POLAND'S NETWORK OF INTERNATIONAL LINER SERVICES

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP85T00875R001700040028-6
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 28
• Document Creation Date: December 20, 2016
• Document Release Date: March 30, 2006
• Sequence Number: 28
• Publication Date: October 1, 1972
• Content Type: IM

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C?n~idential
DIRECTORATE OF
INTELLIGENCE
Intelligence l~emorandum
Poland's Network of International Liner Services
Confidential
ER IM 72-145
October 1972
copy o ~ ~
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CONI'IDIJNTIAL
CONTENTS
Page
Summary 1
Introduction . 2
Discussion .3
Organization and Growth . 3
Liner Routes -Increasing "ervices . 7
Asian and Australian Division 7
Far East Services . 7
India-Pakistan 11
Middle East 11
Australia 11
African and Mediterranean Lines Division 12
Mediterranean 12
West Africa 12
East Africa 12
American Lines Division ~. 13
North America 13
South America 14
European. Lines Division 1 S
Scandinavia .
United Kingdom
European Continent
.Prospects
16_
Liner Serv~~es of the Polish Ocean Lines, August 1972 1y.
- - CC~NFIUFNTIAL
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1. Polish Merchant Fleet, by Steamship Company 5
2. Tonnage Carried by the Polish Merchant Fleet G
Figure 1. Organization of Polish Ocean Lines
(PLO), 30 June 1972 .
4
Figure 2. Polish Ocean Lines Routes .. .
8
Figure 3. Hel-class Jastarnia Bor
10
Figura 4. Container Terminal at the Port of Gdynia
17
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CENTRAL INTELLIGENCE AGENCY
Directorate of Intelligence
October 197?
INTELLIGENCE MEMORANDUM
POLAND'S NETWORK OF INTERNATIONAL LINER SERVICES
Summary
1. Poland, more than any other Communist country, has been able
to build its shipping services into a worldwide network. In the process,
Polish Ocean Litres (PLO) has achieved a strong position in international
shipping and now ranks among the top 10 liner~t~ companies of all flags.
Its ships provide service to most Third World countries, `~ the industrial
West and Japan, and ?o Asian Communist countries; only the west coast
of Nortlt America and Cuba are notable exceptions to its coverage.
2. In establishing its extensive network, PLO has operated both
within and outside the shipping conferences.t2~ For instance, in South
America, I'LO recognized the region's sensitivity to 17ag discrimination and
accepted a cargo quota system, helping to break !tp the monopolistic
shipping conference structure tktat had served the east coast of South
America. Joining with the USSR and East Germany to form
BALTAMERICA, the Poles entered newly formed conferenc.?s that resulted
from Brazilian and Argentine decrees imposing cargo quotas on foreign
s'.tips in their seaborne trade, thus wiping out existing conferences. On the
west coast, PLO acted like any independent by undercutting the existing
conference rate structure to stimulate trade with the area and to enable
its ships to obtain cross trade cargoes. In this case, as in most instances,
once PLO established its service it joined the appropriate conference
regulating the trade.
1. Liners are ships that operate on a relatively fixed schedule carrying high-value
general-tyre cargoes, compared with tramps that have no schedule and usually h?ansport
low-value bulk commodities such as coal. Tankers operate as tramps.
2. Organizations of liner operators that fix freight rates and allocate sailings in specific
directions on specific trade routes.
Note: This memorandum was prrnared by the Office of Economic Research.
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3. PLO is divided into four operational divisions based on geographic
areas. By mid-1972, PLO operated 157 ships of 904,000 deadweight tons
(DWT) on 32 li~ier routes. Although its slii;~s transport only a little more
than one-fourth of the Polish fleet's carriage, they account for a
preponderance of the fleet's foreign exchange earnings. PLO's high earnings
are explained by the sig~~iflcantly higher re.te structure for liner cargo,
compared with tamp cargo. Tlie earnings also reflect the profitability of
PLO's operations. In the Indian trade, PLO joined with several Indian
shipping companies to form a highly profitable joint service (INDOPOL)
that provided equal revenue sharing with the Indian companies and excluded
third flag ships from the trade. With the East German steamship company
(DSR), PLO cre: ted a joint service (BALTAFRICA) and by offering lower
freight rates was able to capture the East African coffee trade wit;i the
United Kingdom that historically was handled by West European steamship
companies.
4. PLO has been improving its liner network by introducing new
slops and opening new services. In mid-1971 its conventional service to
the Far East was supplemented by an express service to Japan employing
a new class of high-speed cargo liners. The Poles also made a significant
breakthrough during 1971 on their North American service by opening a
new line to the potentially lucrative Great Lakes ports, both US and
Canadian. Efforts through 1975 apparently are geared to improving existing
services rather than adding new lines. During the period of the Polish
Five-Year Plan (1971-75), PLO will add 327,G00 DWT of shipping to its
fleet, some 30% more than in the previous five years. This expansion should
enable PLO to maintain its position as a top liner company. Although the
addition of new, fast container ships will facilitate the carriage of container
cargo, ''i0, as is the case for all other Communist liner companies, will
continat: to lag far behind the container carriage of Western shipping
companies.
5. For more than two decades, Poland's maritime policy .has focused
on establishing a strong position in the international seaborne cares liner
trade. In 1951, Poland's liner trade consisted of 1.5 million metric tons
of cargo carried on 48 ships (220,000 DWT) operating on 10 routes. By
the end of the decade, however, carriage was up to 2.5 million tons as
the route ,structure was expanded to 28 lines handled by 90 ships
(approximately 500,000 DWT). At that time, Poland for the most part had
laid out the projected long-term coverage of its liner trade and during the
1960s emphasized expansion of liner fleet and cargo handling capabilities.
During this period, only three new lines were added, yet ships in the trade
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increased to ab~~ut 140 (80G,~~0 DWT) and carriage to nearly 4.2 million
tons. This memorandum examines the activities of PLO, which has
functioned as the principal instrument for Polish lines trade expansion. The
analysis covers PLO's growth, operational activities, route structure, and
future plans.
Or;,a,,;zation and Growth
6. In the early 1950s, Poland's ~~ierchant fleet was organized under
the Ministry of Shipping into two companies: PLO and the Polish Steamship
Company (PZM). PLO assumed responsibility for r;post of the ships in
scheduled liner service and PZM for all other vessels, a majority of them
in non-scheduled tramp service. As the fleet tonnage of the two companies
grew, delineation of responsibilities became murky; PZM operations began
to encompass all liner service in Europe and in December 195is were
extended to longer range cargo lines with the opening of scheduled services
to West Africa. About the same time, PLO entered into tramp operations
using ships withdrawn fro;n liner service. To counter these apparent
operational conflicts and for economic efficiency, the Polish merchant fleet
was reorganized on l January 1970. At tha? time, PLO took over all liner
services and PZM assumed sole co~itrol of tramp shipping. PLO was
organized into four operating divisions, each responsible for linen services
in a specific geographic area (see Figure l ).
7. Under this reorganization, 46 freighters (111,300 DWT) were
transferred from PZM to PLO, which in turn shifted five tankers
(100,000 DWT) to PZM. These changes, coupled with deliveries of 12 new
liners - 70,000 DWT -during 1971, raised the size of PLO's fleet by the
e~id of the year to 157 ships with a tonnage of 904,000 DWT (see Table 1).
PLO's inventory in 1971 accounted for 57% ~f the ships and about 41%
of the tonnage in the entire Polish merchant fleet, and tonnagewise, PLO
emerged among the top 10 liner companies of all flags, comparing favorably
with such slopping giants as the British Peninsular and Oriental team
Navigation Company and the Japanese Nippon Yusen Kaisha.
8. After the reorganization, PLO restructured Poland's liner
operations, expanding some services and discontinuing others so that by
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 Organization of Polish Ocean Lines (PLO)
~u June ~y72
General Management
Headquarters, Gdynia
Asian and Australian
Lines Division
Heac .uarters, Gdynia
Gdynia-Middle East
Gdansk-Bombay
Gdansk-Bay of Bengal
'Gdyni a-Malaya-Thai land-
Japan-Korea-China
North Vil~am ia-
Australia-Europe
African and Mediterranean
Lines Division
Headquarters, Gdansk
American Lines Division
Headquarters, Gdynia
European Lines Division
Headquarters, Szczecin
Gdynia-East Africa
(BALTAFRICA)
(Operated jointly with the
East German steamship
company D5R)
Gdansk-Medfterranean
Szczecin-West Africa
United West Africa
SUNIAFR~~
`Operat jointly with DSR
and the USSR's Estonian
Shipping Company)
Szcze~.in-Morocco-Canaries
(UNIAFRICA)
'OFfiond upnezs sailing : aNerod as a pn!fude to a lepan-Expn!ss service.
ss.~u cr.~ a,
VSlleaz~t coast~~ ports
Gdynia-continent-US and
Canadian Grea! Lakes
Gdynia-Central America
Gdynia-East coast of South
Amenca (BALTAMERIC
(Operated jointly with l~R
and the $OYiet Baltic
Stea~hi~ Company)
Gdynia-INontreal
(passenger)
(South A erica
Szczxin-Oslo
idansk-Stoc!cholm
Gd~~sk-Scandinavia
Szczecin-Copenhage
Gdansk-Finland
(Operated jointly with the
Fnska Angfartygs AB)
Szczecin-North Finland
Szczecin-Finland
Szczecin- HamburgBremen
Gdynia-Hull
Szczecin-andon
Gdynia-lpsriich
Szczecin-Yiest coast UK
Szczecin-Rotterdam
Szczecin-Antwe-p
Szczecin-France-Ireland
Swinoujscie-Y::tad (car ferry)
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Supply Division
Headquarters, Gdynia
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I'olisli Merchant Pleet, by Steamship Company
Polish Steamship
Polish Ocean Lines Company Tots~lJ
Number Thousand Number Thousand Number Thousand
As of 31 December of Ships DWT of Ships DWT of Ships DWT
1965 80 655 100 451 180 1,106
1966 83 673 112 591 195 1,264
1967 89 721 123 725 212 1,446
1968 94 774 128 78G 222 1,560
1969 100 810 135 870 235 1,680
1970 145 834 102 961 247 1,795
1971 157 904 108 1,138 265 2,042
a. Excludes Polish-flag ships assigned to the Chinese-Polish Shipbrokcrs Company, Ltd.
(CHIPOLBROK), which arc nominally subordinate to PLO but under indefinite time charter
to CHIPOLBROK, because they do not participate in PLO's operations in Polish seaborne
trade. CHIPOLBROK is a joint stock company formed in 1950 by PLO and the China Ocean Shipping
Company (COSCO). ~HIPOLBROK was established both to circumvent restrictions on the sale of
merchant ships to the People's Republic of China and to counter ossible Nationalist China's seizure of
PRC-fla vessels navi atin in the vicinit of Taiwan. 25X1
mid-1972 it was operating 32 lines (see the tabulation). Of these, 23
function under PLO exclusively and the rest operate .jointly with other
Communist and non-Communist steamship companies. Although PLO's
' As of 31 December PLO Lines
1967
1968.
1971
.1972,(30 June)
17 31
U 30
0 3f
COI~,'FIDENTI~~
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Europeali Lines Divisions manages 50% of the liner sen~ices (see the
tabulation}, nearly half of its fleet tonnage and the largest and fastest ships
are in the Asian and Australian Lines Division, reflecting its long-distance
operations.
Total PLO (as of 31 December
1971)
Asian and Australian Lines
Division
African and Mediterranean
Lines Divisicn
American Lines Division
European Lines Division
Average
Capacity Capacity Number
~ousancT- Vcssefs (Thousand of
DWT Percent Number Percent DWT) Lines ,
224 ?S 45 29
9. In 1971 the Polish merchant fleet carried 18.4 million tons of
foreign trade cargo (see Table 2), earning about 300 millior. to 350 million
Polish Ocean Lines
Polish Steamship Company
Total
Year
Liner
Tramp
Total
Liner
Tramp
Total
Liner
Tramp
Total
1966
2,250
972
3,222
1,364
7,566
8,930
3.614
8,538
12,152
1967
2,411
616
3,027
1,435
8,590
10,025
3,84G
9,206
13,052
1968
2,614
709
3,323
1,460
10,032
11,492
4,074
10,741
14,R15
1969
2,767
1,101
3,868
1,432
11,109
12,541
4,199
17.,210
16,409
1970
4,044
452
4,49G
149
12,776
12,925
4,193
13,228
17,421
1971
4,430
300
4,730
0
13,628
13,628
4,430
13,928
18,358
foreign exchange zloties ($80 million to $95 million). Of this total, PLO
earned more than 75%, although its operations accounted for only about
25% of total carriage. This results from freight rates for liner cargoes (whicY~
include machinery, egtlipnnent, and other general cargoes) that were
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normally four to five times greater than those for tramp cargoes such as
grain, coal, and other bulls commodities. PLO's earnings were derived from
the carriage of about 2.5 million tons of Polish exports and nearly 2.2
million tons of goods for foreign shippers, including interport cargoes in
Western Europe's trade with third countries and cargoes for East European
countries transiting Polish ports. On 17 of the 32 lines, most of them to
Baltic and Atlantic ports in Europe, trade is limited almost exclusi~~ely to
goods that move through Polish ports. The remaining I S cargo lines also
carry significant tonnage in trade between Western Europe and other
continents. Unlike the USSR, however, Poland apparently operates no lines
where the chief or sole object is to earn foreign exchange by carrying goods
in other countries' trarie. For example, Soviet ships run between Western
Europe and Canada, carryin@ non-Soviet goods, t~ earn hard currency for
the transport service.
Liner Routes -Increasing Service
Asian and Australian Division
Far East Services
10. Far East services have changed considerably since their start in
mid-1950. At first, only slow ships that had been built before and during
World War II were used on a run from Poland to China with intermediate
cal:a at Middle Eastern, Indian, and Pakistani ports. In 1957, ships of the
new 16-knot Mu-celi Nowotko type were introduced and the service was
divided into two separate lines -one to India and the other to the Far
East. V/ith this split, the Far East service became more timely, offering
twice monthly round-trip voyages from Polish and West European ports to
Malaya, Singapore, Indonesia, North Vietnam, China, and Japan and
monthly round-trip voyages to North Korea and Australia. Additional
changes took place in the 1960s, and early in 1970 three separate Far East
lines were established: around-trip eastbound line from Gdynia and Western
Europe to Malaya, Thailand, Japan, North Korea, and China; aone-way
eastbound line from Gdynia to Indonesia and North Vietnam; and aone-way
westbound line from Australia to Europe, using ships retu~,~ing from voyages
to Indonesia and North Vietnam. Details on these and other liner routes,
including cargo information, are given in the Appendix. The map, Figure 2,
depicts PLO's route structure.
1 i. PLO's China service is confined to the port of Shanghai, where
ships call with pork and general c~,:go from Europe and apatite and metal
ores fram North Korea. Some additional service to China and North Korea
comes from the unscheduled operations of CHIPOLBROK. By
December 1971 the CHIPOLBROK fleet included 11 Polish and four PRC
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Polish Ocean Liner Routes
~ Nan-Communist countries
sorve~ by Poland
~ Communist countries
served by Poland
IAalae. l ! r ` ~ i11~::1
Irj~ptinq
r.,
u /t Tnrkoy
I `
Poepl~'q B~pphlio
of Chlnq
~ Iodh !
'? /
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LONFIDI/NTTAL
vessels that moved from ports in Europe (Gdynia and Rijeka) to Haiphong,
North and South China ports, and Chongjin and Nampo in Pdorth Korea.t3~
12. With the mining of Haiphong harbor during May 1972, PLO's
carriage to North Vietnam was suspended. Since 1964, PLO ships have
delivr,red more than 323,000 tons of cargo to North Vietnam. Deliveries
surged in 1968, when more than 56,000 tons were brought in, and since
then annual offloadings have been in the range of 60,000 tons.
13. Starting in June 1971, PLO supplemented its conventional service
to Japan with optional express sailings. The conventional service offers twice-
monthly sailings on 15 Peking-class 10,000-DWT ships with 16-knot speeds;
the express service uses five new 14,170-DWT Hel-class ships (see Figure
3) with 22.5-knot speeds (the fastest vessels in PLO's fleet) that offer
monthly service over a shortened route. Round-trip express voyages from
t'oland to Japart now take only 120 days, compared with 180 days for
conventional service.
14. Until 1963, T'LO functioned outside the Far East Freight
Conference (FEFC). At that time, agreement was reached with FEi~C and
affiliated conferences in the trade, giving PLO a "tolerated outsider" status
on eastbound routes and "associate membership" status on westbound
routes. The agreement permitted PLO to operate 24 round trips annually
on the Europe-Far East run.
15. The expansion of PLO's Far East line, notably the addition of
express voyages ~o Japan, led in 1971 to the revision of conference
arrangements. On 1 July of that year, PLO became a full member in the
westbound FEFC, its eastbound counterpart (FEFC Outward Continental),
and the affiliated conferences (Europe/Japan, Japan/Europe, Far East/Gulf
of Aden and Red Sea, and Japan/Gulf of Aden and Red Sea). This enabled
PLO to increase annual r~~~nd-t;ip sailings to 26 and to haul more tonnage
on the route.
3. Poland also formed a joint stock company with North Korea, the Korean-Polish
Shipbrokers Company (CHOPOLSHIP). Organized in 1966 to train Nortlr Korean crews
and to establish North Korea as an international carrier, CHOPOLSHIP started by
operating three time?chartered Polish ships in North Korea's trade with other Asian
countries and Australia. B 1969 o erations were reduced to a sin le shi Mickiewicz,
The ship
sti l flies the Polish flag and moves regu arty rom North Korea to orth Vietnam,
Hong Kong, and Japan.
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Figure 3. He/-Class Jasiarnia Bor, 14,150 DWT, one of five high-speed cargo liners used on PLO~s Express
Service to Japan.
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16. Poland's Indian service, started in 1949, was the first regular
Communist liner service to South Asia. From 1950 to 1957 it wss handled
~y liners on the Far East run. A major change occurred in 1958, when
shipping conferences regulating Indian-European trade agreed to allot
specific cargo tonnages to the independent PLO liners on round trips
between South .lsian ports and Western Europe. This agreement made the
route more economically attractive to PLO and IeJ to the formation of
a joint Indian-Polish liner service (INDOPOL) in 1960. Operated by PLO
and three Indian firms (Shipping Co.poration of India, India Steamship
Company, and Scindia Shipping Company), the INDOPOL arrangement is
unique, as it is Poland's onl;? joint liner service based both on 50-50 revenue
sharing and o-~ the exclusion of third flag ships from Polish-Indian trade.
Conference lines on the Western Europe-South Asia route accepted this
discriminatc,ry arrangement because they had no scheduled calls at Polish
ports. Over time these provisions have made INDOPOL the most profitable
of all PLO's liner services. In 1964 the INDOPOL service was divided -
the Bombay line to the west coast of India and the Bay of Bengal line
to the east coact. Both rartes were served by two monthly sailings, one
each by Polish and Indian ships.
17. Service to tlie Middle East opened in 1960 as PLO used chartered
foreign ships on a run between Europe and Red Sea and Persian Gulf ports,
principally Aqaba, Jeddah, Basra, Kuwait, and Khorramshahr. By 1963,
chartered vessels were pleased out and five PLO ships handled the service.
In the wake of the closure of the Suez Canal in 1967, the Middle East
route was reorganized. Calls to Zed Sea ports were transferred to the East
African service and a revised ]'Middle East line Handled Persian Gulf ports,
offering one monthly round-trip s;.iling prom Gdynia to the Trucial States,
Dammam, Kuwait, Basra, and Khorramshahr. Under an agreement with the
Associated Continental Persian Gulf Line Conference, PLO is guaranteed
12 European departures annually and is given cargo allotments from
continental ports.
18. PLO ships began calling at Australia in 1957 as part of Poland's
extended Far East service. In 1958 a separate Gdynia-Indonesia-North
Vietnam-Australia line was formed as ships transited Australian ports on
their return voyages to Europe. As Polish-Australian trade grew, the
westbound portion of this service became a separate line in 1970, and in
October 1971 was converted to a round-trip service that linked Gdynia
with major Australian ports.
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African and Mediterranean Lines Division
19. Liner service to the Mediterranean resumed almost im 7~ediately
after World War II, a~ a line between Polish, 114editerranear., and Black Sea
ports was established. In 1959 the line was divide, into the
Gdansk-Mediterranean and the Gdansk-Black Sea lines and in 1962 a
separate western Mediterranean service (the Gdansk-Western Mediterranean
Line) was formed. In i 968, all three limes were integrated into one service
that now runs 21 ships operating outside the various freight conferences
on the routes. Shipments to North Africa take up a large portion of available
cargo space.
West Africa
20. PZM opened Poland's first liner operation to West Africa in 1958.
In 1961 this line merged with its East German counterpart DSR line to
form UNIAFRICA, the first joint Communist-flag li:~t~r service. Following
PZM's lead, UNIAFRICA continued t ~ function outside the European-West
African Lines Conferei;c~~ (FALCON), undercutting conference rates to
attract traffic. In 1963 the service was split into northern and southern
variants, with the former covering ports in Morocco, Senegal, and Guinea,
and the latter ports in Sierra Leone and Zaire. In 1970, PLO replaced PZ1v1
in UI~IIAFRICA and the line operated 26 ships (15 Polish and 11 East
German) that offered three to four monthly round-trip sailings on four
separate routes while extending its service to Liberia, Ivory Coast, Ghana,
Togo, Nigeria, and Cameroon. During February 1972 the USSR's Estonian
Steam~'_~ip Company joined UNIAFRICA. The service was then split into
two routes, a West African line and aMorocco-Canaries line. UNIAFRICA
has a strong foreign exchange earning record, as 50% to 60% of its cargoes
are non-Polish.
East Africa
21. PLO's East African service has been in operation since 1962. In
1967 it merged with the DSR line on the route to form another joint
Communist-flag service, TALTAFRICA. Functioning outside existing
shipping conferences, BALTAFRICA with 19 ships (nine Polish and 10 East
German) offers three monthly sailings betwee;. Europe and the East African
ports of Mombasa (Kenya) and Dar es Salaam (Tanzania).
22. The 15%-25% differential between its non-conference rates and
those of the East African-United Kingdom Homeward Conference permitted
BALTAFRICA to capture most of East Africa's coffee shipments to the
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Uni'ed Kingdom for 1969-73, dealing a heavy financial setback to the West
European s~eamslup compa~~ies in the conferences. In 1969, BALTAFRICA
underbid the conference lines and won aone-year contract with the Lyons,
Maxwell House, a::~l Nestle cornpanies to carry 50,000 tons of coffee tc
the tlnited Kingdom. On this contract alone t'~e conference lines lost about
$1.8 million worth of business. They incurred a more substantial loss in
1970 where bids on another contract were solicited. On this occasion the
conference lines offered to haul coffee under atwo-year contract at $25.20
per ton for the first year and $26.40 per ton for the second year.
BALTAFRICA offered and ? won a three-year contract effective through
March 1973 at $25.20 per tor. for the first two years and $26.40 per ton
for the third year. Over the three-year period of this contract,
BALTAFRICA will carry 150,000-180,000 tons of coffee and earn about
$4.6 million in reve~~ues.
23. Taking advantage of its full membership in the Sudan-United
Kingdom Conference since 1965 and the Continental Red Sea Conference
since 1970, PLO uses some of its BALTAFRICA ships on a conference
line linking Europe with a number of R?;d Sea ports. Consequently, on
some voyages from Europe to East Africa and the Red Sea, BALTAFRICA
ships carry cargoes both at conference rates and at significantly lower
non-conference rates.
American Lines Division
North America
24. PLO's first postwar cargo line to North America opened in
April 1958 to haul agricultural commodities under US aid legislation. This
line handled both US east coast and US and Mexican Gulf ports until 1963
when a separate Gulf port service was established and the east coast line
was set up as a weekly service. Both lines have always Functioned outside
the conference system.
25. PLO service to North America took a major turn in March 1971
at which time a new line was opened to s?rve US and Canadian Great
Lakes ports. As such, Poland had access to US Great Lakes ports for the
first time in 20 years, culminating longstanding plans to round out services
to eastern North America. In establishing this new US service, Poland met
!criteria contained in a major relaxation in US port security regulations
(15 January 1971) that opened additional ports to Communist ships.~4 ~
4. In servicing US ports, Polish cargo liners must operate within the framework of
US port security regulations which, when introduced in 1950 at the time of the Korean
War, appried only ~ ~ Soviet a~,', East Europran ships. Originally, calls were limited to
12 ports and required 30 days advance notice. Subseque;~tly, the regulations were
modified and currently Polish ships can call at most US ports after two weeks advance
notice.
r[~v~~ 13
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.ONI~ J1~EN'TIAL
~%. During the first nine months of operation the new Great Lakes
service handled about 70,000 tons of cargo. This performance is r,xpected
to improve significantly in the y~ ars ahead. PLO uses six ships of the new
ice-reinforced Zakopane class for calls at Canadian and US purls. Calls are
most frequent during April-December, wren both the St. Lawrence River
and the Seaway are open.
27. PLO also operates a passenger line from Europe to North America
which, since its inception, has served Montreal. The Stefan Batory, which
was built in 1952 as the Maasdam for the Holland America Line, was
refitted to meet US safety requirements for passenger vessels and in 1970
added New York as a second North American port of call. This pine operates
within the conference system as PLO is a member of two North Atlantic
passenger conferences.
28. Using 13 ships, PLO participates in the Polish-Soviet-East German
joint line, BALTAMERICA, to the east coast of South America and operates
a unilateral line to the west coast. PLO inaugurated its east coast service
in 1957. The service became a joint line in 191;8 when the Soviet Baltic
Steamstup Company contributed equal tonnage to form BALTAMERICA.
Under this arrangement, BALTAMERICA offered four monthly sailings
from Baltic and West European ports. The next year the East Germans
joined the line and, with their additional tonnage, monthly sailings were
increased to six.
29. BALTAMERICA has been a highly successful operation meeting
competition from Western liner companies on this route, both by charging
lower rates (called "political or non-compensatory" by West European
competition) and by catering to the region's sensitivities on flag
discrimination. Argentina, $razil, and other South .American countries have
~rnig souglrt to reserve a specified percentage of their seaborne trade for
ship, of countries participating in the trade. For their part, the major West
European countries have consistently opposed such preferential measures.
Early in 1976 the Western conference lines threatened a rate war in the
trade of Europe and the east coast of South America, after rejecting an
Argentine initiative that reserved SOIo of all cargo moving between Argentina
and Europe For Argentine-flag ships. However, when BALTAMERICA joined
the new Argentina-Europe and the Europe-Argentina Freight Conferences
that were set up in June 1970 wider Argentine sponsorship, the West
European conference lines soon relented and also joined. BALTAMERICA
also entered the newly Formed Brazil?FUrope-Brazil Conference in
October 1970 after Brazilian legislation imposed cargo quotas on foreign
ships in Brazil's seaborne tradF:. Inasmuch as these new conferences severely
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CONFII~I/NTIAL
restrict }~articipatior~ by ships of coun'ries that have little or no cargo of
their own moving in the trade, BALTAMERICA has prospered not only
by maintaining its major role in moving cargoes from Communist Baltic
ports to Argentina and Brazil b~.t also by picking up modest quotas for
handling Argentine and Brazilian cargoes to Europe. Moreover, the higher
rate structures of both conferences have served to increase
BALTAMERICA's earnings.
30. Service; to the west coast of South America was started at the
end of 1966. Faced with a variety of problems -- small volumes of cargo,
a heavy imbalance between imports and exports, and strong conference
opposition -PLO achieved some success as it again used low freight rates,
both to stimulate trade with the ar~~~i and to obtain cross trade cargoes
for its ships. The existing conferences on this route, the European-South
Pacific and Magellan Conference (ESPM) and the Association of Wcst India
Trans-Atlantic Steamship Lines (WITASS), reacted by tltrcatening shippers
with the loss of deferred rebates if Polish ships were used. The threats,
however, had little impaci, as PLO was able to sustain its pcsition on the
basis of its own trade with the area that approximated 200,000 tons in
1968. PLO eventually joiined ESPM early in 1965 as an affiliate member
and R~ITASS in August 1)70 as an associate member, thus obtaining easier
access to cargoes at Venezuelan and Colombian ports and greater freedom
for future activity in the entire Central American area.
European Lines Division
31. The Pol~,~td-Scandinavia lines are highly profitable, with the
volume of cargoes moving on Polish liners r~;arhing about 500,000 tons
in 1970. The trade is served by seven cargo lines: Gdansk-Scandinavia (to
Sweden's west coast), Gdansk-Finland, Gdansk-Stockholm,
Szczecin-Copenhagen, Szczecin-Oslo, Szczecin-Finland, Szczecin-North
Finla.~d, and a car, cargo, and passenger ferry between Swinoujscie and
the Swedish port of Ystad.
32. In serving Sweden, the Gdansk-Scandinavia line uses two 900-DVI~T
ships for weekly calls at Malmoe and Gothenburg; the Gdansk-Stockholm
line operates two 1,500-DWT ships for weekly service to Stockholm and
less frequent calls at smaller ports on the east coast o~ Sweden. The
Norwegian and Danish services use a number of small ships for weekly calls
at Oslo and Copenhagen and at other Norwegian anc; Danish ports if there
is sufficient cargo. The Finnish service includes weekly calls at Turk~.e and
Helsi~tski, a joint service with Finska Angfartygs AB offering weekly calls
at Helsinki and Kotka/Hamina, and a line to North Finland which operates,
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depending on ice conditions, from June to November with twice monthly
sailings to Oulu and Kem.i.
Uftited Kiitgdan
33. PLO operates four lines to the United Kingdom. Two of these,
Gdynia-Hull and Gdynia-Ipswich, are operated jointly on a biweekly basis
with the British United Baltic Corporation, Ltd. (UBC). During 1969, PLO
and UBC experimented with container carriage by transporting about 2,$00
tons of cargo, mostly meat from Poland. The operation was subsequently
continued and now handles a wide range of general cargoes. Before realigning
its route structure after the 1970 reorganization, PLO's ~rnilateral lines to
the UK served the routes Szczecin-Liverpool and Szc~;;cin-London. In the
realignment, PLO switched the port of call on the line between Szczecin
and the west coast of the United Kingdom from Liverpool to Manchester,
claiming that the cost of handling small vessels at Liverpool was out of
line with their earning capacity.
European Continent
34. PLO took over PZM operations to European Atlantic continental
ports during 1970. They include a weekly Szczecin-Hamburg-Bremen service,
a Szczecin-France-Ireland service offering calls at Rouen and Dublin every
10 days, and weekly Szczecin-Antwerp and Szczecin-Rotterdam services.
Prospects
35. Poland's Five-Year Plan (1971??75) calls for expansion of the
merchant fleet to 3.5 million DWT so that it can carry nearly 60% of
Poland's seaborne trade. Although planned additions to the fleet will
concentrate on bulk carriers for PZM (58 ships, 1.5 million DWT), 44 vessels
(327,000 DWT) are earmarked for PLO, compared with 249,000 DWT added
in the previous five years. The major thrust of PLO operations will be to
improve and modernize existing services, as there are no plans to open new
liner routes. The Indian service, for example, will get 12 ships (110,000
DWT); the East African service four ships (40,000 DWT); the Mediterranean
service five ships (30,000 DWT); and the European service eight ships
(16,000 DWT). Additions to the PLO fleet will include express liners,
roll-on-roll-off vessels, and container ships.
36. The purchase of container ships will give new momentum to
Poland's containerization program and improve its competitive position on
the North Atlantic route. For some time, PLO has used a small number
of part container ships, including those in the new Zakopane class, on the
US-Canadian Great Lakes service to carry seventy 20-foot containers. By
CONFIDENI~'
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1975, however, full container ships (; 3,000 DWT) that ran handle ?00
to 300 containers will be inh?od~+ccd on tha run. At the same tinn?. more
hart container sl;', ., Nill he hurchased anti some ronvcntional vessels will
be modified f?or the coritaincr traclc. Poland also ;;tends to moclrrnire its
container facility at Cdynia (sec Figure 4) and comlletc aferry-container
terminal at Swinoujscie, which is already under ronsh?urtion. With these
efforts, Poland rxl~cts to handle some 400,000 tons of sc+abornc
containerized cargo by 1975. Assuming PLO reaches this goal, fhc figure
would still be well below 10'% of? its total liner carriage and would hale
in comparison with carriage by countries in the indush?ializecl West both
in absolute and herrcntage terms. For rxamhlr, in 1970, US-flag ships alone
hauled 4.7 million tons of? containerized cargo, or? ~rbout 41','. of total liner
c,u?riagc (1 I.5 million tons).
Figure 4. Container Terminal at the Port of Gdynia
37. ll? it so desires, PLO should have little difficulty in entering
shilling ronfcrcnccs on routes where it still olcratrs as an indehcnclent.
In the A1ediferranean area, the new Continent-Near East-Continent
Confercn~ e hrob~rbly will ofl?cr little resistance. The same holds true for
East Africa, where I3ALTAFRICA~s coffee coup has broken the East African
Confercnrc's resistance to PLO's entry. UNIAFRICA's negotiations with the.
appropriate West African conferences (ongoing since 1970) nary produce
~- cooperative agreement in the near term. Finally, the opening of PLO's
new direct service to Australia will give PLO additional leverage for
conference membership in that traclc. With respect to the US trade, PLO
may not seek conterence membership, because. the confercnres on these
CONI~II)EN'I'~~~,
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routes do not penalize shippers for occa~' anal use of non-conference ships.
Under these circumstances PLU may opt to function as an outsider in hopes
that its lower freight rates would stimulate US-Polish trade and the use
of Polish ships.
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 Approved For Release ~0~/ - -
Liner Services of the Polish Ocean Lines
August 972
Line
Route a~
Number of
Sailinas
Asian and Austrialian
Lines Division
Gdynia-Malaya-Thailand-
Japan-Korea-China
Gdynia-Hamburg-Rotterdam-
Antwerp-Lisbon-Penang-Port
Swettenham-Singapore-Bangkok-
Hong Rong-Yokohama-Nagoya-
Robe-Chongjin (monthly)-
Shanghai-Bangkok-Singapore-
Port Swettenham-Penang-
Rotterdam-Hamburg-Gdynia
Twice
monthly
General cargoes in-
cluding those in
cross trades.
Uses 15 Pekin-class ships with 16-
knot speed-and 10,000-DWT capacity.
initiated in mid-1950. Became full
member of Far East Freight C~nfer-
ence on 1 July 1971.
Gdynia-Japan Express
Gdynia-Antwerp-Rotterdam-
Once
Uses five H_1-class ships with 22
5-
Hamburg-Singapore-Hong Rong-
monthly
.
knot spee3-;nd 14,000-DWT capacity
Robe-Yokohama-Nagoya-Kobe-
.
Option to coiventional service
Hong Rong-Singapore-Hamburg-
.
Round-trip voy.3ges frc~ Poland to
Rotterdam-Antwerp-Gdynia
Japan reduced t~ 120 days, compared
with 180 days required by older
liners.
Gdynia-Indonesia-North
Vi
t
Gdynia-Djakarta-Surabaya-
Once
Outbound - trucks,
Since 1965, PLO's liners have de-
e
nam
Haiphong-Indonesia-Gdynia
monthly
metals and metal
livered more than 323
000 tons of
(West European ports both
products, ma-
,
cazgo. ~ -? was a surge in 1968
inward and outward)
chinery and equip-
,
when car:. ;e neatly doubled that
ment
in 1967 a:.;i since 1969 deli~eriss
inbound -rubber,
have hovered in the 60,000-ton
coal
range.
Gdynia-Australia-Europe
Gdynia-Hamburg-Bremen-
Once
Outbound - textiles,
Operated as westbound leq of Gdynia-
Fremantle-Adelaide-Melbourne-
monthly
glass, corn, and
North Vietnam service until October
Sydney-Brisbane-Newcastle-
pharmaceuticals
1971 when direct, round-trip service
Burnie-Capetown-London-
Inbound - Australian
to Australia opened
Antwerp-Gdyn:~
wool, zircon, and
.
rutile
Gdansk-Hamburg-Antwerp- Once
Karachi-Bombay-Saurashtra- monthly
Malabar coast-Antwerp-Hamburg-
Gdansk
Outbound - steel,
machinery and equip-
ment, chemicals,
paper, fertilizer,
and potatoes
Inbound - oilcake,
jute, rubber,
rntton, tea, and
spices
Pazt of joint Indian-Polish liner
service (INDOPOL) formed in 1960.
Based on 50-SO revenue sharing and
on exclusion of third flag ships.
Approved
 Asian and Australian
Lines Division
(Continued)
Gdansk-Bay of Bengal
Middle East
African and Mediterranean
Lines Division
East Africa
(BALTAFRICA)
West Africa
(UNIAFRICA)
Morocco-Canary Islands
(UNIAFRICA)
Number of
Route a~ Sailings
Gdansk-Hamburg-Antwerp Once
Colombo-Ffadras-Visakhapatnam- monthly
Rangoon-Calcutta-Saurashtra
ports-Antwerp-Hamburg-
Szczecin-Gdansk
Gdynia-Hamburg-Antwerp-Leixoes- Once
Trucial States-Dammam-Kuwait- monthly
Basra-Khorramshahr-Antwerp-
Hamburg-Gdynia
Gdynia-Hamburg-Antwerp- Thrice
Mombasa-Dan es Salaam-Aden- monthly
Assab-Jeddah-Aqaba-Port Su~.3n-
United Kingdom-continental
ports-Gdynia
Szczecin-Hamburg-Rotterdam- Two to
Antwerp-Las Palmas-St. Cruz- three per
Dakar-Bathurst-Freetown- month de-
Monrovia-Abidjan-Takoradi- pending on
Tema-Douala-Canaries- route
Casablanca-continent-Szczecin
Szczecin-continent-Canaries-
Tema-Lagos-Pore Harcourt-
Gabon-Dakar-Canaries-
Casablanca-continent-Szczecin
Szczecin-Hambu=rt-Antwerp-Las Twice
Palmas-Santa Cruz-Casablanca- monthly
Bilbao-Antwerp-Hamburg-
Szczecin
Sams as Gdansk-
Bombay line
Outbound - machinery
and equipment
Inbound - sisal,
coffee, cotton, and
oil cake
Outbound - textiles,
machinery, steel,
and canned food
Inbound - timber,
coffee, cocoa beans,
and edible oils
Initiated in 1960. Uses five ships
with 10,000-DWi' capacity. Reorgan-
ized after closure of Suez Canal in
1967 with responsibility for Red
Sea ports transferred to East Afri-
can service.
Initiated in 1962 and merged with
the East German DSR company's line
in 1967 to form BALTAFRZCA. Uses
16 ships (six Polish and 10 East
German), Polish ships call at Red
Sea ports as full mer.~bers of the
Sudan-United Kingdom Conference and
of L a Continental Red Sea Confer-
ence.
Initiated in 1958 and merged with the
East German DSR company's line in
1961 to form UNIAFRICA. After the
1970 reozganization of the Polish
fleet, PLO replaced PZM in UNI-
AFRICA. Used 26 ships (15 Polish
and 11 East German). During 1970,
Polish ships in this service trans-
ported over 400,000 tons of cargo.
In February 1971, the USSR's
Estonian Shipping Company joi*~ed
UNIAFRICA causing the service to be
split into two lines.
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 African and Mediterranean
Lines Division
(Continued)
Gdansk-Mediterranean Gdansk-Antwerp-Dunkirk-
Piraeus-F.~eirut-Latakia-
Gdansk Y./
Gdansk-Hamburg-Antwerp-
Algerian, Tunisian, and
Libyan ports-Gdansk
Gdansk-Beirut-Latakia-
Gdansk
Gdansk-Alexandria (direct
or via Tripoli)-Gdansk
Gdansk-Piraeus-Istanbul-
Gdansk
Number of
Sailinqs Main Cargoes
Twice Outbound - iron, ma- Resumed after World War II. In 1968
monthly chinery, chemicalz, the three lines that were serving
glass, textiles, the Mediterranean basin were inte-
and potatoes grated into one service. Uses 18
Twice inbound - oilcake?s, ships.
monthly cotton, rice, tp-
bacco, vegetable
fiber, citrus fruits,
Twice and dried fruit
monthly
Once to
twice
monthly
Once
monthly
Gdansk-Durres-Gdansk Every six
weeks
twice
monthly
Gdynia-continental Gdynia-Bremen-Antwerp- Weekl
Y
ports-US east coast Le Harve (biweekly)-
ports New York-Philadelphia-
Baltimore-Norfolk-
Boston-Wilmington-Le Harve-
Copenhagen-Rotterdam-Antwerp-
Bremen-Hamburg-Gdynia
Gdynia-continental Gdynia-Antwerp-Bremen- Once
ports-US and Canadian Aamburg-Montreal-Toronto monthly
Great Lakes ports Hamilton-Chicago-Milwaukee
Detroit-Cleveland-Sarnia-
Montreal-Rotterdam-Antwerp-
Hamburg-Gdynia
outbound - steel and
steel products,
pork, fruits, beer,
and West European
machines, chemicals,
cars, and glass
inbound - cotton,
timber, chemicals,
fruits, and grain
Initiated in 1958 to haul US aid
material. Called at US and Mexican
Gulf ports until 1963 when a
separate Gulf port service was
established.
Opened in March 1971 after 20-year
hiatus. Uses six ice-reinforced
Zakopane-class ships.
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 American Lines Division
(Continued)
Gdynia-Montreal
(passenger)
Gdynia-west coast
of South America
c;dynia-east coast
of South America
(HALTAMERICA)
Swinoujscie-Ystad
ferry service
Number of
Route a~ Sailings
Gdynia-Hamburg-Leixoes- Once
Miami-Houston-New Orleans- monthly
Galveston-Vera Cruz-Tampico-
Rotterdam-Hamburg-Gdynia
Gdynia-Copenhagen-Cuxhaven- Varies
Rotterdam-London-New York-
Montreal-New York-Southampton-
Rotterdam-Cuxhaven-Copenhagen-
Gdynia
Gdynia-Hamburg-Antwerp- Twice
Lisbon-La Guaira-Mazcaibo- monthly
Santa Marta-Barranquilla-
Buenaventura-Manta-Guayaquil-
Callao-Arica-Antofagasta-
Valparaiso-Antwerp-Hamburg-
Gdynia
Gdynia-Hamburg-Rotterdam- Six
Antwerp-Recife-Rio de Janeiro- monthly
Santos-Montevideo-Buenos
Aires-Ilheus-Sa~vador-
Rotterdam-Hamburg-Gdynia
Gdansk-Scandinavia Gdansk-Malmoe-Gothenburg- Weekly
Gdansk
Gdansk-Stockholm Gdansk-Vaesteraas-Stockholm- Weekly
Sundsvall-Gdansk
Szczecin-Oslo Szczecin-Oslo-Szczecin Weekly
Outbound - sugar,
steel, tools, med-
ical instruments,
chemicals, and
automobiles
Inbound - Peruvian
fishmeal, Colombian
coffee, metal con-
centrates, and
fruit
Outbound - iron an?
steel products,
c~.emicals, and
potatoes
Inbound - coffee,
hides, and fruit
Agricultural prod-
ucts, metals, auto-
mobiles, and trucks
(passengers)
Outbound - iron,
sugar, food, gypsum,
and salt
Inbound - cellulose,
paper, chemicals,
and ore concentrates
Stefan Bato refitted to meet US
safety requirements for passenger
vessels. Operates within conference
system.
Opened in 1966 with four vessels,
PLO joined the European-South
Pacific and Magellan Conference in
1969 as an affiliate member and the
Association of. -lest India Trans-
Atlantic Stea-~ship Lines in 1970 as
an associate member.
Operated jointly with the Soviet
Baltic Steamship Company and the
East German DS R. PLO operates seven
vessels of 8,500-DWT capacity on
this run. Has met competition from
Western liner compaz~ies by charging
lower freight rates and by catering
to the region's sensitivities on
flag discrimination.
Uses the Gryf and the S,candynawia.
During July 1971, the old Swedish
ferry Gustav Vasa was purchased for
use on a planned Gdynia-Stockholm
connection.
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 Approved For Release 2006/04/19: CIA-RDP85T00875R00170004
Number of
Route a/ Saili~s
(Continued)
Szczecin-Finland
Szczecin-Turku-Helsinki-
Weekly
Szczecin
Gdansk-Finland
Gdansk-Helsinki-KOtka/
Weekly
Hamina-Gdansk
Szczecin-North Finland
Szczecin-Oulu-Ke.~ni-Szczecin
Weekly
Gdynia-Hull
Gdynia-Hull-Gdynia
Biweekly
Gdynia-Ipswich
Gdynia-Zpswich-Gdynia
Biweekl
Y
Szczecin-London
Szczecin-London-Szczecin
Weekly
Szczecin-west coast
Szczecin-Manchester-Szczecin
Weekly
of the United Kingdom
Szczecin-Hamburg-Bremen
Szczecin-Gdynia-Hamburg-
WeEyly
Bremen-Szczecin
Outbound - salt,
gypsum, clay, and
ironware Jointly with Finska Angfartygs Tom.
Inbound - cellulose,
paper, and chemicals
utbound - aluminum,
knitted wear, zinc,
industrial goods, Jointly with the United Baltic
and meats Corporation
inbound - copper,
machinery and equip
went, and various
other general
cargoes
Outbound - vege- Uses two 1,500-DWT ships.
tables, sugar, and
general cargo
Inbound - tubes,
metal sheets, and
cathode copp,~r
Szczecin-France-Ireland Szczecin-Rouen-Dublin- Every ten Outbound - sheet
Szczecin days metal, textiles,
linen, hemp, and
willow-ware
Inbound - oils, arti-
ficial leather,
hides, and other
general cargo
Szczecin-Antwerp Szczecin-Antwerp-Szczecin Weekly Outbound - zinc, alu-
minum, linen waste,
Szczecin-Rotterdam Szczecin-Rotterdam-Szczecin Weekly Inboanatalcopper,
artificial leather,
synthetic rubber,
oils, hides, and
wool
a. PLO sc edules vary in flexi i ity from one area to anot er. Ships are often s stituted for of ers or simply inserted on e
schedule. Datas for port calls are approximate and unlisted calls are made when there is sufficient cargo.
b. Additional calls at other Mediterranean ports are made if dictated by traffic requirements.
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