska, the first non—contiguous territory of the United States, was acquired by purchase in 1867. The Ha- waiian Islands were annexed in 1898, and other outlying insular possessions were ceded by Spain later in the same year. The area and population of the United States and pos- sessions are given in the following table. AREA AND POPULATION: UNITED STATES AND POSSESSIONS Land area Total sq. miles population (000’s) (000‘s) United States and Possessions .......... 3,674 150,151 United States .................................. 2,977 131,669 Possessions ...................................... 6 97 1 8,482 In the Americas .......................... 575 2,018 Alaska , . ............................. 571 72 Puerto Rico ........................ 3 1,869 Virgin Islands of the United States. .. . ..................... 0.1 25 Panama Canal Zone .............. 0.4 52 In Asia (Philippine Islands) 115 16,001 In the Pacific ..................... 7 463 Hawaiian Islands .. ...... 6.5 423 American Samoa .................... 0.1 13 Other Islands ,. .. 0.5 27 27. BRITISH COMMONWEALTH OF NATIONS The British Commonwealth of Nations is of world-wide extent, but three-fifths of its area and 83 per cent of its popu- lation rims the Indian Ocean, from South Africa to Australia. This portion of the British Commonwealth includes strategic gateways to the Red Sea and at Singapore; it also includes India, by far the most populous British-ruled land, equal in area and population to Europe without the USSR. Since the Burma Act of 1935, Burma, with its 16 million people, has been separated from India. The British Commonwealth consists of six self-governing members and their dependencies. The United Kingdom of Great Britain and Northern Ireland is the imperial focus, and controls most of the dependent areas. The five dominions, however, are of equal status with the United Kingdom, are virtually independent but have the same king, and many hold dependencies in their own right. Canada and Australia, two of the large, sparsely peopled areas of the world, constitute PACE XII 49.294 of the area but only 3.2% of the population of the Empire. AREA AND POPULATION: BRITISH EMPIRE Land area Total sq. miles population (000’s) (0005) British Commonwealthlof Nations 13,030 549,448 United Kingdom and Dominions ...... 7,112 78,171 United Kingdom (Great Britain and Northern Ireland) .............. 94 46,217 Eire (Ireland) ................................ 27 2,968 Canada ............................................ 3.467 11,420 Australia ........................................ 2,948 6,402 New Zealand .. ............................ 103 1,574 Union of South Africa .................... 473 9,590 India .................................................... 1,576 . 388,803 Colonies, Protectorates, Protected States, and Mandates . ,, .. .. 4,342 82,474 In Africa (including Anglo-Egyp- tian Sudan) ................................ 3,276 49,375 In Asia ............................................ 549 28,238 In the Americas .............................. 284 2,849 In the Pacific ................................. ‘ 229 1,400 British ......................................... 18 362 Australian .......................... ‘ .......... 210 965 New Zealand .............................. 1 73 In Europe (Gibraltar, Malta, Cyprus) ...................................... 4 611 28. FRANCE The French possessions embrace small remnants of the 18th century empire which included Canada and Louisiana, but most of them have been acquired since 1830. Indochina is the most populous single colony, with 23 million people, equal to slightly more than half the population of France. The largest block of French territory is in Africa. The French possessions in northern, western and equatorial Africa have a combined area one-third larger than that of the United States, and have a population approximately equivalent to that of France. Northern Algeria is politically an extension of European France. France owns many islands throughout the world, in the West Indies, in the Indian Ocean and in the Pacific, among them being New Caledonia and the island of Madagascar, a little larger in area than France itself. AREA AND POPULATION: FRANCE AND POSSESSIONS Land area Total sq. miles population (000$) (0005) France and Possessions ...................... 4,865 110,877 France .............................................. 213 4 1,907 Possessions ...................................... 4,652 68,970 111 Africa ...................................... 4,263 41,398 In Americas ................................ 36 611 In Asia .......................................... 344 26,864 111 the Pacific ...................... , ....... 9 97 29. JAPAN, PORTUGAL AND SPAIN JAPAN (1930). The Japanese Empire 'is of recent date, having been acquired since the opening of Japan by Com- modore Perry in 1854 and the restoration of imperial power in 1868. It now includes over one hundred million persons with three-fourths of the population in Japan Proper. Formosa, annexed in 1895 after the Sino-Japanese War, was the first large colony. Karafuto was acquired in 1905, after the Russo- Japanese War. Korea was annexed in 1910. The German islands in the Pacific lying north of the equator were seized during the first World War, were obtained as a mandate from the League of Nations, and were retained when Japan with- drew from the League in 1935. , Manchuria, in China, now with over forty million people, was invaded by Japan in 1931, is manipulated as a puppet state, and is not formally part of the Japanese Empire. Man- churia is not included in the following table. Ma‘s Sic—t— may be negotiated day after day by different means of trans- port. Human porters and animals must eat, rest and sleep. It is here assumed that motor trucks are operated by a single driver, who must stop to eat and sleep. Freight trains change engines and crews and may move almost continuously, day and night. Steamships carry changes of crew and keep going day in and day out. Airplanes may change pilots and naviga- tors and continue for more than. twenty—four hours, stopping only to refuel. Range is here indicated on the basis of employing all load- carrying capacity for the purpose of transporting fuel (for engines) or food (for men and animals). This is, of course, not the usual sense in which the term “range” is used, but it is a measure of relative efficiency. It has seemed necessary to assume that water is available en route. If porters were carry- ing sixty pounds of food apiece, they could go about 300 miles before they had eaten the entire supply. On the other hand, a Diesel freight locomotive hauling fuel tank cars might go about 85,000 miles before using up its fuel. C osts per ton-mile. The costs in all parts of the world shown are in terms of currency of the United States. Primitive trans- port under good conditions seldom costs less than 10c per ton-mile, and usually much more. Rates for porters and pack animals are quoted only for specific trips or routes, because they vary so greatly, but they may exceed $1.00 per ton-mile. The hauling of freight by dogsled, always in relatively small loads, may cost more than $10.00 per ton-mile. The costs by railroad range from approximately 7/100 per ton—mile in the United States for readily handled bulk freight where the cars are loaded going in both directions to nearly 50 per ton-mile in some of the countries in Europe, but on narrow-gauge rail- roads in rugged country the cost may be considerably higher. In terms of local living costs, hauling freight on the Japanese narrow-gauge railroads has been relatively much higher than the rate of less than 10 per ton-mile reported on the basis of the exchange ratio between the yen and the dollar. Deep— water ships operate at much the lowest cost in transporting bulk cargoes. Air freight rates are not well established, vary greatly, but are being reduced. There is as yet no basis for expecting that they can become as cheap as any of the surface means of motorized transport. Ton-miles per dollar. These figures are merely the recipro- cals of the cost per ton-mile. The superiority of mechanized transport, however, so far as cost and human effort are con- cerned, is better shown in terms of ton-miles per dollar. Maximum load. The load that can be transported by a sin- gle human porter or by one pack or draught animal is so small that it would not be significant to make a direct com- parison with the means of modern transport. Therefore, all three primitive means of transport here shown give figures for 100 men or 100 pack animals or two-horse teams. It will be noted that one airplane, at the present time, may carry as much as 300 men can carry. Ton-miles per day. This is one of the most significant com- parisons in the relative efficiency of different means of trans- port. A single airplane, for example, may accomplish as much as approximately 33,000 porters on established trails. General comparison of the means of transport. Modern mechanized surface transport of all types is much more effi- cient and economical than primitive transport. N 0 matter how small the pittance which is paid to human porters, or for the service of pack animals, the cost, either in terms of human effort or of money, is very high. Air transport cannot be effectively studied on flat maps; it is much better to use globes. Because airplanes may fly with- out deviation over land and sea alike, direct relationships be- tween places on the earth’s spherical surface, depending solely upon differences in latitude and longitude, have acquired meaning for the first time in history. At the present time, how- ever, commercial air transport is still basically limited in its choice of routes by prevailing weather conditions suitable for flying and the location and spacing of refueling stations where aviation gasoline and other supplies can be obtained by uti- lizing surface transport facilities. The following extract from an address by the Honorable Robert A. Lovett, Assistant Secretary of War for Air, deliv- ered in New York, November 10, 1942, provides a practical comparison between movement of freight by surface vessels and by cargo planes: Let us suppose that our problem is to move 100,000 long tons of supplies per month under present wartime conditions, from San Francisco to Australia, a distance 1’ AGE XI of approximately 6,500 nautical miles. How many planes of existing 4-engine cargo type will it take? How many cargo vessels will it take? How much personnel? Will we need tankers? And so forth. The following simple comparison will give these answers. Number Crews. Fuel Tankers Surface Vessels 44 3,200 165,000 bbls. 0 ( EC Type) (including gun crews) Cargo Planes 10,022 120,765 8,996,614 bbls. 85 (4-Eng. C-87 (flight crews ( overseas (large Type) only) requirement) size) 24. OVERSEAS SHIPPING ROUTES The primary purpose of this map is to show sailing dis- tances between world terminal ports. The selection of the routes is not based on any measure of their relative commer- cial importance in world trade. Distances from anchorage to anchorage are indicated along the routes in nautical miles. The routes are shown as great circles, rhumb lines or com- posites. A great circle route is the shortest distance between two points on the surface of the earth. On any map projec- tiOn, with the single exception of the gnomonic, most shipping routes are depicted as curved lines. A rhumb line is a line of constant bearing on the sphere, but only on the Mercator projection is it shown as a straight line. On the Miller cylindrical projection used for this map, as in the case of the Mercator projection, all great circle routes appear as curved lines, with the exception of those along the meridians and the equator. 25. RAILROADS AND POPULATION This map shows the relation of the world’s railroads to its human inhabitants. The railroads are shown in unusual detail for a map of this scale. The heavier lines are through railways, but there is no attempt to distinguish between broad, stand- ard and narrow gauges. A railroad shown by a thin line in one part of the world may have a greater capacity and may carry more traffic than a through railway in another area. The diagrams on Plate 23 show that railroads move people and goods at lower costs and higher speeds over greater dis- tances than any other means of land transport. ‘ Because the initial capital investment in railroads is large, the resources of the land and the industry of its people must justify the development of this means of transport. Great in- dustrial and commercial areas, like western Europe, eastern United States, and Japan, with their large centers of urban population, increasingly relied on rail services as their econo- mies grew in complexity until now these parts of the world are covered by close networks of rail lines. Other areas with extensive railway development include Argentina and India. Elsewhere large populations are almost totally without rail services. In these areas non-specialized home industries and subsistence agriculture have generally prevailed, and only recently has the need been felt for large scale movements of ' men and goods. There are also vast, sparsely settled regions not served either by railroads or by motor roads, at least in part because of the lack of potential traffic, although the need for mobility may be great. Such regions are traversed in some places by isolated rail lines which connect established popula- tion centers or tap remote areas producing raw materials required elsewhere. A large part of the world’s population lacks the benefit of railroad services. China, with its dense population, has few railroads, and southeastern Asia is also markedly deficient in this respect. Where there are populations without efficient and economic means of transport linked to major world systems by sea or land, this deficiency must be eliminated if famines are to be prevented and the economic level of living is to be raised. Near ocean ports and rivers navigable from the sea those needs may be met, in some instances, by building good roads. Where there are relatively dense populations living well in— land, the transport deficiency may not always require the construction of railroads; it may be met by developing motor roads or airplane services, although this is possible in the present stage of transport technology only where petroleum and its derivatives can be brought in by navigable river, rail- road or pipeline. 'n AREA AND POPULATION: JAPANESE EMPIRE Land area Total sq. miles population ( 000’s ) _ ( 000’s ) Japanese Empire ............................... 263 105,226 Japan Proper .................................. 148 73,114 Chosen (Korea) ............................ 85 24,327 Karafuto (Japanese Sakhalin) ...... 14 415 Taiwan (Formosa), [including Pescadores Islands] ................. 14 5,872 Kwantung Leased Territory ......... 1 1,367 Mandated Islands .......................... 1 , 131 PORTUGAL. The Portuguese possessions, with a population of nine million, embrace islands in the eastern Atlantic and colonies in Africa, including Angola and Mozambique, each of which is larger than Texas. About one and one—fourth million people in the more distant Portuguese India, Timor, and Macau are reminders of the Portuguese discovery of the sea route to India and early trade with the East Indies and the Far East. AREA AND POPULATION: PORTUGAL AND POSSESSIONS Land area Total sq. miles population (0005) (000’s) Portugal and Possessions .................. 8_39 15,911 Portugal (including Azores and Madeira Islands) , ...................... 35 6,826 Possessions ....................................... 804 9,085 In Africa ...................................... 795 7,876 In Asia ........................................ 9 1,209 SPAIN. The Spanish colonies and possessions Of today are small, with a population of less than a million. They comprise islands and coastal tracts in northern and western Africa. The vastly greater American empire of Spain slipped from Spanish possession, chiefly in the revolutionary period of 1810 to 1820. The final American possessions were lost in the Spanish-American War. The remaining Spanish islands in the Pacific were sold to Germany in 1899 and were captured by the Japanese in the first World War. AREA AND POPULATION: SPAIN AND POSSESSIONS Land area Total sq. miles population (0005) (0005) Spain and Possessions ........................ 323 27,111 Spain ................................................ 195 26,223 Possessions in Africa ...................... 128 888 30. ITALY, NETHERLANDS AND BELGIUM ITALY (1934). Italy acquired overseas possessions chiefly in the present century. Italian colonies in North and East Africa are of large size, but with only two and one-half million per- sons. Italy occupied Ethiopia from 1935 to 1941 in an attempt to unite its East African colonies and acquire a highland perhaps rich in minerals and suitable for white settlement. AREA AND POPULATION: ITALY AND POSSESSIONS Land area Total sq. miles population (0005) (0005) Italy and Possessions ......................... 1,010 45,047 Italy ................................................ 120 42,445 Italian Aegean Islands .................. 1 140 Possessions in Africa ...................... 889 2,462 THE NETHERLANDS. The large, populous, and rich Nether- lands East Indies constitute the principal overseas possession of the Netherlands. This group of islands, with an area Of 735,000 square miles, which is spread over an extent of the earth’s surface comparable to that of the United States, pro- duces petroleum, tin, and a wide variety of tropical agricul- tural products, including rubber. Some islands, notably Java, PAGE XIII with two-thirds of the sixty million population of the archi- pelago, are very densely populated and intensively cultivated while others, such as Borneo, are still very sparsely peopled. In the Americas, the Netherlands possessions comprise the colony of Curacao (five and a half small Caribbean islands, p including Curacao and Aruba), and Surinam (“Dutch Guiana”) in South America. AREA AND POPULATION: NETHERLANDS AND POSSESSIONS Land area Total sq. miles population (0005) (000’s) Netherlands and Possessions ............ 798 68,929 Netherlands .................................... 13 7,936 Possessions ...................................... 785 60,993 In the Americas .......................... 50 266 In Asia ........................................ 735 60,727 BELGIUM. Belgium has a single African colony, the Belgian Congo, and Ruanda-Urundi, a territory under mandate of the League of Nations. The Belgian Congo is more than three times as large as the state of Texas and has a population of ten million. It is a source of tropical agricultural products and has, in the falls of the lower Congo, the greatest potential water power in the world. In the southeastern part of the Belgian Congo is the rich copper field of Katanga. Ruanda- Urundi, a small, densely peopled territory contiguous to the Belgian Congo on the east, has an area of 20,000 square miles, and a population of three and one-half million people. AREA AND POPULATION: BELGIUBI AND POSSESSIONS Land area Total sq. miles population (0005) (0005) Belgium and Possessions .................. 934 21,544 Belgium .......................................... 12 ' 8,092 Possessions in Africa ...................... 922 13,452 O : *«:,J ”-4-,“ — “-m- A..._-‘ PROVISIONAL EDI Tl ON ii 377a , Nrfiéka-yama‘ = .3945 Mt. Pu 29 ' —'"k I/ 1/0” ’ Gfldhfi . Igg 2 , 50;. J PRINCIPAL CLASSES OF LAND FORMS ’ Plains V - E v. L IIaiII E 67 - Plateaus and tablelands 1 " SDU'ces / 1 _ i. ; // . 1;- ; / - HIII lands ‘ .’ I” t. Kosciusko I 2234 y / . Sinusoidal equal-Iron proioction / ’ Mountains (Heights In meters) 1; Scale 175.000.000 i . ‘3 45‘ o 1.000 2.000 smug Mllos as‘ ' C. San Valen ‘, I ‘ ‘ ‘v ‘ I l I 1 ' 1 ' ‘ 1 ‘05 ‘ . 0 1.000 2.000 3.000 Kilom-tars " 1 (After Finch and Trewariha. "Elements of Geography,” 1936. /‘ . . Plate Vll,“Landl0Im Reg/ans," with minor modifications) GFBDMC scale, "“9 9" all 93"?”9/5 of IaIitude, and 0" straight (vertical) meridians " ‘ / \ I I / / \ E 1058-6 A Hm ‘ Co” m” Prepared by AMERICAN GEOGRAPHICAL SOCIETY forlha DEPARTMENT OF STATE . . T a “Na '2! .2“ l-wn .14... 5* m A” .-_‘.‘.A,‘.~7m. \W‘W m 1—.“ - ‘_ ‘ .' “‘ a o " v r % :::-;:.. .' .3, 3v): 1: 3r:‘.::-- 2’: y i 1"; ")1; >":-)l,a) oo , ,, ... - , y 1’ 30 , , PROVISIONAL EDIT/0N OCEAN CU RRENTS ANli ,SEA ; lCE 2° 1 ,3 £313 3 3 ) J ‘ ) ) 1 a y 135' 150' 165° 180' 165° 150' 135' 120‘ 105' 90' 75' 45' 30' 15' 0’ 15' 30’ 45' 60' 75° 90' 105' ' 120' 75° CU RRENTS ’45 - SEA ICE A Cold current Warm current Average limit of polar pack. inaccessible to free-sailing ships 3 _ Average maximum limit of ice preventing navigation by heavily built vessels EggggzguiLéfiggreflmgitfig Average maximum limit of pack and land-fast ice affecting normal navigation ' ’ h , I ' m Drift per hour(Each thin stroke below (in southern hemisp ere the abso ute maXImu ) shaft indicates ’/4 nautical mile) -'--' Average maximum limit of icebergs and drifting ice (western North Atlantic) _°_’ d'ifl """ ' Absolute maximum limits of icebergs X x x Exceptional positions of icebergs (North Atlantic) Regions accessible to heavily built vessels: . 2to4months I! 1o5° 12L: 135° 150° 165° 180° 165C 150" . 135° A. Moon & Co., Inc 1059-6 120° 105° 2 months or less “3'1: with icebreaker assistance. 331::- 4 to 6 "‘On‘hs 2 months or less 75" 90‘ 105C 120° Prepared by AMERICAN GEOGRAPHICAL SOCIETY tor the DEPARTMENT OF SYATE - ”a an": 3 6‘ kw!» Run-s.- a.“ 371‘ _‘, mn‘.” “Ame. .4... 5‘ “m... ,dpzmufl‘c MA;.._— H .: m. M A,“ w?» 1... a.» PROV-IS IONA L EDIT/ON -;+:\—i it: 7\5° \ \ . \ \‘x \r;\ \11 ‘ v.2. \ B. DRY 3. Low Latitude Dry Climates W? Low Latitude Desert Low Latitude Steppe /’ 4c, h/IV ,30L, :543 i i, 5°C.. TYPES OF CLIMATES A. TROPICAL RAlNY C, HUMID MESOTHERMAL 1. ' Tropical Rainforest ' 5. - Mediterranean 1t Windward Coasts ' 1m Monsoon Type 6. - Humid Subtropical 2. E : Tropical Savanna 7. - Marine West Coast D. HUMID MICROTHERMAL 8, Humid Continental Climates 4. Middle Latitude Dry Climates 4a. 4b. Middle Latitude Desert 8a. 8b. Middle Latitude Steppe 9- E. 10. [:1 Tundra POLAR 11. Long Summer Phase Short Summer Phase " ,, Subarctic Ice Cap H. UNDIFFERENTIATED HIGHLANDS 45 2077 A. Now! I: Co, Inc. " “3 Jrrareao Le 31 ‘ ) 3 3) 9, a a a ’ ’ 3 B )J ) 3 a a 5 a 3 ,3 a 3, - ’3 3 3 3 J 2 2 3 J a . g ) )3? s g a i ’a" J J, 3 3 9 ’ ) o CLlMATE ’3 f 3 =' ) 3 — L. Sinusoidal equal-am projection Scale 175,000.00!) :5 45‘ 0 UPC 2.01) Statute Mlle: 45‘ L4 L ‘ I I l l 7 T l l r 0 1.000 2.000 3.000 Kllomotors — Graphic scale, true on all parallels of latitude. and on straight (vertical) meridians BRANCH or RESEARCH AND ANALVSlS. oss. a» or M”. _..... ’,_¢;~’rr'fl ,V a“ ”‘3’ w _.‘A-\“‘~f"'u'?..",’ 1-a":u,§rv.—‘-— : «- ___,_. ~—u-—-—r v v4--—-— nu:- aw Uuuyu v ,v i a 2 a ) 7 ) N 3 ) a u') 7 > FROVlS/ONAL EDITION , - NATURAL VEGEffi-HQ LOW LATITUDE FORESTS Tropical Rain Forest Lighter Tropical Forest (Semi deciduous) Scrub and Thorn Forest MIDDLE LATITUDE FORESTS Mediterranean Scrub Forest Broadleaf and Mixed Broadleaf-Coniferous Forest Coniferous Forest GRASSLANDS I Savanna Prairie .. Sinusoidal equal-urn projection Steppe (Tropical and Middle Latitude) Scale 195,000,000 DESERTS 45‘ 0 1.000 2.000 Smut. Mlle: ‘5' IL . A 1' 1 l ‘ l I I 1 Desert Shrub and Desert Waste 0 1.000 2.000 3.000 Kilometers Tundra ~ Ice Cap Graphic scale, true on all parallels of latitude. and on straight (vertical) meridians Undifferentiated Highland . .i Modified from Finch and Trewarfha \\ X I / / \ I 2073 / s A. ”m . c,” my ' ’ ' BRANCH or RESEARCH AND ANALYSIS. oss. -.——- ’0‘- .4“ my... —- ~ mm, PROVISIONAL EDI TION vuuu '- v u “v 4 III; 0., M {54’ "" [7 l '1 Tundra Podzols (with much bog) Gray-Brown Podzolic Soils Lateritic Souls Prairie Soils and Degraded Chernozems Chernozems and Reddish Chestnut Souls Chestnut and Brown Soils Slerozems and Desert Soils Soils of the Mountains and Mountain Valleys Soil Material Largely of Alluwal Origin r, /// A; / ‘50 / Modified from U.s,0.AV Yearbook 1941 l: 1 I Sinusoidal oqual-Im projection Sell. 1:75.000.000 1n!) 2.000 Slim“ Milo! ‘5‘ n l I I l r _ 1.000 2.000 " 3.000 Kliomoton Graphic scale. true on all parallels a] latitude, and on straight (vertical) meridians lI'I 2079 A, no.» I 154.. Incl, BRANCH OF RESEARCH AND ANALYSIS. OSS. _, “N. m PROVISIONAL EDI T/ON 105° 120° 135' 150' i 65" 165‘ 150' ‘135' 120° 105° 75' 30‘ Greenland GRAPHIC LINEAR SCALE : . AREIC REGIONS (Generally contributing Scale on the equator 1110000900 | ‘i - no Surface Drainage) : 4:) I . 15' I _ 45° | ENDOREIC REGIONS (Surface Drainage ' : not reaching Oceans) : I I l EXOREIC REGIONS (Surface Drainage reaching Oceans) " T I ' - ,s .- | ‘ - Atlantic Ocean - Indian Ocean ‘ . I ~ ' 75 0 100 500 600 700 900 1 75 : - Pacific Ocean - Arctic Ocean \ 1 . Statute Miles 1 . ° W I i .. -- [ Miller cylindrical projection ' . 6° 0 t L l J ‘ I 1 105° 120° 135° 150° 165° 130° 165“ 1500 135° 120° 105° 90° 75° 60° 45° 30° 15° 0° 15° 60° 75° 90: 105° 120» i 1 1060-6 A‘ Move ‘ Co" Inc. P10997011 by AMERICAN GEOGRAPHKZAL 5&an '0' in. DEPARTMENT OF STATE PROVISIONAL ED/ Tl ON ) ) I \ 1 , , » ) I ~ I J’, {'1 )‘ps. , ,H , ‘_ ; )3 ) 059%” DISTRIBUTION OF‘ PaPuLAIIQN, 3;; g8§ b ) ‘ - 50.000 persons CI'ties are represented by spheres whlch are proportional in volume to the metropohlan population. '- City of 500.000 0 City of 5,000,000 L ' \I ll ,1 II I 1 4’ [l-sl .31 f‘ J) ' I l' r - d 1):] “I. I ~§§t .,‘ Sinusoidal canal-cm prohcflon Sell. l:75.0N.000 § T moo Gnohic scale. true on all parallels of latitude, and on straight (vertical) meridians 13:00 I I 2.000 2.11110 Smut. Ml!“ . 45‘ I 3.000 Kllomhu l / 1061-6 A. no.» I. C0,, In. Compiled and drllfled by OFFICE OF THE GEOGRAPHER. DEPARTMENT OF STATE; an: mfi-v van—ghmwzaywp um guns» N2: w" < PROV/SIGNAL EDI TION / 45%;?- u I 4' il‘l 4 L4,; \ " ’ 'l W. p , .1" 7 I 1 ~« 1}} \\§ A" Modified from de Geer Germanic Basque Romance Languages Caucasian Dravidian Celtic Papuan and Negrito Slavic Lithuanian and Latvian Bantu Greek and Albanian Sudanese Group-Negro Iranian and Armenian Hottentot or Bushman lndo-Aryan Australian Negro Semitic Hamitic Finno-Ugric Samoyede Turkish Mongolian Tungus Sino-Tibetan (Chinese) Mon-Khmer or Annamite Munda Malayan-Polynesian Japanese and Korean Chukchi and other languages Eskimo and Aleutian Indian language families Ainu Ger Sinusoidal equal-area projection Scale 135,000,000 45 45‘ O 1.000 2.000 Statute Miles 45' : n n I 1' I l l I 1 I J 0 1.000 2.000 3.000 Kilometers Graphic scale, true on all parallels of latitude. and on straight (vertical) meridians ‘ \ i. i / A. NM" L (20., Int, . BRANCH OF RESEARCH AND ANALYSIS. USS. “a ‘ _..._.........__. m-.. PROVISIONAL EDI T/ON fivfii l-,,,_t_ V, ,7 I J £ ,1 r , , ,'-’ _, ,»I l I} / I, / I, I ,' L4_,4\ .' 1" I r 45%v—--,‘a‘~-7 ! / l d U ‘ . I I-I ' , , v7 q; + I “x ' Southern Buddhism and more or less fused) '- Japanese Religion (Shinto : and Buddhism superimposed) J in about the proportion 4:3;3) lslam: Sunni Moslems a; :33": Islam: Shiah Moslems Christianity I Roman Catholic (Western Rite) Protestantism (Northern Buddhism) Chinese Religion (Confucianism, Taoism and Buddhism, superimposed W Hinduism . Tribal Religions _ ’3‘ Q Judaism ( Important mi» if) norities, chiefly in cities) "lilllllllll. i.. Eastern Churches (Orthodox. Armenian, Capt, Jacobite, Nestorian, - Christianity, sect not distinguished l I I 1 .000 2.000 3.000 Kilometers Graphic scale, true on all parallels of latitude, and on straight (vertical) meridians . viii i3, : ——““I 30' WW / l , ' ,/ / (I i Sinusoidal «an-Lara: proi'oction Scale 115.000.0013 1 .000 2.000 Stltuto Miles 45' l J I l l / 1062-13 A, Noon 5 Co, Int: Compiled and crafted by OFFlCE OF THE GEOGRAPHER. DEPARTMENT OF STATE 1 , PROVISIONAL EDI Tl ON .2000 )0 gave: uuiuv ) ) a 0.1.20.4 0.2000 PREDOMINPtNTDEzCQNQMtE’g o: :0: ll; 1 e )3)))) 97300: /(’ / // L’-r‘4'\ , ,1“ I r . - c 455*," f, ‘8‘“ 7 / r i I l ,’ :1 '/ t )1 ‘/ /. ‘ -Ll' Principal Fisheries Stock-Raising on Ranges Cattle Sheep Reindeer Forestry, Hunting, Fishing. and Primitive Agriculture Lumbering Primitive Hunting, Fishing, Collecting Agriculture: Extensive, intensive, StockvRaising on Farms Manufacturing and Commerce 0 n 0 Mining and Mineral Collecting, Quarrying Mot/(lied //om Goude's School Atlas Sinusoidal equeI—eree projection Selle 1:75.000.000 1.000 2.000 Statute Miles 1 x J 1 l I l l V 1.000 2.000 3.000 Kilometers Graphic scale, true on all parallels of latitude. and on straight (vertical) meridians l I / 2080 A. "on! L 00.. Inc..' BRANCH OF RESEARCH AND ANALVSIS, OSS. : £71701!“ PROVISIONAL EDI T/ON Nomadic Herding Livestock Ranching Shifting Cultivation Rudimental Sedentary Tillage Intensive Subsistence Tillage, Rice Dominant Intensive Subsistence Tillage without Paddy Rice Commercial Plantation Crop Tillage Mediterranean Agriculture Commercial Grain Farming Sinusoidal equal-Iron projection Commercial Livestock and Crop Farming Scale ”5.000.000 1.000 2.0.» Statute Miles 45' l i one 1 l T 1.000 2.000 3.000 Kilometers Subsistence Crop and Livestock Farming / Graphic scale, true on all parallels ol latitude. and on straight (vertical) mend/ans ‘i \ __-. I A / 7 ‘5. .‘5 Commercial Dairy Farming \ .. S e ialized Horticulture , _ p C \ ' . (Alter Dorwenl Whiti/esey. ”Ma/or AgrzculluralReg/uns \ ,- o/ the £arln," Anna/s Assoc, Ame/lean Geographers, 7936 \\ X l / 4‘ 2081 A. no" I to , hwy, BRANCH OF RESEARCH AND ANALYSIS, OSS. PROVISIONAL EDI TION IRON ORE PRp‘DQCJ'IQIQMigsgj 4,) 3 135,3. 1063.6 n90 V I on u 0 7),.) - Mine or District producing 0 Over 50,000 Metric tons 0 Under 50,000 " " . One percent ofworld production 1938 World Total estimated at 164,000,000 tons . O 45 I 0 MIX) Graphic scale. true on all parallels of latitude, and on straight (vertical) meridians \ l Simnoidal equal-urn projection Sell. 1“!) , J l :7s.ooo.ooo 2.000 Stututo Miles I J I I 2.000 '3m0 Kilomoton /// A. Man I (30.. Inc” Compiled and drafted by OFFICE OF THE GEOGRAPHER. DEPARTMENT OF STATE PROVISIONAL EDITION FERRO-ALLOYS, PART I: MANGANESE, CHROMITE, NICKEL AND TUNQSTEI‘III,:I1938;j~, 6:2,: .314"! MANGANESE ORE PRODUCTION | 1938 Mine or District producing i 0 Over 5,000 Metric tone I oUnder5,000 " I .— I 0 One percent of world production ‘ 1938 World Total I” “I I" / /' ..::. . - ‘ 4. mf’j; «I _ /'./_ CHROMIUM ORE PRODUCTION 1938 Mine or District producing 0 Over 5,000 Metric tons 0 Under 5,000 " " \flltIln-e .1,er I 0 One percent of world ... ‘ ‘ 1938 World Total 2 ‘- 1938 (Metal Content 01 Ore) M District p 0d g 0 1.000 Metric tons 0 U d 1.000 1938 World Total estimated at 115,500 tons [ NICKEL PRODUCTION I I I I A- .-‘ ‘- I . . i one Vi ' 1 . . . "'I 030- -, 9' ,. . . , . coo" : ,4 v . , I NEW ALEDONI .' \ , ‘ n, l v ' " I estimated at 5,l07,000 tons estimated at 1,133.00010ne \ \ \ / /. I // “fiflum I ,7 , ,.' ‘x. » I». ,_ I . _ n. I,” I ., \ / 8 I § ‘ an)“ )5 ~ r ' ‘ ._ . . x . ,, ‘ \, 7" 1 fi " " I <3 ’1 h I 3:?” ‘\ let! I ’7 ‘»\ 93.- l I/ (‘3‘ p I /l' r‘ » (£1: (a n .. 2 ”,1 I 0' , . a , " - - a f " I n ) ' i " ”I I I I i W \ _ e 1 . ...»v’ t m , - ‘ ‘ . v... i (I V . . \r I. _ ‘ ' I '\ f ‘ L945, 4" .- . v” i ,I, é" U , x ,4 . . o I“ ’\ l ‘ '4 T" ‘ l _ “ - . li- ' f? I i \ ' TU NGSTEN PRODUCTION 1938 (Metal Content of Concentrates) Mine or District producing 0 Over 100 Metric tone 0 Under 100 " ' 0 One percent of world ... ‘ 1938 World Total estimated at 17.974 tom 0 ‘ / t W 9/ - 41/ I I . i -_ .g. .- it - . I ... , I _ -. 9' . , / ,« . j. _ . e . ' AUSTRALIA 0.. I . / <9 $4,"...‘1. ~m. 2er Aye. E .e un’_ ...“.\.- ...L.-"c m". M.-¢.-” , PROVISIONAL EDI T/ON FERRO-ALLOYS, PART II: MOLYBDENUM, COBALT, ANTIMONY AND VAMfi'Ul/tv 193123 5; ’15,, Ogle a. "fut a... ) 90D and)»: rat/1:1" ‘- n- We“ ,rtifi" ,7 x ,’ «J. MOLYBDENUM PRODUCTION — 1938 (Metal Recovered from Ore) Mine or District producing 0 Over 100 Metric tons 0 Under 100 " 0 One percent ofworldjuoduction 1938 World Total estimated at 16,500 tons .“i a! l 7‘ x \ ,rc "W i I? \‘x , \ \ e \ \ \ \\ x \ tx‘ K ~e\ .“o e , ~\_ \\ ‘\ _ -- sn- COBALT PRODUCTION 1938 (Metal in Ore, Concentrates or Smelter Products) Mine or District producing 0 Over 500 Metric tons 0 Under 500 “ 0 One percent of world p: ‘ ‘ 1938 World Total ~ _ estimated at 4,190 tons I ‘ l l l l ‘1. l t l . x: “sew ‘ r)” —~ L i x \‘ij l (x v a \ I R3“ HODE Aug * 7 «Mu no ' I21 {I 0,. UNITE STATE ANTIMONY PRODUCTION 1938 (Metal Content of Ore) Mine or District producing 0 Over 100 Metric tons 0 UnderlOO V . One percent of world u. ‘ 1938 World Total estimated at 35,600 tons ”Ml null-m rohetton Out. lflmJlli Y fflGERI A‘ o~ I? , _ i r a; TVAK'GE: :13 i «r 4% a LY ;, ' \\\\\ / 3. O... O ‘VNVK . i ‘ U ITED STfTES :: ‘ VANADIUM PRODUCTION ‘ (Metal in Ores and Concentrates) Mine or District producing 0 Over 300 Metric tons 0 Under 300 . One percent ofworld p. “ " 1938 World Total estimated at 2,670 tons / kale 130.000.1300 or . co . ~ I NOR ERN . h 7\ ESIA ..4 \ ,_i h l , , 1065-6 A, New I 6a., IM: Compiled and dratted by OFFICE OF THE GEOGRAPHER. DEPARTMENT OF STATE pROmWL WON NON-FERROUS METALS: COPPER, LEAD, ZINC, TIN AND mgaunEY, .1332’3355, 31:6, COPPER PRODUCTION 1938 (Metal Content of Ore) Mine or District producing 0 Over 5,000 Metric tons 0 Under 5,000 " 0 One percent ofwortd production 1938 World Total estimated at 2,039,000 tons t. 4 ’ V: ' _ i . i: . ,, $ -, . 9' A o ‘ ‘. . ‘ , . AUSTRALIA ' o . o fi/ ZINC PRODUCTION 1938 (Metal Content of Ore) Mine or District producing 0 Over 5,000 Metric tons 0 Under 5,000 " " 0 One percent of world p. 1938 World Total estimated at 1,888,000 tons 4 «3: AUSTRALIA.... Strum-l ecu-Ian- uni-cm l Sal: msmooopoo l \ LEAD PRODUCTION 1938 (Metal Content of Ore) Mine or District producing o Over 5,000 Metric tons 0 Under 5,000 " " 0 One percent of world p. 4 ‘ 1938 World Total estimated at 1,775,000 tons 'v’ \\l/,/I"/ / 9M count-m moon Iain I a normal: I\ Q; . o . " -‘\ ,_ “:93- cmgm 0 \9\ T Q 9 DLA 00. o u‘ "(0.. 'uo‘oUNn“ TA I 0% o o. O A” 00,00 0 .J. ' I 110' ID‘ I . I.‘ I ‘ ..'./ , (Nefn ‘ - x I; "-"“ sun-V.- Y A «w U 9.. ) fi'y‘i I- 23: /' I? 1938 PRODUCTION TI N ' M ERC U RY (Metal Content (Metal Recovered of Ore) from Ore) Mine or District Production in Metric Tons 0 Over 1,000 ‘ . Over 250 0 Under 1,000‘L 0 Under 250 One pe.rcent ofworld p. 4 Estimated world production 1938 164,000 tons ] 5,114tons 1066-6 A, Noon ‘ Co” Inc. Complled and drafted by OFFICE OF THE GEOGRAPHER. DEPARTMENT OF STATE PROVISIONAL EDITION ALUMINUM ORE, SULPHUR (NATIVE), POTASH AND PHOSPHATEfQRiE. 1938» ’).> )1 ) ,17, 0° 9)) 14+ )) 0)) )) . I» . a .. , {J ‘17" ' - .1 I; A A! ' ' ’—I I ALUMINUM one ‘: PRODUCTION—1938 1 Mine or District producing ‘ e Over 150,” Metrictons E 0 Under 150.000 ' ' I 0 One percent olworid production 1 I 1938 Work! Total estim' tied at 4,167.01!) tone L- 1 my . “~ ' ed Clea, r .1; ‘ j if v i 1&1, ‘Hfil; , \‘v’: ‘lx V/ ’ F 83% ‘e, .j z: “1 to y. . V , g {Iluirv‘e - .'.I 1.000 :12". , - in .31 POTABH PRODUCTION l 938 mac-second) Minot-Mid producing e 0"in Metrictone e Underimm " " QOIuwm-fldwoddoroduction 1938 World Total utm' led at 3,019.“ tom \ ‘ 03‘ v 0 . an x ..... ._ . .0. 0.. x \‘ U ! SULPHUR (NATIVE) l PRODUCTION—1938 ] Mine or District producing 0 Over 10,000 Metric tone 0 Under 10,000 " " . One percent of wortd production ‘ i 1938 World Total estimated at 3,065,000 tons _V,. "I; 1 1 l .,I_ , . W I ":o ', '/ Kg,“ , I .l. g , - ' . ‘ .../‘ ‘ ~ /" T" / . / “flan-In 1 ”I”. U I I 1 J L PHOSPHATE one PRODUCTION —1938 Mine or Dietrict producing ° Over 60.“ Metric tone 0 Under 50.000 " ' 0 One per-cent of world nroduction 1938 World Total eelivneted It ”534.300 tone Alto-«l 00., m Compited Ind mm by OFFICE OF THE GEOGRAPHER. DEPARYMEN T OF STATE 5 .,, ' > :)) a ’18 ; .\ / PROVISIONAL EDIT/ON FUEL AND POWER PRODUCTION°|N 112937, ’ :1 7" v'-’" ’J NITED KING ; 411 N, . BELG-LUX. 51 A ) V\ P” ‘ 8 , / . ‘ FRANCE / i v\ 93 a ‘ 4 -o A” , . 1 . ' . \ SCIIC U - s’ i? MANr‘Hr‘imA A A 1130,0001)” ”l ‘ . . JAPAN . ‘ «5‘41 ’ CHINA 9' O (excludm .,.hunu> ,309, ‘51-: ‘ ac. 1' :5- ma? ' RINIDAD 5 Coal and Lignite Fuelwood and Fuel Peat Petroleum, Shale Oil, nd Natural Gasoline < < < Maura. Gas < Hydroelectric Power Only the predominant luel is shown m comm/es where Iolal filadL/EIIOVV was equwalenl (a less than 5 Dill/an kl/owalt hows In 1537, . 1,000 100 OD PRODUCTION SCALE ln units equivalent to billions ‘RGE TINA 9 I. H! 45- of kilowatt hours Fuels convened Io electrical umls 3! 20% 2/77”!ch Ploduchon equivalent [0/255 Man I bill/OI] units 15 no! vndlcaled. Sinutoidal mud-urn proloction Sell. 1 175.000.000 Grap'hic scale. true on all parallels of latitude. and on straight (vedical) meridians O 11!!) 2.000 smut- Milan ‘5. I A A n A L l I l I I f 0 1.000 2.000 3.000 Kllomohu \l// 1068-6 A Nun G (30., m. Compiled and draflad by OFFICE OF THE GEOGRAPHER. DEPARTMENT OF SYATE PROV,S,ONAL EDIT/0N FUEL AND POWER CONSUMPTION W 1937 3’ )1? y . ‘ v v u v a. a. c- 0 1 w) ’3 )‘;,w) ,, )331)!“ 7)) ) I ) 3 ) ) x ) i I n a , V. . ONG KONG l .Ffi NBC-CHINA Coal and similar fuels < Fuelwood and Fuel Peat ‘@ Oil and similar fuels V 1000 Manufactured and Natural Gas ‘ Electricity CONSUMPT'ON Only the predammanl fuel is shown 117 countries SCALE wherelotalconsumplran was equivalent ta less "1 UNIS equ'va'ent to billions UNITED KINGDO 847 ‘. PE VERDE mwcsr mfil—LDS ; (E) r lx ,7 V l _.‘ .\ M ' ' l r than 5 billion kilowatt hows m 1937 of “hm“ “”5 fuels converted to electrical units at 20% efficiency, Consumption equivalent to less than 1 bl/llbfl units is not indicated. a £3 ... 11‘ \ Sinusoidal equal-Iron projection Scalo 1:75.000.000 v 1.000 Graphic scale, true on all parallels of latitude, and on straight (vertical) meridians l 2.000 Sutuh Miles I l / ‘5. I T 2.01) 31110 Kilometers l// 1069-6 A. "Dan I Coy. 'ch. Compilod Ind drlfbd by OFFICE OF THE GEOGRAPNER. DEPARTMENT OF STATE The Inna-European movements shown on this inset are excluded lvom world map J I ; ) ) ) ))))) ) ’II J))) "II ) )I , v20 IRON AND STEEL TRADE),’1937V’ PROVISIONAL EDI TION 7 'l I ) ) - ) ) )A ) ‘7 I ) ) ) 1 ’ ) 1 ) ) ) I ‘ \ ,,’r’) 7) ’,,’)))TI 180‘ 155° 150- 135- 120° 105- 90° 75° 50° 45- 30- 15- 0- 155» 450° ’ , I I I )165" I I , , . "w—Y“ H 7 ,. ,7 A- - V v7-77, W _ V , _ “I I , , , W- I I l :7 I I 75= I32 J n J b r’ : a i) g I . \i “V UNITEDIKINGDCM ‘ r I . . EN k1 V 60: ‘ , - _ _ ~ , . e 'i . i i v. . . ” P‘s-55f i I I I V. 1.x ' I I I ,i‘ N ECH - 45° I — 7 WV - ‘ _ 1 3.5 I I E (I I I Scnk1130.000,000 ‘ I .D‘ ‘ EY A, I , I l ‘ I .5 f ' I I I I d I ' 4 ' , I I p TIN o E 1 ’ I <5“\ 1 ‘ mo I‘ ‘ I ' I I I I ‘ .I I I ' I TU s ‘ I I II ’ I \ I 30°I _,._.- .7 ,,,,, 7W , 7 “MW-” A» V 7‘ W, W , V ",7.4__- ,,_ ,_ " ' \ VVAA _ A 0° 1 i occo A I ‘9' . I j I I 'I E i 19 I'— , I 3 I ~ I I I I ‘ I all. . '- I ‘ lb I I - I ,_ I I} I m . I I "' °z';' .I I 15° %7 ~ »—— —~“*— ~ ~——5 5 ~—~——— Do I 15° u I A v . b I . s, :1 I I. ' / H 51' AFRICA ' I I u . I I LIP Us Y ‘I I 6" ~ “'4‘" . - 0 I I . I - " f ‘\ . On I . mo :0 \ \ I ‘ I Nan-(mums mm ‘. I 15¢ INTERNATIONAL MOVEMENT OF IRON AND STEEL IN 1937 _ R. . 15c . \ a .- Q ‘\ EXPORTS in thousands oImemc tons I \ . " ' q, ‘ b 4. : , . ‘5 ,‘ I . I DE]: IMPORTS Each square represents 50,000 metnc tons Color Indicates country or origin olmovemenl ‘ I I w I 30° 7 I T,“ ...‘ ‘5' I I Anon-an u E woo a E I \ :fl§ 55 f;- . D _ _ - , ‘ ; \‘ MOVEMENTS m thousands ofmetnctons GRAPHIC LINEAR SCALE r05 ————~*”" "I” ma ’5“ Scale on the equator 1:100.000,000 BE ‘ EXPORTING COUNTRIES I 0 1-°°° \ . AUSTRALIA . FRANCE . NORWAY ti ~__.’—-/ 45° , v- 4L0 . AUSTRIA . GERMANY SWEDEN .' D EALAND _ “ . BEGIUM-LUXEMBOURG . HUNGARY g UNITED KINGDOM - I ; I I . CANADA INDIA . UNITED STATES w I ~ I. ‘ - ‘5: 75° ' 75° .-' I . CHINA . WAN @ U553 . 0 100 200 300 400 500 600 700 800 900 1.000 (Including Man‘chuna) ' ' ’ ' Statute Miles 1 Miller c lindrical ro‘ . 609 > . CZECHOSLOVAKLA % NETHERLANDS -5 -' A._..__.. __ I y p "IMO" go, o “m . _ _7,A , r ”A W J .5 “LI .757» 4| ' o ' , I I _____ 1305 165‘ 150” 135° 120° 1056 90° 75" 60° 45° 30° 15° 0° 150 30a 45c am 75c 90c 105° 1pr 135a 1500 1655 1800 16.5“ 1070-0 I ”W " ‘" ' "“ ‘ Comleed and drafled by OFFlCE OF THE GEOGRAPHER. DEPARTMENT OF STATE ‘ E Q 1 :23: : :21: : 3:3' . j ' '1’. , PROVISIONAL EDITION STEEL PRODUCTION,*1870, 1913) AND 1939 21 4"- 5'. (I ‘59 3?? 4; l ;./ STEEL PRODUCTION IN 1939 Millions of Metric Tons Boundaries as of 19.97 10 Production in 1939 N UI J 4 / /, Wémuu I _,,_A ._ __ '_T. . N ‘ ". 7 M -. UNITED STATES GERMANY U. N ? Maximum Production during World War I cell 3% l i v-a ()1 l Boundaries as of Date of Product/on JAPAN 5 % 2 BELGIUM 2% PERCENTAGE OF WORLD PRODUCTION 1 \xk j Production in 1913 . ‘W' 5 V ’ / l / .’ Sinusoidal equal-urn proToction / Scale 115900.000 owns 10% BELGIUM 3% nussu 6% LUXEMBOURG CZECHOSLOVAKIA POLAND CANADA AUSTRALIA ... O 1 Millions of Metric Tons Production in 1870 ( Pia Iron) U" I 0732115 8% i 45 45‘ 0 1.000 2.000 Stltuto Miles 45' } A A ll . I I l T I j I / 0 1.000 2.000 3.000 Kilometers JP Graphic scale. true on all parallels of latitude, and on slraighl (vertical) meridians V / \‘i I l / / Compiled Ind drifted by OFFICE OF THE GEOGRAPHER. DEPARTMENT OF STATE I A Dashed lines Indicate Est/mated Production Data adjusted to Boundaries of 1937 Each Dot represents one Iron or Steel Works with one or more Furnaces. MANCHURIA UNION S. AFRICA RUMANIA OTHERS 137.20 . 1939 (1937 Bound) - 7635 T 1913 ‘ Millions of Metric Ton: 10716 A noon 5 69,1», w @-.-«‘__‘ PROVISIONAL EDI T/ON SURFACE TRANSPORT),DEAQII=ITI.E:S :32?) , I m )u ,) I r‘ PM ‘0 o 0))) 3. 9°))7" ’,,DI))°) liq. 1. HA. 4%;145 .\ r\Y a5» zgy&%n,¢43w : J ‘5" - k 3‘.\ \‘J .' , , ' \\\ M INLAND WATERWAYS “\“IIH” “H“ O RAILROADS MOTORABLE ROADS (Areas withm 25 Miles) INLAND WATERWAYS, Ice-bound 4 Months or more PORTS OF MAJOR IMPORTANCE 45‘ O 1 .000 2.111) Stitu to Miles ‘5‘ I I I OTHER IMPORTANT PORTS MINOR PORTS Sinusoidal oqunlvlru projection - Scull 175,000,000 :_A_A_L' n I I ' T 0 1.000 2.000 3.030 Kilomntor: / / Graphic scale, true on all parallels of latitude. and on straight (vertical) meridians I / 10726 A. Run A 09‘, Int, Compiled and draIted by OFFICE OF THE GEOGRAPHER, DEPARTMENT OF STATE PROVISIONAL EDITION Una u u ~0 w RELATIVE EFFICIENCY or PRlMITlVE AND MODERN MEANS OF TRAN P0315 .’ ,jZé, ) 12),) ‘10.. u o_ . a 1 PRIMITIVE TRANSPORT HU MAN PORTERS Speed: 15-20 miles per day Range (food): 300 miles \F/ a a -, I. I I I I A- g- E. ~- 0 V- 8- "I “P- 8- “I I -I 2-“ E- C 8: -I a. 3’ o 1 —10Ton-milos per dollar Maximum load. it!) man: 3 tons . Ton-miles per day, 100mm: 75 (0,075 of 6,) PACK ANIMALS Speed: 1545 miles per day Range (food) 5t!) miles \P/ 9. '8 10c- $1.00 (or more) 5? Cost per ton-mile: g.IIIIIIIIIIIIIIIIIIIlllflll- 1-10 Ton-miles per dollar- Maximum load, It» animals: 1.5—20 tons ”"m Ton-miles per day, 100 animals: 1125-5“) 4 HORSE TEAM (Two horses) 15-20 miles per day \ I Speed: ”Range (food) : i .350 miles Cost per ton-mile: 7c — 25c _-IIIII l . 4—14 Ton-miles per dollar Maximum load. 100 turns: 120—160 tons 2:3:2:233:321223223332333 Ton-miles per day. 100.taams: Leno-3.200 .u Speed: average number of statute miles per day Range: maximum distance that may be covered if the maximum load of fuel for engines, or of food for men or animals, is carried, thus allowing no “pay load" whatever Costs: in all parts of the world. expressed approximately in U. S. currency . 3 tons (maximum load) - 0 '1000 ton-miles per day These diagrams not only compare the means of transport which are represented on the world map on Plate 22, as to speed and efficiency, they also'include yesterday's primitive means of transport and tomorrow’s ad- ditional means, air transport. The differences between muscular power and motor power, as shown in these comparisons of speed, range, costs, max- imum load, and ton-miles per day. seem almost astronomic in proportion. When studying Plate 22 one should attempt to visualize these dia- grams as if they were depicted on the map itself. Geographical distances as measured on the earth’s surface will seem relatively unimportant in themselves. Cost-distances and time-distances will begin to assume the proportions they exercise In actual human relations. A world map of the means of transport as of 1800 A. D. would show only the use of the muscular power of men and animals, wind-driven sails, and downstream river flow. Today a world map showing transport-costs per ton-mile would reveal freight costs on land ranging from 10 to several thousand times the cost of ocean freight rates. Air transport of goods is already cheaper, as well as astonishingly faster, than primitive transport, in many parts of the earth; it therefore tendsto bridge gaps between exist- ing railroad, motor road and steamship services, at least pending the exten- sion of those more economical methods of transport. MODERN TRANSPORT RAILROAD TRAIN (Steam and Diesel) Speed: “Xi—1,000 miles per day / Range (“1805 ism—«85m miles Cost per ton-mile: 0.7c - 5c "inml 20-1‘3 Ton-miles per dollar Maximum load: 2,500 tons Ton-miles per day: 2.50mi» LIBERTY SHIP MOTOR TRUCK (10.8!) tons) (Gasoline Truck. 12—ton capacity) 1 k" Range (fuel); 110,000 miles 5999‘“ 250-50" "“35 ”may Range (fuel): 40.000 miles Speed: 250 miles per day Cost per C st ton-mile: 0 er . p 2c—Bc ton-mile: - one-0.5:: 1.000 = —IIIIIIIIIIIIIIIIIIIIIIIII -IIII 12.5—50 Ton-miles per dollar Maximum load: 12 tons o... Ton-miles per day: arm—7.2m muoo zoo—1.000 Ton-miles per‘dollar Maximum load: 121100 tons AIRPLANE (Juty. 194.!) Speed: 4.0m-6,0(X) miles per day \ {Range (fuel): 31!!) " 6"!» miles Ton-miles par day: 3.000.000 Cost per ton-mile: 15c-30c (ormora) g—Inalu-m 2" 3-7 Ton-miles per dollar Maximum load: 9 tons «0 Tonqniles per day; 25.(m oooooooooooeooooooooeeeeo 1073-G A. un- a c... one. Compiled and drifted by “FREE OF THE GEOGRAPHER. DEPARTMENT OF STATE a» .. -a‘ie. ; ,3: PROVISIONAL EDI T/ ON OVERSEAS SHIPPING E166 1 ’ 1 " a —_ , . . . ; 1 ‘ ) ) ) 105' 120‘ 135' 150' 165' 130° 165° 150' 135- 120' 105- 90- 75- 60’ 45' 30- 15- o- 15- 30- 45- 60‘ 75' 90° 7’ ‘ ,> nos 3 V . - . '5 . «Pg! 0 fig § 1“ . 9 pic '10 E I; - g1. .‘ 1* . . 5 g f -I 2 :. 750 I i / / \ 929k a. g in; ~ / . . // 5 in I a“ \/_\J-4 / . > I J ‘. 201 Ch '1: , 61'90 _ ‘ \ .1 ' 4 °I 1° | ”a ce GP I ' . ) b - fl .2 60° 5. ' 1;,- Do a 1 1 ' 0 3w _: o v. 1:), - é‘ . 0 . FB' ‘anmsu. , 9 g % DUtch/‘Idrb % . V , “W m I \ 1L .4" .: ’ °‘ '1 3/. a" N. w W 392 0 ° am“ 55° ,. s... m mam—— 45° 1° W T\ 'l 3034’ a“. ‘ Yokohama to Pinon lo. 4. 7632 C V. i _. 194 “ Qo‘ 30° 6 ‘5 0. 15° N 8 _ N Barman: __ . .. 49' ‘ c , a .c .a v ... .. 5' \ In Y’ 0° v \_‘ 0 Sam‘s an: ar A la -. 5 I. 1 15° 05 w 1 a, . ‘9. '5 a ‘1 S 30 /¢ \ yfifi \ 9 1024 , a GRAPHIC LINEAR SCALE 1 / Cape Tow to - n 5077, Sydnaz 6546 ~° . mu: “”1249 1.; Scaleonthetqum 190000.000 Q1"! g . \ B ‘ 1288 «:2 w." w" w u " . =. "Y 5” 15' ‘ 45° 5 . h. Part Stanley 1‘ \/ R " to . . . a . . O Sallmg distances are In nautical mules W ‘09on too 500 600 70° 900 1.0305 60° (1 nautical mile - 1,15 statu‘le miles or 6.080 feet) 1 . Statute Miles 1 6 . . t Sydmy to Puma Anna. 5393 we "" J Miller cylindrical projoctlon 0 fl ' | I . 105° 120° 135° 150° 165° 180° 165° 150° 4 135° 120° 105° 90" 75° 60° 45° 30° 15° 0° 15° c 30° 45° ‘ 60° 75° 910° 105° 120° L 1074-6 A. man a. 042., In Pvepared by AMERICAN GEOGRAPHKZAL SOCIETY for the DEPARTMENT OF STATE s! «393' i arr! 'C‘ 1 j, PROVISIONAL EDIT/ON RAILROADS AND POPULATION :‘:25:; In “°' ‘ 1‘; .5'5 % Railroads - 50,000 persons Cit/es are represented by spheres which are proportional in volume to the melropolrlan population, 0 City of 500,000 0 City of 5,000,000 ,' wwm .~ NV Sinuuoldfl uquaI-aru proitcuon Scale l:75.000.000 ‘ I 1 q!) I 2.900 Shh“. Milo: 05' I l f 1.000 2.0.!) 8.!!!) Kllommo / Graphic scale, true on all parallels oi latllude. and on straight (verlical) meridla’ns l / 1075-6 A. Man I: Coy, MIL. Compllgd and draflad by OFFICE OF THE GEOGRAPHER, DEPARTMENT OF STATE : 13.33: x 2“ :).))i)).) ;’01 I .."§’:: '3. 5"): : , J»); '~w.,'y ;),,: )~ . PROVISIONAL EDIT/ON THE UNITED STATES OF AMERIEA 3‘.) ; )3 02¢ a, | . l ‘ 1 l l l ‘1 -’ 2-“ a... I ‘ LLIa-wnce (V, // i ‘ ' ‘ ‘ \ ‘\\.:‘_:\; A 60° 8"!" ’ n l' I y i L we > ‘ \\\ w. : - 5.. . m. r». My / x l > . .~' 1, . \ 'em .«r‘. x . - ..- k . . a , _ _ . ‘ . qua-Mask! \ P’”’”°’"" r Alaska ‘0“) [\W \\ ‘ 101W 9]“. ‘3‘ Novoslgirsk ‘ ‘15» .' ‘ I ' / "onto \ '. ., n’ ,’ ‘V\\ (4‘ ,, 41ng- n ,, .....-»"' ' utch Harbor 6.275,? / 0;, A \ A ‘ / s (cunts? unzpuaucs ‘9 ‘ .Aiemamsmnds ,ls. /. ‘ , ' ' w. “Semipalaiinslrr _ \ Seal » ‘fi \ i. E: ____\45- 45' »_ -~ v“ 9 . lack Sea ‘ ‘Ycrrk ! d. . u \ \ . Mendocmo iladelphin \ ,. ’ * 'n tan 4 ’ . \‘ \‘ \ / San Francisco 1‘ 9 Anna . ‘ ‘ \ \ \\ :5. .Halleras Algiers R)- c; ms .\ , . C bl _. Lam" f, $5" \\ / L“ Ange ‘ wanna: “was. Madeira ‘* 5.! MC oaocrn 7 8"“: 0N \ . / . ..... ' '. ‘1 \ 30 ‘ \\ 3° W Canary 7 a - Oaasawara ‘\ \_\ \ I leans \ \\ Q’q’ Bon‘nls. x ‘ ' unnkalla'( I ) \ v, / Gul :(gyWesr ‘ A T\ L N I C (\m’” “" Mucus I. \ \ l l M: x‘i c o g -. \ . _. l . . ‘ .\ . WAKE]. \ 1! . I . / ‘ . . , \ ’ ; , elacruz , " ' E Marin” \ l ' {,3 , E .‘ 1““:ch Cape “'99 or. J 'MMONWEALTE, ‘5' ‘ . ‘ ,5. l \ ~1...‘....... 6‘ a r i b 15. Is-' ' ‘z_‘ 01“ THE "’GUAM I. Y ' / /I \ l 9 ‘ ‘ ‘ ’ ‘ \ ‘ roar Gm f ,1 ‘ l Marsh Clrpperlo I. ' 44 § HILIPPINES y... ' ; . an . / ’4 ' :no 4 r‘n‘ 'S‘ . K GMAN REEF l . \ . A m , . Caroline ; Islands 139‘ c'l'___ o 0’ El‘ . Washh‘glonl.’ . . "b fl clmls‘rMAs 3 ° 130- 15“ fi .— 0| . HOWLAND I. o IiRVlS I. Is, BA ER 1- (u,s.-U.K- N M A «n—m __,/ \ lg“ l A MunLCnJM .. _ . ‘ . . b w . Ph ‘n‘.’.’.".°”".’.’l$.'."/. l _ 0 fimrg‘fiw l .. ,2" ' ..... . .. w “W ' ‘ Worm ' l l - . ‘ ? m M" I..." 3.. l ELLICEIS‘ ‘ ken... or K 1‘ A NI ' . " ' .0. 0 . “Mons” '5 y, . , . Onionls gel" ' Marque“; .« l ',e Pravldencol. ‘ ‘ s v I flan" CW1 ’5‘ N D I Manihl I / \ \ )Fuqunu Is. ‘ ISS‘U . . I . ‘ / \ alvador . AME , \ . l .1 \J" .. ' ' “Q ” :5“ ‘\ \ l C a r a I S e a " \NSW SF“? 61/ Tuaqulu‘ 7 \ l ‘ (l flebrides ‘4 57/ , - . or. ‘ -. ‘\ / . . . . ' > , Yonga 9r . \ / ‘Friandly ls-. . Minion;- > Low l‘Archlp/ / .‘ Tubuai / Anloi gasta . - '7 a. Janciro /, x , . A U S '1' R // Au ralls.’ ' . ' 1 Run Nu East") . ’ ‘ 30° oAlegze #iV—fifi ___//30. l aura ban . nun-u Dur Perth. / ' / ‘ // / Juan Funding". 5. [a l / Cape Mn / / ; Tristan d: C at)". ' i / . . / // \ v/ / \ / / / / / l ' 05- 45* ,’ . I45. ‘5.\\ Y / Munedin / . . '/ .r \\ 1‘ / ., / , Sinusoidal equal-area proloctlon \ .‘ _ / glam" ls. / Scale 130,000,000 / // \ \ l / / - \ r \ 1 l . ,' / / o 1000 2,000 3,000 Smut. Miles / , \ ‘ V. \ ‘ -\ \\ ~ \ l l ' /' / / 1| . . .v . n r '1 l 1 I 1 '1 I I / I \ l \ . - le-I. \\ \ \ . ‘. 76m, / / // 0 1,000 2.000 3,000 4,000 5,000 Kllomotm / / \\ \\ / l ' . ' / \ \\ \' \ 1 ‘f / // . Graphic scale, true on all parallels nl lat/rude, and on straight (veil/cal) mend/ans / \ l . . J 0 ~ I - k \ . 1 60 60 so so \ V‘ T Compiled and drafted by OFFICE OF THE GEOGRAPHER. DEPARTMENT OF STATE . -.._..___._....a ‘/ . ‘ M, .» “1 44.5? 333:5 3M 29:: V )1» J) z ):)).)9 I». !)V‘ ., may/SIM EDITION THE BRITISH COMMONWEALTH OF, NAHQNTSS‘Hfi E” ‘ ) ) » 4__1 .2 A a - Fully Self-Governing Mem bers - Colonies, etc. “—04—.“ “0’ _-.4_ w..- an—w , ." . s. ~ ‘* - \ 5 “0 w Mandated Areas mfi‘ / _ I __ \_ _\ . ‘ » ‘.vnt H. "’ / /' l a ‘ ‘ ‘3 ~ \\“~ . , I ‘ ‘ " I ”a , - \ -\ - ”v” \ V“ ‘ 6°. ”"3"“ - .0 , I ~ -. ; J-f/ianenaa “Am-050° ’ . , , I ”33:50- mIoI/omfi ,1 ' , V‘ 5‘ ’ ’ . \_ ‘ x ‘x . \ f,/ V _ : I .. ,7 I' n loam ‘ . , P) zl‘fovwgglflsj . , . , \ I - .5» ., __‘_, .milulch Harbor ., > ‘ ‘ .} : ~ ‘3: ‘ . . L A 1‘ 33:1,“!le ' "AIe’Jmn‘S““°’ ; ‘ 4' ' , ‘ - ' vsemwalsmszJ 'ancouva ’ —— ’ X Sea ‘55 45° ~ 45° / e / 0 ,3 ,1 I Balsa-'5, ,- 'pins‘. ., ~ / Jp/Q: . ”I"! g? I o ' isbon »‘ , I , . a ‘ O ' * " ’ mm ' u N I 'r A . M’ ’r) L \ Tsi {MP Kel ' ' San Francisco °Tehran "/4// - I ' - I ////” " f if”, ‘ . ' I I I ' . a I n A u /////i' Hm l H I 4. kowA' in 7*. _.- "Klara: , . V . 9r Mme“ ,, C sablanc “an" «- Madelyn" / OROCCO ! I’ ‘. ' t L“ - ' ; g ' I ' 30. l 0 \km 1 {I » 00 \ , ‘ \ 30° . Mid"! ls. / ‘ 4 rlelns . ' Ma terrey' G "l ”f / E N I I \‘ Mexico .1“, 5 - leallun fl ' R‘s 5 cucos 1\ , "’ olggnolulu ' -— \~ (to Jmlcl) 5* Wake I. ‘0 “mm“ . . < o emcru ' <‘ ‘ _ , c _ _ __. \ ‘ A _ Cape yavpe l / . I IS: . I.‘ A~ \F u; . . . W «I, , , a ' 1 3" main!" 1 I l’/////éM'ldm'“"(1:03:39l i 2' I, t _ . 1 ‘ \ ””in : , f (no man) ‘ I 1.. . > aigon ‘ . ‘ I ’ finance-#Js‘ . ' ~ 5T9?” m ' ‘ Is. . Colom (”I (“j " V - P 4' ' ‘ J - - . Imcl . 1 ‘ 15 I .0 . - \ 9 RIADOS ‘ “95$ 6‘9 numm a fence '0“ Gal 6 09" am A I t ” ‘ I i, 0 . C . 1|er GUIANA . . . i , ~ 0 C A 5 1.: nos -' i f _ q i ’ I , _ 1 I Wish! Wm ”HIM I. ‘ BIL K III-mm!) we”, m" l m: "N 1, " ~ I ‘ . Christmasl.~ ; auqrolauim. 6°” ‘ 5m ) 9°. ’ L :1 fi 3‘ n - - I 5° 150° 1 5' 1 ° Eon-w 100° w 1 ' c' . V , a' 'V' v . ~ I .. - ,, . . , - ._ 4 . . (u.K.-u.s.cumm lam) LINE [5 ~ - .1 — ' - I ‘\_V 1 ~ .A , . , . .v . pp. I C E . z _ I . I . fem 59w “mm | a, . 0 ~ I A N n. . .v _ > . I, _ ... _ ‘ls., . _ ‘ ‘ ’1 era 06 j A « . ' ‘ . .. ‘ ._ 1' \\ . ' = - sumac/II. \ _I’ I “an ' I ‘ . I A ' .. V ‘ ' - . . '1 , A ‘ ._ , ' , -\ I . T ._ . I muss ‘ . ¥ . ‘. 7‘, “‘33. s I‘Lguou Is. ‘ Um b «er '1‘ 1:30;]? Marquesaé'm l ecI/e nusxoul. K \ MAUI! ‘ _ _ ‘ I -, Sum Clur ls. '_ ”warm I. . DEPfllDENCIE . , . . _ l \ \ \ 1‘ . . . . ‘. ‘ : . ‘ ,. alvador \ \ 15- ' ., - , . y I V _ . , . ZJ_> ' :5. \ j/ I , 1‘ r , 15° "I \ w ‘ ‘\ - oDllGUIL kl \ . / I doJamIro I ll \‘ WALVIS my , \ / l . \ «1.015.410 1% ' (u. . - j / \ ,, . .. o e I - I ' 3° \ Durban " \ Cape :w P ,' (I \ “a C‘ 0!! lzabeth / / / 'nuan DA cm: 4 . \ Cave 0! (590$E 4901/7“ 1"] / I ’L / ' ’Rm Nu (Elan!) Tui‘mot: u_- I ‘ ow ' I, .I . , Low Archip. I. 30“ 30' 0' / LORD HOWE X. (lo A4151.) . I ‘ / ‘I \ r I . '\l . I .3 \7 Ech [ch 7 ‘5. .5. 45. ‘5. \\ ‘ l / 45. \ ‘\ Dunedin / ‘ , X \‘I ‘ .,. Sinusoidal equnl-nru proioction \ \ n. “INA“ IO // film! IS~ \ w", ls * ,‘ am" Is. 5cm 130,000,000 l ’ I \\ ‘ I Mum-n4 I. , V I. aAL‘LAND {S / I\ , I I / ' .000 S! t 1 Mile: ' ' , . , I “ \ I \ ‘ I I -W,,. ‘3. °°° , 220° 1 3. w“ / I \ / \ \ I I I I I I I - ‘ . I . \ \ I I o 1.000 2.000 3.000 4,000 5,000 Kllomators , _ / \ I ~ ‘\ 5003‘. Soc '21:“. / \ *' l \\_ I X . Graphic scale, {me on all parallels nl latitude, and on straight (vertical) merldlans 60° / 1%. \ l . 6° \ \ l / 6° \ \ gum Shetland-n "7% m _ ‘ ‘I f / ] 6° 1145's ' 7 I ...... . cov. m ,. ' Compiled and drafted by OFFICE Of THE GEOGRAPHER. DEPARTMENY OF STATE “— ._....——f_.—_.- -0...“ w...- __.-.. .. PROVISIONAL EDI T/ ON I I) a.» o o 0’s* t 0’13.) u .” a x 332)!)1 . ‘3: ) aiata .n ..'o I, ’ ’3 I 9 D ’ 1) >2’,”. i HMS 193,8 3’5, $8» ,. 457~‘»'5{9,-;v3- , u " Z . sov kn" l . - France and Colonies Mandated Areas 5‘ . 60' «I, [New]. primal...’ [pp IV'C y; . '1‘, ..—-’ '1‘th Harbor 0,2,, 9 ? I "Aiofiiun‘wfls "‘ \W \ \ - \ \_ \ Fanning I. Christina I. . 1 - Harv/and I. . Phoenix (”mm I. ' _l:., .‘ Milton I. . l / Sin/buck I. ll. ’ Elfice IOKOMII 0' Tonga/on , Unlon in p “(Pen/hm) - Mnnlhlki Guayaqu/ 4 [paces 3.55% ,‘ .5.1 30' 30' 3°. 30 V \ , man, Is. .v » ‘\ \ T\ L N 1 C \ Marcus I. ‘ . . .. \ \\ .- 5%:qu go" ‘ ‘ \ a . .19.“. w C. Blanca ._ \ Guiana: _ _ 9° Marla-iv \ IAIAICAQ ‘ ’: . ~ Cape Verde "’3' \ IC is 1 i b . UADALOVP‘I um mu cm '5} 1 f i J 15' l a u ‘5" Kim \ \\ ‘ Gun 3 a i . 'rnu-uz \ 5 i \ ‘ x . V . . ‘ fi’ nidnd , f u- Caucus 04 l , . . Caldine islands , Wm" EN NA 4 Friondly I; ,., \o c g\\. \ \ \ \\ .\\ \ \ gamma”. \ 87.PA\ l. (”Mad-ya r) \ \\ .3 _\\ \ I 18. ‘( Io locum) LK‘ . \_ \~ \. Sinusoidal equal-urn proilction Sella 130,000,000 / 0 1 .000 2,000 l l / ILLAA'A4L l J ,/ . Graph/c scale, [we on all parallels nl lalltude, and on slraighl (vorllral) meridians 3.000 Statute Miles I I l r l l / O 1.000 2.000 3,000 4,000 5,000 Kiiomoton “whining; 5. Id, Anlo gust: ‘ Vain” . Concepci » / l I \ ~ ,_ ~~—n— _,,, % aux \ / ,0 \ rn‘slan da Can I ‘ . . , ‘ nl. V l / G " . , l/ / —~'-‘-~- « ,, 7' ~ 7» VJ1—-——--—/¢5‘ 45' l l /"5'\ 5...... \ ‘\ \ V } , \ F )xNovostlmsk \ ‘, x ‘. 0\ | \ J! E p 031.105 VS‘emipalaIinsL_ cTehran 3"m n A n na- e Ssycqnnes l'p VIIA'IV I A 0 .7 ' '30. Cape WUU’M" / / iv / / . l. l -' l Q1” I (To Mud-gas“! "I, / l / , // . r / 8" 1146-6 A Noel! L Co, Inc Compilld and dmfled by OFFICE OF THE GEOGRAPHER. DEPARTMENT OF STAYE PROVISIONAL EDI TION JAPAN, PORTUGAL A5034}? 0000 ) ) ) 3 0000.: a) 1 1 INE,E|§930§I:§:2 29 ) ) - Japan and Colonies /7/7/7//;,;\ / 4mm) Japan Mandated Areas Portugal and Colonies ,L I: H ‘IIIVI/ H . . / 0 Spam and Colonies . yifi'b N > PERI?” ._‘ f ,°Sve , o .k , V , 2: 80¢ ' mallow. -' f 1: film. 4. . d“ ,.-~ '6 utch Halbor . ‘Alamfin‘d‘n 5 l San Francisco ‘ U N I ‘ - VA award 9 Gun Chub , 0 Is. uncouvor \ - I u ' Seatr w \/ Q! / 0W" a 60' r0‘\ 3 E p l‘rBL i534 ' IaIinsk \ \ \ \ _ _ \ v Novoshmsk ‘ \ \~ 5 \ \ \ffimma .0- 4s- , ‘ tons.) 'sbon ‘ § . uonocoo In): C bl - . (MJ ‘ ) . > Momma E I- ,1 r“ v- "\ Loo ~ <3 ; \ H“my _ H onu‘ 1 A : ~ ._._ . ”M _K _ H!) R" \ . L V ., ; : \ _ , _ . >v- \ . x l a , I Sea 1 3 \ , Ofllsawara\ \ -MI_4IIIIIS. / / ' l leans mfsfi'm 1‘ I n Y A 1 , K . .. m '- mum xsr (Bonn-w / ~' . ' 8°le snubll \ . _; Inn Rem: Mo terrey“ , G " C mo 0: 4 ' ‘ '4' (alclmlsJ l \ ‘ ‘ . ,0 m 030 , \ _ N,“ c5333; V“ mucus L ' ‘ Hawnilan + o M. x ' c o ’ ' "7:. 5 I0. \ 10 Villa Cisneros I, I I 3 A73 x; A ed” ‘ , / “15mm "Jana/um M: “in ; ‘9" ”x" . GI 4:44. "' 3:98]; \ affix \ ""9" ‘ 'olslands I "1° . eracru' _ ~ ’ ¢ 0‘ 1.; " A I l ’ D) ~ 1 "’71) , mung " < 3 ‘ 4 > " M ~ on I '. [lag/2‘ \ Jonnuan I. I ' ’ . a ,i . , . . _. 9 l o .9 - l ‘ M '1‘! Phllip ins“ "" ‘ of A 15' 1 -— - """m‘!" ' “"1 ' "‘ ‘9 ' 0‘ a an! N P \ 0,2,7? ‘ ~ . S ‘ , 15 . \ ; I / ‘ ”WM/7”»; - \ y f 7 53ml “Huang P l u . ‘- 0' '3 Islands , , ”,9: I ’ mm as: MANDATED ‘ 44% \ I k 4 ° ’ N l QDiIbo . ‘° ' . ‘, “ ‘ I" ’/ 0 » coarl‘ sunu l LON ' , -unao momzxsumnsy w" . 24”} l o 9" w‘ P d' Aha . in. El MINUS ' \ V P Asia A (I r M I < F % I . r 9’ men ' 5 ' 1 :1 [OH 1 . aom » - ' . ‘ ’ l M‘M’" l l ' . .* 5 ,‘ ’ ' ‘ ' ' ' ' min / him; I.“ 0 C E A -N7d‘ ‘ ‘ 51 Is. ' I , d‘ ‘ 6 ' ' :l g / 424/447 ‘ I was was ‘/, “I; gran]; ‘ I Q? A I I .‘ 7. 0 TBS -. (I «we/<2? ‘ I} . C “ Fan’nlng I. I ‘ \ e? / l ' ‘ _ . . . Q! I Gilbert hn‘ mu .~ ‘ l 1 . so , .__ . r- ‘ ‘P—d ‘., . 1 9/" ,_..- A, - ,/ 1‘s. WWWWL 155' no- 135‘ l ' W I?! - W ' 0 ° "3"" “v 45' 60° , ‘ . , ' ' I D! 08 fi‘ W ‘ a. i l I . I ' s. I ’ . . , PNOODIX Canton /. l ‘ Gun 0 I - Emma 97"“ I ' u. , Muml. ; y ”w (1;) BELGIAN - I -. . ' l c G , ambasa Seycnolles . ‘M mwrion - - swam I. cumon Id r, 3 . .i .' ~ 91W” , ‘5, ‘ El Tokel (Tom) V‘ AI I e NGANYIIA 9mm: ,7 .l A a, - o. nu or , _. . | . - . craft»: "‘2: . . I . Union ll. W'fl 7:31;; Marga-”'19.. I Ascenuon I I I! D I A N oqlmn -.s.nu Cm In. « -_ Mum/kl ’I/ ‘- ’ - ‘mm. ‘ ‘ . ansaul. [ w 9° 5:. I > i. I l ' ‘éfmu‘ Suvolov II. . \ Y I I Bengue’ 9 1-. “* “View ' : WIN?“ . " \ 15. Mossfimede fl - Hebrldes 's‘o: _ _ _ ' ‘ - / $1. Hymn 0 \ ‘2 . , ' T- macaw I.) °" / ‘ . l I . s, : , onga or , "-anon . “boys/(y I5, . Frlandly " » Low exchlp: I .5 I“ I." ' V0 Mnuwms . _ ‘ ‘3. 9‘6". - o Reunion . - r 31 $4" I V Pitcairn I. _ . \ \ urenco Marques Rm Nu Emu) V \ 10 or I O E A N 3° 3°. " 30” 7 Hr urban _ 30. l Cape wan J / ' / Tristan da Cun / l l 45- w .5\ \ I / 45. l Sinusoidal equal-Iron proioctlon \ \ I _ (l -_ Scnlo 130,000,000 \ , ' ~. 0 m I ~. I / s \ 0 1,000 2,000 3.000 8mm. Mllu ‘ \1 l / \ > \ ,\ VWIC'J-j : l . .v . I I L 1 1 I I II 1 I “will coral. ‘\ I [I I \ l\ I 0 1,000 2.000 3,000 4,000 5.000 Kllomctorl / \ I / / ‘~ \ v Scot a a” "$0th , ,’ / :6} X i I / Graphic scale, true on all parallels nl latitude. and on straight Iverlical) me/ldlans Sandwlcn/ \ I . I / \ ~ 60‘ w 50° 1 . \ \ i I / \ \ \South Shell: nd 3. TIT" “V " ,, X \ T I [I / 5° 00'. 1147-5 A, Noon A 0.». mo Compiled and drafted by OFFICE OF THE GEOGRAPHER, DEPARTMENT OF STATE / j PROVISIONAL EDI TION i l , I - Italy and Colonies Netherlands and Colonies - Belgium and Colony Belgium Mandated Area 60 3.. ‘ a g 60. mural/1.5 pit" I ‘z\_;\‘ \‘x \I ‘ ’ 7/, . [R AND " o \,I 10‘“ ID 5% 9I Navasrgjrsk \ I - .-.- _,,. ”a: utch Harbor “ > _ a \ , ‘ ' " ovx 1' CIALA‘ fr anahnrfics , Ill » “5, ~' “,n Is. .. l 1' . \ \ II Nammls Lo 0 I 0 ND KleV Kh kofi s\\‘ \r‘semlpg‘afillsi - I ‘I_,<'. / ‘ I D taling d \~ ,I‘ .' i: i ‘f‘tt)‘9’;?";"" . 45' 45' 45- / M e 05m" \‘ In ‘13" ‘w‘ .’ r ‘ fink ‘ '3». ‘ ~ \ \ “'4 ' \ L, “3‘1“? d I Coral \ ‘5’ \{ashkentlo I 1 / X 0 «’ ‘ ~ , ° . 'nin :- kara '\ ‘\ ‘2 ‘ l xv”, , I _ -. Ist N «filed- ' "1 r u‘ “g '~ \ " °Tehran ,— - . San Francisco“ U N I B“ n “News ' 91-, “y ‘- XA AEGEAN ° i . -, . a. . o . ' v , a, ‘ v > , [912’s .4 ea :1. y °Tehran ‘ l n A 7/ 9/ I . I , . . / Lo. .i‘. . {A puma Is M u' C mncaonocc LGEIII 'n . n Cr as“ 83! LEE "dad \I I . '~ 2. 1 ~ . , ' ' “em" 3 l n A N\ . , ,.,. 1 . , . _ h A 30 If i ,o w u l I \ ' 30‘ 30' . , Ir Ie ' xz‘, II/ If”)! g f . .' ) Oomwm\ \ . ,MIdwly ts. . r 1 h»- arachi ’ f‘ ‘ " 5‘” , I i I - . T 5 AU D\ x ’4 1 N D 1 A r- ’ m", ' L o _,_. . I ‘. ' i 13 1 IIIIII/ I at. .- 333273,” ‘\§““Gfio®°° . A n A a g A 4" .1‘ / Bum - '7“ , Wlke I. “0 Islands :- afid‘m o- l i If , J ,3 ‘1 4‘, . w \ I’Arabiou r s. DUE. 9“ 1 o l ‘ 1 .1 0" , \ Vohnsl I -. ..,: Caribbean n I',,,.,,’;;';"' . l °‘ 1 x A I . S c 0 Ban: lore. . - . II ‘ ' i Y I *‘ , 5 . .m- - w a. .. "" K’?a”°!”" . ,, ° “‘5 o ; , Madras , n} - J v 5' ’- noun 9 ' D E -ENCIES ,' sumo. _ ,V \/ ‘ ANGLO-EGYP \ S 0" I] . 15.. 49’ §° ‘ \ > " f“ - . G Iadl . 1 — , N ‘ II . a. II. A . ,vSocarra ‘l ' ‘ . ‘ 6’ 91‘ cos! 1 . , ” ' sung“ ' Ibo . Guardalui / I II' n o u ‘ -- . 59’ ‘ . , N‘ .. i ls. l 9. men - ‘ . d Aba 0 Am- ”‘m" {Colom , CPL/my: I O C A N? I ‘ f H g“ i ( "01°F . m ,, l -‘ ' wuhl atoni-' ' -:, l mac-41’ AL. I» I . Fumlna I. I : ‘ x- I a SOMALILAND I ,T . . ' cnriumul.. - . I . ~ _ I 60 a 75 so , IIHWIIIM I. 95. ‘50. 135. 1 . MW 1&5: ‘g . Gu . -. . i 9 "my“ ‘ ogadiscio 60° . : V I - a i Y‘ J Phoenlx c I k l 3' ‘Illpaaos IA ' "i \H l 7 ——7 7 union . , i * I - i . u . - . | -. v. hf: Maldln I. l Guayaqul 3 If- I N € [um m " I ‘ ' - . . ' -‘ I M ' ' _I ' . i ' r , I L mam) ° mbasu Sayer-miles I N I A . . , ‘i _ ' , Stu/Duct! . I I :2 . - ' , . - . ANGA In * . I .. 1 . . .- . . . _ Tokalnu o, Iona-rev. Murquem' NYXKA um I I v‘ . . vUnlonla. _ '(Penmyn)I m“, /\I ' V D I A N s 17 . - v . -; ‘Mnninm ‘ ' . / 1 ._ ’ * » g . I . . . 5;, V “W . I O : ' - I I . I “s"m l“ Swarm l3. _ "do, , I i 09“ N K . ‘3 - l . . I . :5 l \ I “A I l l . § ‘ ‘ ‘ ~ ' Tumu” " l ' ' 7 A 115“ l I \ ' “ f g 15 \7 I I .7 . I i .v I - or ,I I I / St. Helena , . . “' ~ I u » VI 'M’m‘” ‘ I r, . ' 1' ”longs 61 r .1 ‘ ' l ‘ ' \ l V’" s ' . ‘ / : ‘ ‘ ’ VF" an 'I - L“ ”GNP J ’ l ‘ ~c ‘«-.IHODFSI + 0 Mom in ' - on ' on y " r _ ’ / l l " .‘t " T l - I z - ' ' . . . l - ‘54 . §u ’~-~l N , ' Jo Rem-non" - . - 7 ' ' - . . ch-ndro \ ‘- 55.? I o ' I V ‘ , " Pile-1m I. U ‘ m ’” °‘ ‘I r" 0 C l - ‘ ' . - . \ \ o l urengo Malques / i I ' . ,Nollolkl. K. 5.. RmN (Elam) II l [0 OF 0 E A N / II . I r , m ,0. 3°. . . ,. / a, w l l n / ., . I .I . V f \ 1 0"” “V uurban .-' . . u 'v / / 4 Bu . / \ Cape frwn I i l / / l l / ," / Tristan :1. Gun 5 '1 \ l / / /’ / i; M. ' I /v \ I _ // ‘1 \I X I] / / o: i ’ , . '~ / I ' l / \ . \ ‘, William?) ‘5 45 ‘ ' 1* ‘5. ‘5’ \V l J I 45° “ l ,I. Sinusoidal equal-area projection ' ' I' ‘l ‘ I/ . I' -c \ ‘ ’ I v p Edy I I, “[019! Is. \_\ Way I , 0pm.“. / 5w. 130900900 i ,/ \ ‘-, ‘zI 'I, m 5' J ' ' ' ' .. kl ndl . . I 1 / \-\ 0 \ ‘ \ . o 1.000 1 2.000 3,000 Smut. Mlle: :3 I ' / / ‘ l I" \\ \\ WW). I I, , / I ‘ FA . lI . l I I I l I 1 I1 4% . South; I K t i I/ I, i l / / ' o 1.000 2,000 3,000 4,000 5.000 Kllometors ‘ , '°"’" / \ ‘ f / / \\ \ ‘ l / / Sea! a Sea 1” ’i \‘ ‘~ ' I ' I 60' ‘ ‘ l / ' 60 . Graphic scale, line on all parallels nflalirude, and on straight (vertical) meridians / .- ,z/ ’ \ K‘\ R I / / \ n w ' u v _* n i \ l l / ' ”Whom”.-- __. ___II \Soutli ShoIt‘linndy. 77:"“mf/ , 6° 5° \ \f ‘+" I II/ /6°° 1145-6 A. «m 1. Co., In: ' Compiled and drifted by OFFICE OF THE GEOGRAPHER. DEPARTMENT OF STATE 1 \ PROVISIONAL EDI TION , - Italy and Colonies ’ I \ ‘ \ Netherlands and Colonies V ' V V I . . -: ”x .77. . , ‘ ' ' ‘ 131?an ~ - Belglum and Colony . 1 ¢‘ ‘ . V , I V \ l _ Belgium Mandated Area ‘ 60' ‘ .:' u. (r Pm" " ‘M‘ \‘\ ‘\ / 1 V o I [OW DE \INovasmirsk‘x [R AND . 'A\ ,\ I; , \Q‘ °> .. . \ l V " 1 m ovx 1' § cut. is: \Inapunlcs L° m 0 "D Kiev Kh kov‘ ‘ \rmwalamlsid : ‘ ° laling d ‘~ c: \ .g-L pm 051W ‘. [Ia ban " 45' l ‘ r fi .’ Corsi ' \A 3’5, q o . . N . 'sbon N 1 fed; rdlma - '1' no kam ‘5: -l San Francisco“ U 1 110195 91-, "y ‘- IA AEGEAN 5 ° i , l. ‘ 9 ' a [guys a e” 216 °Tehran v A Lot A .‘I‘ . C sablenc ““31 m ' n Cree so A 1.23 3" ' . Madeira- onocc a S” 13‘3"”! Mad »A :5? ‘ \ a I n A N ,I: 30' 30° . M . I, Ie I 7ny J" A IMiduy Is. / - . . w w quary 1' I] “an, . .r, 1 13. _ , as? > ~ . _ m. N 1 c A. 1/ 54”“ \ _. Hawaiian A la ‘5»! a 1 , "‘ A n 133‘: A " <,It-I‘onolulu 0.. " 3y)»; (9%“; ' "J ' '1 . .9 L ”4;, Wake I. 'olslanda Qog' vowel!“ : A u ._H A l r\ , ' V _ «\ -. D . D: V I" -‘ ‘1‘ l on Z Mug": , b b 3* f“ 9 Cape yerde l, .9 ‘q r 1 . . . \ ‘ _ .__, :lfl «an I .-‘ \ ls’: . 0L ‘ I , . s e a ' A A w Mani Phillpwne : . l 15 1 ~ :1 . ._ , \ 1 . V- I Khall m ,, . A 0 fl - I: 30" [0’9 Mldms n . '1‘, . 2 \ 'Gm ‘ - \ c uVAGuA 59 ' g 'EilgENCIES I' w \ 5 I __ ' ‘ I _ Va 15 J: . _ cu,” ., A I _ y. , , . , GAMBIA . - . AM . / I m' 1 ’ V I file: Islands 3 film I —' ’ 4’ y? \ 1" " G’ "' poncm ‘ ‘ ' . -» - -°i ‘ “mm ‘ / ,. : _ . ., - W90", ,, - 1.5 l. . , II ‘3‘“ ‘y‘ C08! 1‘ A . . . 5 -nidud . ' IbBoe , Gualdafui , _ ] “gnaw N, ’8': ' ‘ s“ . anao “ * V run“ . . ' “~ ‘ AI 96 mm “x cm“: '12. an: . , i - d~ Aha , ’ Am. 'olam _ . . ‘ Islands j C; - .V J v . * » ‘. ' 10? A ”W’" {C a I 4' P . ' ‘ ' Fv almn I‘ O C A ‘N? w ' " ( mg; 41' Al. ‘ , f .‘ . - "Wm“ nun/MI. SOMALILAND 0 I I . , . 281le Christina!” ‘ , . 6D A 75- go- “2’ 155- I, I; 1 How/and]. 1 5. 135. 1 0 EM, 1-.' _. o .5 9 I,- KENYA iscio 60° . ' A. ' ramp .4 Q . V a”. l ‘ 5‘13“ v Phoenix ~Canlon I. ‘T: 5‘ a ' ‘7 Q - a '[._I Maiden I. i 6" ”VIII C E A N 3, zavill‘ AA"! 131 . . ' ‘ s: o‘ u - PteVNoire I. mm; a. basal Seyccslles I! or . ' _ ' I N I A - ‘ Cabinda , ANGAnvxxA mam-r I E Ico .Tokolau or Tony-rev- Marques" . 1 , . ’ = , Union l9. _ ‘(Panrhyn) Is "I. Ascensmn -_San1a mulls. ." . . 1 'Mmmm‘ ' ' \ . . l wk ': . ‘ ‘35“ me. I“ Swarm It. I l 1/ k . u. \ “(wow ‘ = Sogmy , Tmmgtu, A W 315° ‘ '\ oHebrldos ‘ r‘ 'I I . ‘Is. " 7mm ' or 3 / su-IIeIena \\ onodrlyuu 2. », 51m“, o’f . 900“” V I, \ "9mm,“ ‘ Frlandly’lt. - ,nuocung. L Low ,NCMPA \ ‘ Tubuui ‘ . ' . “ Mica/In I. l ‘ , , - \ \ JVorIolkL «um k. RmN (sum) I \ \ 30- 30. 30“ I / \\ I, /" TIislun a. Can a* I 5‘ um. I. ll . ' / ' / , 45- 45' . \ Mum V w ‘5 D A l ’ l 4s- V, Sinusoidal equal-area proloctlon ,' ’ - / -Crazel Is. > \ PJEd dl , \ \ I , tlpadulx. / Scnlo 1:80‘000900 ./ \ \‘ ’1' “I 5’ A“, V i \ - _. klandls. A 1 I ’ \\ s \ . o 1.000 ) 2.000 3.000 Slllutn Milo: . :3 / \ . I, I/ \\ \ \I _ i l . AI - l I I I l I 1 I1 1 I szméw . I; \ \A I IA ,' \ \ / / 0 1,000 2.000 3,000 4000 5,000 Kilommrs / "" / ‘ \I l f / / \ l / / I 8 c n I I St a / ” / \ X l l ' ’ i 60° \ / / 60° Graph/c scale, t_Iue on all parallels n! latitudel and on straight (Va/Vical) mend/ans .~ / ‘ ’\ K I / ‘ so- " ° ‘ \ \ l I . __ , A“; \ South SthlllndI-u ‘7'?" “""f , so “\I ‘ A I l ’ '" !l I] , 6°- 1 .u l A A 1148-6 AA Hm. I. CoA. I»: I Compiled and dflfled by OFFICE OF THE GEOGRAPHER. DEPARTMENY OF SYATE !