JPRS ID: 9556 EAST EUROPE REPORT ECONOMIC AND INDUSTRIAL AFFAIRS

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JPRS L/9556
19 February 1981
= East Europe Report
ECONOMIC AND INDUSTRIAL AFFAtRS
(FOUO 2/81)
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JPRS L/9556
_ 19 February 1981
- EAST EUROPE REPORT
ECONOMIC AND INDUSTRIAL AFFAIRS
' (FOUO 2/8i)
CONTENTS
T NT E RNr1T I ONAL
Growth of CErtA's Merchant Fleets Reviewed
(Czeslaw Wojewodka; JAHRBUCH DER SCHIFFAHRT, 1980) 1
GERMAN DEMOCRATIC REPUBLIC
~ Development of Merchant Fleet Reviewed, Listings, Statistics Giveri
(Lothar Foss; JAHRBUCH DER SCHIFFAHRT, 1980) 15
- a - [III - EE - 64 FOUO]
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TNTERNATTONAL AFFATRS
GROWTH OF CEMA'S MERCHANT FLEETS REVIEWED
_ East Berlin JAHRBUCH DER SCHTFFAHR.I in German 1980 signed to press Jun 1979 pp 6-15
[Article by Prof Dr Czeslaw WojewodKa: "Facts and T.rends: Maritime Traff3c of CEMA
Cdiintries" I
[Test] By January 1979, 30 years had passed since the establlshment of the CEM A. -
During that time, economic cooperation between the socialist states was constantly
developed and improved and was extended to ever more branches of the economy and
activity sectors.
~ In 1971, economic cooperation among the socialist countries received renewed impetus -
through the "Complex Program for the Further In-Depth Development and Perf.ection
of Col].aboration and the Development of Sociallst Tntegration." Th3s program spel.ls
out the main airections of collaboration among the CEAtA member states in the field ~
of economic integrat3on whlch curr.entJ.y const3.tutes the primary miss3on of collabora- _
tion among the socialist states. _
Foreign Trade Volume of CEIr1A Member Countries i.n Maritime Traffic
Maritime traEfic plays an important role in internat3onal tra&e among tlie CEMA
member states. This applies not only to transportation between those states and
to foreign-trade transportation involving other countries. Most European CEMA
countries have common land boundaries, so that a considerab.le portion oP commodlti.es
is transported between those countries via land. But, for exarnple, practically a17. _
shipments �rom and to Cuba as well as from and to Vie.tnam, so far the only overscas
countries with which the CEMA na.s been dealing, are handled by sea. Foreign-tracle
shipmenl9 between the CEMA member countrles and the developing countlies as well as
the developed capitalist countries likewise are handled primarily by sea. This is
why the CEMA member countries rpveal a relatively large maritime trafflc volume in
foreign trade. In the ca~e of some of them, especially the USSR and Cuba, goods _
are also shipped by sea irt ciomestic trafffc.
The role and signilicance of maritime transportation varies in tne forei.gn trade oF _
the individual CEMA member countries as a function of thei.r geographic 1oc.ariori.
- In Bulgaria, its share out of the foreign trade shipments accounts for moLe *.han
� 60 percent and in Poland and the USSR the figure is 50 percent.
. Landlocked CEMA countries, such as Czechoslovakia or Hungary; also reveal a high
maritime traffic volume in their foreign trade. These shipments ar.e handled in -
transit via the maritime ports of other countries, inc7.uding to a great extent via
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maritime ports of other CEMA member countries (aee also the artl.cle on page 29
[of original]).
The maritime traffic volume uf the (;IIMA member countries went up particularly during
the seventies. In 1960, about 85 million tons of goods were transported; in 1975,
r_he figure was 290 million tons, in other worda, roughly 3.5 times more.
_ The USSR (excluding coastal shipp3ng) records the largest maritime shipping volume
among the CEMA member countries. Between 1960 and 1977, that vc+lume rose more than
four-fold and reached a figure of 187 million tons, that is to say, 47 percent of the
- USSR's total foreign trade shipping volume. During some of those years, the share
was even more than 50 perce::t; marit3.me traffic in USSR foreign trade has been the
most important transportation industry branch for quite some time now.
- The biggest ma.ritime traffic volurne of the USSR is recorded for exports because
large quantitie:3 of fuel and raw mater:ials are being transported here.
- While the USSR in 1960 transported 39 million tons of goods by sea, this export
volume in 1977 rose to 154 million tons. For imparts, these figures are, respec-
tively, 6 million tons and 33 million tons, and they are essentially determined
by grain imnorts that are handled by sea.
In 1976, tlie USSR, among cther things, exported 148 million tons of petroleum and
petroleum products, including 11.9 million tons to Bulgaria, 12.0 million tons to
Italy, 9.6 million tons to Finland, 8.8 million tons to Cuba, 7.1 million tons to
the FRG, and 5.7 million tons to France, in other words, runs during which the
commodity sales volume was handled entirely or overwhelmingly by sea. At the same
time, exports of hard coal from the USSR in 1976 came to 26.9 million tons, in-
cluding 6.1 million tons going to Bulgaria, 3.2 million tons going to Japan, 1.9
million tons going to Yugoslavia, 1.5 million ton going to France, and 1.3 ton
going to Italy, etc. USSR exports also shvw iron ore (40.9 million tons in 1977,
althoiigh this was shipped primarily by land), potash salts (6.0 million tons in
1977), lumber and miscellaneous other bulk goods.
~ Poland holds second place in terms of the total maritime traffic volume involving
foreign-trade govds from the CEMA memher states. Between 1960 and 1978, the maritime
transportation volume wlthin Polish foreign trade went up more than 3.5 times and
reached 59.8 million tons, that is to say 45.3 percent of the total foreign
trade volume. The share of maritime transportation out of Poland's foreign trade
kept growing more and more ln recent years; duriig the middle of the fifties, it
was not even 35 percent. This is connected with tne general development of the
Polish national economy as well as the handling of new types of commodities in
maritime traffic, such as sulfur or petroleum.
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> 7S
ZI -?S
~
~ 16-ZO
~

6-l0
~
_ Figure 3. Age structure of CEMA merchant fleet, end 1977.
Key: 1--Years.
Exports in Polish maritime traffic likewise are considerably higher than imports;
this is due to the fact that large quantities of coal are carried by sea. This
type of commodity is the most important export item in Po11sh exports and also in
maritime traffic; it increased from 8 million tons in 1960 to 26 million tons in
1978. Very much sulfur (2.6 million tons in 1978) has been exported by sea from
_ Poland for the past several years.
The most important Polish import commodities, which are carried by sea, according
to 1978 statistics, are cereals with 7.8 million tons, iron oxe with 6 million tons,
phosphorites and apatltes with 3.3 million tons.
Bulgaria reveals the biggest dynamics in fore3.;
volume; here, the volume rose between 1960 and
a figure of 24 million tons. This was due not
with foreign countries Uut also a cons3.derable
portation out of that trade volume; it went up
ceMl in 1976.
;n trade maritime transportation
1976 almost twenty-fold and reached
only to a great increase in trade
rise in the share of maritime trans-
from 28 percent in 1960 to 61 per-
At the same time, Bulgaria recorded a great increase in maritime transportatl.on -
connected with imporrs; here the f3gure increased from 0,7 million tons in 1960 to
21 million tons in 1976. Imports to Bulgar3a by sea ovexwhelmingly involved pe-
troleum and petroleum products, coal, phosphorites, and apatites, as we11 as ixon
ore. A large portio-i of these commodit3es comes from the USSR, whereby tlie route
via the Black Sea keeps the transportation distance short. -
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Table 1. Merchant
Fleets of
CEMA Member
Countr3es 3n 1967 and
1977 (as of 31
December)
Staaten 1
1967
1977
Anzahl
Tragfbliig�
Anzahl
Tragf&hig� 3
Tragf6hig�
2 der
Schiffe
keit
3 1000 t
der
2 Schitfe
keit
3 1000 t
keit
1967 =100
Insgesamt 4
1 780
13 757
2 547
27 514
200,0
UdSSR
5
1 216
9 769
1 687
17 143
175,5
Polen 6
226
1 612
309
4 216
261,5
Rjm6nien 7
48
431
128
1 863
432,2
- GDR
162
1021
200
1853
186,2
Bulgorien 8
99
794
95
1 279
161,1
K,,ba 9
-
-
91
825
-
Tschechoslowakei 10 8
119
15
227
190,7
Ungarn 11_
21
37
22
108
291,9
_ Key: 1--Countries;
2--Number
of ships; 3--Capacity; 4--Total;
S--USSR; 6--Poland;
7--Romania; B--Bulgaria; 9--Cuba; 10--Czechoslovakia; 11--Hung
ary, DDR--GDR.
- Source: "Morakoy transportnyy flot stran-chlenov
SEV," Moscow,
1968, 1978.
Table 2. CEMA Mei�chant Fleet, 1977, by Principal Ship Types
5_~,iffsgattungen Anzahl
1 2 der
Schiffe
Insgesamt 5 2 547
Kombinierte S,.:hiffe6
Tonker ~ 390
dovon: 8.
Flussiggosttinker 9
~ Chemikalientanker 10
Trockengutfrachtei lI
davon: 8
Massengutfrochter 12
Kuhlschiffe 13
Contoiner� und 14
~ Semicontainerschiffe
Roll�onlroll�oH�Schiffe 15
Fahren 16
i -
Key: 1--Ship types; 2--Number of ships; 3--Stze, 1,000 GRT; 4--Capacity; 5--Tota1;
6--Combination vessels; 7--Tankers; 8--Tncluding; 9--Liqu3.d gas tankPrs; 10--Chemi.-
cal tankersy 11--Drygoods freighters; 12--Bulk goods freighters; 13--Refr3gezator
vessels; 14--Container and semiconta3ner vessels; 15--Ro11-on/roll-off vessels;
16--Ferries. Source: see Tab1e 1.
Bulgaria's maritime exports between 1960 and 1976 went up six-fold from 0.5 mi111on
ton to 3 million tons. Cuba's total foxe3gn trade consists of maritime sfiipments.
Between 1965 and 1975 they rose by 37 percent and reached a figure of 19 m3.11ion
tons.
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i
5
2 150
247
48
72
30
28
Vermessung 4 Tro� `iihir�l;eit
1000 BRT
3 1000 t
1881118 27513,6 100,0
271,3 456,3 1,6
5516.0 8851,2 32,2
52,3 52,5 0,2
29,1 40,8 0,1
13024,4 18206.1 66,2
3354,9 5254,9 19,1
235,9 233,8 0,8
391,4 468,3 1,7
157,4 186,8 0,7
105.6 --35,8 --_------O,1
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Impor[s predominate more and more in Cuba's mar:Ltime trade because laxge quanti-
_ ties of fuels and raw materials as well as other commodit3ea must be imported.
Cuba's imports climbed from 8 million tonE in 1965 to 13 mi1lion tons in 1975, witti
_ peCroleum and petroleum products from the USSR hitting first place (8.8 wil]_ian Cons
� in 1976).
Cuba's exports fluctuate around 6 million tons per year; the consist above all oi
sugar, that country's main product.
'The other European CEMA member countries with an outlet to the sea, the GDR and
Romania, also display a high level of dynamics in international maritime transpor-
tation. Ttie GDR's international mar:l.time traffi.c volume in 1978 rose to about 20
million tons. Since 1900, the GDF,'s foreign trade maritime transportation volume
has gone up more than three-fold,
'fhe GDR's seaward i.mports are cons3.derably hi.gher than the exports. The reason tor
this can he found in the large volume of impores invalving petr.oleum and peLroleum
products, iron ore, phosphorltes and apatites, cereal crops, fodder, lumber, coa1,
wi.th raw materials being imported on a larger acale above all from the USSR Uy sea.
Romania'smaritime traffic volume in 1970 climbed to 14 million tons. Tn recent years
we can recurd a furi:her rise but we ha-je no statistics on that. Whi1e expor.ts by
sea in the past were 50 percent higher than imports, both areas reached the same
level in 1970.
The foreign trade r�aritime tr.affic volume of Czechoslovakia and Hungary is handled
in transit via important maritime ports. Statistics show that Czechoslovakia's
seaward for.eign trade volume currently is about 9 mi111on tons per year. Tt is
haridled overwhelmingly in the ports of the CEMA member countries, specif-ically,
mostly in Poland (2.4 million tons in 1978) and the GDR (1.6 m311ion tons in 1977)
but also in Yugoslavia (Rijeka), in the FRG (Hamburg, 2.4 million tons in 1978),
and Ita1y (Trieste).
Hungary's mari.time trade volume comes to about 3 million tons per year; most of
this volume is handled i.n the ports of Yugoslavia, Poland (480,000 tons in 1978),
tFie USSR (Reni, Ismail), and tile PRG (Ham6urg, 770,000 tons in 1978).
Mara.tlu~E~ Sil:i.pping of CEMA Cuuntzies
Tkie develc>pment of seaward trade of the CEMA c;iembers uecessitated the ef.fic ient
expansion of the mercliant fleet. Tu keeping wltii prin,.:iples customary in inter�-
nationaJ ttade, countr:Les :i.nvolved in cvtrw.::ic, a,,~ also entitled to pa;:ticipate i.n
shipments af those commoditics. The pxinciple of. e:ranspurtation competence applie,;
, the CEMA membPr countries; this means that the buyer country is glven th e
amonp
rigtit i.nclependently anci on its own to organize mlri.r.i.me shipment.
In 19+9, c~i,en tLe C'i:t4t1 was established, the capacity
member 20LuDtri.es was barely 2.5 m111ion tons. Thl.s
o� i:he gueds ot the socialist countries was carr.i.ed
countr:i.es. ThJ.s meanti that the CEMA countries were
wer.e dependent on the conditions dictated to them by
apl-l:ied iaoL ouly to trAnsportat3on poasibilit3es for
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of the mercliant fleci of i,_s
ly why a consideraUle porLion
by the fleets of' capiLa1.j.tt
in a difficult sltuat:ion; Lhe-y
capitalist sh3pping. 7'hat
spme types of goods in genera.1.
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(at the time of the"Cold Waz," txade with eocialist countries was being boycotted)
but also to the transportation terms (transportation deadlines, 1eve1 of freight
rates, choice of ports, etc.). Of course there was not talk of any planned trans-
port organization and of ineeting the needs of the national economy of the socialist
countries in this so very important field.
This is why the CEMA member countries chose the right way, that is, the creation
and expansion of their own merchant fleet. In 1949, the 5ovtet Un3on alone had
a fleet which was very significant (about 2Tnillion tons). The Polish fleet had
a capacity of 200,000 tons while the otfier socialist countries had practically no
fleet.
Only toward the end o� the fifties did the fleets of the socialist countries begin
to develop more rapidly. By the 30th anniversary of the CEMA, the fleet was in-
creased ten times over. Early :In 1978 it had achieved a capacity of 27.5 million
tons.
BPT
!0-Q7
_ 4I- fB
tf - ~i7
- 10- If
2 ~ If-1P7
~ 0 -
e-1o
f- ~
1-f
1
O,f-!,0
; 0,1-05
io
Figure 10. 5ize structure of CEMA merchant fleet, end 1977.
Key: 1--000 GFT; 2--Ship sizes; 3--Fleet share; 4--Millions of GRT.
At the end of 1967, the merchant fleets of the CEMA countries consisted of 1,780
vessels with a total capacity of 13.7 million tons; at the end of 1977, the figure
was 2,547 ships with a capacity of 27.5 million tons (Table 1). During that decade,
the number of ships was increased by 43 percent and their capacity was doubled.
The development rate of the merchant fleets varied in the individual CEMA member
countries during the decade between 1967 and 1977; it depended on the need for
maritime traffic volumes and on the possibility of guaranteeing q corresponding
share of the particular country's fleet.
With the exception of Mongolia, a11 CEMA members countries have a merchant fleet.
In addition to the countriea listed in Tab1e 1, the Vietnamese Socialist Republic--
which did not become a member of the CEMA until 1978--has such a fleet.
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Some of the CEMA mem6er countxies--such as the USSR, Paland, Romania, the GDR, and
Bulgaria--have merchant fleets w3th a capacity of more tfian 1 million tons, The
Romanian fleet developed in the most dynamic fashion between 1967 and 1977 wl.th
a more than four-fold increase in its tonnage while Poland expanded its fleet almost
by 2.5 times.
The USSR fleet d uring that time was increased by 75 percent, the fleet of the GDR
grew by 86 percE nt, and Bulgaria's merchant fleet grew by 61 percent. Cuba's mer-
chant fleet also developed very ranidly; it 3s being carried in CEMA stat3.stics
only since 1974, at which time it had 41 vesaels with a capacity of 382,000 tons.
By 1977, it had doubled. We can also record strong fleet growth in those CEMA
countries which do not have any outlet to the sea. Hungary increased thE capacity
of its fleet almost three-fold between 1967 and 1977 while Czechoslovakia roughly
doubled i.t.
F1eet developmen t in the CEMA is aimed at fundamental modernization, specialization,
and adaptation to the commodity structure and volume involved in foreign trade.
In this connection, the type structure of the CEMA merchant fleet reveals caaracter-
istic differences as compared to the atructure oP the international merchant fleet.
Most of the CEMA merchant fleets (Table 2) consist of various drygoods freighters
whose share in 1977 came to 66.2 percent. This 3s due to the large percentage of
these goods (bo th bulk goods and piece gooda) in the seaward foreign trade of the
CEMA member countries.
Universal piece goods and tramp steamers still predominate in the CEMA drygoods
freighter fleet which in 1977 sti11 consisted o� about 12 million tons capacity or
65 percent of the total drygoods freighter fleet.
Among special vessels for the transportation of drygoods, the merchant fleets of the
socialist cou.ntries have bulk goods �reigiitexs available, 3n other words, big ships
that carry identical bulk goods, such as coal, ore, grain, and phosphorites, first
_ of a11. Tn 1977, the capacity of those ships topped the 5-million ton limit and
thus accounted for 19.1 percent of the total merchant fleet of the CEMA or 28.9
percent of the total drygooas freighter fleet. Very large bulk goods freighters
are already being used, such as the Polish vessels "Turoszow" and "Belchatow" with
a capacity of 71,000 tons each; these are the biggest bulk goods freighters in tne
CEMA fleet. Po land also has the biggest bulk goods fleet among the CEMA countries
(2 mi113.on in 1977) and thus comes ahead of the USSR (1.8 million tons) and Romania
(0.9 million to ns).
Amang the vessels intended for transport3ng various cargo units (containers, pal].ets,
semitrailers, e tc.), the container and ro11-on/ro11-off vessels developed fastest
in the CEMA fle et. The fleet of container and semicontainer vessels belonging to
the CEMA member countries in 1977 coneisted of 72 ships with a capac3ty of 468,300
tons. In quantitati.ve terms, that it is not very much but ane must keep in mind
- that the transp o rtation capacity of those ships is considerably greater tlian the
transportation capac3ty of conventional piece goods freighters and that every con-
tainer vessel replaces sevexal universal piece goods freighters, in other words,
it can make considerably more xuns duri.ng the same period of time. The USSR has
the biggest contai.ner fleet (includi.ng sem;Lcontainex vessels) with 44 vessels and
a capacity of 330,000 tons in 1977; it ic followed by Poland with 13 vessels and
80,000 tons, Cuba with three sh3ps and 37,030 tons, and the GDR w3th 12 ships and
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21,000 tona. These fleet inventories abave all include sem3container vessels, i.n
other words, ships partly equipped for container transport, as we11 as small and
medium container vessels (first and second generatica) wh3ch are best suited for the
maritime traffic of the CEMA countries.
The second type of special vessel for carrying certain cargo units, etc., consists
of the roll-on/roll-oif vessels, in other worda, ship s with are serv3ced horizontal-
1y, without the use of harbor cranes. Among the socialist countries, the USSR has
the most vessels of this category (25 ships with a capacity of 169,000 tons).
In 1978, the first lash vessel, the "Julius Fueik," was placed in service with a
capacity of 36,000 tons as part of ajoint undertaking in the CEMA countries. This
ship marks the introduction of a new transportation t echnology in the social3.st
countries where light, floating containers are taken onbaard and are then further
transported to and from the ma.ritime ports v3a inland waterwa,ys. This s3.mplies the
entire transportation process.
In our description here we must nat overlook ferries although they--as in the case
of pasaenger and automobile ferries and partly also railroad ferries--they ca:.ry
mostly passengers. The CEMA member countries use not only passenger and motor
vehicle ferries but also railroad or coubined railroad and motor vehicle ferries.
In 1977, the biggest ferry fleet belonged to the USSR (16 vessels with a volume of
72,000 GRT) and Poland (seven ehips w3th 26,000 GRT). The GDR had five ferries
which, of course, are being operated by the railroad administration; Bulgaria
received its first ferries in 1978.
Refrigerator vessels represent a special category of ships for the transportation
of piece goods; they are used to transport tropical Pruits, meat, and other com-
modities. Among the CEMA countries, the USSR has the largest number of refri-
gerator vessels (31 units with a capacity of 149,000 tons).
The biggest identical group of freighters in the CEMA is made up of tankers; in
1977, 32.2 percent of the total freighter volume of the CEMA were to be found in
this group. In adciition to conventional tankers for peCroleum and petroleum pro-
ducts, special vessels are also being increasingly employedforthe transport of
chemirals and natural gas.
But the inventory of this special fleet is not yet 1 arge (five chemical tankers with
a capacity of 41,000 tons and seven natural gas tankers with a capacity of 52,000
tons in all CEMA countries in 1977); but we can expe ct an increase in the number of
those ships over the next several years due to an inc rease in the share of this
type of cargo in the maritime traffic of the CEMA co untries. Tn 1979, the USSR
received the first major LPG tanker (for petroleum gas) with a tank volume of 75,000
cubic zneters. Poland has the biggest fleet of chemical sfiips among the CEMA coun-
tries (four vessels with a capacity of 39,000 tons).
The USSR fias the largest petroleum tanker fleet in t he CEMA. (6,6 mi1lion tons in
1977) ; then follows Poland (1 million tons), the GDR (577,000 tons), and Bulgaria
(545;000 tons). The capacity of petroleum tankers i s ds much as 150,000 tons.
Petroleum products are carried by sutaller tankers with a capacity of up to 30,000
tons.
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Table 3. CEMA Merchant Fleet, 1977, Dy Shipping Campaniea
Stnaten und
Anzahl
3 Vermessung
4 Tragfanigkeit
Reedereien
der
1000 BRl
1000 t
1 2
Schiffe
5lnsgesamt
~ davon Tonker
UdSSR 7
_
Asowsche Reederei
Shdanow 8
126
555,4
734,5
1,7
Baltische Reederei
_
Leningrad 9
164
1104,9
1539,3
- -
Schworzmeerreederei
Odessa 10
227
2372,9
3383,8
-
Fernostliche Reederei
Wladiwostock 11
243
1460,0
1907,7
-
Donau-Reederei
Ismail 12
58
155,4
188,7
-
Estnische Reederei
-
Tallinn 13
85
235,2
291,9
-
Grusinische Reederei
Batumi 14
46
439,1
661,5
402,8
Komtschatkaer Reede-+ei
Petropawlowsk 15
49
146,7
168,7
6,3
Kaspische Reederei
~
Baku 16
83
327,9
361,0
227,5
Litauische Reederei
Kloipeda j]
36
117,7
160,1
-
Lettische Reederei
Riga 18
100
707,1
957,2
772,3
Murmansker Reederei

Murmansk 19
58
335,3
469,9
-
Noworossijsker Reederei
Noworossijsk 20
134
2863,8
4650,3
4343,7
- Nordreederel
Archangelsk 21 148 571,4 801,1 3,3
- Primorsker Reederei
Nachodka 22 57 370,3 530,9 530,9
Sochaliner Reederei
Choimsk 23 72 275,9 336,4 -
Key: 1--Countries and shipping companies; 2--Number of ships; 3--Size, 1,000 GRT;
4--Capacity; S--Total; 6--Including tankers; 7--USSR, Azov Shipping Company, Zhdanov;
9--Baltic Shipping Company, Leningrad; 10--B1ack Sea Shipping Company, Odessa; 11--
Far East Shipping Company, Vladivostok; 12---Uanube Shipping Company, Is-nai1; 13--
Estonian Shipping Company, Tallinn; 14--Georgian Shipp:ing Company, Batumi; 15--Kam-
chatka Shipping Company, Petropavlovsk; 16--Caspian Shipping Company; Baku; 17---Li-
thuanian Shipping Company, Klaipeda; 18--Latvian Shipping Company, R3ga; 19--Murmansk
Shipping Company, Murmansk; 20--Novorossiysk Shipping Company, Novorosszysk; 21--
Northern Shipping Company, Arkhangelsk; 22--Primorskiy ShiFping Company, Nakhodka;
23--Sakhalin Shipping Company, Kholmsk.
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_ Table 3 [Continued]
S'aaten und Anzahl Vermessung Trogfohigkeit
ReedEreien 2 der 3 1000 BRT q iooo c
Sch i f f e
1 Insgesamt dovon Tanker
-
- Polen 6
Polskie Linie
Oceaniczne, Gdynia 168 705,4 1 040,4 -
PoIska zegluga _
8altycka, Kolobrzag 24 32,4 20,4
Polska tegluga 1001,3
- h'lorska, Szcie.. n 117 1 926,5 3 155,6
Rum&nien ] 442,2
havrom, Constonta 128 1 193,7 1 862,7
DDR
Deutfrocht�Seereederei, 577,0
Rostock 200 1 259,0 1853,5
Bulgoti*n g
Bolgorski Morski Flot,
Warna 9 95 846,7 1278,9 545,0
- Kuba 10
Empressa de Navegacion
Mambisa, Havanna l 91 582,4 822,4 82.6
Empresso de Navegocion ~
Cariba, Havonno
Tschechoslowakeill
Ceskoslovenska Namorni 221,6
Plavba, Proha 12 146,2 -
Ceskoslovenska Plavba 5,0
~ Dunojsko, Bratislovo 3 4'8
a Ungarn 1.2 107,8
Mahart, Budapest 22 75'7
Key: 1--Countries ar.d shipping companies; 2--Number of ships; 3--Size, 1,000 GRT;
4--Capacity; S--Total; 6--Including tankers; ba--Poland; 7--Romania; 8--Bulgaria;
9--Varna; 10--Cuba; 11--Czechoslovakia; 12--Hungary; DDR--GDR, Source: see Tab1e 1.
The merchant fleet also includes combi.nation vessels, specifically, depending upon
the design, ore-oil freighters, ore-bulk-oil freigfiters (OBO vessels), or ore-
bulk-container freighters (OBC vessels).
The share of these special vessels is still not great but it keeps growing. The
- USSR here again among the CEMA countries accounts for the largest share with four
_ ships and a capacity of 371,000 tons. These are mos*.ly big ships whose cargo capa-
city presently is as much as 120,000 tons (the Marshal Konev type).
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The age structure of the CEMA's merchant �leet 3s relative7.y favox'ab1e. I.QOking at
the age of the ships, this is a niodern fleet; in 1977, 33.9 percent of the total
ship volume were less than 5 years old, 22.0 percent were between 6 and 10 years
old, and 28.4 percent were between 11 and 16 years. In some countr3es, the struc-
ture was even more favorable due to big 3nvestments in recent years. For example,
the share of ships up to 5 years old in 1977 was 68.0 percent in Romania, 52.9
percent in Hungary, and 47.5 percent in Poland.
Loolcing at the size of the vessels, there are big differences in the CEMA merchant
fleet resulting from the multiplicity of vessels and goods as well as the shippj.ng
runs to be operated. Small and medium vessels predominate; the biggest vessels in-
clude tankers with a capacity of 150,000 tons. Tn the development of the fleet of
the CEMA countries, the mania for g3gantic units was deliberately avo3ded; that
mania is practiced by the capitalist petroleum companies through the construction
of ever bigger supertankers which, in connection with the notorious tanker disas-
ters of recent years, caused correspondingly disastrous damage to the natural en-
vironment.
The merchanr fleet of the CEMA member countries is operated by 27 shipping companies
(Table 3). The USSR has 16 companies, Poland has three, Czechoslovakia and Cuba
have two, each, and Bulgaria, the GDR, Romania, and Hungary have one shipping
company, each; nine shipping companies of the CEMA own a fleet of more than one
million tons capacity; in other words, on an international scale, they are included
among the big shipping companies. The three biggest are the Novorossiysk Shipping
Company with 4.7 million tons, the Black Sea Shipping Company with 3,4 million tons ~
and the Polish Maritime Shipping Company (Polska Zegluga Morska) with 3.2 million
tons.
Most of the shi.pping companies of the CEMl1 countries are universal shipping com-
pani.es. The biggest special shipping companies are the Soviet Novorossiysk Shipping
Company, which uses only tankers and OBO carriers, the Soviet Primorskiy Shipping
Company in Nakhodka (tankers exclusively), and the Polish Ocean Lines, Polskie Linie
Oceaniczne Gdynia ( piece goods freighters exclusively).
The Polska Zegluga Morska Shipping Company at Szczecin has the biggest bulk goods
Preighter fleet. In 1977, this shipping volume came to 2,1 million tons, that is
- to say, 39.1 percent of all drygoods freighters in the CFMA; the Roman3an Stiipping
Company holds second place. Among the CEMA member countries, Polska Zegluga Morska
is at the same time the biggest shipping company operating chemical carriers; it
has four vessels wi.th a capacity of 39,000 tons, At the same t3me, among CEMA
tanker shipping companies, Polska Zegluga Morska is in second place because it has
1. million tons, in other words, 11.3 percent of the total CEMA tanker volume. It
comes right after the Soveit Novorossiysk Shipping Company whose share is 49.0 per-
cent.
The biggest shipping companies operating container vessels in the CEMA countri.es are
the Sov:Let Fax' East Shipping Company based 3.n Vladivostok w:i.th 31 vessels and a
capacity of 263,000 tons, and Polskie Li.nie Oceani,czne with 13 sliips and 80,000
tons, Ttie most important shipping company operating roll-on/ro11-off vessels is
the Soviet Baltic Shipping Company with ten vessels and 93,000 tons; among ferry
operations, we have the Soviet Caspian Shipping Company based at Baku with five
ferries and 44,000 GRT, the Sakhalin Shipping Company based at Kho].mslc with five
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f erries and 25,000 GRT, Polska Zegl.uga $altycka with headquartexS in Ko7.obrzeg and
five ferries, totalling 20,600 GRT, and fina11y, the rePr3gerator vessels of the
Latvian Sh3pping Company with 19 vessels and 93,000 tons.
Cooperation between CEMA Member Countries in Maritime and Shipping
Cooperation among the CEMA member countra.es in marit3.me trade and shipping began
more than 30 years ago wi.th the coordination of sh3p chartering. The 3nd3vidual
socialist countr3es did not have enough sh3,ps and tried to find ships on the world
_ market to carry their goods through united acticn. The posiCion of the CEMA
_ member countries was consolidated and beyond that it was thus poss3ble to achieve
- more favorable charter terms. Since 1952, thereYiava been annual conferences by the Organization for hartering essels of the CEMA member countries which in 1963 also
- was joined by the shipping companies that led to the Conference of Charter and
Shipping Company Organizations of the CEMA Member Countries. The Coordination L
Bureau for the Chartering of Ships of the CEMA was founded in 1962 with headquarters
in Moscow; it also acts as a permanent secretariat for the above-mentioned Con-
ference of Chartering and Shipping Company Organizations.
Prior to that, in 1958, the Permanent Commission for,Transportation of the CEMA
was founded. It is the pri.ncipal organ fox the planned multilateral collaboration .
among the countries of the socialist cornmunity in the field of transportation.
Since that time, the collaboration among the member countr3es in maritime trade and
maritime sh3ppi.ng was considerably expanded and improved. The Conference of Char-
tering and Shipping Company Organizations of the CEMA as we11 as the Coordinating
Bureau for the Chartering of Ships greatly expanded their radius of action and thus
practically caver the entire impx'ovement 3.n collaboration 3n marit3me traf�ic.
The coordinator system has been applied in chartering for several years; it proved
itself valuable in practice. Tn 1972, the Permanent Commission for Transportation
of the CEMA approved the "Conc',itions for Mutual Supply of Maritime Shipping Space
and Foreign Trade Goods of the CEMA Countries" as well as the "Principles of Signing
Annual Agreements on Mutual Supply of Maritime Shipping Space and Foreign Trade
Goods of the CEMA Member Countries" which had been drafted by the Conference of the
Chartering and Shipping Company Organizations of the CEMA to implement the complex
program of socialist economic integration. These documents contr-ibuted not only
to the development and perfection of the corresponding collaboration efforts but
also at the same time led to an increase in the share of vessels of the socialist
- countries in the transportation of their goods.
A new qualitative step of collaborati.on among CEMA member countries Uegan after the
signing of the agreement on collaboration in maritime merchant sh3.pping between
the European CEMA countries, which took place 3.n Budapest on 3 December 1971. The
parties to the agreement pledged to suppoxt bilateral and multilateral coll.abora-
tion for the full and effective utilization of the maritime merchant fleet and
the maritime ports in ordex to meet the xequixement for internationa1 maritime
- shipments, to develop collaboration in the fie1d of charteri.ng, to expand the eco-
nomi.c and tecfinical relationships, to eacchange experiences, etc,
The INSA (Znternati.anal Shipping Company Association) was formed in 1970 upon the _
3ni.tiative of tfie CEMA membex countxies; tfie a99ociativn's memfiers inelude most of
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~ the shippixLg companies of the sodalist countxies and, beyond that., the Assaciatipn
of Indian Shipping Companies. This association works in support of international
collaboration in shipp3ng and 3.a open to a11 shipping compan3es wh3ch accept the
. bylaws and the activity objectives.
The joi.nt shipp;Lng 13.nes are an expression of collaboration lietween the CEMA member _
countries 3.n shipping. In 1977, the shipping companies of the CEMA countries
malntained n:i.ne such 1ines, employing 183 vessels w3th a total capac3ty of 1,165,000
toiis; that accaunts for 22 percent of the total shipping space used in line shipping.
The biggest 3oint lines of the CEMA in 1977 were ag follows:
~ Unilevant going to the Mediterranean ports with the participation of the fleets of
Bulgaria, the GDR, Poland, and the USSR (70 ships with a capacity of 49,000 tons);
Uniafrica goa.ng to the ports of West Africa with the participation of the GDR,
_ Poland, and the USSR. (35 vessels, 1941000 tons);
Baltafri.ca going to the ports of East Africa with the part3cipati.on of the GDR and
Poland (22 vessels, 174,000 tons);
Baltamerica going to the ports on the east coast of South America with the parti-
- cipation of the fleets of the GDR, Poland, and the USSR (17 sh3ps, 155,000 tons).
- One factox i.n collaboration among the member countries of the CEMA in maritime
commerce and in maritime shipping i,s also the mutual supply of the txansload3ng -
and transportation por.ential, that is ta say, the granting of transit aervices.
Trese transit services are vexy necessary for landlocked countries which do not
- have an outlet to the sea (Czechoslovakia, Hungary) as we11 as �or the maritime
states of the CEMA which do not have adequate cargo handling capacitates in their
own porrs (for example, fox� the GDR). 1
Poland o��exs the other CEMA countx3,es the blggest trans3.t cargo hand7.ing service _
capacity J.ri its marita.me ports; there, for example, 3n 1978, 2.4 million tons of
goods were handled for Czechoslovakia, 1.6 million tons for the GDR, 484,000 tons
for Hungary, 61,000 tons for Roman3,a, 20,000 tons for Bulgaria, and 1,000 tons fox
the USSR, The Pol.ish. port of Szczecin, with a transi.t volume of 2 million tons
per year, was the biggest transit port of the CEMA countries in 1978. The ports
of rlie GDR a:l.so o�fer considerable transit handling capaciti.es to other CEMA
countries, moatly Rostock, as well as the ports of the USSR at the mouth of the -
Danube (Rena., Tsmail) ; thexe, transit goads from CzechosJ.ovakia and Hungary, whi.ch
are carr:ted by sea, are being transloaded mostly. Tt Tnust be stressed that the
ports of the GDR and Polancl work closel}* together within the framework of the
"Tnterport" economic or.ganization.
Contai.ner shipments from Euxapean CEMA countxies to ,7apan via the USSR x'epxesent
a special type o:E rxansit sexwice whexe aealanes to be sure p1ay aminox xo7.e; they
= are handled via the SO--called trans--Sifiezian container bridge with txansloading in
the maz�:it:inie pozrs of the Soviet FRx Eaat, eapecially Nakhodka and Vostochnyy.
' One factox, which f_avoxs the deyelopmenfi .ofTnaxitilne shipping by the CEMA tnembex
countri.es, :i.s also xepxeaented by theix colliiboxation ~n the sh3pBufi.l.ding industry.
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More than half of the ships, with wh3.ch the fleen of the soci,alist countx'ies axe
being constantly replenished, are being built in the shipyards of those countri.es.
Some of them, in addition to production for the3r own needs, have also developed
a considerable export production effort which to a great extent is 3.ntended for
other socialist countr3.es. Most ships for other CEMA countries are being built in
the sh3.pyards of Poland, the GDR, Bulgaria, and Romania.
COPYRTGHT: transpress VEB Verlag fuer Verkehrswesen, [East] Berlin 1980
5058
CSO : 2300
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GERMAN DEMOCRATTC REPUBLIC
_ DEVELOPMENT OF MERCHANT FLEET REVTEWED, LTSTTNGS, STATTSTTCS GTSIEN
East B'erlin JAHRBUCH DER SCHIFFAHRT in German 1980 signed to press ,7une 1979 pp 47-60
lArticle by Capt Lothar Foss: "GDR Merchant Fleet--Universal Fleet in Focus"]
[Text] In 1982, the ocean-going merchant fleet of the GDR will start the third
_ decade of its existence and the 8,800 seamen of this universal fleet (Tab1e 2),
as well as 3,800 employees ashore (as of 1979) employed by the big shipping company
= of DSR (VEB Deutfracht/Seereederei Rostock) will be able to look back upon a sign9_-
ficant contribution to the worldwide enhancement of the republ3c's prest3ge and
its economic strengthening. Starting with 21 seamen and 15 clerical employees, the
foundation for the buildup of the GDR merchant fleet was created in 1950 with the
commiss3oning of the steamer "Vorwaerts" and the sea-going lighter "Fortschritt"
with a capacity of 2,006 tons.Tn line with the planned and proportionally rising
foreign trade volume of the GDR, a merchant fleet was built up through long-term
promotion measures instituted by the Social3.st Unity Party of Germany and the
government of the GDR as we11 as through manifold initiatives of the entire popula-
tion, but especially the sta.ff inembers of the then DSR which was founded on 1 Ju1y
1952; this merchant fleet takes up a respectable place among the merchant fleets
of the sPafaring nations.
The initiatives of the Pioneer Organization were Qf inestimable help for example in -
building up the merchant fleet in connection with the construction of the steamer
"Thaelmann-P:l.onier," as well as the appeal by the workers of the Steckenpferd
Radebeul VEB [State Enterprise] for the purchase of second-hand tonnage with the
funds deri.ved from overfulf.i.lled export plans; 2,000 enterprises earned a
"SteckenpfPrd [Hobby] Fleet" consisting of eight frefghters with a capacity of 58,608
toiis and a cruise ship, called "Voelkerfreundschaft."
Here we must also mention the following: the construction of the Rostock overseas
port as the home port For the merchant fleet (commissioning of the first berth by
MS "Schwexin" on 1 May 1960), the deepening of the 8.5-kilometer navigation channel.
leading to the port of Rostock, and some berrhs of the overseas port to a draft of
13 meters between Februaxy 1972 and November 1977 and the oil transfer instal_lation,
- rebuilt and automated in 1978, sa that loaded drygoods freighters and oi1 ta.nker.s
with a capacity of up to about 45,000 tons can now be handled by the Rostack mar~I.--
- time poct, o.r the delivery of the ballast water treatment plant in the middle of
_ 1979 wh-cti gathers the oil-contam:Cnated waste water from the ships and thus helps iri
enviror.menta:1 pr.otection.
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Table l. Development of
~
Merchant F1eet during Five-Year P1an Perioda
.

_3
4
a.stona om 31.12, das
5 rrans.
1
FUnfJahrplanabtchlu0jahns
Port�
Zuga
ng
Abgang
-

mmge
funfjahr.
lonseitraum 6
Schil(eBRT

t dw
Schifl* 6
BRT �
t dw
Schlff~ 6 gRT
t dw
kt
p
-

9 10316
13345
253
1 1951iS5
11
11736
15345
2
1420
2000
196 898
277424
3191
19S6160
44
189652
267 929
6
3270
) 850
17
121 S69602
794715
2~ ~9
1961165
86
399242
S53590
6
26 538
36 299
119327
175 940060
1339953
36813
1966170
65
572436
691365
17
10197E
40 272
50151
198 1 200 105
1 792 369
54061
1971175
13
300 317
502787
20
341 290
517001
190 1 284767
1 848839
61 410
i i976'E0")
SS
425952
57] 2S1
63
7
46503
S5803
7
31 712
52827
198 1 211898
1 795 565
12253
~ 1976
'
12] 4J9
11
48784
65 461
200 1 258 968
1 053 540
12 676
1977
13
95854
16
76536
127 058
146 1 278 056
1 857299
12 029
1978
12
05 621
130817
7
18
83633
11 S 637
194 1 308 315
1 898349
12152
1979
16
113M
15670
106485
11
9702S
155995
100 1 2E4767
1 E48B39
12 300
1980")
- -
(vorraujstchtlich)
7
-
SS
74047
- - -
425952
-
377251
-
63
741290
-
517001
190 1281767
I E48E39
61110
Key: 1--Five-year plan period; 2--Additions; 3--Losaea; 4--Status as of 31 December
of the clos3ng year of the five-year plan; S--Transportation volume; 6--Ships;
BRT--GRT; (**)--Estimated
The buildup and developmer.t of the GDR merchant fleet are inseparably connected with
socialist aid and support from the Soviet Union and the other socialist seafaring
nations. Collaboration by the maritime transportation enterprises of the GDR with
the partner enterprises in the CEMA countries presently takes place on the basis of
the complex program signed in 1971 in Bucharest for the further in-depth development
and perfection of collaboration and development of socialist economic integration
of the CEMA member countries.
The perfection of collaboration among the shipping enterprises in international
line, tramp, and special shipping, in the coordinat3on of charter3ng activities on
the world market, in strengthening their ,joint line services, in mutually supplying
each other with transportation assembly lines, tonnages, and repair capacities, in
securing the economic interests through the combination of socialist international
shipping organizations of the CEM,A and cooxdinated collaboration 3.n international
shipping organizations under the UN system adds up to a constant task. In 1977,
the CEMA countries maintained 144 line services. The DSR is a member of six con-
ference line services, as follows: Rostock/Riga, Uniafrika, Baltatrika, Unilevant,
Baltamerika, and Cubalco.
In accordance with the maritime transportation agreement concluded in 1973 between
the GDR and the USSR, the USSR each year makes fleet capacities available to the
GDR for transporting more than 1 million tons. In recent years, about 45 percent
of the annual import volumes from the USSR were carried by sea (excluding pipeline
transpo.rtation).
Using Polish capacities for cargo transloading, 1.6 million tons were transloaded in
1978 as part of the INTERP0RT economic organization.
In 1978, the VEB DSR and Bulfracht (Bulgarian People's Republic) agreed upon the
mutual utilization of tonnage and prepared for the utilization of Bulgarian ship
repair capacities until 1980. Presently, the DSR each year carries about 1.8 million
tons of transit goods for Czechoslovaki.a and the Hungaxian People's Republic, in-
cluding about 1.6 million tons that are handled in GDR ports. DSR developed certain
- 16
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,
special programs to support and build up the maritime traff3c industries of the
Republic of Cuba and the Vietnamese 5ocialiat Republic.
The seamen expreienced socialist co'llaboration also in the form of man:lfold cordial
relationships between the various work ganga of the fleet and in the ports, by
developing brotherly friendship through sponsorship contracts, as well as through
selfless aid and exchange of experiences.
Through this development process, the reality of action readiness, activity, and
sense of responsibility among our seamen grew and keeps growing da3ly.,and that
includes workers and employees, all of whom are working to accomplish the national
econom3.c tasks of maritime transportation and port cargo handling on the basis of
the competit3on resolutions that were adopted.
Table 2. Ship Category Structure, Merchant F1eet, 31 December 1979
.
` Schiffstyp Anzahl Vermessung TragfBhigkeit
1 2 BRT 3 t 4
Stuckgutfrachter 5 140 743 653 ~ 973 392
Massengutfrochter 6 18 210 579 327 939
Containerschiffe 7 9 3 666 8 675
Ro/ro-Schiffe $ 5 14 043 22 687
Kuhlschiffe 9 10 56 660 70 420
Erz/OIfrachter ],Q 3 54810 85 377
Oltanker 11 7 222 040 406 249
Chemiekalientanker 12 2 2 694 3 612
Handelsflotte 13 194 1 308 345 1 898 349
Fahrgastschiffe 14 1 12068 4 775
Versorgungsschiffe 15 11 2 750 1 110
Schiffe gesamt 16 206 _1 323 163 _ 1 904 234 _
Key: 1--Ship category; 2--Number; 3--S:ize; 4--Capacity; 5--Piece goods Pxeightex;
6--Bulk goods freighter; 7--Containex vessels; 8--Ro11-on/Roll-off vessels; 9--
Refrigerator vessels; 10--Ore-oil freightera; 11--011 tankers; 12--Chemical tankPxs;
13--Merchant fleet; 14--Passengex vessels; 15--Supply vessels; 16--Sfiips, total.
_ Political].y motivated mass initiatives, such as "Solidarity Freight GDR-Chi1e" in
1972, "My--Your--Our Responsib3.lity," "Sailing a Sure Course," "Friendship Line
Bridge of. Friendship GDR-USSR," "Setting Course for Havana," "Sol3dar3ty Line
Rostock--Haiphong," or the central "Youth Project GDR-Angola" are aimed at th3.nking
- together of the big picture and making the unity of proletarian internationalism
and socialist patriotism visible in word and deed. As ambassador of soc3alism,
_ the GDR merchant fleet touches more than 360 ports throughout the world.
The latest developments aze in compliance with the directive of the Ninth Congress
- of the SED to increase the merchant fleet, during the 1976-1980 five-year plan,
primarily by adding modern ocean--going vessels from GDR production to a figure of
- about 2,000 lciloton capacity and to increase foreign trade shipments by sea to
135-140 percent (Table 1).
~ To achieve rhis merchant fl.eet expansion, the governmept is making about M2.1 bi111on
available in investments.
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By commissioning new ship units w3.th h:igh ut3,lity values and through the simul-
. taneous removal of obsulete and technically worn-out tonnage from the 3nventory
(Table 3), it is.possible tocreate a more effective fleet structure. On the bas3s
of this process, the fleet's capacity--with roughly the same number of ships--
over the past 7 years grew by about 26 percent and the average size of the ships
went up from 7,710 tons in 1973 to 9,730 tons capacity in 1980 (Table 4). By
1985, the GDR merchant fleet must be so developed that it will be able to transport
abo,ut 16 million tons of goods, including 11 million tons of goods '
for GDR foreign trade. This corresponds to a coverage of about 80
perc:ent as compared to 55 percent in 1978.
Heret we start with the ideal that Lhe total tonnage will remain roughly the same.
The reproduction and conversion of the merchant marines was under no other five-year
plan. as comprehensive as during the period between 1976 and 1980. By commissioning
newly-built vessels, especially from GDR shipyards, and through the planned
wrecking of ships between 1976 and 1980, we were able to improvp the work3ng and
living conditions of our merchant seamen th:.ough comfortable and air conditioned
crew quarters, efficient work rooms, automation of engine operations, and increase
in the degree of inechanization of deck machinery.
In 1967--the year automated ship opE.ition was started--the merchant marine had
two refrigerator vessels whose engine operation at sea and 3n port was automatic;
by the end of 1979, it already had 150 vessels of this kind with a capacity of
1,252,334 tons. This means that 77 percent of the ship inventory or 66 percent of
the operating tonnage are already automated (Table 7). This effort is going to be
pursued. Tt means a saving of manpower and an improvement in working and living con-
ditions. These measures are supplemented by social and cultural care for our
merchant seamen. Athletic activities on board and ashore provide a change of pace
and constitute one of the most popular recreational activities. Sports and singing
were practiced already on the steamer "Vorwaerts." The cultural group under the
direction of the then Third Officer Gerhard Just pl$yed for the population in the
State c,f Mecklenburg during port layover time. The earnings were donated to the
1951 World Festival of Youth and Students and almost the entire crew was able to
participate in Berlin by way of appreciation.
In 1959, the first 21 motion picture cameras were used when the fleet consisted of
- 33 vessels. In 1965, the 16-mi111meter film depot of the DSR was able to supply
already 259 film titles but only three copies were available for each fi1m. In 1960,
the first crate of books was hoisted on board. We started with a total inventory of
13,000 volumes. By 1961, the Erfurt service combine purchased used tape recordings;
starting in 1962, the enterprise radio studios improved their oper.ations. Tn 1975,
the first video recorder was used. At the end of 1978, the film inventory had
grown to 542 film titles with 10 copies each. Today, the ahips have libraries with
belletristic and popular-science liturature, technical books and magazines, the
daily press and printed radio reports, television seta, radios, film projectoxs and
tape recorders, record players, slide pTOjectoxs, complete photo equipment 3ncluding
- laboratory, musical instruments, recreation rooms, athletic equipment and recently
also training rooms, a sauna and a bar or clubroom.
In 1976 alone, M1.2 million were allocated for that purpose.
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Presently, 71,300 books, about 6,700 records, and annually more than 4,000 tapes
are ava31ab1e. In contrast to other enterpr3ses, the DSR has a very large facilj.ty
_ for sparetime activities with the needa of the merchant seamen at the very focus.
In developing intelectual and cultural life in the merchant mar:tne, the "5hip of
Exemplary Cultural Work" movement has been holding a strong position in the 1974-
1975 BKV [Enterprise Collective Labor Contract] since the first invitation. The
various crews use all available possib3lities in order to develop a rich cultura].
and athletic life. Political indoctrination work, apprenticeship training, wor.k by
the social organizations, solidarity and sponsorship activities, participation 3n
athletic competitions at long distance, and to win the athletic badge, dignified
development of social highlights, brigade celebration, hobby show, and NfM [Fair
of the Masters of Tomorrow], parties, as well as the effort to develop interper-
sonal relationships in a socialist manner and to foster a shipboard atmosphere
where everybody will feel comfortable--these are part of everyday routine just like
the tasks of plan accomplishment and economizing. By 1978, a total of 26 vessels
won that title. On the basis of our social-policy measures, the wages of our
seamen were raised (the new pay scale effective 1 September 1978 fea tures an ave�r'agF
_ of M171 per man and per month more) as we11 as the introduction of the 40-hour work
week effective 1 May 1977, retaining the shipboard working hours (a daily work
schedule of 8 hours, basically the 7-day woxk week, and thus a weekly shipboard
work schedule of 56 hours), while the spttre ti.zne entitlement was inczeased, the
vacation starting in 1979 was extended by 3 days, along witfi the ref erred alloca-
tion of vacation spaces, as well as spec3al support facilities in the harbors of
the GDR and abroad. A11 crew tnembers have the same status as sh3f t works. Ac-
cordingly, a shift bonus is paid for daily work done on Sundays and for 8 houx�s af
work on Saturdays and on Sundays, one day off, each, is granted.
Table 7. Development of Automated Ship Operation in Merchant Marine tn 1976-1979
lahr 1
flotte gesamt 2
Automatisierte Schiffe (aut 24/16) ~
per 31.12.
An-
Trog-
Anzahl
Flotte
Trog-
zur10
4
xahl
fahigkedt
gesamt
%8
f6higkeit
Flotte
5
_ t 6_
7
zur
absolut 9
%
Zugong 1976
16
105 946
5tund 1976
198
1 795 565
106
53,53
834 704
46,48
7_uyang 1977
20
169 653
,
Stand 1977
200
1 853 540
126
63,0
1 004 357
54,18
Z.ugang 1978
8
63 526
Stand 1978
196
1 857 299
134
68,37
1 067 883
57,44
Zugang 1979
16
184 451
5tand 1979
194
1 898 349
150
77,32
1 252 334
65,97 (
Key: 1--Year; 2--Total f.leet; 3--Automated vessels (automation rate 24/16); 4--As of.
31 December; S--Number; 6--Cargo capacity; 7--Total number; 8--Fleet % to; 9- -Cargo
capacity, absolute; 10--To fleet Zugang--addition; Stand--status as of.
In addition to the improvements and incentives on a material basis, organl.zatioi.lal
conditions were also created in an effort to coordinate the operational and personal-
family requirements facing the seamen to the greatest possible extent. That inc]_udes
the traini_ng of permanent crews and relief crews. AL- the end of 1972 six coasta].
container iriotor vessels with six permanent crews and three reli.ef crews f.or the
first r_:ime introduced the complete and well--organized xelief crew system. Major.
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advantages and obligations are cpnnected for a11 partic3pants with the viab3lity
of the relief system. Up to 3 years in advance, planned and regular off-duty t3me
development and thus also plannable personal and fam3ly undertakings, stabiliza-
'tion of the entire team and high efficiency in addition to the soc3a11y necessary
fluctuation also require the permanent crew to remain on duty for the duration of
the crew release plan, the approval of the duty-time and off-duty-time plan as -
- we11 as disciplined operational regulations management. The cooperating parties
implement the new quality of ship crews by means of administrative and organiza-
tional measures to the benefit of seafaring personnel (the relief crew br3ngs its
own duty roster, the navigation musters the complete crew regardless of the place
and time). At the end of 1978, the relief system had been tested and guaranteed
- in coastal shipping for 30 ships broken down by relief groups for two ships and
three crews (8 months sailing time, 4 months off-duty per year) and for 21 ships
broken down by relief groups for three vessels and four crews (9 months sailing
time, 3 months off-duty per year). Tn 1979, the relief system was uniformly con- _
verted to two ships and three crews. Relief systems also proved valuable for dif- -
fering ship sizes and other situations. The process of their formation is being
continued in the entire merchant fleet.
The development and consolidat:ton of a politically and technically qualified cadre
force consisting of seamen and officers is directly connected with the tremendous
davelopment of the merchant marine. The training of the f3rst 18 apprentices on
the "Vorwaerts" began with the establishment of the merchant fleet (see JAHRBUCH
DER SCHZFFAii~:2 , 1962 and 1978, pp 100 ff.) ,along with the training of nautical and
engineering officers at the Wustrow Navigation School which has been in existence
since 1846 or at the Rostock-Warnemuende Ship Engineering School founded in 1950
(ss JAHRBUCH DER SCHIFFAHRT, 1972, pp 6 ff.). By the 25th anniversary of the mer-
chant marine, it was thus possib?e to make more than 7,000 skilled workers and more
than 2,000 officers available for ship command, ship engine operation, and maritime
communications. Each year, on 1 September, the train3ng year commences for more than
1,300 apprentices at the Fleet Operations School. At the same time, about 2,500
workers of the DSR go through the most varied forms of advanced adult education.
Besides, about 1,280 students from 40 classes in high schools in Rostock complete
polytechni.cal education at the facility owned by the shipping company. After 10
years of duty, the freighter and trai.n3.ng vessel "Georg Buechner" found its final
berthing place right next to the fleet's first ship in Rostock-Schmarl. The Fleet
Operations School thus has the opportunity of qual3tatively improving the basic
seamanship training of the apprentices. After the freighter and training vessel
"J. G. Fichte" was taken out of the inventory, apprenticeship training for the
first training year was switched to shore facilities starting with the 1979-1980
academic year. Practical shipboard training starts with the second year 3.n large
groups of apprentices on about 80 freighters. Between 1981 and 1985, plans call for
a shore training complex that will cost M25 mi111on.
During the 1977-1980 academic years, the merchant fleet annually had 272 study
spaces available at the Waruemuende/Wustrow Sfiip Engineering College in the ship
operations specialty (HS 100, FS - A3 - 25), ship engineering (HS 100, FS - C3/C4 -
25) and info=ation electronics (HS 25) to assure a steady flow of young ship of-
ficers.
The GDR mexchant mari.ne offers recogni.zed and ePficient service both to the coun-
_ try's own foreign trade and transit partners as well as fore3gn shippers with 24
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regular line ser-vices and comprehenaive capaca.ties for the transport of bulk goods.
In 1978, it handled a transportation volume oP 2.4 mi11ion tons. That figure i.n�-
cluded 5.8 million tons of GDR foreign trade. DSR-Lines organizes maritime shzp-
ments for the Asian and American fleet sectors (about 45 piece goods vessels), the
Mediterranean and Africa (about 48 ships), and special shipping and coastal shipping
(about 105 units for line, tramp, and special shipments). Here we can estimate that
the current economic organization of maritime traffic and port management proved
itself in the form of a combine (KSH [Marit3.me Transportation and Port Management
Cambine]) with the merchant f.leet as a permanent operation sj.nce 1974. Tt helped
handl.e the constantly rising requ;Cr.ementa of the national economy in terms of sea-
ward transpoxtation and transloading. But it also turned out that the growing pro--
duction farces and the division-of-labor processes, to guarantee fast-response
transpor.ration management, iI1 conner_t3on with the changes in foreign-trade condi-
tions and on the international marketa, must yet be mastered more eff.ectively with
tYie help of the existing management organization. The necessary changes in the
ecanomic organization were thoroughly �lnvestigated and prepared during the 1979
planning year. By means o� better utilization of the combine effect and the fast
elimination of ineffective operating procedures, it is possible tfioroughly to im-
prove management and planning in the KSH in order more intensively to utillze the
voluminous assets available to the merchant marine and in the maritime parts.
During the current five-�year plan, the renewal of the medium-sized tonnage was con-
tinued with the commissianing of the Poseidon Series. This ship ser3es praducecl
by the Kostock Neptun Shipyard comprises 19 semicontainer vessels-freedeckexs
[flushdeckers] witti a capacity of 4,940 tons used especially for line service i.n
the Mediterranean and African areas. The sfiips have rwo continuous decks, three
hatches, one refrigexator hold, bowjet rudder, adjustable propeller plant, and
new electri.cal single and double cranes with a capac3ty of 12.5 tons. Tt can
carry 110 20-foot containers in the cargo hold and 38 on deck. The MS "Rudolf
Diesel," the MS "Blankensee," and the following vessels were equipped with a main
power plant of 5,296 kw (7,200 hp),newly developed in the GDR, wh3ch is at the same
time connected to a shaft generator. The cruising speed with shaPt generatar dxi_ve
is 16,3 Im and without that ik is 16.5 kn. The eight multipurpose freighters of
type 471, starting with MS "Freital," built by the Rostock Neptun Shipyard, ar.e
sui.table for the transport of piece goods, 230 20-foot containers, lumber, bulk
goods, nnd heavy carga since they are equipped w3.th two cargo holds and a high deck
opening degree. The car.go he=s can lift up to 30 tons. The crew i.s housed mostl.y
in single c.ahins. This type j.s tised primarily for container traffic f.zom the
Nor.�th Sc:Lt i-o the riediterr.anean.
The ser:tes of the Mercator type, built by the Warnow Shipyards in Warnemuende i.n-
cl.udes f.o+rr semicontainer vessels f_oz the Far East run from "Nordhausen" to "Sonder-
hausen." The vessels of this type are equipped with three continuous decks and
five cargo holds, two refrigerator hol.ds, and two edible oi.l tanks. The contai_rier
clpaca.ty is 368 20-foot contai.ners.
In order t.o he able to transport more txopical fruits in GDR ships, anothex t.wo
refri.a.,,2rator vessels were puzchased in 1977. The two sister ships "Eznst Mori.tz
Arndt" ,in.d "Ger.hart Hauptmann" were huilt by the British shipyard of Smith's Doc.k
Compaziy I.td. M3ddlesbourgh according to the same or s3milar blueprints used for tl;le
sister ships "Heinrich Heine" and "Th.eordor Koerner." The DSR rationalized its
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line services with the purchase of the roll-An/xoll-off sistex Sh~ps "Aschberg" and
"Beerberg." The "Aschberg" alone, and fully loaded, w3th weekly departures, handles
the entire cargo volume on the Rostock--Hull run. The ships have a stern ramp and
two movable auto suspension decks. Conta3ner vessels and roll-on/ro11-off ships can
be used more effectively in terms of operating time than other freighters. The
laydays in ports amount to only a few fiours or a nAaximum of just one day. During
that time everything must be done to get the ship ready for the next run. That
means high requirements for the action readiness of the seamen and the quality of
ship equipment.
The universal freight motor vessels "Weimar," "Jena," and "Meissen" were built by
ttie Mathias-Thesen Shipyard in Wismar; they are the OBC type; they are designed to
ore, b ulk, lumber, piece goods, and containers. This single-deck vessel has five
hatches which are designed as double longitudinal hatches and which obtain an open-
ing degree of 76.5 percent in the deck surface. The commissioning of additional
vessels of this type is planned in order to be able to handle the growing raw ma-
terial shipments primarily wi th GDR-owned ships.
The first multipurpose vessel from the Meridian Series, the MS "Potsdam," built
by the Warnemuende Shipyard, was accepted in 1978. Universal freighters of this
~ type were purchased by several foreign shipp3ng companies and have proved themselves
in tropical areas and in ice waters, sailing behind icebreakers. Strengthening the
inside bottom facilitated the transport of particularly heavy cargo items. At this
time, the DSR is using nine such vessels on line service in the Far East.
Tn 1979, the GDR received additional vessels of the Pioner Moskvy type which proved
themselves in action; they ar e the MS "Rabenau" and MS "Heidenau." This ship type _
was b uilt by the Soviet Vyborg Shipyard and is a lumber and multipurpose freighter
with four hatches for the tr ansport of lumber, piece goods, bulk goods, grain, and
containers.
In 1978, the MS "Barth" was converted especially for caxrying chemical liquids, thus
giving us the third glue tanker; in 1974, two new caustic soda tankers were placed
in s ervice.
Glue tankers carXy urea and formaldehyde. This glue m�ist be stored within a tempera-
ture range of + 15� C and + 22� C. The existing line traffic from Wismar to Scan-
dinavia and Belgium guarantees th3.s even when the outside temperature is - 25� C.
The caustic soda tankers"Buna" and "Schkopau" according to the IMCO Cc,de for Con-
struction and Equipment of Ships, which earry Dangerous Chemicals in Bu1k (London,
- 1977), are chemical tankers of type 3. They carry caustic soda from Wismar to
Vliss ingen.
Thro ugh the course of its development, the mexchant marine must also report the loss
of ships and their crew membexs due to ser3ous damage. This shows that the seaman
often is 3.n dix'ect contact with the natural environment and that tfie smooth transi-
tion between ship opex'ations management and rescue action management is an important
prerequisite for tfie survival of all crew memBers.
Here is the znean3.ng of the abbrevi.ations used in the taBles :
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Ship type--designation of constxucta,on aexies at sh3.pyaxd and aFabzeviated vezsi.on of
customary ship types (Dam---steamer; Fra---fr2ight motor vessel [motor frei.ghter] ,
FrL--freighter and tra3ning vessel; Fru--fruit carrier, K{4m--coastal MV, Lei--
1ighter, Mas---bu1k goods fre3ghter; Pas---passenger vessel, Tan--tanker).
Ship name--spelling of ship name attached to ship's side. U.-sign.--ident3.f3cation
signal or call sign of sha.p as seaborne radio station. Builder country--abbrevia-
tions of countries in which the ship was built (Bel--Belgium, Dmi--Denmark, Fin--
Finl and, Gbr--Great Britain, Jap--Japan, Ndl--Holland, Nor--Norway, Pol--Pol and; _
Sow--Soviet Union, Swd--Sweden). Build3ng year--year of completion. L14a--
_ leng th overall in meters. Beam--molded beam in meters. Draft--Summer draf t or
summer load line in meters. Size--ahip's size according to inside space dimensions
based on Agreement on Uniform System of Ship's Dimensions of 10 June 1947, the so- -
called Oslo convention (GB1., SDr. 611). BRT--GRT. NRT--Net registry tons. t dw---
total capacity, summer draft, 3n tons, according to the 1966 Freeboard convention. -
Capacity--capacity of main engine in kilowatts (kw) and horsepower (hp), involving
entirely power plants using diesel engines (1 hp is approximately 0.7355 kw). Speed
--cruising speed with summer draft :ln knots (kn). Be/Pa/Le--average crew strength
acco rding to ship job manning plan DSR/space capacity for passengers/training
capacity for apprentices, including training offici~rs", in numbers of persons. Com-
missioning--date of commission in VEB DSR, with the date being g3ven continually,
without any periods or commas in between. Decommiss ioning-- date taken out of iner-
chan t marine inventory. Remarks--Aut--degree of automation of ship engine opera-
tion for operations mode "temporarily unattended engine rooms" (zuM operation). The
symbol "aut 16 bcw aut 24" sign3fies the time interval both for maritime and port
- as we11 as administrative operations during which the engine and equipment rooms need
not be constantly attended by personnel on supervisory duty to check on technical
equipment in operation. The term "aut port" shows that automated ship operation
is permitted only for port or admj,nistrat3ve processing by the GDR navigation
bureau, while maritime operations at sea must be handled by the permanent crew
for the engine room based on the Mar3,time vessel manning regulations (GB1., SDr,,
787), using prescribed technical pexsonnel. In this connection it is certainly
interesting to point out that the term "unattended engine operat3on," which is used
in many publications in connection with automated ship operations--does require
further correction because:
(1) Comprehensive maintenance, repair, and upkeep work is done on automated vessels -
during the shipboard working hours of crew members assigned to the engineering
d:Lvision (as a rule 0800--1630); -
(2) An 8-hour watch (0800-1630) is a1.so put in on automated vessels but with sub-
sequent 16-houx standby duty (1630-0800 0f the following day) to make inspections
and fox tr,oubleshaoting i.n technical systems and installations.
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Table 3. Ships
Taken Out
pf Merchant k'leet
Tnventoxy, 1952-1979
-
SchMsname
T
U-
Bou�
6 Bes. In7 AuBtr�
TyD

Scfidlsnome

U.�
-
Bau�
I
Bes. In� 4Auber�
t dl~nst 7
di
P
rv
3
i.9n
4
~~hr BRi
t dw Pat dienst dmtt 8
1
_ . _.3
2
slgn,
---4-
johr BRl t

e
ot.
dv~
1- - -
Dam VORWART$

DHWA

1901 917 ~
-
1250 281- 121050 261051

DENEB
DAVG
1960
090960 190679
291060 110277
MARKAB
DAVH
1960
e. IOHANNA
SIRRAH
DAVJ
1960
151160 200379
ArIRENS
ALDEBARAN
DAVO
1961
190061 240177
I
e+ GRETE CORDS
?6105/
CAPELLA
DAVP
1961 617
BIO 250561 030176'
le, rORTSCHRIIT
DHVN
1938 503
750 6-
POEI
DAVS
1961
091281 190279
Dam ROSTOCK
DHWF
1954 3311
4500 37i- 111054 240E65
DAVT
1961
091261 101178
' und WISMAR
DHWI
1954
181154 210665
'
PUTBUS
STAVENHAGEN
DAVW
1961
291261 281178
Fra STRALSUND
DCZM
1954 1106
1345 271- 231251 ObO457
DAVV
1963
310363 280479
Kum WOLGAST
CHWO
1955 430
557 111- 310755 070559
m
D
VIl?E
ERNST MORITZ
D4ZY
1943 6996 1
0880 JSi- 260360 1E0668
una ANKIAM
DHWF
1955
260955 17Po59
o
- WARNEMUNDE
DHWU
1955
021155 2i00559
ARNOT ez AR�
OSTSEEBAD
DHWV
1955
241155 300659
Fio
5 ECHON RBER eBABE�
C;Zf
1954 2801
4052 28/2 220662 191175
WUSTROW
SASSNITZ
DHWW
1955
091255 260359
LONE VENDILA
DCZG
1952 J