POLISH SEABORNE FOREIGN TRADE AND ITS TRANSPORTATION 1956-59 AND PLANS THROUGH 1975

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79R01141A001900060001-3
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 52
• Document Creation Date: December 23, 2016
• Document Release Date: June 12, 2013
• Sequence Number: 1
• Publication Date: February 1, 1961
• Content Type: REPORT

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SECRET
Economic Intelligence Report
POLISH SEABORNE FOREIGN TRADE
AND ITS TRANSPORTATION
1956-59 AND PLANS THROUGH 1975
CIA/RR ER 61-6
February 1961
CENTRAL INTELLIGENCE AGENCY
Office of Research and Reports
SECRET
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SECRET
Economic Intelligence Report
POLISH SEABORNE FOREIGN TRADE
AND ITS TRANSPORTATION
1956-59 AND PLANS THROUGH 1975
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.
CENTRAL INTELLIGENCE AGENCY
Office of Research and Reports
SECRET
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 50X1
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Knowledge of the capacity and performance of the merchant fleet
of any country is virtually meaningless without knowledge of the
amount and direction of seaborne trade to be moved. No country of
the Sino-Soviet Bloc is yet capable of moving all of its seaborne
imports, and, to the extent that Bloc vessels cannot handle the
trade, the Bloc countries are dependent on Western vessels.
For the first time, enough data have been gathered to make pos-
sible a survey of Polish seaborne trade, not only in terms of general
trends but also in terms of specific origins and destinations of
cargo and the problems arising therefrom.
This report has been coordinated within this Office but not with
other agencies of the US Intelligence Board.
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CONTENTS
Page
Summary . . . . . . . . . . . . . . . . . . . . . . . . . . 1
I. Reliance of Poland on Seaborne Foreign Trade . . . . . .
II. Direction of Seaborne Foreign Trade . . . . . . . . . . 6
A. Effect on the Use of Domestic and Foreign Fleets
B. Sources and Volume of Imports . . . . . . . . . . .
III. Use of Foreign Ships . . . . . . . . . . . . . . . . . . 13
A. General . . . . . . . . . . . . . . . . . . . . . 13
B. Nationality of Foreign Ships . . . . . . . . . . . . 17
1. Charter Fixtures . . . . . . . . . . . . . . 17
2. Vessels Serving Polish Ports . . . . . . . . . . 18
3. Ships of Baltic Countries . . . . . . . . . . . 21
4. Liner Service . . . . . . . . . . . . . . . . . 21
IV. Role of the Polish Fleet . . . . . . . . . . . . . . . . 22
A. Areas of Operation . . . . . . . . . . . . . . . . . 22
B. Maritime Policy . . . . . . . . . . . . . . . . . . 25
V. Plans and Prospects . . . . . . . . . . . . . . . 27
A. Carriage of Seaborne Foreign Trade . . . . . . . . . 27
B. Polish Fleet in World Maritime?Affc.irs.. . . . . . . 28
Appendixes
Appendix A. Statistical Tables . . . . . . . . . . . . . .
Appendix B. Methodology . . . . . . . . . . . . . . . . . .
31
45
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Tables
Page
1. Trend in Distances of Shipments of Polish Seaborne For-
eign Trade, 1957-59 . . . . . . . . . . . . . . . . . . 8
2. Major Sources of Polish Imports of Grain, 1955-59
3. Polish-Controlled Seaborne Trade with Selected Countries
and Estimated Polish Requirements for Foreign Ships,
1959 ... .....................
4-. Nationality of Vessels Entering and Clearing Polish
Ports with Cargo, 1956 and 1958 . . . . .. . . . . . . 19
5. Direction of Polish Seaborne Foreign Trade, 1956-58 . . 32
6. Direction of Polish Seaborne Foreign Trade and Amounts
Carried by Polish Vessels, 1959 . . . . . . . . . . . . 36
7. Principal Commodities in Polish Total Foreign Trade and
Seaborne Foreign Trade, 1957-59 . . . . . . . . . . . . 39
8. Polish Imports of Principal Bulk Commodities, by Origin
and Mode of Transport, 1957-59 . . . . . . . . . . . . L+0
Nationality of Vessels Entering and Clearing Polish
Ports, 1956 and 1958 . . . . . . . . . . . . . . . . . 41
10. Selected Indicators of the Polish Maritime Economy,
1956-59 and Plans for 1965, 1970, and 1975 . ? ? ? ? ? 43
Map
Direction of Polish Seaborne Trade, 1959 inside back cover
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POLISH SEABORNE FOREIGN TRADE AND ITS TRANSPORTATION*
1956-59 AND PLANS THROUGH 1975
In recent years an increase in the proportion of Polish foreign
trade moving by sea rather than by inland transport has resulted
from shifts in the direction of trade. Seaborne trade increased
from 27 percent of total trade in 1954 to 33 percent in 1958 and
31 percent in 1959, primarily as a result of increased trade with
countries outside the Sino-Soviet Bloc.** In 1955, trade with non
Bloc countries amounted to only 31 percent of the total volume of
trade but increased to 39 percent in 1958. The proportion of sea-
borne trade may continue to increase in the next few years.
One of the two principal aims of Polish maritime policy since
about 1956 has been to increase the share of Polish foreign trade
carried by Polish ships in order to save foreign exchange paid for
the use of foreign ships and to lessen the dependence on foreign
ships for transport of imports. The volume of imports by sea has
fluctuated from 33 percent of total imports in 1957 to 36 percent
in 1958 and 29 percent in 1959. Although seaborne imports are ex-
pected to increase from 5.1 million metric tons*** in 1959 to about
8 million to 9 million tons in 1965 and 11 million to 14 million
tons in 1975, it is possible that total imports will increase pro-
portionately and that the seaborne share will remain at about
30 percent. If the USSR does not increase deliveries of raw mate-
rials above the level in 1965, however (and there is some indica-
tion that such a leveling off may be expected), imports from over-
seas areas should rise considerably. In 1959, Polish ships carried
32 percent of Polish imports arriving by sea, and by 1965 Polish
ships may be carrying more than 40 percent of the presently planned
imports.
The planning of the most efficient use of the fleet to achieve
the aim of carrying more Polish trade in Polish bottoms has been
* The estimates and conclusions in this report represent the best
judgment of this Office as of 15 December 1960.
** Unless otherwise indicated, the term Bloc throughout this re-
port refers to the Sino-Soviet Bloc.
Xxx Cargo tonnages are given in metric tons throughout this report.
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complicated by two major factors, the imbalance in direction of Polish
seaborne trade between exports and imports and the increasing service
by Polish ships to other Bloc nations. Most of the exports move to
nearby areas, whereas most of the imports come from distant areas, and
Polish seaborne exports generally go to different areas from those in
which the imports originate. Furthermore, the trade carried by Polish
ships for other Bloc nations is for the most part moving in the same
directions as Polish seaborne trade. As a result, Polish ships are
not carrying as much Polish cargo as they could carry if they were not
carrying other Bloc cargo, and as the fleet grows larger, increasing
amounts of non-Bloc cargo must be solicited one way for lack of Bloc
cargo.
The situation described above, although slowing down the accomplish-
ment. of the goal of carrying more of Polish trade, does contribute to
the accomplishment of the second major goal of maritime policy, the
earning of foreign exchange by the Polish fleet. Foreign exchange is
earned both by carrying Western cargo on legs of voyages lacking Bloc
cargo and by carrying cargo for other Bloc nations. Although Polish
foreign trade is expected to grow to such an extent that foreign ships
may still be carrying about 11.0 million to 11.5 million tons of
Polish cargo in 1965 and 1975 compared with 10.7 million tons in 1959,
the growth of the Polish fleet and the manner in which it is neces-
sarily being used is expected to make possible by 1965 the earning by
the fleet of more foreign exchange than will be paid out for the use
of foreign ships.
The remaining problem for Poland will be one of transferable ver-
sus nontransferable currency. The great proportion of payments for
foreign ships is made in transferable currency, whereas a large part
of the earnings by the fleet, particularly for Bloc cargo, is in non-
transferable currency.
Available records on Polish chartering activity indicate that
Poland chartered foreign vessels to make at least 320 voyages in 1959,
totaling at least 2.4+ million deadweight tons (DWT).* The largest
amounts of vessel tonnage were provided by Liberian ships, followed
closely by Norwegian, Greek, Italian, Swedish, and West German ships.
These were oceangoing ships averaging 9,000 DWT and were used mainly
in the long-distance hauls. In addition, a large number of West
German coasters and a lesser number of Danish and Finnish coasters
plied between Polish ports and Baltic and North European ports.
* Deadweight tonnage is a measure of the carrying capacity of a ves-
sel expressed in metric tons -- that. is, the difference between the
displacement of the vessel light and its displacement loaded.
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The carrying capacity of the Polish fleet is expected to double by
1965 and more than quadruple by 1975 compared with the level of 1959.
Although total performance is expected to increase accordingly, the
volume of non-Polish cargo carried by Polish ships is expected to in-
crease more rapidly than Polish cargo, from 1.6 million tons in 1959
to about 3.7 million.-tons in 1965 and 7 million tons in 1975. The
Polish fleet, which is already carrying cargo for other nations of
the Council for Mutual Economic Assistance (CEMA) and is beginning
sparse but growing scheduled services to underdeveloped areas, will
be an increasingly important instrument for CEMA in implementing pol-
icies of economic penetration in underdeveloped areas and in competi-
tion with Western maritime interests.
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I. Reliance of Poland on Seaborne Foreign Trade*
The volume of Polish foreign trade has more than. doubled when com-
pared with the period before World War II. Poland, with a population
of about 35 million (prewar boundaries), in 1939 imported 3.3 million
tons and exported 15.6 million tons. J In 1959, with a population
of about 29 million (postwar boundaries), Poland imported 17.6 million
tons and exported 28.1 million tons. Imports by sea alone in 1959
were greater than 150 percent of total imports in 1939. The increase
in volume of both imports and exports, in spite of a smaller popula-
tion, is primarily due to the industrialization of Poland. Poland
needs large quantities of industrial raw materials, much of which
move by sea. In 1954, Poland-also became, for a number of reasons,
a net importer (by volume) of agricultural products instead of a net
exporter. In 1959, almost 50 percent of grain imports came by sea
(see Table 7**), and in the first 6 months of 1960, almost 65 percent
came from overseas areas. 1
The proportion of Polish foreign trade that moves by sea increased
between 1954 and 1959, as shown in the tabulation below. V Seaborne
trade in 1959 reached the highest peak in postwar years. The increase
in seaborne trade in 1959, 3.3 percent, was slight, however, compared
with the increase in 1958, which was 27.7 percent above the level of
1957?
Inland routes 31,487 30,860 27,849 25,395 27,461 31,573
Sea routes 11,880 13,028 12,197 10,714 13,677 14,125
Total 43,367 43,888 40,046 36,109 41,138 45,698
Inland routes 72.6 70.3 69.5 70.3 66.8 69.1
Sea routes 27.4 29.7 30.5 29.7 33.2 30.9
Appendix A, p. 39, below.
XXX Figures on total tons reported to have been moved in foreign
trade (particularly the tonnage moved by sea) rarely agree exactly ^ 50X1
year, depending on arrival or departure times). The corresponding
total for seaborne trade for 1956 in Table 5, Appendix A, p. 32, be-
low, is slightly different but is so close as to be confirmatory.
because of different methods of conversion from 50X1
other units of measure to tons or because of different methods of in-
clusion of figures (in December of one year or January of the next
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The decline in volume of both total trade and seaborne trade from 1955
to 1957 was due mainly to the drop in exports of coal and coke and to
a lesser degree to the drop in exports of sugar, cement, salt, lumber,
and , general cargo. Imports of several bulk commodities, such as iron
ore, petroleum,* and grain, increased, but not enough to outweigh the
drop in exports. Seaborne exports of commodities of high value but
comparatively low volume, such as railroad rolling stock, machine
tools, and textiles, also have generally increased.
In spite of Poland's being a part of the European land mass and
having oriented its trade since World War II toward the Soviet Bloc,
on its landward side, its dependence on seaborne trade is relatively
high. In recent years, about 20 percent of the total volume of Polish
trade has been with overseas areas with no land connections. The fact
that as much as 12 percent of its trade with land-connected countries
moved by sea in 1958-59 results from the cost of sea transport in many
instances being less than rail or river transport. Of the two most
conspicuous bulk commodities in Polish trade that lend themselves most
economically to sea transport (coal and iron ore), however, more than
70 percent moves to and from inland European areas and therefore has
been moving by land rather than by sea.
The largest volume of Polish trade is with the European USSR and
the European Satellites, which is shown in the tabulation that follows.
About 1.3 million tons of this trade moved by sea in 1959. 1
Millio
Tons
Percent of
Total Trade
1955
30.1-
69
1956
25.6
.64
1957
23.0
61i
1958
25.1
61
II. Direction of. Seaborne Foreign Trade
A. Effect on the Use of Domestic and Foreign Fleets**
Polish exports by'sea have been consistently larger in volume
than imports, as shown on the map.XXX Furthermore, about 70 percent
The term petroleum as used in this report includes crude oil and
petroleum products.
Unless otherwise indicated, the source forthis section is
Table 1, p. 8, below.
Inside back cover.
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of the export trade goes to short-range areas,* whereas less than
40 percent of the import trade comes from short-range areas, and im-
ports from long-range areas have increased in the past 3 years. This
situation alone would indicate a problem in eventually accomplishing
the plan of carrying at least 50 percent of seaborne trade in domestic
bottoms.
A more serious problem is created, however, by the imbalance
between imports and exports to and from particular areas. In general,
large shipments of bulk raw materials are imported from underdeveloped
areas, whereas relatively small shipments of finished goods are ex-
ported to those areas, and the reverse is generally the case in trade
with industrialized areas. This situation is expected to continue for
at least the next 10 years.
In 1959, out of a total of 14.1 million tons of seaborne im-
ports and exports, about 8 million tons, or almost 60 percent, moved
outbound or inbound without matching amounts of Polish cargo moving in
the other direction.** Thus, if the Polish fleet had been large enough
in 1959 to carry all exports and imports, an excess vessel capacity of
about 50 percent would have been needed. To provide cargoes for that
excess vessel capacity, it would have been necessary to solicit non-
Polish cargo in a highly competitive industry in a depressed market
period. As the Polish fleet, therefore, approaches the capacity to
carry one-half of Poland's seaborne trade, the imbalances in direction
of trade will create problems in planning the use of the fleet to as-
sure cargoes in both directions in each area.
If the imbalances in trade of the rest of the Bloc canceled
each other out, the Maritime Transport Committee of CEMA would be a
useful instrument in coordinating Bloc seaborne trade in Bloc ships.
Comparison of the direction of Polish trade with the direction of East
German trade, however, shows that markedly similar imbalances exist in
the same areas. Incomplete data on.other Bloc countries indicate
that trade moves in much the same areas and the same direction for
those countries as well. The ocean transport service provided by
Poland to other Bloc nations not only has failed to alleviate the
* Areas within a range of about 1,500 nautical miles. Long-range
areas are those of 3,000 nautical miles or more.
** Calculated from Table 1, which follows on p. 8. For example,
there were 2,792,000 tons more of exports than imports in the Baltic,
266,000 tons more of imports than exports in trade with Africa, and
so on.
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Trend in Distances of Shipments of Polish Seaborne Foreign Trade a/
1957-59
Representative Distance
(Nautical Miles)
Imports
Exports
Imports
Exports
Imports
Exports
Baltic
450
1,218
3,064
1,492
3,690
1,417
4,209
North Sea and Norwegian Sea
500 to 1,500
567
560
472
1,345
384
1,700
Atlantic Europe
1,500
122
1,411
75
1,079
78
498
Africa (excluding Egypt)
3,000
537
17
318
58
387
121
Mediterranean (including Egypt)
3,000 to 4,000
106
299
165
993
206
1,105
Black Sea
4,000
492
0
579
0
547
0
North America
5,500
859
66
1,204
79
929
68
South and Central America
6,000
198
209
4o8
1,016
375
963
South Asia
7,000
295
162
87
165
134
243
Southeast Asia
9,000
59
15
61
12
71
22
Far East
Other
11,000.
Above 4,000
338
114
229
107
501
99
Total J
4,791
5,923
5,117
8,560
5,061
9,065
1,500 nautical miles or less
1,907
5,035
2,039
6,114
1,879
6,407
3,000 to 4,000 nautical miles
1,135
316
1,062
1,051
1,140
1,226
5,000 nautical miles or more
1,750
568
2,016
1,391
2,042
1,427
1,500 nautical miles or less
40
85
40
72
37
71
3,000 to 4,000 nautical miles
24
5
21
12
23
13
5,000 nautical miles or more
36
10
39
16
40
16
a. Compiled from Tables 5 and 6, Appendix A, pp. 32 and 36, respectively, below.
b. Because of rounding, components may not add to the totals shown.
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imbalance but also has aggravated it. Most of the approximately 1 mil-
lion tons of cargo carried in 1959 for other Bloc countries* has moved
on routes where more Polish cargo is moving than the Polish ships can
handle and has therefore supplanted Polish cargo. Prime examples are
the cargoes carried on the North and South American routes.** One
known exception may be Czechoslovak and East German cargo moving out
to the Far East, 10 which tends to balance the heavy quantities of
Polish cargoes moving inbound.
Furthermore, new lines established by Poland that could have
derived from CEMA discussions have been the service to West African
ports, to the Red Sea and the Persian Gulf, and between the Black Sea
and the Mediterranean. None of these services has yet led to a reduc-
tion of the problem of Polish trade imbalance.
B. Sources and Volume of Imports
The volume of Polish imports by sea has not fluctuated as
widely in the past 5 years as the volume of exports and, with the ex-
ception of 1959, has increased each year, as shown in the tabulation
below 11,/:
Year
Seaborne Imports
Total Imports
3,771
N.A.
4,OO2
N.A.
4,791
14,312
5,117
14,146
5,061
17,551
1955
1956
1957
1958
1959
No breakdown of seaborne imports by commodity is available for 1955-56,
but it is believed that the increase of 789,000 tons in 1957 was a re-
sult almost entirely of increased imports of grain and ores.
* Published announcements of Satellite cargo carried by Polish ships
in 1959 cover 650,000 tons of Czechoslovak cargo, including about
50,000 tons (estimated) on the Braila-Levant Line and 60,000 tons
more on the Braila-Levant Line carried for other Satellites. 7/ In
1960, about 800,000 tons of Czechoslovak cargo were expected to be
carried and about 400,000 tons of East German cargo. / These
amounts probably do not include cargo carried by ships of the Chinese-
Polish Shipbrokers Corporation (Chipolbrok). (See IV, B, p. 25, below).
** See IV, p. 22, below.
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Maritime planners expect the import of grains to remain at
about the same level in 1965 and 1975 as in 1958-59 but expect the im-
port of ores, lumber, fertilizers, and petroleum to increase. 12 The
resulting volumes of imports by sea are expected to be about as follows:
Million Tons
Commodity
1959
1965
1975
Ores
1.8
2.5
4.0
Grains.
0.9
1.0
1.0
Petroleum
0.5
2.0 to
3.0
3.5 to
6.0
Lumber
0.L
0:3
0.5
Other bulk
products
0.9
1.1
1.3
General
0.9
0.9
0.9
Total
5.1
7.8 to 8.8.
11.2 to 13.7
These import plans indicate an increase in seaborne imports of
3 million to 5 million tons in each 5-year period compared with an in-
crease of only 1.3 million tons. during the 4 years 1956-59. The
planned increase of a minimum of 53 percent from 1959 to 1965 is not
surprising, however, when compared with the expected increase in im-
ports of basic industrial raw materials (petroleum, iron ore, phos-
phorus, potassium salts, apatite, and so on) by all modes of transport
from about 9.5 million tons in 1958 to about 16.5 million tons in 1965,
a 74-percent increase. 13
In 1959, Polish ships carried 1.62 million tons of the 5.06 mil-
lion tons of imports by sea, or 32 percent. It is expected that in 1965
Polish ships will carry about 7 million tons of Polish foreign trade.
If about one-half of this amount consists of imports, Polish ships.will
be carrying between 40 and 45 percent of the planned. imports by sea.
Imports of ores by sea underwent a shift in areas of origin in
1958 and again in 1959 (see Table 8*). Ore brought in from India,
China, and Africa decreased significantly in 1958 but increased some-
what in 1959. Supplies from Sweden, Norway, and Finland decreased from
1957 through 1959. In the, meantime, imports of ore from Brazil in 1959
were three times the amount imported in 1957. Fluo'tuations in freight
rates may have had something to do with the apparent shift in the
Appendix A, p. 40, below.
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source of origin from Asia to Brazil in 1958,x- but the more cogent
reasons probably were a shortage of ore in China for export and the
development of trade with Brazil. In the past several years, foreign
trade planners have stressed the desirability and the possibility of
increasing trade with underdeveloped areas, including South America.
The principal source of ores is the USSR, which supplied
4.6 million tons-in 1958, 73 percent of total ore imports of 6.3 mil-
lion tons. Only 209,000 tons of Soviet ores came in by sea, but al-
most all the ores coming from other sources move by sea. Poland plans
to import about 13.2 million tons of iron ore alone in 1975 compared
with 5.75 million tons in 1958. L5/ The USSR'is expected to supply
9.97 million tons of iron ore (133 percent more than in 1958) and the
Free World to supply about 3.2~million tons,*117 percent more than in
1958. Because of recent indications that the USSR may not be willing
to continue to increase deliveries of raw materials to the Satellites
after 1965, 16 it is possible that Poland will be forced to look to
other sources by 1975 for some of the 9.97 million tons normally ex-
pected to come from the USSR. If so, the sources of supply can be
expected to shift from Bloc to non-Bloc countries and the delivery to
be made by sea.
The present plan for 1975 compared with 1957 includes seaborne
imports of iron ore, as follows 17
Type of Iron Ore
1957
1975
Steelmaking
ores
693
1,720
Low-silicon
Concentrates
ores
777
1,080
Scandinavian
344
4oo
Soviet (Murmansk)
0
500
Other
62
0
1,876
3,700
* In 1957, freight rates on ores from Asia were much higher than the
cost of the ores themselves, in some cases more than double. Iron
ore from Communist China cost f.o.b. (see the footnote on p. 14,-be-
low) $7.75 per ton plus a freight rate of $18.87. Ore from Goa cost
$6.50 per ton plus freight of $11.96. Both groups of ore had iron
contents of 60 percent. 1The. average freight rate for Brazilian
ore in 1957 was about $j-.-V77. In 1958, freight rates on iron ore
dropped back to about $6.50 from India and about $9.00 from China
against about $6.25 from Brazil.
- 11 =
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Sources for the low-silicon ores are listed as.Sweden, Communist China,
and Africa, but no amounts are specified. Sources for the steelmaking
ores apparently are left open to trade developments. South America.has
not been specifically mentioned as a source, and it appears that China
is not being considered a major source even for the low-silicon ores,
because it was stated that 500,000 tons will be imported from the USSR
by sea and 3.2 million tons will be imported from "the capitalist coun-
tries," thus accounting for the planned total. If the trend of the
past 4 years continues, deliveries from Scandinavia and Asia may be
proportionately lower and from South America higher.
Imports of grains since 1955 have been subject to rather sudden
and extreme shifts of origin and shifts in the amounts moving by sea
rather than by land. Major sources during 1955-59 are shown in Table 2.
Details of imports by sea are given in Table 8.*
Major Sources of Polish Imports of Grain a/
1955-59
1955 J
1956 /
1957 /
1958 /
1959
Total imports
1,202
1,045
2,032
1,184
1,801
Of which:
USSR
392
103
1,211
326
862
US
0
o
400
823
532
Canada
42
280 e
289
9
250
Argentina
327
0
0
0
0
France
263
139
33
0
N.A.
West Germany
15
274
0
0
N.A.
Seaborne imports J
420
330
864
866
890
a. Including wheat, rye, corn, barley, and rice. Totals apparently
do not include oilseeds or wheat flour, and these products have
therefore not been included in the data for each country.
b. 18
C. 19
d. LO/
e. Including 32,000 tons of wheat credited to Communist China but
believed to have been shipped directly to Poland.
f. Figures for 1955-56 are, estimated minimums. Figures for 1957-59
are as reported.
* Appendix A, p. 40, below.
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As.a result of the PL 480- trade agreements with the US for
1959 and 1960, about 1 million tons of grains may be imported by
Poland in.1960 from the US alone, and recent talks with Canada indicate
that shipments of wheat to Poland in 1960 will remain at a level of
about 250,000 tons. 21 Deliveries by sea to Poland in 1960 will
therefore be at least 1.2 million tons. The goal of the Ministry of
Agriculture is to increase production enough to be again almost self-
sufficient in wheat by 1975, but maritime planners are expecting con-
tinued imports of about 1 million tons annually through 1975 and are
planning fleet needs accordingly. 22 A further supposition was made
by the maritime planners that the direction of imports would change
from North America to South America and Asia because of lesser pay-
ments difficulties and greater opportunities for developing trade.
It appears, however, that if imports of grains remain at the present
high level, the US and Canada will have to continue to be the major
suppliers, inasmuch as Asia is not a large grain exporting area and
Argentina and Uruguay are not expected to be able to deliver to Poland
the quantities involved. Furthermore, in July 1960 the time by which
Poland must begin repaying the loan in US dollars was postponed to
1970. 23
Imports of petroleum by sea come entirely from the Black Sea
and in 1959 made up 26 percent of total imports of petroleum compared
with 34 percent in 1958. Maritime plans for 1965 call for 3 million
tons to be imported by sea and for 1975 for about 6 million tons by
sea of a total import of 10 million tons. 24 ' / A pipeline is under
construction from the Soviet oil-producing areas to certain of the
European Satellites, including Poland. Full utilization of the pipe-
line may drop the seaborne share of petroleum imports to as low as
2.0 million tons in 1965 and 3.5 million tons in 1975. Plans for
tankers call for about 19 tankers by the end of 1965 capable of trans-
porting about 3 million tons of oil from the Black Sea to Poland. If
not used on the Poland run, these vessels may be chartered by the USSR
for special situations such as the present use of Polish tankers in the
Black Sea - Cuba trade.
III. Use of Foreign Ships**
A. General
A country must export in order to import and must therefore
have ships available to carry its exports as well as its imports.
* The Agricultural Trade and Assistance Act (Public Law 480) provides
for the sale of government-owned surplus agricultural products to for-
eign countries. The sales are financed by the US in the form of loans
to the recipient countries to cover the cost of purchase of. the agri-
cultural products.
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Consequently, a country is basically dependent on foreign ships to
carry all its seaborne trade that is not carried by its own ships.
The country in question, however, must actually find and hire ships
only for imports shipped f.o.b. and exports shipped c.i.f.,- here-
after generally referred to as controlled cargo. For the rest
(c.i.f. imports and f.o.b. exports), the foreign shipper or consignee
is responsible for the transport and must find the ships. The total
seaborne trade compared with the controlled trade of Poland since
1955 is shown as follows:
1955
1956
1957
1958
1959
Total seaborne trade
13,028
12,197
10,714
13,677
14,125
Polish ships
2,291
2,310
2,646
2,729
3,377
Foreign ships
.10,737
9,887
8,068
10,948
10,748
Cargo controlled by Poland
5,039
3,717
4,984
6,736
6,724
Polish ships
1,973
1,897
2,067
2,273
2,634
Foreign ships
3,066
1,820
2,917
4,463
4,090
The low of 1.8 million tons of controlled trade'left to for-
eign ships in 1956 and the high of 4.5 million tons in 1958 were
closely related to fluctuations in the amounts of imports shipped
f.o.b. and exports shipped c.i.f. In 1956, only 72.2 percent of total
seaborne imports moved f.o.b. and only 10.1 percent of total exports
moved c.i.f., but in 1958 the respective percentages had climbed to
88.6 percent of imports and 25.7 percent of exports and in 1959 to
82.9 percent of imports and 27.9 percent of exports.
* The term f.o.b. means free on board, and the term c.i.f. means cost,
insurance, freight. Under c.i.f. terms the buyer pays the seller the
cost of the transport included in the total quoted cost of the goods.
The seller, therefore,. controls the mode of transport, hires the vessel,
and pays the shipowner the freight charges for the transport. Poland
as the seller controls the transport of its c.i.f. exports. Under
f.o.b. terms the buyer pays the seller only the price of the goods de-
livered to the port of loading.: The buyer, therefore, controls the
transport of the goods, hires the vessel, and pays the shipowner.
Poland as the buyer controls the transport of its f.o.b. imports.
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Controlled cargo carried by foreign ships was divided between
import and export cargo as follows:
a
Thousand Tons
1955
1956
1957
1958
1959
Imports
1,656
1,602
2,449
3,019
2,570
Exports
1,410
218
468
1,444
1,520
These amounts were the only foreign trade for which it was necessary
that Poland hire foreign ships. In Table 3* an analysis has been
made of Polish requirements for foreign ships to carry the controlled
cargo in 1959. The countries selected are those to and from which
the largest quantities of controlled cargo moved on foreign ships in.
1959. The tons covered by this sampling amounted to 90 percent of the
controlled imports and 84 percent of the controlled exports carried by
foreign ships. The calculation of ships continuously employed on each
route represents the numbers and deadweight tonnage of ships that
would be required to-move the cargo if the same vessels were used con-
tinuously for the full year.**
Several points stand out from the analysis of the needs of
Poland for foreign ships in 1959 that is presented in Table 3. First,
the heaviest concentrations of cargo and of foreign vessel tonnages
needed to haul this cargo were in the long-haul routes -- Argentina,
Brazil, the US, and Communist China. Greater concentrations of Polish
ships in the short-haul and medium-haul ranges left less of the con-
trolled cargo to be carried by foreign ships.
. Second, the surprising amount of foreign ships hired inthe
export trade in 1959 was accounted for to a large extent by the heavy
c.i.f. trade with Argentina. This situation also was true in 1958,
when the large exports of coal to Argentina resumed, almost all moving
c.i.f. Poland has put no tramps into this South American trade., Polish
colliers are being employed entirely in the Baltic, and all are of the
3,000-DWT to 5,000-DWT class compared with the 10,000-tonners which are
being hired for the South American run. If the large amounts of coal
exports and iron ore imports (from Brazil) continue, Poland may acquire
larger tramps specifically for the South American run.
Table 3 follows on p. 16.
Because of seasonal variations, some routes will require more
ships during one season than implied in Table 3 and fewer or none dur-
ing another, particularly for imports from the northern Baltic and
Barents Seas, where ice conditions occur.
1
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S -E -C -R -E -T
Exports (c.i.f.)
Argentina
UK
Greece
Pakistan
Ireland
Subtotal
Imports (f.o.b.)
Finland
Norway
Sweden
Rumania
USSR
Barents Sea d~
Black Sea
North Africa
West Africa
us
Brazil
Communist China
Subtotal
Total
Polish-Controlled Seaborne Trade with Selected Countries
and Estimated Polish Requirements for Foreign Ships
1959
Estimated Requirements
for Foreign Vessels
Polish-Controlled Cargo a
(Thousand Metric Tons)
Estimated
Polish
Vessels
Foreign
Vessels
Average
Cargo Tons
per Vessel
Number
of
786
11
775
10,000
78
16
160,000
313
140
173
2,000
86
4
8,000
158
28
130
4,500
29
3
13,500
119
3
116
9,000
13
2
18,000
86
9
77
2,000
38
2
4,000
1,462
121
11,271
244
27
203,500
204
140
64
4, Coo
16
J
C/
V
132
23-
109
6,000
18
1
OW
608
243
365
4,000
91
4
16,000
268
145
123
12,000
10
1
12,000
298
91
207
8,000
26
3
24,000
226
167
59
12,000
5
J
J
252
- 112
140
8,500
16
2
17,000
101
11
90
9,500
9
1
9,500
605
42
563
10,000
56
9
90,000
315
36
279
10,000
28
5
50,000
489
187
302
10,000
30
8
80,000
3,498
1,197
2,301
305
34
304,500
3,57
e/
549 e/
61
508000
b. For methodology, see Appendix No provisions have been made for seasonal variation.
c. Less than the unit employed -- that is, one ship would not be required for more than about half a year.
d. A small portion of this traffic moves in the Baltic but cannot be broken out by flag of ship.
e. These figures should not be construed as a guide to the amount of ships or vessel tonnage that Poland actually chartered but as the minimum amount of foreign tonnage used by
Poland. About 180,000 tons of the 3.6 million tons moved on foreign vessels was general cargo (including about 70,000 tons of the exports to the UK and about 90,000 tons of the
imports from Communist China) and probably moved on liners rather than chartered tramps. Furthermore, records of the movement of grain from the US to Poland in 1958 indicate that
Poland actually chartered only about one-half of the tramps involved, the others being chartered by brokers in the US acting as agents for Poland. In other import trades, however,
Poland probably charters directly about 80 percent of the ships involved. Because of the sequence of estimates used to derive these figures, the results should be used only as
indications of the magnitude of requirements.
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Third, although trade statistics such as those shown in
Table 6* would indicate that most of Poland's chartering activity was
in the Baltic, actually very little foreign vessel tonnage apparently
was hired for Baltic service. None of the 3.1 million tons of ex-
port cargo to the Scandinavian Baltic carried in foreign ships was
under Polish control. Moreover, whereas only 301,000 tons were ex-
ported under Polish control (c.i.f.) to Scandinavia, Polish ships car-
ried 885,000 tons and therefore obviously carried mostly cargo that
was under foreign control (f.o.b.). As for imports in the Baltic, al-
though 439,000 tons moved in hired foreign ships and about 110 voyages
(including about three from Denmark that are not shown) were required
to move this cargo, the distances are so short that the number of ships
continuously needed and the deadweight tonnage involved were relatively
negligible.
Finally, the heaviest activity in the import trade, if judged
by the maximum number of single voyages, was in the Baltic trade, but,
if judged by the more meaningful amount of ships and ship tonnage con-
tinuously required, the heaviest use of foreign ships was in the trades
from the US, Communist China, and Brazil.
B. Nationality of Foreign Ships
1. Charter Fixtures**
Only two types of records are available to indicate the
nationalities of ships used by Poland -- that is, the nationalities of
ships calling at Polish ports and of non-Bloc vessels chartered by
Poland. Charter records presently available for 1959 indicate that a
minimum of 235 charter fixtures of Western ships was concluded by
Poland as the direct charterer, involving about 320 voyages and
2.4 million DWT. Those flags providing more than 100,000 DWT were as
follows:
Thousand
Flag Number of Voyages Deadweight Tons
Liberian 26
Norwegian 29
Greek 25
Italian 25
Swedish 30
West German 66
British 18
US 11
Finnish 14
Appendix A, p. 36, below.
26/
338
286
285
262
232 .
210
194
121
108
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Although the records may be incomplete by 20 to 25 percent, the above
breakdown probably is .an accurate indication of the relative weight of
the flags used in Polish charter service, particularly in trade be-
tween Poland and areas outside the Baltic. The small amount of trade
in the Baltic and along the European coast under Polish control was
mainly handled by small coastal ships in liner service and by small
tramps employed constantly on the same route. A liner will never, of
course, turn up as a charter (or by definition it will no longer be
in liner service), and the small tramps are not likely to turn up as
individual charter fixtures if periodic arrangements are made with the
owners to provide the constant service.
There were 13 ships under time charter to Poland in 1959,
totaling about 66,000 DWT. Most of these ships were hired for short
periods, 3 to 4 months, and were employed in the regular liner serv-
ices of Polish Ocean Lines and the Polish Steamship Company. In 1958,
there were 11 ships under time charter, totaling 96,500 DWT, and in
1957 there were 14 ships, totaling 117,700 DWT.
The majority of ships under time charter were Scandinavian.
No particular flag was consistently favored, but in 1958 there seems
to have been a shift from the Finnish flag to the Danish flag. In
1957, Poland time-chartered four Finnish ships and one Danish, in 1958
two Finnish and four Danish, and in 1959 one Finnish and three Danish.
The other ships under time charter in 1959 were three West German,
three Norwegian, two Dutch, and one Swedish.*
2. Vessels Serving Polish Ports
The foregoing sections have covered only that shipping
capacity which Poland was obliged to hire, either directly or through
foreign brokers. Table 4** includes all ships calling at Polish ports
with cargo, regardless of whether Poland or another country hired them.
Both in numbers and in amounts of tonnage offered, West
German ships led the field. It is obvious from the average size, how-
ever, that most of them were small coastal ships employed locally in
the short-haul runs. Only four flags showed a drop in 1958 in capacity
of vessels entering and clearing with cargo -- Finnish, Soviet, Norwe-
gian, and French -- and only the Soviet capacity decreased signifi-
cantly. US, Italian, and Liberian ships entered the trade more heavily
in 1958 than in 1956, Italian ships apparently because of the 400-percent
* Details by individual ships, service areas, length of charter, and
charter hire are available in the files of this Office.
X Table 4 fellows on p. 19.
3
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Nationality of Vessels
Entering and Clearing Polish Ports with Cargo a/
1956 and 1958
1956
1958
Flag of Vessel
Number
of
Vessels
Thousand Net
Register
Tons J
Number
of
Vessels
Thousand Net
Register
Tons Y
Polish
1,945
1,789
2,350
2,635
German J
2,438
1,222
3,060
1,26o
Swedish
906
656
768
749
Finnish
767
741
768
670
us
38
174
130
589
Soviet
619
970
259
585
Danish
1,208
390
1,741
484
British
226
451
299
480
Norwegian
359
574
323
451
French
204
341
169
290
Liberian
22
93
61
263
Italian
23
71
66
263
Dutch
398
156
471
181
Greek 22 59 N.A. N.A.
Other 157 320 229 663
Total 9,332 8;007 10,694 9,563
a. Figures are compiled from Table 9, Appendix A, p. 41, below. It
should be noted that some vessels both entered and cleared with cargo
and are thus counted twice. For the preponderance of movements in-
bound or outbound with cargo and in ballast, see Table 9.
b. Net register tonnage is a measure of the size of the cargo space
of a vessel in which 100 cubic feet equal l net register ton. Net
register tonnage is not a measure of cargo-carrying capacity in
weight, as is deadweight tonnage. The deadweight tonnage of a vessel
is roughly 2.5 times the net register tonnage.
c. Including both East and West German vessels, probably only about
5 percent of the capacity being East German. See Table 9, footnote d,
Appendix A, p. 41, below.
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increase in sea trade with Italy, and US and Liberian vessels because
of the increased US-Polish trade.
Whereas cargo turnover in Polish ports increased only
9 percent in 1958 above the level of 1956, the total capacity of ships
entering and clearing with cargo increased 19 percent. This fact in-
dicates increased liner service in 1958, with more ships loading or
discharging partial loads.
Table 9* shows the movement of ships in and out of Polish
ports with cargo and in ballast. The inbound trade was generally
served by transoceanic vessels, and the export trade was served pre-
dominantly by coasters. The greatest total capacity offered inbound
with cargo was under the Soviet flag, closely followed by the US, West
German, and Swedish flags. Only a portion of the West German ships,
however,, were in the long-haul import trade.
The greatest total capacity offered outbound with cargo
was under the West German flag, which included a high proportion of
coastal vessels. The next largest capacities outbound were under the
Finnish, Swedish, and Danish flags, which also included a number of
coastal vessels.
The growth in US flag capacity offered from 1956 to 1958
was a result of the US-Polish trade agreement. The vast majority of
cargoes between the US and Poland moved into Polish ports. There was
little traffic from Poland to the US. The fact that the total capac-
ity of US ships leaving Polish ports with cargo in 1958 was higher
than the capacity of Soviet ships leaving Polish ports is not signifi-
cant. Undoubtedly the average lading onto the US ships outbound was
far less than the vessel capacity offered and was far less than the
average lading outbound on Soviet ships.
There was a marked shift in the direction of loaded Soviet
ships in 1958 compared with 1956, from outbound with cargo to inbound
with cargo. This revision paralleled the shift in seaborne trade be-
tween Poland and the USSR. Exports by sea from Poland to the USSR de-
creased 91 percent from.1956 to 1958, and the capacity of Soviet ships
leaving Polish ports with cargo decreased 80 percent. Imports to
Poland from the USSR increased 220 percent, and the total capacity of
Soviet ships entering Polish ports with cargo increased 91 percent.
These changes imply that Poland was not depending on Soviet vessels to
carry Polish foreign trade other than trade between Poland and the
USSR itself. The continued excess capacity of Soviet ships over the
* Appendix A, p. 41, below.
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volume of Soviet-Polish trade may indicate that Soviet ships were
carrying some transit trade through the Polish ports.
3. Ships of Baltic Countries*
To a certain extent, Finnish and Swedish as well as Soviet
flag vessels were preferred by Poland up to 1958 because of the ease
of settling freight bills in periodic clearing rather than paying
directly in free currency. From 1952 through 1956, Baltic flag ships
carried between 20 and 40 percent of the bulk cargoes freighted by
Polfracht,** the central Polish shipbroker and freight forwarder.
The subsequent decline of this traffic in 1957 to 16 percent was
claimed by the Poles to be the result in part of the provisions in
their US trade agreement calling for the transport of 50 percent of
PL 480 exports in US bottoms.* Short-haul shipments were also
shifted away from Scandinavian ships to West German and Dutch ships
in 1957, the reason being, according to the Poles, the increasing
shortage of small and medium-size ships in the. Scandinavian countries.
4. Liner Servicet
In order to secure more transit cargoes for Polish ports,
particularly those cargoes that have been going through Hamburg,
Poland has been attempting to establish and attract more liner service.
There were 17 foreign lines serving Polish ports in 1958 and at least
30 (possibly 35 to 45) monthly sailings. Swedish lines, comprising
* Unless otherwise indicated, material in this section
includes ships of Finnish, Swedish, Norwegian,
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50X1
50X1
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Danish, Soviet, and East German registry. Details of cargo tons car-
ried by these flags from 1952 through 1957 are available in the files
of this Office.
X Polfracht handled some of the cargo of other Satellites that
transited Polish ports, as well as Polish foreign trade cargo. It is
not presently possible to break this cargo out by flag of vessel used.
*** The Agricultural Trade and Assistance Act (PL 480) and the Cargo
Preference Act (PL 664) were both enacted in 1954. Title I of PL 480
provides for the sale of government-owned surplus agricultural prod-
ucts to foreign countries. PL 664, popularly referred to as the 50-50
law, requires that at least 50 percent of US government-financed car-
goes be moved on US flag vessels, thus including cargoes sold under
PL 480 as well as aid cargoes under the Mutual Security Act, cargoes
financed with Export-Import Bank funds, and others.
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eight companies serving seven major areas, offer the most comprehen-
sive service. Only two Danish companies serve Polish ports regularly,
but one of these, the East Asiatic Company, offers three lines to
separate trade areas. The Wilhelmsen Line,, the only Norwegian company,
offers two lines, and there are two lines under the Finnish flag. The
United States Line serves the Polish ports, and there is one line each
under the Dutch, West German, and British flags. Most of the manage-
ment of the UK company, the United Baltic Corporation, however, is
Danish.
IV. Role of. the Polish Fleet
A. Areas of Operation
The utilization of the Polish fleet in 1959 was generally well
in line with the distribution of Polish seaborne trade, as follows*:
Area '
Western Europe and
western USSR
Mediterranean
Black Sea
North America
South and Central America
East Asia
Far East
Other.
Distribution of
Seaborne Trade
Distribution of
Polish Trade
Carried by Polish
Ships
59
58
9
8
4
9
7
2
9
6
3
4
4
8
5
5
The Black Sea and the Far East stand out as areas where the
share of the fleet performance is greater than the share of trade
moving. 'The concentration in the Far East is.a logical development
from the establishment of the Far East Line to serve Communist China
during the sanctions arising from the Korean War, the continuing as-
signment of a large segment of the Fleet to Chipolbrok to serve prima-
rily Chinese trade, and the large volume of Czechoslovak and East
German cargo moving on the route.
* Figures are compiled from Table 6, Appendix A, p. 36, below.
22 -
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North and South America are the two most obviously neglected
areas. Both are areas where trade has suddenly expanded. More effort
has been expended by the Poles to service the South American trade
than the North American trade, presumably in the expectation that the
level of South American traffic will continue. If the US-Polish trade
agreements continue, however, more ships can be expected to be assigned
to this run also. Carriage of Polish foreign trade by Polish ships on
these lines suffered not only from a lack of ships, however, but also
from the fact that the Polish ships were carrying large quantities of
non-Polish cargo. The North American Line carried 136,600 tons in
1959, and only 66,400 tons were Polish trade cargo. On the South
American Line, 316,600 tons were carried; of which only 196,400 tons
were Polish trade. 29 The rest, 190,400 tons, was cargo carried on
these two routes for other Bloc countries plus Western interport cargo
carried in order to earn foreign exchange. Both routes are good
sources of transferable currency.
Distribution of performance to individual countries within the
areas outlined above is apt to be more uneven, which is understandable
in view of the unevenness of trade with individual countries, both in
quantities of exports versus imports and in fluctuations from year to
year. An excellent example of both is the traffic moving in trade with
Argentina and with Italy (see Tables 5 and 6*).
Official performance figures, covering Polish-controlled ves-
sels only,** for 1956-59 are as follows 30
Type of Service 1956 1957 1958 1959
Scheduled
1,066
1,193
1,492
1,916
Tramp
1,418
1,768
1,885
2,172
Total
2,484
2,961
3,377
4,088
Although only 27 percent of the fleet tonnage in 1959 was employed in
tramp service, 31 so much of the tramp tonnage was in short-haul areas
that the cargo carried by tramps was 53 percent of the total cargo
carried. Nevertheless,,liner service is being increasingly stressed,
not only to earn higher rates in this period of a depressed tramp
market but also to establish regular contact with the areas served,
Appendix A, pp. 32 and 36, respectively, below.
For a breakdown of Polish-controlled, Polish-owned, and Polish flag
ships, see Table 10, Appendix A, p. 43, below.
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particularly underdeveloped areas. It will be noticed that whereas
tramp cargo increased 25 percent in 1957 and liner cargo increased
12 percent, the ratio of increase was reversed in 1958: liner cargo
increased 25 percent and tramp cargo 7 percent.
Tramp service was provided at the end of 1959 by 7 tankers
under Polish Ocean Lines (PLO) totaling 75,000 DWT and 24 dry cargo
ships operated by.the Polish Steamship Company (PZM) totaling
116,000 DWT.* The five large PLO tankers were operating exclusively on
the Black Sea - Poland run and the two small tankers along the Polish
coast. The smaller PZM dry cargo tramps (2,000 to 5,000 DWT) were op-
erating largely in the Baltic and North Seas, and six 10,000-tonners
were operating to the Mediterranean and North Africa. Any bulk cargoes
moving in trade with other territories, such as Argentina, Brazil,
India, Communist China, and the US, were moved either in foreign bot-
toms or by Polish liners (as in the case of the inbound ore from
China).**
Almost all areas served by the Polish fleet are connected by
liner (scheduled) services:
Areas Served by
Polish Regular Lines
Frequency of Sailings
per Month
from Polish Ports
East Asia
South Asia
5 to 6
(Indian subcontinent)
2
North America
2
South America
2 to 3
West Africa
1 to 2
Levant
3 to 4
Braila-Levant
(from Braila)
1 t
o 2
Albania
2
UK and Ireland
13 to 15
Western Europe
20 to 22
USSR-Baltic
1 to 2
Iceland
1
Finland
4
Stockholm
3
Scandinavia
(triangular trade)
** See Table 8, p. 0, below.
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By far the heaviest vessel tonnage is on the East Asia Line, on which
about 26 ships totaling 280,000 DWT were employed in the first 6 months
of 1960. Of these, 16 totaling 166,000 DWT were under Chipolbrok and
served North and South China, and 10 totaling about 11+,000 DWT were
under PLO and served Southeast Asia and Japan. Eight other ships
totaling about 80,000 DWT (including one chartered ship) were on the
South Asia Line serving India, Burma, Pakistan, and Ceylon. Alto-
gether the vessel tonnage employed on regular lines to areas east of
Suez totaled 360,000 DWT, or more,than 50 percent of the entire Polish
fleet tonnage.
The liner services established'since late 1958 are to West
Africa, Israel, other Levant ports, and Iceland. A service to. the Red
Sea and the Persian Gulf is in the planning stage. All services are
to underdeveloped areas with which Bloc trade is growing.
B. Maritime Policy
For the past 4 or 5 years the two primary policy considerations
.in the employment of the Polish fleet have been to increase the amount
of Polish foreign trade carried by the fleet, the criterion being
50 percent, and to employ the fleet in such a way that increasing
amounts of foreign exchange can be earned and saved. Insofar as for-
eign exchange is earned by carrying that foreign interport cargo which
is a natural byproduct of increased scheduled services and by carrying
Polish f.o.b. exports, the freight charge for which is paid by the
foreign importer, the policy of also carrying an increasing share of
Polish foreign trade is not adversely affected. These two methods of
earning foreign exchange have developed rapidly.*
A third method of earning foreign exchange, however, has
hampered the attempt to increase the share of Polish foreign trade
carried by Polish ships. This method is the use of Polish ships to
carry cargo for other Bloc nations. Most of this cargo transits Polish
ports, going to and from the same areas as the Polish cargo and, when
booked on Polish ships, generally displaces Polish cargo.
* Carriage of foreign interport cargo more than doubled between 1956
and 1959, 33 and carriage of f.o.b. exports has almost doubled since
1957, rising from about 580,000 tons to almost 1.1 million tons in
1959. 34/!
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It is estimated that in 1959 all Polish ships carried about
5 million tons, as follows:
Type of Cargo Thousand Tons
Polish foreign trade* 3,400
Western interport cargo 400 to 500
Other Bloc cargo 1,100 to 1,200
Total 5,000**
Most of the 400,000 to 500,000 tons of Western interport cargo would
not have displaced Polish cargo, but much if not most of the. space
taken on Polish ships to.carry the 1.1 million to 1.2 million tons for
other Bloc countries might otherwise have been used to carry Polish
cargo. On first examination this situation would seem to pose a
dilemma. On the one hand, Poland must hire Western ships, paying
their hire in transferable currency, to carry Polish cargo that Polish
ships cannot carry. At the same time, much of the foreign exchange
earned by the Polish fleet through carrying other Bloc cargo is non-
transferable currency. This situation would seem to defeat the policy
aim of using the fleet to earn and save foreign exchange. On the other
hand, Poland wishes to increase the use of the Polish ports by Czecho-
slovakia and East Germany in order to earn port and rail fees on the
transit cargo. To attract the transit cargo away from Hamburg, Poland
.has had to agree to carry a large portion of it in Polish ships. 36
Total transit through Polish ports in 1959 amounted to 3.3 mil-
lion tons 37 compared with the approximately 1 million tons of Polish
cargo displaced from Polish ships by transit cargo and carried by for-
eign ships. The total amounts earned on the transit cargo undoubtedly
are enough to compensate for the amounts spent on foreign ships.
Furthermore, the Maritime Transport Subcommittee of CEMA has been
negotiating Bloc-wide cooperation in the field of ocean transport. L8/
Poland, operating the only fleet of any size among the Satellites, is
logically considered to be the principal ocean carrier and is under
pressure to carry even more cargo for other CEMA members.
35
Estimate based on 4.1 million tons carried by all Polish ships ex-
cept the ships under Chipolbrok control (see Table 10, Appendix A,
p. 43, below) plus 900,000 tons estimated to have been carried by the
16 Chipolbrok ships.
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With the development of the Polish fleet as ocean carrier for
the Bloc, therefore, all recent plans have been based on the proportion
of total Polish port traffic to be carried by the fleet instead of the
proportion of Polish seaborne foreign trade. 39 As a result, Polish
ships carried 24 percent of Polish seaborne trade in 1959* compared
with about 31 percent that might have been achieved if Polish ships had
carried 1 million tons more of Polish cargo in place of the other Bloc
cargo.
Because of the attractive earnings on transit cargo as well as
pressure from CEMA, Poland undoubtedly will continue to carry increas-
ing quantities of cargo for other Bloc members. It is estimated that
Polish ships may carry by 1965 as much as 2 million tons for other
Bloc members.
V. Plans and Prospects
A. Carriage of Seaborne Foreign Trade
Long-range plans for Polish fleet and port development have
been hampered by the lack of agreement between the Ministry of Foreign
Trade and other ministries concerning the amount of trade to move, its
origins and destinations, and therefore the modes.of transport to be
used. Since 1956, maritime planners have used the figure of 18.5 mil-
lion tons in the plans for 1965 but have sometimes. reported this fig-
ure as total planned port traffic and sometimes as the amount only of
Polish seaborne foreign trade. Because port traffic has already risen
to 18'million tons in 1959 and because all elements of port traffic --
Polish foreign trade, transit traffic, and bunkers -- are expected to
increase by 1965, it is believed that seaborne trade may be about
18.5 million tons in 1965 and that total port traffic may be at least
23.5 million tons.
Table 10 presents various indicators of the maritime economy
for 1956-59 and plans and estimates for 1965,/ 1970, and 1975. Whereas
ships under the Polish flag carried 19 percent of Polish seaborne trade
in 1956 and 24 percent in 1959, it is expected that about 38-percent
will be carried in 1965 and at least 40 percent in 1970. Although the
size of the fleet in 1975 (at least 3.5 times the 1959 capacity) would
indicate the ability to carry at least 55 percent of Polish seaborne
foreign trade, the estimate has been limited to 50 percent because of
the imbalance in the direction of seaborne trade discussed above.
Based on Table 10, Appendix A, p. 43, below.
Appendix A, p. 43, below.
See II, A, p. 6, above.
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Because the amount of Polish trade carried by Polish ships in
1975 is estimated to be only about 11 million tons, it is expected that
the Polish-owned fleet will carry at least 7 million tons of Western
interport cargo and cargo of other Satellites compared with 1.6 million
tons in 1959 and 3.7 million tons (estimated) in 1965. By 1975 the
Polish fleet, therefore, may be carrying more non-Polish cargo alone
than the total cargo carried in 1959.
The amounts of seaborne trade carried by foreign ships, 9.9 mil-
lion tons in 1956 and 10.7 million tons in 1959, may be about 11.5 mil-
lion tons in 1965 and 11.0 million tons in 1975.* Only 1.8 million
tons carried by foreign ships in 1956 and 4.1 million tons in 1959,
however, were trade controlled by Poland and for which Poland hired the
foreign shipping space.* It is probable that in 1965 almost 9 million
tons will be trade controlled by Poland.)HN Polish ships are expected
to carry 6 million tons of the controlled trade. 40 Foreign ships
may therefore carry only about 3 million tons of the cargo for which
Poland pays the transport costs. Polish ships, however, may carry
about 1 million tons of foreign-controlled Polish trade cargo and about
3 million tons of Western and Bloc cargo, a total of about 4 million
tons of freight on which Poland will be earning foreign exchange.
Not only should maritime transport be a source of net foreign
exchange income by 1975 rather than causing a net loss as at present,
but the Polish fleet will be branching out into world trade. Poland
may become one of the world's 15 or so major maritime nations, com-
peting for world cargo with the traditional maritime nations. The
Polish fleet, like the fleets of other European Satellites and Com-
munist China, is growing at a pace far greater than the world fleet.t
Furthermore, as the Czechoslovak, East German, and Chinese fleets grow,
there may be less need for the Polish fleet to provide service for the
foreign trade of those countries, and more of the non-Polish cargo car-
ried probably will be Western interport cargo. By 1965, about 1 million
* Estimates of total trade to be moved are considerably higher,
based on recently available material, than estimates published within
the past 2 years, leaving more to be carried by foreign ships.
See III, A, p. 13, above.
Estimated to be 48 percent of total trade, based on the 1958-59
proportions.
t The capacity of the world fleet grew by 21 percent between 1956
and 1959 compared with the growth of the Polish fleet by 68 percent in
the same period
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tons of Western interport cargo may be carried compared with about
2 million tons of other Bloc cargo.
The Polish fleet also should be considered in the framework of
CEMA plans. It is now and will continue to be the second largest fleet
of the CEMA members. Although Poland has in print disavowed the com-
petitive use of its growing fleet in reassurances to Western maritime
nations that have already shown concern, there is evidence in the press
of the more belligerent Bloc countries that the combined CEMA fleets
will be used as political as well as economic instruments. Besides the
attempt to minimize Bloc dependence on foreign ships, prime targets of
CEMA are to harass or damage the world shipping conferences where pos-
sible and to establish firm ties with the emerging underdeveloped coun-
tries through bilateral monopoly shipping agreements. The countries of
the Bloc are establishing liner services to these new countries and are
helping them to establish fleets of their own, with fanfare to the ef-
fect that they are "opposing the imperialist shipping monopoly." 42/
Although Polish maritime writers are not engaging in such dia-
tribes concerning CEMA plans, the Polish fleet, nevertheless, has been
establishing liner services to underdeveloped areas that the press of
other CEMA countries point to as part of the CEMA plans. Any evalua-
tion of the future use of the Polish fleet must take into account the
fact that it will be a major instrument of CEMA activities.
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Table 5
Direction of Polish Seaborne Foreign Trade a/*
1956-58
1956
1957
Area and Country
Import
Export
Total
Import
Export
Total
Import
Export
Total
Grand total
42002
8132
12,134
4791
5,923
10,714
5,117
8,560
13,677
Scandinavian Baltic
801
2,952
3,753
1,056
2,960
4,016
997
3,561
4,558
Denmark
5
446
451
5
503
508
9
1,256
1,265
Finland
247
1,482
1,729
376
1,753
2,129
368
1,510
1,878
Sweden
549
1,024
1,573
675
704
1,379
620
795
1,415
USSR, Baltic Sea, and Barents Sea
133
1,478
1,611
162
104
266
495
129
624
North and Norwegian Seas
657
1,529
2,186
567
560
1,127
472
1,345
1,817
Norway
175
189
364
166
69
235
127
105
232
UK and Ireland
36
1,078
1,114
55
263
318
32
429
461
Iceland b/
7
27
34
7
44
51
10
41
51
Belgium
160
92
252
183
67
250
119
76
195
Netherlands
83
95
178
60
58
118
38
56
163
West Germany
196
48
244
96
59
155
146
9
569
715
Atlantic Europe
325
1,271
1,596
122
1,411
1,533
75
1,079
1
154
France
320
1,263
1,583
62
1,336
1,398
28
805
,
833
Portugal b/
-
5
8
13
2
11
13
2
24
26
Spain b/
0
0
0
58
64
122
45
251
295
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Direction of Polish Seaborne Foreign Trade a/
1956-58
(Continued)
Import
Export
Total
Import
Export
Total
Impor
Export
Total
182
262
444
l06
299
405
165
993
1,158
Albania
97
11
108
47
15
62
100
30
130
Egypt
12
84
96
11
64
75
18
83
101
Greece b/
14
0
14
7
10
17
8
158
166
Israel
7
10
17
6
15
21
7
15
22
Italy
11
108
119
24
127
151
16
620
636
Jordan b/
o
6
6
0
8
8
0
16
16
Lebanon b/
Negl.
3
3
0
3
3
11
2
13
Syria bF
1
4
5
3
2
5
Negl.
1
1
Turkey
27
18
45
8
28
36
5
42
47
Yugoslavia
b/
13
18
31
0
27
27
0
26
26
Black Sea c/
469
O
469
492
O
492
579
0
579
Bulgaria b/
24 d/
0
24
7 d/
0
7
22
0
22
Rumania b7
317
0
317
195
0
195
196
0
196
USSR b/
128
0
128
290
0
290
361
0
361
343
10
353
537
17
554
318
58
376
North Africa
N.A.
N.A.
N.A.
525
7
532
300
24
324
Other
N.A.
N.A.
N.A.
12
10
22
18
34
52
414
193
607
859
66
925
1,204
79
1,283
Canada b/
344
118
462
289
4
293
9
4
13
US b/
70
75
145
570
63
632
1,195
75
1,270
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Direction of Polish Seaborne Foreign Trade a/
1956-58
(Continued)
Import
Export
Total
Import
Export
Total
Import
Export
Total
110
122
232
198
209
407
408
1,016
1,424
Argentina
41
12
53
36
103
139
47
872
919
Brazil
60
62
122
159
94
253
359
115
474
Mexico b/
3
1
4
Negl.
1
1
e/
e/
e/
Other Central America
N.A.
N.A.
N.A.
Negl.
10
10
1
13
14
Other South America
N.A.
N.A.
N.A.
3
1
4
1
16
17
14o
98
238
295
162
457
87
165
252
Aden and Arabia b/
0
2
2
0
2
2
0
3
3
Ceylon b/
Negl.
1
1
1
1
2
2
2
4
India
119
87
206
272
48
320
61
25
86
Iran b/
1
3
4
1
1
2
Negl.
Negl.
Negl.
Iraq b/
0
1
1
0
1
1
0
Negl.
Negl.
Kuwait b/
0
1
1
0
2
2
0
12
12
Pakistan b/
20
3
23
21
32
53
24
83
107
Persian Gulf b/
0
0
0
0
75
75
0
41
41
50
25
75
59
15
74
61
12
73
Burma
24
9
33
Negl.
2
2
0
Negl.
Negl.
Indonesia b/
2
4
6
2
2
4
Negl.
Negl.
Negl.
Malaya b/
15
6
.21
29
4
33
32
1
33
Thailand b/
0
2
2
0
3
3
0
4
4
North Vietnam
9
4
13
28
4
32
29
7
36
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Direction of Polish Seaborne Foreign Trade a/
1956-58
(Continued)
Area and Country Import Export Total Import Export Total Import Export Total
Far East 324 191 515 338 114 452 229 107 336
Communist China (including Hong Kong) 314 146 46o 325 111 436 228 107 335
Japan b/ 0 0 0 1 2 3 1 Negl. 1
North Korea b/ 10 45 55 12 1 13 Negl. 0 Negl.
Other 54 1 55 1 2 3 27 12 39
a. _ Data for 1959, including tonnage carried by Polish
vessels, are presented in Table 6, p. 36, below. Because of rounding, components may not add to the totals shown.
b. Figures for 1956 are estimated on the basis of area totals and on trade data for individual countries.
c. Figures for 1956 are for petroleum only, and figures for 1957-58 are for bulk only. Therefore, these trade figures from and to the Black
Sea may be minimal.
d. Petroleum imported from Bulgaria was reported to be credited to the Soviet account. In this table the Bulgarian shipments have been shown
separately and have been subtracted from the Soviet account.
e. Not reported.
35
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Table 6
Direction of Polish Seaborne Foreign Trade
and Amounts Carried by Polish Vessels a/*
1959
Imports
Exports
Total
Polish
Polish
Polish
Area and Country
Total
Vessels
Total
Vessels
Total
Vessels
Grand total
5,061
1,625
9,065
1,752
1+,125
3,377
Scandinavian Baltic
1,003
386
4,022
885
5,025
1,271
Denmark
24
3
1,396
360
1,420
363
Finland
311
140
1,719
235
2,030
375
Sweden
668
243
907
290
1,575
533
USSR, Baltic Sea, and
Barents Sea
414
91
187
Negl.
601
91
North and Norwegian Seas
384
206
1,700
324
2,084
530
Norway
138
23
135
13
273
36
UK and Ireland
52
43
537
149.
589
192
Iceland
7
2
38
2
45
4
Belgium
82
52
103
62
185
114
Netherlands
26
15
175
37
201
52
West Germany
79
71
712
61
791
132
78
26
498
37
576
63
France
14
11
386
10
400
21
Portugal
3
2
33
9
36
11
Spain
61
13
79
18
140
31
206
81
1,105
201
1,311
282
Albania
51
37
34
31
85
68
Egypt
68
13
52
26
120
39
Greece
8
4
158
28
166
32
Israel
18
6
7
2
25
8
Italy
17
9
805
9o
822
99
Jordan
31
4
5
Negl.
36.
4
Lebanon
1
1
7
6
8
7
Malta
0
0
5
3
5
3
Footnotes for Table 6 follow on p. 38.
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Table 6
Direction of Polish Seaborne Foreign Trade
and Amounts Carried by Polish Vessels a/
1959
(Continued)
Imports
Exports
Total
Polish
Polish
Polish
Area and Country
Total
Vessels
Total
Vessels
Total
Vessels
Mediterranean
(Continued)
Syria
2
2
3
2
5
4
Turkey
10
5
13
12
23
17
Yugoslavia
0
0
16
1
16
1
Black Sea b/
567
312
0
0
547
312
Rumania
283
145
0
0
283
145
USSR
264
167
0
0
264
167
Africa (excluding Egypt)
387
130
121
27
508
157
North Africa
267
112
29
4
296
116
West Africa
103
11
44
22
147
33
Other
18
7
48
2
66
9
929
49
68
17.
997
66
Canada
254
7
7
3
261
10
US
675
42
61
14
736
56
375
70
963
126
1,338
196
Argentina
58
32
808
11
866
43
Brazil
315
36
129
111
444
147
Other
2
2
28
5
30
7
134
43
243
25
377
68
Aden
0
0
13
2
13
2
Ceylon
1
Negl.
2
Negl.
3
Negl.
India
107
24
41
17
148
41
Kuwait
0
0
8
Negl.
8
Negl.
Pakistan
20
19
119
3
139
22
Persian Gulf
0
0
47
Negl.
47
Negl.
Other (Iraq, Arabia,
and Iran)
6 Negl. 13 3
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Table 6
Direction of Polish Seaborne Foreign Trade
and Amounts Carried by Polish Vessels a/
1959
(Continued)
Imports
Exports
Total
Polish
Polish
Polish
Area and Country
Total
Vessels
Total
Vessels
Total
Vessels
Southeast Asia
71
42
22
15
93
57
Burma
0
0
1
1
1
1
Indonesia
Negl.
Negl.
6
3
6
3
Cambodia
3
0
0
0
3
0
Malaya
31
31
1
Negl.
32
31
Thailand
Negl.
0
4
1
4
1
North Vietnam
37
11
10
10
47
21
Far East
501
189
99
90
600
279
Communist China
489
.187
84
81
573
268
Hong Kong
0
0
9
6
9
6
Japan
1
1
4
1
5
2
North Korea
11
1
2
2
13
3
Oceania
23
_0
Negl.,
0
23
0
Other b/
9
Negl.
32
1
41
1
a. 5 . Because of rounding, components may not add to the totals
shown.
b. Trade with Bulgaria for 1959 was not shown separately as it was for
1957-58. In the source, under the main heading "Europe" (which included
Mediterranean and Black Sea Europe), the category "Other" was included
for the first time. and showed 8,731 tons imported and 32,326 tons ex-
ported. No European country bordering on the seas was left out except
Bulgaria,.but if those "other" tonnages should be credited to Bulgaria,
it would be the first record of exports to Bulgaria by sea. No other
sources show any seaborne trade between Poland and Bulgaria in 1959.
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Principal Commodities in Polish Total Foreign Trade and Seaborne Foreign Trade a/
1957-59
1957
1958
1959
1957
1958
1959
Commodity
Total
Seaborne
Total
Seaborne
Total
Seaborne
Total
Seaborne
Total
Seaborne
Total
Seaborne
Coal and coke b/
442
l 106
- 1,385
316
2,418
6
19,094
4,504
23,322
6,731
23,642
6,840
Ores c/ -
6,625
1,974
6,319
1,716
6,943
1,819
0
0
0
0
0
0
Fertilizer d/
1,482
553
1,171
_508
1,255
458
0
0
124
39
193
91
Gypsum -
0
0
0
0
3
0
188
160
167
130
190
170
Grain e/
2,032
864
1,184
866
1,801
890
8
8
48
48
20
20
Petroleum b/
1,759
477
1,833
632
2,123
547
115
78
173
113
230
146
Lumber
115
105
161
159
267
86
367
152
288
168
423
208
Cement
205
0
192
0
431
195
154
151
266
196
255
158
Rolled steel
228
95
308
192
332
145
564
248
592
233
797
374
Sugar
0
0
0
0
41
0
69
68
244
209
266
251
Salt
24
0
42
0
0
0
95
48
103-
48
118
54
General cargo
1,399
617
1,552
726
1,938
913
1,142
.505
1,656
645
2,0l4
752
Total f/
14,312
4,791
14,146
5,117
17,551
5,061
21,795
5,923
26,992
8,560
28,147
9,065
a. _ Data for both total foreign trade and seaborne foreign trade are from the Central Administration of Transport and
Forwarding of the Ministry of Foreign Trade. These are the official data for goods which actually moved into or out of the
country during the calendar year and do not include reexports, for example, which went directly to the third country, or trade
affected during the year which crossed the border early in the next year. Figures for commodity trade in the yearbooks conse-
quently vary somewhat from the figures in this table. The Statistical Yearbook, however, uses the above data for totals in the
transport section.
b. Figures for 1958-59 were reported as excluding bunkers. It is assumed that 1957 data also exclude bunkers.
c. Including chrome ore, iron ore, manganese ore, zinc concentrate, lead concentrate, pyrites, molybdenum ore, wolframite ore,
rutile, burned pyrites, and bauxite.
d. Including apatites, kainite, potassium salts, phosphate, phosphorites, potassium chlorides, and nitrogenous fertilizers.
e. Including wheat, barley, corn, rice, and soybeans.
f. Because of rounding, components may not add to the totals shown.
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S- E- C- R-E-T
Table 8
Polish Imports of Principal Bulk Commodities
by Origin and Mode of Transport a/
1957-59
1957
1958
1959
Seaborne Imports b/
Seaborne Imports b/
Seaborne Imports
Commodity
Total
and Country of Origin
Total
On Polish Vessels
Imports 2/
Total
On Polish Vessels
Total
On Polish Vessels
Ores
1,974
876
6,319
1,716
455
1
819
559
Africa, West and North 246
35
31
31
0
,
95
6
Brazil 99
0
340
340
0
294
17
Communist China 200
145
112
112
69
203
74
Finland 191
176
180
180
117
147
110
India d/ 268
54
43
60
24
68
16
Norway 143
12
120
120
13
125
20
Sweden 663
430
611
611
249
605
238
USSR e/ 26
0
4,568
209
0
204
34
Other 138
24
313
53
23
78
34
Fertilizer 553
181
1,171-f/
508
114
458
155
Africa, North 269
53
257
264
52
248
109
Belgium 147
114
76
66
31
0
0
East Germany 0
0
678
0
0
0
0
USSR g/ 106
9
208
152
19
168
42
Other 31
5
20 f/
26
12
42
4
Grain 864
49
1,184 h/
866
61
890
16
Canada 289
0
9
9
0
250
0
Communist China 58
4
33 h/
27
27
92
7
us 400
16
812 h/
823
28
532
1
USSR 43
0
326
0
0
0
0
Other 74
29
29 h/
7
6
16
8
Liquid fuels 477
134
1,833
632
203
547
312
Austria 0
0
270
0
0
0
0
Rumania 195
31
192
196
119
283
145
USSR 264
103
1,260
361
73
264
167
Other i/ 19
0
111
75
11
0
0
a. In the interest of keeping this table small enough to be readable, total trade has been included on1 for
1958, the latest year for which data are available.
Ministry of Foreign Trade. The breakdown by country, however, is furnished by another section of the Ministry
of Foreign Trade and includes triangular transactions such as Austrian crude oil credited as an import from the
USSR but shipped in directly from Austria. Wherever possible, the table has been corrected for actual country of
origin, but some items cannot be broken out. This fact, as well as the differences between tons purchased during
one year and shipment completed in the next year, will account for discrepancies such as those in the data on
fertilizer imports, which are footnoted separately.
d. Undoubtedly the iron ore shown as shipped from India includes ore from Goa. No iron ore, however, turns up
under Portugal in the 1957 trade accounts or under "Indian Portugal" in the 1958 trade accounts.
e. The seaborne imports of Soviet ore came from the Barents Sea area of the USSR in 1958-59 and probably also in
f. Trade accounts add up to 1,239,400 tons instead of the 1,171,200 tons actually shipped. Trade records also do
not show 11,000 tons actually brought in by sea from Lebanon, which may have been a purchase and reexport shown
under the trade accounts as an import from the USSR.
g. Seaborne imports came from Baltic ports of the USSR.
h. Trade records showed a total of 1,209,000 tons, some of which was not shipped in 1958 or was shipped in 1958
from 1957 trade accounts. The total of 1,184,000 tons was furnished by the Central Administration of Transport
and Forwarding of the Ministry of Foreign Trade and reflects that amount which actually arrived in the country in
1958.
i. Imports from Bulgaria in 1957 of about 7,000 tons are credited to the account of the USSR.
"Other" seaborne imports are from Bulgaria and Albania.
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Table 9
Nationality of Vessels Entering and Clearing Polish Ports a/
1956 and 1958
Vessels Entering
Vessels Clearing
1958
1958
With Cargo
In Ballast b/
With Cargo
In Ballast b~
With Cargo
In Ballast b~
With Cargo
In Ballast b~
Flag of Vessel
Number
of Vessels
Thousand
Net Register Tons .2/
Number
of Vessels
Thousand
Net Register Tons _?/
Number
of Vessels
Thousand
Net Register Tons .2/
Number
of Vessels
Thousand
Net Register Tons .2/
Number
of Vessels
Thousand
Net Register Tons .2/
Number
of Vessels
Thousand
Net Register Tons .2/
Number
of Vessels
Thousand
Net Register Tons 2/
Number
of Vessels
Thousand
Net Register Tons 2/
Polish
950
907
310
375
1,127
1,346
408
603
995
882
235
392
1,223
1,289
334
675
British
87
224
90
167
106
220
132
210
139
227
36
149
193
260
43
167
Danish
107
166
1,049
194
107
128
1,576
348
1,101
224
50
125
1,634
356
50
116
Dutch
98
52
261
89
71
61
367
104
300
104
51
37
400
120
38
44
Finnish
208
250
485
401
279
238
380
360
559
491
116
162
489
432
170
165
French
22
51
182
286
7
26
164
270
182
290
16
37
162
264
6
25
German d/
440
342
1,756
721
262
377
2,750
839
1,998
880
210
172
2,798
883
198
316
Italian
16
53
7
21
34
142
29
112
7
18
17
54
32
121
29
107
Liberian
17
85
5
8
30
139
23
92
5
8
16
91
31
124
22
107
Norwegian
159
385
166
124
133
278
151
135
200
189
124
311
190
173
89
235
Soviet
104
228
503
670
171
436
146
183
515
742
111
188
88
149
206
447
Swedish
232
257
523
304
221
373
489
314
674
399
83
164
547
376
159
310
US
17
78
5
23
93
420
3
14
21
96
1
5
37
169
6o
271
Greek
13
38
7
18
N.A.
N.A.
N.A.
N.A.
9
20
12
38
N.A.
N.A.
LA.
N.A.
Other
64
176
77
105
53
169
165
455
93
145
45
126
176
494
41
123
Total
2
534
3,292
5,426
3,506
2,694
4,353
6,783
4,039
6,798
4,715
1,123
2,051
8,000
1
445
3108
,
,
a. 1+9/. Data for 1959 are available only for vessels entering.
b. The phrase "in ballast" here includes vessels, particularly liners, which may have had other cargo aboard but not cargo loaded or unloaded at Polish ports.
c. Net register tonnage is a measure of the size of the cargo space of a vessel in which 100 cubic feet equal 1 net register ton. Net register tonnage is not
2.5 times the et register tonnage.
d. Including both East and West German vessels. ___________________ the following breakdown for total entrances in 1951-i, which shows that only 5 percent
totaling 60,000 net register tons, and West Germany, 2,931 vessels totaling 1,152,000 net register tons.
S-E- C-R-E- T
a measure of cargo-carrying capacity in weight, as is deadweight tonnage. The deadweight tonnage of a vessel is roughly
of the capacity of the German vessels entering Polish ports was under the East German flag 50/; East Germany, 80 vessels 50X1
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Selected Indicators of the Polish Maritime Economy
1956-59 and Plans for 1965, 1970, and 1975
Indicator
unit
1956
1957
1958
1959
Polish merchant fleet a/*
Under the Polish flag b/
Thousand DWT c/
413
493
583
695..
Polish-owned e/
Thousand DWT
331
408
483
610
Polish-controlled f/
Thousand DWT
266
326
394
529
Polish fleet performance h/
1965
1970
1975
1,400
d/
1,250
1,700
2,500
1,150
g/
Carried by
Polish flag vessels h/
Million metric
tons
3.1
3.5
4.1
5.0
10.0
Polish-owned vessels i/
Million metric
tons
2.8
3.3
3.9
4.6
9.2
12.0
18.0
Polish-controlled vessels j/
Million Metric
tons
2.5
3.0
3.4
4.1
8.4
Polish port traffic
Total turnover k/
Million metric
tons
15.5
14.2
16.9
18.0
23.5
25.5
27.0
Polish foreign trade cargo l/
Million metric
tons
12.1
10.7
13.7
14.1
18.5
20.5
22.0
Transit cargo m/
Million metric
tons
2.3
2.6
2.6
3.3
4.0
4.0
4.0
Polish trade carried by Polish
flag ships n/
Million metric tons 2.3
2.6
2.7
3.4
7.0
8.5
11.0
Footnotes for Table 10 follow on p. 44.
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Selected Indicators of the Polish Maritime Economy
1956-59 and Plans for 1965,'1970, and 1975
(Continued)
a. Including all vessels under Polish Ocean Lines and Polish Steamship Company flags, including vessels under 1,000 gross register tons GPTY.
(Gross register tonnage is a measure of the size of a vessel whereby its internal space is expressed in register tons -- 100 cubic feet per
ton.).- These figures do not include mother ships for the fishing fleets.
b. The figure for 1956 includes the Kaszuby (10,180 DWT -.- see footnote c, below), which was transferred to the fishing fleet in 1957.
The difference between the figures for Polish-owned and Polish flag vessels is assumed to
c. Deadweight tonnage (DWT) is a measure of the carrying capacity of a vessel expressed in metric tons -- that is, the difference between the
displacement of the vessel light and its displacement loaded.
d. Estimated on the basis of the statement that it is planned to increase considerably the number of ships under Chipolbrok. 53/ By 1970,
however, it is possible that the portion of the Chipolbrok ships presumably owned by China will be turned over, to the Chinese flag. If so, the
controlled by Chipolbrok.
g. See footnote d, above. If Chipolbrok continues into 1970 and 1975, there may be at least 100,000 DWT assigned to it of Polish-owned
vessels. The figures for Polish-controlled tonnage would then be at least 100,000 DWT less than those shown under the Polish-owned fleet for
1970-75.
h. Figures for 1965-75 and for the total performance of all Polish flag vessels during 1956-59 are estimated on the basis of the sizes of the
k. 70/. Figures for 1965 and 1975 are estimates based on present traffic plus plans for increased imports of grains, 'ores, liquid fuels, and
general cargo (see II, B, p. 9, above, The figure for 1970 is an interpolation. Figures for all years include bunker
traffic and domestic coastal and intraport traffic as well as Polish foreign trade and transit trade.
1. Figures for 1956-59 are taken from Tables 5 and 6,. pp. 32 and 36, respectively, above. Figures for 1965-75 are estimates (see footnote j,
above).
m. 72/. Estimates for 1965 are based on increased Czechoslovak and other Bloc transit traffic but decreasing East German transit traffic after
1962 or 1963, when the East German ports are planned to absorb much of the East German trade. 73/
n. Figures, for 1970 and 1975 are estimates based on the size of the Polish-
owned fleet. If there are more ships under the Polish flag, cargo carried in foreign trade may be higher in 1970 although limited in 1975 by the
imbalance in areas of origin and destination (see II, A, p. 6, above). .
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S-E-C-R-E-T
APPENDIX B
METHODOLOGY
In order to estimate the approximate' number of ships needed con-
tinuously on a given route to carry a given amount of cargo during
1 year, the following data for each route must be known or estimated:
the average size in deadweight tons and speed in knots of ships em-
ployed, the distance (length of haul), the predominant cargo, and the
number of lay days to load and discharge. The distances and the type
of cargo are known, the rest. estimated. These variables are as fol-
lows:
Ships
Area
Average
DWT
Average
Speed
(Knots)
Distance
(Nautical
Miles)
Predominant
Cargo
Approximate
Lay
Days
Argentina
10,000
12
7,000
Coal
25
UK
2,000
8
1,000
General -
5
Greece
4,500
12
3,600
Coal
10
Pakistan
9,000
12
6,800
Coal
20
Ireland
2,000
8
1,300
Coal
5
Finland
4,000
8
350
Lumber
10
Norway
6,000
10
1,100
Ores
15
Sweden
4,000
10
800
Ores
10
Rumania
USSR
12,000
12
4,000
POL
5
Barents Sea
8,000
10
2,000
Apatite and
ores
20
Black Sea
12,000
12
4,200
POL
5
North Africa
8,500
10
2,000
Phosphates
and ores 20
West Africa
9,500
11
3,500
Phosphates 20
US
10,000
12
5,500
Grains 20
Brazil
Communist
10,000
12
6,000
Ores 25
China,
10,000
12
10,500
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An example of the calculations using the above variables is as
follows for Argentina. Dividing 7,000 miles by 12 knots gives 583
hours, which divided by 24 hours gives 24.3 days at sea, which mul-
tiplied by 2 for the return trip gives a total of 48.6 days at sea.
Estimating an average of about 1,000 tons of coal loaded and dis-
charged (two operations) per day, plus some lost time in port at each
end, gives about 25 days in port for each voyage, a total of 73.6 days
for the ship's round trip. Dividing 365 days by 73.6 gives almost
5 (4.96) round trips per year per vessel. To move 775,000 tons in
10,000-ton ships would take 78 voyages. Dividing 78 voyages by 5
round trips per ship gives 15.6, or 16 ships averaging 10,000 DWT.
Therefore, to move 775,000 tons of coal to Argentina in 1959 would
have required an average of about 16 ships totaling 160,000 DWT to be
continuously employed on the route.
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