THE POLISH MERCHANT FLEET: ITS GROWTH AND OPERATIONS

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79R01141A001300010002-3
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• Document Page Count: 131
• Document Creation Date: December 23, 2016
• Document Release Date: June 20, 2013
• Sequence Number: 2
• Publication Date: December 1, 1958
• Content Type: REPORT

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SECRET
ECONOMIC INTELLIGENCE REPORT
N? 3
THE POLISH MERCHANT FLEET:
ITS GROWTH AND OPERATIONS
CIA/RR 159
December 1958
CENTRAL INTELLIGENCE AGENCY
OFFICE OF RESEARCH AND REPORTS
SECRET
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WARNING
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.
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ECONOMIC INTELLIGENCE REPORT
THE POLISH MERCHANT FLEET: ITS GROWTH AND OPERATIONS
CIA/RR 159
CENTRAL INTELLIGENCE AGENCY
Office of Research and Reports
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FOREWORD
?Several significant changes affecting the, employment and future of
the merchant marine of Poland have become evident during the past
2 years. The use of the fleet as an economic rather than a political
, instrument received decided impetus during 1957. This report examines
the operational changes to date, the expanded plans for the future,
? the reasons for the change in official policy, and the importance of
the service which Poland provides in carrying foreign trade for the
rest of the Sino-Soviet Bloc.
This report has been coordinated within CIA but not with other
agencies of the US Intelligence Board.
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CONTENTS
Summary
Page
1
I. Introduction 3
II. Growth and Composition of the Fleet 5
A. Growth 5
B. Composition 7
1.
Types of Vessels
7
2.
Tankers
8
3.
Age of the Fleet
11
It.
Speeds
13
5.
Fuel
13
III.
C. Vessels Under the Control of the Chinese-Polish
Shipbrokers Corporation (Chipolbrok)
Areas of Operation
A. Far East Route
14
17
3.8
1. Tonnage
18
2. Type of Service
19.
3. Ports of Call
20
4. Frequency of Service
20
5. Route Plans
21
B.
Near East and Black Sea Route
22
C.
South America Route
23
D.
North America Route
23
E.
Baltic, Europe, and UK Routes
24
F.
Routes in the Planning Stage
24
IV.
Performance of the Fleet
26
A.
Total Cargo Moved
26
1. Polish-Owned Fleet and Chartered Fleet
26
2. Total Fleet Under the Polish Flag
28
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Page
B. Far East Route
1. Total Cargo
2. Commodities
V. Importance of the Polish Fleet as a Carrier of Sino-
Soviet Bloc Trade
A. Transit Cargo Through Polish Ports . , -
B. Far East Route
29
29
36
45
45
51
1. Service to Communist China
51
2. Service to Other Satellites
52
3. Service to the USSR
53
4. 1958 and 1965 Cargo Movements
54
C. South America Route
55
VI. Plans for Expansion of the Fleet
55
A. Plans for Tonnage
55
1.. 1960
56
2. 1965
59
3. 1970
62
B. Financial Provisions
62
1. Fleet Development Fund
62
2. Budget Allocations
66
C. Administrative Control over and Arguments Concerning
Acquisitions
66
VII. Plans for Freight Traffic
70
Appendixes
Appendix A. Statistical Tables
75
Appendix B. Methodology
115
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Page
Tables
1. Polish Merchant Fleet) by Type of Vessel) 31 December
1957
2. Scheduled Services of Polish-Flag Vessels on the Baltib,
Europe, and-UK Routes, Obtober 1957
7
25
3. Estimated Cargo Carried by Polish-Flag Vessels on the
Far East Route, 1956 31
U. Cargo Carried by Polish-Controlled (CZ-PMH) Vessels and
Total Polish Seaborne Trade Moving Between Polish
Ports and Asia, 1957
5. Seaborne Trade of Poland, 1955-57 37
6. Polish Imports of Commodities for Which Asia is the
Major Source) 1956 41
35
7. Major Commodities in Polish Trade with Communist China
and Korea, 1956-57 42
8. Major Commodities in Polish Trade with Southeast Asia,
1956-57 43
9. Major Commodities in Polish Trade with South Asia)
1956-57 41:
10. Share of Polish Foreign Trade and Share of Satellite
Transit Cargo Through Polish Ports Carried by Polish-
Controlled (CZ-PMH) Vessels) 1955-57 48
11. Total Seaborne Foreign Trade of Selected Satellites and
the Share Carried by Polish-Controlled (CZ-PMH) Vessels,
1956
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12. Composition of the Polish Merchant Fleet,
Actual and Planned, 1957 and 1960
13. Growth of the Polish Merchant Fleet, 1949-58 .
14. Polish Merchant Fleet According to Official
Polish Data, by Jurisdiction, 1949-56
15. Growth of the World Fleet and Fleets of Selected
Countries, 1939, 1950, and 1957
16. Vessels Added to the Polish Merchant Fleet, by
Year, 1949-58
17. Inventory of the Polish Merchant Fleet, 31 Decem-
ber 1957
18. Characteristics of the World Sleet and Fleets of
Selected Countries, July 1957
19. Areas of Operation of the Polish Merchant Fleet,
1956-57
20. Merchant Vessels Operating Under the Polish Flag,
by Area, October 1957
21. Freight Traffic Performance of the Polish
Merchant Fleet, 1949-57,
22. Areas of Shipment of Cargo Carried by CZ-PMEI
Vessels, 1949-57
23. Discrepancies in Reported Transit Cargo Through
Polish Ports, 1946-56
Chart
Page
60
76
77
78
79
97
lo4
105
108
112
113
119
Following Page
Age Distribution of the Polish Merchant Fleet,
1950, 1956, and 1957 12
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THE POLISH MERCHANT FLEET: TTS GROWTH AND OPERATIONS*
Summary
The years since World War II have been years of great change for
the Polish merchant marine. An insignificant maritime power before
the war, Poland now sends vessels to many distant parts of the world
and performs an important service not only for its own foreign trade
but for the other Satellites and Communist China as well.
One of the most dramatic changes has been the change in the atti-
tude of the Polish government toward the Polish fleet. The fleet is
being considered as an economic instrument rather than a political
tool. The change in governmental policy reflects a new awareness of
the role played by Polish maritime transport in foreign trade. The
government plans to use the fleet to conserve foreign exchange on
cargoes otherwise carried by foreign vessels and to earn foreign ex-
change, particularly in hard currencies. Planned traffic goals are
no longer expressed in terms of ton-mile performance but are in terms
of profits, earnings of foreign-exchange, and the carriage of a larger
share of Polish port traffic in Polish vessels.
These changes will not bring about an immediate drop in Polish
shipping service to the rest of the Sino-Soviet Bloc. Indeed, the
1957 slump in world shipping makes it probable that Poland may even
Increase such service. In a period of falling amounts of worldwide
freight, it is to the advantage of Poland to have a reaxlymade market
for its vessels, and agreements have recently been entered into to
carry more Bloc cargo in Polish vessels. This situation may change
when the world market for shipping services improves, but it is prob-
able that for the immediate future the Poles will continue to capi-
talize on their preferential position in Bloc seaborne trade to insure
regularly available cargoes for their rapidly expanding fleet.
It is estimated that by 1956 as much as 10 percent of total Czecho-
slovak seaborne trade was carried in Polish vessels, and in 1958 this
amount may increase to as much as 20 percent. Of the total seaborne
trade between the European Satellites and Communist China, cargo car-
ried in Polish vessels was in 1956 about 75 percent of the eastbound
cargo to China and 24 percent of the westbound from China. It is
* The estimates and conclusions in this report represent the best
judgment of this Office as of 1 August 1958:
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estimated that if the trade level remains about the same, as much as 97
percent of the eastbound cargo to China and 30 percent of the westbound
cargo will be handled by Polish vessels in 1958.
Although the general programs for expansion and rationalization of
the Polish maritime industry may be implemented, the program for ex-
panding the fleet may face diffidulties for the next 2 or 3 years. '
The greatest national need is for immediate foreign exchange with which
to reduce short-term debts; the 1960 plan for the fleet may suffer,
therefore, but probably will be met in the long run.
The Polish oceangoing fleet,* second only to that of the USSR in
the Sino-Soviet Bloc, increased 170 percent between 1949 and June
1958 in terms of cargo-carrying capacity, with more than one-third
of that increase occurring since the beginning of 1957. The plans
for the next 13 years provide for substantial expansion of the fleet,**
the 1960 fleet to be almost double that of 1955, the 1965 fleet
again to be double that of 1960, and the 1970 fleet to increase above
that of 1965 by 25 percent. . In terms.of cargo-carrying capacity the
growth of the fleet is planned as follows:
Cargo-Carrying Capacity
(Thousand Deadweight Tons)
Year
Polish-Owned Fleet
Polish-Flag Fleet
1955
331
421
1957
384
514
1960 plan
650
710***
1965 plan
1,200
1,430xxx
1970 plan
1,500
1,800***
In addition to the state-owned vessels, there are vessels which are
flying the Polish flag but are not Polish-owned. This group amounted
to 14 vessels totaling about 130,000 deadweight tons at the end of
1957.
Counting all oceangoing merchant vessels flying the Polish flag,
the Polish fleet ranked 29th among the world fleets in 1950 and had
moved up to 26th place in 1957. In contrast, the Soviet fleet lost
ground from 1950, when it ranked 9th, to 1957, when it ranked 12th.
Vessels of 1,000 gross register tons and above.
** Plans include vessels of less than 1,000 gross register tons.
*** Estimated.
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The state-owned fleet in 1957 was carrying only about 19 percent
of the traffic moving in and out of Polish ports and about 21 percent
of Polish seaborne foreign trade. At least 79 percent of Polish sea-
borne foreign trade, therefore, was dependent on foreign vessels for
transport and represented not only a vulnerability in terms of availa-
bility of transport but also a drain on foreign exchange both in the
chartering of vessels by Poland and in those freight costs included in
the purchase price of the goods. About 30 percent of the total volume
of Polish foreign trade is presently moving by sea. As plans for ex-
panded trade with the underdeveloped countries and with South America
are realized, this proportion of seaborne trade to total trade volume
Is apt to rise. The 1960 plan for the fleet is expected to provide
the capacity to carry 25 percent of Polish port traffic and the 1970
fleet to carry 50 percent. In addition to the resultant savings in
foreign exchange, the 1970 goal also includes a 300- to 400-percent -
increase in foreign interport carryings, an attractive source of hard
currency.
I. Introduction.
Although Poland was an insignificant maritime power before World
War II, its maritime fleet is now active not only in its own foreign
trade but also in the trade of the other Satellites and Communist-
China. According -to plans, the size of the 1957 fleet is to be
tripled by 1965 and almost quadrupled by 1970; The fleet is to be
used as means of earning foreign exchange for Poland instead of as
a political tool as in the past.
The growth of the Polish merchant fleet received considerable
impetus in 1950-51 when the Far East line was established to serve
Communist China, which had been placed under embargo by the Western
nations. By 1956, about 26 vessels totaling 255,000 deadweight
tons (DWT)* 60 percent of the Polish-flag fleet -- were making
the long run from Gdynia to the ports of Communist China.'
* Deadweight tons is a measure of the carrying capacity of a vessel
In terms of tons of 2)204 pounds in Poland and other countries Which
use the metric system. The deadweight tonnage of US vessels is
given in tons of 2)240 pOunds. The deadweight tonnage of a vessel is
derived from the difference between the-tons of water displacement
light and water displacement loaded and includes not only the weight
of the cargo but also the weight of the fuel, stores, water, the
crew and their effects, and the like. footnote continued on p. g
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On three routes the Polish vessels perform a considerable service
for the Sino-Soviet Bloc. The lines on these routes are the Far East
line, the South America line, and the very recently organized line be-
tween Black Sea and Mediterranean ports. The Far East line is primarily
a service for the trade between Communist China and the European Satel-
lites, and the new line between the Black Sea and the Mediterranean
will serve almost exclusively the Satellites other than Poland.
Until recently, this emphasis on service to the Sino-Soviet Bloc,
particularly on the Far East line, was the result of a political
policy which dictated that the merchant marine must be used as a
political instrument regardless of any operating losses entailed.
Then, in 1956-57 coincident with the emergence of the Gomulka regime,
Poland shifted its policy sharply and began considering its merchant
fleet in economic terms. Since then the expansion of'routes and the
soliciting of cargoes have been designed to bring both an operating
profit and an inflow of foreign exchange.
'Because of the change in the world shipping situation, however,
this shift in policy will not bring about a drop in Polish shipping
service to the rest of the Bloc, at least for the present. Since the
spring of 1957, there has been a worldwide excess of available shipping,
and Western shipowners are laying up large numbers of vessels for'want
of cargo. During this slump in world shipping the Polish merchant
marine has been in the fortunate position of having a readymade demand
for its vessels in the seaborne trade of the Sino-Soviet Bloc, and
although freight revenues have in some measure fallen with the world-
wide drop in freight rates, its vessels have been comparatively full
and no vessels have been laid up. In spite of Polish emphasis on the
economic desirability of hauling Western cargoes for payment in hard
Gross register tons is a measure principally of the size of the
vessel itself, whereby the internal cubic capacity is expressed in
tons of 100 cubic feet to the ton. Certain spaces are not included,
such as the bridge and poop, peak tanks and other tanks for water bal-
last, anchor gear and steering gear spaces, wheel house, and the like.
Nations vary in practice as to the number of such excluded spaces, and
the gross register tonnage of a vessel will vary depending on the
rules of the classification society under which the vessel is regis-
tered. In most merchant fleets the aggregate gross register tonnage
of the fleet is about 75 percent of the aggregate deadweight tonnage.
Inasmuch as this report is chiefly concerned with the approximate
carrying capacities of fleets and of individual vessels, the deadweight
ton measure will be used wherever possible. It should be noted, how-
ever, that the number of deadweight tons will always be a little more
than the number of tons of cargo which a vessel can carry and that the
cargo-carrying capacity will vary depending principally on the amount
of fuel and water which a vessel will carry on any one voyage.
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currency, the present scarcity of such cargoes has forced the Poles
to welcome Bloc cargoes in an effort to fill their vessels. Thus,
ironically, now that Poland is attempting to operate its merchant
fleet on economic principles) it finds itself soliciting that same
Bloc trade which it was previously compelled to carry for political
reasons.
Whether this situation will change when the world market for ship-
ping services improves remains to be seen, but it seems likely that in
the future the Poles will continue to'capitalizle on their preferential
position in Bloc seaborne trade to insure regularly available cargoes
for their rapidly expanding fleet.
II. Growth and Composition of the Fleet.
The Polish-flag fleet is the second largest in the Sino-Soviet
Bloc, the largest being the Soviet fleet. Comparative sizes* in 1957
were as follows: the USSR, about 3,525,000 DWT**; Poland, 500,000 DWT;
Communist China, about 280,000 DWT; Bulgaria, 48,800 DWT; Rumania,
38,300 DWT; East Germany, 34,400 DWT; Czechoslovakia, 25,600 DWT; and
Hungary, 7,000 DWT.
A. Growth.
By the end of 1957 the carrying capacity in terms of deadweight
tons of the Polish merchant fleet, including only vessels of 1,000 GRT
and above, had increased 109 percent above 1950 and 395 percent above.
1939. The increase from 1939 to 1950 was 137 percent. The total dead-
weight tonnages at the end of each year for 1939 II*** and 1949-57 are
as follows (excluding vessels under 1,000 GRT)****.
* Including only vessels of 1,000 gross register tons (GRT) and above.
** The ratio between deadweight tonnage and gross register tonnage
differs by vessels and by trades in which vessels are employed. In
most fleets, gross register tonnage is about 75 percent of deadweight
tonnage.
**** Figures are from Table 131 Appendix Al p. 761 below.
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Year
.Thousand
Deadweight Tons
Year
Thousand
Deadweight Tons
1939
101
1953
347
1949
204
1954
380
1950
239
1955
408
1951
328
1956
4o6
1952
346
'
1957
500
Some comparative increase in total world deadweight tonnage
and in the deadweight tonnage of 20 maritime countries are shown in
Table 15.* World tonnage increased only 32 percent between 1950 and
1957, 76 percent between 1939 and 1957, and? 33 percentbetween 1939
and 1950. Of the world flag fleets with more than 1 million DWT in
1957, only the flags of convenience,** Panama and Liberia, shoWed a
greater relative increase than Poland between 1939 and 1957, and only
Liberia, Japan, and West Germany (the latter two rebuilding their pre-
war fleets) showed a greater relative Increase between 1950 and 1957.
In terms of rank by deadweight tonnage in the world flag fleets, Poland
has also been advancing, from 34th position in 1939 to 29th in 1950
and to 26th in 1957. (The USSR in the same years has ranked 11th,
9th, and 12th, having lost ground between 1950 and 1957.) Twenty-fifth
place in 1957 was held by Australia with 600,000 DWT. 2/
In 1957 the Polish fleet experienced its largest annual increase
since the end of World War II. In the year 1951 (the previous record
year) the fleet increased by 11 vessels of 1,000 GRT and above which
totaled 94,250 DWT, all but 1 by foreign purchase. The increase in
1957 amounted to 11 vessels of 94,435 DWT. Five of the 1957 vessels
were purchased from the West, 1 was a newly built East German vessel,
2 were salvaged vessels, and 6 were newly built Polish vessels. By
?the end of June 1958, another 50,100 DWT had been added to the fleet
plus 22,500 DWT launched but not delivered. A list of vessels added
to the fleet each year is given in Table 16.***
* Appendix A, p. 78, below.
** Flags under which vessels owned by firms of other nationalities'
are registered for tax and similar-purposes.
*** Appendix A, p. 79, below.
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B. Composition.
1. Types of Vessels.*
On 31 December 1957 the Polish Merchant fleet consisted of
97 vessels (including 17 under 1,000 GRT) totaling about 514,000 DWT.
The types of vessels constituting the fleet are shown in Table 1.
Table 1
Polish Merchant Fleet, by Type of Vessel 21
31 December 1957
Type of Vessel
Number
of Vessels
Cargo-Carrying Capacity
Thousand
Deadweight Tons
Percent
Tanker
6
37.0
7
Dry cargo freighter
General cargo
60
340.6
66
Bulk cargo
15
46.7
9
With refrigerator facilities
12
68.7
14
Subtotal
?1
456.0
ii2.
Passenger vessels
1
5.6
I
Supply vessels for the fishing
fleet
3
15.7
3
Grand total hi 21 514.3 loo
a. Compiled from Table 17, Appendix A, p. 97, below. Including all
merchant vessels under the Polish flag, including vessels of less than
1,000 GRT and vessels owned or controlled by Chipolbrok (Chinese-Polish
Shipbrokers Corporation).
b. There are a number of smaller passenger vessels that either are in
scheduled domestic coastal service or are coastal cruise vessels and
are not included in the listing of merchant vessels used in this report.
Also not included are miscellaneous types of vessels such as ice
breakers, dredgers, sailing vessels for training, and seagoing tugs.
* Unless otherwise indicated, data on vessels, tonnages, and character-
istics of the Polish fleet in this section are derived from Tables 16
and 17, Appendix A, pp. 79 and 97, respectively, below.
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At least 20 of the Polish freighters in foreign service
have limited passenger accommodations: 15 have 8 to 12 berths, and 5
have 4 to 8 berths. Four of the vessels acquired in 1957 are believed
to have accommodations fcr 12 passengers. Twelve of these 24 vessels
are normally on the Far East route, 7 are on the South America route,
2 are in the UK service, 2 ply the European coast, and 1 is on the
Szczecin-Helsinki run.
The ideal composition of a fleet -- the relationship of
types of vessels to the total fleet -- varies depending on the nature
of a nation's oceanborne trade as well as on such policy considerations
as earnings of foreign exchange and defense requirements. Comparisons
of composition among national fleets, therefore, are generally mislead-
ing. For example, the bulk-cargo tonnage in the Polish fleet amounts to
9 percent of the Polish total and in the world fleet to only 4 percent
of the total, 1/ which, by a straight comparison, would imply that the
Polish fleet is overtonnaged in bulk carriers. The movement of ores,
coal, and coke in and out of Polish ports in 1956, however, accounted
for 59 percent of the total Polish port traffic. it/ Since in the
first 6 months of 1957 Polish vessels carried only about 15 percent
of this traffic, 2/ the Polish fleet is, if anything, undertonnaged in
bulk carriers.
In the past year the concept of profitability of the fleet,
both in profits and in foreign exchange, has been growing in Poland,
and emphasis is being placed on carriage of general cargo, which pays
higher revenue, and on the long-distance lines where foreign exchange
apparently can best be earned. In the first quarter of 1958, even
the tramp ships of the Polish Steamship Company (Polska Zeluga Morska --
PZM) carried three times as much general cargo as had been anticipated. I/
Consequently, the emphasis on general cargo freighters in the present
and planned fleets* is understandable, and the next few years Should
see the Polish fleet not only well balanced in the light of the results
expected from it but also in good competitive condition. Table 12**
shows the composition of the 1960 fleet if planned additions are made
and old vessels scrapped.
2. Tankers.
The history of the budding tanker fleet of Poland has faced
a series of setbacks. The Karpaty (9,630 DWT) was purchased in 1947, at
which time it was 20 years old, and the Praca (12,020 DWT) was purchased
in 1951, at which time it was 30 years old. In 1953, the same year
that the Wspolpraca (8,800 DWT) was purchased, the Praca was seized
* See VI, A, p. 55, below.
** P. 60, below.
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by the Chinese Nationalists. Shortly thereafter the Wspolpraca started
having repair problems Eli and at the end of 1956 was sold for scrap. 2/
This left Poland once again with only 1 tanker, the Karpaty, which not
only was 30 years old in 1957 but also was having a series of repair
problems and breakdowns. 10/
The years 1957 and 1958, however, brought a sudden improve-
ment. Five tankers with a total deadweight tonnage of 48,o6o tons
were added to the fleet. Of these, 2 small new tankers, the Tatry
and the Beskidy (4,200 DWT each) of Finnish construction, may be des-
tined ultimately for Communist China 11/ and are on the Black Sea -
China run. The other 3 new tankers are the Kas row (13,725 DWT),
which is 13 years old; the Pieniny (12,835 OWT)) which is 17 years
old; and the Ornak (13,100 DWT), which is 11 years old. The Kasprowy
Is on the Black Sea - Poland run, as was the Karpaty during 1957. The
Pieniny was on the Black Sea - Polish run until April, when it sailed
from Constanza for China. The Ornak, purchased in May 1958, went onto
the Black Sea - Polish run. The acquisition of the Kasprowy was par-
ticularly opportune inasmuch as the Karpaty suffered serious engine
trouble on its homebound trip in November 1957 and reportedly was sold
for scrap in January 1958. 12/
Imports of crude oil and petroleum products to Poland have
been as follows 11/:
Thousand Metric Tons
1957
First
1949 1955 1956 Three Quarters Annual Plan
Crude oil
91.5
544.9
537.0
471.o
630:0
Petroleum products
254.8
885.7
952.0
835.9
1,140.0
Total
346.3
1)430.6
1,489.0
1,306.9
1,770.0
According to official Polish statistics, at least 545,000 tons* of
crude oil and petroleum products entered Poland by sea in 1956, 1L1-/
probably most of it frbm the Black Sea area. If the same proportion
of the total came by sea in 1957, seaborne import would have been about
650,000 tons. Sea shipments alone of petroleum products are expected
to rise to 1 million tons in 1960 and to 3 million tons in 1965. 15/
* Tonnages of cargo are given in metric tons throughout this report.
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Minister Darski stated that these imports were crude oil. 14./ If, as
is probable, the major portion will come from the Black Sea area, it
would take 7 to 8 tankers of 13,000 DWT with a speed of 12 to 14 knots,
making 9 to 11 trips a year, to transport the seaborne shipments of
petroleum in 1960 and about 23 in 1965.
In 1957 the tanker Karpaty made almost 7 trips from the
Black Sea to Poland and carried about 74,500 tons. 17/ The Kasprowy
(13,725 DWT) made 7 trips in 1957, moving about 86,500 tons, and the
Pieniny (12,835 DWT) made 1 trip in 1957, moving about 12,000 tons.
A probable total of 173,000 tons, therefore, moved by Polish vessels,
or about 27 percent of the possible total imported by sea in 1957.
(It is claimed that to date Polish vessels have carried petroleum prod-
ucts only, no crude oil. 1.?./ Reports of naval attaches, however, claim
that the Karpaty has carried some crude oil.) Based on 10 trips by the
Kasprowy, 1 by the Pieniny, and 5 by the Ornak, about 200,000 tons of
crude oil and petroleum products may be imported in Polish vessels in
1958. Assuming a rise in total seaborne imports in 1958 of at least
15 percent above imports in 1957 to about 750,000 tons,* Polish-flag
tankers would be capable of carrying about 27 percent of the seaborne
movement in 1958. There is always the possibility, of course, that
the Pieniny may be put back on the Black Sea - Poland run for a few
more trips, but this is by no means certain.
In the meantime, 2 tankers of 19,500 WE with a speed of
15 knots are being built for Poland in the Yugoslav shipyard at Split.
Deliveries are reported to be scheduled for 1959 and 1960. A third
tanker of about 18,000 DWT with a speed of 15 knots is planned for
delivery from Polish shipyards in 1960. 15V Assuming 11 trips a year
between the Black Sea and Poland for each of these vessels and assuming
that each will become available for operation in the middle of the
delivery year (for about 5 trips), the minimum capacity of the Polish
tanker fleet -LA:5 carry Polish imports of crude oil and petroleum prod-
ucts can be estimated as follows:
1958
1959
1960
1961
Estimated import by sea
(thousand metric tons)
750
875
1,000
1,200
Capacity of Polish vessels
(thousand metric tons)**
200
345
64o
860
Share by Polish vessels (percent)
27
39
64
72
Based on the rise in total planned imports in 1957 of 19 percent
above imports in 1956 as well as on the 1 million tons planned to be
carried by sea in 1960.
** Any additional trips made by the Pieniny would raise the capacity
and the share of petroleum products imported by Polish vessels.
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The capacity of 860,000 tons estimated for 1961, although
adequate for carriage of about 72 percent of the total seaborne import
of crude oil and petroleum products in that year, would be only 29 per-
cent of the 3 million tons reportedly planned for import by sea in
1965. Between 1960 and 1965, however, more tankers can be expected .
to join the fleet, particularly some of the 18,000 DWT and 35,000 DWT
planned to be built in Polish yards, as well two other 19,500-ton
tankers probably on order at Pula in Yugoslavia,* which would raise
the share of crude oil and petroleum products to be carried by Polish
vessels in 1965. As a matter of comparison, only 20 percent of the
1955 tanker cargo through US ports was carried in US-flag vessels,
although US-owned vessels under the Liberian or Panamanian flag might
bring up that proportion considerably.
3; Age of the Fleet.**
There was increasing concern about the age of the fleet
expressed in the Polish maritime press in 1956 and 1957.*** 22/ The
concern was generally about the number of vessels that were overage
(over 30, by Polish standards 21/) or approaching overage rather than
about the average age of the fleet. The average age of the Polish
fleet does not compare unfavorably with ages of other fleets, the
world average being about 16 years in July 1957 22/ and the Polish
average being 17 years in December 1956 and 15 years in December 1957.
Poland was more concerned, properly, about the fact that, in December
1956, 27 percent of the gross register tonnage of the Polish fleet
and 25 percent of the number of vessels were 25 years or over. By
December 1957 the situation had improved slightly, to 19 percent of
the gross register tonnage and 20 percent of the vessels. Neverthe-
less, by world standards of maritime nations this large bloc of over-
age or near overage vessels represents a deficiency. The world fleet
had only 15 percent of the gross register tonnage in the 25-year-and-
over bracket, and such maritime nations as the US, the British Common-
wealth, Norway, and Japan had 2 percent, 12 percent, 8 percent, and
10 percent, respectively. Nine of the flags listed in Table 18xxx*
had a larger percentage in the 25-year-and-over group than did Poland,
* See VI, A, p. 55, below.
** Unless otherwise indicated, calculations of the ages of Polish
vessels are derived from Tables 16 and 17, Appendix A, pp. 79 and 97,
respectively, below, and of other fleets from Table 13, Appendix A,
p. 76, below.
*** The most unfavorable feature of old vessels is much the same as
that of old automobiles: repair bills go up. Obsolescence and non-
competitiveness set in also when improved cargo facilities are incor-
porated in newer vessels.
**** Appendix A) p. 104, below.
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the 3 extreme cases being the USSR and Spain, each with 57 percent
overage, and Finland with 52 percent. That other maritime nations
might be having worse overage problems, however, does not lessen the
impact of the arguments put forth by the Polish press in its propa-
ganda for the rejuvenation of the Polish fleet.
Comparisons of the age distribution of the Polish merchant
fleet in 1950, 1956, and 1957 are shown graphically in the accompanying
chart.* The chart illustrates the practice between 1950 and 1956 of
expanding the fleet by purchasing old vessels rather than newly built
ones. Particularly striking is the deterioration in age since 1950,
when the 25-year-and-over group of the Polish fleet included only
15 percent of the vessels and 14 percent of the gross register tonnage.
The marked increase in 1957 in the under-5-year group is largely a
result of the campaign against an aging fleet and the retention during
the year of a much larger share of tip vessels produced in Polish yards.
During the Six Year Plan (1950-55), only 19 vessels of Polish build
were retained in the Polish fleet (10 of which were of less than 1,000 GRT)
instead of the planned 53 vessels. 21/ In the Five Year Plan (1956-60)
it was originally planned to retain 34 percent of Polish production,211/
but during 1956 only 1 vessel** of 10,800 DWT, or about 10 percent of
the deadweight tonnage of merchant vessels produced, was delivered to
the domestic fleet. 22/ The situation was very different in 1957, when
7 vessels*** (not including 2 salvage vessels) totaling about 51,700 DWT
were retained. These 7 vessels accounted for about 42 percent of the
deadweight tonnage of cargo vessels built in 1957. 2g If the practice
continues of retaining a higher percentage of the newly built Polish
vessels as well as purchasing on order newly built vessels of other
nations, 271 replacement of the overage section of the fleet can be
accomplished soon and the fleet modernized. Between January 1958 and
December 1960 it is planned to add about 200,000 DWT of newly built
Polish vessels. ay A minimum of 8 vessels totaling 109,800 DWT re-
portedly is already on order in Yugoslavia and West Germany, 22/ and
although some of these orders may be canceled in favor of domestic
production, the substituted domestic vessels would also be newly built.
.By 1962, known plans will add a minimum of 300,000 DWT of new tonnage
to the tonnage of the fleet as it was in December 1957, and some of
this tonnage undoubtedly will be replacements for the older vessels,
so that the Polish fleet should be in comparatively good condition with
regard to age distribution.
* Following p. 12.
** The Marceli Nowotko.
*** The Boleslaw Bierut, the Florian Ceynowa, the Gniezno, the Kapitan
Kosko, the Katowice, the Slawno, and the Stefan Okrzeja.
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Age Distribution of the Polish Merchant Fleet
1950, 1956, and 1957
1950
20.3
10
12
53.2
42.6
10.8
i5C
Under 5 59 10 14 15-19
19.0
Gross
Tonnage
Number in of Vessels
of Vessels (LON Glil)
59
Age o Vessels
28.7
Age 25 end Over: 9 Vessels, 24,674 GRT
1111
20 24
1.7
1
2329
5.6 , 5.5
Lun 1 1.8 amm
30-34 35-39 40 and Over
1956
81.2
29.6
31.3
10
46.1
30.7
Age 25 and Over 21 Vessels, 79,568 GRT
7
33.0
19.0
16.3
7
Under 5
59
10 14
15 19
20 24
25 29
(30 34
3 4
..1
35 39 40 and Over
11.2
Age 25 and Oven 19 Vessels, 69,708 GRT
Under 5 5-9
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4. Speeds.*
The average speed of Polish oceangoing vessels of 1,000 GRT
and above in December 1956 was 12.1 knots and of the entire fleet
11.8 knots. The acquisition of newer, faster, and larger vessels in
1957 brought the averages up to 12.5 for oceangoing vessels and 12.2 for
the entire fleet. In 1957 the world average for oceangoing vessels of
1,000 GET and above was 11.7 knots.
It may be possible, however, to eliminate to some extent
the variance in composition and utilization of the total world fleet
compared with the Polish fleet by limiting the vessels examined to one
group only. An arbitrary selection, therefore, has been made of dry
cargo freighters only (including bulk carriers) of 4,000 DWT and above.
In the world fleet, 23 percent of this group had speeds of 15 knots
and above; In the Polish fleet 34 percent of the same group had speeds
of 15 knots and above. In the world fleet the highest speed was
20 knots, whereas the highest in the Polish fleet was 18 knots; only
0.5 percent of the world fleet, however, had speeds of 19 and 20 knots.
If bulk carriers are eliminated, leaving only general cargo freighters
of 4,000 DWT and above, the division of the world fleet remains the
same (23 percent with speeds of 15 knots and above), whereas the Polish
fleet division rises to 36 percent in the category with speeds of
15 knots and above.
It is apparent that in the matter of speeds the Polish
merchant fleet is becoming generally competitive.
5. Fuel.**
Table 18*** shows plainly the tremendous preponderance of
oil-burning vessels in the world fleet in July 1957, 92 percent being
oil burning. The reason is simple: operation of coal-burning vessels
is more expensive than that of oil burners. 11/ Among other considera-
tions, oil bunker tanks allow more profit-earning cargo space, and
the oil-bunkering process takes less time and less handling than coal
bunkering. ?
Although the relation of oil-burning to coal-burning gross
register.tonnage in the Polish freighter fleet is not bad (83 percent
* Figures in thiS section for the Polish fleet are based on Tables 16
and 17, Appendix A, pp. 79 and 97 respectively, below.
** Unless otherwise indicated, figures in this section are based
on Table 18, Appendix A, p. 104, below.
*** Appendix A, p. 104, below.
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to 17 percent as of June 1958), plans for large-scale conversion of the
remaining coal burners did not gain acceptance until 1957. There was the
artificial but persistent stumbling block of the comparative prices of
coal and oil under the domestic rate of currency exchange. As reported
by the Polish press, under the domestic rate 1 ton of coal would cost
171 zlotys* versus 1,250 to 1,700 zlotys for 1 ton of fuel oil, making
a ratio of 1 to 7.3 or 1 to 9.9. 12/ Under the new and more realistic
method of equating domestic and foreign costs (as well as revenues) in
the maritime industry, established in March 1957) the ratio between coal
and oil prices became 1 to 1.2 or 1 to 1.6 for home port bunkering, 1 to
1 in the North Sea, and 1 to 0.7 in the Mediterranean.** 33/
A broadcast from Warsaw in April 1957 claimed that research
had been carried out by the Gdansk Maritime Institute on problems of
converting 14 coal steamers to liquid fuel. 3.1i/ In September 1957 the
Polish press announced that the Ministry of Shipping had approved the
conversion of 70 vessels from coal burners to oil burners. 22/ These
vessels undoubtedly include some harbor and inland river tugs and
auxiliary vessels.
The proportion of oil burners to coal burners among the
Polish vessels included in this report has already improved considera-
bly since 1950, when 50 percent of the freighter fleet and 45 percent
of the freighter gross register tonnage was coal burning. Four ves-
sels, the Narwik, the Baltyk, the Bialystok, and the Tobruk, appar-
ently were converted to oil burners in 1955, 161 but the rest of the
improvement up to 1957,. when only 17 percent of the gross tonnage was
still coal burning, was a result of new additions to the fleet.
Vessels being purchased from abroad are oil burners. The
Polish shipbuilding industry reportedly is changing ship designs so
that, from 1958 on, all vessels built in Polish yards will use liquid
fuels instead of coal. 21/
C. Vessels Under the Control of the Chinese-Polish Shipbrokers
Corporation (Chipolbrok).
In the foregoing sections, discussions of the Polish merchant
fleet have included all vessels flying the Polish flag. There is,
* Foreign exchange zlotys may be converted to dollars at the official
rate of 4 to 1. This rate, however, is unrealistic when applied to
domestic prices, where the zloty-dollar ratio varies widely from one
commodity to another, from 10 to 1 to as much as 100 to 1.
** The ratio becomes even more favorable when the superior efficiency
of fuel oil is considered. Marine fuel oil produces about 18,500
British thermal units (Btu's) per pound, Tighereas soft coal produces
only about 14,000 Btu's per pound, a ratio of 1.3 to 1 inefficiency.
Using this weighting factor, the new Price ratio between coal and
fuel oil would become about 1 to 0.9 or gootnote continued on p. 152
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however, a certain group of vessels which, although flying the Polish
flag, are not Polish state-owned vesSels. This fact becomes immedi-
ately apparent when Tables 13 and 14* are compared, showing a difference
in 1956 of 8 vessels more under the Polish flag than are state-owned,
a difference of about 87,300 DWT. Because the number of vessels com-
prising the totals given in Table 13 is believed to include 1 vessel
(of 212 DWT) less than the number of vessels included in Table 14, it
Is believed that the actual difference between the number of vessels
owned by the Polish government and those flying the Polish flag be-
comes 9 vessels totaling 87,500 DWT, an average of about 9,700 DWT per
vessel.
Because these nine vessels are not claimed as being owned
by Poland even thougb acknowledged to be flying the Polish flag, they
are by implication owned by some other entity. There have been re-
ports that certain of the vessels on the Far East line are owned
either by the government of Communist China or by the joint Chinese-
Polish Shipbrokers Corporation (Chipolbrok), 181 but there have also
been reports that China does not own any Polish-flag vessels. 32/
The corporate structure of Chipolbrok will not be examined in this re-
port, but the foregoing review of non-state-owned Polish-flag vessels
Indicates rather strongly that nine Polish-flag vessels were owned
either by Communist China or by Chipolbrok on 31 December 1956.
Chipolbrok is an organization concerned with the carriage of seaborne
trade between China and the European Soviet Bloc, and both its name
and its type of operations indicate that it is a ship and freight broker
rather than a shipowner. In view of the fact that the 7 vessels.de-
scribed below are owned by Poland and apparently assigned or Chartered
to Chipolbrok, it is believed that the 9 vessels flying the Polish
flag but not owned by Poland are in fact owned by Communist China and
are similarly assigned or chartered to Chipolbrok.
It is likely that, in 1957-58) 5 more vessels, the Tatry,
the Beskidy, the Pieniny, the Fryderyk Chopin, and the Zeromski,
totaling 41,800 DMT, were purchased for or sold to Communist China
to be assigned to Chipolbrok rather than for the Polish state-owned
fleet. This conclusion is drawn from a Polish broadcast of 14 Janu-
ary 1958 which stated that only one vessel, the Kasprowy (13,725 DWT))
had been purchased abroad for the Polish fleet since December 1956. 112/
As for the Zeromski) a Berlin broadcast specifically stated that it is
being operated by "a Polish-Chinese shipping company" although ownership
1 to 1.2 in home ports) 1 to 0.8 in the North Sea, and 1 to 0.5 in the
Mediterranean. The ratio under the old domestic rate of exchange be-
comes 1 to 5.6 or 1 to 7.6.
* Appendix A, pp. 76 and 77, respectively, below.
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was not mentioned, and the Fryderyk Chopin was reported in the press
as due to be sold to a foreign shipowner.!-21/ These 5 vessels would
bring the June 1958 total of vessels flying the Polish flag but not
owned by Poland to 14 vessels totaling about 130,000 DWT.
An analysis of Tables 14 and 21* results in the further
conclusion that 7 more ships totaling 64,800 DWT, although owned by
the Polish government, are chartered to or otherwise controlled by
Chipolbrok. Table 14 shows the total number and tonnage of vessels
which are state-owned and the proportion of those which are under the
control of the Central Administration of the Polish Merchant Marine
(Centralny Zarzad - Polskiej Marynarki Handlowej CZ-PMH), a depart-
ment of the Ministry of Navigation.112/ Table 21 shows the amount of
cargo carried by state-owned vessels and the proportion of that cargo
which is carried by vessels under the control of CZ-PMH. The state-
owned Polish steamship companies, the Polish Ocean Lines (Polskie Linie
Oceaniczne PLO), and the Polish Steamship Company (Polska Zeluga
Morsak PZM) were directly under the control of CZ-PMH. Any vessels
which are state-owned but not controlled by CZ-PMH are by implication
chartered or otherwise assigned to some other organization.
The 7 vessels under discussion have an average tonnage of
about 9,260 DWT, indicative of long-range oceangoing vessels. Further-
more, the average length of haul of cargo carried by these vessels, as
shown in section E of Table 21,** was 9,248 nautical miles in 1956.
Such an average length of haul can be only on the Far East route, and
most of the cargo which it represents could have been carried only the
full distance between Europe and the Far East. With approximately
7 vessels to carry 310,000 tons of cargo, 1 vessel would average
44,286 tons for the year.*** The average deadweight tonnage per ves-
sel comes to about 9,260 DWT, and inasmuch as the vessels on the Far
East line were generally making the round trip in 100 to 180 days in
1956, the number of round trips per year with full loads each way would
be about 2.0 to 2.5.
Confirmation of the assumption that these seven vessels
are controlled by Chipolbrok is strong in the statement in a Polish
maritime journal that the fleet included "ships under the adminis-
tration of the Chinese-Polish Shipbrokers Company."/23/
* Appendix A, pp. 77 and 112, respectively, below.
** Appendix A, p. 112, below. .
*** This average of cargo tons per vessel must be used as a measure
of magnitude only. The fact that there were seven vessels involved
on 31 December 1956 does not guarantee that there were not more or
fewer vessels involved at any other time during the year.
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As of December 1956, therefore, there were 16 vessels
totaling about 152,000 DWT which were controlled by Chipolbrok, and
as of December 1957 there were at least 21 vessels totaling about
195,000 DWT, more than one-third of the carrying capacity of the ves-
sels flying the Polish flag in December 1957.
III. Areas of Operation.*
The vessels of the Polish merchant marine are engaged in five prin-
cipal trades as follows:
Europe - Southeast Asia - Far East
Europe - South America
Europe - Near East (Mediterranean) - Black Sea Area
Poland - Scandinavia
Europe (Gdynia-Antwerp Range) -UK
Since the trade agreement between the US and Poland was signed, tramp
ships have also been on the Poland-US run, the first voyage beginning
in July 1957. There is a small domestic coastal service as well.
In October 1957, there were 75 vessels of more than 1,000 GRT
operating under the Polish flag and 15 vessels of less than 1,000 GRT,
with a total fleet carrying capacity of about 471,000 DWT. This total
does not include the 6 vessels** totaling 18,000 DWT which were turned
over to the Polish merchant marine in 1956 and 1957 and subsequently
delivered to Communist China, nor does it include the 3 supply ships
for the fishing fleet totaling 15,700 DWT.
Sixty-six percent of the vessels in active service in October 1957
were on scheduled runs, compared with 53 percent in October 1956.
In terms of deadweight tonnage, 70 percent was scheduled tonnage*** in
October 1957 compared with 56 percent in October 1956. (See Tables 19
and 20.****)
* Unless otherwise indicated, all data on tonnage) type of service,
and routes throughout this section are taken from Tables 19 and 20,
Appendix A, pp. 105 and 108, respectively, below.
** The Wicko, the Mamry, the Sniardwy, the Ostroda, the Lebsko, and
the Karwia.
*** Scheduled tonnage is any vessel which is advertised as operating
on a given route in the monthly schedules of PLO and P2M.
xxxx Appendix A, pp. 105 and 108, respectively, below.
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Almost all routes showed an increase in scheduled service in 1957,
when the shipping policy of the administration turned toward solicita-
tion of general cargo.1/ The greatest increase in scheduled service
occurred on the Far East route. About two-thirds of the approximately
140,000 DWT in nonscheduled (tramp) service in October 1957 was regu-
larly maintained in the Near East* and the Baltic trades. Although.
these vessels carry mainly bulk cargoes, are not open to general public
booking, and may be shifted from one trade to another, the total amount
of tramp tonnage moving in these routes is fairly steady, particularly
in the area of the Baltic, Europe, and the UK, where iron ore, coal,
and lumber are steadily moving bulk commodities. )12/
A. Far East Route.
1. Tonnage.
A Polish line on the Far East route was formally organized
in 1950 and 1951, and as nearly as can be determined, there were about
12 to 14 vessels on the route in 1950 and 19 to 21 vessels in 1951.
Before 1950, there were only 10 vessels of 8,000 DWT and above in the
entire Polish fleet, but with the inauguration of the Far East line
acquisition of long-range oceangoing vessels was comparatively rapid.
As newly acquired larger vessels were placed on the line, smaller ves-
sels were shifted to the South America run or the Poland-Mediterranean
run.
In October 1956, Polish-flag tonnage employed on the Far
East route amounted to 64 percent of the active deadweight tonnage on
all routes and in October 1957 to 53 percent. The decrease is explained
by the inauguration of the North America tramp run in mid-1957. The
three large freighters placed on that run were either withdrawn from
the Far East route or were newly built vessels intended for it. Since
then, however; newly acquired vessels are again being added to the
Far East line. Not counted among the vessels active as of October 1957
are 3 vessels** of about 34,000 DWT, all acquired in late 1957 and
intended for the Far East route. Adding these 3 vessels and the 3
freighters presently on the US route, plus the General Sikorski, the
Fryderyk Chopin, and the Wladislaw Reymont,*** the strength of the Far
East line will be about 34 vessels totaling about 340,000 DWT when the
US-Poland movement is completed. There is a possibility, however,
that some older vessels will be retired, such as the Braterstwo and
the Romuald Traugutt, both of which are over 4o years old.
As used in this report the term Near East, denoting a sea route
area, will be used to include countries bordering the Eastern Mediter-
ranean, including Egypt.
** The Florian Ceynowa, the Pienin , and the Zeromski.
*** To be delivered in late 1958.
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In a discussion concerning vessels to be added to the state-
owned fleet (as distinct from Chinese-owned Polish-flag vessels) a
Polish press item states that toward the end of 1965 about 27 vessels
will be used on trips to the Far East, most of which will be 10,000-
tonners. L41/ Taken in context, this statement is believed-to mean
that there will be 27 Polish-owned vessels on the route and that the
14 vessels believed to be owned by China by June 1958 will be in
addition to these. Thus the number of vessels on the route in 1965
will be at least 40 vessels totaling about 400,000 DWT.. Probably
10 more vessels will bp purchased for Chinese account between 1959
and 1965, making a to'41,1 of about 50 vessels totaling about 500,000 DWT.
2. Type of Service.
Between October 1956 and October 1957, Polish service on
the Far East route.changed from about 62 percent to about 91 percent
of vessel tonnage in scheduled service. In 1956, homebound vessels
on the Far East line were still being utilized mainly for bulk cargoes
frOm Communist China to Europe, and almost no homebound voyages were
advertised in the PLO schedules. In May 1957, PLO started advertising
all of the homebound voyages, and a typical liner, service was developed
on the homebound leg with multiple, regularly serviced ports of loading
and discharge. Several factors influenced this change in type of
service, but the principal factor probably was the difficulty of ob-
taining full shiploads from China to Gdynia. In 1957, there was a
steady decline of regularly available homebound cargoes, and by Sep-
tember 1957 the supply of cargoes in East Asia* was far below the ship-
ping capacity of all flags operating in that area. ilf!/ Another Major
influence undoubtedly was a change in management policy from substan-
tially political use of the fleet to making a profit where possible.
The Far East line has been clearly acknowledged in the Polish press as
having in the past been organized and run on a political basis. Particu-
larly interesting are two statements contained in an article on the
Far East line in the January 1958 issue of the leading Polish maritime
journal
For a number of years the Polish line had a
primarily liaison character, its main task being
to facilitate the exchange of commodities between
friendly countries.
* As used in this report the term East Asia will designate those
Asian countries east of the Indian subcontinent.
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The tendency has been to base a Laippin5.7
line on commodities of Poland and of friendly
countries, however unprofitable and disadvanta-
geous from the technical standpoint of Polish
tonnage.
As early as May 1956, however, maritime writers were stressing the
desirability of making a profit, f2/ and the new Minister of Naviga-
tion, Stanislaw Darski, an experienced shipping executive appointed in
late 1956, gradually began to establish efficiency of operations as
the new criterion. 21/ Inauguration of scheduled services on the
homebound leg allowed interport cargo to be solicited, with two attrac-
tive results: (a) dependence on erratic shiploads from Communist
China to Europe was decreased, thus eliminating the unproductive lay-
over time in Chinese ports while vessels waited for cargoes, and
(b) more opportunities for earning foreign exchange as well as for
obtaining higher freight rates for interport general cargo presumably
became possible. Homebound cargoes from China are also changing
character, with more Polish vessels calling at ports in North China
from which higher paying cargoes such as egg products, bristles,
vegetable oils, and textiles are shipped.
3. Ports of Call.
Major and more or less regularly serviced ports of call
for the Polish merchant fleet are Wismar, Hamburg (twice a month 22j),
Bremen (once a month 21/), Rotterdam, Antwerp (twice a month), Port
Said, Port Sudan, Karachi, Bombay, other Indian ports as cargo offers,
Colombo, Rangoon, Singapore, Malayan ports as cargo offers, Djakarta,
Surabaya, Haiphong, Whampoa, Shanghai, other Chinese Communist ports
as cargo offers, Yokohama, and Kobe. Inbound service includes an
occasional call at Casablanca principally to offload tea and to pick
up phosphates. In the latter part of 1957 an occasional outbound call
was scheduled to Constanta in Rumania. In February 1958, regUlar out-
bound calls at Dunkirk by vessels on the East Asia line were inaugu-
rated. The first vessel to call at Dunkirk was the Marceli Nowotko,
which loaded not only for Indonesia and Vietnam but also for Manila
and thus was the first Polish vessel to call at Manila.
4. Frequency of Service.
An examination of dates of call at Port Said and Suez in-
dicates such extreme variations in voyage turnaround times in 1956 as
from 100 to .200 days. These extremes were the result of the tramp
nature of the homebound leg, some vessels being dispatched immediately
for a nonstop return to Europe, some waiting in Chinese ports for ?
delayed or unavailable homebound cargoes, some being dispatched to
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intermediate ports, and some undergoing repairs at Hong Kong. (Voyages
affected by the closing of the Suez Canal have not been considered.)
The year 1957 showed a turn to a more steady turnaround time, the pre-
vailing norm appearing to be about 180 days. The desirable feature of
a steady length of voyage is the resulting ability to put the home-
bound leg on a scheduled basis, and the longer turnaround time allows
the consequent multiple calls homebound.
With about 25 to 27 vessels in the trade, a 180-day turn-
around time would provide about 50 voyages a year. Allowing for
delays en route and layovers for repair, a sailing frequency from
Gdynia/Gdansk* of about every 10 days is indicated. This frequency
generally seems to be supported by the recent schedules of PLO and
PZM as well as by the stated intention of PLO to arrange two departures
of scheduled vessels from Poland to the Far East every month) 5.2/ which
would not include sailings on the new service to India/Burma.**
5. Route Plans.
PLO has reorganized the Far East line into two fairly dis-
tinct services. One is termed the South Asia line and serves India,
Pakistan, Ceylon) and also Burma, reportedly using the older and slower
vessels. The other is termed the East Asia line and serves Indonesia,
Vietnam, Communist China, and Japan, using the newer "174not, ten-
thousand-tonners." iy The plan envisages regular calls to West Euro-
pean ports, both inbound and outbound, to supplement the cargo offerings
to and from Polish ports and to earn more foreign exchange as well as
profit for PLO. By topping off*** at and for West European ports, PLO
will also be in a better position to establish regularity of sailings
on the Far East line rather than having to wait for cargoes at both ends
of the route. 2.71
An interesting feeder service has recently been established.
PZM has introduced a line joining Black Sea and Near East ports to
? carry Rumanian, Hungarian, and Czechoslovak goods. j?/ Although there
is believed to be a substantial volume of cargo moving between the
Black Sea and Asia, 22/ only a small portion of it is believed to be
transshipped presently in Mediterranean ports. A new Black Sea - Near
East feeder line may allow PLO to tap this trade by transshipping at
Mediterranean ports, which could then be an attractive source of top-
off cargo for the Far East line.
* Denoting the area of Gdynia and Gdansk.
** Denoting the eastern terminus as any port between India and Burma.
*** The tetra topping off means picking up cargo at subsequent ports
in order to fill unused cargo space.
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B. Near East and Black Sea Route.
Tramp tonnage still constitutes the major part of the tonnage
carried by the Polish merchant fleet on the Near East - Black Sea route,
although there were two more vessels on the scheduled route for the
Near East in October 1957 than in October 1956. The scheduled vessels,
all belonging to PLO, are in the Near East service plying between Polish
ports and Alexandria, Beirut, Lattakia, Istanbul, Izmir, and Durres.
Not all ports are on the schedule of every vessel. Sailings are
approximately every 2 weeks from Gdansk.
Of the 4 nonscheduled vessels in this area during October 1957,
2 were PLO tankers which had been been carrying oil and petroleum
products to Poland from the Black Sea -- the Karpaty regularly from
the beginning of 1957 and the Kasprowy from the time it was acquired
and placed into service in June 1957. The other two nonscheduled ves-
sels, operated by PZM, were supplementing the scheduled vessels,
operated by PLO in the Near East - Europe service.
At present, only an occasional dry cargo vessel on the Far
East line calls in the Black Sea. Normally, any cargo moving between
the Far East and the Black Sea on PLO vessels has been transshipped,
probably at Port Said or Alexandria. 60/ The two tankers in the Far
East service in October 1957, however, the Tatry and the Beskidy,
were making the run between the Black Sea and the Far East regularly.
As outlined in A, 5, above, PZM has planned a new regularly
scheduled line to connect Black Sea and Near Eastern ports. The line
will operate out of the Rumanian Danube ports of Braila and Galati,
calling at Constanta, Istanbul, Izmir, Beirut, Port Said, and
Alexandria. As well as Near East cargoes, the line will handle Far
East traffic, to be carried to and from the Far East by vessels of
the PLO Far East line. The transshipment port will be Port Said. It
is planned that 3 vessels of 3,200 DWT each will eventually be em-
ployed on the route. Since the round voyage is planned to take 3 weeks,
there should be a sailing about every 10 days (allowing extra time in
Black Sea home ports). L./ The first voyage was made by the Liwiec
(1,100 DWT) sailing from Braila on 3 May 1958 and carrying to Syria
installations for an oil refinery and a sugar plant made in Czecho-
slovakia.
It is also planned to assign to the Near East - Europe route
vessels of the 6,000-DWT class now being built at Szczecin, probably
to operate in nonscheduled service. The number to be added and
the time when they are to be added are not known, but the first was
launched for PLO in March 1958. 41/
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C. South America Route.
Tonnage of the Polish vessels on the South America route in-
creased by 52 percent between October 1956 and October 1957 as larger
vessels were placed on the run. All are scheduled voyages with'calls
at Rio de Janeiro, Santos, Buenos Aires, and other Brazilian and Argen-
tine ports as cargo offers. Although not on the published schedule,
several Polish vessels have been making regular calls at Montevideo
also. Occasional outbound calls were made at Antwerp during 1957 and
reportedly are to become a regular service, with outbound calls every
15 days. .4.5/ Inbound calls at Western European ports) principally
Antwerp and Hamburg, have for some time been a regular feature in the
.advertised schedules.
Of the 11 Polish-flag vessels with refrigerator facilities in
October 1957, 3 were assigned to the South America route.* They
carried the inbound fruit trade, which can be an attractive source of
foreign exchange (as well as company profits) through reefer cargo
destined for Western Europe. ??.1
The South America-Iine has proved to be a profitable one, and
there are plans to add more tonnage to the route. Efforts are also being
made to extend the range of service, both for outgoing calls at more
European ports, including Spanish ports, and for incoming calls at
Scandinavian and Soviet Baltic ports. _?7./ The new vessels immediately
planned for the route will have a carrying capacity of 6,000 DWT and
a speed of 15.7 knots, with the first delivery planned for 1958. 2/
The number of these new vessels expected to be assigned to.this route
and the time when they are to be assigned have not been announced.
By 1965 the South America line will be considerably expanded.
In a Polish press item concerning the number of vessels to be added
to the full fleet in the 1960-65 plan period, it is stated that about
18 vessels of the 8,200-DWT and 9,300-DWT class "will be destined for
the South America" line. .2./ At present, there are 9 vessels averaging
about 6,000 DWT on the route. It is probable that at least 2 and proba-
bly 3 or 4 vessels of the new 6,000-DWT class will be added between
1958 and 1960. Therefore) allowing for some replacements of existing
vessels, there may be about 30 vessels on the route in 1965 totaling
about 225,000 DWT.
D. North America Route.
The Batory, a passenger vessel accommodating 800 passengers
and the flagship of the PLO fleet, was the only scheduled vessel in
* The Plast, the Czech, and the Kopernik.
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the North American trade in October 1957. It moved, however, to various
routes during the year depending on tourist seasons.
The nonscheduled vessels on this run are more or less a maverick
group, withdrawn from the Far East line as schedules permit and only
for the purpose of carrying the US-Polish trade agreement cargo. Al-
though much press publicity has been given to the "reopening" of the
"North American service," the service probably will be discontinued
once the entire trade agreement cargo has been lifted.
E. Baltic, Europe, and UK Routes.
The area of the Baltic, Europe, and the UK, involving only
short runs, is dominated by tramp ships carrying bulk cargoes. Of the
19 Polish tramp ships totaling 53,180 DWT in the area in October 1957,
14 vessels totaling 42,750 EMT were bulk cargo vessels (ore andcoal
carriers). The largest proportion, 81 percent, of the tramp tonnage
in the area was in the Baltic service, moving mainly coal to the
Scandinavian countries and returning with iron ore. 12/
The scheduled services in the area utilize a number of small
vessels. Routes and sailing frequency are given in Table 2.*
Although it is not shown on the schedules of PLO and PZM through
June 1958, the Polish press of 15 January announced a new service to
Ireland and the west coast of England. The first vessel to sail the
route, the Oksywie (1,010 DWT), left Hamburg on 14 January to call at
Bristol, Liverpool, and Dublin. (The Oksywie also called at Manchester
and Swansea.) Service was announced to be every 20 days. 72/ The
Ustka (1,570 DWT) was also in this area in January. The Ustka called
at Waterford and Cardiff and in March called at Dublin, apparently
taking over the route from the Oksywie, which went onto a run along
the coast of Europe.
F. Routes in the Planning Stage.
Expansion of the services of the Polish merchant fleet in the
Mediterranean area, between Black Sea and Near Eastern ports, and
expansion of the South America route to cover a wider range have al-
ready been discussed in B and C, above.
A new Spanish service has been inaugurated to implement the
Polish-Spanish trade agreement of mid-1957, under which all transport
is planned to be by sea. Poland put its first vessel on the Spanish
run in October 1957, the Kielce sailing from Gdansk on 25 October with
* Table 2 follows on p. 25.
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Table 2
Scheduled Services of Polish-Flag Vessels
on the Baltic, Europe, and UK Routes 2j
October 1957
Service
Number Total
of Vessels Deadweight Tons
Sailing
Frequency
Gdynia-London
1
3,090
Weekly
Gdynia-Hull
1
2,110
Weekly
Gdynia-Szczecin-Rotterdam
2
2,785
Weekly
Gdynia-Szczecin-Antwerp
2
3,710
Weekly
Gdynia-Szczecin-Hamburg
1
1,290
Every 12 days
Gdynia-Leningrad-Gdynia-
Hamburg-London-Antwerp-
Rotterdam-Gdynia
1
1,570
Monthly
Szczecin-Stockholm-Gdansk
1
660
Biweekly
Szczecin-Malmoe-Oslo-Gdynia
1
660
Biweekly
Szczecin-Goteborg-Copen-
hagen-Gdynia
2
1,670
Weekly
Szczecin-Helsinki
2
2,200
Weekly
Gdansk-Helsinki
1
1,640
Biweekly
Szczecin-London-Antwerp
1
695
Biweekly
Szczecin-London-Rostock
1
890
Biweekly
a. Two additional small vessels are regularly used on the scheduled
lines as supplementary vessels.
a load of coal. /2/ The Kielce remained in this service througn March
1958, and 3 other vessels (totalingabout 15,000 DWT including the
Kielce) made the run througn March. 13/ There is no indication to
date that this will be other than a nonscheduled tramp route.
There will also be expansion of the tramp and collier services,
the latter principally carrying iron ore and coal in the area of the
Baltic and the European coast, if the plans to add to the fleet at least
9 colliers and 24 tramp steamers totaling about 270,000 DWT by 1965
are accomplished.*
* See VI, A, p. 55, below.
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IV. Performance of the Fleet.*
A. Total Cargo Moved.
1. Polish-Owned Fleet and Chartered Fleet.
As shown in Table 21,** cargo carried by the Polish mer-
chant fleet increased 1.6 million tons, or 90 percent, between 1949
and 1957, and ton-miles performed increased 7.2 billion, or 210 per-
cent. The peak cargo years were 1952 and 1957, but the average length,
of haul reached its highest peak in 1956. Some of the drop in the
number of tons carried in 1956 (a drop of 93,000 tons, or 3.1 percent,
from 1955) can be explained by the 14-percent increase in the average
length of haul. Another factor was the high number of vessel-days lost
both for repair and by delays in port. 11:1
The tons carried in 1957 by the "total merchant fleet,"
which includes not only the state-owned vessels but also the bareboat-
or time-chartered vessels,*** rose 15.9 percent above the performance
in 1956 to a total of 3.4 million, and the ton-miles rose 13 percent to
a total of 10.6 billion. The 1957 performance of the vessels under the
control of CZ-PMH rose above the performance in 1956 by 19.2 percent
in tons and 11.8 percent in ton-miles. The largest increase, 27.9 per-
cent, occurred in tons imported into Polish ports and the next largest
increase, 24.5 percent, in tons carried between foreign ports. The
increase in import cargo, to the extent that it consisted of Polish
imports rather than transit imports, would represent a saving in
foreign exchange because import cargo i* 85-percent controlled by
Polish consignees, who purchase it on a free-on-board (f.o.b.) basis,
and the freight bill is paid directly by Poland.**** (Only 15 per-
cent of the export cargo is controlled by Polish shippers.) /2/
* Unless otherwise indicated, figures on Polish fleet performance
in this section are based on Tables 21 and 22, Appendix A, pp. 112
and 113, respectively, below.
** Appendix A, p. 112, below.
*** , A charter party is a rental agreement between the charterer and
the shipowner under which the shipowner puts the ship at the disposal
of the charterer. Under a bareboat (sometimes called a demise) charter
the ship is delivered bare, and the charterer has the responsibility
of providing the crew, stores, supplies, and so on, and of maintenance
of the ship. Under a time charter the ship is chartered for an agreed
period of time, and the owner usually supplies the crew, provisions,
and maintenance, while the charterer pays the fuel and port costs.
**** Most Polish imports are purchased on an f.o.b. basis, indicating
that the price paid to the seller includes footnote continued on p. 227
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Polish maritime supporters have been deploring the recent
low share of Polish port traffic carried by Polish vessels. /W
According to Polish calculations the share of Polish seaborne foreign
trade carried by Polish vessels was as follows /Lb
Year
Percentage Share
1950
13.6
1951
15.7
1952
26.1
1953
21.5
1954
17.2
The years 1955-57 were reported in terms of the share of total goods
turnover in Polish ports and amounted to about 15 percent for each
year in 1955-56 1?/ and to 18.9 percent in 1957.* 79/ (These figures
may be compared with the 1970 goal of a Polish share of 50 percent of
port.traffic. 80/) The above figures, however, do not show the fact
that although the Polish fleet steadily increased from 1949 through
1952, Polish port traffic fell off 18 percent from 16,907,000 tons in
1949 to 13,826,000 tons in 1952, gradually increasing again to
17,066,000 tons in 1955, gij so that the high Polish vessel share in
1952 and the decline in 1953 and 1954 are not entirely measures of
Polish fleet performance. Similarly, the 18.9 percent of port traffic
carried in 1957 is a result not only of a larger fleet but also of the
drop in port traffic from 15.5 million tons in 1956 to 14.2 million tons
only getting the goods on the vessel and that Poland as the buyer then
pays the transport cost (the "freight") in addition and pays it in effect
to the nation of the owner of the vessel. To the extent that Polish ves-
sels carry Polish imports, Poland saves foreign exchange directly paid
out to the nation of the carrying vessel. On the other 15 percent of
import cargo which moved on a cost, insurance, and freight (c.i.f.)
basis, the seller arranges and thereby controls the transport, and the
freight bill is included in the price of the goods. Although this
c.i.f. price definitely includes a foreign exchange payment for trans-
port, it IS not included in the sums shown as direct expenditure for
sea transport (see V, below), and the c.i.f. price will be paid in
full to the selling country in whatever means agreed on by the two
countries, whether transferable exchange or clearing account. Polish
exports, on the other hand, are also 85-percent f.o.b. and 15-percent
c.i.f., meaning that the importing country is paying the direct trans-
port charge on 85 percent of the cargo so imported.
* See also Methodology, Appendix B.
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in 1957. ?.2/ A better measure of fleet performance is in tons of cargo
carried and ton-miles performed per deadweight ton. Performance in
these terms by the Polish state-owned fleet has been as follows*:
Cargo Tons Ton-Miles
Year per Deadweight Ton per Deadweight Ton
1949
8.5
16,500
1952
10.7
24,500
1955
9.1
25,800
1956
8.4
27,909
The increase in ton-miles reflects the build-up of vessel tonnage on
the long-distance routes. Although ton-miles per deadweight ton in-
creases, tons of cargo per deadweight ton can be expected to decrease.
With an estimated 384,000 DWT in the state-owned fleet at the end of
1957 and an estimated performance of about 3.3 million tons of cargo
and 10.5 billion ton-miles,** 1957 performance will have become about
8.6 tons of cargo per deadweight ton and 27,300 ton-miles per dead-
weight ton. The slight increase in tons of cargo per deadweight ton
and the drop in ton-miles per deadweight ton are a reflection of
shorter lengths of haul'. The trend in 1958 probably will be the same.
2. Total Fleet Under the Polish Flag.
To the performance of the state-owned Polish merchant
fleet, as well as the so-called "total merchant fleet," shown in
Table 21,*** can be added the performance of the 9 vessels in 1956
and the 14 vessels in 1957 believed to be owned by Communist China and
administered by Chipolbrok. It is estimated that in 1956 these ves-
sels carried about 360,000 tons and performed about 3.3 billion ton-
xxxx The total 1956 performance of vessels flying the Polish
* Calculated from figures in Tables 14 and 21, Appendix A, pp. 77
and 112, respectively, below.
** Derived by subtracting an estimated 0.1 million tons and 0.1
billion ton-miles from the 1957 "total merchant fleet" performance
in Table 21, Appendix A, p. 112, below, assuming that the performance
of chartered vessels in 1957 remained at about the 1956 level!
*** Appendix A, p. 112, below.
xxxx This estimate is based on the 1956 performance by the vessels
which are state-owned but not controlled by CZ-PMH as shown in Sec-
tion E of Table 211 Appendix A, p. 112, below. The 7 vessels involved
carried about 44,000 tons of cargo each for that year. Assuming that
the 9 extra vessels were also on the Far [footnote continued on p. 227
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flag would then be 3.3 million tons, an 84-percent increase above 1949,
and 12.7 billion ton-miles, an increase of 272 percent above 1949,
against a growth in fleet deadweight tonnage of 99 percent (includ-
ing vessels under 1,000 GRT).
Of the 5 vessels added to the Chinese-owned Chipolbrok
group in 1957-58, 2 large vessels, the Pieniny and the Zeromski, went
Into service late in 1957 and the Fryderyk Chopin in ea:17fri758.
The small tankers, the Tatry and the Beskidy, made only five trips be-
tween them. It is estimated; therefore, that the 5 vessels added only
about 65,000 tons carried and 600 million ton-miles to the 360,000
tons carried and 3.3 billion ton-miles estimated to have been performed
by the other 9 vessels and to the 3,397,000 tons carried and 10.6
billion ton-miles performed by the rest of the fleet. The result would
bring the total 1957 performance of all vessels flying the Polish '
flag to 3.8 million tons and 14.5 billion ton-miles.
. The increase in the
Polish flag in 1957 above 1949,
cent in tons and 326 percent in
tcrease in deadweight tonnage of
:than 1,000 GRT).
performance of all vessels under the
therefore, is estimated to be 114 per-
ton-miles, compared with a total in-
145 percent (including vessels of less
B. Far East Route.
1. Total Cargo.
Since its inauguration in 1950 the Far East route of the
Polish merchant fleet has been the route most stressed from the point
of view both of procuring vessels for the route and of providing
service on the route. About 60 percent of the deadweight tonnage of
the Polish fleet has been engaged in the Far East service in recent
years. Moreover, about 25 percent of all cargo carried in 1954 and
75 percent of the ton-miles performed by the Polish-owned fleet were
Far East cargo. !,.1/ There is little doubt that the emphasis on the
Far East route will continue, both as a service to the Sino-Soviet
Bloc and as a matter of national pride, the route being the longest
in Polish fleet service and providing Poland with a claim to being a
maritime nation engaged in farflung fleet activities. Furthermore,
the route will become more profitable as the carriage of general and
interport cargo increases (see III, A, 2, above).
East line, it is estimated that 110,000 tons each are assigned for
the year, a total of 360,000 tons. The same average length of haul
(9,248 nautical miles) gives the approximate figure of 3,329 million
ton-miles.
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Judging by the performance of the 7 vessels (averaging
9,260 DWT) claimed as Polish-owned but not under the control of CZ-PMH,
which .in 1956 carried 310,000 tons* believed to be cargo on the Far
East route, the approximately 25 vessels (averaging 9,800 DWT)
on the Far East route probably carried a minimum of 1 million tons in
1956.** An examination of reports of naval attachgs and other sub:
mitted during 1956 has permitted a minimum total of 840,000 tons to
be identified as carried on this route, together with a breakdown into
cargo carried by route segments. The tonnage carried on the Far East
route is shown in Table 3*** together with the estimated total of
1 million tons broken down into segments based on the segments in the
recorded tonnage.
Of the estimated 354,000 tons carried by vessels on the
Far East line out of Polish ports in 1956, about 185,000 tons****
are estimated to have been export cargo of other Satellites, including
transshipment cargo from Antwerp or Hamburg. Only about 170,000 tons,
therefore, were Polish export cargo for Asia. Because in 1956 Polish
seaborne exports to the areas served by the Far East line amounted
to about 420,000 tonst (see Table 5tt), Polish-flag vessels carried
not more than about 40 percent of Polish exports to the full area.
It is believed, however, that Polish-flag vessels probably carried as
much as 85 percent of Polish exports to Communist China, or 124,000
tons of the total 146,000 tons exported to China. Subtracting 124,000
tons from the 170,000 tons believed to have been Polish exports car-
ried on Polish vessels leaves only about 45,000 tons of Polish export
cargo for other areas on the Far East line, or about 15 percent of
total Polish exports (274,000 tons) to these areas. The extent to
which Poland relied on Western vessels in 1956 to carry its exports to
this area, therefore, was about 15 percent of its exports to China
and about 85 percent of its exports to the rest of Asia and Egypt.
* See Table 21, Section E, Appendix A, p. 112, below.
** Calculated as follows: 7 vessels carried 310,000 tons,'an
average of 44,000 tons per vessel. The average tons per vessel per
year for the remaining 18 vessels is estimated at a conservative
40,000 tons, giving 720,000 tons and making a minimum grand total of
1,030,000 tons for all vessels.
*** Table 3 follows on p. 31.
**** See Methodology, Appendix B.
t Of which 84,000 tons were exported to Egypt and 337,300 tons to
Asia, apparently Including the Asiatic countries of the Near East,
South Asia, and East Asia.
tt P. 37, below.
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Table .3
Estimated Cargo Carried by Polish-Flag Vessels
on the Far East Route !t/*
1956
Eastbound
. .
Recorded Tonnage Estimated
? Total h/
Thousand Percent (Thousand
Section of Route Metric Tons of Total Metric Tons)
Polish ports to Communist China
242
52
286
Other European ports to Communist
China
18
4
21
Black Sea ports to Communist
China
60
13
71
Intermediate ports 2/ to Communist
China
65
14
77
Polish ports to the Mediterranean
and the Black Sea
15
3
18
Other European ports to the
Mediterranean and the Black Sea
15
3
18
Polish ports to South and South-
east Asia
42
9
50
Other European ports to South and
Southeast Asia
3
1
3
Interport cargo 1/
5
1
6
Total eastbound
465
100
550
Westbound
Communist China to Polish ports
230
61
276
Communist China to othar European
ports
10
3
12
Communist China to the Black Sea
20
5
24
Communist China to intermediate
ports 2/
25
6
30
Mediterranean and the Black Sea
to Polish ports
30
8
36
Mediterranean and the Black Sea '
to other European ports
0
0
0
* Footnotes for Table 3 follow on.p. 33.
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Table 3
Estimated Cargo Carried by Polish-Flag Vessels
on the Far East Route 2/
1956
(Continued)
Section of Route
Westbound (Continued)
Recorded Tonnage Estimated
Total 2/
Thousand Percent (Thousand
Metric Tons of Total Metric Tons)
South and Southeast Asia to Polish
ports
40
11
48
South and Southeast Asia to other
European ports
lo
3
12
Interport cargo 2/
10
3
12
Total westbound
375
loo
450
Summary
Between Poland and Communist China
472
56
562
Between other European ports and
Communist China
28
3
33.
Between the Black Sea and Communist
China
8o
lo
95
Between intermediate ports and
Communist China
90
11
107
Between Poland and the Mediter-
ranean and the Black Sea
45
5
54
Between other European ports and
the Mediterranean and the Black
Sea
15
2
18'
Between Poland and South and
Southeast Asia
82
lo
.98
Between other European ports and
South and Southeast Asia
13
1
15
Interport cargo 1/ 2/
15
2
18
Grand total
840
loo
1,000
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Table 3
Estimated Cargo Carried by Polish-Flag Vessels
on the Far East Route III/
1956
? (Continued)
a. Communist China includes any cargo movement for Korea.
b. The grand total is estimated at a minimum of 1 million tons, as ex-
plained in the second footnote on p. 30, above. The breakdown into route
segments is based on the comparable breakdown of the recorded tonnage.
c. Not including ports on the Black Sea.
d. Loaded east of Atlantic Europe and discharged west of Communist China.
e. Loaded west of Communist China and discharged east of Atlantic Europe.
Of Polish import cargo, for which Poland must pay directly
about 85 percent of the freight bill,* it is estimated that Polish-
flag vessels carried about 360,000 tons into Polish ports from areas
on the Far East route in 1956. Of the 360,000 tons, it is believed
that about 170,000 tons were inbound cargo for other Satellites,
leaving only about 190,000 tons which were Polish import cargo, or
about 36 percent of the total Polish imports from the area served by
the Far East line, which amounted to about 535,000 tons.** It is
tentatively estimated that about 35,000 tons of the 190,000 tons of
Polish import cargo carried by Polish vessels were from areas other
than Communist China. If'this estimate is close, about 50 percent of
total Polish imports from China (314,000 tons) was carried on Polish-
flag vessels and only about 16 percent of total (221,000 tons) Polish
imports from other Asian areas and Egypt.
Table 3 also shows that as little as 2 percent of the total
cargo carried on the Far East route may have been interport cargo.
Because interport cargo is carried chiefly for economic reasons; to
rill vessel space and to earn foreign exchange, it is probable that all
of this tonnage was carried by vessels controlled by CZ-PMH. In view
of the effort to solicit such cargo, such carryings probably were
higher in 1957.
? In 1956; Communist China undoubtedly paid the frei-ght bill
for the cargoes carried by Polish vessels to China from all areas, about
385,000 tons. Some payment, particularly for cargo carried by Chipol-
brok vessels, probably was taken care of by clearing account and some
* See the third footnote on p. 26, above.
** Of which 12,200 tons were imported from Egypt and 5224400 tons
from Asia.
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by nontransferable currency, but it is believed that at least half
and perhaps more was paid in transferable currency, probably sterling,
for cargo carried by vessels controlled by CZ-PMH. (In 1957, vessels
controlled by CZ-PMH carried to China 83,670 tons from Polish ports
alone. The The freight bill for exports from China to other than
Satellite areas (30,000 tons in 1956) undoubtedly would be paid for
by the importing country in hard currency, as would the freight
charges for cargo carried from Polish and European ports to non-
Satellite areas -- 89,000 tons total minus any to Vietnam and to Ru-
mania, although there probably was little of the latter. In 1957,
PLO made a special effort to increase its trade in the non-Satellite
areas, and CZ-PMH vessels (about 11 vessels* by the end of 1957) alone
carried 38,000 tons from Polish ports to South and Southeast Asia, 1132/
compared with 50,000 tons carried on the line in 1956 by all vessels
of the Polish merchant fleet (about 25 vessels).
As shown in Table 4,** CZ-PMH vessels alone in 1957 carried
471,000 tons between Polish ports and the area served by the Fax East
line, an average of 43,000 tons per vessel. This tonnage is to be com-
pared with the 714,000 tons estimated to have been carried by all ves-
sels on the same route segments in 1956, an average of 29,000 tons per
vessel. The average cargo per vessel for the entire route in 1956
was estimated at about 40,000 tons. Cargoes carried between Poland
and Communist China averaged about the same, 25,000 tons per CZ-PMH
vessel in 1957 compared with about 22,000 tons per vessel for all
Polish-flag vessels in 1956: These comparisons may indicate that al-
though all vessels were engaged to about the same extent in the move-
ment between Poland and Communist China, the CZ-PMH vessels engaged
more heavily in Polish import and export trade, whereas the Chipolbrok
vessels engaged more heavily in Chinese import and export. The 1957
cargo movement includes about 7,000 tons in the Mediterranean area
which may have been carried by Polish vessels not on the Far East line,
but this would affect the average per Polish-controlled vessel by only
about 635 tons per vessel.
Until more is known of the tonnage carried by all other
vessels in 1957, little can be done to estimate the proportions of
Polish import and export cargo carried by all.Polish-flag vessels.
Assuming that about 25 percent of the cargo carried was for other
Satellites,*** the proportions carried for Poland by CZ-PMH vessels
alone (about 11 vessels) in11957 are 40 percent of all exports and
33 percent of all imports. Of Polish trade with Communist China and
* Including an estimate Of 3 or 4 vessels time- or bareboat- chartered
by PLO.
** Table 4 follows on p. 35.
)(XX See V, A, p. 45, below.
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Table 4
Cargo Carried by Polish-Controlled (CZ-PMH) Vessels aj
_and Total Polish Seaborne Trade Moving Between Polish Ports and Asia hi
1957
Thousand Metric Tons
Carried by CZ-PMH Vessels
Polish Seaborne
Trade
Eastbound
(Out)
Westbound
(In)
Export
Import
Communist China
84
185
110
325
Korea
1
7
1
12
South and Southeast Asia si
India
18
54
48
272
Pakistan
10
5
32
21
Malaya
1
22
4
29
Vietnam
4
27
4
28
Others
5
0
11
4
Total
38
108
22
354
.
Mediterranean di
Egypt
29
11
63
11
Others
6
2
22
8
Total
35
12
85
Grand total
158
313
295
710
a. Vessels controlled by the Central Administration of the Polish
Merchant Marine -- CZ-PMH.
b. ?g
c. Not including the Persian Gulf, Kuwait, Iran, and Iraq, which are
not served by the Far East line.
d. Not including Rumania, Yugoslavia, Albania) and other such areas
which are not served by the Far East line.
Korea, CZ-PMH vessels carried about 58 percent of the exports and 43
percent of the imports. In trade with other Asian areas, CZ-PMH ves-
sels carried 28 percent of the exports and 23 percent of the imports,
indicating a total performance in 1957 by all vessels on the line (about
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28 vessels by the end of the year) considerably better than that in
1956. This improvement supports and presumably is a result of the
announcements by the Polish government that the Polish fleet would be
run more efficiently and attempts would be made to service Polish
foreign trade to a greater degree. Early in 1958, PLO divided the
vessels under its control into two Far East services, one to serve
Egypt and South Asia only, a development which should maintain the
1957 record. The seaborne trade of Poland in 1955-57 is shown in
Table 5.* Tables 8 and 9** clearly show the increase in tons moving
to and from India, Pakistan, and Ceylon in South Asia as well! as the
increase in trade with Malaya in Southeast Asia.
2. Commodities.
Those import commodities for which Asia was the major
source in 1956 are given in Table 6,*** and types and volumes of com-
modities moving between Poland and the countries on the Far East
route in 1956-57 are shown in Tables 7, 8, and 9.**** Virtually all
such trade moved by sea, the exception being a few low-volume items
in the trade with Communist China which moved by rail. No accurately
detailed breakdown is available for commodities carried by Polish
vessels, but they will generally follow both the types and the volumes
of total seaborne movement.
All Polish imports of copra and the coconut oil processed
from copra come originally from Malaya and Indonesia. Exactly how many
tons are involved is not known, and copra is therefore not included
in Table 6, but the 1,900 tons shown from Malaya in Table 8 probably
are only a portion, as processed copra undoubtedly is imported from
Great Britain and the Netherlands, originally from Malaya and Indo-
nesia. L32/ The last known Polish import figure for copra was 33,000
tons in 1948. a/ Although iron ore makes up the bulk of importa from
the Asian countries (306,700 tons in 1956), Asian iron ore accounts
for only 6 percent of total imports of iron ore. Major suppliers are
the USSR (3.4 million tons in 1956) and Sweden (527,000 tons in 1956). j.,2/
The sea route to the Far East not only is the main source to
Poland of several industrially important raw materials but also is a
trade route which serves a growing market area for certain Polish ex-
port goods. In 1956, one-third of Polish exports of rolled products
went to countries on the Far East route as did one-half of exports of
railroad cars, one-fourth of exports of machine tools, and one-fourth
of exports of cotton textiles. 22/t
Table 5 follows on p. 37.
** Pp. 43 and 44, respectively, below.
*** Table 6 follows on p. 41.
**** Tables 7, 8, and 9 follow on pp. 42, 43, and 44, respectively,
below.
t Text continued on P. 45.
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Table 5
Seaborne Trade of Poland
1955-57
Thousand Metric Tons
Country of Origin and Destination
1955
1956 W
1957
12/
Export
Import
Export
Import
Export
Import
Europe
Albania
15.7
182.5
11.0
97.4
15.3
46.9
Belgium
57.8
89-3
91.8
159.7
67.2
183.1
Denmark
577.1
5.2
445.5
4.6
502.5
4.9
England
1,720.8
44.1
1,076.0
36.2
257.6
54.6
Finland
1,572.2
225.7
1,481.6
246.7
1,753.3
375.6
France
478.6
322.1
1,262.6
319.6
1,336.4
62.2
Germany, East
N.A.
N.A.
N.A.
N.A.
2.0
Germany, West
201.6
147.0
47.6
196.3
59.2
95.7
Iceland
N.A.
N.A.
N.A.
N.A.
44.4
6.6
Italy
121.4
12.3
107.8
10.9
126.7
23.8
Netherlands
44.9
75.2
94.7
83.3
58.0
60.3
Norway
128.3
165.8
189.2
174.8
69.2
165.5
Rumania
N.A.
N.A.
N.A.
N.A.
0.2
194.6
Spain
N.A.
N.A.
N.A.
N.A.
63.8
58.5
Sweden
955.9
517.7
1,024.5
548.8
704.3
675.5
Turkey
243.8
21.3
17.6
27.1
28.2
8.3
USSR
1,445.2
210.1
1,478.0
261.0
104.0
458.6
Yugoslavia
N.A.
N.A.
N.A.
N.A.
26.9
Others
73-7
299.3
57.2
380.6
26.3
8.9
Total
7,637.0
2,317;6
7,385.1
2,5147.0
5,2145.5
2,1483.6
Footnotes for Table 5 follow on p. 40.
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Table 5
Seaborne Trade of Poland
1955-57
(Continued)
Thousand Metric Tons
Country of Origin and Destination
1955 _V
1956 W
1957
12/
Export
Import
Export
Import
Export
IMport
Africa
Egypt
24.5
16.8
84.0
12.2
63.5
11.3
North Africa 2/
N.A.
N.A.
N.A.
N.A.
7.3
524.9
Others
27.2
344.6
10.0
343.0
10.2
11.9
Total
51.7
361.4
94.0
355.2
81.0
548.1
Asia
Burma
o.6
13.9
9.4
23.8
1.7
Communist China
108.4
370.1
146.4
313.8
110.5
324.7
Korea
N.A.
N.A.
N.A.
N.A.
1.0
12.1
India
8.2
58.6
86.9
119.3
48.2
272.0
Israel
N.A.
N.A.
N.A.
N.A.
14.7
5.6
Malaya
N.A.
N.A.
N.A.
N.A.
3.9
29.0
Pakistan
N.A.
N.A.
N.A.
N.A.
32.2
21.5
Persian Gulf I/
N.A.
N.A.
N.A.
N.A.
76.7
Syria
N.A.
N.A.
N.A.
N.A.
2.3
2.9
Vietnam
N.A.
N.A.
N.A.
N.A.
4.2
28.0
Others
145.4
. 41.9
94.6
65.5
23.0
5.0
Total
262.6
. 48415
.337.3
522.4
318.4
700.8
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Table 5
Seaborne Trade of Poland
1955-57
(Continued)
Thousand Metric Tons
Country of Origin and Destination
1955W
1956 W
1957 IV
Export
Import
Export
Import
Export
Import
North America
Canada
N.A.
S.A.
N.A.
N.A.
3.8
289.0
US
N.A:
S.A.
N.A.
N.A.
62.7
570.2
Total
63.0
84.7
193.0
414.1
66.5
859.2
Central and South America
Argentina
1,091.5
353.4
11.8
41.2
102.6
36.0
Brazil
66.4
128.2
61.5
59.6
94.5
159.1
Others
8.4
38.9
48.4
8.7
12.1
3.2
Total
1,166.3
520.5
121.7
109.5
209.2
198.3
Australia 2/
0.4
2.3
0.9
. 53.8
0.6
0.9
Others
1.5
0.2
Grand total
9,181.0
3,771.0
8,132.0
4 002.0
5,922.7
4,791.1
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Table 5
Seaborne Trade of Poland
1955-57
(Continued)
a. 91/. Figures do not include transit
cargo or bunkers. It is believed that they also do not include ocean transshipment cargo.
b. 2.2./
c. Not including Egypt. Figures include phosphates imported from Morocco which amounted to
about 230,000 tons in 1956. 93/
d. Including Kuwait.
e. The import figures for 1955 and 1957 are suspect; some shipments may be included under
England. Imports shown in the Polish Statistical Yearbook include 10,900 tons of wool im-
ported from Australia in 1955 and 14,300 tons imported in 1956. 94/ Australian figures show
the following exported to Poland 22/:
Metric Tons
Year Wool Wheat Rutile Copper Total
1955 8,778 958 9,736
1956 10,661' 23,009 116,573 50,816 201,050
1957 15,405 920 16,325
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Table 6
Polish Imports of Commodities
for Which Asia Is the Major Source 2/
1956
Commodity
Total Imports
(Metric Tons)
Imports from the
Middle East and Far East
Amount
(Metric Tons)
Percent of
Total Import 12/
Rubber, natural and
synthetic
Oleaginous seeds 4/
Jute
Rice
Tea
Tin
Tungsten
Mica
33,802
25,255
20,000 2/
32,338
2,021
1,500V
1,954 1/
163
28,790 2/
20,772
19,772
29,331
1,883
1,093 g/
1,954
151
85
82
98 !/
91
93
73 1/
100
93
a. 9W
b. The percent of total import will also be the percent of total
consumption for all commodities except oleaginous seeds, as no other
commodities here listed are produced domestically. In the case of
oleaginous seeds it is estimated that about 60,000 tons (in terms of
oil content) are being consumed per year, with about 35,000 tons pro-
duced domestically. _ Therefore, although the quantity imported from
Asia is 82 percent of total imports, it is only about 35 percent of
total consumption.
c. Including 1,623 tons listed as imported from the Netherlands and
8,818 from the USSR. It is believed, however, that these shipments
were originally from Southeast Asia and may even have been direct
imports to Poland and that the Netherlands and the USSR were the
countries of payment only as the result of a triangular purchase and
resale transaction.
d. In terms of oil content.
e. Data on the total import of jute are not available, and the rounded
figure for total import has been estimated on the basis of a report
that Pakistan is almost the sole source of supply. 92/
f. Estimated.
g. Including 132 tons from the Netherlands which are believed to have
been handled in the same manner as the rubber diacussed in footnote c,
above. The remaining 27 percent of the Polish import of tin comes from
the USSR, but it is possible that the USSR could not export tin if im-
ports to the USSR from Communist China were not available.
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Table 7
Major Commodities in Polish Trade with Communist China and Korea
1956-57
Metric Tons
Import
Export
Commodity
1956
1957
Commodity
1956
1957
China
Petroleum products
5,807
il
Petroleum products
13,808
11,213
Pig iron
18,920
7,000
Rolled metal products
104,001
107)917
Iron ore
Magnesite clinker
189,800
10,647
198,900
13,105
Sugar
Zinc
15,966
1,289
bJ,
V
Fluorite
4,786
3,613
Zinc sheets
77
25
Tungsten ore
Molybdenum ore
1,954
292
855
160
Sugar beet seeds
Automobiles
1,385
1,000 s/
13/
102/
Aluminum
500
500
Tractors and trucks
3,0002/
Soo s/
Antimony
Tin
Industrial talc
670
351
bJ
1,030
501
1,840
Agricultural machines
Textiles
Iron alloys
3,5002/
86o s/
bJ
12/8 s/
481
Barite
bJ
8,088
Potato flour
,
84
401
Sulfur
2/
4,005
Steel wire '
2/
12
Rubber
4,340
Asbestos fiber
2,128
2,758
Total ly
144,886
120,867
Hemp and Jute
1)301
1,600
Other fiber
2,851
Tanning leather
845
' 312
Bristles
136
71
Peanuts
30,846
33,008
Soybeans
27,820
4o,I55
Hemp seeds
3,259
1,800
Flax seeds
. 3,200
998
Castor beans
1,000
999
Sesame seeds .
2,600
611
Sunflower seeds
2,500
Rapeseed
2,1go
Cottonseed oil
1,042
1,501
Tung oil
1,699
1,502
Cotton
1,470
2,226
Wheat
32,067 1/
21
Tobacco
3,050
1,180
Tea
1,810
2,590
Rice
6,c46
4,019
Oranges
722
.12/
Miscellaneous
1;57
1,296
Total I/
357,725
336 254
Korea
Zinc concentrate
10,412
25,899
Rolled metal products
15395
1,101
Magnesite clinker
bJ
2,005
Textiles
2502/
bJ
Copper blister
2./
52
Zinc
.12/
.30
Zinc sheets
205
66
Total
10,412
25 956
Total g/
4,850
1,197
a.
b. Not reported.
c. Estimated tons based on number of units or measurement meters.
d. Total does not include certain commodities such as automotive spare parts, factory equipment,' and
chemicals, which are reported in value and pieces.
e. /t is believed this item is a clearing aCcount item sold to Communist China by another country, possibly
Canada, for the wheat; resold to Poland; and shipped directly to Poland from the producing country. There
are no records of wheat moving out of China recently.
f. Total does not include textiles, chemicals, ram and hog intestines, and machinery which are reported in
value or measurement terms but probably are of low volume.
,g. Total does not include 9,499,000 rubles' worth of railroad, mining, construction, and telephone equipment
and 36,470/000 rubles of material for construction of a steel plant in 1956 and 4,137,000 rubles of machinery
and equipment in 1957.
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Table 8
Major Commodities in Polish Trade with Southeast Asia 2/
1956-57
Metric Tons
Import
Export
Commodity
1956
1957 Commodity
1956
1957
Vietnam
Corn
9,130
N.A. Automobiles and
Other edibles
83
N.A.. tractors
5012/
N.A.
Rolled metal
products
2,930
N.A.
Textiles
600
N.A.
. Burma
Rice
23,285
2/ Rolled metal
Rubber
2/
305 products
490
2/
Nails
1,535
810
Newsprint
241
125
Textiles
900 Ili
93 12/
Indonesia
Sisal
201
Textiles
1,70012/
759 "2/
Tea
73
Nails
79
354
Rubber
933 1/
1/ Newsprint
606
2/
Rolled metal
products
Si'
635
Malaya 2/
Rubber
17,416
22,200 Glass
1,600
972/
Copra
1,900
406 Textiles
219
, 488 II/
Tin
610
Nails
2/
1,226
Coconut oil
941
b. Estimated tons based on number of units and measurement meters.
C. Not reported.
4. Indonesia reports 16,936 tons
and 1,504 tons in 1 . 100
of rubber exported to Poland in 1956.
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Table 9
Commodities in Polish Trade
1956-57
with South Asia 27*
Metric Tons
Import
Export
ComModity
1956
1957
Commodity
1956
1957
India
Iron ore
116,900
194,900
Pig iron
6,67o
121
Mica
151
77
Rolled metal
Palmyra fiber
567
168
products
43,973
33,836
Pepper
169
526
Zinc and zinc
Cocoa fiber
263
plate
996
189
Tea
Li
129
Cement
17,237
121
Railroad cars
28,750 s/
3,750
4/
Fiber articles
1)038
12/
Newsprint
592
254
Nails
121
190
Glass
12/
249
Pakistan
Jute
19,527
15,885
Pig iron
2,540
Rolled metal
products
303
824
Glass
612
Sugar
161j//
5,588
Cement
:?11,
2,967
Newsprint
21
55
Ceylon 1/
Rubber
39
606
Cement
560
Coir fibqr and
Cotton fabrics
33
19
bristles
13
12/
Glass
415
1)1
Coconut oil
1,034
Steel bars and
Tea
108
rods
82
12/
Paper and paper-
board
* Footnotes for Table 9 follow on p. 45.
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Table 9
Major Commodities in Polish Trade with' South Asia:!/
.1956-57
(Continued) .
a. 102/
b. Not reported.
c. Based on a report
that the cars weighed
d. Based on a.report
that the cars weighed
e. 103/
that
12.5
that
12.5
2,300 carS were exported. It is estimated
.Cons each.
300 cars were exported. It Is estimated
tons each.
V. Importance of the Polish Fleet as a Carrier of Sino-Soviet Bloc
Trade.
A. Transit'Cargo Through Polish Ports.
. A relatively high proportion of. the cargo handled in Polish -
ports 'is transit cargo to and from inland countries of the Sino-Soviet
Bloc. In recent years the proportion has been.as follows 1212/: ?
Amount - .
(rhouiand Metric Tons) - ?
Percent of
Year Itport Export Total Port Traffic
1955
1,993
878
2,871
. 16.8
'
1956 ?
1,715
755
2,1470
.15.9
.
1957 105/
N.A.
N.A.
.2522
17.7
Plane for transit traffic and total port traffic for 1958 and
1960 are as follows:
?Amount
.(Thousand Metric Tons)
Transit Port ? Percent of
Year Cargo Traffic Port Traffic
1958 2,925 106/ 15,635 107/ 18.7 ?
1960 4,000 12E3/ ? 17,000 109/ 23.5
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The rising proportion of transit cargo in 1957 and that planned for
1958 and 1960 is a result on the one hand of a lower volume of sea
shipments of Polish exports (mainly coal) and on the other hand of
active solicitation of Czechoslovak and East German transit cargo.
The levels of transit cargo through Polish ports by inland country
of origin and destination are as follows 110/*:
Amount
(Thousand Metric Tons)
Year
Czechoslovakia
Hungary
East Germany
1954
1,399
557
519
1955
1,581
398
450
1956
1,580
179
360
1957
(estimated)
1,400
111/
150
112/
630
213/
No breakdown of Soviet transit cargo is available beyond the statement
that transit of Soviet cargo in 1956 was much higher than that in 1955. 114/
The decrease in Czechoslovak transit cargo will be arrested if the 1957
agreement between Poland and Czechoslovakia is implemented. According
to that agreement, the volume of Czechoslovak transit cargo in 1958 will
be about 1.8 million tons and in 1960 about 2.0 million tons. 115/ One
concession made by Poland to obtain this agreement was that the trans-
port of Czechoslovak goods in Polish vessels would increase in 1958 by
more than 100 percent in comparison with 1956. 116/
In 1957, on one outbound leg only of the South America run
(Gdynia-Santos), 18.8 percent of the cargo carried in 14 voyages of
Polish vessels was transit cargo through Polish ports from Czechoslo-
vakia and Hungary. If one call at Wismar (East Germany) for Wismar-
Santos cargo is included, the amount of non-Polish Satellite cargo
carried outbound becomes 31 percent of the total. A Polish broadcast
of 29 January 1958 stated that up to 60 percent of the cargo carried by
the South America line would be Polish foreign trade, which would leave
40 percent for cargo of other countries. It is judged that in 1957 not
more than 10 to 15 percent of the cargo carried by the South America
line was Western interport cargo, leaving 25 to 30 percent as other
Satellite cargo. On the Far East line the same source claimed that only
about 50 percent of the eastbound cargo was Polish goods, that about
20 to 25 percent was transit cargo through Polish ports, and that the
For discussion of
this problem, see Methodology, Appendix B.
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rest was loaded in foreign ports (some of which probably would be other
Satellite cargo). 117/ Westbound trade was not delineated but may have .
followed much the same pattern. In 1955 an article in a Polish journal
made a statement that can be interpreted in two ways -- either that
Polish vessels were carrying 30 percent of the transit cargo through
Polish ports or that 30 percent of the goods carried by Polish vessels
in and out of Polish ports was transit cargo. In view of the
much clearer statement concerning the Far East line, however, it is
believed that the latter interpretation is the correct one. These per-
centages apparently apply to CZ-PMH vessels only, not to the approxi-
Mately 16 vessels on the Far East line controlled by Chipolbrok in 1956.
It is also believed) however, that these announced percentages apply
mainly to the Far East, Mediterranean) and South America routes and
that a much smaller percentage of transit cargo is carried on the Baltic
and UK routes and that on some routes probably no transit cargo is
carried. Consequently, it is believed that not more than about One-
half of the cargo carried by CZ-PMH vessels is open to the above state-
ments concerning the amount of transit cargo carried.
By and large) therefore, it would appear that about 10 to 15 per-
cent of the total cargo carried by CZ-PMH vessels in and out of Polish
ports is other Bloc cargo transiting Polish ports. Table 10* shows an
estimated amount of Polish seaborne foreign trade carried by CZ-PMH ves-
sels, which amounted to 17 percent of the total in 1955, 16 percent in
1956, and 21 percent in 1957, compared with the 11 percent in 1955 and
1956 and the 13 percent in 1957 of the transit trade.
There are not enough data available to estimate either the
amount of Soviet cargo passing through Polish ports or the.amount -
being serviced by Polish vessels. Some idea can be obtained) however)
of the service by the Polish fleet to the foreign trade of three other
Satellites from what is known of Satellite shipments in 1956 through
European ports. Table 11** shows estimates of the total seabdrne
trade in 1956 of Czechoslovakia) Hungary) and East Germany and the
shares carried by Polish-flag vessels, which amounted to about 10 per-
.cent of Czechoslovak seaborne trade, 8 percent of Hungarian, and 2 per-
cent of East German.***
* Table 10 follows on p. 48.
** Table 11 follows on p. 49.
*** Text continued on p. 50;
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Table 10
Share of Polish Foreign Trade and Share of Satellite Transit Cargo
Through Polish Ports Carried by Polish-Controlled (CZ-PMH) a/ Vessels h./
1955-57
1955
1956 1957 2j
Thousand Metric Tons
Total traffic in Polish ports
17,066
41,22
14,215
Cargo moving in and out of Polish ports
15,823
14 604
13,236
Polish seaborne foreign trade I/
12,952
12,134
10,714
Transit cargo through Polish ports
2,871
2,470
2,522
Bunkers and domestic coastal traffic 2/
1,2U3
921
912
Cargo carried by CZ-PMH vessels between
Polish and foreign ports f/
2,U52
2,217
2,625
Estimated transit cargo gi
307
277
328
Estimated Polish trade cargo La/
2,145
1,940
2,297
Percent
Estimated share of.Polish foreign trade
carried by CZ-PMH vessels
17
16
. 21
Estimated share of transit cargo carried
by CZ-PMH vessels
11
11
13
a. Central Administration of the Polish Merchant Marine -- CZ-PMH.
d.. Not including bunkers or transit cargo.
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e. Figures are derived by subtraction and are believed to include bunkers
and domestic cargo only, with ocean transshipment cargo included in 50X1
transit cargo. (See Methodology, Appendix B.)
f. Figures are from Table 22, p. 113, below. Not including cargo
carried by the 7 or 8 Polish-owned vessels controlled by Chipolbrok,
which probably is about 200,000 tons per year in and out of Polish
ports.
g. Estimated at 12.5 percent of total.
h. This is a residual figure derived by subtracting estimated Bloc
cargo from total cargo carried.
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Table 11
Total Seaborne Foreign Trade of Selected Satellites
and the Share Carried by Polish-Controlled (CZ-PMH) 1/ Vessels 12/
1956
Thousand Metric Tons
Transit Ports
Czechoslovakia
Hungary
East Germany
Hamburg
1,478
88
1,887
Rijeka
347
218
Trieste
44
54
N.A. sj
Polish ports
1,580
179
360
East German ports
N.A. 2/
N.A. 2/
2,651
Other ports
500
10
N.A. 2/
Total
3,949
5:112
4,898
Cargo carried by
Polish-flag vessels
CZ-PMH 1/
174
20
40
? Chipolbrok 2/
205
. 22
47
Total
E2
42
Percent of total,
10
8
2
a. Central Administration of the Polish Merchant Marine -- CZ-PMH.
b. 122/
c. Probably negligible.
d. Estimated at about 11 percent of total through Polish ports,
based on Table 10.
e. Estimate based on total of 274,000 tons shown in Methodology,
Appendix B, and a country division estimated at 75 percent
Czechoslovak, 8 percent Hungarian, and 17 percent East German cargo.
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In view of the latest transit agreement with Czechoslovakia,
which stipulated that in 1958 Polish vessels would carry double the
amount of Czechoslovak Cargo carried in 1956, the percentage of total
Czechoslovak seaborne trade carried by Polish-flag vessels could go
up to 20 percent.*
The foregoing arguments were planned to disclose the extent to
which Polish vessels were being utilized to carry other Bloc cargo
through Polish ports rather than to carry Poland's own foreign trade.
It should be remembered, however, that such activity is not necessarily
a disadvantage to Poland. For example, the transit agreement with
Czechoslovakia was vigorously sought by Poland, inasmuch as revenue
for handling this Czechoslovak cargo through Poland is earned by the
Polish railroad, the Polish waterways, and the Polish ports as well as
by the Polish merchant marine. The same applies, of course, to transit
cargo of other countries. Furthermore, the carrying of Czechoslovak
outbound cargo could allow a comparative profit for the merchant marine,
to the extent that Polish vessels carry Czechoslovak general cargo
(high-freight-rate cargo) rather than Polish bulk cargo (low-freight-
rate cargo). Only about 15 percent of Polish seaborne exports are under
the control of Polish shippers. 1214/ These exports are c.i.f. shipments**
for which Poland pays the freight bill. To the extent that the non-
Polish cargo which is carried outbound takes vessel space which would
otherwise have been filled by f.o.b. exports for which the freight bill
is not paid directly by Poland, carriage of non-Polish cargo does not
represent a sacrifice by Poland of direct foreign exchange.
Carriage of inbound cargo does involve paying out foreign
currency, inasmuch as Poland pays the sea freight on about 85 percent
of its imports (85 percent purchased f.o.b.), but the over-all economic
advantages of encouraging other Satellites to use Polish land and port
transit facilities undoubtedly outweigh the loss of inbound vessel space.
For the year 1958 alone, revenue to Poland from cargo transiting Poland
through Polish ports was expected to bring $90 million. 125/ This reve-
nue may be compared with total direct foreign exchange of only $29.5
million paid out in 1955 for carriage of seaborne cargoes by foreign
vessels. 126/
* This estimate is predicated on the assumption that total Czechoslovak
seaborne trade was at about the same level in 1958 as in 1956. That
this trade was not higher than it was in 1956 is indicated by the fact
that trade through Hamburg, Rijeka, and Poland apparently dropped in
1957. 123/
** See the third footnote on p. 26, above.
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B. Far East Route.
The Far East route of the Polish merchant marine has been in
the past frankly acknowledged to be a politically 50X1
inspired service to the rest of the Soviet Bloc rather than primarily
a service in carriage of Polish foreign trade. 1E72 During the last
year, however, both because of the relaxation of trade restrictions
between Western Europe and Communist China and because of the change
in emphasis by Poland from political to economic use of the fleet,
the expansion of the Fax East line has been based primarily on its
potentials as a profitable shipping route. 128/ Nevertheless, it is
also true that a large proportion of the cargo carried on this route
Is still non-Polish Sino-Soviet cargo and is therefore still a service
to the rest of the Bloc, regardless of whether it is also economically
advantageous to Poland to carry this cargo.
1. Service to Communist China.
Of the estimated 1 million tons carried on the Far East
route by Polish-flag vessels in 1956,* the carriage of 95,000 tons
between the Black Sea and Communist China and of 107,000 tons between
China and intermediate ports on the route, in all 20 percent of the
total, was clearly a service to China. (It should be remembered, of
course, that about 35 percent of the deadweight tonnage on the route
in 1956 probably was owned by China.) Carriage of that cargo imported
by China from the European Satellites, to the extent that it is f.o.b.
cargo and therefore controlled by China and that the freight bill is
paid by China, is also more of a service to China than to the shipper
Satellite. In the case of Poland in 1957, all Polish exports by sea
to China were f.o.b. and controlled by China, 129/ and this probably
also applies to most if not all of the exports to China from other
Satellites. Total cargo carried by Polish ships out of Polish ports
to China in 1956 is estimated at 286,000 tons and probably was all
cargo from the Soviet Bloc. This amount would add another 29 percent
of the total tons carried on the route, making a total of about
488,000 tons and 49 percent of the total cargo carried on the Far
East line which was primarily a service to China by the Polish-flag
vessels.
A previously published report on Chinese Communist trade 130/
estimates the seaborne trade of the European Satellites with China at
505,000 tons exported to China in 1956 and 1,3101000 tons imported
from China. As shown in Table 3,** it is estimated that Polish-flag
vessels carried at least 357,000 tons eastbound to China, or about
* See Table 3, p. 31, above.
** P. 31, above.
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71 percent of the Satellite seaborne exports to China. If the 21,000
tons carried out of other European ports to China were also Satellite
cargo rather than Western European cargo, the proportion would rise
to 75 percent: This is cargo which probably is Chinese controlled
and for which the freight bill is paid by China.
2. Service to Other Satellites.
Of westbound cargo carried from Communist China to the
Satellites, however, most Of-which is controlled and paid for by the
Satellite consignee, only abput 300,000 tons, or 23 percent of the
total tonnage of 1,310,000, is estimated to have been carried by Polish-
flag vessels. Even if cargo carried to other European ports is added,
only 24-percent was carried by Polish-flag vessels. (See Table 3.*)
It has been previously estimated** that 190,000 tons at most and probably
only 155,000 tons were Polish import cargo from China, leaving at least
110,000 and possibly 145,000 tons carried by Polish vessels from China
to other Satellites.
Inasmuch as non-Polish cargo carried out of Polish ports
by Polish vessels is preponderantly Czechoslovak cargolthe agreement
that the Poles Would carry 100 percent more'Czechoslovak cargo in 1958***
may have raised -considerably the amount Of non-Polish cargo carried in
1958 in and out of Polish ports; The share of hon-Polish cargo out of
the total tons carried on the Far East line may not rise proportionately,
however, ?in 'View of the-increase in Vessel tonnage on the route and
the consequent increased cargo-carrying capacity.
The new POlish,line operating between the Black Sea and ?
Mediterranean ports will not touch any Polish port and will be entirely
a service to other Satellites and to China. 'Although some of the cargo
is expected to be cargo moving between the Black Sea and the Far East
with transshipment at Alexandria, the first vessel on the run apparently
carried Czechcislovak cargo only to Syria. As-this route develops, the
service may be about half to the European-Satellites only) with cargo
moving between the Black Sea and the Near East only, and about half
to both the Satellites and China, with feeder cargo for the-Far East
line. When 3 ships of 3,200 DWT are on the line as planned, about
150,000 tons may be carried per year in this trade, none of which will
be Polish cargo.
* P. 31, above.
** See p. 33, above.
*** See V, A, p. 45, above.
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3. Service to the USSR.
To date, there has been little evidence of Polish vessels
carrying Soviet Cargo (just as there has been little evidence of Soviet
vessels carrying Polish cargo) other than the seaborne trade between.
the USSR and Poland. In January 1958, however, talks were held in
Moscow between representatives of PLO, Polfracht,* and Sovfracht.*
As a result, Sovfracht signed an agreement with PLO for carriage by
PLO of Soviet trade with Indonesia) Japan, India, Pakistan, Burma,
and Ceylon. 131/ Indonesian cargo is limited to inbound rubber for
the USSR. In the past the press item states, PLO vessels have trans-
ported'some rubber imported by the USSR, but shipments were small and -
sporadic. The amounts provided for in.this latest agreement are not
specified:beyond the statement that they will be considerable, the
larger shipments to be.OfflOaded in Riga and Leningrad and the smaller
shipments -- up to 750 tons -- in Gdynia. In 1956) Indonesia reported
no exports of rubber to the USSR, but 1957 exports were 11,233 tons,
77 percent of which was exported in the second half of 1957. 132/ In
view of recent trade negotiations between Indonesia and the USSR,
shipments in 1958 may have increased considerably. '
For that Soviet trade with India, Pakistan, Burma, and
Ceylon to-and froM`Baltic ports, PLO vessels will be given complete
preference, the larger amounts here also being loaded and discharged
at Soviet Baltic ports. In the Soviet-Japanese trade the agreement
specified carriage by PLO of small amounts of bulk shipments. Minimum
Soviet trade** with these areas in 1956 and the first half of 1957 was
as follows: .
? Country of Origin
or Destination .
'Metric Tons
1956***
January-June 1957.****
Export
Import
Export
Import
Burma
42,000.
126,000
N.A.
N.A.
Ceylon
N.A.
N.A.
Negligible
102
India
353,000
12,000
N.A.
N.A.
Japan (bulk)
214,000
' 0
131,000
0
Pakistan
Coo
1,000
Negligible
11,000
Total
609,800
139)000
N.A.
N.A.
Polish and Soviet cargo and ship-chartering agencies, respectively.
Not .included are some commodities ,reported l?alue terms Only.
133
13 /
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Of the minimum 610,000 tons exported by the USSR in 1956, 214,000 tons
went to Japan from the Soviet Far East. Of the remaining 396,000 tons
exported, at least 308,000 tons* probably would have normally moved out
of the Black Sea regardless of whether there were a shipping service
available from the Baltic, leaving at most only about 90,000 tons
which might have been available from the Baltic area. The 139,000
tons of inbound cargo might go to either area. Soviet vessels serve
the South and Southeast Asian countries but almost entirely from the
Black Sea. The Soviet agreement with PLO probably will involve,
therefore, only the goods which may more advantageously enter by or
leave from Baltic ports, plus any of the increase in trade movement
with the Asian countries, thereby supplementing Soviet shipping rather
than replacing it; On the assumption that 1958 will see at least a
25-percent increase in Soviet - South Asian traffic above 1956 and that
no more than half of the import cargo will be for Baltic ports, it is
estimated that about 200,000 tons at most may be available to Polish
vessels of Soviet cargo moving in and out of the Baltic, plus the
Indonesian rubber and small amounts of the bulk movement to Japan.
Again it should be remembered that although carriage of
Soviet cargoes by Polish vessels on the Far East line undoubtedly would
represent a service to the USSR, it is also an advantage to PLO. The
last half of 1957 and 1958 has been a period of too little world cargo
moving for the vessel tonnage available. The agreement with Sovfracht
assured PLO of cargoes in a highly competitive period and was con-
sidered by PLO a major achievement in solicitation. If the agreement
extends into a time when world cargoes are again providing fairly
full shiploads, it may be a disadvantage to Poland if the Soviet
trade carried on Polish vessels supplants Western cargo that might
otherwise have been carried. Although the agreement, as reported by
the Polish press, stated that PLO vessels would be given "complete
preference," indicating that PLO vessels could pick up the cargo only
as needed, the agreement might also include an assurance by PLO that
its vessels will pick up Soviet cargo if the USSR so wishes. For the
present, however, the emphasis definitely would be on the advantage
to PLO in the cargo preference factor.
4. 1958 and 1965 Cargo Movements.
? With the 31 Polish-flag vessels totaling about 310,000 DWT
on the Far East route by the end of 1958 (assuming that 3 vessels are
still in the US-Poland service),** the line should be capable of
handling about 1,250,000 tons in 1958. If the proportions on the
* Including 243,000 tons of iron and steel goods, 25,000 tons of
pig iron, and 40,200 tons of grain to India.
** See II, A, 1, p. 18, above.
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route 'segments are about the same as the indicated 1956 proportions,*
almost 690,000 tons will be carried eastbound on the route and about
560,000 westbound. About 48o,000 tons of the eastbound cargo may be
Satellite cargo to Communist China, or about 97 percent of the 1956
level of Satellite exports to China. About 390,000 tons may be
Chinese cargo to the European Satellites, or about 30 percent of the
1956 level of Chinese exports to the European Satellites.
At least 4o vessels totaling about 400,000 DWT will be
on the Far East run in 1965 and probably about 50 vessels totaling
about 500,000 DWT.** At the same conservative estimate of 4o,000
cargo tons per vessel as used previously) the line will be capable
of handling at least 1.6 million tons and probably 2.0 million tons
in 1965.
C. South America Route.
In 1957 the total tons carried by Polish vessels on the South
America route amounted to 258,200 tons. 135/ As previously discussed,***
it is-judged"that from 25 to 30 percent of this cargo, or 65,000 to
77,000 tons, probably was cargo for other Satellites and the USSR.
The 1958 cargo. carried probably will be at about the same level.
By 1965 the fleet on the South America route may total about
30 vessels and 220,000 DWT) against the present fleet of 9 vessels,
totaling 53)800 DWT. The amount of cargo which the fleet will be '
capable of carrying in 1965 may be at least 1 million tons.**** Of
this amount it is possible that about 250,000 to 300,000 tons may be
cargo for the Soviet Bloc, particularly Czechoslovakia.
VI. Plans for Expansion of the Fleet.
A. Plans for Tonnage.
In discussing plans for the size of the fleet) Polish sources
are using the concept of a state-owned fleet) as shown in Table 14,t
rather than all vessels under the Polish flag. The latter is estimated
Table 3, p.-31, above.
** See III, A, 1, p. 18, above.
*** See V, A) p. 45, above.
**** Calculated as follows: the 9 vessels in 1957 averaged 28,689
tons per vessel/year. The 1965 fleet will be 23 percent above 1957 in
average deadweight tonnage per vessel. Therefore (not allowing for
possible increased average speed), the carryings per vessel in 1965
may be 35,300 (28,689 x 1.23) cargo tons. Thirty vessels may carry
1,059,000 tons.
t Appendix A, p. 77, below.
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to have included 14 vessels and about 130,000 DWT by June 1958 which,
although flying the Polish flag, may be owned by Communist China.
(See II, C, above.) Any stated goals of vessel tonnage for the
Polish merchant fleet, therefore, must be assumed to be lower than
the total planned to be flying the Polish flag. At the same time
that plans call for increases in the state-owned merchant fleet, it
probably can be assumed that the group under the Polish flag but not
owned by Poland will also increase in the immediate future.
1. 1960.
The Six Year Plan (1950-55) for expansion of the fleet
was grossly underfulfilled. Poland was to have attained a fleet of
81 vessels and 623,000 DWT by the end of 1955. The state-owned fleet
actually reached only 76 vessels of 331,000 DWT by 31 December 1955,
only 53 percent of the plan in terms of deadweight tons. 136/ The
original Five Year Plan (1956-60) apparently called for an increase by
1960 of only 190,000 DWT, of which about 150,,000 DWT* would be Polish
built. 137/ The original 1960 plan, therefore, would have provided a.
fleet of only about 520,000 DWT if no vessels had been scrapped (an
impossibility considering the condition of the fleet), lower even than
the original plan for 1955.
After much hue and cry in the maritime press and by candi-
dates for the Sejm and after instances of dissatisfaction over the
export of Polish-built vessels to the USSR and Communist China, the
plan for the fleet was revised in 1957. The total deadweight tonnage
of the fleet was planned to reach a minimum of 650,000 DWT for a
fleet capable of carrying 25 percent of the cargo turnover in Polish
ports. 138/ The proposed means of reaching this goal have fluctuated
between domestic and foreign purchase and are still doing so. Each
new plan calls for the domestic shipbuilding industry to reserve a
little more for retention and less for export. In February and March
1957 the decision was made to reserve only 560,000 DWT for export in-
stead of 620,000 DWT. Of that 560,000 DWT, about 452,000 DWT were to
be for the USSR, 90,000 DWT for China, and 18,006 DWT for others. 139/
The 1956-60 plan, which seemed to be fairly well established between
June and December 1957, called for about 240,000 DWT to be added to
the Polish fleet by domestic production, 130,000 to 140,000 DWT to be
purchased abroad, and 59,000 DWT to be scrapped.** 141/
* The total deadweight tonnage to be retained by Poland was 177,000 DWT,
which included fishing trawlers. The 150,000 DWT is estimated to be
thetonnage of freight vessels only.
** Already scrapped or sold in the 1956-60 plan period are the Wspol-
praca, the Karpaty, the Wigry, the Kolobrzeg, and the,Boleslaw Prus,
totaling 33,560 DWT. Announced to be ifootnote continued on p. 5//
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The vessels planned to be provided from domestic yards
during 1956-60 were about as
Vessels '
follows 112/:
Deadweight Tons
Each
Total
Deadweight Tons
Type
Number
Freighters
Freighters
Freighters
Colliers
Tanker
Tankers
Freighters
Freighters
Freighters
12 or 13
6
4
9
1
2
4
4
4
10,000
6,000
4,000
3,200
18,000
1,500
1,100
1,65o
66o
120,000 to 130,000
36,000
16,000
28,800
18,000
3,000
4,400
6,600
2,640
Total
235,44o to 245,440
Polish-built tonnage added to the Polish-owned portion of
the fleet in 1956 and 1957,* not including selvaged vessels, totaled
62,500 DWT, leaving about 180,000 DWT to be added from Polish ship-
yards in 1958 through 1960) a minimum average of 63,000 DWT per year.
In the first 6 months of 1958, 39,600 DNT were added, not including
the Fryderyk Chopin, which may be owned by Communist China.
Orders for vessels placed in foreign yards for delivery
by the end of 1960 include the
Vessels
following 143/:
Total
Deadweight Tons
Deadweight Tons
Each
Type
Number
Yugoslavia
Freighters
4
12,800
51,200
Tankers
2
' 20,000
140,000
West Germany
Freighter
1
9,300
9,300
Total
100,500
scrapped in the near future are the Kutno, the Krakow, the Torun, and
the Wielun, totaling 12,420 DWT, making a total-J.1-43,980 DWT. 140/
The Stalowa Wola (4,600 DWT)? which sank in 1956, may not be considered
to be in the scrapped category.
* Detailed in the second and third footnotes on p. 12, above.
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There is some doubt as to whether both of the Yugoslav tankers* will
be delivered before 1960 and also as to whether where are two more
tankers on order in a second Yugoslav yard. The preponderance of
evidence is, however, that there are 4 tankers on order, 1 for de-
livery in 1959, 1 for delivery in 1960, and the other 2 for delivery
in 1961 and later. There was 1 more 9,300-DWT dry cargo freighter on
order in West Germany for delivery in 1961. There have also been in-
dications that four cargo vessels may have been ordered from Japanese
shipyards and that negotiations have taken place for others from the
Trieste shipyard in Italy.1/11:il
It broadcast of 14 January 1958 stated that since the
adoption of the Fleet Development Fund in December 1956 only 1 ves-
sel, the Kasprowy (13,725 DWT), had been purchased abroad.** 145/
The foreign shipyard orders listed above plus the Kasprowy brought
the foreign purchases arranged by January 1958 to about 114,000 DWT,
leaving only 16,000 to 26,000 DWT still to be arranged. The tanker
Ornak (13,100 DWT) was purchased in May 1958.
On 16 January 1958, however) a preliminary agreement was
signed by the Gdansk shipyards, the Ministry of Shipping, and Centrala
Morska -- Central Maritime (Centromor).*** 146/ The agreement provides
for the construction of seven vessels for Polish retention in excess
of the previous plan. The Fleet Development Fund is to be used to
finance these vessels instead of for placing comparable orders abroad,
thereby saving foreign exchange. At the present time, foreign ex-
change is in urgent and immediate demand to settle maturing short-
term debts. 147/ The vessels are to be 1 freighter of 10,000 DWT,
1 tanker of 18,000 DWT, and 5 freighters of 8,000 DWT, a total of
68,000 DWT. One 10,000-tonner and one 8,000-tonner are to be delivered
in 1960xxxx and the rest in 1961. 148/ The 8,000-ton freighters are a
new type for which designs are presently being drawn. The broadcast
stating that the Fund had bought 1 large tanker (the Kasprowy) also
stated that the Fund had made advance payments for the building of
"small freighters" abroad totaling 50,000 DWT. Although the 4 Yugoslav
freighters at 12,800 DWT each would not generally be called small,
they total about 50,000 DWT and were the first foreign orders placed;
so it is likely that they are the orders referred to.t This would
* See pp. 10-11, above.
** If this is so, the Tatry, the Bedkidy, the Pieniny, and the
Zeromski may all have been purchased for Chipolbrok account.
xxx An organization under the Ministry of Foreign Trade.
*xxx These 2 vessels would bring up to about 200,000 DWT the ves-
sel tonnage which must be delivered from Polish shipyards ?in the years
1958-60.
t The term small freighters appears to be a recurring, error in
translation. The correct translation undoubtedly is general cargo
freighter, a freighter carrying "small" or "piece" goods.
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seem to leave the 4 Yugoslav tankers as well as the 2 West German
freighters in doubt. Although there is reason to believe that the
Yugoslav tankers are still on order, there has been one Polish press
report that the order for the West German freighters has been can-
celled. 149/ Since that report, however, there have been reports from
West Germany concerning the equipment going into the ships which West
Germany is building for Poland. 150/ The issue would still seem, there-
fore, to be in doubt.
In Table 12,* planned additions from domestic build and
foreign purchase have been combined and added to the 1957 existing
fleet to show the composition of the fleet in 1960 according to pre-
sent plans.
2. 1965.
The plan for the Polish merchant fleet for 1965 calls for
a fleet of 1.2 million DWT. 121/ The 1965 traffic plan of 50 percent
of port traffic was based on a level of port traffic of 15 million
tons, and the necessary fleet tonnage was calculated at 1,150,000 DWT
If the average length of haul were 3,000 miles** and 1,350,000 DWT
if the average length of haul were 5,000 miles. 152/ ,Because it is
likely, however, that port traffic will be heavier by 1965, it is
believed that not more than 40 percent of port traffic is likely to
be carried with a fleet deadweight tonnage of 1.2 million. The average
length of haul was 3,205 miles in 1956 and 3,124 miles in 1957, and in
view of increased tonnage going into the Far East route, the average
length of haul in 1960 may be up to 3,500 or 4,000 miles.
Additions to the fleet for the 10-year period from 31 Decem-
ber 1955 were originally to include about 508,000 DWT from foreign
purchase and 520,000 DWT from Polish yards, 153/ which if fulfilled ,
would leave about 159,000 DWT to be retired. Vessels planned to be
supplied from foreign purchase during 1956 to 1965 were 88 follows 121g:
Vessels
Deadweight Tons
Each
Total
Deadweight Tons
Type
Number
General cargo
15
7,000
105,000
General cargo
9
10,000
90,000
General cargo
2
11,000
22,000
General and bulk cargo***
24
10,000
240,000
Tanker
2 ?
18,000
36,000
Tanker
1
? 15,000
15,000
Total
508,000
* Table 12 follows on p. 60.
** All mileage is given in nautical miles.
*** The original source labels these "tramp steamers."
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Table 12
Composition of the Polish Merchant Fleet, Actual and Planned 2/
1957 and 1960
Vessels to Be Added 1958-60
Composition
31 December 1957
Domestic 13./
Foreign 2/
Estimated Vessels
to Be Scrapped
Thousand
Planned Composition
31 December 1960
Thousand
Thousand
Thousand
Thousand
Number
Deadweight Tons
Percent
Number
Deadweight Tons
Number
Deadweight Tons
Number
Deadweight Tons
Number
Deadweight Tons
Percent
Tankers
6
37.0
7
3
21.0
3
53.1
o
12
111.1
14
Dry cargo freighters
' General cargo di
72!/
'$?9.3W
8o
32
160.8
I.
51.2
5 17
30.0 si
103 g/
591.3 EV
76
Bulk cargo
15
46.7
9
6
19.2
o
o
3
9.4
18
56.5
7
Subtotal
87
456.o
89
38
180.o
I.
51.2
8
39.4
121
647.8
421
Passenger vessels
1
5.6
1
o
o ?
o
o
0
1
5,6
1
Fishing fleet
Supply vessels
3
15.7
3
3
15.7
2
Grand total
a s/
514.3 2/
1C0
===
41
201.0
I
104.3
8
39.4
Ili
780.2 g/
100
a. Compiled from Table 17, Appendix A, p. 97, below, and from data given on pp. 56-58, above.
b. Compiled tido the tabulation on p. 57, above, plus the 2 vessels totaling 18,000 DWT covered in the January agreement (dee p. 58, above) minus the domestically
built vessels added in 1956-57 (see p. 12, above, and Table 17, Appendix A, p. 97, below).
c Including only the known orders in Yugoslav yards and the Ornak purchased in 1958. The doubtful West German order is not included.
d. Including "tramp steamers" and vessels with refrigerator facilities.
e. Including 13 vessels totaling 120,000 DWT which, although flying the Polish flag, are believed to be owned by Communist China.
f. Including the Torun and an estimate of 4 other 'teasels totaling 27,000 DWT.
g. Including 14 vessels totaling 130,000 DWI which, although flying the Polish flag, are believed to be owned by Communist China.
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Of these 53 vessels, 458,000 DWT were planned to be built in foreign
yards, and 50,000 DWT were to be purchases of used vessels. This plan
was announced toward the end of 1956, and although the total 1965
planned tonnage of 1.2 million DWT has remained the same, the means of
obtaining the vessels and the types to be obtained have already changed
somewhat and undoubtedly will change further. The largest problem
seems to be the gathering of foreign exchange to purchase vessels abroad,
which will be more fully discussed under the Fleet Development Fund.*
Nevertheless, the above outline of vessels planned to be purchased
affords some idea of the general structure planned for the Polish fleet
by 1965. Later statements have generally agreed on a total of 680,000
to 700,000 -DWT to be added in 1961-65 (71 to 74 vessels), but some
statements indicate that all will be built in domestic yards and some
that about 130,000 DWT will be purchased abroad. 155/ The latter is
believed to be more likely.
Under these latest plans for ships to be added from Polish
shipyards during 1961 to 1965) the following types
of vessels 156/:
Vessels
DeadWeight Tons
Each
Total
Deadweight Tons
Type
Number
General cargo
6
10,400
62,400
General cargo
18
9,300
167)400
General and bulk
cargo**
15
12,500
187,500
Tanker
8
18,000
144,000
Total
561,300
Presumably the rest of the vessels to be added from domestic yards
would be smaller types) although the earlier plans had mentioned
35)000-DWT tankers and some refrigerated vessels. 127/
In any event, if 700,000 DWT of new vessels are to be
added to the 650,000 DWT planned for 1960) the fleet total of 1.2 mil-
lion DWT in 1965 would aLlow about 150,000 DWT to be retired during
the period. This conclusion assumes that the 650)000 DWT will be
reached in 1960, but this achievement looks doubtful at present.
* See B, 1, p. 62, below.
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3. 1970.
By 1970 it is planned that Poland will have a fleet of
1.5 million DWT, an increase of 300,000 DWT above 1965, and that Polish
yards will be able to supply the entire increase. 158/ Assuming
100,000 DWT more to be retired, the demand from the Polish yards be-
tween 1965 and 1970 would be 400,0o0 DWT, which is not unreasonable.
These various plans would allow about 250,000 DWT to be
scrapped or retired in the 15-year period from 1955 to 1970, of
which 50,580 DWT have already been retired or planned to be scrapped
in 1958 (including the sunken Stalowa Wola), an understandable total
when 13 years are added to the age distribution of the vessels as
shown in the chart.*
B. Financial Provisions.
Under the Polish system whereby profits of the merchant marine
went directly into the state treasury, only a small amount being re-
tained for amortization purposes, the shipping enterprises PLO and PZM
were not empowered to plan or provide for their own fleet expansion.
Any financing of fleet expansion necessarily came in the form of
state budget allocations. In the last 5 to 10 years, neither the ship-
ping enterprises nor the state budget accumulated means for purchasing
new vessels to any great extent, and the amounts set aside by the
enterprises for amortization of existing vessels reportedly were so
low as to be insufficient even to finance the 4-year class repairs. 122/
When in 1956 the problem of the declining share of Polish
carrying of Polish foreign trade and the rising expenditure of foreign
exchange for carriage of Polish goods by foreign vessels forced an
admission of the necessity to expand the fleet, two measures were
taken to meet the financial needs. One was an enlarged budget allo-
cation for purchase of domestically built vessels, and the other was
a special fund called the Fleet Development Fund for the purchase of
foreign vessels, both used and newly built vessels.
1. Fleet Development Fund.
When the task of revivifying the fleet was acknowledged
and undertaken, a plan was adopted by the Council of Ministers on
22 December 1956 to collect foreign currency for purchase of vessels
abroad. 160/ A special fund was created called the Fleet Development
Fund, into which was to be put all net foreign currency receipts from
the following operations 161/:
* Following p. 12, above.
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a. Receipts from sales of retired vessels, after
January 1957.
b. Net foreign currency revenues from the operation
of the first seven vessels of the Marceli Nowotko type (10,000-tonners)
delivered from Polish yards. (These are the Marcell Nowotko, the
Boleslaw Bierut, the Stefan Okrzeja, the Kapitan Kosko) the Florian
Ceynowa, the General Sikorski, and the Fryderyk Chopin.)
c. Net revenues in foreign currency derived after
1 January 1957 by the Polish ship salvage organization.
d.. Revenues in foreign currency from paid-off in-
surance on damaged vessels declared total losses, acquired after
1 January 1957.
e. Foreign currency derived from the profits of Polish
shipowners as partners in foreign enterprises and revenues from claims
against foreign enterprises. (The partnership enterprises could in-
clude the Ceylon Ocean Lines; the Gdynia - America Line agency; possi-
bly.the successor to the Polish Shipping Agency, Ltd., in Antwerp;
and the Indian-Polish shipping pool agreement.)
f. Net revenues in foreign currency from the operations
of vessels subsequently purchased from the Fleet Development Fund. (This
undoubtedly includes the Kasprowy and possibly the Ornak, though not the
Pieniny, which apparently is for Chipolbrok account. This sixth provi-
sion makes the Fund a self-expanding operation.)
The Fund was also to be empowered to contract foreign currency loans
for more prompt purchase of vessels, although-there is no evidence of
this type of operation to date.
By the end of June 1957 the Director of the Fleet Development
Fund reported that $1,547,000 had accumulated in the Fund. Of this
amount, $165,000 were obtained from the share of Polish shipowners in
the partnership profits of foreign companies, $42,000 (4Z15,000 sterling)
from the Gdynia - America Line branch in London, $280,000 (?100)000
sterling) from salvage operations at Bombay, and $1,060,000. from the
operations of three merchant vessels.* By the end of 1957 the accumu-
lation in the Fund was expected to be about $5.6 million (E2 million). 1.2./
Altheugh this seems like a large amount and the accumulation of revenue
will be at a growing rate with more vessels coming under the first and
sixth provisions) the prices for vessels) especially prices for newly
built vessels, as well as the fact that Poland may have to pay a premium
* Probably the Marcell Nowotko, the Boleslaw Bierut, and the Kapitan
Kosko.
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for any used vessel, if past experience is any indication, probably
will leave the Fund looking a bit weak.
The two 9,300-DWT vessels ordered in West Germany were
quoted at about $3,125)000 each, the first being scheduled for de-
livery in December 1959. 163/ A British shipbuilding price as of
31 December 1957 for an 11,000-DWT open shelter-decker was about
$3.1 million for order and about $2.95 million for a ready ship. 164/
Some sale prices for second-hand vessels in December 1957 are as fol-
lows 165/:
Deadweight Tons Year Built
Price
(Thousand US $)
10,000
1943
658
3,000 (refrigerated)
1950
1,540
10,926
1943
1,505
19,000
1957
3,500
Prices for used vessels, of course, fluctuate with demand (as well as
with condition, age, and speed), and December 1957 was in a period of
declining freight and therefore declining vessel prices. A few earlier
sale prices in July 1957 were as follows:
Deadweight Tons
Year Built
Price
(Thousand US $)
9,210
1944
1,624
9,290
1954
4,200
6,185
1947
980
10,208
1920
910
16,500 (tanker)
1944
1,200*
16,500 (tanker)
1944
1,200*
The Pieniny, a 12,835-DWT tanker built in 1941, was purchased by Po-
land, although apparently for Chipolbrok account) in the fall of 1957
for $2.3 million. 166/ (It was also reported that the Ministry of Navi-
gation was highly dissatisfied with this price) considering it much too
high. 167/) The original asking price for the Norwegian vessel, the
Seatern (now the Liwiec) (1,100 DWT), which was purchased in mid-1957,
* Both, T-2 turboelectric tankers, were sold in April 1957 by a US
company to a US company.
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was about $490,000, and the final price is believed to have been no
less than $450,000, which would be about 20 percent above market price. 168/
The Kasprowy, a 13,725-DWT tanker built in 1945, was sold in April 1957
by Norwegian owners to a Panama company for $2,660,000, 169/ and Poland
immediately repurchased it from the Panama company. The price to Poland
was at least $2,660,000 and possibly more. Even considering the inflated
market for tankers at that time, this was a high price. It is possible,
judging by prices paid to date, that for the immediate future Polish
efforts to buy used tonnage in the West would usually result in higher-
than-market prices.
Using an exceedingly rough estimate based on the expected
? Fund accumulation in 1957 and on the increased numbers of vessels to
be earning for the Fund, of about $35 million gathered by the Fund
through the end of 1960, the purchasing capacity in terms Of reported '
vessel purchases and orders may be approximately as follows:
Vessels '
Kasprowy
1 West German freighter
4 Yugoslav freighters
2 Yugoslav tankers
Ornak
Total
Deadweight Tons
13,725
9,300
51,200
4o,000
13,100
127,325
.Cost
(Thousand US $)
2,660
3,125
12,000 estimated
7,000 estimated
1,500 estimated*
26,285
Because any new construction on order is generally paid for in install-
ments during the construction period, the second West German 9,300-
tonner due in 1961 would have to be provided for in some measure before
the delivery date. To what extent the January 1958 agreement to build
seven additional vessels in the Polish yards will affect the above out,
lays remains in doubt until more is known about order cancellations.
It may be that only the Kasprowy, the Ornak, and the four Yugoslav
. freighters will be purchased with foreign exchangerabout $16 million.
This still leaves) however, about 55,000 to 65,000 WI? which must be
purchased, regardless of whether with domestic zlotys or foreign ex- '
change, from the Fleet Development Fund if the 1960 fleet of 650,000 DWT
is to be attained. If, as now seems likely, the 55)000 to 65,000 DWT
are to be newly built vessels, they may involve the equivalent of
about $15 million to $25 million additional outlay from the Fund to
the $16 million already purchased or still on contract. It therefore
* A low price is estimated because of the lower market in May 1958..
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seems apparent that the Fund, regardless of whether foreign exchange
or domestic zlotys are to be expended, will be strained, particularly
in view of the probable drop in 1958 earnings resulting from the
world slump in freight rates.
2. Budget Allocations.
About 500 million zlotys* were allocated in the period
1950-55 for the building up of merchant marine tonnage. 170/ For
the period 1956-60 the latest published budget allocation is 2.8 bil-
lion zlotys) all for purchase of domestically built vessels. 171/
Even considering the possibly increased prices of vessels, this is an
impressive increase, and more so when the accumulations of the Fleet
Development Fund for purchase of foreign vessels are added. For the
year 1958 alone, 920 million zlotys have been allocated for domestic
vessels. 172/
It is probable that these allocations are quite enough to
purchase the vessels planned. The allocation of 2.8 billion zlotys
was equated with the purchase of 290,000 DWT of vessels, 27,000 to
37,000 DWT more than the 235,000 to 245,000 DWT it is believed were
finally settled upon and the 18,000 DWT added by the May 1958 agree-
ment. That there is validity behind this equating 2.8 billion zlotys
to 290,000 DWT (9,655 zlotys per deadweight ton) is indicated by the
fact that the 1958 allocation, noted above, of 920 million zlotys was
equated with 92,000 DWT (10,000 zlotys per deadweight ton) and that
the Polish Statistical Yearbook quotes a "value of production for sale
in 1956" of 119,770 DWT at 1,320.5 million zlotys (11,025 zlotys per
deadweight ton). 173/ Moreover, an estimate of the building costs
based on the individual types of vessels planned to be added** results
in possible maximum cost as low as 2.2 billion zlotys.
C. Administrative Control over and Arguments Concerning Acquisi-
tions.
The process of acquiring vessels for the Polish merchant fleet
has been a case of too many cooks. Not only was control over the
acquisition of vessels not in the hands of the Ministry of Navigation,
but also PLO and PZM could only make recommendations to the Ministry
of Navigation. The latter could only make recommendations to the
Sejm. The Sejm, as far as numbers of vessels to be acquired was con-
cerned, was in turn influenced by the Ministries of Foreign Trade and
Heavy Industry. The Ministry of Heavy Industry was involved because
* Probably domestic zlotys rather than foreign exchange zlotys, with
a dollar value of about 30 zlotys to US $1. See the first footnote on
p. 14, above.
** Vessels detailed on p. 57, above.
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administration of the shipbuilding industry was removed from the Ministry
of Navigation in January 1952 and placed under Heavy Industry. 174/ The
Ministry of Foreign Trade was most heavily involved because the authority
to buy and selliships was given to Centromor. 175/
The Ministry of Heavy Industry was concerned with the sale
abroad of Polish-built vessels to gain foreign currency to pay for
vessel equipment purchased abroad. This policy, incidentally, in
effect isolated the shipbuilding economy by creating what amounted to a
self-contained bilateral trading unit. The Ministry of Foreign Trade
through Centromor looked upon vessels only as another commodity to be
used as an instrument for foreign trade, apparently making no analysis
of the interrelation of shipbuilding, domestic fleet, and foreign ex-
change paid for sea carriage of cargoes (let alone foreign exchange
earned by the domestic fleet). Only the immediate returns in foreign
exchange from the sale of the shipbuilding product were considered. To
make matters worse) the situation within Centromor was a case of empire
building. Under the direction of David Guterman, Centromor followed
an autonomous course, buying and selling ships at will with no consid-
eration for the needs or wishes of the Ministries of Heavy Industry or
Navigation, or indeed even of the over-all foreign trade picture.
Centromor antagonized the shipbuilding industry by trying to turn a
sharp deal in each sale rather than taking the long-range view of win-
ning potential markets. It not only antagonized but harmed the mari-
time industry by buying old unsuitable vessels (the Polish press called
them "sailing museums," "sea-going coffins," and "Guterman's fleet"),
the overriding qualification being a cheap price in foreign exchange.
Many of these old vessels immediately underwent extensive repairs or
alterations, resulting in an ultimate price much in excess of the
world market price of a vessel which would originally have been in
better condition as well as younger in years and therefore with a
longer potential life. The repairs and alterations) however, were of
no apparent concern to Centromor, which continued to buy the cheapest
vessels regardless of age or condition.
In 1956 and 1957 the Polish press and radio began to play up
the plight of the maritime industry, and the question of comparative
earnings and outlay of foreign exchange gained extensive hearings. 1///
The arguments boiled down to the following. In the first place, al-
though export of Polish-built vessels in 1956 brought $38 million in
foreign exchange, this is a gross figure. 178/ From this should be
subtracted at least the direct expenditures of foreign exchange for
Items used in building the vessels, such as Sulzer engines from Swit-
zerland and steel plate from the USSR. Materials such as steel items
domestically built also represent an original expenditure for imports
such as iron ore to make the steel. The true net foreign exchange
earned by the sale of vessels in 1956, therefore, would be no more
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and probably less than the net foreign exchange earned by Polish ship
operations, which in 1956 was about $22 million and in 1957 about
$25 million. 179/ The significant difference lies in the fact that
shipbuilding is exporting a product of which a large proportion of
the ingredients is high-cost building materials, whereas ship opera-
tions are exporting a service of which a large proportion of the in-
gredients is low-cost labor. The controlling consideration, therefore,
should be the comparative costs of earning the net foreign exchange.
The Polish press has reiterated copiously the claim that each dollar
earned by the fleet in 1956 cost only about 16 zlotys (13 zlotys if
only the 10,000-tonners are considered) against 4o to 45 zlotys by
general foreign trade transactions and 48 to 64 zlotys* by the export
of vessels. (The cost of dollars earned by the fleet was down to
13.80 zlotys in early 1957 but climbed to 20 zlotys by the end of
1957 because of the drop in world sea freight rates.) 180/
Under these circumstances a newly built vessel of 10,000 DWT,
it is claimed, would pay for itself in 3-1/2 years in terms of
foreign exchange earned versus foreign exchange sale price, and a
second-hand 10,000-tonner would pay for itself in 2 to 2-1/2 years.
At the same time, use of the retained vessel would be saving expendi-
ture of foreign exchange for cargo which would otherwise have been
carried in foreign vessels. Direct expenditure of foreign exchange
for sea carriage of cargoes under Polish control -- that is, cargoes
for which Poland controls, and directly pays for, the means of trans-
port -- grew from $7.15 million (28.6 million rubles) in 1950 to
$29.5 million (118 million rubles) in 1955. Total direct expenditure
for the period 1950-55 was $68.6 million. 183/ This amount would not
include imports on which the transportation charge is included in the
price of the goods and which are not under Polish transport control, a
type of import which in 1957 comprised 15 percent of total import by sea.
* Calculated from the statement that export of vessels earned dollars
at a cost 3 to 4 times higher than the cost of dollars earned by the
fleet.
** These figures were first published in September 1956 before the
closure of the Suez Canal drove freight rates very high and before over-
tonnage in 1957 and 1958 drove freight rates back down to the 1954 level.
A prime illustration is the case of the 50X1
Hugo Kollataj?,purchased in 1951, and the Mickiewicz, purchased in 1950.
The total purchase price for the two vessels was $3.57 million. By the
end of the Six Year Plan (1950,55) the two vessels had netted $6.46 mil-
lion in foreign exchange, which not only paid off their original pur-
chase price but also provided a surplus of $2.89 million. Moreover,
their market value at the end of the period was set at $2.3 million,
giving an over-all economic effect of net earnings (clear of purchase
price) and capital assets of over $5 million by the end of the 1950-55
plan period. 182/
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One further point in favor of retaining vessels rather than
exporting them is that foreign exchange earned by the Polish fleet will
be to a large extent hard currency. Foreign exchange paid out for
cargoes carried by foreign vessels will be almost entirely hard currency.*
Any foreign exchange saved by increased carryings in Polish vessels will
be almost entirely hard currency. The product of shipbuilding, on the
other hand, would bring only one lump sum of foreign exchange, which
also in most cases probably would not be in transferable currency.
The latter supposition is based on the fact that the overwhelming pre-
ponderance of the export of vessels has in the past been going to the
Soviet Bloc and that only recently have orders been solicited and con-
tracts signed for building vessels for hard currency areas.
These arguments have begun to take effect. The major result,
already examined, was the decision by the Sejm to increase the fleet
significantly. Further results have been the apparent freeing of the
maritime industry from the tyranny of Centromor. David Guterman was
last heard of as director of Centromor in January 1957) and
Tadeusz Prechitko turned up in June 1957 as the new director. 185/
Furthermore, although the Fleet Development Fund may be an independently
managed institution as far as its financial management is concerned
(gathering of funds and executing of loans), control of the types of
vessels to be purchased with the Fund would. seem to be in the hands of
the Ministry of Navigation. Moreover, the probability is that the Fund
itself is a board directly under the Minister of Navigation) inasmuch
as Wlodzimierz Moderow) Director of the Fund, was at the same time
financial director of PLO (he has since been dismissed 186/)) and one
press report stated that the Minister of Navigation would dispose of
the Fund "through the appropriate apparatus of his department." 187/
Negotiations to purchase vessels with the Fund proceeds, however, are
still carried on in cooperation with the Ministry of Foreign Trade. 188/
Curtailment of exports of Polish-built vessels, particularly
to the USSR, in favor of delivery to the Polish fleet was the subject
of an agreement in September 1957 between the Minister of Heavy Industry
and the Minister of Navigation. 189/ No reference was made to Centromor
or the Ministry of Foreign Trade, but it is reasonable to assume that
previous discussions included the Ministry of Foreign Trade.
It is just possible that dissension may still exist between
the Ministry of Foreign Trade and the Ministry of Navigation, inasmuch
as the only press-reported comments by government officials on the
question of the fleet's role in the earning of foreign exchange has
come not from officials of the Ministry of Foreign Trade but from
* It is believed that Soviet Bloc vessels other than Polish vessels
carry very little cargo on which the freight would be paid by Poland.
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members of the Sejm. 190/ A new development seems to bear this out.
It is reported, as a rumor only, that the Ministries of Navigation
and Foreign Trade are to be combined, with the portfolio going to
Stefan Jedrychowski, who is the present Chairman of the Planning Commis-
sion. 191/ Jedrychowski has been a supporter of the maritime industry
both as a member of the Sejm in 1956 and after he was appointed Chair-
man of the Planning Commission.
It would seem therefore that the battle for intelligent plan-
ning of fleet enlargement has to a large extent been won. It must
remain to be seen whether the possible loss of Minister Darski (the
rumor assigned him no new position) would have an adverse effect on
the emphasis at last accorded to the possession of a domestic fleet.
It is believed to be probable that although the practical business man-
agement of the fleet developed under rski might suffer somewhat, Jedry-
chowski would be likely to continue the aggrandizement of fleet matters.
VII. Plans for Freight Traffic.
A startling and significant change has come over maritime planning
since late 1956. It is so basic that it not only symbolizes but also
is the cause and simultaneously the result of all the other develop-
ments in the Polish maritime industry in 1956 and 1957. ?The goal of
maritime performance is no longer the ton-mile but is profits, foreign
exchange earnings, and less dependence on foreign shipping space. 193/
It is almost impossible to overestimate the magnitude of this
change. Until the ton-mile was eliminated as anything but an auxil-
iary measure of fleet use, the government planning agents could have
no grasp of the international concept of maritime transport. Ton-mile
performance of the Polish fleet was compared with the ton-kilometer
performance of the railroads and highways, with no recognition of the
fact that although carriage of goods by rail represented all cargo
moved by rail in Poland, the volume of Polish goods moving by sea
amounted to considerably more than that moved by Polish vessels, in
fact four times more in 1956. 194/ The effect was to domesticate
maritime navigation, divorcing it from the world market and from the
over-all picture of seaborne trade. The comparative ton and ton-
kilometer measures gave no indication of the importance to Poland of
maritime transport or the adequacy or role of the merchant fleet in
Polish seaborne trade.
The use of the ton-mile as a goal led, furthermore, to the extremely
uneconomical practice of stressing those routes where the most goods
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could be carried for the longest distances regardless of whether the
cargoes were high-freight-paying cargoes or the route was profitable.
As one Polish writer expressed it, "The statistics of natural indexes
were constructed for the 'society of the ton-mile' and they lost them-
selves in figures. In the meantime the shipowners of the capitalist
countries counted money." 195/
At the same time that the ton-mile measure was downgraded, the
maritime navigation industry opened out again into the world market
in which it belongs. The process began with widespread freight solici-
tation and is going on to plans to join international conferences, to
establish connections with foreign shipping lines and agents, to pub-
lish as well as to gather statistics on worldwide sea transport, and
to establish and publish a Polish Ship Register. 196/ It might be
noted that until recently maritime data and information concerning
policy and management were secret and that collection of such data was
considered a crime. 197/
Beyond using profit as a measure of the effectiveness of vessels,
there are still, of course, plans in terms of tons to be moved. The
emphasis, however, is on the broader measure of total goods moving in
and out of Poland by sea. The new traffic measure is the share of
this total carried by Polish vessels. Whereas the share in 1955-56
was 15 percent and in 1957 rose to 18.9 percent,* the goals have
been established at 25 percent by the end of 1960 and 50 percent in
1970. 129./
An attempt to estimate what these percentages of port traffic will
mean in terms of tons to be carried by the state-owned fleet depends
on what the levels of port traffic will be. Port traffic in 1957 was
only 14.2 million tons** but through March 1958 had increased 6 percent,
which, for the year, would be about 15 million tons. 199/ The goal
for 1960 port traffic ls 17 million tons, 222/ which would seem reason-
able in view of the upturn in 1958 and the 17 million tons achieved ?
In 1955. It also seems reasonable in view of the later plan announced
for 1970 of about 20 million tons 221/ and the planned increase to
4 million tons of tranait traffic to be carried in 1960 from the
2.5 million tons carried in 1957. An equal increase each year between
17 million tons in 1960 and 20 million tons in 1970 would result in
about 18.5 million tons in 1965. With these port traffic tonnages and
the share goals, the tons to be carried by the Polish-owned fleet
would be about as follows:
* See IV, A, 10 p. 27, above.
** See Table 10, p. 48) above.
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Cargo Tons Carried
by the Polish-Owned Fleet*
Year
Port Traffic
(Thousand Metric Tons)
Percent of Port
Traffic
Thousand
Metric Tons
1955
17,066
14.8
2,530
1956
15,525
14.9
2,313
1957
14,215
18.9
2,687
1960
17,000
25.0
4,250
1965
18,500
40.0**
7,400
1970
20,000
50.0
10,000
The planned increases in cargo tons compared with those in the
deadweight tonnage of the fleet are shown in the following index:
1955 = loo
Year Cargo Tons Fleet Deadweight Tons
1955
loo
100
1960
168
197
1965
292
364
1970
395
455
Because much new tonnage probably will be going, into the long-
distance lines, particularly the Far East and the South America lines,
and because the Poles hope to increase their carryings between foreign
ports about 300 to 400 percent by 1970, the greater increase in dead-
weight tonnage relative to cargo tons is understandable. 202/ Inter-
port carryings in 1957 amounted to 274,000 tons.
It should be remembered that cargo carried by vessels under the
Polish flag but presumably controlled by Chipolbrok is not included
in these figures. About 16 vessels totaling 152,000 DWT were in this
group on 31 December 1956, and at least 5 more totaling about 42,000 DWT
* See Methodology, Appendix B.
** The original 50-percent share of port traffic in 1965 was planned
on only 15 million tons of port traffic. Inasmuch as plans for fleet
tonnage have not changed but port traffic plans have risen, it is
estimated that not more than 40 percent can be carried.
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were added in 1957-58.* At the minimum average of 40,000 cargo tons
per vessel, it is estimated that these 21 vessels would account for
at least 840,000 tons a year. Any further vessels added for Chinese
account and the cargo which they carry would be over and above the
1960 plans for cargo and the fleet.
In 1957, Polish vessels accounted for 18.9 percent of Polish port
traffic. Attainment of present goals, which call for Polish vessels
to carry 25 percent of the traffic in 1960 and 50 percent in 1970,
would compare favorably with US experience. US-flag vessels in 1955
carried 22 percent of port traffic (including in-transit traffic), a
decrease from about 28 percent in 1953. 203/ US-controlled vessels,
however, would in time of emergency be able to carry far more of US
port traffic because there is more vessel tonnage in the inactive
reserve fleet than in the active fleet (see Table 15**) and a good
portion of the Liberian- and Panamanian-flag vessels is US owned.
By 1970) Poland plans to carry in its vessels 50 percent of its
port traffic and a correspondingly larger share of its foreign trade.
Achievement of these objectives would obtain for Poland not only a
strategic advantage politically but also a large saving in foreign
exchange presently paid out for sea transport services of the fleet
to foreign buyers. Furthermore, both the foreign exchange earned and
the foreign exchange saved will be almost all hard currency.
* See II, C, p. 14, above.
** Appendix A, p. 78, below.
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APPENDIX A
STATISTICAL TABLES
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Table 13
Growth of the Polish Merchant Fleet 2/
1949-58
Year 12/
One Thousand Gross Register Tons
and Above
Under One Thousand Gross Register Tons
Total
Number
of Vessels
Thousand
Gross Register
Tons
Thousand
Deadweight
Tons
Number
of Vessels
Thousand
Gross Register
Tons
Thousand
Deadweight
Tons
Number
of Vessels
Thousand
Gross Register
Tons
Thousand
Deadweight
Tons
1949
40
157.5
203.7
6
4.6
6.3
46
162.1
210.0
1950
49
175.7
239.5
6
4.6
6.3
55
180.2
245.8
1951
58
235.4
328.2
8
5.5
7.6
66
240.9
335.9
1952
61
248.5
345.8
9
6.o
8.3
70
254.4
354.1
1953
62
248.6
346.6
11
6.9
9.6
73
255.5
356.2
1954
67
269.7
380.2
13
8.2
11.3
8o
277.9
391.5
1955
70
290.0
408.4
15
9.0
12.3
85
299.0
420.7
1956
69
288.9
405.5
16
9.6
13.2
85
298.6
418.7
1957
80
356.3
500.0
17
10.6
14.3
97
366.9
514.3
1958 (June)
88 ?
390.8
550.1
17
10.6
14.3
105
401.4
564.4
a. Figures' compiled from Tables 16 and 17, pp. 79 and 97, respectively; below. Because of rounding, totals may not agree with the
sum of their rounded components.
b. As of 31 December except for 1956 figures, which are as of 30 June.
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Table 14 -
.Polish Merchant Fleet According to Official Polish Data, by Jurisdiction 2../
1949-56
State-Owned Fleet
Fleet Under CZ-PMH
Year SI
Number
of Vessels
Thousand
Gross Register
Tons
Thousand
Deadweight
Tons
Number
of Vessels
Thousand
Gross Register
Tons
Thousand
Deadweight
Tons
1949
45
159.3
206.8
45
159.3
206.8
1950
54
178.1
246.4
54
178.1
246.4
1951
65
N.A.
. 332.0
65
N.A.
332.0
1952
63
N.A.
280.0
58
173.1
23o.4
1953
64
N.A.
279.1
59
N.A.
230.1
1954
72
N.A.
311.5
66
N.A.
251.0
1955
76
241.6
330.8
69
194.8
260.9
1956
77
243.4
331.4
70
199.7
266.6
a. 20/
b. Included in state-owned fleet figures.
of the Polish Merchant Marine.
c. 31 December of each year.
CZ-PNH designates.the Central Administration
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Table 15
Growth of the World Fleet and Fleets of Selected Countries 21
1939,
1950, and 1957
1.
193912/
19502/
1957
Thousand
Deadweight
Inns
Thousand
Deadweight
Tons
Percent
of 1939
Thousand
Deadweight
Tons
Percent
of 1939
Percent
of 1950
World total, all flags.
80,601
107,215
133 ,
141,666
176
132
'Selected countries
USW
1.1,662
36,486
312
32,9001/
282
90
British Commonwealth of Nations
24,054
25,269
105
26,703
Tal
106
Liberia g/
0
710
13,172
1,855
Noma),
6,931
7,844
113
12,130
175
155
Panama gj
1,106
4,998
452
6,192
560
124
Japan
7,145
2,241
31
5,924
83
264
Italy
3,911
3,516
90
5,856
151
168
Netherlands
3,425
3,761
110
5,077
148
135
Prance
2,999
3,713
124
4,699
157
127
Germany, West
5,177
755
15
4,638
90
614
Sveden
2,033
2,759
136
4,145
204
150
USSR
1,597
2,5ee
162
3,505
221
137
Denmark
7,576
1,675
106
2,466
156
147
Greece
2,791
1,868
67
2,104
75
113
Spain
1,052
1,320
125
1,579
150
120
Argentina
268
982
366
1,171
437
119
Finland
826?
703
85
1,095
133
156
Brazil
542
828
153
1,072
198
129
Yugoslavia
376
328
87
482
128
147
Poland hi
101
239
237
500
495
209
a. 205/. Including seagoing vessels of 1,000 GRT and above.
b. 1 September.
c. 31 December.
d. 30 June.
e. Figures for 1950 and 1957 exclude 785,030 INT transferred, to the USSR under lend-lease and still remaining under the
Soviet flag.
f. Including 17,590,000 nn to the government-owned inactive reserve fleet, which is 53 percent of the total under the
US flag.
g. Flags of convenience.
h. 1 1 Figures for 1950 and 1957 are from Table 16, p. 79, below. Figures for 1950
and 1957 are as of 31 December. These differ from the figures given in Table 14, p. 77, above, because the latter are
believed not to include certain vessels which, although flying the Polish flag, are not owned by Poland.
-78-
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. Table 16
Vessels Added to the Polish Merchant Fleet, by Year
1949-58
Gross Register Deadweight Year
Tons Tons . Fuel Built Speed (Knots)
Vessel One Thousand Gross Register Tons and Above
1958, January-June
Total fleet, June 1958:
Acquired, 2/* 1958
SS Cieszyn )/
ss Kalisz b
ss Bielsko
ss Tczewb
MS Fryderyk Chopin
MS General Sikorski
ST Ornak 2/
ss Opole di
Total
88 390,824
550,055
,600
3,200
oil
1957
12.5
2,600
3,200
Oil
1957
12.5
2,600
3,200
oil
1957
12.5
2,600
3,200
oil
1957
12.5
6,600
10,500
oil
1957
16.0
6,600
10,500
on
1957
16.0
8;336
13,100
oil
1957
13.0
2,600
3,200
Oil
1958
12.5
34,536
'0,100
* Footnotes for Table 16 follow on p. 95.
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Table 16
Vessels Added to the Polish Merchant Fleet, by Year
1949-58
.(Continued)..
Vessel
Launched but not delivered
Gross Register Deadweight Year
Tons Tons Fuel Built Speed (Knots)
One Thousand Gross Register Tons and Above
MS Wladielaw Reymont
6,600
lo,50o
oil
1958
16.0
MS Krynica
4,500 s/
6,000
oil
1958
15.5
MS Polenice:
4,5o0 s/
6,000
oil
1958
15.5
MS Monte Cassino
45180
5,200
oil
1957
N.A.
Total
1957
19,780
27,700
Total fleet, December 1957:
80
356,288.
1499,955
Acquired, 1957
MT Beskidy 2/
3,320
4,200
Oil
1956
11.5
MS Boleslaw Bierut
6,674
10,500
oil
1956
16.0
MS Felix Dzierzinski 2/
12,812
12,635
Oil
1943 V
18.0
MS Florian Ceynowa
6,784
'10,530
oil
1957
16.0
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- - ?
Table 16
Vessels Added to the POlish Merchant Fleet, by Year
1949-58
(Continued) -
Vessel
Acquired, 1957 (Continued)
,
Gross Register Deadweight Year
Tons Tons Fuel Built Speed (Knots)
. -
One Thousand GrOss Register Tons and Above
ps Gniezno bi
2,568 3,200
011
1957
12.5
? MS Kapitan Kosko
6,629 10,530
011
1957
16.0
MT Kasprowy 2/
. 8,535 13,725
oil
1945
14.0
$S Katowice b ?
, 2,555 1,200
Oil
1957
12.5
MT Pieniny c
8,631 12,835
011
1941
13.0
? SS Slawno b
2,557 3,200
Oil
1957
12.5
MS Stefan Okrzeja.
_6,620 . 10,500
011
1957
.16.0
MT Tatry 2/Y
3,320' 4,200
oil
1957
11.5
SS Ustka bi
_ . .1,108._ . . 1,570,
Coal
a937
1/
10.8 .
MS Zeromski
,6;506 10,070
011
1957
15.5
" .
78 619_ _ - 110 895
Disposed of, 1957 si
MT Karpaty 2/
T.,
V
-? ?
75.89 9,630 ,
?
0.11,
1927
10.0
SS Kolobrzeg 11/
2,878 . 4,310 -
co/ii
1921
9.0
SS Wigry b/
1,795, 2,520
Coal
1915
t
10.5
Total
11,262 16)160
S-E-C-R-E-T
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Declassified in Part - Sanitized Copy Approved for Release 2013/06/20: CIA-RDP79R01141A001300010002-3
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Table 16
Vessels Added to the Polish Merchant. Fleet, by Year
1949-58
(Continued)
Gross Register Deadweight Year
Tons Tons Fuel Built Speed (Knots)
Vessel One Thousand Gross Register Tons and Above
1956
Total fleet, December 1956: .,69
Acquired, 1956
288 931
405,520
MS Marcell Nowotko
7,190
10,800
Oil
1956
16.0
MS Slowacki
5,262
8,030
Oil
1924
10.0
Total
122122
8' 830
1--2.---
Disposed of, 1956
MS Boleslaw Prus
4,528
8,300
Oil
1926
10.0
MS Stalowa Wola
3,13$
4,600
oil
1924
10.0
ST Wspolpraca 2/
5,873
8,800
oil
1921
10.5
Total 13,534 21,700
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Declassified in Part - Sanitized Copy Approved for Release 2013/06/20: CIA-RDP79R01141A001300010002-3
Table 16
Vessels Added to the Polish Merchant Fleet, by Year
1949-58
(Continued)
Vessel
1955
Gross Register Deadweight ? .Year
Tons Tons Fuel Built Speed (Knots)
One Thousand Gross Register Tons and Above
Total fleet, December 1955: 70
Acquired, 1955
290,013
408 390
SS Malbork 12/
2,588
3,160
Coal
1955
12.0
MS Malgorzata.Fornalska
8,396
9,785
Oil
1941
14.5
SS Pawel Finder
4,911
8,920
Oil
1948
10.5
MS Romuald Traugutt
6,726
9,925
Oil
1913
11.2 .
Total
22,621
31,790
Disposed of, 1955
SS Goplo hi
2,263
3,600
Coal
1898
8.5
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Declassified in Part - Sanitized Copy Approved for Release 2013/06/20: CIA-RDP79R01141A001300010002-3
Table 16
Vessels Added to the Polish Merchant Fleet, by Year
. 1949-58
(Continued)
Gross'Register Deadweight Year
Tons Tons Fuel Built Speed (Knots1
Vessel
One Thousand Gross Register Tohs and Above
1954
Total fleet, December 1954:
? -
Acquired, 1954
67 269,655
380,200
MS Boleslaw Prus
4,528
8,300
Oil
1926
10.0
MS-Edward-Eembowski
4,750_
9,205
Oii_
1941
14.0
MS Gdansk
2,668
4,06o
oil
1954
14.5
ss Gdynia hi
3,818 .
4,975
.Coal
1954
11.0
SS Marian Buczek
7,063
10,310
-Oil
1943
11.0
SS Szczecin bi
3,818
14,975 4,975
Coal
1954
11.0
_ .
Total
26,6145
41,825
Disposed of, 1954 .
- MS Prezydent Gottwald li
5,593
8,250
oil
1939
11.5 ,
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S-E-C -R-E-T
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Table 16
Vessels Added to the Polish Merchant Fleet, by Year
1949?58
(Continued)
'Vessel
GrossJiegister
TOns
Deadweight
Tons
'
Fuel
Year
Built
Speed (Knots)
One Thousand'Gross Register Tohs and Above
1953.
'Total'flee't, December 1953:
Actifulred; 1953 --1
62
2i8, 603
346, 625
MS Kopernik
2,665
4,060
.0i1
1953
14.5
ST Wspolpraca
5,873
8,800
oil
1921
10.5
Total
rdsposed_of, 195,3 .
8,538
12,860
ST Praca 11/
8 410
_12,02p
10.5
1952
Total fleet, December 1952:
61
248,475
S45785-
-
Acquired, 1952
?
SS Fryderyk Chopin 11/
8,024
10,180
Oil
1929
13.5
SS Kielce E/
2,352
3,330
Coal
1939]1./
12.5
ME, Nowa Huta2,684
4,065
Oil
1952
14.5
Total
13,060
17,575
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Declassified in Part - Sanitized Copy Approved for Release 2013/06/20: CIA-RDP79R01141A001300010002-3
S-E-C-R-E-T
Table 16 .
Vessels Added to the Polish Merchant Fleet, by Year
, 1949-58
(Continued)
Gross Register Deadweight Year
Tons Tons Fuel Built Speed (Knots)
Vessel One Thousand Gross Register Tons and Above
Disposed of, 1952
None
1951
\
Total fleet, December 1951: 58 235241,5
---..,...-----
328,210
Acquired, 1951
SS Braterstwo
MS Curie Sklodowska
MS Hugo Koliataj
SS Jednosc
SS Josef Wieczorek Li
MS Piast 17
MS,Pokoj
ST Praca 2/
7,841
4,351
3,755
7,022
1,971
3,184
4,958
8,410
11,780
7,770
6,885
10,280
2,525
2,890
9,065
12,020
Oil
oil
oil
Oil .
Coal
Oil
Oil
Oil
1917
1931
1945
1943 .
1951
1951
1945
1921
10.5
11.2
15.5
11.0
11.0
15.2
13.0
10.5
-
S-E-C-R-E-T
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Declassified in Part - Sanitized Copy Approved for Release 2013/06/20: CIA-RDP79R01141A001300010002-3
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Table 16
Vessels Added to the Polish Merchant Fleet, by Year
1949-58
(Continued)
Vessel
Gross Register
Tons
Deadweight
Tons
Fuel
Year
Built
Speed (Knots)
One Thousand Gross Register Tons and Above
Acquired, 1951 (Continued)
MS Przyjazn Narodow
8,876
10,130
o4
1937
15.5
SS Przyszlosc
7,218
10,535
Oil
1942
10.0
MS Warszawa
6,021
10,370
oil
1940
15.5
Total
63,607
914,250
Disposed of, 1951
SS Opole 1/
1,959
3,000
Coal
1944
10.2
SS Beniowsi 1/
1,912
2,500
01.1
1905
N.A.
Total
3,871
5,500
1950
Total fleet, December 1950:
49
172,679
2392,460
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Declassified in Part - Sanitized Copy Approved for Release 2013/06/20: CIA-RDP79R01141A001300010002-3
Table 16
Vessels Added to the Polish Merchant Fleet, by Year
1949-58
(Continued)
Gross Register Deadweight Year
Tots- Tons Fuel Built Speed (Knots)
Vessel
One Thousand Gross Register Tons and Above.
Acquired, 1950
SS Brygada Makowskiego 12/
1,945
2,610
Coal
1950
11.0
MS Elblag
1,284
1,710
Oil
1943 2/
13.5
MS General Bern
5,301
8,540
Oil
1940
15.5
SS Jaroslaw Dabrowski I/
3,219
3,115
Coal
1950
11.0
SS Jednosc Robotnicza12/
2,003
2,610
Coal
1950
11.0
SS Marchlewski
1,834
3,075
oil
1950 Ey
13.0
MS Mickiewicz
4,344
6,580
oil
1947
16.5
MS Mikolaj Rej
5,614
9,700
oil
1920
11.0
SS Pstrowski 12/
1,928
2,610
Coal
1950
11.0
SS Wroclaw
1,739
2,475 i
Coal
1935
12.5
Total
29,211
.43,025
Disposed of, 1950
MS Sobieski 2/ 2/
11,030
7,260
Oil
1939
17.0
1949
Total fleet, December 1949:
4o
157,4981_
203,697
- 88 7
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Declassified in Part - Sanitized Copy Approved for Release 2013/06/20: CIA-RDP79R01141A001300010002-3
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Table 16
Vessels Added to the Polish Merchant Fleet, by Year
1949-58
(Continued)
Aj
Gross Register Deadweight Year
Tons Tons Fuel Built Speed (Knots)
Vessel Under One Thousand Gross Register Tons
1958, January-June
Total fleet, June 1958: 17
Acquired, 1958
None
Disposed of, 1958
. ?
None
1957
10 ,586 14 300
Total fleet, December 1957: 17 10,586 14 ,300
Acquired, 1957
MS Liwiec 943 1,100 Oil 1956 11.7
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Declassified in Part - Sanitized Copy Approved for Release 2013/06/20: CIA-RDP79R01141A001300010002-3
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Table 16
Vessels Added to the Polish Merchant Fleet, by Year
1949-58
(Continued)
Gross Register Deadweight
Tons Tons Fuel Built Speed (Knots)
Vessel Under One Thousand Gross Register Tons .
1957 (Continued)
Disposed of, 1957
None
1956
Total fleet, December 1956:
Acquired 1956
MS Jastarnia
Disposed of, 1956
None
9;643
3,200 '
1
610 900 oil 1956 10.5
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Declassified in Part - Sanitized Copy Approved for Release 2013/06/20: CIA-RDP79R01141A001300010002-3
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Table 16
Vessels Added to the Polish Merchant Fleet, by Year
1949-58
(Continued)
Gross Register Deadweight Year
Tons Tons Fuel Built Speed (Knots)
Vessel Under One Thousand Gross Register Tons
1955
Total fleet, December 1955: 15 9,033 12,300
Acquired, .1955
MS Narew 213 315 Oil 1955 10.5
MS Prosna 613 725 Oil 1955 10.5
Total 826 1,0140
Disposed of, 1955
None
1954
Total fleet, December 1954: 13 8,207 11260
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Table 16 -
Vessels Added to the Polish Merchant Fleet, by Year
149-58
(Continued)
Gross Register Deadweight Year
Tons Tons Fuel Built Speed (Knots)
. Vessel Under One Thousand Gross Register Tons
1954 (Continued)
Acquired, :l95
MS Nogat
620
890
Oil
1954
10.5
MS Ncrtec
655
760
Oil
1954
10.5
. Total. 1,275 1
Disposed of, of, 1954
None
1953
Total fleet, December
?
1953: 11 6,932 246242
Acquired, 1953
MS Odra
, 14.811
650
Oil
1953
10.7
MS Pilica
481
660
Oil
1953
10.7
Total 1,310
S-E-C-R-E-T
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Declassified in Part - Sanitized Copy Approved for Release 2013/06/20: CIA-RDP79R01141A001300010002-3
4
Table 16
Vessel's Added to the'Polish Merehant Fleet, by Year
1949-58
(Continued)
?3 1 ??
; Vessel
Gross Register Deadweight Year
Tons Tons Fuel Built Speed (Knots)
s-
' Under One Thousand Gross Register Tons
195; (Continued)
r
Disposed of, 1953
None
1952
-- Total - fleet , December -1952 : -- 9 - - -5 , 967 8,300
. ?
Acquired, 1952
MS San
Disposed of, 1952
None
487 '4 c Oil 195
I..'QY1)
i-fr y?:r...4: ? ^%
._93,
S-E-C-R-E-T
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7-7
10.7
Declassified in Part - Sanitized Copy Approved for Release 2013/06/20: CIA-RDP79R01141A001300010002-3
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Table 16
Vessels Added to the Polish Merchant Fleet, by Year
1949-58
(Continued)
Vessel
Gross Register Deadweight
Tons Tons
Fuel
Year
Built
Speed (Knots)
Under One Thousand Gross Register Tons
1951
Total fleet, December 1951:
Acquired, 1951
8
5,48o
7,65
MS Dunajec
436
66o
oil
1951
10.7
' MS Nysa
489
695
oil
1951
10.7
Total
222
1,355
Disposed of, 1951
None
1950
Total fleet, December 1950:
6
? 4,555
6,290
S-E-C-R-E-T
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Declassified in Part - Sanitized Copy Approved for Release 2013/06/20: CIA-RDP79R01141A001300010002-3
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Table 16
Vessels Added to the Polish Merchant Fleet, by Year
1949-58
(Continued)
Gross Register Deadweight Year
Tons Tons Fuel Built Speed (Knots)
Vessel Under One Thousand Gross Register Tons
1950 (Continued)
.Acquired, 1950.
. None .
Disposed of, 1950.
.None
1949 - -
Total fleet, December 1949: 6
4,555 6,290
a. The date of acquisition for-a newly built vessel-is that date on which the vessel either_
is delivered to the operating company or begins active service, whichever is known.
b. Bulk carrier.
c. Tanker. . .
d. Lloyd's Register lists the gross tonnage at 5,547, but-in view of the 6,000 DWT it has
been considered preferable to assign an estimated lower gross tonnage until more is known
about the vessel.
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Declassified in Part - Sanitized Copy Approved for Release 2013/06/20: CIA-RDP79R01141A001300010002-3
-- ?
-
, Table 16
y
VeZ'delS Added to the Polish Merchant Fleet,' by'Year'
1949-58
(Continued)
LY
e. Refrigerator facilities. --
f... Salvage completed in 1957. r
g. Withdrawn from service'tor Scrappin. '
h. Believed to have been scrapped.
i. Seized by the Chinese Nationalists.
j., Name changed in 1957 to the Easzuby.
k. Salvage completed in 1952.
1. Turned over,to the Polish Navy.
m. Salvage completed in 1950.
n. Keel laid in 1944, launched in 1948 as the Oli_a_jia completed in 1950.
o. Passenger vessel.
p., Transferred to the Soviet-flag fleet.
-
7 96 7
S-E-C-R-E-T
'
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-
S-E-C-R-E-T
Table 17
Inventory of the Polish Merchant Fleet
, 31 December 1957
. . .
Nesse1.1
Gross Register Deadweight
Tons Tons
Year
Fuel Built
Speed (Knots)
One Thousand Gross Register Tons and Above
k.J
, ?
?
SS Baltyk
6,984
10,255
Oil
1942
10.5
MS. Batory 2/*
14,287
5,610
Oil
1936,
18.0-
MT Beskidyhj
3,320
4,200
Oil
1956
16.o
SS Bialystok.
7,173
10,500
Oil
1942'
11.0?
MS Boleslaw:Bierut
6,674
10,500
Oil
1956
16.0 ,
SS Braterstwo
7,841
11,780
Oil
19174
10.5 ?
SS BrygadagMakowskiego Ei
.1,945
2,610
Coal
1950,
11.0 ?
SS Bytom
5 967
8,770
Coal
1942
11.0
? _
. - -
1
'
'I 4A ,
14
'Jt
4
MS Curie Sklodowska
4,351
-----3,649----
7,770
oil
1931
11.2
-.
MS Czech
3,200
oil.,
1934V
r 15:5k
)-
MS Edward Dembowski
4,750
9,205
Oil
1941
14.0
MS Elblag
-1,710-
--1943-27
MS Felix Dzierzinski (27
12,812 r
?
12,635 ,
Oil
1943 1/
18.0
MS Florian Ceynowa
6;784 ,
10;530
- Oil
-
1957
16.0
Footnotes for Table 17 follow on p. 103.
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S-E-C-R-E-T
Table 17
Inventory of the Polish Merchant Fleet
31 December 1957
(Continued)
Vessel
Gross Register Deadweight
Tons. Tans
Fuel
Year
Built
Speed (Knots)
One Thousand Gross Register Tons and Above
MS Gdansk 2V
2,668
4,060
oil
1954
14.5
ss Gdynia 2/
3,818
4,975
Coal
1954
11.0
MS General Bern
5,301
8,540
Oil
1940
15.5
MS General Walter
4,716
6,720
Oil
1943
16.0
SE Gliwice
1,446
2,220
Coal
1938
9.0
SS Gniezno
2,568
3,200
Oil
1957
12.5
SS Hel
1,076
1,570
Coal
1935
12.0
MS Hugo Kalla-6aj
3,755-
? 6,885"
011
1945
15.5
_
SS Jaroslaw Dabrowski 27
3,219
3,115
Coal
1950
11.0
SS Jednosc
-7,022
10,280
Oil
1943
11.0
SS Jednosc Robotnicza2V
2,003
2,610
Coal
1950
11.0
MS Kapitan Kosko
6,629
10,530
oil
1957
16.0
MT Kasprowy b
8,535
13,725
oil
1945
14.0
SB Kaszuby
8,024
10,180
oil
1929
13.5
SB Katowice
2,555
3,200
oil
1957
12.5
_98-
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S-E-C-R-E-T
Table 17
Inventory of the Polish Merchant Fleet
31 December 1957
(Continued)
Vessel
Gross Register Deadweight
Tons Tons
Fuel.
Year.
Built
Speed (Knots)
One Thousand Gross Register Tons and Above
SS Kielce 2/
2,352
3,330
Coal
1939 hi
1275
SS Kilinski
7,697
10,890
oil
1944
17.0
SS Kolno 2/
2,660
3,260
Coal
1936
10.5
MS Kopernik 2/
2,665
4,o6o
oil
1953
14.5
SS Kosciuszko
7,706
10,395
Oil
1939
14.5
SS Krakow 2/
2,018
3,000
Coal
1926
9.0
SS Kutno c
2,361
3,400
Coal
1925
9.5
SS Lech 1/.
1,573
2,145
Coal
1934
9.0
MS Lechistan
1,898
3,290
Oil
1929
12.0
MS Levant
1,958
3,290
Oil
1930
12.0
SS Lublin 1/
1,324
2,000
Coal
1932
12.5
SS Malbork 2/
2,588
3,160
Coal
1955
12.0
MS Malgorzata Fornalska
8,396
9,785
oil
1941
14.5
MS Marceli Nowotko
7,190
10,800
oil
1956
16.0
ss Marchlewski
1,834
3,075
oil
1950
13.0
ss Marian Buczek
7,063
10,310
Oil
1943
11.0
MS Mickiewicz
4,344
6,580
oil
1947
16.5
99 -
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S-E-C-R-ErT
Table 17
Inventory of the Polish Merchant Fleet
31 December 1957
(Continued>
Vessel
Gross Register Deadweight
Tons Tons
Fuel
:Year
Built
Speed (Knots)
One Thousand Gross Register Tons and Above
MS Mikolaj Rej
5,614
9,700
Oil
1920
11.0
SS MOrska Wola
3,338.
4-,6201
oil
1924
9.5
SS Narvik
7,044-
10,585
oil
1942
10.5
MS NoWd Huta 21/
2,684
4)065
oil
1952
14.5
SS Olsztyn
1,877
3,195
Coal
1944
10.5
SS Pawel Finder
4,911
8,920
,
Oil
1948
10.5
MS Mast
3,184
2,890
oil -
1951
15.2
MT Pieniny hi
MS Pokoj
8,631
-4,958
12,835
9,065
oil
oil
1941
1945
13.0
13.0
SS Poznan si
MS PrzyjaziOlarodow 1/.
2,050
8,876
- 3,030
10,130
coal
oil
1926
1937
8.0
15.5
SS Przyszlosc
7,218
10,535
Oil
1942
10.0
SS Pstrowski 2/
SS Puck
1,928
1,166
: 2,610
. 1,495
Coal
Coal
1950
1949
11.0
11.7
SS Pulaski
7..,083
10,220
Oil
1928
13.5
SS Rataj
1,340
1,640
Coal
1906
8.0
MS Romuald Traugutt
6,726
9,925
oil
1913
11.2
100 -
S-E-C-R-E-T
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Declassified in Part - Sanitized Copy Approved for Release 2013/06/20: CIA-RDP79R01141A001300010002-3
S-E-C-R-E-T
Table 17
Inventory of the Polish Merchant Fleet
31 Decedber_1957
(Continued)
Vessel
Gross Register Deadweight Year
Tons Tons Fuel Built Speed (Lots)
One Thousand Gross Register Tons and Above
SS Slask
1,402
1,540
Coal
1932
12.0
$S Slawno
2,557
3,200
Oil
1957
12.5
MS Slowacki
5,262
8,030
oil
1924
10.0
SS Soldek 2/
MS Stefan Okrzeja
2,045
6,620
2,610
10,500
Coal
oil
1949.
1957
11.0
16.0
SS Szczecin 2/
3,818
4,975
coal
1954
11.0
MT Tatry
3,320
4,200
oil
1957
11.5
55 Tobruk
7,049
10,595
oil
1942
11.0
SS Torun
1,985
3,010
Coal
1926
9.0
1,570
Coal
-1937
lo.8
SS Ustka 2/
_ _ 1,108--
B/
MS Warszawa 11/
- --6,021----
10,370
Oil-
19110,_
15.5
MS Warynski
4,341
6,860
oil
1936
13.5
ss Wieczorek 2/
1,971'
2,525
Coal
1953
11.0
ss Wielun 2/
-2,028
3,010
Coal
-1926
9.0
SS Wisla
3,105
5,100
Coal
1928
11.0
SS Wroclaw
1,739
2,475
Coal
1935
12.5
MS Zeromski I/
' '6,506
10,070
- oil
1957
15.5
Total
356,288
499,955
-101 -
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Table 17
Inventory of the Polish Merchant Fleet
31 December 1957
'
(Continued)
Vessel
Gross Register Deadweight
Tons Tons
Fuel
Year
Built
(Knots)
.Speed
Less Than One Thousand Gross Register Tons
MS Bug
500
645
Oil
1939
10.0
MS Dunajec
436
66o
oil
1951
10.7
MS Jastarnia 1/
610
900
Oil
1956
10.5
MS Liwiec
943
1,100
Oil
1956
11.7
MS Mazury
909
1,290
Oil
1948
11.0
MS Narew
213
315
oil
1955
10.5
MS Nogat
620
890
oil
1954
10.5
MS Notec
655
760
Oil
1954
10.5
MS Nysa
489
695
Oil
1951
10.7
MS Odra
484
65o
oil
1953
10.7
MS Oksywie
768
1,010
Oil
1938
N.A.
MS Pilica
481
660
-oil
1953
10.7
MS Prosna
613
725
Oil
1955
10.5
MT Rysy 12/
759
1,025
oil
1942
8.5
Ms San
487
655
Oil
1952
10.7
MT Turnia 12/
666
1,030
oil
1944
8.5
MS Warmia
953
1,290
oil
1948
11.0
Total
10,586
114,300
Grand total
366,874
514,255
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-E-C-R -E-T
, Table 17
Inventory of the Polish Merchant Fleet
31 December 1957
(Continued)
a. Passenger.
b. Tanker.
c. Bulk carrier.
d. Refrigerator facilities.
e. Salvage completed in 1950.
f. Salvage completed in 1957.
g. Name changed in 1957 (ex-Fryderyk Chopin).
h. Salvage completed in 1952.
i. Supply ship for fishing fleet.
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.
S-E-C-R-E-T
Table 16
Characteristics of the World Fleet and Fleets of Selected Countries
July 1957
Percent
Propulsion
Fuel
Age Distribution
Under
5 Years
5 to 9
Years
10 to 14
Years
15 to 19
Years
20 to 24
Years
25 Years
and More
Motor
Steam Oil
Coal
World total, all flags
37
63 92
8
22
16
34
10
3
15
us 12/
4
96 99
1
4
2
73
18
Negligible
2
British Commonwealth 2/
43
57 94 5/
6 st
22
20
29
11
6
12
Liberia
13
87 99
1
51
10
30
4
1
4
Norway
85
15 99
1
38
32
12
6
4
8
Panama
20
80 98
2
15
15
37
9
2
22
'Japan
51
49 90
10
31
31
21
3
3
10
Jtaly
42
. 58 ? 98
2'
22
8
33
8
2
26
Netherlands
58
, 42 99
1
28
16
25
14
5
12
Fiance
52
. 118982
26
31
26
5
4
8
- Germany g/ ,
73
27 C " 93
. 7
48
21
5
4
5
17
Sweden
85
. 15 95'
5
33
20
21
6
4
15
USSR '
36
70 60
40
14
5
12
5
6
57
,Denmark
90.
10 97
3
36
27
14
4
5
13
. Greece
22
78 97
3
19
2
50
7
2
20
Spain- ?
45
55 73
27
20
10
9
2
2
57
-Argentina
43
57 96
4
Si
34
32
2
2
29
Finland
46
54 73
27
18
11
8
9
2
52
1-Brazil
42
58 80
20
7
27
26
1
1
38
Yugoslavia
44
56 74
26
29
13
9
5
3
41
Poland 2/
54
46 83
17
21
8
17
24
11
19
a. 207/. Including vessels of 100 gross register tons and above entered in Lloyd's Register. Percentages are calculated on gross
register tonnage and may not add to 100 because of rounding. ? -.
b. Excluding Great Lakes vessels. ,
c. Possibly including some Canadian Great Lakes vessels.,
d. Believed to exclude the very small East German fleet. Even if this fleet is included, percentages would not be disturbed.
e. As of 31 December 1957. Figures are based on Table 17, p. 79, above, and do not include auxiliary vessels as do all other
figures in this table. If auxiliaries were included, as in Lloyd's Register only about 42 percent would be motor vessels and
about 72 percent oil-burning vessels.
- 104 -
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Table 19
Areas of Operation of the Polish Merchant Fleet !!/*
1956-57
Area.
October 1956
-October 1957
Number
of Vessels
Deadweight
Tons
Number
of Vessels
Deadweight
Tons
Far EaSt route '
?
Scheduled
16
156,820
22
222,080
Nonscheduled
10
98,015
3
21,035
Total
26
254,835
25
2143,115
India as terminal
Scheduled
1
5,610
3
28,865
Nonscheduled
1
10,595
0
0
Total
2
16,205
3
Southeast Asia, Commu-
nist China, and Japan
as terminal
_
.8_2861
Scheduled
15
151,210
19
193,215
Nonscheduled
. 9
87,420
3
21,035
Total
24
238,630
22
2114,250
Near East and Black Sea
route
. .
Scheduled
3
14,905
5
17,780
Nonscheduled
7
27,640
4
33,430
- Total
?.16
142,5145
2
51,210
* Footnotes for Table 19 follow on p. 107.
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Declassified in Part - Sanitized Copy Approved for Release 2013/06/20: CIA-RDP79R01141A001300010002-3
S-E-C-R-E-T
Table 19
Areas of Operation of the Polish Merchant Fleet 2/
1956-57
(Continued)
October 1956
October 1957
Area
Number
of Vessels
Deadweight
Tons
Number
of Vessels
Deadweight
Tons
South America route
Scheduled
Nonscheduled
7
35,260
0
9
0
53,765
0
Total
35,260
2
53,765
North America route
Scheduled
0
0
1
5,610
Nonscheduled
0
0
3
30,235
Total
0
4
35,845
Baltic, Europe, h/ and the
UK
Scheduled
15
16,470
19
24,420
Nonscheduled
20
50,805
19
53,180
Total
35
67,275
38
77,600
Baltic service only
Scheduled
5
3,320
7
6,810
Nonscheduled
9
25,300
15
43,265
Total
14
8,620
22
50,075
Europe service only
Scheduled
5
7,645
5
7,785
Nonscheduled
6
13,100
3
8,345
Total
11
20,745
8
16,130
- 106 -
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S-E-C-R-E-T
Table 19
Areas of Operation of the Polish Merchant Fleet al
1956-57
(Continued)
October 1956
October 1957 -
Number
Area of Vessels
Deadweight
Tons
Number
of Vessels
Deadweight
Tons
UK service only
Scheduled 1
Nonscheduled 0
Total 1
890
0
890
2
1
3
5,260
1,570
6,830
_
Triangular service 1/
Scheduled 4
4,615
5
4,565
Nonscheduled 5
12,405
o
o
Total 9
17,020
5
4,565
Out of service 1/ 7 !/
27,955
5 ly
9,345
Total
Scheduled 41
23,455
56
323,655
Nonscheduled 37
176,460
29
137,880
Total in operationifli
399,915
85
461,535
Out of service 7
27,955
5
9,345
Grand total 85
427,870
22
!470,880
a. The 1957 figures do not include the three supply ships for the fish-
ing fleet: the Kaszuby, the Morska Wola, and the Jastarnia. The 1956
figures include the Jastarnia, as it was temporarily in commercial-
service, but exclude the Kaszuby and the Morska Wola.
b. Gdynia-Antwerp range.
c. Serving 2 or all 3 of the areas.
d. As nearly as can be determined.
e. Including the Wspolpraca, which was awaiting sale for scrap; the
Kolobrzeg, which was last seen in Kattegat Sound bound north on 25 Septem-
ber, possibly for tramp service in Soviet Arctic ports; and the Narew,
which probably was in Polish coastal service. The rest are believed to
have been under repair.
V. Including the Wigry and the Turnia, which probably were In Polish
harbor or coastal service. The rest are believed to have been under repair.
- 107 -,
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S-E-C-R-E -T
Table 20
Merchant Vessels Operating Under the Polish Flag, by Area
October 1957
Scheduled
Vessel '
Far East route
Deadweight .
Tons
Nonscheduled
Vessel
Deadweight
Tons
SS Baltyk
10,255
mr Beskidy
4,200
SS Bialystok-
10, 500 21*
Ms Felix Dzierzinski
12,635
MS Boleslaw Bierut
10,500
mr Tatry
4,200
SS Braterstwo
11,780
SS Bytom
8,770
MS Curie Sklodowska
7,770 2/
SS Jednosc
10,280
SS Kilinski
10,890
SS Kosciuzko
10,395
MB Malgorzata Fornalska
9,785
MB Marceli Nowotko
10,800
SS Marian Buczek
10,310
MB Mikolaj Rej ?
9,700
$S Narwik
10,585
SS Pawel Finder
8,920
MS Pokoj
9,065
MS Przyjazn Narodow
10,130
SS Przyszlosc
10,535
SS Pulaski
10,220
MB Romuald Traugutt
9,925
SS Tobruk
10,595 LI/
MS Warszawa
10,370
_ Total
222,080
Total
21-035
Near East and Black Sea
route
.
MS Gdansk
4,060
MT Karpaty
9,630
MB Lechistan
3,290
MT Kasprowy
13,725
MS Lewant
3,290
SS Szczecin
4,975
SS Marchlewski
3,075
SS Wisla
5,100
MS Nowa Huta
4,o65
Total
17,780
Total
33,430
* Footnotes for Table
20 follow on p.
- 108
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Table 20
'Merchant Vessels Operating Under-the.Polish Flag; by Area
October 1957-
(COhtinued)
Scheduled
Nonscheduled
Vessel
Deadweight-.
Tons
Vessel
Deadweight
Tons
South America route
MS Czech
MS General Bern
MS General Walter
MS Hugo Kollataj
MS Kopernik
%MS Mickiewicz
MS Piast ?
'MS Slowacki ?
MS Marynski ?-?
.?--Total
3,200
8,540
6,720
6;885 4,060
.6,580
-2;890
8O30
-6,86o
53,765
North America route
.MS Batory .,
5,610
MS .Edward Dembowski...
9,205
MS Kapitan Kosko
MS Stefan Okrezeja
.10,530
:- 1o,500
-e,
?
Total
30,235
Baltic, Europe, hi and the
UK
Baltic service only
..H
MS Bug
645
SS Brygada Makowskiego
2,610
MS Dunajec
66o
SS Gdynia
4,975
MS Oksywie
1,010
SS Jednosc.Robotnicza
2,610
MS Pilica
660
SS Kielce
3,330
ss Rataj
1,640
SS Krakow
3,000
,ms San
655
SS Kutno
3,400
ss Slask
1,5140
SS Malbork
3,160
SS Olsztyn
3,195
SS Poznan
3,030
.--109 -A
? J-
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Declassified in Part - Sanitized Copy Approved for Release 2013/06/20: CIA-RDP79R01141A001300010002-3
S -E -C -R -E -T
Table 20
Merchant Vessels Operating Under the Polish Flag, by Area
October 1957
(Continued)
Scheduled Nonscheduled
Vessel
Baltic, Europe, hi and
the UK (Continued)
Baltic service only
(Continued)
Deadweight
Tons
Vessel
? Deadweight
Tons
SS Prosna
?
725
SS Pstrowski
2,610
SS Soldek
2,610
SS Torun
3,010
SS Wieczorek
2,525
SS Wroclaw
2,475
Total
6,810
Total
43,265
Europe service only
MS Elblag
1,710
SS Kolobrzeg
4,310
SS Lublin
2,000
MT Rysy
1,025
MS Mazury
? 1,290
SS Wielun
3,010
SS Puck
1,495
MS Warmia
1,290
Total
7,785
Total
8,345
UK service only
SS Jaroslaw Dabrowski
SS Lech
3,115 SS Ustka 1,570
2,145
Total .5,260
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Table 20'
Merchant Vessels Operating Under the Polish Flag by Area
October 1957
(Continued)
Scheduled
Nonscheduled
Vessel
Deadweight Deadweight
Tons Vessel Tons
Triangular service sI
SS Hel
1,570
MS Nogat
890
MS Notec
760
MS Nysa
695
MS Odra
650
Total
4,565
Out of service
SS Gliwice
2)220
SS Kolno
3,260
MS Narew
315
MT Turnia
1,030
. SS Wigry
2,520
Total
9,345
a. India as terminal.
b. Gdynia-AntWerp range.
c. Serving 2 or all 3 of the routes in the subject area.
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Table 21
Freight Traffic Performance of the Polish Merchant Fleet a
1949-57
A.
Total merchant s/
Unit
1949
1950
,222.-
1953
1984
19O;
? It6
1957
Cargo carried
Thousand metric tons
1,785
2,380
3,481
3,753
2,072
2,615
3,03.
2,930
'3,397
Ton-miles performed
Million ton-miles
3,417
4,870
10,100
9,246
8,889
6,745
8,539
' 9,350
10,611
Average length of haul.
Nautical miles
1,914
2,038
2,901
2,464
3,095
2,579
2,823
1 3,205
: 3,124
B.
State-owned fleet 91/
'
Cargo carried
Thousand metric tons
1,761
2,247
2,704
2,988
2,699
2,613
3,023
2,795
Ton-miles performed
Million ton-miles
3,407
4,307
7,128
6,858
8,176
6,739
8,535
' 9,258
Average length of 4441
Nautical miles
1,935
1,917
2,636
2,295
3,029
2,579
2,829
i 3,912
C.
Difference between total fleet and
state-owned fleet sor
Cargo carried
Thousand metric tons
24
143
77
765
173
2
0
135
Ton-mlies performed
Million ton-miles
10
563
2,972
2,388
713
6
0
132
Average length of bail
Nautical miles
417
3,937
3,825
3,122
4,121
3,4500
0
978
0.
Fleet of enterprises under Cl-ROE
Cargo carried
Thousand metric tons
1,761
2,247
2,854
2,627 ?
2,501
2,355
2,726
2,485 .
2,961
Ton-miles performed
Million ton-miles
3,427
4,327
5,455
5,235
6,028
4,926
5,809
6,391
7,145
Average length of 44s1
Nautical miles
. 1,935
1,917
2,136
1,852
2,410
2,092.
2432
2,572
2,413
Difference between state-coned
fleet and Cl-am fleet g/
;
Cargo carried
Thousand metric tons
o
o
150
161
198
258
298
310
Ton-miles performed
Million ton-miles0
0
1,673
1,623
2,148
1,813
2,726
2,267
Average length of hela
Nautical miles
0
0
11,153
10,081
10,848
7,027
. 9,148
9,248
a.206/
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c. Not including the performance of certain vessels on the Far Eaet route which, although flying the P01144 flag, are not owned. by Poland. They are believed to ire owned by Ccemniat
China.
d. Included in A.
e. This category of vessels which are claimed as part of the Poll" fleet but not claimed as state-owned might be taken on first consideration to be privately owned vessels, but so
far as is knovn, there were not enough privately owned vessels since nationalization in 1949 to carry the magnitudes involved. It is believed instead that these are vessels which were
Inovboat-chartered by Poland. They might yell Include mainly vessels built or purchased for China but operated first under charter in the Polish-flag service.2?1/1 In 1956, several
such vessels were operated in the Baltic ares before delivery to China, ?.I.J.2 which would account for the low 1956 average length of hail. In the earlier years, 1950-53, this category
might include some of the larger vessels purchased for Chipelbrok but bareboat-chartered first by Poland. Tons and ton-miles are derived by subtracting Bjfram A. Average length of
haul is not the result of subtraction but is a calculation from tons and ton-miles.
f. L-6-18M designates the Central Administration of the Polish Merchant !derive, a section of the Ministry of Navigation. This group of vessels includes those which were under the
control of, or direction of the CZ-EMS. These figures are included in A and B, above. '
g. It is probable that the difference show here between the state-owned fleet and the fleet under CZ-Thai represents the performance of those vessels of the Polish Ocean Lines which
were assigned to the Chipolbrok. ay The line to China began in late 1950 and early 1951. Tons and eon-miles are derived by subtracting 0 from B. Average length of boil is not a
result of subtraction but is a calculation from tons and ton-sties:
?
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Table 22
Areas of Shipment, of Cargo Carried by CZ-PMH Li/ Vessels b/
1949-57
Range
Ocean
European
Baltic
Total
Direction of traffic
Betveen Polish and foreign ports
Import
Expert
Subtotal
Betveen Polish ports
Betveen foreign porta
Total
Unit
1949
1950
1951
1952
1953
1954
1955
1956
1957 A/
Thousand metric tons
Million ton-miles
Thousand metric tons
Million ton-miles
Thousand metric tons
Million-ton-miles
Thousand metric tone
Million ton-miles
Thousand metric tone
Million ton-miles
Thousand metric tone
Million toe-miles
Thousand metric tons
Million ton-miles
Thousand metric tons
Million ton-miles
Thousand metric tons
Million ton-miles
Thousand metric tons
Million ton-miles
191
1,141
1,304
2,116
266
150
251
1,832
1,093
1,968
903
507
462
3,431
782
1,330
1,310
694
2,554
354
2,886
1,124
1,635
1,349
714
2,827
436
4,238
945
1,222
1,120
568
320
2,991
sea
1,381
1,051
554
432
3,363
1,170
1,823
1,123 A/
623
M"1212
1,293
2,645
1,159
2,303
2 1
_,_
507
4,449
1,070
1,432
908
510
6,391
613
4,710
1,148
1,761
1,200
674
21
663
1,440
853
1,360
1,3pie:os
5,455
1,239
2,439
899
1,560
2,138
5,235
kd230.
1,187
2,798
1,080
2,469
1,7
1L5
7,1,15
1,084
1,873
863
1,619
1,947
1,444
2,318
1,074
2,025
P.51148
1,1_1
26
2
283
890
as
2,312
1,018
2,255
1,136
2,093
2,154
4.346
1,175
2,534
1.042
2,779
2.217
1,503
3,316
1,122
2,594
2,625
22_
62
8
203
599
1 61
IL_22
25
5
275
810
a 2,va
la
1222
73
13
343
1,443
1.22
likil
18
2
216
759
1221
6 028
5 968
5.1;
220
1,073
A212
1391
5,9:;
775
1,234
1.41
39 39
2 2
162 234
576 859
?-12 lin
lan
142
a. CZ-PYA designates the Central Administration of the Polish Merchant Marine.
d. One of the components of this figure in the original vas 986, vhich is believed to have been a misprint. It van changed to 969
in order that the totals should match.
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APPENDIX B
METHODOLOGY
Where individual figures have been estimated, the method of arriving
at that figure has been explained in footnotes.
1. Fleet.
Data on merchant fleets other than Polish have been gathered from
Lloyd's Statistical Survey and Lloyd's Register and from, publications
of the US Maritime Administration. Data on the Polish fleet are based
on a compilation by this office vessel 50X1
by vessel, as presented in the statistical tables in this report. 50X1
In comparisons of world fleets and discussions of the growth snd
composition of the Polish fleet, all merchant vessels flying the Polish
flag have been included except those en route for delivery to Communist
China.
In discussions of fleet plans, however, as well as performance
of the Polish fleet (in tons carried and ton-miles performed), it has
been necessary to distinguish constantly between (a) the Polish-owned
vessels which are under Polish control, (b) the Polish-owned vessels
which are under the control of the Chinese-Polish Shipbrokers Corpora.-
tion (Chipolbrok), and (c) the vessels which fly the Polish flag but
are not Polish-owned. Al]. Polish plans for the fleet consistently use
the figure of 331,000 DWT for the 1955 fleet, which matches that of the
state-owned fleet given in Table lit,* and the total fleet plans are
therefore assumed not to include those vessels which fly the Polish
flag but which are owned by some other entity than the.POlish govern-
ment, presumably Communist China.
2. Fleet Performance.
In discussions of performance of the fleet the conclusion has been
drawn that at least the cargo carried by ships not owned by Poland is.
not included. Quoted percentage figures of share of port traffic have
been vague and seemingly inconsistent, so that within the stateowned
.group of vessels it is not always immediately apparent whether it is
* P. 77, above.
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the performance of the total Polish-flag group which is referred to or
only the group under the control of CZ-PMH, the Central Administration
of the Polish Merchant Marine. For example, one Italian publication in
October 1956 stated that in 1955 vessels under the Polish flag or ves-
sels chartered by the Polish state carried barely 16.6 percent of the
goods entering or leaving Poland by sea. 216/ A Polish publication of
November 1956 (the article probably was written earlier in 1956 to be
published in November) stated that "at present the fleet services barely
one-sixth (16.6 percent) of the cargo passing through Polish ports." 217/
50X1
The various percentage . 50X1
figures would work out as follows in thousand metric tons):
Percent
Thousand Metric Tons
of Port Traffic
..1955
1956
16.6 -
-2,833
2,577
15.0
2,560
2,329
An examination of data on fleet performance in Tables 21 and 22* shows
that only-one-possible combination-of figures will match the above and
be consistent.-:This combination is the figure from the breakdown in
Table 22 for total ions carried (by the CZ-PMH fleet) between Polish
and foreign ports and tWice the tons-Carried between Polish ports.
(This figure-is-added twice because, as it is both loaded and discharged
in Polish porta, it would be counted twice in the total port traffic
figure.) The results of this-Combination in 1955 and 1956-are as follows
(in thousand metric, tons): -:
19551'
.2,452
+-39 Lv39 =
2,530
= 14.8 percent of 17,066 (port traffic)
1956:
2,217
+ 48 + 48 =
2,313
= 14.9 percent of 15,525 (port traffic)
. _ .
The assumption then proceeded upon was that in computing share of
port traffic:the Poles used-approximately the?above formula and included,
therefore, only carried-by Polish-controlled vessels.and.not cargo
carried by Polish-owned- vessels under the control of Chipolbrok Or by
the.Polish,flag.vessels presumably owned by Communist- China.. Ihis worked
reasonably well until: two. more.Polish statements were received concerning
* Pp. 112 and 113, respectively, above.
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1957 traffic. The first statement said unequivocably, and in the English
language, in the Polish journal Technika i gospodarka morska for March
1958 that the "Polish fleet's share in the total turnover of Polish ports
amounted in 1957 to some 18.9 percent." 219/ This 18.9 percent of the
1957 port traffic figure of 14,215,000 tons would be 2,687,000 tons. This
would fit exactly all but one step of our formula, as seen in Table 22 --
that is, traffic between Polish and foreign ports, 2,625,000 tons, plus
traffic between Polish ports, 62,000 tons. The step left out is the
counting twice of traffic between Polish ports, but the assumption that
the only cargo counted is that carried by the CZ-PMH fleet is still valid.
A report in the issue of Trybuna ludu for 23 April 1958 gives a fleet
performance in the first quarter of 1958 by the "Polish Navigational
Enterprises" as 756,052 tons and a total port traffic figure of 3,266,000
tons and states that the Polish Merchant Marine carried 23.4 percent of
the cargo which went through Polish ports. 222/ In the issue of the
Polish Statistical Bulletin for May 1958 a figure of 786,100 tons is
given as the tons carried by the total merchant fleet during the first
quarter of 1958, with the footnote that this is cargo carried by state-
owned vessels and chartered vessels (presumably time-chartered). The
figure corresponds to the previous yearly totals shown in Table 21 under
Total Merchant Fleet. 221/ These 786,100 tons amount to 24.1 percent
of port traffic. On 20 or 21 July 1958 a newspaper statement by Minister
Darski claimedethat "the present share of the Polish fleet in total ship-
ments is 24.1 percent." 222/ The first figure of 756,052 tons may well
be the carryings of the state-owned fleet only, and the figure of
786,100 tons the carryings of the total merchant fleet as defined by
the Poles, the difference of 30,000 tons being carried by time- or
bareboat-chartered vessels. Although the 756,052 tons in the Trybuna
ludu report comes to only 23.1 percent of port traffic (which was given
in the same report) instead of the stated 23.4 percent, the discrepancy
does not change the conclusion. It would seem that 1958 calculations
of share of port traffic have been made on at least total state-owned
fleet carryings, including foreign interport cargo, rather than on only
the carryings in and out of Polish ports. In the later report by
Minister Darski it would seem that the calculation of share of port
traffic results from use of the performance of the total merchant fleet
corresponding to the figures in Table 21. There may be two explanations
for this change in the base for calculations: first, that the breakdown
Into areas of shipment, corresponding to Table 22, was not yet available
and, second, that the higher figure was used by Minister Darski for
propaganda purposes. In any event, calculations in this report of tons
planned to be carried by the fleet include only that cargo to be carried
between Polish ports and between Polish and foreign ports by vessels
under Polish control.
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3. Transit Cargo Through Polish Ports.
It will be noticed that figures are fairly consistent through 1952
with the exception of the 1951 figure calculated from port traffic;
either the reported percentage figure or the reported port traffic
fit re m have been wron
Moreover, the figures in the
tatistical Yearbook do carry some footnotes. There are two tables
concerning port traffic, one that unequivocably uses the term total
cargo handled in the port and the other that uses the term cargo moving
in and out of the port, which includes transit cargo. The latter table
is footnoted as excluding bunkers and gives the Ministry of Foreign
Trade as the source, implying that domestic coastal traffic is also
excluded. Moreover, a third table, also supplied by the Ministry of
Foreign Trade, gives seaborne foreign trade, which agrees with the
second table mentioned if transit cargo is subtracted. The balance
left over between total port traffic minus Polish foreign trade and
minus transit cargo leaves balances that can reasonably cover domestic
coastal traffic and bunkers. These balances are shown in Table 10 **
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bUX1
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In view of the 50X1
relaxing of COCOM restrictions, this traffic probably has been diminishing.
** P. 48, above.
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4. Satellite Foreign Trade Carried by Polish Vessels.
The estimated amount in Table 11* of Satellite cargo carried by
Polish-controlled vessels was derived from Table 10.** This estimate
in turn was based in part on Polish statements that 25 percent of the
cargo carried on Polish vessels out of Polish ports was transit cargo.
Because it has become evident that when statements like this are made
the Poles are fairly consistently referring only to the vessels under
their control (for example, see the breakdown of areas of shipment shown
in Table 22***), it became necessary to add an estimated amount of cargo
carried by the Polish-flag vessels under Chipolbrok control, all on the
Far East route. From Table 3**** is derived the minimum estimated cargo
moved on the Far East route, of which 354,000 tons were carried out of
Polish ports and 360,000 tons into Polish ports. Of the approximately
25 vessels which were normally operating on the Far East route during
1956, 16 vessels (64 percent) were controlled by Chipolbrok. The
Chipolbrok vessels, however, probably did not carry as much as 64 per-
cent of the cargo through Polish ports. More of the Chipolbrok ves-
sels undoubtedly would be utilized to a greater degree for Chinese trade,
whereas Polish-controlled vessels would be utilized to a greater degree
for Polish trade. Furthermore, it is believed that during 1956 the effort
toward commercially efficient management of the Polish-controlled ves-
sels increased the ratio of cargo carried to vessel space available,
whereas the Chipolbrok vessels probably were still operated on the basis
of what cargo was to be moved rather than on the basis of filling the
vessel. The amount of free space in Chipolbrok vessels was therefore
apt to be higher. Thus, of the 354,000 tons carried out of Polish
ports on Polish-flag vessels, it is estimated that Chipolbrok vessels
may have carried as much as 6o percent but that of the 360,000 tons
carried into Polish ports Chipolbrok vessels probably carried no more
*
P.
49, above.
**
P.
48, above.'
***
P.
113, above.
P.
31, above.
)(Inn(
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than 50 percent. The proportion of this cargo which was being moved to
and from European Satellites other than Poland is ebtimated to have been
as high as 70 perCent, both in view of the fact that Polish-controlled
vessels would concentrate on the Polish cargo and that the trade between
Poland and China probably was not more than about 25 percent of the
total China-Satellite seaborne trade. Moreover, of the very few mani-
fests which have been available on Far East voyages a few have been
observed to have carried nothing but other Satellite transit cargo out
of Polish ports. 2a2/ The estimate of other Satellite cargo carried on
the Far East route in 1956 by the Polish-flag vessels controlled by
Chipolbrok and by CZ-PMH, therefore, has been derived as follows:
Exported through Polish ports
Of which 60 percent was
Of which 70 percent
Of which 40 percent was
Of which 25 percent
carried by Chipolbrok
was non-Polish cargo
carried by CZ-PMH
was non-Polish cargo
Imported through Polish ports
Of which 50 percent was
Of which 70 percent
Of which 50 percent was
Of which 25 percent
carried by Chipolbrok
was non-Polish cargo
carried by CZ-PMH
was non-Polish cargo
Total non-Polish cargo carried through Polish ports
On Chipolbrok vessels
On CZ-PMH vessels
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Thousand.
Metric Tons
354
212
148
142
36
360
180
126
180
45
274
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