THE SHIPBUILDING INDUSTRY OF CZECHOSLOVAKIA

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79R01141A000300040001-2
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 59
• Document Creation Date: December 27, 2016
• Document Release Date: May 8, 2013
• Sequence Number: 1
• Publication Date: March 19, 1954
• Content Type: REPORT

Declassified in Part -Sanitized Copy Approved for Release 2013/05/08 :CIA-RDP79R01141A000300040001-2
SECRET
ECONOMIC INTELLIGENCE REPORT
THE SHIPBUILDING INDUSTRY
OF CZECHOSLOVAKIA
CIA/RR 31
19 March 1954
CENTRAL INTELLIGENCE AGENCY
OFFICE OF RESEARCH AND REPORTS
SECRET
Declassified in Part -Sanitized Copy Approved for Release 2013/05/08 :CIA-RDP79R01141A000300040001-2
 Declassified in Part -Sanitized Copy Approved for Release 2013/05/08 :CIA-RDP79R01141A000300040001-2
This material contains information affecting
the National Defense of the United States
within the meaning of the espionage laws,
Title 18, USC, Secs. 793 and 794, the trans-
mission or revelation of which in any manner
to an unauthorized person is prohibited by law.
Declassified in Part -Sanitized Copy Approved for Release 2013/05/08 :CIA-RDP79R01141A000300040001-2
 Declassified in Part -Sanitized Copy Approved for Release 2013/05/08 :CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
ECONOMIC INTELLIGENCE REPORT
THE SHIPBUILDING INDUSTRY OF CZECHOSLOVAKIA
s CIA~RR 31.
(ORR Project 35.2+5)
Office of Research and Reports
S-E-C-R-E-T
Declassified in Part -Sanitized Copy Approved for Release 2013/05/08 :CIA-RDP79R01141A000300040001-2
 Declassified in Part -Sanitized Copy Approved for Release 2013/05/08 :CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
CONTENTS
Summary and Conclusions 1
1.
General Description 2
2.
Importance 3
3.
History 3
4.
Organization - 5
II.
Facilities 6
III..
Production 7
1.
Past and Pre sent 7
2.
Future 7
3.
Maximum Capabilities 9
IV.
Input Requirements 9
1.
Materials
9
2.
Electric Power
9
3.
Manpower
13
~+.
Capital
13
5 .
Transportation ~ .
17
V. Imports and Exports of Ships and Shipbuilding
Materials 17
1. Imports from Non-Soviet Bloc Countries 17
2. Imports from Soviet Bloc Countries 18
3. Exports to Non-Soviet Bloc Countries 18
4. Exports to Soviet Bloc Countries 18
VI. Limitations, Vulnerabilities, and Intentions 19
1. Limitations 19
2. Vulnerabilities ?. 20
3. Intentions .. 20
S-E-C-R-E-T
Declassified in Part -Sanitized Copy Approved for Release 2013/05/08 :CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
Appendixes
Page
Appendix A. General Description of the Shipbuilding
Industry 21
Appendix B. Individual Yard Studies and Layouts 31
1. Bratislava Shipyard .
2. Holesovice Shipyard .
3. Komarno Shipyard No. 1 .. .
~+. Komarno Shipyard No. 2
5. Liben Shipyard
6. Usti nad Labem Shipyard .
Table s
1. Size of the River Fleet in Czechoslovakia, Selected
Years, 1938-53
2. Shipyards in Czechoslovakia, 1953 ~?
31
32
33
34
36
37
3. Type, Size, and Estimated GRT of Vessels Built in Ship=
yards in Czechoslovakia up to January 1954 8
4. Production Statistics of Shipyards in Czechoslovakia,
1948, 1952, and 1953 l0
5. Maximum Production Capabilities of Major Shipyards
in Czechoslovakia , 1954' 12
6? Estimated Input Requirements of the Shipbuilding
Industry in Czechoslovakia, 1948 and 1952-53 13
S-E -C -R-E -T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
Estimated Input Requirements of the Czechoslovak
Shipbuilding Industry as a Percent of Total Pro-
duction, 19+8 and 1952-53 1~+
7?
8. Planned Investment in Shipbuilding in Czechoslovakia
19+7-53 15
9. The Safe Draft of Rivers at the Mayor Shipyards
in Czechoslovakia 19
10. Information on Minor Czechoslovak Shipyards .
? 39
Following Page
Figure 1.
Tentative Organization of the Czechoslovak
Shipbuilding Industry, 1 January 195+
(Chart)
6
Figure 2.
The First River Passenger Vessel Built
at Komarno Shipyard No. 2 (New Skoda
Yard) for the i~SSR, the Rossiya, Shown
on the Ways in Front of the Hull Assembly
Shop ( Photograph) ..
8
Figure 3.
Another View of the Rossiya on the Danube
River (Photograph;
8
Figure 4.
Bratislava Shipyard (Chart)
3~
Figure 5.
Holesovice Shipyard (Chart)
32
Figure 6.
Komarno Shipyard 1Vo. 1 (Chart)
34
Figure 7.
Komarno Shipyard No. 2 (Chart)
34
Figure 8.
Liben Shipyard (Chart)
,.
36
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
Following Page
Figure 9. Usti nad Labem Shipyard (Chart) ,. 36
Czechoslovakia: Major and Minor
Shipyards, 1954 (Map) 40
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
cIA/RR 31
(ORR Project 35.245)
S-E-C-R-E-T
TAE SFrIPBUILDING INDUSTRY OF CZECAOSLOVAKIA~
Summary and Conclusions
The shipbuilding industry of Czechoslovakia has traditionally
specialized in the construction of shallow-draft vessels. The coun-
try has 6 major and 12 minor shipyards equipped with facilities that
may be used for the construction of self-propelled and non-self-pro-
pelled vessels. Shallow river depths provide a natural barrier to
the construction of large ocean-going vessels.
Production by this industry constitutes only a minor part of the
gross national product of Czechoslovakia. Of more importance is tY~e
fact that the industry contributes, in small manner, to the economy
of the USSR by providing it with river vessels and by freeing facili-
ties in that country for other uses.
Since the domination of Czechoslovakia by the USSR in 1948, the
shipbuilding industry has produced for the USSR a series of barges,
ocean-going. tugs, river passenger vessels, and suction dredges.
The estimated production rate of the shipbuilding indus~ry of
Czechoslovakia is as follows:
Production Gross Registered Tons (GRT)~-
1948 14,400 (including self-propelled and non-self-
propelled vessels)
1952 17,000 (including self-propelled and non-self-
propelled vessels)
1953 ~ 25,500 (including self-propelled and non=self-
propelled vessels)
Maximum Capabilities 30,400 (self-propelled vessels only)
(one shift) or
66,600 (non-self-propelled vessels only)
~ The estimates and conclusions contained in this report represent
the best judgment of the responsible analyst as of 15 February 1954.
~' One GRT equals 100 cubic feet of permanently enclosed space:
that is, hull, deckhouses, and so forth.
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E -C -R-E -T
In 19+8 and in 1952, approximately 50 percent of the production
was exported to the USSR, an amount equivalent to 3 percent of Soviet
production of river vessels. It is estimated that production for the
USSR in 1953 has increased to about 80 percent, an amount equivalent
to 7 percent .of estimated Soviet production of river vessels.
The shipbuilding industry of Czechoslovakia is considered self-
sufficient in the production of ship components and in labor and
services but is dependent upon the import of copper and aluminum.
The consumption of material resources, electric power, and trans-
portation by the industry is negligible in relation to national
supply. Less than 1 percent of the industrial labor force of the
country is employed in the industry.
The shipbuilding industry of Czechoslovakia is?indirectly vul-
nerable to copper and aluminum shortages and directly vulnerable to~
strategic bombing, as nearly 80 percent of the country's production
capacity is concentrated in two cities, Komarno and Prague.
I. Introduction.
1. General Description.-
_ The shipbuilding industry of Czechoslovakia is now, and
has been since its inception, engaged in the construction and .repair
of self-propelled and non-self-propelled river vessels such as motor-
boats, tugs, barges, dredges, and passenger vessels. Since World
War II it has also constructed some small ocean-going tugs.
The industry possesses the necessary shipyard facilities, is
adequately supplied by indigenous production of ship components, is
technically proficient, and has no labor shortage.
~ See Appendix A for a detailed description which may be applied
to the shipbuilding industry in any country.
-~ For the purposes of this report, the shipbuilding industry does
not include production of ship components. 1~
S-E-C-R-E-T
50X1
50X1'
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
Because of -the geographic position of Czechoslovakia, the
shipyards that comprise the industry are inland yards located on
.rivers. As a result, the industry has specialized in construction
and repair of river vessels. Standard practices and methods that
are used in other nations doing similar work are used in the Czecho-
slovak shipbuilding industry.
The economic factors that affect-the shipbuilding industry,
such as materials, labor, and transportation, are insignificant in
relation to the national supply, with the. possible exception of
copper and aluminum.
2. Importance.
Although the shipbuilding industry of Czechoslovakia occupies
a minor position in the national economy, it does fulfill two distinct
functions as follows:
a. Construction and repair of vessels for the
expanding Czechoslovak river fleet.
b. Construction of vessels for the Soviet river fleet.
About 4 percent of Czechoslovakia's internal trade and about
15 percent of that country's external trade are carried by the river
fleet. 2~ The estimated size of this-fleet from pre-World War II to
the present is given in Table l.~
By producing river vessels for the USSR, the shipbuilding
industry of Czechoslovakia augments the Soviet Fifth Five Year Plan
(1951-55) and reduces a proportionate amount of pressure on Soviet
shipyards. In 1952 the Czechoslovak shipbuilding industry produced
8,500 GRT for the USSR, or an amount equal to 3 percent of Soviet
production of 'river vessels. In 1953 it is estimated that production
for the USSR was 20,x+00 GRT, or an amount equal to 7 percent of esti-
mated Soviet production of river vessels. 3~
3. History.
Czechoslovak shipyards have long possessed technical pro-
ficiency in constructing river vessels. Construction is limited to
river vessels and ocean-going tugs because shallow river depths
~- Table 1 f ollows on p . 4 .
' S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
Size of the River Fleet in Czechoslovakia
Selected Years, 1938-53
Year
Barges
Tugs
Estimated GRT
1938 ~+/
541
74 a/
246,000
1945 5/
306
42 a/
139,200
1948
~/
420
49 -
187,600
_
1949 7/
458
4g
202,800
1953 ~/
x?95
61
222,400
a. Estimated at 12 percent of the total
fleet, paralleling the years 1848, 1949,
and 1953? (See Appendix C.)
preclude construction of large ocean-going vessels.
During World War II the facilities of most Czechoslovak ship-
yards were used for the construction of assault boats and pontoons
for the German Army. 9/ As a result, construction and repair of ves-
sels for the river fleet was neglected.
At the end of World War II, nearly one-half of the Czecho-
slovak river fleet had been taken over by the Germans or was sunk
or seriously damaged. The ships that remained after the war were
overhauled, and new construction was begun. 10
The Two Year Plan (1947-48) called for putting into service
45 new badges and 4 tugs and for reconditioning the river vessels
that were damaged or allowed to fall into disrepair as a result of
-World War II. Also, during, this period, construction of Komarno
Shipyard No. 2 (.new Skoda Yard), 11/ which was to become the most
important shipyard in Czechoslovakia, was begun.
During the Czechoslovak Five Year Plan (1949-53) the ship-
building industry received an added stimulus with the introduction
S-E-CLR-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E -C -R-E -T
of Soviet technical and supervisory personnel into certain shipyards.
In 1952, Komarno Shipyard No. 2 began construction of barges, ocean-
going tugs, and river passenger vessels for the USSR, and, in .1953,
Liben Shipyard began construction of large suction dredges for use
on the canal and river systems o'f the USSR.
4. Organization.
The shipbuilding industry of Czechoslovakia is under the
Ministry of Engineering, which was formed by a merger of the former
Ministries of Heavy Engineering and.General Engineering. 12/ This
merger was accomplished on 15 September 1953, when the reorganiza-
tion of the government brought the Czechoslovak cabinet structure
in line with that of the USSR as it was developed following the
death of Stalin. 13/
Under the Ministry of Engineering is-the Evika National
Corporation, which is the central planning office for the construc-
tion of railroad cars and ships. It is located in Prague and has
120 employees in the ship section.. 14/
The Soviet Trade Delegation in Czechoslovakia 15/ is assumed
to be on a parallel organizational level with the Evika National
Corporation, and it is believed that this delegation has inspection
and control duties in regard to production of vessels for the USSR.
Most of the major shipyards and some minor shipyards are
under the control of either the Main Administration for CKD
(Ceskomoravska Kolben Danek -- Czechoslovak National Corporation)
or the Main Administration for Skoda. 16/ Other minor shipyards
are assumed to be organized as part of either CSPLO (Ceskoslovenska
Plavebni Labsko-Oder -- Czechoslovak Elbe-Oder Navigation Company)
or CSDP (Ceskoslovenska Du~anska Plavba -- Czechoslovak Danube
Navigation Company).
In addition to the listed government controls, certain
shipyards which work almost exclusively for the USSR are under
the direct supervision of Soviet engineers and technicians. l7/~
The accompanying organization chart (Fig. 1)* shows the
tentative organization of the Czechoslovak shipbuilding industry
as of 15 September 1953?
~ Following p. 6.
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
II. Facilities.
The greater number of Czechoslovak shipyards are located in the
northwest section of the country (see the accompanying rn~p-~), but the
most important shipyard, Komarno Shipyard No. 2, is located in the
extreme south-central part of the country on the Danube River.
Shipbuilding, including construction and repair, is undertaken
in 6 major shipyards and 12 minor shipyards. These yards and their
coordinates are given in Table 2.
Shipyards in Czechoslovakia
1953
S-E -C -R-E -T
Coord
inates
Coordin
ates
Major Shipyards
North
East
.Minor Shipyards
North
East
Bratislava
48?09'
17?07'
Brno
49012'
16038'
(Former Samler Yard)
(J.F. Cernil Co.)
Holesovice (Prague)
50?05'
14?27'
Cosel (Poland)
50?20'
18?10'
(Antropius Yard)
'
Komarno Yard No.
(Old Skoda Yard)
1
47?46'
18?08'
Hradec Kralove
(Skoda Works)
50013'
15050'
Komarno Yard No.
(New Skoda Yard)
2
47?46'
18?08'
Kralupy
(Ruzek Yard)
50?14'
14?19'
Liben (Prague)
(CKD Yard)
50?05'
i4?28'
Kresice
(Former J. Walter
Yard)
50?25'
14?27'
Usti nad Labem
(CKD Yard)
50?4~' 14?02' Melnik
Smichov (Prague)
Stechovice
Strekov
Stettin (Poland)
(Staruvka Yard)
Tyn nad Vltavou
Valtirov
50?21' l4?29'
50?04' 14027'
49?5l' 14?24'
50?39' 14?04'
* Following p. 40.
S-E-C-R-E-T
53?25' i4?35'
49?14' 14?25'
50?30' 14?08'
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
It will be noted from Table 2 that two minor shipyards are
actually ~.ocated in Poland. These yards. are for minor repairs
needed by Czechoslovak vessels while in Polish territory.
Appendix B includes detailed descriptions and layouts of the
mayor shipyards and available information pertaining to the minor
shipyards.
III. Production.
1. Past and Present.
The past production of the Czechoslovak shipbuilding indus-
try has been self-propelled and non-self-propelled barges, river
tugs, and small river passenger vessels. The latter types were
built with a barge-type hull.
Komarno Shipyard
No. 2 is now building hospital ships for the USSR. These vessels
are possibly of a river type that is used in the USSR and referred
to by the Soviet maritime press as a floating sanitarium or a
floating rest camp for workers.
Table 3* gives type, size, and estimated GRT of vessels
built in Czechoslovak shipyards up to January ,1954. In 1948,
production of the industry amounted to about 14,000 GRT
(see Table 4).~ The current production of the Czechoslovak ship-
building industry consists of self-propelled and non-self-propelled
barges, river tugs, ocean-going tugs, suction dredges, pontoons,
antiaircraft artillery boats, and river passenger vessels.- Pro-
duction during 1952 was about 17,000 GRT and during 1953, about
2~, 000 GRT.
Some information is available regarding the future construe-
. tion plans for Komarno Shipyard~No. 2 and Liben Shipyard, the two
yards in which the USSR has evinced the most interest. Since
,Komarno Shipyard No. 2 is the newest, largest, and most productive
* Table 3 follows on p. 8.
-~-~ Table 4 follows on p. 10.
Photographs (Figs. 2 and 3) of the first river passenger vessel
built in Komarno Shipyard No. 2 (new Skoda Yard) follow p. 8.
-7-
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
Table 3
Type, Size, and Estimated GRT of Vessels Built in Shipyards in Czechoslovakia
up to January 195+
a. See Appendix C for the method of determining GRT.
b. Estimated: average of other types.
c. The hulls of self-propelled and non-self-propelled barges, river tugs,
artillery boats are similar in dimensions and structure.
S-E-C-R-E-T
__ _ Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E T
FIGURE 2. The First River Passenger Vessel Built at Komarno Shipyard No. 2 (New Skoda
Yazd) for the USSR, the Rossiya, Shown on the Ways in Front of the Hull
Assembly Shop.
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
FIGURE 3. Another View of the Rossiya on the Danube River. The vessel has t1.3ese1-electric
propulsion and accommodations for about 300 passengers
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
in Czechoslovakia, it is concluded that the Russians will continue to
control its production to further their own ends. The next phase of
production at Komarno Shipyard No. 2 reportedly will be hospital ships
and then gunboats. 34/ Liben Shipyard has orders for the construction
of 25 suction dredges for the USSR. 35/ At an estimated production
rate of six per year, these orders would keep the yard busy for the
period 1953-56?
Finally, it is reported that existing shipv~,x?ds in Czecho-
slovakia are booked far ahead and that new yards are being planned. 36/
3. Maximum Capabilities.
The maximum production capabilities of the Czechoslovak
shipbuilding industry are estimated to be 30,400 GRT per year of self-
propelled vessels or 66,600 GRT per year of non-self-propelled
vessels. (See Table 5,)~
Although facilities in Czechoslovakia will permit the
construction of small naval patrol vessels and submarine sections,
no such vessels or sections are known to have been built 37/ or to be
planned to be built.
IV. Input Requirements.
1. Materials.
The major input required for the shipbuilding industry is
steel, of which little more than 1 percent, or 34,000 metric tons,
of the total national production would be used in maximum produc-
tion of self-propelled vessels. (See Tables 6 and 7.)-~-~
The electric power requirements for maximum production of
self-propelled vessels is 27 million kilowatt-hours (kwh). This
~ Table 5 follows on p. 12.
~ Table 6 follows on p. 13; Table 7, on p. 14.
S-E -C -R-E -T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
Production Statistics of Shipyards in Czechoslovakia ~*
1948, 1952, and 1953
Reported Employees on
Type of
GRT per
GRT per
Employees New Construction
.Production
Employee
Year
1848
Bratislava (Former Samler Yard)
300 38 Not Applicable
Repair 39~
N.A.
R.A.
Holesovice Antropius Yard)
150 150
NSP c~+0~
10.7
1,600
Komarno Yard No. 1 (Old Skoda
Yard)
860 41 860
SP and NSP 42~
12.6
10,800 43
Komarno Yard No. 2 (New Skoda
Yard)
Liben (CKD Yard)
300 45 300
sP 46
6.6
2,000 47
Usti nad Labem (CKD Yard)
300 ~ Not Applicable
Repair 49
N.A.
N.A.
14,400
Bratislava (Former Samler Yard)
300 ~ Not Applicable
Repair 50
N.A.
N.A.
Holesovice (Antropius Yard)
150 51 150
NSP 52
10.7
1,600
Komarno Yard No. 1 (Old Skoda
Yard)
Komarno Yard No. 2 (New Skoda
Yazd)
2,000 54 2,000
Repair 53
sP 55
4.3
8,600 56
Liben (CKD Yard)
400 b 400
SP 57
7:0
2,800 5
Usti nad Labem (CKD Yard)
700 59 700
SP and NSP
3.4
2,400 e 61
Total Known Production
17,000
~
Footnotes for Table 4 follow on p. 11.
- 10 -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
5-E-C-R-E-T
Production Statistics of Shipyards in Czechoslovakia
1948, 1952, and 1953
(Continued)
Reported Employees on Type of GRT per GRT per
Employees New Construction Production Employee Year
1953
Bratislava (Former Samler Yard)
300 62/
300
NSP 63/
10.7
3,200
Holesovice Antropius Yard)
150 ~
150
NSP ~
10.7
1,600
Komarno Yard No.
Yard)
1 (Old Skoda
1,x+00 ~
Not Applicable
Repair ~
N.A.
N.A.
Komarno Yard No.
Yard)
2 (New Skoda
3,000 65
3,000
SP 66
4.2
12,600
Liben (CKD Yard)
600 b
600
NSP 7
13.5
8,100
Usti nad Labem (CKD Yard)
700 ~
700
NSP ~
N.A.
N.A.
Total Known Production
25,500
a. Figures for 19+8-and 1952-are reported; figures for 1953 are planned.
b: Estimated.
c. SP is an abbreviation for self-propelled; NSP, for non-self-propelled.
d. Yard under construction 1947-4~.
e. Yard also building pontoons, GRT of which is not included.
f? Including 1,600 GRT from Hradec Kralove.
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
Maximum Production Capabilities of Major Shipyards in Czechoslovakia
195k
a. See Appendix C for determination of productive area and employees.
b. Self-propelled vessels.
c. Non-self-propelled vessels.
d. See Appendix C for determination of GRT per employee.
e. One-shift production.
f. Including 1,600 GRT from Hradec Kralove (Skoda Works).
S-E-C-R-E-T
Declassified in Part - Sanitized Co A roved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2 '
pY pp
 ,f a t ~ ?
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
Table 6
Estimated Input Requirements of the Shipbuilding Industry in Czechoslovakia
1948 and 1952-53
Production
Steel
Solid Fuel
Aluminum
Copper
Zinc
Lumber
Electricity
(Thousand
Manpower
(Thousand
(GRT)
(Metric Tons)
Metric Tons)
Metric Tons)
(Metric Tons)
(Metric Tons)
(Cubic Meters)
Kilowatt-flours)
Man-Hours
1948
.
.2,400 SP ~
2,700
1,100
Negligible
40
5
1,000
2,100
2,200
12,000 NSP ~
5,900
2,400
Negligible
Negligible
Negligible
2,200
4,200
3,700
Total
8;600
3 500
Negligible
40
5
3 200
6,300
5,900
1952
15,400 SP
17,000
6,900
Negligible
200
50
.6,500
~ 14,000
14,000
1,600 NSP
800
300
Negligible
Negligible
Negligible
300
600
5~
Total
17,800
7 200
Negligible
200
50
6,800
14,600
14,500
1953
12,600 6P
14,000
5,600
Negligible
200.
40
5,300
11,000
12,000
12,900 NSP
6,400
2,600
Negligible
Negligible
Negligible
2,400
4,500
4,000
Total
20,400
8,200
Negligible
200
40
7,700
15,500
16,000
Maximum
30,000 SP
~ 34,000
14,000
5 ~
500
loo
13,000
27,000
28,000
67,000 NSP
33,000
13,000
Negligible
Negligible
Negligible
12,000
23,000
20,000
a. Including inputs for ship component installation.
b. Self-propelled vessels.
c. Non-self-propelled vessels.
d. Computed on basis of one-shift production.
S-E-C.-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
Estimated Input Requirements of the Czechoslovak Shipbuilding Industry as a Percent of Total Production
1948 and 1952-53
Percent of 1952
Production Required by the Shipbuilding Industry
Input
Total 1952 Production
?
Unit
1948 1952 1953
Maxim~j Production
of SP J Vessels Only
Maxim} Production
of NSP J Vessels Only
Steel
3,200
Thousand
0.27 0.56 0.64
1.06
1.03
Metric Tons
Solid Flzel
60,000
Thousand
0.01 0.01 0.01
0.02
0.02
Aluminum
Copper
600
Metric Tons
Metric Tons-
6.33 40.83 33.33
80.83
Negligible
Zinc
Lumber
3,100
Thousand
0.11 0.22 0.25
0.41
0.40
Electricity
10,000
Cubic Meters
Million
0.06 0.14 0.16
0.27
0.23
Kilowatt-Hours
a. Self-propelled.
b. Non-self-propelled.
c. No indigenous production of these inputs.
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
figure represents only 0.27 percent of the electric power produced
in Czechoslovakia in 1952. 76/
3. Manpower.
The shipbuilding industry employs less than 1 percent of the
industrial labor force, 77/ or about 6,x+00 persons. The continuous
expansion of the new Komarno Shipyard No. 2 and other expansion ~'e
expected to raise eventually the total employment figure to about
8,000 persons.
~-. Capital.
A total of 1,631.64 million koruny,or approximately
$32,630,000, has been invested in shipbuilding during the period
19+7-53? Of this amount, 1,0+2.64 million koruny, or approximately
20,850,000, were invested during the Five Year Plan and represent
less than 1 percent of the total investment under the Plan.
Table 8 lists the Czechoslovak. investment in shipbuilding.
Planned,Investment in Shipbuilding in Czechoslovakia a/~
1947-53
Million Koruny
Two Year Plan Five Year Plan
(1947-48) (1949-53)
.Remarks
309.00 Required for partial renewal of the
' river fleet. 78/
200.00 Invested in Komarno Shipyard No. 2. 79/
80.00 Investment in shipyards on the Vltava
and Elbe Rivers, 80/ presumably
Holesovice on the Vltava and Liben
and Usti nad Labem on the Elbe.
2.40 Investment in Kresice Shipyard. 81/
~ Footnotes for Table 8 follow on p. 16.
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
Planned Investment in Shipbuilding in Czechoslovakia a/
1947-53
(Continued)
Million Koruny
Two Year Plan Five Year Plan
(1947-48) ~(lg4g-53)
589.00
7.00 CSDP shipyard investment, 82/ assumed to
be the Bratislava shipyard.
4.01 Investment in a shipyard on the Oder
River, 83/ probably Cosel.
911.63 Investment in vessels for CSPLO and
CSDP. 84/
107.60 b/ Investment for import of vessels from
S -E -C -R-E -T
Holland. 85/-
10.00 Investment in bridge cranes from Hungary
for Komarno Shipyard No. 2. 86/
1,042.64
a. Koruna valued at old rate of exchange: 1 koruna equals US 0.02
approximately.
b. The original Five Year Plan had allocated a further 92 million
korur~y for imports (2 seagoing vessels worth 80 million koruny and
4 barges worth 12 million koruny), but this amount was officially
eliminated in a later reduction in the Plan.
b. New Construction Costs.
Under the Five Year Plan the shipbuilding industry was
scheduled to produce tugs and barges worth 900 million koruny. 87/
Table 6 shows 911,630,000 koruny to be.invested in vessels for the
various navigation companies. The reported cost of a barge is be-
tween 5 million and 6 million-koruny 88/ and for a tug is between
30 million and 40 million koruny. 89/ The Two Year Plan called for
the production of 45 barges and 4 tugs. The Five Year Plan called
for the production of 90 barges and 12 tugs. Computed on an average
of reported costs, the total production costs for each Plan would be
as follows:
S-E -C -R-E -T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
Two Year Plan
45 barges at 5.5 million koruny equals 247.5 million koruny
4 tugs at 35.0 million koruny equals 140.0 million koruny
Total 387.5 million koruny
Five Year Plan
90 barges at 5.5 million koruny equals 495.0 million koruny
12 tugs at 35.0 million koruny equals 420.0 million koruny
Total 915.0 million koruny
The total of 915 million koruny for the Five Year Plan agrees within
1.7 percent of the reported figure of 900 million.
5. Transportation.
The shipbuilding industry of Czechoslovakia would require an
estimated 11 million ton-miles of transportation for maximum produc-
tion of self-propelled vessels. This figure represents less than
0.008 percent of the rail service available~in 1951. 90/
V. Imports and Exports of Ships and Shipbuilding Materials.
1. Imports from Non-Soviet Bloc Countries.
The Five Year Plan allotted an amount of 107.6 million
koruny for the import of ships from the Netherlands. 91/ It was
reported that Czechoslovakia purchased 20 river vessels from the
Netherlands in 1952. 92/ Czechoslovakia has also acquired the
Republika, a former Panamanian ocean-going vessel of 6,419 GRT. 93/
Although Czechoslovakia cannot build large ocean-going
vessels, it can buy or charter this type of vessel to develop a
small merchant marine. In this connection a new Czechoslovak
shipping agency was established on 12 March 1952, under the registered
name of CECHOFRACHT (Czechoslovak Shipping Company, Ltd.). The
firm, capitalized at 200 million koruny, has its main office in
Prague and has authority to establish branch offices abroad. Among
the duties of CECHOFRACHT are the following: "purchase or other-
wise acquire the services of ocean-going vessels, and dispose of
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
vessels purchased or chartered and equip and maintain them." 94/
In December 1953, Czechoslovakia made an attempt to purchase from
France the Volta, a vessel of 5,100 GRT. This sale was concluded
in February 1957+, and the vessel was renamed the Julius Fucik. 95/
This purchase clearly indicates continued Czechoslovak interest in
procurement of ocean-going vessels from non-Soviet Bloc countries.
This conforms to Bloc policy.
It is believed that very few, if any, shii~building ma-
terials are imported by Czechoslovakia from non-Soviet Bloc
countries.
2. Imports from Soviet Bloc Countries.
Czechoslovakia does not import vessels from Soviet Bloc
countries, and there are no indications that this policy will change
in the near future. A few lifeboats, however, have been imported
from the Altwarp Shipyard in East Germany. 96/
No shipbuilding materials., as such, are imported by Czecho-
slovakia from Soviet Bloc .countries.
3. Exports to Non-Soviet Bloc Countries.
None of the non-Soviet Bloc. countries are reported to be
recipients of vessels constructed by the Czechoslovak shipbuilding
industry. ~ .
Since 1948, Finland, Norway, and Trieste are the only areas
known to be receiving any significant shipments of ship components
from Czechoslovakia. 97/ In 1952, Finland received 1,300 metric tons
of boiler plates which were part of its raw material requirements to
produce goods for the USSR. 98/ In the same year, Czechoslovakia
agreed to export 400 metric tons of ship plate and 100 metric tons
of other shipbuilding materials to Norway in exchange-for 500 metric
tons of aluminum. In 1951, ship components were. supplied to a ship-
yard in Trieste which in turn supplied propulsion units to Poland. 99/
4. Exports to Soviet Bloc Countries.
The provisions of a 1948 Trade Agreement between Czechoslovakia
and Poland called for Czechoslovakia to deliver an unspecified number
of small dredges, valued at 4.5 million koruny, to Poland. 100/
- 18 -
S-E -C -R-E -T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E -C -R-E -T
In lg4g, several barges were under construction at Komarno
Shipyard No. 2 for Bulgaria. 101
An unlmown number of antiaircraft artillery boats were built
during 1952 at Komarno Shipyard No. 2 for Hungary. 102 o
East Germany, Poland, and the .USSR are the main recipients
of Czechoslovak exports of ship components. 103
VI. Limitations, Vulnerabilities, and Intentions.
1. Limitations.
The major limiting factor in regard to type and size of
vessel construction by the shipbuilding industry in Czechoslovakia
is the limits of navigability, or safe draft, of its various rivers.
Table 9 gives the safe draft of rivers at the major shipyards. 10~+~
The Safe Draft of Rivers
at the Major Shipyards
in Czechoslovakia
Shipyard
River
Safe Draft
(Feet)
Bratislava
Danube
~+.7
~F'ormer .Semler Yard).
Holesovice (Prague)
Vltava
7.7
(Antropius Yard)
Komarno Yard No. 1
Danube
~+.7
(Old Skoda Yard)
Komarno Yard No. 2
Danube
~+.7
(New ~Skoda -Yard)
Liben (Prague)
Vltava
'7.7
~CKD Yard)
Usti nad Labem
Elbe
7.0
(CKD Yard)
- 19 -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
From Table 9 it can be seen readily that no large merchant or
naval vessels can be constructed by the Czechoslovak shipbuilding
industry but that river vessels with shallow draft may be constructed.
Small naval patrol vessels such as torpedo boats probably could be
built if the situation demanded it.
The supply of skilled labor and ship components is believed
to be adequate for present and estimated maximum production of the
shipbuilding industry. ,
2. Vulnerabilities.
The Czechoslovak shipbuilding industry is indirectly suscep-
tible to the effect of copper shortages, since it is dependent upon
the country's ability to import this metal.
Four of the 6 mayor shipyards are located in 2 cities, Prague
and I~omarno. These ~+ shipyards, concentrated in only 2 areas, con-
stitute about 80 percent of the total production of the industry.
3. Intentions.
Almost complete control of production of the Czechoslovak
shipbuilding industry is now exercised by the TiSSR. This control
will continue, as far as can be ascertained, while there are any
benefits to accrue to the Russians.
It has been reported that all the shipyards of the Satellite
countries located along the Danube will soon be united into one Soviet
company which will coordinate shipbuilding operations for the USSR and
for the Satellite countries themselves. 105 This company would in-
clude the Bratislava Shipyard. and both Komarno shipyards. Such a
company would seem to indicate an expanding Soviet interest in Satellite
shipyards and may be a portent of things to come: that is, direct
Soviet control of selected Satellite shipyards. This would result in
increased production of river vessels in Czechoslovakia for the USSR.
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
APPENDIX A
GENERAL DESCRIPTION OF THE SHIPBUILDING INDUSTRY
I. Scope of the Industry.
The shipbuilding industry includes the construction and repair of
all water-borne vehicles .and the production of components. The study
of the industry also involves an examination of the local plant admin-
istration, the national political control, the research and development
involved in shipbuilding, and the economic factors that influence the
operation of the industry.
1. Design.
The determining factors in the formulation of the general
design characteristics of a planned vessel are the services required
of the vessel, the size and speed needed to perform these services,
the propulsion machinery available, and the type of waters in which
the vessel will operate.
To. successfully design a vessel with the required character-
istics, the naval architect has a large volume of data gleaned from
past experience by every branch of the shipbuilding and shipping in-
dustries. He also uses the facilities and technical experience of
private and governmental research and experimental stations equipped
to make model tests of the hull and any or all of theindi~vidual parts
entering into the vessel. From ,these data, naval architects and
marine engineers develop the final design.
2. Shipbuilding and Repair.
A ship is the largest piece of mobile machinery ever built.
Therefore, unlike most commodities, the production of a ship requires
the skills and knowledge of many engineering fields.
The actual building or repair of a vessel takes place in a
shipyard having facilities to build or repair the specified type of
vessel. The modern large shipyard is a combination of a steel fabri-
cation plant, a mechanical assembly plant, an .electrical installation
firm, and many other industrial enterprises. The shipyard is not a
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
manufacturing plant in the true definition of the word but performs
a "value added" type of operation usually of the job shop variety.
It is at this stage that shipbuilding calls upon the nation's in-
dustrial production to fill the marry orders for raw, semifinished,
and finished material that goes into the building of a vessel. Steel
is obtained in the form of plates and shapes which will be cut,
formed, and assembled into the required shape for the vessel's hull..
Machinery, electrical apparatus,.furniture, and marry other compo-
nents are obtained in varying stages of assembly for installation in
the vessel's hull.
3. Component Production.
The production of components for the industry is carried on
by the normal manufacturers of civilian goods. and by special plants
producing principally for the shipbuilding industry. This produc-
tion is vital to the satisfactory completion of a vessel.
4. Inspection and Classification.
During construction. of a merchant vessel, inspection and
classification are usually accomplished by an independent organiza-
tion for the purpose of insuring compliance with governmental regula-
tions and insurance standards. The independent classification
organizations have set standards for hull and machinery. These
classification organizations came into being because of the demands
of marine insurance companies and ship operators for standards
regulating the design and measurement of vessels. They may be
governmental agencies or private]~y owned firms.
The inspection of naval vessels is accomplished by navy
engineers. '
5. National Policy.
The dependence on foreign trade to sustain the national econ-
omy dictates, in a large measure, the national policy regarding the
ownership, operation, construction., and maintenance for the merchant
fleet. Capital investment of private or public funds and subsidization
of the industry is largely determined by the national policy.
The vulnerability of the nation's military defense through
water approaches, the protection of the merchant fleet, and national
aspiration's dictate the national policy regarding the construction
and maintenance of a naval fleet.
- 22.-
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
II. Shipyards.
1. Definitions of Ship Construction and Repair.
Merchant vessel construction and repair involve the con-
struction or repair of all sizes of vessels employed in the movement
of cargo and~or passengers. This work includes passenger ships,
tankers, dry cargo vessels, fishing vessels, tug boats, dredges,
barges, and so forth.
Naval vessel construction and repair involve the construction
or repair of all sizes of warships, naval auxiliary vessels, troop
support craft (f or either naval or army units), hydrographic vessels,
and so forth.
2. Classification of Shipyards.
Shipyards generally are divided into two classesf as follows:
a. Coastal shipyards which build and~or repair vessels for
ocean navigation. These yards may be located marry miles from the
open sea, such location being dependent upon a sufficient depth and
width of channel to permit ready access to the sea.
b. Inland shipyards are those building and~or repairing
vessels for operation upon inland waterways.
3. Ship Construction Procedures.
The basic shipyard is purely a steel erection and assembly
plant where steel plates, shapes, and bars are cut, shaped, and
assembled into the required hull form. The outfitting (installation
of machinery, deck equipment, furniture, and so forth) may be carried
on at this basic yard or at some other installation.
The method of constructing a vessel varies from one yard to
another. General descriptions, however, can be given as follows:
This method involves the building of a vessel from the
keel up by erecting individual items or small subassemblies in proper
sequence. A great part of the hull may be in place before any one
section is completed.
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
This method involves the building of a vessel by the
erection of subassemblies which have been prefabricated at some point
other than on the shipbuilding ways. This procedure is generally
divided into two separate and distinct practices. The first practice,
and most common, is the erection on or near the shipbuilding ways of
subassemblies, none of which, however, form a completed transverse
section of the hull. These subassemblies usually are lifted iri place
on the shipbuilding ways. The second practice, and common in some
yards building small vessels-, is the so-called sectional. method.
This method involves the joining together on the building ways of com-
pleted transverse hull sections. These completed sections usually are
not lifted into-place but are moved on mobile cradles or skids to the
ways where the several sections are joined together.
c. Serial Construction (Production Line Method).
This method involves the construction of a number of
vessels of the same type by use of the prefabrication procedure with
operations repeated at scheduled intervals.
~+. Descript-ion of Shipyards by Types.
a. Naval Shipyards.
These shipyards are operated by the governmental depart-
ment concerned with the construction, repair, and operation of naval
vessels. These yards generally have more facilities than a commercial
shipyard because of the type of work handled on repairs and for
operational purposes of the fleet. Leaving out these special purpose
facilities, the naval shipyard is similar to the large commercial ship-
yards .
The naval shipyard generally constructs vessels by the
standard or prefabrication procedure, employing the subassembly method.
Generally the vessels are completely outfitted and made ready for sea
service within the yard.
b. Coastal Shipyards.
This type of shipyard constructs vessels for ocean trans-
portation, coastal vessels, fishing vessels, and tugs. Depending
upon the extent of the facilities, the yards generally specialize in
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
certain sizes and types of vessels. The larger yards are complex
plants covering a wide range of trades.
The method of constructing vessels is generally by the
standard construction procedure or prefabrication procedure. Some
of the smaller shipyards use the serial production method when the
quantity of similar vessels to be built warrants the setting up of
such facilities.
Only when these shipyards are emergency or temporary
yards are the facilities at a bare minimum. to perform the con-
struction of certain vessels.
Repair ~rork is carried on simultaneously with construc-
tion at some of these shipyards. The larger yards have floating
drydocks and~or graving docks, whereas the smaller installations have
marine railways and~or floating drydocks for repair work.
c. Inland Shipyards.
This type of shipyard can be the simplest form of
yard, even to the extent that there are no. permanent shipbuilding
ways. Here, again, the type of work handled determines the extent
and magnitude of facilities. Such yards construct barges, river
towboats, tug boats, miscellaneous commercial craft for special
operations, and so forth.
The smaller inland yards usually construct vessels by
the standard construction procedure. As the volume of work increases,
the construction procedure changes into the prefabricated subassembly
and the sectional method. Inland craft are ideally suited for the
sectional method of construction, especially in case of serial pro-
duction. Very often vessels are constructed on marine railways or
adjacent to the marine railway and launched~by such means.
Most of the inland shipyards handle repair work to vary-
ing degrees. The yards that have~drydocking facilities, such as
marine railways or floating docks, handle the complete repairs, and-
others without such facilities do topside and machinery repairs.
~- Towboats are used in long-haul operations, whereas tug boats are
used in short-haul operations.
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
d. Ship Repair Yards.
Certain shipyards specialize only in ship repairs. The
facilities of such yards are selected and laid out primarily to
accommodate vessels to be repaired. Drydocking facilities consist
of marine railways and floating and graving drydocks. Equipment for
handling steel fabrication is limited, but the machine shops are well
equipped. This type of yard, although strictly a repair yard, will
also fall within one of the types listed above.
5. Shipyard Facilities.
a. Shops.
The principal shops located in a. shipyard can vary over
a wide range,, depending upon the size~and type of vessels built or
repaired and the need for a self-supporting facility. Depending upon
the size of the shipyard, the shops will include the following
special installations either in separate buildings or combined in one
or more buildings:
(1) Mold Loft -- where plans are. laid down full size by
the loftsman from the blueprints for purposes of making templates
(patterns) for use of the steel trades.
(2) Plate Shop -- where steel plates are cut, beveled,
punched, and shaped by layers-out and shipf fitters. This shop is
sometimes referred to as a boiler shop.
(3) Angle Shop-- where steel shapes are formed into the
curvature of the hull by anglesmiths. This involves heating the
steel shape and bending it to the determined shape on bending slabs.
(4) Fabrication Shop or Structural Shop -- where steel
plates and shapes are joined together to form subassemblies of vary-
ing sizes depending on the crane facilities and method of construction.
(5) Rigging Loft -- where ships' rigging is made by riggers.
The titles of other shops are self-explanatory, such as
carpenter shop, machine shop, foundry, forge, pipe shop, paint shop,
and s o forth .
-26-
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
b. Special Facilities.
Certain other facilities are entirely peculiar to a ship-
yard and will not be found elsewhere. These facilities are the
actual shipbuilding ways and drydocking facilities. These installations
are as follows:
(1) Shipbuilding Ways, Longitudinal -- refers to the space
where a vessel is constructed and includes the ground or stationary
ways and the sliding ways. It slopes gently down toward the water
with sufficient slope to cause the vessel to move under the impulse
of gravity when disengaged from the holding appliance. The ways ar.e
built perpendicular or at an angle to the shore line, and the vessel
is launched stern first into the water.
(2) Shipbuilding Ways, Transverse -- similar to the longi-
tudinal building way but lying parallel or at an angle to the shore
line from which the vessel is launched sideways into the water.
(3) Building Basin -- an excavation in the shore in which
vessels are built.. In construction and layout, it is similar to the
graving dock, being provided with dock gates and a pumping plant, and
differs principally from a graving dock in that the rate of pumping
out the .water is much slower'.
(~+) Graving Dock -- an excavation in the shore, enclosed
by walls and a floor which usually are of concrete or stone construc-
tion. Ships in need of cleaning or repair are floated in and then
the water pumped out, leaving the vessel resting on blocks. The
entrance is closed by some form of gates, floating; swinging, or
sliding. This type of dock may be used for the construction of
vessels.
(5) Marine Railway -- a track, cradle, and winch used to
draw a ship out of the water and onto the bank for inspection and
repair. The track extends far enough into the water for the cradle
to pass beneath the ship. The ship is brought to rest over .the
cradle, which is then drawn onto the bank. A marine railway may be
for hauling a vessel either endways or sideways (transverse way)
from the water, the difference being that the transverse railway
has more tracks and cradles and generally shorter tracks than the
longitudinal railway. They are sometimes used for building of
vessels.
-27-
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
(6) Floating Drydock -- a U-shaped floating structure
of either wood, steel, or concrete which is fitted with watertight
compartments. It is submerged by flooding these compartments.
Ships enter it while it.is submerged. The compartments are then
pumped dry, and the dock rises until the ship is completely out of
water. These docks are open at either one or both ends, usually
the latter.
(7) Fitting Out Pier (Dock or Quay) -- a pier at which
the vessel is moored after launching for the final installation of
components and testing. This amount of work may vary over a wide
range, depending upon the procedures followed by the individual
shipyard. These facilities are also utilized for "above-water"
or "topside" repairs and machinery repairs.
6. Personnel.
The modern large shipyard requires the services of many
people, trained and experienced in the field of business, law, and
engineering and in the numerous industrial trades. Total employees
may number from a dozen or so in a small yard to over 15,000 in a
large yard. Atypical list of the trades involved is as follows:
Anglesmith
Driller
Painter
Blacksmith
Electrician
Passer
Boilermaker
Erecter
Pipe coverer
Bolter and reamer
Fitter
Pipe fitter
Brazer
Furnaceman
Press operator
Burner
Grinder
Puncher
Caulker and chipper
Insulator
Rigger
Designer
Joiner
Riveter
Draftsman
Layer-out
Sheetmetal worker
Carpenter
Loftsman
Shearman
Coppersmith
Machinist-outside
Shipfitter
Welder
The following are also employed on production; laborers,
helpers, apprentices, and so forth. The nonproductive trades in-
clude maintenance, storekeeping, trucking, crane operation;-and so
forth .
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
III. Ship Component Production.
1. Scope of Work .
A standard merchant vessel requires approximately 7,000 dif-
ferent items ranging from such standard items as curtains, medical
supplies, and kitchen equipment to specialized items such as marine
engines, anchors, booms, and compasses.
2. Commercial Components.
The standard goods flowing into a shipyard are about as
varied as the equipment needed to supply any small community but
represent only a small percentage of this type of goods produced
by a manufacturer.
3. Marine Components.
Components that are classed as specialized marine items for
ships fall into two categories, (a) standard marine parts and (b)
specially designed items for the vessel on which they are to be used.
The latter items have to be designed for the operations required.
Such design work is started as soon as the naval architect-has
reached the stage in the hull design and calculations where he can
supply the marine engineers with the necessary specifications.
~+. Component Producers.
Components generally are produced by a nation's own indus-
trial plants. Some of the larger shipyards have auxiliary shops
capable of building specially designed marine parts. In small
countries, however, it may be necessary to import many vital compo-
nents without which vessels could not be completed.
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E -C -R-E -T
APPENDIX B
INDIVIDUAL YARD STUDIES AND LAYOUTS
1. Bratislava Shipyard.
The Bratislava Shipyard (former Samler Yard) is located on the
northern bank of the Danube River, at the western end of a southern
winter harbor in Bratislava, the principal inland waterway port of
Czechoslovakia. 106 River vessels use the winter harbor during
the period the Danube is icebound and during the navigation season
for loading and unloading purposes. There is, therefore, easy
access to the shipyard for any required repairs.
The shipyard has the following facilities for construction and
repair of river vessels. (See Fig. 4~- for yard layout.)
Location Number 107
on Yard Layout Facility
1 Workshop (260 ft x 60 ft x 25 ft, 2-story)
2 Marine Railway (260 ft x 230 ft)
3 Administration Building
4 Warehouses.
5 Winter Harbor
This shipyard is under the administrative control of CSDP.
The shipyard was almost completely destroyed by bombing in
19+4-~+5. The reconstruction and repair of yard installations
started immediately after World War II and were completed in
19+8. 108 The marine railway was modernized in early 1952 and
is electrically operated. 109 A sum of 7 million koruny was
scheduled for investment in the yard during the Five Year Plan, 110
and the modernization of the marine railway would account for part
of this investment..
The yard employs approximately 300 workers 111 and has access
to the extensive road and rail system which serves the port area.
Following p. 32.
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
The Bratislava Shipyard is primarily a repair yard for all types
of river vessels. 112 In early 1953, however, it was reported that
new construction of non-self-propelled barges had been started at
this yard. 113
2. Holesovice Shipyard.
The Holesovice Shipyard (Antropius Yard) is located on the south-
east bank of an inlet of the Vltava River in the Prague-Holesovice
area. 114 It is one of three shipyards in the Prague area.
The shipyard has the following facilities for construction and
repair of river vessels. (See Fig. 5~-for yard layout.)
Location Number
on Yard Layout Facility 115
1 Harbor Basin
2 .Crane Installations:
8 on west side of basin, each with 10-ton
lifting capacity.
7 on east side of basin, 2 with 10-ton
lifting capacity and 5 with 5-ton lift-
ing capacity.
3 Warehouses (330 ft x 65 ft x 25 ft)
~+ Launching Slip (x+10 ft x 180 ft)
5 Workshop (200 ft x 80 ft x 25 ft) contain-
ing :
1 overhead traveling crane.
Unknown number of lathes, boring
machines, cutting machines, and
bending machines.
6 '.Storage Area
7 .Carpenter Shop (l00 ft x 30 ft x 20 ft)
8 ~IAdministration Building
9 Guard House
This shipyard is under the administrative control of the Main
Administration for CKD. The yard, however, is under the operational
control of-the shipbuilding department of Liben Shipyard (CKD Yard)
in Prague-Liben. 116
~ Following p. 32.
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
BRATISLA7A SHIPYARD
(Former Samler Yard)
LEG$ND
Ho. Facility
1 Yorkehop
2 Marine Railway
3 Administration Building
4 Warehouses
5 Winter Harbor
FIGURE 4
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
HOLPSCVICPs SHIPYARD
(Former Antropius Shipyard)
LEG&ND
No. Facility
1 Harbor Basin
2 Crane Installations
9 Warehouses
4 Launching Slip
5 Workshop
6 Storage Area
~ Carpenter Shop
8 Administration Building
9 Guard House
FIGURE 5
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
The shipyard is said to employ about 150 workers. 117/ Some
workers are occasionally sent here from the shipyard in Prague-
Liben for various fobs as needed. 118/,
During World War II this shipyard constructed assault boats
and pontoons for the German army. 119/ At present it is engaged
in the production of non-self-propelled barges. 120/
3. Komarno Shipyard No. 1.
The Komarno Shipyard No. 1 (old Skoda Yard) is located on the
eastern tip of Cervena Flota (Red Fleet) Island, at Komarno, on
the Danube River. 121/
The shipyard has the following facilities for construction and
repair of river vessels. (See Fig. 6~ for yard layout.)
Location Number
on Yard_Layout Facility 122/
l Machine Sh:~ (260 ft x 80 ft, 2-story) con-
taining:
23 lathes of various types
5 Siemens drill presses
5 milling machines
4 shaping machines
4 tool-sharpening machines
2 offices, department head and welding
chief
2 Forge containing:
1 Siemens-Martin forge
Unknown number of electric presses
Unknown number of electric forges
Unknown number o~ air compressors
1 office, forge section chief
3 Joinery containing:
3 electric planing machines
3 circular saws
? 1 band saw
~+ Carpenter Shop (100 ft x ~+0 ft, 2-.story)
containing:
1 planing machine
1 saw -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E -C -R-E -T
Location Number
on Yard Layout Facility 122
5 Gas and Electric Welding Shop containing:
15 electric welding machines
2 gas welding apparatuses
6 Warehouse (390 ft x 50 ft)
7 Main Warehouse
8 Administration Building (100 ft x 50 ft)
9 Building Ways:
1 - x+90 ft x 1~+5 ft (north side of island)
1 - 260 ft x.130 ft (Danube side of island)
This shipyard is' under the administrative control of the Main
Administration for Skoda.
The shipyard was built during 1930-39? During the Two Year Plan
the yard was enlarged to its present proportions. 123
It was reported that in 19+8 the shipyard had 860 employees, 12~+~
in late 1950 had increased to about 1,200, 125 and in 1953 had been
scheduled to reach 1,x+00. 126
This shipyard formerly built non-self-propelled river vessels
for the river fleet, for Bulgaria and for the USSR. An estimated
50 percent of the yardYs production in 19+8 went to the SDGP (Soviet
State Danube Shipping Compar~y). 127
Since completion of Komarno Shipyard No. 2 (new Skoda Yard), the
old yard has been used solely for the repair of vessels, principally
those of the SDGP. 128
~+. Komarno Shipyard No. 2.
The Komarno Shipyard No. 2 (new Skoda Yard), sometimes referred
to as the Gottwald Yard, is located at the northwest end of the
winter harbor at Komarno, on the Danube River. 129
The shipyard has. the following facilities for construction and
repair of river vessels. (See Fig. 7~ for yard layout.)
~' Following p. 34.
S-E -C -R-E -T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 i i~
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
~~
S-E-C-R-E-T
KOMARP(0 SHIPYARD N0. 1
(Old Skoda Yard)
LSGSND
No. Facility
1 Machine Shop
2 Forge
3 Joinery
4 Carpenter Shop .
5 Melding Shops
6 Marehouse
~ Main Marehouse
8 /,dminietration Building
9 Building Mays
FIGURE 6
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T'
KOMARNO SHIPYARD N0. 2
(New Skoda Yard)
S-E-C-R-E-T
No.
L&G&ND
Facility
1
Rull Assembly Shop
2
Machine Shop
3
Forge
4
xelding shop
$
Joinery Shop
b
Carpenter Shop
~
Boring xorkehop
S
Launching Yaq - Marine Railway
9
Large Bridge Crane
10
Foundations for New Buildings
11
Dam
12
Road to Komarno
19
Road to Zlatna na oetrove
14
Fence
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
Location Number
on Yard Layout Facility 130
1 Hull Assembly Shop (980 ft x 230 ft) con-
taining:
1 machine shop forge.
1 boring workshop
2 Machine Shop containing:
2 lathes
2 boring machines
2 grinding machines
1 small planing machine
3 Forge containing:
1 drilling machine
1 l.a,rge shears
1 small shears
1 punch press
1 electric welding set
7 electric furnaces
4 Welding Shop containing:
20 electric welding sets and gas welding
apparatuses
5 Joinery containing:
2 wood-planing machines
1 circular saw
1 band saw
1 polishing machine
6 Carpenter Shop (x+90 ft x 330 ft) containing:
1 wood-planing machine
1 circular saw
1 band saw
7 Boring Workshop containing:
5 boring machines
'1 crane for transporting plates
8 Launching Way (Marine Railway) (295 ft x 165 ft)
9 Large Bridge Crane
10 Foundations for new buildings
Komarno Shipyard No. 2 is. under the administrative control of the
Main Administration for Skoda. However, supervisory control of this
yard is exercised by Soviet technicians and engineers. 131
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E -C -R-E -T
The shipyard is the newest, largest, and most important shipyard
in Czechoslovakia. Construction of the yard started during the Two
Year Plan at an initial cost of 200 million koruny. 132/ It was re-
ported that future plans include construction of a fully integrated
yard with facilities for the building of motors and making ship
plate. 133/ The yard is continually expanding, and? as of March 1953,
construction of yard facilities was still under way. 134
This shipyard employed about 2000 workers in 1952. 135/ The
number of workers, however, is steadily increasing because of the
continuing expansion. The yard's expert personnel are Czechs, and
half the laborers are Hungarians. 136/ The shipyard apparently
has definite priority on personnel, since workers have been trans-
ferred here from shipyards in the Prague area and from the Hradec
Kralove plant of. the Skoda Works to work on orders for the USSR. 137/
New employees are sent here by the labor exchanges. Those who
refuse employment are sent to the mines. 138
The current production program of the shipyard consists of tugs,
barges, antiaircraft artillery boats, and passenger vessels. Pro-
duction .is almost exclusively for export to the USSR for use on the
Volga-Don Canal or other Soviet inland waterways. 139/ The anti-
aircraft artillery boats are for the Hungarian Danube Flotilla and
are built according to Soviet blueprints. These vessels will carry
a 37-millimeter antiaircraft gun and a 12.7-millimeter antiaircraft
machine gun as armament. They are designed to protect river shipping
in case of war. 140/
This shipyard has completed at least 8 and perhaps 10 river pas-
senger vessels for the, USSR. 141/ The yard has also built 18 tugs
for the USSR. 142/ Photographs of the Rossiya, the first passenger
.vessel built at this yard for the USSR, are shown in Figures 2
and 3.~ 343/ The names of other passenger vessels built for the USSR
at the yard areas follows: Armeniya, Azerbaydzhan, Byelorussiya,
Gruziya, Gruzov, Kazakhstan, Ukrainiya, and Vilniya. 1
5. Liben Shipyard.
The Liben Shipyard (CKD Yard) is located on the east bank of the
Vltava River in the Prague-Liben area, almost opposite the Holesovice
Shipyard. 145/
~ Following p. ~a above.
-36-
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
LEGEND
No. Facility
1 Transverse Building ifay
1 Transverse Building Way
3 Administration Building
4 Main Morkshope
5 Open Storage Area
6 Bolesovice Shipyard
FIGURE 8
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
n~iap ~~i~ri,
nn uu ~i ~i ~~n ''i
LfiG%ND .
No. Facility
1 Tool Storage
2 Covered Storage Area
3 Sawmill
4 Boiler-Compressor Station
5 Guard Nouee
6 Forge
7 Carpenter Shop
8 Shipbuilding Shop
9 Administration Building
10 Building F'ay
11 Gate
12 Fence
FIGURE g
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
The shipyard has the following .facilities for construction and
repair of river vessels. (See Figure 8~ for yard layout.) .
Location Number 146
on Yard Layout Facility
1 Building Way (570 ft x 100 ft)
2 Building Way (500 ft x 150. ft)
3 Administration Building (65 ft x 65 ft x 25 ft)
4 Main Workshops (425 ft x 165 ft)
5 Open Storage Area (340 ft x 165 ft)
The shipyard is under the administrative control of the Main
Administration for CgD, but production control is under Soviet
technicians.
In 1949 this shipyard had about 300 employees. 147 The number
of employees at present is not def initely known. In April 1953, how-
ever, an intensive recruiting drive for workers was launched in
order to fulf ill orders for the USSR. 148 It is believed that
estimated future production will more than double the number of
employees in 1949.
UP to the latter part of 1952 this shipyard built self-propelled
barges. Since that time the yard has commenced production of anew
and improved type. of suction dredge for the USSR. The designs and
production procedures for the dredges 'were developed by the yard in
cooperation with Soviet experts. The fourth dredge was launched
in September 1953, 149 and the yard was scheduled to complete six
of these dredges in the same year. 150 The superstructures of the
dredges are sent separately to Stettin for final assembl,}r, as' the
completed dredges are so large that they would be unable to pass under
the bridges on the Elbe and Oder Rivers. 151
6. Usti nad Labem Shipyard.,
The Usti nad Labem Shipyard (CKD Yard) is located on the south
bank of the Elbe River about 1-1~4 miles east of Usti nad Labem. 152
The shipyard has the following facilities for construction and
repair of river vessels. (See Fig. 9*' for yard. layout..)
~- Followi:ng p . 36
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
Location Number ,
on Yard Layout Facility 153/
1 Tool Storage
2 Covered Storage Area
3 Sawmill
~+ Boiler-Compressor Station
5 Guard House
6 Forge
7 Carpenter Shop
8 Shipbuilding Shop (490 ft x 165 Yt)
9 Administration Building
10 Building Way (600 ft x.150 ft)
The shipyard is under the administrative control of the Main
Administration for CKD.
In 1953 this yard had about 700 employees. 154/
Until July 1952 the shipyard built self-propelled and non-self-
propelled river vessels. 155/ Since that date the yard has been
building pontoons. It was reported that in February 1953 same
2,400 pontoons were constructed at this yard and shipped to the
USSR. 156/ In March 1953 a group of military. experts accepted
approximately 50 pontoons which were painted red. These pontoons
are welded, consist of three parts, and have a total length of
about 29 feet. .Additional pontoons were observed under construc-
tion at that time. 157/ ,
Table 10* lists the minor shipyards and any information known
about them. It is possible that there may be other minor yards+
Table 10 follows on p. 39?
- 3$ -
S-E-C -R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E-C-R-E-T
Information on Minor Czechoslovak Shipyards
Shipyard Remarks
Brno Not an actual shipyard; builds three models
(J.F. Cernil Co.) of kayaks of wood or duralumin. 158/
Cosel (Poland) Minor repair of Czechoslovak river vessels;
16 employees. 159/
Deactivated October 1951; former repair
yard, but built canoes, rowboats, and
sailboats. 160/
Hradec Kralove In 1952, built four self-propelled barges
(Skoda Works) for the USSR under terms of 1951 trade
. agreement. 161/
Kralupy Minor repair yard; in 1952, reportedly
(Ruzek Shipyard) built one floating crane. 162/
Kresice Repair yard for Elbe River vessels; con-
(Former J. Walter Yard) struction of sailboats and other small
boats; 130 employees..l63/
Repair yard until late 1952; presently
under military supervision and making,
pontoons and small motor boats for
military use; 20 employees. 164/
Smichov (Prague) Small barge production. 165/
Stechovice Probably a minor repair yard.
Stettin (Poland) Minor repair yard; is former German sea
(Staruvka Yard) barge reconstructed as a repair ship. 166/
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
S-E -C-R-E-T
Information on Minor Czechoslovak Shipyards
(Continue d
Shipyard Remarks
Strekov Minor repair yard. 167/
Tyn nad Vltavou In 1951, built wooden sand barges, 26 ft x
6 ft x 2 ft; 1 per week; 20 employees. 168/
Repair yard; in 1951, building river dredge.
Administrative and technical sections of
yard merged with those of Usti nad Labem
yard; 81 employees. X69/
S-E-C-R-E -T
Declassified in Part - Sanitized Copy Approved for Release 2013/05/08: CIA-RDP79R01141A000300040001-2
 . u < .
Declassified in Part -Sanitized Copy Approved for Release 2013/05/08 :CIA-RDP79R01141A000300040001-2
Czechoslovakia: Major and Minor Shipyards -1954
12
14 16 18
20 22
ro (A Czech-owned m nor
~~6P ~ shipyard is locate'IT at Stettin)
~
??~~
? ?..,?-,
;
?
CZECHOSLOVAKIA
,,,.;
o,.,
19
?
Fa,,yy
~..
G E R M A N Y
~ ~ ~
??
`~??-??~?
`
~
` ~ P O L! S H
~ ?^ ~~
I
"
9
d ?...
'
~abem Valtirov
Usti ~d
?
?~?~'
^ Major shipyard
r StPekov ? ^?
???
-~
~???? KPesice j A D M I N I S T R
A T I o
N";;
O Minor shipyard
f
Melnik ~?? ~ ~?
??
~
J
Kralupy nad Vlta ou ~~6e Hrade~?. ?~ ~'???^? j
?
cosel
sec .oumedJ.:'?
.
50
~
Hole's vice Liben Krelove l ~
so
hov PRAGUE
o
so loo MILE
S
SteCh VICe
'~??
0
50 100 KILOMETERS
~
?
1
S~Q~
` ?
P O L A N D
e c
~ ``
,.
\ ?
Tyn nad Vlta
~
,
!
~ ~
~
"
? ~
vou Brno
pan
J
~'
46
e
~? f...v ?~
6
~
/
G E R M
Op
~ ~ e ~ dot
Jp
A N y~ -
Hron n
I
.
~?
~...
l??
U.S.S.R.
I
,^
`
~"
~
r
Inn
~ ~
~
r'
^
ae ~
~U S T R I ~' Bratislava
A
A
`
.-- J'
4s
'1
?
--
-- ---- ---~
- - ---
.
I ~?~
~
~ `6
-
Komerno
~
-- d
~
.
?'h ~.-,? j?~
Tire Un,eed Seares Go~