MARTI SHIPYARD NO. 444 IN NIKOLAYEV, NIKOLAYEV OBLAST

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79-01093A000400080003-4
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 34
• Document Creation Date: November 9, 2016
• Document Release Date: April 6, 1999
• Sequence Number: 3
• Publication Date: December 9, 1953
• Content Type: IR

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US OFFICIALS OblAY
CONFIDENTIAL
PROVISIONAL INTELLIGENCE REPORT'
MARTI SHIPYARD NO. 444 IN NIKOLAYEV, NIKOLAYEV OBLAST
CIA/RR PR-40
(ORR Project 35.1.1)
9 December 1953
? NOTICE
The data and conclusions contained in this report do
not necessarily represent the final position of ORE
and should be regarded as provisional only and subject
to revision. Comments or additional data which may be
available to the user are solicited,
WARNING
THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE
OF THE UNITED STATES WITHIN TEE MEANING OF THE ESPIONAGE LAW,
TITLE 18, USC, SECS. 793 AND 794, Tut; TRANSMISSION OR REVELATION
OF WHICH IN ANY MANNER TO AN UNAUTHORIZED PERSON IS .PROHIBITED
BY LAW.
CENTRAL INTELLIGENCE AGENCY
GO
5 ?71(-90--
Office of Research and Reports
DOCUMENT NO.
CONFIDENTIAL
US OFFICIALS ONLY
NO CHANGE IN CLASS. CI
0 DECLASSIFIED
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NEXT REVIEW DATE-
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CONTENTS
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Page
Summary and Conclusions ....... ?%1. ??.>
I. Introduction 000 ...... 9 6?? a
I) es?two
**ea 4.6a 9a?
2
IT. Name and Location . ... .........
4 6??a 06
3
III. History and Organization ? a ? ? .......
oF ? a .4 ? 4 ? ?
3
IV. Importance . 09 ..........
4 a
........ 0
5
V. Buildings and Facilities
6
VI. Production . 4 ? ....... ... 666
0 a ? 6Oa ? ?0 a
13
VII. Capabilities 66.6 ????? a? ? .......
? ? 6 a 6 0 a ea e
19
VIII. Labor . . e r14.6 60? ?? a 0 4.606
040 *04 ???? ? 0
22
IX. Sources of Power and Materials ......
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? 0 q a a 40a a
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Appendixes
Appendix A. Methodology . . ........
?
? is 0 el
26
Appendix B. Gaps in Intelligence . . ......
6
60?4 ??4 a ? ea
27
Appendix C. Sources and Evaluation of Sources .
...?.....?...
28
Tables
1. Monthly Production of Ordnance and Ammunition
in Marti Shipyard No,
444, 1938 ?...?.....? 0.006 ..... o.ana . 4 ?
15
,) Apportioned Production of the Siemens-Martin Steel Mill, 1938 . .
,.,. . . .
15
3. Estimated Naval Vessel Construction Capacity
5 9 ? 0 ea
19
4. Estimated. Naval Vessel Annual Production Capacity
. . . . . . ? a a a ?
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5.
Estimated Merchant Vessel Construction Capacity . . ? ? 0 ? a ? 0
0
0
21
6.
Estimated Merchant Vessel Annual Production Capacity . . . . .
.
. .
21
7.
US Man-Hour Required to Construct Naval Vessels ? ? . . . . . . .
.
. .
23
8.
Estimated Number of Direct Employees Required to Construct Soviet
Naval Vessels Od: ***** 0 ? ? ?ROOi .9000000
23
Chart
Nikolayev, Shipyard No. 444 imeni A. Marti .....
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(ORB Project 35.1.1)
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MARTI SHIPYARD NO 444 IN NIKOLAYEV, NIKOLAYEV OBLAST*
SummamEnSilenclusions
The Marti Shipyard No. W. in Nikolayev, Nikolayev Oblast is the most
important shipyard in the Black Sea area and, next to the Baltic Shipyard in
Leningrad, the second largest in the USSR.
It has capacity and technological ability to produce all types of naval
vessels from small submarines to battleships and to produce merchant vessels
from barges to fairly large ocean-going passenger liners. In addition to
having good facilities for the building and assembly of ships, the shipyard
is equipped with shops which, should conditions demand, could produce most
of the ship components, including heavy ordnance and ammunition.
The use of a shipyard's facilities in the Soviet economy is dictated by
the national need of the end product. This end product is determined by
civilian need or military plan. In post-World War II years, the. Marti
Shipyard No. 444 has been devoted principally to the construction of naval
vessels, as most of the USSR's merchant vessels have been procured from
Soviet Bloc and non-Soviet Bloc countries.
Postwar construction of cruisers by the shipyard is believed fairly well
established. Little information is available as to the construction of other
naval or merchant vessels.
The shipyard's capability to produce cruisers, destroyers, and Sub-
marines, using known and probable facilities, hut excluding 'vessel repairs
and merchant construction, is estimated at 48,200 standard displacement
tons OM)** of naval construction annually. Using the same facilities and
repoiT contains information available as of August 19,3.
*4 Standard displacement is the displacement (in tons of 2,240 pounds) of
the vessel, complete, fully manned, engined? and equipped ready for sea,
including all armament and ammunition, equipment, outfit, provisons and
fresh water for crew, miscellaneous stores, and implements Of every descrip-
tion that are intended to be carried in mar, but without fuel or reserve
boiler-feed water on board.
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excluding vessel repairs and naval construction, the shipyard is capable
of producing 82,900 gross registered tons (ORT)* of self-propelled merchant
vessels annually. -
The production of the Siemens-Martin steel mill and foundry, located
within the confines of the shipyards is of great economic importance. This
mill is capable of annually producing 83,800 metric tons of steel. The
output is used for castings, forgings? ship and Armor plate, and structural
shapes.
The location of the shipyard is of strategic importance. It is near
many sources of raw materials and has excellent connections to both rail and
water transportation. The shipyard is also well screened from the view of
ships trading in Nikolayevlas commercial vessels dock downstream about 1
mile.
Electricity is used to a very great extent in the sheps and facilities.
It is estimated that the shipyard uses about 48 million kilowatt-hours (kwh)
per year with a peak load requirement of 12,000 kilowatts (kw). Electric
power is obtained from the Nikolayev municipal plant which is connected
to the Dnepr - Donets power grid system. Only a small amount of power is
produced in the shipyard. Disruption to the power sources would seriously
retard shipbuilding and shipyard production in general.
A total shipyard force (direct and indirect)** of 25,500 employees would
be required to produce the estimated 48,200 SDT of naval construction;
whereas a total shipyard force (direct and indirect) of only 10,875 employees.
would be required to produce 82,900 ORT of merchant construction.
I. Introduction.
This plant study is one of a series of Soviet shipyard studies. These
studies are being made in an effort to better assess the capabilities of the
Gross registered tonnage is a measure wherein the entire internal cubic
capacity of the vessel is expressed in registered tons (100 cubic feet to the
ton). Certain items are not included in the measurement such as peak
tanks and other tanks of water ballast, open forecastle, bridge and poop,
hatchway excess, certain light and air spaces, anchor gear, steering gear,
wheelhouse, galley, cabins for passengers, and other minor spares specified
by lEttc,
** Direct employees are personnel whose labor is directly chargeable to a
specific ship employees are personnel engaged in management,
clerical work, and maintenance.
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.mio? mg.& miner igeo., *WO WO.
Soviet shipbuilding industry and to evaluate the importance of thin industry
in its interrelation with other industries and the general economy of the USSR.
II. Name and Location.
The Marti Shipyard No. 444, also known as Yard No. 198, Southern imeni
Andre Marti, Nikolayev South Shipyard, or as SudostroitOnv Makhanicheskiy
Zavod imeni Andre Marti, (Shipbuilding and Mechanical Works in Honor of
Andre Marti), is situated southwest of the city of Nikolayev, Nikolayev
Oblast, Ukraine SSR, in Economic Region* III. The plane coordinates are
latitude 46?5652" NI longitude, 31?5836" E.
It is located on the north bank of the Bug River ,,which at this point flows
in a west-east direction. The Bug River empties into the Dnepr Bay
(Dneprovskiy Liman), an arm of the Black Sea. The shipyard extends aloeg the
river 17:4.? about 1 mile with an inland depth of about 1,300 yards, covering
an approximate area of 475 acres.
The shipyard is well situated to receive imports by rail or water. It
has several railroad connections with the extensive state railroad system,
located to the north of the shipyard. The port of Nikolayev is important for
the transshipment of manufactured goods and grain. The 23-mule channel be-
tween Dnepr Bay and the port of Nikolayev is reported to range in depth
of water from 25 to 30 feet. 1/** It should be noted that the battleship
Novorossiysk? which has a maximum draft of 34 feet, 5 inches, and a standard
displacement draft of 30 feet, was Observed in the Marti Shipyard No. 444. 2/
This channel., in normal winters and with the use of icebreakers during the
coldest months, can be kept open to navigation all year.
III.Emr0HianandOrnization.
I, Histery.
The Marti Shipyard No. 444 was started near the end of the last
century (1896-99). V During World War II the German Army overran Nikolayev
and occupied the shipyard from the middle of 1941 to the middle of 1944.
Just prior to this occupation the Missions evacuated much machinery and many
workers to other places in the USSR.. Various reports indicate shipments of
machinery and eapipment to Poti and Batumi, V 0orgaiy? .2/ and to Astrakhan'. ?,/
-47-571i-ierm Eglos. in this report refers to the economic regions defined and
numbered on CIA Map, 12048.1, 9-51 (First Revision, 7-52), USSR: Economic
Regions.
*7* Footnote references in arable numerals are to sources listed in Appendix C.
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mon err woof maw a..
Because of the speed of the advancing Germans, the retreating Russians were
unable to strip the shipyard completely of equipment and machinery or to do
much damage to the buildings and ways.* Upon occupying the shipyard the
Germans made minor repairs to facilities and ways and began the construction
of small vessels.
When the tide of the war turned and the Russians threatened to re-
take the shipyard, the Germans methodically demolished 90 percent of the
buildings above the ground level. Little damage was done to building
foundations or to the shipbuilding ways.
Immediately after Nikolayev was retaken by the Russians in the
middle of 1944, reconstruction work began. As original building foundations
suffered little emege the pattern of reconstructing the shipyard followed
closely the original installations, but practically all the facilities and
machinery had to be replaced. Improvements were made in some installations
with special emphasis on, way No. (2).** ye/ (For location, see the chart***
of the shipyard.)
As only a small part of the removed equipment was brought back to the
shipyard, many machine tools necessary for reconstruction had to be allotted
by the State Defense Committee from its special reserve and from Lend-Lease
deliveries. More than 3,000 machine tools removed from the Desay klket Plant
in Falkensee, Germany, were received in the shipyard. .8/ Many reports state
that machinery and equipment used to refit the shipyard are of German, British,
and US manufacture. The Russians dismantled the important German submarine
construction base of Deschimag at Bremen, acquired as reparations, and shipped
the material to Nikolayev. 2/ This material was probably intended for the
Marti Shipyard No. 444.
Reconstruction of buildings was done mainly by German, Hungarian, and
Rumanian prisoners of war.. The installation of machines and equipment was
done by Soviet free labor. Only on rake occasions were prisoner-of-war
skilled mechanics ever permitted inside a building after equipment and
machines were installed and only on rare occasions were prisoners of war used
in shipyard production work.
A majority of the reports bearire on reconstruction progress indicate
that the shipyard was not completely rebuilt by May 1949.**** Full production
in many of the shops was not possible, because of a lack of installed machines
and tools.
A mu is an inclined structure on which a vessel is built or supported
in launching.
** Numbers in parentheses correspond with numbers in circles on the
accompanying chart.
*** Xnside back cover.
**** Practically all German prisoners of war were removed from the shipyard
by this date.
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2. 2Eganization.
Before the government reorganization of March 1953 the activities of
the shipyard came under the Ministry of the Shipbuilding 1:ndustry (MSP -- Min-
isterstvo sudostroitel'noy promyshlennosti). 10/ During the reorgan-? .
ization this Ministry was combined with the Ministries of Transport, Machine
Building, Heavy Machine Building, and Construction and Road Machine Building
to form a single Ministry of Transport and Heavy Machine Building. .Various
reports show that the shipyard is under the direct control of one of the
main administrations subordinate to the Ministry. Reports conflict as to
which administration has control. Present indications are that the ship-
yard's principal production will be naval vessels ranging from submarines to
cruisers. Merchant vessels may also be constructed in the shipyard.
IV. ITE2n2Pce.
This shipbuilding and repair yard is considered to be the largest Soviet
shipyard in the Black Sea area, and its facilities for repairing both naval
and merchant vessels are of great importance to the Black Sea Fleet. Next to
the Baltic Shipyard in Leningrad, it is the largest shipyard in the entire
USSR. 11/
The emphasis placed on reconstructing the shipyard, following World War II,
points up the USSR's high evaluation of the strategic importance of this ship-
yard in the general rehabilitation and future economy of the country. Build-
ings and facilities reconstructed in the shipyard are of permanent construc-
tion 12/ indicating that this shipyard will be integrated into Soviet long-
range planning.
It is believed that the shipyard has been reconstructed to assume economic
proportions at least equal to that of prewar years. The improvement to way
No. (.2), 13/ which now makes possible the simultaneous construction within
the shipyard of two ships of battleship or carrier size and the Installation
of facilities for assembly line production of submarines create added value
to an already important shipyard.
In addition to Its capability for producing large naval warships and
merchant vessels, it fills orders from other shipyards and industrial
installations cnrougriouc we Ubbh or ?outdone-at:5 am. part's.
Within the shipyard, but subordinate to the fabrication and assembly shops,
are numerous and extremely diverse shops which could produce nearly all the
machines and machine parts needed for the completion of the largest modern
warships. lit/
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Another factor of considerable economic significance is the Siemens-
Martin steel mill within the shipyard. This mill has an estimated annual
production of 83,800 metric tons of open-hearth steel.
During the first part of World War II the shipyard, in addition to
building ships, was engaged in building naval and coastal ordnance, sea
mines, torpedoes, bombs, and ammunition. It is reported that naval ordnance
of caliber required to arm heavy cruisers has been made in the shipyard
since the war.
V. plilldlneerd Facilities.
The chart of the shipyard was developed from an enlarged aerial photo-
graph, 16/ and is believed to present a reasonably accurate picture of the
shipyard as of May 1949. At that time, many buildings had not been rebuilt,
and a number of the reconstructed buildings had not been equipped.- This
chart has been prepared to show graphically the interrelation of the ship-
yard's many shops and facilities. A key to the identification of buildings
and facilities will be found on the chart.
During the period of reconstruction a single building may have been
Identified with many different operations. As,newebuildiugs were erected and
fitted out, an operation which formerly was conducted. in an older building
was transferred to the new structure. It is to be expected that further
shifts will be made as the shipyard is 'further developed. Very little data
on facilities are available, because prisoners of war were rarely permitted
inside buildings after the buildings were fitted out for production!
The buildings, way No. (2), railroad and crane tracks, platens, and other
construction have been newly built or reconstructed on a permanent basis,
Walls of buildings are of masonry, and roofs are made up of precast rein-
forced concrete slabs covered with asphalt. 17/ Steel columns and steel
girders support overhead crane tracks. Foundations for machines are of
concrete. 18/
Intra-yard transportation is chiefly by railroad. As can be seen on the
chart of the shipyard the shops, shipbuilding ways, and outfitting quays are
well-served by railroads and cranes. The several connections with the main
railroad trunk lines entering Nikolayew make it possible to shunt cars di-
rectly into the principal production shops or to qaays without transshipment
of freight.
The shipyard is protected on the land side by a masonry wall about 10
feet high. All entrances are guarded by armed guards, and entrance is by
pass only.
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The description of the shipyard's buildings, equipment, and facilities
was obtained from many prisoner-of-war 22/ and captured German economic
reports. 20/ The equipment is listed as reported, even though it is in-
adequate to perform the operations indicated by the designated use of the
buildings. Although the prisoners of war had very little knowledge of the
final installed equipment, it is believed that the designated use of
buildings is fairly accurate.
4.* Founolm.
In prewar years, the foundry contained 5 cupola furnaces, 4 large oil
furnace for metal casting, 2 Small electric furnaces, several oil-fired
reverberatory furnaces, 8 drying furnaces, 1 annealing furnace, a centrifugal
casting machine, and an edge runner mill. Postwar reports state that copper,
brass, tin, steel, and light metals were alloyed and cast into ingots and
that the shop produced brass, bronze, anchors, gear wheels of steel with
bronze teeth, parts for stoves and ranges, washing basins of cast metal, and
propellers.
8. Machine Shm.
The machine shop contains drill presses, lathes, milling machines,
grinders, several large vertical lathes, and a forge. The sections marked
b on the chart are served by 24-ton overhead traveling cranes, other sections
are served by 60-ton overhead traveling cranes. Section c contains a forge
and a number of unknown machines. Section a is a turning shop for rough ship
parts and for machining ship propellers. Section e is an assembly shop for
ship engines.
9. Machine Shop.
The machine shop contains lathes, grinders, and various machine tools.
Section a has large lathes capable of machining propeller shafts up to 40
feet long. Section c is a diesel repair and overhaul shop. All sections
are served by 50-ton overhead traveling cranes.
FoundrLand Forge.
The foundry and forge contains a reverberatory furnace for heating
propeller shafts. 10 steam hammers, some of which actually may be forging
presses, 3 furnaces, and probably a cupola furnace. The foundry produces -
propellers, fitings, packing glands, and ancaor,
-41?ft-J-TERItying numbers for thiEasection correspond to those found on the
chart. Certain numbers have been omitted, as nothing is known about the
buildings they identify other than their probable use..
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The dressing dressing shop produces castings and includes a turning shop for
small sized parts in iron and brass.
15. Electric Shop.
The electric shop contains an armature-winding department.
16. Machine REEly Shop.
The machine repair shop also contains a turning shop for nuts and bolts,,
18. Main Electric Power Plant.
Section a of the main electric power plant is a boiler plant which
probably contains 2 or 3 coal-fired. boilers. Section b probably contains 2
or 3 turbogenerators. The estimated capacity of the plant is 3,000 kilowatts.
22. Boiler Shop.
The boiler shop contains lathes, drill presses, forges overhead cranes,
and welding machines. The shop produces ship funnels, large boilers, fabri-
cated ship bulkheads, and large pipes.
23. 2.22mssed Air Plant.
The compressed air plant contains two large Siemens turbines.
26. Platens.
Platens are steel-surfaced platforms of concrete used normally for
fabrication of subassemblies. The platen east of war No. (1) is elevated with
shops underneath. These platens were added during the rebuilding of the
shipyard. The size of each is not known. However, a comparison of the area
covered by the platens in relation to the size of the shipbuilding ways indi-
cates that the rate of construction of cruisers is not as rapid as reported.
27- 7.nK.ITE41.2!Lji192-*
The bull-fabrication shop contains a table for marking plates, 3
stamping presses for small parts, 6 drill presses for drilling steel plates,
* It is believed that installations indicated on the chart as Nos. 27, 28.
29, 30, and 31 have been combined during the rebuilding of the shipyard to
facilitate hull fabrication and are now under one roof. Several reports
estimate the size or installation No. 27 to be large enough to include these
five installations. The forge listed under installation No. 27 may be the
same as that listed under installation No. 31.
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1 heavy- and 3 small-plate shears, 1 milling machine, 1 oxyacetylene cutting
machine for plates up to 0.75 inche thick, several electric welding machines,
plate rolls of an unknown size, several lathes, 2 oil-fired reheating
furnaces each 35 feet long, several forges, 3 overhead traveling cranes of
5- to 10-ton capacity, a bending slab, a riveting machine, a welding slab,
and pneumatic hammers. A mold loft may be located on the second floor.
30. Electric Power Plant.
The electric power plant contains a small steam turbogenerator with an
unknown capacity.
31. nE1.11M-131SEJP11.?Forga.
The machine shop and forge contains two large furnaces for heating
large parts.,
33, 34, and 35.allo for outfitlInuaLtellEitat.
These shops include a machine and tool shop, an electric
repair Eihop and a machine assembly shop.
39. Steel Plate ilT2ElslAt222.
The shop contains plate-bending rolls, electric welding machines, and
overhead traveling cranes.
40. Woodworking Shop.
The woodworking shop produces patterns and furniture.
42. CaRtnlIga
The copper pipe shop produces copper pipes, copper ship parts, and
copper boilers.
69 and 70' Lquntalllealt221-
Apprentices are trained as carpenters, shipfitters, blacksmiths,
and lathe operators. . ?
71. Fore.
The forge contains 6 furnaces and I or 5 forging hammers or presses.
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80. Submarine Fabrication and Assembly215ELiplaatl2).
This plant was partially equipped as of May 1949. In early 1949,
section a and the vest end of section c were producing cylindrical sections
which are reported to resemble pressure hull sections of submarines, Little
equipment was installed in section b and in the eastern end of section c.
The western end apparently is being equipped to shape and fabricate hull
sections. There is no indication in available data as to the possible use
of section b and the east end of section c. Several reports state that
launching ways were planned for installation between the east end of section
c and the outfitting basin which is about 170 feet away.. Available information
states that the several sections are equipped as follows:
Section a contains punch presses, 4 overhead cranes of 10-ton
capacity, a hydraulic bending machine, an oxyacetylene cutting machine,
automatic electric welding machines for welding cylindrical sections, .6 or 7
plate shears, a lathe 33 feet long, assembly platforms, traneformers? and
numerous gas and electric melding machines.
Section b contains several overhead cranes.
Section c contains seven or more platforms located in the western
end. Five platforms are about 40 feet by 75 feet by 3 feet high and 2, about
40 feet by 40 feet by 3 feet high, having rails on top embedded in concrete,
some of which form an egg-crate pattern. The western end also contains a
vertical lathe (or boring mill) with a turntable reported to be from 14 to
20 feet in diameter; a long horizontal lathe; 2 overhead traveling cranes of
10- and 25-ton capacity; and automatic welding machines. Two overhead
traveling cranes of 25- and 90-ton capacity respectively, travel the entire
length of section c. Prior to reconstructing this shop there were several
open cylindrical concrete pits, estimated to be about 40 feet in diameter by
35 feet deep in both the eastern and western ends. These pits were probably
used as hydrostatic test basins. Several reports state that the pits in the
western end were filled in and floored over whereas those in the eastern end
remained unchanged. Other reports state that the pits in the eastern end
also were floored over. As little work was done in the eastern end by May
1949, the condition of these pits is unknown; however, indications are that
they will be floored over similar to those in the western end.
Section d is a platform located in the open between section a
and section b containing 2 plate rolls and heavy plate cutting shears.
Section e contains transformers and air compressors.
.Sections f and g contain offices and small shops.
* ?eche is the German word for corporation. The name is given here because
the plant is referred to as Zeche 32 in many intelligence documents.
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83, 891 and 90. Precast Reinforced Concrete Plants.
These plants produced roof and floor slabs during the
reconstructiOn of the shipyard. It is unlikely that more than one plant
will continue the manufacture of precast slabs.
92, 93, 94, 95, 96, and 97. Machine Shops.
Little is known about these machine shops.
Strict security was drawn around the shops when prisoners of war were employed
in the shipyard. Prior to World War II these shops produced ordnance,
ammunition, mines, and torpedoes.
103. Siemens-Martin Steal Mill.
In 1935, the Siemens-Martin steel mill had 3 open-hearth oil-fired
furnaces in operation which totaled about 648 square feet of hearth area
divided into furnace No. 1; 78 square feet; furnace No. 2, 216 square
feet; and furnace No. 3, 354 square feet. It has been reported that three
open-hearth oil-fired furnaces have been rebuilt since the war and it Is
assumed they have been rebuilt to their prewar size. Space is available in
the plant for a fourth furnace, and several reports indicate that a fourth
furnace was planned. In 1935, 2 Bessemer converters were in operation
having a total capacity of 5.4 metric tons. Postwar reports state that
three Bessemer converters of unknown capacity are in operation. Electric
furnaces were in operation before and after World War II. The steel mill
produces ingot steel and large castings including ship anchors. One rolling
mill to produce ship plate was reported installed and a second one planned.
107. Castingilyes!lai_mel Welding Shop.
This shop is used in conjunction with the Siemens-Martin steel mill.
In prewar years the shop was equipped with 2 large and 2 small annealing and
normalizing furnaces for castings.
114. Telephone ExchangE.
The telephone exchange contains a Siemens-Raiske automatic exchange
system of 300 24-volt extensions and 1,200 60-volt extensions.
120. Turbine Plant.
The turbine plant produced marine turbines prior to World War II.
Postwar reports do not show that this installation has been refitted to
produce turbines.
The dimensions used in the description of the following facilities,
(1) through (10)0 were derived from photo interpretation analysis of 1944
German aerial photography of the shipyard.
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(1) Large ShipbuildiNyay.
The estimated dry length is 900 feet* but the cofferdam extension
may extend the dry length to 1,064 feet. The inland end of the way contains
shops. Estimates of height above grade of the inland end vary from 13 feet
to 50 feet. Using a declivity of five-eighths of an inch to 1 foot and
assuming the grade at the inland end to be about 10 feet above water level,
it is believed thatthe inland height above grade is about 38 feet.
(2) Large Shipbuilding Way.
The estimated dry length of way No, 2) is 820 feet. With a possible
cofferdam extension? the dry length may be extended to about 985 feet rhe
Inland end contains shops. Estimates of height above grade of the inland
end vary from 25 feet to 50 feet. Using the methodology employed in esti-
mating the height of way NO, (1), the inland height above grade would be
about 33 feet.
(3) and (4) Shipbuilding Wave.
The estimated length of these ways is 425 feet.** The ways
are inclined and formerly were covered. It is believed that ship material
used in construction on these ways is picked up by high overhead traveling
cranes from an area lying between the north end of the inclined ways and
fabrication shop No. 27. Ship material is probably moved from the fabrica-
tion shop to this pick-up area by means of flat cars or small mobile cranes.
It is estimated that this pick-up area is approximately 47 feet wide and runs
in length the full width of the building. The building housing these ways is
472 feet long. Deducting 47 feet from this dimension leaves 425 feet, which
is considered to be the length of the shipbuilding way.
(5)0 (6), "d (7) 2A2.1.3.Y1.1d1110111E.
The estimated length of these 3 ways is 375 feet.***
The inland end of the ways is estimated to be about 20 feet above grade and
the ways are estimated to have a declivity of three-fourths of an inch to
I foot.
(8) and (9) Outfittinkand Repair Basins.
The depth of water in the basins is not known. Reports state
that the ship Navorossiysk, which has a ma imum draft of 34 feet, 5 inches,
has been observed in the larger basin.. The two wet basins in the shipyard
* 011a-Jstimates the dry length of the way at 820 feat.
** ONI estimates the length of the ways at 460 feet.
ONI estimates the length of the ways at 446 feet.
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are used for outfitting and for repairs. The larger basin is about 765 feet
by 1,100 feet and the smaller baain is about 130 feet by 46o feet. About
2,550 linear feet of quay side is served by railroad tracks from which mobile
cranes could operate.
(10) Probable Side LaunchiELatt.
The estimated length of these ways is 1,000 feet.
(II) F.E2132.211t_SiLb_sltaarrejA_unchiaii_iWa.
This way is used for submarines from the submarine fabrication and
assembly plant (Zeche 32). The construction of this way is unconfirmed.
The original reports may have referred to planned rather than to actual con-
struction.
Eight mobile tower hammerhead cranes serve way No. (1) and way No, (2).
Estimates of size rapge in height from 82 feet to 196 feet and estimates of
the working radius range from 49 feet to 131 feet. It Is believed that these
cranes are large, that they probably clear 115 feet under the jib with a
working radius of 95 feet, and are capable of lifting 30 metric tens near
crane and. 10 metric tons at end.
Prior to World War II, way No. (3) and way No. (4) were serviced by over-
head traveling cranes. These cranes, together with the supporting structure,
were destroyed by the retreating Germans. Considering the limited space
available on each side of these ways it ialDelieved that: in the rebuilding
of the shipyard, similar cranes were erected.
Cranes serving other ways, 4uays? ehops, and in general use in the ship-
yard are of the mobile locomotive type.
Two floating docks 21/ and '2 floating cranes 22/ are available to serve
the port and the shipyards in Nikolayev. The larger clock is 558 feet long
over-all by 136 feet vide inside and can be submerged to obtain a 30-foot
depth of water over the keel blocks. This dock has a lifting capacity of
30000 metric tons. 23/ The smaller dock is reported to be about 165 feet
long. 24/ The 2 floating cranes are of 150-metric-ton and 60-metric-ton
lifting capacities. 25/
VI. Production.
Since, with few exceptions, the shipyard has been reconstructed along its
former lines, it may be assumed that production has been resumed along prewar
lines modified to suit postwar plane.
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? ? ?
1. Pre-World War II.
The shipyard has had almost continuing experience in naval construc-
tion since the days of the tsars. 26/ It has produced battleships, cruisers,
submarines, destroyers, motor torpedo boats, and icebreakers. 32/
In prewar years the Marti Shipyard No. 444 specialized in the pro-
duction of merchant vessels such as medium-sized lumber carriers, large
tankers, and icebreakers. EN
Just before World War II the shipyard was engaged in the construction
of the battleship Kraanaya Ukraine. 22/ This battleship was similar in size
to the Sovyetsky Soyus class, which was estimated at 794 feet long, 119 feet
In breadth, and Of 35,000-metric-ton standard displacement. 12/ The Krasnaya
Ukraine was practically completed when the Germans occupied the shipyard in
1941. However, completion was not undertaken by the Russians after the war,
and the vessel was finally cut up. The dismantling was completed in early
1949.
In prewar years the shipyard contained an almost independent railroad-
car-manufacturing plant and an engine-building plant, which produced steam
turbines and large reciprocating engines. 31/
Production in.the various shops indicates a wide range of commodities
for both shipbuilding and industrial application. Various reports state
that the shipyard produced stationary and marine boilers, marine diesel
engines, cast steel and iron, forgings, general machinery, metal construction,
shapers, jacks, cast bronze, 32/ steam turbines and crankshafts, 33/ and
small turbogenerators up to 57,1500 kilowatts. 34/
The monthly production of ordnance and ammunition in 1938 is shown
in Table 1.*
The production of the Siemens-Martin steel mill was used chiefly for
forgings? axle steel, tubing billets, and shaped castings as shown in Table
2.** 32/ The reported total annual production of the open-hearth furnaces
varies from 70,000 metric tons ly to 82,800 metric tons. .32/
-V.?NEN-I-follows on p.15.
** Table 2 follows on p.15.
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Table 1
Monthly Production of Ordnance and Ammunition
in Marti Shipyard No. 444
1938
Item
Guns
Antiaircraft
Coastal
Coastal
Ammunition
Number
12 units
8 units
1 unit
Size
3 inches
6 inches
16 inches
Antiaircraft 13,000 rounds 3 inches
Coastal 10,000 rounds 6 inches
Coastal 2,000 rounds 12 to 16 inches
Bombs 2,500 units
Sea Mines 1,250 units
Torpedoes 100 units
110 to 1,100 pounds
The production of the Siemens-Martin steel mill was apportioned in
1938 for the uses shown in Table 2.
Table 2
Apportioned Production of the
Siemens-Martin Steel Mill
1938
Metric Tons
Use
Forgings
Axle Steel
Tubing Billets
Shaped Castings
Total
Total Amount
18,000
6,000
36,000
10,000
7o,opq
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Of this production the shipyard consumed about 10 percent of the
forgings and shaped castings. The tubing billets were shipped to Leningrad,
lzhevsk,, and Taganrog; the remainder of the forgings were shipped to Lenin-
grad. The steel castings were shipped to other shipyards of the USSR, par-
ticularly to Leningrad and even to Vladivostok. 40/
Contained within the Siemens-Martin steel mill was a large steel-
casting department. Adjacent to the steel mill, on the east, was a large ?
dressing and electric welding shop for castings. The dressing department
contained several large reheating furnaces for normalizing and for the heat
treatment of the rough castings. Castings ranging in size up to 60 metric
tons in single pieces were produced. The monthly prewar production was
800 metric tons. Among the items produced were.ship's fittings, anchors,
stern posts, steering frames, rudders, propellers, bearing brackets, shaft
heads, turbine parts (stator), and railroad car parts. 41/
2. Postwar.
Specific reports covering completion of shipyard facilities and of
postwar production are not available. For example, the large turbine shop
that was known to exist before World War II has not been reported as being
again in production.
Various reports indicate that the shops within the shipyard are
capable of producing many components of vessels. From an economic point of
view, it is believed that the shops would not engage in any production that
paralleled that of the specialized industries. In prewar years the cost of
metal articles produced in Mari Shipyard No. 444 were 47.3 percent higher
than any similar article proeuced by specialized industries elsewhere in the
USSR. 42/ It follows eithee that the shipyard's shops would not produce items
that could be manufacture'''. by specialized industries unless such industries
were overloaded with orelers and the product could not be Obtained outside
the USSR or that transportation difficulties made it necessary to produce the
item in the shipyard's shops. It is believed that using the shops in assembly
work and production of items for which the demand is not sufficient to devote
a single industry or shop to continuous production best serves the Soviet
economy.
Probably the most important postwar contribution of the shipyard to
the Soviet naval forces has been the completien of two cruisers, whose con-
struction was interrupted by World War II, and the additional Construction of
new cruisers. These cruisers, the Kuybyshev and the Frunze, which were towed
away from the shipyard in a partially completed state just prior to the
German occupation of the shipyard, were returned to the shipyard for completion
and are now believed to be in operation with the Black Sea fleet. 43j
Following the dismantling of the battleship Krasnaya Ukraine, the
keel of a large vessel was laid down in way No. (1) in January 1949. In May
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1949 a similar keel was laid in way No. (2).. 44/ These were the first large
vessel keels laid after World War II. Two or more warships of cruiser size
have been reported several times between January and August 1951 as being
alongside in the fitting-out basin. 45/ Two hulls have been reported as
occupying the 2 large ways./2?/ It is probable that the first bulls were
launched in May and September 1950 and that new vessels were laid down
immediately. 47/
It is believed that the new vessels are light cruisers of the Chapayev
or Sverdlov class. The probability that they are of the Sverdlov class
appears greater as the Sverdlov is a postwar design and currently being built
in the Leningrad shipyards. 48/ Construction of Sverdlov cruisers in Lenin-
grad requires about 14 months on building ways and about. 13 months for
outfitting. 49/ Estimating that the Marti Shipyard No. 444 required 2 extra
months for building and 2 extra months for outfitting,, 50/ a probable con-
struction schedule would he as follows:
Vessel 1, Way 'No. (1)
January 1949
May 1950
August 1951
Vessel 2, Way No. (2)
May 1949
September 1950
December 1951
Vessel 3, Way No. (1)
July 1950
November 1951
February 1953
Vessel 40 Way No. (2)
November 1950
March 1952
Jane 1953
Considering that a cruiser is on the ways for 16 months and that 2
months are required after launching to prepare the ways for the laying of a-
new keel, cruiser launchings may be scheduled every 18 months. Assuming that
outfitting reauires an additional 15 months and that it can be done in the
shipyard simultaneously with the construction of a new hull on the ways, the
production rate of completed cruisers for 1 way may be scheduled at 1 every
18 months. As 2 ways are used for cruiser construction, the shipyard's pro-
duction rate would be 1 cruiser every 9 months.
In the reconstruction of the shipyard, special attention was paid to -
the fitting-out of the submarine fabrication and assembly shop, which pur-
portedly will fabricate and assemble submarines on the assembly line produc-
tion method. By May 1949, production had already begun in the fabrication of
cylindrical sections which resembled pressure hull sections of a sub-
marine. 2/ These sections were shipped outside the shipyard to destinations
unknown. .5/ In December 1950, on the Bug River and in the vicinity of the
shipyard there were observed a number of submarines with high conning towers,
believed to be new and on builders trials. 22/ This observation may confirm
that actual submarine production has begun.
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Several reports state that in 1948 and 191.1.9 a number of small craft
were probably built on ways Nos. (5), (6), and (7), 54/ and ranged, in
types of vessels reported, from barges and small naval craft to boats for
inland waterways. Estimates of length range from 82 feet to 182 feet.
With the exception of the foregoing probable construction, the avail-
able reports indicate no merchant veseels of any size under construction.
Several reports indicate that an aircraft carrier is possibly under
construction in the shipyard. 55/ These reports have not been confirmed.
The productivity of the Siemens-Martin steel mill and foundry con-
tributes greatly toward satisfying the shipyard's steel requirements for
castings, forgings, plates, and shapes. It is probable that the Siemens-
Martin steel mill produces all of the steel required for hull construction.
Information about various facilities within the reconstructed mill tends to
support the assumption that, in addition to producing casting metal, the mill
also produces steel of ship plate quality. 5_6/ This assumption, coupled with
expanded ship construction facilities, woula-point toward the use, in postwar
years, of a higher percentage of the steel mill's output for shipbuilding.
Various data show that Siemens-Martin furnaces not connected directly
with large metallugical Installations in the USSR differ considerably as re-
gards the number of melts carried out in a working period, the amount of cold
overhauls a year, and the time idle. A standard of 5 overhauls per year,
each taking 10 days, may be adopted as a reasonable average. Allowing 6 days
for holidays, this would mean that the furnaces were in operation 310 days
of the year. .522/ Using the production factor of 0.418 metric tons per square
foot per day of operation 2/ and a total hearth area of 648 square feet
the annual production would amount to 83,838 metric tons. Because the
Russians, in their Fifth Five Year Plan (1951-55), have placed great emphasis
on steel production and because this mill was one of the first units to be
rebuilt, it is believed that postwar annual production of raw steel would not
be less than 83,800 metric tons.
The electric furnaces add greatly to the economic importance of the
steel mill. Steel of the quality required for armor plate and possibly .high-
speed tool steel can be produced because the electric process permits close
control of the composition of finished steel.
A rolling mill for the production of ship plate connected with the
steel mill has been reported. 59/ A second rolling mill for the production
of ship plate is also planned.-60/
Some of the steel produced in the Siemens-Martin steel mill was shipped
to the Northern Yard in Nikolayev. 61/
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Postwar reports up to May 1949 indicate production of naval ord-
nance, 62/ propeller shafts, propellers and crankshafts, 63/ armor plate, 6)_4../
ship funnels, and large boilers. 65/
VII. Capabilities.
Upon considering the capability of the shipyard to produce ships it is
assumed that the ehipbuilding facilities will probably be used to their fullest
extent for building naval vessels, with particular emphasis on producing
vessels for the Black Sea Fleet. This shipyard is capable of and has the
capacity for building all types of naval vessels from the smallest type of
submarine to battlehips or carriers and for building all types of merchant
vessels from barges to fairly large ocean-going passenger liners,
In assessing the shipyard's capability to produce vessels larger than the
Sverdlov cruisers, reference is made to the prewar partially completed battle-
ship, the Krasnaya Ukraine. 66/ This vessel was originally scheduled to be
launched in 19141 but in 1940 it was reduced in priorityi and construction work
practically ceased. After World War Il the vessel was cut up on the ways,
Based on known postwar construction in the USSR, the following arbitrarily
selected naval vessele may simultaneously be built in the Marti Shipyard No,
444 as shown in Table 3.
Table 3
Estimated Naval Vessel Coastruetion Capacity
Way Number
Naval Vessels
Possible Construction
Class
Over-All Length
Tonnage
(SD])
(1)
(2)
(3)
-(4)
(5)
(6).
(7)
(16)
Building
No. 80
1 Cruiser
1 Cruiser
1 Destroyer
1 Destrbyer
1 Submarine
1 Submarine
1 Submarine
5 Submarines
8 Submarines
__SIes:jt,
720
720
410
410
308
308
308
192
192
16,000
16,000
3,000
3,000
1,480
1,480
1,480
587
587
Sverdlov
Sverdlov
Model o
Model 0
K
K
K
Shch
Shch
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Although confirmation of complete rehabilitation of all prewar shipbuild-
ing ways is lacking, it is believed that the shipbuilding ways listed above
would be made serviceable should the program demand.
The possible annual production in naval standard displacement tonnage
(SDT) is estimated in Table 4.
Table 4
Estimated Naval Vessel Annual Production Capacity
Number of Vessels Class
????????????.?????????????........?
Tonnage
(SDT)
1.6 Cruisers Sverdlov 25,600
2.2 Destroyers Model 0 6,545
4.0 Submarines K 5,920
17.3 Submarines Shch 10,174
Total 48,239 a/
a. ONI estimates 57,200 SDT not including pro-
duction from the side launching ways.
In computing the annual produCtion, three assumptions were made.'
(1) The necessary materials, labor, and power would be available.
(2) Only one main labor shift would be employed.
(3) Way time is considered to be the limiting factor of the production
rate. The cruiser construction rate was taken at 15 months of way time,
destroyers at 11 months of way time, and large (K) submarines at 9 months of
way time. The way time includes 1 month in which to prepare the way for the
next keel laying: For these vessels it is assumed that approximately an equal
amount of time will be required in outfitting. In this case all of the quay
sides, now served by railroads, would be tied up in outfitting the cruisers,
destroyers, and large submarines. The way time for the smaller submarines
(Shch) was taken at 9 months. Because of lack of outfitting space it was as-
sumed that the smaller submarines would be essentially completed on the ways.
In this connection several reports show that a launching way was planned for
the cast end of the submarine fabrication plant No. 80. Although actual
construction of this launching way has not been confirmed, it is believed
that some method will be employed for launching completed submarines directly'
from this plant either as reported or through the large door in the south
side near the eastern end.
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In the event that the shipyard should be devoted to the production of
merchant vessels, the self-propelled cargo ships shown in Table 5 could
simultaneously be built.
Table 5
Estimated Merchant Vessel Construction Capacity
Way Number
Possible Construction
Over-All Length
Number of Vessels (Feet)
Tonnage
(GRT)
(1) a/
465
6,750
1
300
2,150
(2) 2/
1
465
6,750
1
300
2,150
(3)
1
425
5,000
(4)
1
425
5,000
(5)
1
375
3,650
(6)
1
375
3,650
(7)
1
375
3,650
(10)
3
300
2,150
a. As these ways were oveFBM feet long a combination of 2
vessels on each way was used. The construction time of the shorter
vessel being one-half the larger permitting the launching of the
larger immediately following the launching of the second vessel.
On the above basis of merchant construction the possible annual produc-
tion in gross registered tons is estimated in Table 6.
Table 6
Estimated Merchant Vessel Annual Production Capacity
Over-All Length Tonnage
(Feet) (GRT)
Number of
Vessels
2.7
465
18,000
13.3
300
28,665
3.2
425
16,000
5.5
375
20,214
Total
ONI estimater64,600 GRT.
.t.?..t..?.19 a/
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The assumptions made in calculating merchant tonnage were similar to the
assumptions made for the calculation of naval tonnage.
(1) The necessary material, labor, and power would be available.
(2) Only one main labor shift would be employed.
Way time for the 465-foet vessels was taken at 9 months; for 300-foot
vessels at 4-1/2 months; for 425-foot vessels at 7-1/2 months; and for
375-foot vessels at 6-1/2 months. Estimating that outfitting could be done
in one-half the amount of way time, continuous production could be based on
way time.
No merchanteveesels were assumed to be built in tne submarine fabrication
end repair plant No. 80.
Output in both naval and merchant tonnage would undoebtedly be greater
if the number of working hours of the one shift or the number of labor shifts
were increased. Output also would be increased by repetitious production
of a single design.
Production of vessels at the foregoing rate would seriously restrict the
shipyard's capability for repair work. All of the quay sides, now served by
railroads, would be tied up in the eutfitting of newly built vessels.
Repair work is limited by the lack of adequate dry docking facilities.
Only 2 floating dry docks, 1 large and 1 small, are available to the shipyard.
There are no graving docks* or marine railways among the shipyard's
facilities.
As mentioned earlier in this report, the several production shops within
the shipyard could, if necessary, produce many military items including
heavy ordnance and ammunition.
VIII. Labor.
Reports vary considerably as to the total number of shipyard employees.
A 1937 report gives a total of 26,000 employees, japily whereas 2 postwar estimates
(1950) give 15,000 employees, 68/ and 21,000 employees respectively. 69/ Con-
sidering the progress made in reconstructing the shipyard, it is doubtful that
the shipyard was fully rebuilt and equipped at the time of the postwar estimates
which may account for the lower figures.
A direct .(productive) labor force of 15,300 employees is required to pro-
duce the estimated 48,200 SDT of naval construction on a one-shift basis.
Assuming that the direct force is 60 percent of total employment, direct and
indirect, the total shipyard force required would be 25,500.
* 'A graving dock is a stationary basin constructed partially below normal
water level, open at one enddthrough which a vessel is floated. This open
end is then closed by a watertight gate and the basin drained, thereby
facilitating underwater repair."
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In calculating the number of direct employees, the figures in Table 7
showing the number of US man-hours required to construct certain types of
naval vessels were used. 70/
Table 7
US Man-Hours Required to Construct Naval Vessels
Type of Vessel
Tonnage
(sr)
Total
Man-Hours
per Vessel
Man-Hours per
SET
Cruiser
15,000
7,400,000
493
Destroyer
2,600
2,160,000
830
Submarine
1,480
1,400,000
945
Submarine
587
600,000
1,022
It is assumed that the productivity of the Soviet shipyard worker is
comparable to that of the US shipyard worker, Therefore, no factor of rela-
tive efficiency was used.
The working year (man-year) in the USSR is probably 2,224 working hours;
that is, 365 days minus 87 days, which includes regular days off, holidays,
absenteeism, and vacations, leaving 278 days; 278 days at 8 hours per day
equaling 2,224 man-hours. On this basis the direct labor required by the
Marti Shipyard No. 444 to yield the possible production of 48,239 SDT of naval
construction is shown in Table 8.
Table 8
Estimated Number Of Direct Employees
Required to Construct Soviet Naval Vessels
Type of Vessel
Tonnage
(sr)
anEaLaglmn
Cruiser
25,600
50674
Destroyer .
6,545
20442
Submarine (K)
5,920
2,515
Submarine (Shch)
10,174
4,675
Total
48 239
15,306
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In estimating the man-hours required to construct the merchant tonnage,
a US factor of 175 man-hours required to produce. 1 GRT of cargo ship con-
struction was used. This 'factor may be reduced to 115 man-hours per ton for
repetitious production after the 20th vessel. Since the estimate of merchant
tonnage is based on cargo-class vessels, only one rate was used. Therefore,
on a one-shift basis the man-hours to produce 82,900 GRT at 175 man-hours per
GRT and a 2,224-hour man-year would be 6,525 direct employees. The total
shipyard force, direct and indirect, would be 10,875 employees.
No estimate is made of the number of employees engaged in productive work
other than that for shipbuilding. The foregoing labor estimates do not in-
clude the workers in the Siemens-Martin steel mill or in shops engaged in
production of components for shipyards elsewhere in the USSR or for other
industrial consumers.
A school for apprentices has been in operation in the shipyard since the
end of World War II. 71/ The number of apprentices is not known.
IX. Sources of Power and. Materials.
1, Power.
Following the rebuilding of the shipyard, most of the new installations
are powered by electricity. Electric welding is used extensively in the
fabrication and assembly of ships and in other production shops in the ship-
yard. There are several electric smelting furnaces in the shipyard. The
Marti Shipyard No. 444 is, therefore, one of the largest consumers of electric
power in Nikolayev. 72/
Electric power Is supplied to the shipyard chiefly from the Nikolayev
municipal power plant 73/ which generates about 67,000 kw. 74/ Another source
of power is a small power plant within the shipyard probably generating be-
tween 2,250 kw and 3,000 kw. This small plant, which produced 2,250 kw 75/
pior to World War II, was not expanded when rebuilt following the war al-
though it IS possible that equipment installed after the war may have in-
creased its output. The municipal power plant is tied in with the Dnepr
Donets power grid system. The grid system total power supply, estimated as
of 1950, is 20223,000 kw, 76/ The total coincident peak load plus 10 percent
for reserves is 21031,00) kw, leaving an excess of available power of 192,000
kw or 8.6 percent of total available power. 77/ This power study assumed an
annual consumption of 48,000,000 kwh with a FO'incident teak load of 12,000 kw
for the Marti Shipyard No. 444, 78.../
Damage to the municipal plant would not seriously affect the shipyard as
power would be supplied by the grid system. Damage to both the power grid and
the municipal plant would seriously reduce production. Damage td the municipal
and shipyard generating plants and to the power grid would virtually halt pro-
duction in the shipyard.
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2. Raw Materials.
The principal raw materials reeuired for production are available
through relatively short hauls by rail or water.
In prewar years, unknown amounts of raw materials for the shipyard's
smelting and casting plants were obtained from the following sources 79/:
a. Iron ore for the Siemens-Martin steel mill from Krivoy Rog.
b. Chromium ores from the Urals. They were reduced directly from
slag in a steel bath.
c. Lime from Sebino (on the Bug River).
d. Dolomite from Dolomit in the Donets Basin.
e. Bauxite from Tikhvin, near Leningrad.
f. Fluorspar from Khodobulaki.
g. Dines and Chamotte bricks, Chiefly from the Donets Basin,
h, Magnesite and chromium magnesite bricks from Sadka in the Urals.
i. Coal from the Donets Basin, party by rail and partly by boat
via Zhdanov.
J. Coke for cupola furnaces and for bending of copper tubing from
the Donets Basin.
k. Mazut (fuel oil) from Kherson and Tuapse. (The supply source for
fuel oil has probably changed since the war with the opening of the Volga-Don
Canal,)
1. Pig iron (steel pig from the Donets Basin). Analysis: 0.8 to 1.4
percent silicon, 2.6 percent manganese, 0.10 to 0.14 percent phosphorus, 0.02
to 0.05 percent sulfur.
m. Scrap metal from the shipyard's own volume pf scrap and from the
southern Ukrainian scrap area (Nizhnedpeprovsk scrap base).
n. Foundry pig iron from the Ukraine.
o. Ferroalloys from the Zaporozh'ye ferroalloy plant.
p. Nonferrous metals (copper, nickel, zinc, and tin) were obtained to
a considerable extent through imports, but in part also from Soviet production.
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APPENDIX A
METHODOLOGY
The main body of this report was compiled chiefly from postwar intelligence
and 1944 aerial photography. Prewar production reports were used to indicate
postwar potentialities, assuming that the shipyard was reconstructed to at
least duplicate prewar capabilities.
The designation of building and shop use and the description of facilities
is a digest of the many postwar reports contained in the consolidated plant
Colder Ln the Industrial Register.
The layout of the shipyard was made from the same consolidation, but using
enlarged aerial photographs to fix the position of installations.
Explanations of the methodology used to estimate the shipyard's capability
to produce naval and merchant vessels and the rate of production are contained
in the text.
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APPENDIX B
GAPS IN INTELLIGENCE
Information on plant reconstruction since World War II is very poor,
and data on current production are practically nonexistent.
The high sensitivity of the shipyard's production in the Soviet naval
program caused rigid security measures to be invoked during the reconstruction
period.
Little is known about the actual machinery and equipment inside shops.
The use of buildings and the technology employed in production can only be
deduced from vague references and limited data.
Although this report contains information up to August 1953, no informa-
tion is available as to development within the shipyard after mid-1949.
The major gaps are those pertaining to the development of buildings, equip-
ment) and facilities since mid-1949; sources of raw, semifinished, and
finished material; destinations of products; production, availability and
skill of manpower, budgets; and technological process.
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APPENDIX C
SOURCES AND EVALUATION OF SOURCES
1. Evaluation of Sources.
The compilation of data and the preparation of estimates and conclusions
were derived from Industrial Register, CIA Library, Graphics Register, and
discussions held with other IAC members.
The numerous documents reviewed in the Industrial Register were mainly
prisoner-of-war reports. Most of the reporting prisoners of war were untrained
observers and nontechnical men. A few were skilled mechanics. The reliability
or single reports could be evaluated only on their contributions to the study
as a whole. The composite of selected reports may be given a rating of
possibly true.
The documents reviewed in the CIA Library were additional prisoner-of-war
reports, publications by IAC agencies, naval attache reports, and a few foreign
government intelligence reports and digests. The prisoner-of-war reports
should be rated the same as those reviewed in the Industrial Register, possibly
true. The remainder of the documents, reviewed in the CIA Library, has been
given a high evaluation as they represent the considered opinion of experienced
Observers and analysts.
The Graphics Register gave valuable aid in Obtaining aerial and land
photos from which the location of the shipyard and installations could be
determined.
2. Sources.
Evaluations, following the classification entry and designated "Eval.,"
have the following significance:
A - Completely reliable
B Usually reliable
C Fairly reliable
D - Not usually reliable
E - Not reliable
F - Cannot be judged
1 - Confirmed by other sources
2 - Probably true
3 - Possibly true
4 - Doubtful
5 - Probably false
6 - Cannot be judged
Evaluations not otherwise designated are those appearing on the cited
document; those designated "RR" are by the author of this report. No "RR"
evaluation is given when the author does not disagree with the evaluation
on the cited document.
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Approved For Release 1999/09/02 : CIA-RDP7filiaria00400080003-4
KOI
Kherso
Pontoon
Bridge
Oil Storage
Depot
s Krasnodar
BUT ?ARIA
BLACK SEA
SPASSK
SHIPYARD
1 1 RKEY
Anka
LOCATION MAP
0 100 200min
We Kee Kilometers IRA,
Railroad
Yard
SHIPYARD
NO 444
IMENI A. MARTI
Granite Quay Grain
Elevator
City Qua),
International
Coastwise
Shipping Pier
Earth
Dam, -
z
ORIENTATION
MAP
2 Kilometers
\cu.,
Open
Storage
_
-14--11fttt
1. Unknoun NCiodworking shop
2 Administration building 91. Paint shop
3. Recreation hall 92. Copper pipe shop
4. Foundry (iron and bronze) 93_ Unknown
5. Sand storage (for foundry) 44. Water tower
6_ Clay and loam storage (for foundry) 95. Plumbers' shop
T Casting cleaning and dressing shop 46. Furniture warehouse
8. Machine shop 47 Railway car repair shop
a. Machine shop and forge 9W Carpenter shop
b. Mactiine shops 49. Boat shop
c. Machine shop 50. Warehouse
d. Office 51. Warehouse office
e. Assembly shop 52 Fire station
IL Machine shop 53 Garage
a. Machine shop tor propeller shafts 54 Unknown
b. Machine shops, general 55. Mess hall
c. Diesel engine repair shop 56. Unknown
10. Machine shop 5T Electric repair shop
I I. Foundry and forge 58. Sailmakers ? shop
12. Forge 59. Electric motor repair shop
13. Transformer 60. Engineering Department office
14. Dressing shop 61_ Mess hall
15. Electric Shop 62. Electric shop (armature shop)
16 Machine repair shop 63. Repair -Construction Department
17 laboratory 69. Repair Welding shop
18. Power plant 65. Sheet metal shop
a. Boiler house 66. Electric shop
b. Generator house 67. Compressed air plant
19 Guard house 68_ Plumbers shop
20 Administration building (Works Council) 69. Apprentice school (furniture shop)
21 Main administration building 70. Apprentice school (machine shop)
22 Boilermakers shop 71. Forge
23 Compres.sed air plant 72. Forge
24 Welding electrode plant 73. Unknown
25 Steam plant 74_ Small forge
26 Piaiens (uncovered-for sub-assemblies) 75. Garage
27 Fabrication shop (mold loft on 2nd floor) 76. Oil storage
28 Sub-assembly area 77. Forge
29 Forge 78. Warehouse
30 Small electric power plant 79. Electric shop
31 Machine shop and forge 80. Submarine fabrication and assembly plant
32 Shaping shop
33. Machine and 1001 shop
34. Electric repair shop
35. Mar ne assembly shop
36. Unknown
37. Plating shop
Unknown
39. Steel plate workshop
I ZerlIC 32)
a. Plate shops
b Unknown (probable machine shops)
c Fabrication and assembly shop
d. Platform
e. Transformers and air compressors
I_ Offices and small shops
g. Offices and small shops
Oil
Tanks
81. Heat treatment plant
82. Apprentice school
83. Precast reinforced concrete plant
84. Saw mill
85 Fuel storage
86. Joiner shop
8T Locomotive repair shop
88. Brickworks
89. Precast reinforced concrete plant
90. Precast reinforced concrete plant
91. machine shop
92. Machine shop
93. Machine shop
H. Machine shop
95. Machine shop
96. Machine shop
97. Machine shop
98. Compressed air plant
99. Unknown
100. Repair shop
101_ Print shop
102. Storage for S-M steel mill (mold forms)
103_ Siemens-Martin steel mill and foundry
a. 3 open hearth furnaces (fourth planned)
b. 3 Bessemer converters - ingot casting
c Mold casting and rolling mill
d. Electric furnaces
e. Clay mixers and drying furnaces
t. Electrical switch station and tool room
g. Electrical switch station and pattern shop
109. Storage for S-M steel mill
105. Unknown
lOW Pump house
107. Casting cleaning, dressing, and welding shop
108. Office
109 Fuel oil storage for S-M furnaces
110. Oxygen plant
111. Machine shop
112_ Machine shop
113. Administration building
114. Telephone exchange
115. Unknown
116. Chemical storage
117. Oil dump
118. Unknown
119. Warehouse
120. Turbine plant
121. Hospital
122. Guard house
123. Administration building
End launching way
End launching way
End launching way
End launching way
End launching way
End launching way
End launching way
Outfitting and repair basin
Outfitting and repair basin
8 Side launching ways (unconfirmed)
Submarine launching way (unconfirmed)
N
N
_
(P.)
NIKOLAYEV
SHIPYARD NO. 444
IMENI A. MARTI
0 100 200 300 400 500
FEET
025 SO 7.5 1E10 125
METERS
SECRET
250
Caisson
L-
oastiwse
C,
Shipping Pier
I
/ hammerhead crane
Building (reconstructed)
Building (probably reconstructed)
Boundary fence and gate
Railroad track
Crane track
Mobile tower
Turntable
Probable Turntable
GR1472 CIA, 12-53
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CONFIDENTIAL
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