THE SHIPBUILDING INDUSTRY OF POLAND

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• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79-01093A000700050003-4
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• Original Classification: S
• Document Page Count: 41
• Document Creation Date: November 9, 2016
• Document Release Date: October 26, 1998
• Sequence Number: 3
• Publication Date: November 15, 1954
• Content Type: REPORT

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r
US OFFICIALS ONLY
PROVISIONAL INTELLIGENCE REPORT
THE SHIPBUILDING INDUSTRY OF POLAND
CIA/RR PR-83
15 November 1954
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WARNING
This material contains information affecting
the National Defense of the United States
within the meaning of the espionage laws,
Title 18, USC, Sees. 793 and 794, the trans-
mission or revelation of which in any manner
to an unauthorized person is prohibited by law.
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ITI ' A ,
" F[D
PROVISIONAL INTELLIGENCE REPORT
THE SHIPBUILDING INDUSTRY OF POLAND
CIA/RR PR-83
(OHR Project 35.241)
NOTICE
The data and conclusions contained in this report
do not necessarily represent the final position of
ORR and should be regarded as provisional only and
subject to revision. Comments and data. which may
be available to the user are solicited.
Office of Research and Reports
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FOREWORD
This report discusses the four major shipyards of Poland. Under
the administrative reorganization of 1 January 1953, these yards were
placed under the control of the rinistry of Machine Industry, which
controls the production of all major merchant vessels constructed in
Poland.. Other Polish shipyards are under the T'inistry of Shipping,
which controls the production of small river craft and fishing craft
and the repair of vessels.
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IDENTIAL
CONTENTS
Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
I. Introduction . . . . . . . . . . . . . . . . . . . . . . . .
A. Definition and General Description . . . . . . . . . . . 2
B. History . . . . . . . . . . . . . . . . . . . . . . . . 2
C. Importance . . . . . . . . . . . . . . . . . . . . . . . 3
D. Organization . . . . . . . . . . . . . . . . . ? . 3
II. Production . . . . . . . . . . . . . . . . . . . . . . . . . 4
A. Six Year Plan for Shipbuilding . . . . . . . . . . . . 4
B. Estimated Production . . . . . . . . . . . . . . . . . . 4
III. Input Requirements . . . . . . . . . . . . . . . . . . . . . 5
A. Materials . . . . . . . . . . . . . . . . . . . . . . . . 5
B. Power . . . . . . . . . . . . . . . . . . . . . . . . . . 5
C. Manpower . . . . . . . . . . . . . . . . . . . . . . 7
D-. Transportation . . . . . . . . . . . . . . . . . . . 7
IV. Distribution . . . . . . . . . . . . . . . . . . . . . . . 9
A. Domestic Requirements . . . . . . . . . . . . . . .
B. Imports and Exports . . . . . . . . . . . . . . . . . .
C. Merchant Fleet . . . . . . . . . . . . . . . . . . . . .
V. Vulnerabilities and Intentions . . . . . . . . . . . . . . . 9
A. Vulnerabilities . . . . . . . . . . . . . . . . . . 9
B. Intentions . . . . . . . . . . . . . . . . . . . . . 10
CO F DENT1A1.
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Appendixes
Page
Appendix A. General Description of the Shipbuilding Industry . . . 11
Appendix B. Characteristics of Vessels Constructed under the
Polish Six Year Plan . . . . . . . . . . . . . . . 21
Appendix C. Methodology . . . . . . . . . . . . .. . . . . . . . . 27
Appendix D. Gaps in Intelligence . . . . . . . . . . . . . . . . . 29
Appendix E. Sources and Evaluation of Sources . .. . . . . . . . . 31
1. Modified Plan for the Construction of Vessels in Polish Ship-
yards, 1952-55 . . . . . . . . . . . . . . . . . . . . . . . . 5
2. Estimated Construction of Vessels in the Polish Shipbuilding
Industry, 1949-57 . . . . . . . . . . . . . . . . . . . . . . 6
3. Input Requirements for the Polish Shipbuilding Industry, 1953 ? 6
4. Estimated Employment in the Polish Shipbuilding Industry,
1946-57 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
T tA4
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CONFIDENTIAL
Illustrations
Following Page
Figure 1. Ministerial Organization of the Shipbuilding
Industry of Poland (Chart) . . . . . . . . . . 4
Figure 2. General Cargo Vessel of the "Tramp," or Donbass,
Type (Photograph) . . . . . . . . . . . . . . 22
Figure 3. Lewant-Class Vessel (the Taganrog)
(Photograph) . . . . . . . . . . . . . . . . .
Figure 4. Soldek-Class Vessel (the Zlatoust)
(Photograph) . . . . . . . . . . . . . . . . .
F' ure 5 %g-Class Vessel (the Pilica)
(Photograph) . . . 24
5,~.~,C~~'=firms
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L DENTAL
CIA/RR PR-83 - - -
(ORR Project 35.241)
THE SHIPBUILDING INDUSTRY OF POLAND*
Summary
The shipbuilding industry of Poland is centered in four major
shipyards. These four shipyards, all engaged in the construction of
merchant vessels, have completed less than half the planned construc-
tion assigned to the yards under the revised (1952) Polish Six Year Plan.
Approximately 37,500 DWT (deadweight tons)** of merchant vessels were
constructed in these shipyards in 1952 and about 51,600 DWT in 1953.
It is estimated that about 98,900 DWT will be constructed in 1955.
Planned construction in 1953 was 117,000 DWT, and the 1955 plan has
scheduled the construction of 150,000 DWT of merchant vessels.
It was initially agreed with the USSR that Poland should keep
about one-half the vessels produced under the Six Year Plan (1950-55)-
In fact, about 4 out of 5 of the vessels produced to date have been
exported to the USSR. Even so large a share of total construction,
however, probably will amount to only two-thirds of the tonnage assigned
to the USSR under the initial agreement, since production has fallen so
far short of the goals of the original Plan. By the same token, Poland's
share probably will amount to about one-sixth of the tonnage originally
assigned to it.
Planned production ranges in type from merchant vessels, from the
size of Liberty vessels to small coasters, to fishing trawlers. No
evidence of the construction of naval vessels exists although small
naval craft may possibly be under construction.
* The estimates and conclusions contained in this report represent the
best judgment of the responsible analyst as of 1 August 1954.
** Deadweight tonnage is defined as the cargo-carrying capacity plus
the weight of passengers, fuel, water, stores, dunnage, and such other
items as are necessary for use on a voyage, all expressed in long tone.
It is the difference between light displacement and displacement loaded.
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Employment in the industry amounted to about 20,600 in January 1953
and rose to about 32,300 in January 1951. Estimated labor productivity
of the industry is less than 5 GRT (gross register tons) per man-year,
whereas labor productivity in.the US during World War II averaged 16.8 GRT
per man-year. It is believed that Polish labor productivity will rise,
with a consequent rise in the total output of vessels.
The major material requirements of the industry apparently can be
adequately supplied from domestic production. Marine engines, however,
are not produced in sufficient quantity to meet requirements. Poland
imports engines from Western manufacturers and also has been attempting
to design marine engines. Poland is expected to be self-sufficient in
the production of marine engines-with a few years.
I. Introduction.
A. Definition and General Description.
This report considers in detail only those Polish shipyards
(stocznie) engaged in the construction of vessels under the Six Year
Plan (1950-55). It considers only incidentally other shipyards, in-
cluding repair shipyards and inland shipyards, whose limited produc-
tion does not fall within the scope of the Six Year Plan, and the pro-
duction of components as it relates to ship construction.
The four largest shipyards in Poland are engaged in the construc-
tion of new vessels. The largest of these shipyards is Stocznia Gdanska,
followed in decreasing order of size by Stocznia Szczecinska, Stocznia
imienia Komuny Paryskiej, and Stocznia Polnocna. 1/* The shipyards are
located in the three principal sea ports of PolanU: the first in Gdansk;
the second in Stettin (Szczecin); the third in Gydnia; and the fourth
also in Gdansk, all of which are open to the Baltic.
B. History.
Poland did not have a tradition of shipbuilding before World
War II, and only one of the major shipyards, Stocznia imienia Komuny
o to note re erences in arabic numerals are to sources listed in
Appendix E.
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Paryskiej, in Gydnia, was formerly Polish-owned. _! All other ship-
yards were formerly German-o-=ed. These same shipyards, which are now
building vessels. for Poland, were contributing to the German war effort
during World War II. Shipyard facilities in the Stettin area suffered
war damage, but the other areas were more or less undamaged when the
Russians occupied the territory left by the Germans. The Russians be-
gan a systematic program of dismantling shipyard facilities, which were
carried to the USSR. When this program was completed, the shipyards
were turned over to the Poles. Poland received Stocznia Polnocna, 3/
in Gdansk, and Stocznia Gdanska, 4/ in Gdansk, in 194; probably re-
ceived Stocznia imienia Komuny Paryskiej in 1946; and received Stocznia
Szczecinska, in Stettin, in 1947. 5/ Construction of vessels in these
yards followed about the same order: Stocznia Polnocna began construc-
tion in the fall of 1946s Stocznia Gdanska at the beginning of 1948,
Stocznia imienia'Komuny Paryskiej during the fall of 1951, and Stocznia
Szczecinska at the beginning of 1951.
C. Importance.
The Polish shipbuilding industry is becoming an increasingly
important contributor of seagoing and fishing vessels to the merchant
fleet of the USSR. To date, practically all production has gone to the
USSR. The-few vessels which have been built and put into the Polish
merchant marine are the smaller vessels and the ones which, in general,
represented the first vessels in a class. The shipbuilding industry in
1953 consumed about 1.3 percent of the Polish labor force.
D. Organization.
A reorganization of the Polish shipbuilding industry which took
effect on 1 January 1953 separated shipyards for new construction from
ship repair yards on an administrative basis. The shipyards for new
construction, the four major yards in Poland, were placed under the
Ministry of Machine Industry; all other yards were placed under the
Ministry of Shipping. 6/ Figure 1*, shows the organizational structure
of the two ministries.-7/
Following F. L.
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A. Six Year Plan for Shipbuilding.
The original Six Year Plan called for the construction of
241 vessels totaling 620,030 DWT, of which tonnage 46 percent was to
be built for Polish use and 54 percent for the USSR. Construction
was to take place as follows: Stocznia Gdanska,'456,300 DWG'; Stocznia
Szczecinska, 140,800 DWT; Stocznia imienia Komuny Paryskiej, 20,500 DWT;
and Stocznia Polnocna, 2,430 DWT. Some of the vessels included in the
:Flan were constructed. The Plan was revised for the last half of the
period (1952-55), however, changing the number and types of vessels to
be constructed. 8J
The modified Plan for 1952-55 calls for the construction of
216 vessels of 7 types (merchant and fishing) totaling 474,940 DWT.
This modified plan can be substantiated by the numerous reports of
vessels being built or completed. Table 1* shows the modified Plan
for the constructing shipyards. 9/
In 1948, construction began on types of vessels specified under
the Six Year Plan, with output increasing year by year. Whereas in
1948 a total of 6,500 GRT was completed, in 1953 42,000 GRT were com-
pleted. The plan for 1953 was only fulfilled by 44 percent,and unless
production increases in 1954 and 1955, the modified 6-year shipbuilding
plan will not be fulfilled. The bulk of Polish production has gone to
the USSR. Poland has received to date only 13 merchant vessels, total-
ing about 22,000 GRT; 3?super trawlers; and a large number of small
fishing vessels. Table 2** shows the estimated production by yard from
1949 through 1957 in GRT.
Stocznia Gdanska is the major producing yard. Not only has
this yard been turning out a number of different types of vessels, but
it is the only shipyard in Poland to turn out large merchant vessels.
The other yards are specializing in other vessel types: Stocznia
Szczecinska, medium-sized colliers; Stocznia imienia Komuny Paryskiej,
small Baltic coasters; and Stocznia Polnocna, fishing trawlers.
* Table 1 follows on p. 5.
** Table 2 follows on p. 6.
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MINISTERIAL ORGANIZATION OF THE SHIPBUILDING INDUSTRY OF POLAND
Ministry of Machine Industry)
Central Administration
of the
Shipbuilding Industry
Central Management of
Inland Navigation and
Shipyards
Ministry of Shipping
Central Administration of
Repair Shipyards
Planning Dep
Shipyard Planning
Section
Stocznia
Gdanska
(Gdansk)
Shipyards (Stocznie
Stocznia
Polnocna
(Gdansk)
Stocznia
imienia
Komun~yy
Paryskiej
(Gdansk)
Stocznia
zczecinska
(Stettin)
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Table 1
Modified Plan for the Construction of Vessels in Polish Shipyards
1952-55
Shipyard
1952
1953
1954
1955
Total
Percent
Stocznia Gdanska
43,180
80,670
100,670
103,740
328,260
69
6
Stocznia Szczecinska
15,200
30,400
38,000
38,000
121,600
2
Stocznia imienia Komuny
Paryskiej
3,280
4,920
4,920
6,560
19,680
4
Stocznia Polnocna
1,080
1,350
1,350
1,620
5,400
1
Total Planned Construc-
tion
62,740
117,340
144,940
149,920
474,940
100
Total Estimated Construc-
tion a/
37,567
51,612
99,530
98,940
287,649
Percentage of Plan Com-
pletion
6o
44
69
66
a. Totals obtained from Table 2 by conversion of GRT to DWT.
III. Input Requirements.
A. Materials.
The material requirements of the shipbuilding industry of Poland
in 1953 are small in relation to total national production. The princir
pal material requirements are fulfilled by indigenous production. Small
quantities of aluminum, tin, cobalt, columbium, molybdenum, and vanadium
must be imported. Increased production, through increases in the labor
force and increases in efficiency, will in future years boost the quan-
tities of materials used. Table 3* shows the estimated total input re-
quirements in 1953 and the inputs required by the individual shipyards,
based upon the number of ships completed within each yard during 1953.
B. Power.
The electric power requirements of the shipbuilding industry
of Poland for 1953 are shown in Table 3.
* Table 3 follows on p. 6.
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Table 2
Estimated Construction of Vessels in the Polish Shipbuilding Industry
1949-57
Yard 1949 1950 1951 1952 1953 1954 1955 1956 1957
Stocznia Gdanska 11,049 12,357 12,805 27,604 32,439 58,032 50,264 60,000 65,000
Stocznia Szczecinska 0 / 1,092 1,570 4,305 12,510 17,980 18,000 20,000
Stocznia imienia
Komuny Paryskiej 0 0 0 1,348 2,505 6,066 8,088 8,000 8, Coo
Stocznia Polnocna 1,385 11592 2,220 2,127 2,983 3,409 2,796 3,400 3,400
Total GRT 12,434 13,949 16,117 32,649 42,232 80,017 79,128 89,400 96,400
a. Figures are for vessels completed, and do not represent vessels in various sages of
construction; compiled from production tables of the individual shipyards.
b. Oliva 2,900 GRT, completed from hull left by Germans.
Input Requirements for the Polish Shipbuilding Industry
1953
Total Alloy
Steel Steel Manganese
(Long (Long Chromium (Long
Shipyard Tons) Tons) (Pounds) Tons)
Stozcr?a Gdannka 26,000 481 4,525 150.8
Stocznia Szczecinska 3,900 72 679 22.6
Stocznia imieni
Komuny Paryskiej 2,700 50 470 15.7
Stocznia Polnocna 3,760 70 654 21.8
Total 36,360 673 6,328 210.9
Percent of
National Pro-
Copper and
Base Alloys Lead Zinc Lumber Coal Coke
Molybdenum Nickel Vanadium (Thousand Aluminum (Thousand Tin (Thousand Cobalt Columbium Rubber KWB
(Pounds) (Pounds) (Pounds) pounds) (pounds) Pounds (Board (one (Long
) (Pounds) pounds) (Pounds) (Pounds) (Pounds) Feet) (Thousand) Tons) Tons
2,586 53,332 281 832 10,400 474 39,000 169 57 13 73,060 2,406,350 20,800 6,500 650
390 8,002 43 124 1,560 71 5,850 25 9 2 10,959 405,570 3,120 975 98
269 5,540 29 86 1,080 49 4,050 18 6 1 7,587 232,200 2,160 675 67
375 7,715 43 120 1,500 68 5,640 24 8 2 10,566 461,910 3,008 940 94
3,620 74,589 396 1,162 14,45o 662 54,540 236 8o 18 102,172 3,506,030 29,088 9,090 909
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C. Manpower.
In 1953 the Polish shipbuilding industry employed approximately
1 percent of the total Polish labor force. Planned labor employment for
1947-49 under the Association of Polish Shipyards, which is believed to
include inland shipyards as well as the shipyards which later came under
the Ministry of Machine Industry, was 7,900 in 1947, 8,000 in 1948, and
9,700 in 1949. 10/ The estimated employment in the Polish shipbuilding
industry from 19V6 and extended through 1957 is shown in Table 4?* Al-
though the estimated employment figures for the period 1947-49 are lower
than Plan figures, it is believed that this difference is due in part to
the larger number of shipyards included under the Plan. Under the Plan,
1949 was to have shown a 112-percent increase over 1947, but the esti-
mated employment for the period showed an increase of 140 percent.
The industry was formed around a nucleus of German shipyard
workers, who were supplemented by Poles. As the shipyards were
placed in operation, training schools were established to train un-
skilled workmen as shipyard workers. In Stocznia Gdanska the German
element was eventually supplanted, 12 whereas in Stocznia Szczecinska
a recruitment program for skilled German workmen was conducted. The
Germans are still employed at the latter yard.
When the Polish shipyards began the construction of vessels for
the USSR, Soviet personnel apparently were placed in the shipyards to
supervise all construction. This situation was reported in 3 out of the
4 shipyards.
Productive workers are estimated to make up 71.3 percent of the
total employment of the shipyards. Labor productivity for the produc-
tive workers is probably less than 5 GRT per man-year, although adequate
data for the determination of productivity are lacking. Compared with an
average productivity rate of 16.8 GRT per man-year in the US'during
World War II, Poland's productivity is low. 14
D. Transportation.
It is estimated that approximately 14 million ton-miles of
transportation were needed to support the Polish shipbuilding industry
in 1953. Rail transport accounts for the major share of the goods
movement.
* Table 14 follows on p. 8.
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Estimated Employment in the Polish Shipbuilding Industry
1946-57 a/
Number of Employees
Shipyard
1946
1947
1948
1949
1950
1951
1952
1953
1954
1955 1956 1957
Stocznia Gdanska
2,200
3,600
3,350
4,250
4,800
5,300
7,700
12,000
23,000
28,000
31,000
33,000
Stocznia Szczecinska
0
450
500
700
1,100
1,800
2,950
3,400
3,700
4,000
4,200
4,350
Stocznia imienia Komuny
Paryskiej
0
200
400
800
1,350
1,950
2,500
2,900
3,100
3,250
3,300
3,400
Stocznia Polnocna
500
750
1,000
1,250
1,500
1,750
2,000
2,250
2,500
2,800
3,100
3,300
Total
2,700
5,000
5,250
7,000
8,750
10,800
15,15 0
20,55 0
32,300
38,050
41,600
44
050
,
a. As of 1 January. For method of compilation of employment figures, see Methodology, Appendix C.
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IV. Distribution.
A. Domestic Requirements.
The Polish merchant marine is composed of a variety of vessels
of all ages, many of which were acquired by purchase from the West.
Poland could adequately supply domestic requirements by the construction
of vessels in Polish shipyards if production for the USSR were decreased.
At present the only vessels which Poland has built for itself' re those
laid down early in the shipbuilding program.
B. Imports and Exports.
In 1953, Poland imported only one vessel, the Wspolpraca (6,175 GRT).
In the same year, Poland exported 27,750 GRT of merchant vessels and 4,904 GRT
of fishing vessels* for a total of 32,654 GRT,,or almost all of its new con-
struction.
C. Merchant Fleet.
The merchant fleet of Poland as of 1 January 1954 consisted of
70 vessels of 1,000 GRT and over, totaling 274,091 GRT. 16 It does
not appear that the size of the fleet will be increased by construction
in Polish shipyards, nor does it appear that any vessels will be retired
because of age. The most probable changes, therefore, will occur through
maritime losses or through purchases in the West.
V. Vulnerabilities and Intentions.
A. Vulnerabilities.
Poland can supply the principal materials needed in ship construc-
tion by domestic production. The industry is not self-sufficient in marine
propulsion units, but the attention devoted to this problem will prob-
ably enable Poland to reach some degree of self-sufficiency in the next few
years. At the present time, Poland is producing sufficient reciprocating
engines to tgke care of the production of Soldek-class vessels, and has
produced one engine for the first vessel of the Koino class. A recent
report / indicates that a new steam engine has been developed for the
* This figure does not include fishing vessels smaller in size than
super trawlers.
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Donbas class. This may be an engine similar to that which is used in the
Kolno class. It is also reported that considerable work is under way to
develop a diesel engine of about 5,000 horsepower. 18/ All these indica-
tions point to an attemp' to attain self-sufficiency, and there is no rea-
son to believe that given sufficient time this goal will not be reached.
Economic controls will therefore have less effect on production in the future.
The Six Year Plan is an ambitious program for a nation new to
the shipbuilding field. In spite of the inherent difficulties encoun-
tered in establishing a shipbuilding industry, however, Poland has been
turning out numbers of vessels, and it appears that these numbers will
substantially increase in the future. If further plans are forthcoming,
they will in all probability call for increased production, the net re-
sult being that Poland could become an important shipbuilding center.
The bulk of Polish production is exported to the USSR, and it
can be assumed that the vessel types being constructed are designed to
fit Soviet needs. If this assumption is true, then future shipbuilding
plans should reflect future needs or desires of the USSR.
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APPENDIX A
GENERAL DESCRIPTION OF THE SHIPBUILDING INDUSTRY
1. Scope of the Shipbuilding Industry.
The shipbuilding industry includes the construction and repair of
all waterborne vehicles and the production of components. The study
of the industry also involves an examination of the local plant ad-
ministration, the national political control, the research and
development involved in shipbuilding, and the economic factors that
influence the operation of the industry.
A. Design.
The determining factors in the formulation of the general
design characteristics of a planned vessel are the services required
of the vessel, the size and speed needed to perform those services,
the propulsion machinery available, and the type of waters in which
the vessel will operate.
To successfully design a vessel with the required character-
istics., the naval architect has a large volume of data gleaned from
past experience by every branch of the shipbuilding and shipping in-
dustries. He also uses the facilities and technical experience of
private and governmental research and experimental stations equipped
to make model tests of the hull and any or all of the individual
parts entering into the vessel. From these data, naval architects
and marine engineCrs develop the final design.
B. Shipbuilding and Repair.
A ship is the largest piece of mobile machinery built. There-
fore, unlike most commodities, the production of a ship requires the
skills and knowledge of many engineering fields.
The actual building or repair of a vessel takes place in a
shipyard having facilities to build or repair the specified type of
vessel. The modern large shipyard is a combination of a steel
fabrication plant, a mechanical assembly plant, an electrical installa-
tion firm, and many other industrial enterprises. The shipyard is not
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a manufacturing plant in the true definition of the word but performs
a "value added" type of operation usually of the Job shop variety.
It is at this stage that shipbuilding calls upon the nation's indust-
rial production to fill the many orders for raw, semifinished, and
finished material that goes into the building of a vessel. Steel is
obtained in the form of plates and shapes which will be cut, formed,
and assembled into the required shape for the vessel's hull. Ma-
chinery, electrical apparatus, furniture, and many other components
are obtained in varying stages of assembly for installation in the
vessel's hull.
C. Component Production.
The production of components for the industry is carried on by
the normal manufacturers of civilian goods and by special plants pro-
ducing principally for the shipbuilding industry. This production is
vital to the satisfactory completion of a vessel.
D. Inspection and Classification.
During constructioa of a merchant vessel, inspection and
classification is usually accomplished by an independent organization
for the purpose of insuring compliance with governmental regulations
and insurance standards. The independent classification organizations
have set standards for hull and machinery. These classification
organizations came into being because of the demands of marine in-
suranQe companies and ship operators for standards regulating the
design and measurement of vessels. They may be governmental agencies
or privately owned firms.
The inspection of naval vessels is accomplished by navy
engineers.
E. National Policy.
The dependence on foreign trade to sustain the national
economy dictates, in a large measure, the national policy regarding
the ownership, operation, construction, and maintenance for the
merchant fleet. Capital investment of private or public funds and
subsidization of the industry are largely determined by the national
policy.
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The vulnerability of the nation's military defense through
water approaches, the protection of the merchant fleet, and national
aspirations dictate the national policy regarding the construction
and maintenance of a naval fleet.
II. Shipyards.
A. Definition of Ship Construction and Repair.
Merchant vessel construction and repair involves the con-
struction or repair of all sizes of vessels employed in the movement
of cargo and/or passengers. This work includes such vessels as
passenger ships, tankers, dry cargo vessels, fishing vessels, tug
boats, dredges, and barges.
Naval vessel construction and repair involves the construc-
tion or repair of all sizes of warships, naval auxiliary vessels,
troop support craft (either for naval or army units), hydrographic
vessels, and the like.
B. Classification of Shipyards.
Shipyards generally are divided into two classes.
1. Coastal shipyards build and/or repair vessels for ocean
navigation. These yards may be located many miles from the open sea,
such location being dependent upon a sufficient depth and width of
channel to permit ready access to the sea.
2. Inland shipyards build and/or repair vessels for opera-
tion upon inland waterways.
C. Ship Construction Procedures.
The basic shipyard is purely a steel erection and assembly
plant where steel plates, shapes, and bars are cut and shaped, and
assembled into the required hull form. The outfitting (installation
of machinery, deck equipment, furniture, and the like) may be carried
on at this basic yard or at some other installation.
The method of constructing a vessel varies from one yard to
another, but general descriptions can be given as follows:
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1. Standard construction procedure involves the building of
a vessel from the keel up by erecting individual. items or small sub-
assemblies in proper sequence. A great part of the hull may be in
place before any one section is completed.
2. The prefabrication procedure involves the building of a
vessel by the erection of subassemblies which have been prefabricated
at some point other than on the shipbuilding ways. This procedure is
generally divided into two separate and distinct practices. The
first and most common practice is the erection on or near the ship-
building ways of subassemblies, none of which, however., form a com-
pleted transverse section of the hull. These subassemblies usually
are lifted into place on the building ways. The second practice, com-
mon in some yards building small vessels, is the so-called sectional
method. This method involves the joining together on the building
ways of'completed transverse hull sections. These completed sections
usually are not lifted into place but are moved on mobile cradles or
skids to the ways where the several sections are joined together.
3. Serial construction (production line method) involves the
construction of a number of vessels of the same type by use of the
prefabrication procedure with operations repeated at scheduled inter-
vals.
D. Description of Shipyards by Types.
1. Naval Shipyards.
Naval yards are operated by the governmental department
concerned with the construction, repair, and operation of naval
vessels. These yards generally have more facilities than a commer-
cial yard because of the type of work handled on repairs and for
operational purposes of the fleet. Leaving out these special
purpose-:,facilities, the naval shipyard is similar to the large com-
mercial shipyards.
The naval yard generally constructs vessels by the
standard or prefabrication procedure employing the subassembly method.
Generally the vessels are completely outfitted and made ready for sea
service within the yard.
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2. Coastal Shipyards.
Coastal shipyards construct vessels for ocean transporta-
tion, coastal vessels, fishing vessels, and tugs. Depending upon the
extent of the facilities, the yards generally specialize in certain
sizes and types of vessels. The larger yards are complex plants
covering a wide range of trades.
The method of constructing vessels is generally by the
standard construction procedure. or prefabrication procedure. Some of
the smaller yards use the serial production method when the quantity
of similar vessels to be built warrants the, setting up of such
facilities.
Only when these yards are emergency or temporary shipyards
are the facilities at a bare minimum to perform the construction of
certain vessels.
Repair work is carried on simultaneously with construction
at some of these yards. The larger yards have floating drydocks
and/or graving docks while the smaller installations have marine rail-
ways and/or floating drydocks for repair work.
3. Inland Shipyards.
Inland shipyards can be of the simplest form of a shipyard,
even to the extent that there are no permanent building ways. Here,
again, the type of work handled determines the extent and magnitude of
facilities. Such yards construct barges, river towboats, tug boats,
miscellaneous commercial craft for special operations, and the like.
The smaller inland yards usually construct vessels by the
standard construction procedure. As the volume of work increases, the
construction procedure changes into the prefabricated subassembly and
the sectional method. Inland craft is ideally suited for the sectional
method of construction, especially in case of serial production. Very
often vessels are constructed on marine railways or adjacent to the
marine railway and launched by such means.
Most of the inland shipyards handle repair work to varying
degrees. The yards that have drydocking facilities such as marine
railways or floating docks handle the complete repairs and others with-
out such facilities do topside and machinery repairs.
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4+. Ship Repair Yards.
Certain shipyards specialize only in vessel repairs. The
facilities of such ards are selected and laid out primarily to
accommodate vessels to be repaired. Drydocking facilities consist of
marine railways and floating and graving drydocks. Equipment for
handling steel fabrication is limited, but the machine shops are well
equipped. This type of yard,while being strictly a repair yard, will
also fall within one of the types listed above.
E. Shipyard Facilities.
1. Shops.
The principal shops located in a shipyard vary over a
wide range depending upon the size and type of vessels built or re-
paired and the need for a self-supporting facility. Depending upon
the size of the shipyard, the shops will include the following special
installationsseither in separate buildings or combined in one or more
buildings:
a. Mold loft, where plants are laid down full size by the.
loftsman from the blueprints for purposes of making templates (pat-
terns) for use of the steel trades.
b. Plate shop, where steel plates are cut, beveled,
punched, and shaped by layer-out and shipfitter. This shop is some-
times referred to as a boiler shop.
c. Angle shop, where steel shapes are formed into the
curvature of the hull by anglesmiths. This involves heating the steel
shape and bending it to the determined shape on bending slabs.
d. Fabrication shop or structural shop, where steel
plates and shapes are joined together to form subassemblies of varying
sizes depending on the crane facilities and method of construction.
e. Rigging loft, where ships` rigging is made by riggers.
The titles of other shops are self-explanatory, such as
carpenter shop, machine shop, foundry, forge, pipe shop, and paint
shop.
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2. Special Facilities.
Certain other facilities are entirely peculiar to a ship-
yard and will not be found elsewhere. These facilities are the actual
building ways and drydocking facilities, with installations as follows:
a. The building ways, longitudinal, refers to the space
where a vessel is constructed and includes the ground or stationary
ways and the sliding ways. They slope gently down toward the water
with sufficient slope to cause the vessel to move under the impulse
of gravity when disengaged from the holding appliance. The ways are
built perpendicular or at an angle to the shore line and the vessel is
launched stern first into the water.
b. The building ways, transverse, are similar to the
longitudinal building ways but lie parallel or at an angle to the shore
line from which the vessel is launched sideways into the water.
c. The building basin is an excavation in the shore in
which vessels are built. In construction and lay-out, it is similar
to the graving dock, being provided with dock gates and a pumping plant
and differs principally from a graving dock in that the rate of pumping
out of the water is much slower.
d. The graving dock is an excavation in the shore, en-
closed by walls and a floor which usually are of concrete or stone
construction. Ships in need of cleaning or repair are floated in and
then the water pumped out)leaving the vessel resting on blocks. The
entrance is closed by some form of gates, either floating, swinging,
or sliding. This type of dock may be used for the construction of
vessels.
e. The marine railway includes a track, cradle, and
winch used to draw a ship out of the water and onto the bank for in-
spection and repair. The track extends far enough into the water for
the cradle to pass beneath the ship. The ship is brought to rest over
the cradle, which is then drawn onto the bank. A marine railway may
be either for hauling a vessel end ways (longitudinal way) or side
ways (transverse way), from the water. The difference is that the
transverse railway has more tracks and cradles and generally shorter
tracks than the longitudinal railway. They are sometimes utilized for
building of vessels.
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f. The floating drydock is a U-shaped floating struc-
ture of either wood, steel, or concrete, which is fitted with water-
tight compartments. It is submerged by flooding these compartments
and ships enter it while it is submerged. The compartments are then
pumped dry, and the dock rises until. the ship is completely out of
water. These docks are open at either one or both ends, usually the
latter.
g. The fitting cut pier (dock or quay) is a pier at
which the vessel is moored after launching for the final installation
of components and testing. This amount of work may vary over a wide
range depending upon the procedures followed by the individual ship-
yard. These facilities are also utilized for "above water" or "top-
side" repairs and machinery repairs.
F. Personnel.
The modern large shipyard requires the services of many people
trained and experienced in the fields of business, law, engineering,
and numerous industrial trades. Total employees may number from a
dozen or so in a small yard to over 15,000 in a large yard. A typical
list of the trades involved is:
Anglesmith
Driller
Painter
Blacksmith
Electrician
Passer
Boilermaker
Erector
Pipe coverer
Bolter and reamer
Fitter
Pipe fitter
Brazer
Furnaceman
Press operator
Burner
Grinder
Puncher
Caulker and chipper
Insulator
Rigger
Designer
Joiner
Riveter
Draftsman
Layer-out
Sheetmetal worker
Carpenter
Lo f t sman
Shearman
Coppersmith
Machinist-outside
Shipfitter
Welder
Also employed on production are laborers, helpers, apprentices,
and the like. The nonproductive trades include maintenance men, store-
keepers, truck drivers, crane operators, and the like.
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III. Ship Component Production.
A. Scope of Work.
A standard merchant vessel requires approximately 7,000
different items including such standard items as curtains, medical
supplies and kitchen equipment, and such specialized items as-marine
engines, anchors, booms, and compasses.
B. Commercial Components.
The standard goods flowing into a shipyard are about as
varied as the equipment needed to supply any small community but rep-
resent only a small percentage of this type of goods produced by a
manufacturer.
C. Marine Components.
Components that are classed as specialized marine items for
ships fall into two categories, that is, standard marine parts and items
specially designed for the operation required on the vessel on which
they are to be used. Such design work is started as soon as the naval
architect has reached the stage in the hull design and calculations
where he can supply the marine engineers with the necessary specifica-
tions.
D. Component Producers.
Components generally are produced by a nation's own industrial
plants. Some of the larger shipyards have auxiliary shops capable of
building specially designed marine parts. In small countries, however,
it may be necessary to import many vital components without which
vessels could not be completed.
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1,PPENDIX B
CHARACTERISTICS OF VESSELS CCITSTRUCT}sD UNDER
THE POLISH SIX Y".`R PLAN
1. General motor Cargo Vessels.
Construction of general motor cargo vessels probably will begin in
1954 at Stocznia Gdanska. The Polish Six Year Plan calls for 13 of
these vessels, which were designed for 10,000 DTJT, 191 or about 7,n00
GRT. Diesel engines of 3,000 horsepower have been contracted for with
the Fiat Company in Italy. These are Fiat 680 D type, 2-stroke,
double-action engines. 20/ The fourth of 7 engines ordered was de-
livered in August 1953.-71/ Poland is reported to be working on the
production of a Sulzer engine of 5,400 horsepower from designs of a
3,800- to 4,100-horsepower engine purchased for this use. If such
engines can be built in Poland, the plan is to use 2 engines in the
10,000-JJT general cargo vessels. 22/ It is believed that less than
half of the vessels scheduled to beuilt will be actually finished
by the end of 1955.
2. General Cargo Vessel of the "Tramp," or Donbass, Type.
General cargo vessels of the "Tramp," or Donbass, type are
being constructed at Stocznia Gdanska under a hull designation of
B/31 or 13100. The keel of the first vessel of the class was laid
down in 1950. Under the Six Year Plan, 24 vessels are to be con-
structed with the following characteristics: 5,000 D?:!T, 3,816
to 3,858 GRT, over-all length of 345.2 feet, and 47.9-foot beam.
The vessel uses a steam reciprocating engine coupled to an exhaust
turbine. One source reported that the steam engine was a 2,050-
horsepower, Lentz-type engine built at Huta Zgoda and Fabryka Maszyn
Ciezkich (Zgoda Smelting forks and Heavy Machinery Plant, Elblag).
Another source reported the steam engine to have 1,480 brake horse-
power and the exhaust turbine to have 620 brake horsepower, a total
of 2,100 brake horsepower. 23/
The following vessels of this class have been constructed to date:
Donbass, Kuzbass, Vorkuta, Cheremkhovo, Astrakhan'. Kemerovo, Kadiyevka,
Mid Novaya Zemlya. All of these vessels have been turned over to the
USSR. See figure 2N- for a photograph of a vessel of this class.
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3. Levant Class.
The Lewant class consists of five vessels laid down at Stocznia Gdanska
in 1949 and completed in 1952 and 1954. Only five of these vessels were
scheduled under the Six Year Plan, all of which were to be kept by Poland.
Upon completion, however, 2 of the vessels were delivered to the USSR and
3 went into the Polish merchant marine. Characteristics of this class
are as follows: / GRT, 2,700 (approximate); DWT, 4,000; length, over-
all (feet), 374.13; length, between perpendiculars (feet), 342.76; beam.
(feet), 48.22; draft (feet), 20.34; refrigerated space, No. 3 hold. Each
vessel is powered by a 3,800-horsepower diesel engine, obtained from
Sulzer Brothers of Winterthur, Switzerland, and CRDA, Trieste, for a
price of US $1,818,000. The engines are reported to be type 9SD60.
The 3 vessels in use by the Poles were completed at Stocznia Gdanska, but
the 2 vessels delivered to the USSR were completed, including engine in-
stallation, in Denmark, and the Gdansk was scheduled for completion in Den-
mark. The following are the vessels of this class:
Nova Huta (ex Warszawa)
2,684
Kopernik (ex Lodz)
2,665
Gdansk
2,668
StavropolI (ex Gydnia)
2,668
Taganrog (ex Szczecin)
2,792
See Figure 3* for a photograph of the Taganrog.
4. Kolno-Class Colliers.
The Kolno class is being built at Stocznia Szczecinska. The first
hull of the class was laid down in 1951, and the vessel was completed
in 1953. Little in the way of details on the class is available. The
Six Year Plan calls for the construction of 32 such vessels. The orig-
inal plans set the deadweight tonnage at 3,200, but later plans changed
th
e
t
onnage to 3
800 DWT
26 Th
i
,
.
e eng
nes in the 2 vessels comol
25X1 B4d
25X1 B4d
according to Plan, is to get 8 of these vessels, and the USSR is-to-get-_'
24. The first vessels completed, the Chulym and the Tom', were de-
livered to the USSR. 2/
* Following p. 22.
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FIGURE Z. General Cargo Vessel of the "Tramp,"
or Donbass, Class.
FIGURE 3. Lewnnt-Class Vessel
(the Taganrog).
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5. Soldek-Class Colliers.
The Soldek-class vessel has been burned out in greater number than
any other type of vessel. The Plan calls for the production of 29
vessels. The first hull was laid down at Stocznia Gdanska in 19I8, and
construction of this class is continuing. It is believed that the first
six vessels, all of which went to Poland, were laid down as the orig-
inal Soldek class, and that beginning with the seventh hull the class
25X1 B4d
was modified. 29 All of the modified vessels have cr
The original Soldek was a vessel of 2,540 MIT. The following vessels
of this class were completed and delivered to the Polish merchant marine:
Soldek
Jednosc Robotnicza
Brygada Makowskiego
Marchlewski
Pstrowski
Jozef Wieczorek
The modified vessels of the Soldek class are of 2,620 DWT, with
1,946 to 1,989 GRT. The following vessels of this class have been
completed to date and delivered to the USSR;
Pervomaysk
'Zaporozh lye
Krivoy Rog
Kramatorsk
Makeyevka
Gorlovka
Novoshakhtinsk
Solikamsk
2,005
2, 003
1,9.6
1,9)
2,003
2,003
Ziatoust
Kurgan
Pavlodar
Minusinsk
I'Iikitovka
Yenakiyevo
Volnovakha
Novocherkassk
Tavda
All vessels of the Soldek class have the same general hull character-
istics and are propelled by the same type of machinery. They have a length
of 280.44 feet, a beam of 40.44 feet., and a depth of 19.02 feet. 30/ They
are equipped with coal-burning, reciprocating engines of the Lentz type,
built in Poland at Huta Zgoda and Fabryka Maszyn Ciezkich, Elblag. This
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type of engine has 1,300 horsepower at 125 rpm. Boilers for the first
few vessels were obtained in England, but for subsequent vessels the
boilers were reportedly built in Poland. 31/ See Figure 4%* for a
photograph of the Zlatoust.
6. Baltic Coaster T e of the Bug or Melito olt Class.
The Baltic coaster type is under construction presently at Stocznia
imienia Komuny Paryskiej and is referred to as the Melitopolt class. The
Melitopolt is an improved version of the Bug class built by Stocznia
Gdanska. The Bug class went into the Polish merchant marine, while the
Melitopolt class is going to the TJSSR. The Plan called for 5 vessels of
the Bug class and 24 of the Melitopolt class. The following are the
main characteristics of the two classes 32
Bug Class
Melitopolt Class
DW2
660
820
GRT
487
674
Length, over-all (feet)
196.30
196.30
Beam (feet)
31.49
31.49
Depth (loaded, feet)
11.15
11.15
The Bug-class vessels were equipped with a 540-brake horsepower Atlas
diesel engine with 350 rpm. The Melitopolt-class vessels were scheduled
to have an engine of greater horsepower installed. One report indi-
cated that the engines being used are 700-horsepower German M IAG en-
gines. 33/ The vessels of the Bug class completed at Stocznia Gdanska
were the Nysa, Dunajec, Odra, SSaan,, and Pilica. The following vessels of
the Melitopolt class comp1 ed at Stoczni`a imienia Komuny Paryskiej were
the Melito olt, Bektash Tikhvin, Note c, Komuna Par ska Mingechaur and
Osipe tio. e O a, of the Bug class, was reported to haiTheen built in
yn-a. 34J See,igure 51-- for a photograph of the Pilica.
7, Super Trawlers.
Super trawlers are being built at two yards in Poland, Stocznia
Gdanska and Stocznia Polnocna, both in the port of. Gdansk. Forty vessels
of this type are scheduled under the Six Year Plan. 35/ Three vessels,
Following p. 24.
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FIGURE 4. Soldek-Class Vessel
(the Zlatoust).
FIGURE 5. Bug-Class Vessel
(the Pilica).
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the mega, the Radunia, and the Rugia, were completed for Poland. All
others have apparently been delivered to the USSR and are cometimes re-
ferred to as the Lotos class. Vessels of the Lotos class are reported
to be shorter than the Rega and the Radunia. Characteristics are avail-
able only on the Rega and The Raduniaa a-s follows 36/:
D JT
450
GRT
613
Length, over-all (feet.)
195.42
Beam (feet)
29?52
Draft (loaded, feet)
16.99
The Rega, the Radunia, and the first two Lotos-class vessels had a re-
versible compound Stevenson engine developing 715 horsepower at 124 rpm,
coupled with a low-pressure Bauer.-.ach type exhaust turbine developing
385 horsepower at 6,400 rpm. Subsequent vessels were equipped with
Christiansen and Meyer double compound steam engines of 1,100 horsepower
25X1 B4d and with Howard and Johnson boilers. 3 25X1 B4d14
25X1 B4d
8. Regular, or Kulik, Trawlers.
Regular, or Kulik, trawlers are being built at both Stocznia
Szcaecinska and Stocznia Polnocna, altholgh it was reported that Stocznia
Polnocna would stop this production in favor of small naval craft of sim-
ilar dimensions. 38/ These trawlers are 90 DWr or 157 GRT and have a
length of approximately 110 feet. The Plan calls for 60 such vessels
to be constructed. These trawlers are powered by a 300-horsepower diesel
engine of June-Munktel or Volunda manufacture (Swedish). 39 The following
are names of Polish trawlers, believed to be of this class, observed in
the Baltic :
Bak
Czajka
Dzieciol
Penguin
Bekas
Czapla
Kaczor
Pelikan
Bergeski III
Czubatka
Kania
Sikora
Blotnia
Derkacz
Kassiopea
'
Slowik
Bialorusja
Drop
Kos
Solva
Bozian
Drozd
Kulik
Sowa
Cietrzew
Dudak
Kwiczol
Skrowronek
Cyranka
Dukek
Ozajka
GWlerkacz
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APPENDIX C
METHODOLOGY
The construction of vessels in Poland, as provided in the Six Year
Plan, is limited to four shipyards. The study of the shipbuilding in-
dustry, therefore, was confined to a detailed analysis of each of these
shipyards. The results of this analysis were then combined into con-
clusions and estimates for the industry as .a whole.
Both the original Plan and the Plan as modified are expressed in
terms of vessel types, the number of vessels of each type to be built
during each year of the Plan, the DWT of each vessel in a type, and the
yard of construction. Plan totals are the result of adding the DWT of
individual vessels.
Estimated production was arrived at in a similar manner on the basis
of vessel types constructed in each shipyard. These totals are expressed
in both DWT and GRT and are the result of the summation of the DWT and
GRT of each vessel known or estimated to have been completed. Production
in 1956-57 has been determined by assessing the capability of each ship-
yard to increase production over the 1954-55 estimates.
In the determination of production, a graph was constructed for each
shipyard, showing the available building facilities on the vertical axis
and time on the horizontal axis. The information from the numerous re-
ports of keels being laid, hulls being launched, and vessels completed
was entered on these graphs. Subsequently it was possible to determine
building times for the vessel types and to estimate the actual completion
date of each :vessel.
The input requirements contained in Table 3 are based upon factors
derived from US practice contained in CIA files. Polish requirements
may possibly vary from the estimates given because of differences in
technology and practice or because of substitution for materials which
may be in short supply. The factors are as follows: for total steel
(long tons), light ship weight*; for alloy steel (long tons), 0.0185 x
* Light ship weight (light displacement) is the actual weight of the ship
excluding cargo, passengers, fuel, water, stores, dunnage,and such other
items as are necessary for use on a voyage. It is the displacement
loaded, expressed in tons, minus the deadweight tonnage.
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total steel; for chromium (long tons), 0.0042 x alloy steel; for manga-
nese (long tons), 0.0058 x total steel; for molybdenum (long tons),
0.0024 x alloy steel; for nickel (long tons), 0.0495 x alloy steel; for
vanadium (long tons), 0.00026 x alloy steel; for copper and copper base
alloys (1,000 pounds), 0.032 x total steel; for aluminum (1,000 pounds),
0.004 x total steel; for lead (1,000 pounds), 0.0182 x total steel; for
tin (1,000 pounds), 0.0015 x total steel; for zinc (1,000 pounds),
0.0065.x total steel; for cobalt (pounds), 0.0022 x total steel; for
columbium (pounds), 0.0005 x total steel; for rubber (pounds), 2.81 x
total steel; for merchant vessel lumber, 86 x total steel; for fishing
vessel lumber, 0.39 x GRT; for kilowatt hours, 800 x total steel; and
for coal, 0.25 x total steel.
:These quantities represent the total requirements for the shipbuild-
ing industry including the shipyard, component plants, and other miscel-
laneous suppliers of equipment and outfit. Inputs of other basic pro-
ducts, such as coal, coke, and electricity, required to manufacture the
raw steel for shipbuilding are not included.
Employment in the shipbuilding industry is the summation of the
employment in the individual shipyards. For each shipyard a graph was
constructed showing employment on the vertical axis and time on the
horizontal axis. All reports.of the level of employment are entered on
these graphs and a curve constructed through those points believed to
indicate employment most accurately.
Transportation requirements are calculated by multiplying the dis-
tance from plant to shipyard by the domestic materials required at each
shipyard as shown in Table 3. Transportation for the main materials was
calculated by this formula; other materials were prorated on the basis
of weight relationship.
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APPENDIX D
GAS IN INTELLIGENCE
One of the principal gaps in intelligence on the Polish ship-
building industry is the lack of detailed information concerning
shipyards, particularly facilities and layout drawings of the fa-
cilities. Other gaps are the lack of details concerning repair work
at the four major shipyards, fishing vessel production, investment,
vessel construction, and repair costs.
Very little information is available concerning the shipyards
under the Rinistry of Navigation, component production, and component
plant facilities.
The difficulty in separating ship construction, ship repair, and
other production at the individual shipyards tends to make a less
reliable labor productivity figure. Repairs are most often reported
in terms of the names of vessels repaired, instead of man-hours re-
quired or other more definitive form. Input requirements are based
upon US practice because of the lack of information on material
quantities used in Poland.
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APPENDIX E
SOURCES AND EVALUATION OF SOURCES
1. Evaluation of Sources.
The documents listed in the source list have been evaluated only
as to the material extracted for inclusion in the report.
Most of the source material came from 00 or CS documents published
by CIA and from Intelligence Reports published by the Navy. Other US govern-
ment agencies contributed some information, and foreign government re-
ports were used.
Much of the information was of such a nature that many documents
were required so as to form a logical pattern. Once a pattern could be
established, it was possible to make some evaluation of the material
contained within an individual document. In other cases it was nec-
essary to rely on information which could not be fully evaluated. Very
few documents contained detailed reliable information. Two of the best
of this type contained information on the Six Year Plan and the vessel types
being built.
2. Sources.
Evaluations, following the classification entry and designated
"Eval.," have the following significance:
Source of Information
Doc. - Documentary
1
- Confirmed by other sources
A ?- Completely reliable
2
- Probably true
B
- Usually reliable
3
- Probably true
C
- Fairly reliable
4
- Doubtful
D
- Not usually reliable
5
- Probably false
E
F
- Not reliable
- Cannot be Judged
6
- Cannot be Judged
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"Documentary" refers to original documents of foreign governments
and organizations; copies or translations of such documents by a staff
officer; or information extracted from such documents by a staff officer,
all of which will carry the .field evaluation "Documentary" instead of
a numerical grade.
Evaluations not otherwise designated are those appearing on the
cited document; those designated "RR" are by the author of this report.
No "RR" evaluation is given when the author agrees with the evaluation
on the cited document.
25X1A2g
1.
2.
3.
4.
5.
25X1 X7 6.
7.
25X1A2g
8.
9.
10.
11.
25X1 X7 12.
25X1 A2g.
14.
15.
Navy, Translation 981, from Technica Morzia i Wybrezezo,
Apr 1948. 'U. Eval. RR 3.
Ibid.
Navy,
1951
Comnavforger 267-51, Stettin, Oderwerke
(info., Nov 1950). C. Eval. C-3.
Navy, Comnavger 377-S-52, Changes in Organization of the Ministry
2E p__, 12 Aug 1953 (info., Feb 1953). S. Eval. Field B-3
(RR' 2T.
CIA FDD, Special Translation 29, Polish Detailed Economic Plan
for 1949, Part VIII, Employment and Labor Productivity, 17 Jul
1953? S. Eval. RR 3.
Navy, NA London, 44-5-52, Gdansk Shipbuilding and Ship Repair,
CIA FDD, Special Translation 29, op. cit.
NIS 14, Chapter III, Section 31, 31 Jul 1953. C.
War Production Board, Five Year History of Shipbuilding, Oct.
1945. U.
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