WESTERN EUROPEAN SHIPBUILDING FOR THE SOVIET BLOC AND ITS EFFECTS ON THE BLOC ECONOMY

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79-01093A000500110001-1
• Release Decision: RIPPUB
• Original Classification: S
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• Document Creation Date: November 9, 2016
• Document Release Date: October 7, 1998
• Sequence Number: 1
• Publication Date: June 9, 1954
• Content Type: IR

eleasA 19,9 ~ 11P79-01093A00050011000?-1
CIA/RR PR-60
9 June 1954
OFFICE OF RESEARCH AND REPORTS
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FOR THE SOVIET BLOC
AND ITS EFFECTS ON THE BLOC ECONOMY
NLY
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This material contains information affecting
the National Defense of the United States
within the meaning of the espionage laws,
Title 18, USC, Secs. 793 and 794, the trans-
mission or revelation of which in any manner
to an unauthorized person is prohibited by law.
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WESTERN EUROPEAN SHIPBUILDING FOR THE SOVIET BLOC
AND ITS EFFECTS ON THE BLOC ECONOMY
CIA /RR PR - 6o
(ORR Project 35.244)
NOTICE
The data and conclusions 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
additional data which may be available to the-user are
solicited.
CENTRAL INTELLIGENCE AGENCY
Office of Research and Reports
US OFFICIALS ONLY
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This report examines the general economic effects on the Soviet
Bloc, and, in particular, the economic relief afforded the Bloc
shipbuilding industry, by Western European shipbuilding and ship
repair for the Bloc.
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Page
Summary . . . . . . . . . . . . . . . . . . . . . . . 1
I. Introduction . . . . . . . . . . . . . . . . . . . . . . 2
II. Shipbuilding in Western Europe for the Soviet Bloc. . . 2
1. General . . . . . . . . . . . . . . . . . . . . . 2
2. Gross Registered Tonnage Constructed. . . . . . . . 3
3. Relative Importance of Western European Production
to the Soviet Bloc . . . . . . . . . . . . . . . . 3
4. Labor Inputs . . . . . . . . . . . . . . . . . . 10
5. Steel Inputs . . . . . . . . . . . . . . . . . . . . 12
6. Main Propulsion Machinery . . . . . . . . . . . . . 14
III. Ship Repairs in Western Europe for the Soviet Bloc. . . 14
1. General . . . . . . . . . . . . . . . . . . . . . 14
2. Labor Inputs . . . . . . . . . . . . . . . . . . . . 17
IV. Conclusions . . . . . . . . . . . . . . . . . . . . . 20
Appendixes
Appendix A. Methodology . . . . . . . . . . . . . . . . . . . 21
Appendix B. Gaps in Intelligence . . . . . . . . . . . . 29
Appendix C. Sources and Evaluation of Sources. . . . . . . . 31
1. Published Numbers and GRT of Vessels under Construction
for the Soviet Bloc in Non-Bloc Countries. . . . . . . . 4
2. New Vessel Tonnage Delivered to the Soviet Bloc
from Western European Shipyards. . . . . . . . . . . . 5
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3. Vessels Built and Delivered to the West and to the Soviet
Bloc from Western European Shipyards, 1953 . . . . . .
4. Vessels Acquired, Built, or Under Construction
in the Soviet Bloc, 1953-55 . . . . . . . . . . . .
5. Types of Soviet Bloc Vessels Constructed in Western
European Shipyards . . . . . . . . . . . . . . . . . .
6. Tonnage of Ocean-Going Dry Cargo Vessels Constructed
in the Soviet Bloc, 1952-53. . . . . . ... . . . . . 9
7. Tonnage of Fishing Vessels Constructed in the Soviet
Bloc, 1952-53 . . . . . . . . . . . . . . . . . . . . . . 9
8. Shipyard Labor Used in the Construction of Soviet Bloc
Vessels in.Western European Shipyards. . . . . . . 11
9.
Total Shipyard Labor in the Soviet Bloc Engaged in New
Construction . . . . . . . . . . . . . . . . . . . . 11
10. Estimated Man-years Required to Build Soviet Naval
Vessels . . . . . . . . . . . . . . . . . . . . . . . . . 12
11. Invoiced Hull Steel Used in the Construction of Soviet
Bloc Vessels in Western European Shipyards . . . . . . . 13
12. Main Propulsion Machinery Used in Soviet Bloc Vessels
Built in Western European Shipyards. . . . . . . . . . . 15
13. Marine Engine Building in the Soviet Bloc, 1953 . . . 16
14. Statistics on the Ship Repair Industry of Belgium . . . . 18
15. Ship Repairs for the Soviet Bloc in Belgium . . . . . . . 19
16. Shipyard Labor Expended on Repairs of Soviet Bloc Vessels
in Western European Shipyards. . . . . . . . . . . 19
17. Breakdown of Western European Shipbuilding Costs. . . . . 22
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18. Average Wage in the Shipbuilding Industry in Western
Europe, 1952 . . . . . . . . . . . . . . . . . . . . . 23
19. Soviet Bloc Ship Repair Costs in Italy. . . . . . . . . 25
20. Comparison of Net Steel in the Hull as a Percent
of Light Ship Displacement, Deadweight Tonnage,
or GRT ... . . . . . . . . . . . . . . . . . . . . . . 27
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C IA/RR PR -60 T ^ -R F -m
(ORR Project 35.244)
WESTERN EUROPEAN SHIPBUILDING FOR THE SOVIET BLOC
AND ITS EFFECTS ON THE BLOC ECONOMY*
Summary
The building of Soviet Bloc vessels in Western European ship-
yards is increasing from an average of 150,000 gross registered tons
(GRT) of vessels delivered annually during 1950-53 to an estimated
208,000 GRT to be delivered in 1955. This tonnage amounts to about
20 percent of the total new tonnage of merchant ships acquired
annually by the Bloc and is augmenting, particularly, the Bloc mari-
time and fishing fleets.
The construction of Soviet Bloc vessels in Western Europe during
1950-55, as measured in man-years, amounts to from 4 to 7 percent of
the new construction labor force engaged in Soviet Bloc merchant and
naval vessel production in 1952-53. The relief thereby afforded Bloc
shipyards gave the Bloc the opportunity to construct an additional
10 to 50 minor combatant naval vessels (destroyers, submarines, and
minesweepers) annually.
The main propulsion machinery obtained from non-Soviet Bloc
sources and installed in Bloc vessels built in Western Europe did
not augment Bloc production to any great extent. Hull steel inputs
in these vessels were insignificant compared to total Bloc steel
production.
Labor expended on repairs on Soviet Bloc vessels in Western
Europe amounted, in 1952, to about 4 percent of the USSR shipyard
manpower engaged in repairs to vessels. This adds materially to the
relief furnished Bloc shipyards by Western European shipbuilding for
the Bloc.
* The estimates and conclusions contained in this report represent
the best judgment of the responsible analyst as of 1 May 1954.
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The continuing efforts of the Soviet Bloc to procure additional
new vessels from Western European shipyards has received considerable
publicity recently. In the last year the USSR has signed new trade
agreements or placed orders in seven Western European countries
other than Finland for ship construction amounting to over 130,000
gross registered tons (GRT)* of vessels to be delivered in 1954- to
1956. 1/** In Finland practically the entire output of the ship-
building industry amounting to over 100,000 GRT per year is taken
by the BlOc...xxx 2/ Thus the Bloc will obtain sizable adca.Ltions to
its maritime and fishing fleets in the next 3 years withou,. inter-
rupting the naval shipbuilding programs in which most of the larger
Bloc shipyards are now engaged.
II. Shipbuilding in Western Europe for the Soviet Bloc.
To evaluate the importance of Western European shipbuilding
for the Soviet Bloc both the over-all amount of construction usually
reported in GRT and the principal inputs in this building, shipyard
labor, hull steel, and main propulsion machinery must be examined.
Also, since the construction of a ship may extend over as
long a time as 3 years, it is necessary to examine this building
over a, period of years. The period 1950-55 has been selected for this
report, since it includes not only the most recent Soviet Bloc ship-
building orders but also an earlier wave of construction starting
about 1950. The years 1953-55 have been used, however, when earlier
years are not necessary to show the trend.
* Gross registered tonnage is the total volume within the enclosed
portion of the ship including deck houses (with certain minor
exceptions), expressed in units of 100 cubic feet to a ton.
** Footnote references in arabic numerals are to sources listed in
Appendix C.
*** All production has gone to the USSR except for one vessel con-
tracted during 1954 for delivery to the Chinese Communists.
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2. Gross Registered Tonnage Constructed.
The amount of tonnage under construction in Western Europe
for the Soviet Bloc, as published in Lloyd's Register, increased
rapidly in 1950. (See Table l.)* In September 1949, only 13 vessels
totaling less than 10,000 GRT were reported as under construction,
but by September 1950 the number of vessels under construction had
increased to 49 vessels totaling 67,000 GRT. With some fluctuations
this higher level of building has been continued through 1953,
reaching a maximum of 55 vessels totaling 81,000 tons in 1951. These
published figures have been found to be far from complete, particu-
larly with respect to shipbuilding for the Bloc, because non-self-
propelled tonnage was excluded and apparently incomplete reports
were received from some countries.
A more complete estimate of tonnage figures for each country
has been compiled from classified sources and listed in Table 2.**
Table 2 indicates that all Western European countries with ship-
building industries (except Norway, Portugal, and Spain) are engaged
in building for the Bloc. The tonnage delivered each year has
amounted to over 125,000 GRT and in 1952 reached a peak of 175,000
GRT. With the recent trade agreements and orders, the tonnage
delivered will exceed 200,000 GRT in 1955.
3.. Relative Importance of Western European Production to the
Soviet Bloc.
Shipbuilding for the Soviet Bloc amounted to less than 4 per-
cent of the 1953 Western European shipbuilding total of over 3.5
million GRT. (See Table 3.)*** Shipbuilding for the Bloc was of
national economics significance only in Finland`, where the USSR takes
practically all of the ship production, and in Belgium and Denmark,
where building for the Bloc amounted to 8 percent and 12 percent,
respectively, of total production in 1953.
The estimated total tonnage of newly constructed merchant
vessels built and acquired by the Soviet Bloc amounted to over
750,000 GRT in 1953 and by 1955 will reach a total of over 1 million
GRT, (Table 4).**** The shipbuilding for the Bloc in Western Europe
accounts for a sizable proportion of this tonnage, averaging nearly
*
Table
1
follows
**
Table
2
follows
***
Table
3
follows
****
Table
4
follows
on p. 4.
on p. 5.
on p. 6
on p. 7.
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 S-E-C-R-E-T
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UK Other British
and Commonwealth
Northern Ireland Countries Belgium Denmark Finland Italy Netherlands Sweden Us Total
Year Quarter Number GRT Number CRT Number WT Number (RT Number ORT umber GRT Number GRT Number GNT Number GBT Number GRT
1946 1
2 2 292 2
3 3 600 R a/ 3
4
1947 1 3 600 R 3 600
2 4 2,800 C J 3 600 R 7 3,400
3 9 11,100 C 9 11,100
4 9 11,100 C 6 2,782 1 800 P J 16 14,682
1948 1 3 2,860 P 9 11,100 C 6 2,782 18 16,742
2 3 2,860 P 9 12,690 C 10 7,688 2 200 P 24 23,438
3 3 2,860 P 5 8,830 C 9 7,620 2 200 P 19 19,510
4 1 1,160 P 1 3,079 C 10 7,925 4 400 P 16 12,564
1949 1 1 1,160 P 1 3,079 C 10 6,323 2 200 P 14 10,762
2 10 7,745 1 600 11 8,345
3 1 Boo C 2 3,000 7 5,122 2 200 P 1 600 13 9,722
4 1 3,200 P 3 5,010 1 3,075 P 8 5,903 2 200 P 3 600 P 22 21,288
1 Boo C 3 3,100
1950 1 2 10,800 P 7 11,150 1 4,120 P 14 12,279 2 320 P 3 800 P 35 x+4,319
1 800 C 5 4,050
2 3 18,400 P 8 14,050 1 3,165 P 14 :0,202 160 P 2 600 P 36 52,027
7 5,450
3 3 18,400 P 7 12,380 1 3,165 P 13 9,939 2 6,900 2 2,000 4 8oo P 49 66,684
17 13,100
4 3 18,400 P 9 16,180 1 3,165 P 12 9,634 2 6,900 2 2,000 4 980 P 55 74,209
22 16,950
1951 1 2 15,200 P 8 14,510 15 14,740 2 6,900 3 3,000 3 400 P 56 71,900
23 17,150
2 6 10,940 2 10,360 11 10,858 2 6,900 4 4,000 3 510 P 55 64,088
27 20,520
3 5 9,040 2 10,360 11 11.179 2 7,350 7 22,000 1 190 P
27 20,920 55 81,039
4 3 5,470 3 11,880 9 7,545 1 3,450 7 22,000 1 190 P 42 64,701
18 14,166
1952 1 2 3,800 4 13,400 13 12,040 7 22,000 15 12,018 41 63,258
2 4 6,712 11 9,840 7 22,000 9 8,150 31 46,702
3 5 15,550 18 22,561 7 22,220 6 5,400 36 65,731
4 4 13,875 20 24,857 5 20,110 4 3,765 33 62,607
1953 1 1 3,100 3 12,197 24 27,815 7 24,910 3 3,015 38 71,037
2 1 1,711 2 10,360 25 26,302 9 28,310 1 950 38 67,633
3 3 5,122 1 8,840 27 31,609 10 30,010 1 925 42 76,506
4 4 6,823 25 36,946 11 31,065 1 925 41 75,759
a. Letters following the tonnage figures indicate the Bloc countries that have received the ve se1s. All tonnage not followed by C, P. or R was constructed for the USSR. C - China,
P - Poland, and R - Rumania.
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New Vessel Tonnage Delivered to the Soviet Bloc
from Western European Shipyards J
Location of Shipyard
1950
1951
1952
1953
1954
1955
Belgium
4,467
9,600
4,911
4,572
16,589
31,399
Denmark
o
3,181
14,427
14,787
5,040
3,360
Finland
120,000
'(Estimated)
110,218
127,820
124,o86
114,892
93,292
France
o
0
0
0
0
13,750
West-Germany
0
0
0
0
0
30,000
UK
3,219
0
0
0
2,450
7,350
Italy
2,440
4,362
4,394
0
470
17,16o
Netherlands
o
0
3,165
6,015
15,035
3,320
Sweden
3,193
16,003
21,186
5,086
5,450
7,900
133,.319
143,364
175,903
154,546
159,926
207,531
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S E C R E T
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Vessels Built and Delivered to the West and to the Soviet Bloc
from Western European Shipyards
1953
Country
Total GRT Delivered
to the West and1oathe
Bloc in 1953 5 _ _//
GRT Delivered
to the Bloc
in 1953
Percent of Bloc
Deliveries to
Total Deliveries
Belgium
54,734
4,572
8
Denmark
126,813
14,787
12
Finland
128,586
124,086
96.5
France
235,121
0
0
West Germany
711,874
0
0
UK
1,250,263
0
0
Italy
164,513
0
0
Netherlands
305,648
6,015
2
Norway
107,737
0
0
Portugal
8,061
0
0
Spain
44,124
0
0
Sweden
468,776
5,086
1
Total
. 3,606,250
154,546
4
a. All figures are based on Lloyd's Register and refer to self-
propelled vessels over 100 GRT except for Finland. Finnish figures
include both self-propelled and non-self-propelled vessels and are
not based on Lloyd's.
20 percent of the total acquired by the Bloc in 1953 through 1955.
The Bloc acquired only a negligible number of vessels from non-Bloc
countries other than those in Western Europe.
A breakdown by types of vessels built in Western Europe for
the Soviet Bloc is shown in Table 5* for the years 1953, 1954, and-
1955.
* Table 5 follows on p. 8.
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Table 4
Vessels Acquired, Built, or Under Construction
in the Soviet Bloc 6/
1953
1954
1955
USSR
407,500
48o,ooo
512,000
Czechoslovakia
25,500
27,700
29,900
East Germany
120,000
131,000
134,000
Hungary
26,100
26,800
26,800
Poland
37,300
50,700
58,200
Albania
N.A.
N.A.
1,000
Bulgaria
N.A.
N.A.
7,200
Rumania
N.A.
40,000
48,000
Total Soviet Bloc Production
616,400
756,200
817,100
Western European Production
Delivered to Soviet Bloc
154,500
159,900
207,500
Total Bloc Acquisition
770,900
19 6,100
1,024,600
Western European Production
for Bloc as percent of Total
Bloc Acquisition 20.0 17.5 20.3
Of interest in this breakdown is the decided drop in non-self-
propelled vessels from over 94,000 GRT in 1953 to 57,000 GRT in
1955, a drop from about 60 percent of the total tonnage in 1953
to less than 30 percent in 1955. The construction of dry cargo
vessels increased from 15 vessels of 27,000 GRT in 1953 to
40 vessels of over 98,000 GRT in 1955 and of fishing craft from
31 vessels totaling 12,000 GRT in 1953 to 46 vessels totaling 27,000
GRT in 1955. This indicates an increased interest by the Bloc in
these, two types of vessels.
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Types of Soviet Bloc Vessels Constructed
in Western European Shipyards 7/
1953
1954
Type of Vessel
Number
GRT
Number
GRT
Number
GRT
Tankers
6
14,452
7
10,705
7
10,705
Fishing Vessels
31
12,091
34
20,920
46
27,320
Dry Cargo
15
27,016
21
4o,648
40
98,065
Dredgers
1
1,055
1
1,055
0
Tugs
14
5,612
19
6,082
23
6,245
Icebreakers
0
1
4,000
2
8,000
Non-Self-Propelled
94,320
76,516
57,196
Total
.
154,546,
159,926
207,531
The construction of dry cargo vessels in 1952 and 1953 in the
Soviet Bloc (Table 6)* amounted to approximately 40,000 GRT per year.
Thus the tonnage of new dry cargo vessels constructed by Western Europe
for the Bloc amounted to approximately 40 percent of the total dry
cargo tonnage built and acquired by the Bloc in 1953 and by 1955 probably
will be over 50 percent of the total tonnage built and acquired by the
Bloc.
The construction of fishing vessels in 1952 and 1953 in the
Soviet Bloc (Table 7)** amounted to approximately 65,000 GRT per year.
The tonnage of new fishing vessels constructed by Western Europe for
the Bloc was approximately 15 percent of the total fishing fleet
vessels built and acquired by the Bloc in 1953. By 1955 this percentage
will be doubled.
* Table 6 follows on p. 9.
Table 7 follows on p..9.
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Table 6
Tonnage of Ocean-Going Dry Cargo Vessels Constructed
in the Soviet Bloc
1952-53
1952
1953
USSR 8/
9,990
lo,o6o
East Germany 9/
5,965
N.A.
Czechoslovakia 10/
0
0
Poland 11/
24,127
27,777
Other Satellites
N.A.
N.A.
40,082
37,837
Tonnage of Fishing Vessels Constructed
in the Soviet Bloc
1952-53
USSR 12/
East Germany 13/
Czechoslovakia 14/
Poland 15/
Other Satellites
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'1952 1953
16,300 17,040
44,160 45,000
(Estimated)
0 0
3,353 5,246
N.A. N.A.
63,813 67,286
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An indication of the importance the Russians attach to the
acquisition of fishing vessels is seen in the fact that they are
exchanging, among other things, manganese and chromium ores and
pitchblende (uranium ore) for the fish factory vessels recently
ordered in West Germany. 16/
4. Labor Inputs.
In judging the relief that Soviet Bloc shipyards receive from
Western European shipbuilding for the Bloc, manpower inputs form a
far better gauge than does GRT. For that reason, shipyard labor,
both direct and indirect, required for Bloc ship construction in
Western Europe has been computed and tabulated in Table 8.* The man-
years of shipyard labor used in this construction increased from under
13,000 in 1950 to 15,500 in 1953 and reaches nearly 24,000 in 1955.
The man-years of shipyard labor in the Bloc engaged in new construction
of all types amounts to approximately 326,000 (Table 9).** Thus ship-
building during 1950-55 in Western Europe for the Bloc involves a
labor input equal to from 4 percent to 7 percent of the total new con-
struction labor force available for all shipbuilding in the Bloc
(1952-53).
Practically all Soviet Bloc; shipyards capable of building
ocean-going vessels are now engaged in the construction of naval
vessels. An embargo of Western European building for the Bloc might
have resulted in the curtailment of naval building of minor com-
batant and auxiliary types in the Bloc. An indication of this is
seen in the recent displacement of cruiser construction in Soviet
shipyards to provide way space for tanker construction. 17/
Another indication is seen in the comment of one of the
members of the Soviet Trade Delegation to Western Germany that the
reason the USSR had been so anxious to place the contract for fish
factory vessels in Western Germany was that the only Soviet ship-
yard capable of doing this work was located at Leningrad and that
the Leningrad Yard had at present such a backlog of orders for the
Soviet Navy that it would not have been able to deliver the vessels
before 1957. 18/
Table 8 follows on p. 11.
Table 9 follows on p. 11.
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Shipyard Labor Used in the Construction
of Soviet Bloc Vessels
in Western European Shipyards 19/
1950
1951
1952
1953
1954
1955
Belgium
785
1,200
485
945
2,090
3,088
Denmark
300
1,041
1,685
1,065
800
415
Finland
9,000
9,700
10,930
10,790
10,065
9,160
France
0
0
0
200
1,500
1,795
West Germany
0
0
0
0
3,000
3,000
UK
300
0
0
0
1,150
3,450
Italy
1,020
950
630
450
1,850
1,506
Netherlands
50
288
650
1,333
801
200
Sweden
1,294
2,988
2,252
707
896
1,272
12,749
16,167
16,632
15,490
22,152
23,886
Table 9
Total Shipyard Labor in the Soviet Bloc
Engaged in New Construction
USSR 20/
1952
Merchant Ship Construction a/
72,860
1952
Naval Vessel Construction
137,190
Total
210,050
Satellites 21/
1953 Construction
Total
a. Mostly inland and coastal vess s.
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326,000
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A measure of the displacement which might have resulted
from a complete embargo of vessels to the Soviet Bloc can be gained
from comparing the Western European man-years of shipyard labor
used for the Bloc construction (15,500 in 1953) with the estimated
man-years used to construct various types of naval vessels in the
USSR (see Table 10).
Estimated Man-years Required to Build Soviet Naval Vessels 22/
Standard Displacement
(GRT)
Man-years
Destroyer
3,000
1,390
Submarine
(Ocean Patrol)
1,500
835
Submarine
(Medium Range)
600
335
Submarine
(Coastal)
400
220
Mine Sweepers boo
280
It may be seen that had the Bloc been forced to obtain the vessels
furnished by Western Europe from Bloc shipyards, 10 to 50 minor
combatant naval craft might have been displaced annually.
5. Steel Inputs.
Invoiced steel inputs for Soviet Bloc vessels built in
Western European yards are tabulated in Table ll.* The steel used
dropped from over 50,000 metric tons in 1950 and 1951 to 20,000 tons
in 1953 because the USSR provided the steel required for ships
built in Finland. 23/ These values are insignificant, however, in
comparison with a total Bloc crude steel production in 1953 of
48 million metric tons. 24/
There are indications that the Soviet Bloc is willing to
provide steel for Western European shipbuilding. As noted above,
the USSR is providing all steel required for ships built under the
Table 11 follows on p. 13-
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Invoiced Hull Steel Used in the Construction
of Soviet Bloc Vessels in Western European Shipyards 27/
Country
1950
1951
1952
1953
1954
1955
Belgium
_
7,080
4,170
1,000
8,735
9,240
4,793
Denmark
960
5,786
6,749
963
2,889
963
Finland
40,000 a/
33,500
24,200 b/
2,660 b/
0
0
France
0
0
0
0
6,375
6,375
West Germany
0
0
0
0
9,130
9,130
UK
960
0
0
0
1,325
3,975
Italy
1,600 /
380
400
2,668
5,541
926
Netherlands
570
3,140
4,070
5,020
1,500
250
Sweden
3,525
6,390
4,485
0
1,875
2,750
Total
54,695
53,366
40,904
20,046
37,875
29,162
a. Estimated.
b. The USSR has provided all steel for vessels built in Finland under trade agree-
ments.
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trade agreements in Finland and also offered to provide Denmark
with steel for the construction of tankers and refrigerated cargo
vessels. 25/ Denmark finally obtained this steel from Western
sources because the USSR objected to mall inspection of the steel
by Danish inspectors. 26/
6. Main Propulsion Machinery.
The main propulsion units obtained from non-Soviet Bloc
sources and installed in Bloc vessels built in Western Europe
have been tabulated in Table 12.* Both steam and diesel units
installed are comparatively small, averaging 890 horsepower (HP)
per plant for the steam plants, with a range of from 150 HP to
10,500 HP. Diesel units average 873 HP per plant, with a range of
from 200 HP to 6,900 HP. Available figures on main propulsion
machinery built in the Bloc, summarized in Table 13,** indicate
that the average annual diesel machinery HP installed in Bloc
vessels in Western Europe from 1950 to 1955 amounts to approximately
8 percent of the marine diesel machinery produced in the European
Satellites in 1953 and is thus only a small contribution to the
diesel production of the Bloc. Production in the USSR is estimated
to equal at least Satellite production. The average annual
installations of steam plants in Bloc vessels in Western Europe
amount to less than 2 percent of the HP of marine steam turbines
produced in the USSR during 1951.
III. Ship Repairs in Western Europe for the Soviet Bloc.
1. General.
An increasing number of Soviet Bloc vessels have put in to
Western European yards for repair in recent years. Repairs are
usually extensive and the length of overhaul often extends over
6 to 8 months. Shipyard labor rather than material inputs is the
principal input going into these repairs. Material inputs are
negligible.
* Table 12 follows on p. 15.
* Table 13 follows on p. 16.
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Main Propulsion Machinery Used in Soviet Bloc Vessels Built
in Western European Shipyards 28
Type
Units
Horse-
power
Type
Units
Horse-
power
Type
Units
Horse-
power
Type
Units
Horse-
power
Type
Units
Horse-
power
Type
Units
Horse-
power
Belgium
Diesel
6
8,340
Diesel
6
7,720
Diesel
2
3,400
Diesel
6
8,340
Diesel
9
15,000
Diesel
8
20
060
Denmark
Diesel
1
4,200
Diesel
3
9,500
Diesel
7
5,100
Diesel
5
8,100
Diesel
3
3,900
Diesel
2
,
600
2
Finland
N.A.
N.A.
Steam
38
20,800
Steam
31
17,500
Steam
20
12,000
Steam
21
24,900
Steam
21
,
34,800
N.A.
N.A.
Diesel
26
5,850
Diesel
29
11,435
Diesel
25
17,575
Diesel
27
19,075
Diesel
25
12,675
France
0
0
0
0
0
0
0
0
Steam
2
9,000
Steam
3
500
13
West Germany
0
0
0
0
0
0
0
0
Diesel
5
10,000
Diesel
5
,
10
000
UK
Steam
1
2,000
0
0
0
0
0
0
Diesel
5
4,825
Diesel
15
,
14,475
Italy
Diesel
5
5,100
Diesel
4
3,500
Diesel
8
2,000
0
0
Diesel
8
6,250
Diesel
10
3
500
Steam
8
1,200
Steam
8
1,200
0
0
0
0
Steam
3
9,000
0
,
0
0
0
Steam
4
3,200
Steam
4
3,200
Steam
2
1,600
0
0
0
0
0
0
0
0
Diesel
1
7,000
Diesel
3
11,800
Diesel
4
14
200
0
0
Sweden
Steam
8
7,900
Steam
19
13,850
Steam
16
11,600
0
0
Steam
6
,
4,8oo
Steam
8
6
400
Totals
Diesel
14
5,290
Diesel
20
7,340
Diesel
16
6,380
Diesel
3
1,330
Diesel
1
850
0
,
0
Steam
57
11,100 J 69
39,050
51
32,300
22
13,600
32
47,700
32
54,700
Diesel
26
22,930 a/ 59
33,910
63
35,315
42
47,145
62
74
100
65
63
310
,
,
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Marine Engine Building in the Soviet Bloc
1953
Diesels
Diesels
Steam Propulsion
Under 750
Over 750
Plants
USSR 29/
Satellites 30/
N.A.
N.A.
1,900,000
(1951 Steam Turbines
Only)
Albania
0
0
0
Bulgaria
0
0
0
Czechoslovakia
.144,000
a/
6,000 b/
N.A.
East Germany
94,000
6:000
N.A.
Hungary
302,800
19,200
N.A.
Poland
N.A.
10,300
N.A.
Rumania
0
0
N.A.
Total At least 540,800 At least 41,500
At least 1,900,000
a. 480 units estimated to average 300 horsepower.
b. 6 units estimated to average 1,000 horsepower.
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One feature in connection with the lengthy stay of these
Soviet Bloc vessels which cannot be discounted is the fact that they
frequently enter yards which are near concentrations of NATO vessels
for possible espionage purposes. 31/
2. Labor Inputs.
An analysis of the ship repair industry from which the total
Soviet Bloc repairs can be separated is-available only from Belgium.
Extracts from this analysis are listed in Table 14*, and indicate that
during 1950-52 average Bloc repairs far exceed in cost the average of
repairs for non-Bloc vessels ($39,000 for Bloc vessels compared to
$7,500 for all vessels repaired).
A further breakdown of these Belgian repair costs for the
Soviet Bloc, (Table 15**) indicates that the average repair costs
of Soviet vessels is $118,000 compared to only $14,000 for
Satellite vessels. The high cost of USSR vessel repair implies
major reconditioning of the vessels rather than an annual over-
haul.
In other Western European countries doing repair work for
the Soviet Bloc, the usual information available lists only the name
of the vessel, the GRT, and the length of overhaul. To use this,
labor inputs have been estimated by developing a cost per GRT per
day factor from which the estimates of shipyard labor used in the
repair of Bloc vessels have been derived. A summary of these labor
inputs is shown in Table 16.E
The repair of Soviet Bloc vessels-in Western European shipyards
utilizes only a very small percent (slightly over 1 percent in 1952 and
less than t percent in 1951 and 19,53) of the 400,000 shipyard workers
in Western Europe. 32/ Thus the impact of this repair on Western
European yards is negligible. So far as the Bloc is concerned these
repairs add materially to the relief afforded Bloc shipyards by the
construction of Bloc vessels.**** The total labor force in the USSR
in 1952 engaged in ship repair work was 102,000 with the majority of
workers engaged in the repair of inland and coastal vessels. 33/
*
Table
1 follows
on p.
18.
*
Table
15 follows
on p.
19.
*
Table
16 follows
on p.
19.
* See Section II, 3, above.
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Table 14
Statistics on the Ship Repair Industry of Belgium 34/
Industry Wide
1951
1952
Total Repair Workers
4,417
6,929
5,725,
Total Wages
Dollars
5,611,760
10,571,320
11,313,660
Total Hours Worked
Thousands
8,896
16,000
14,008
Average Wage per Hour
Dollars
.631
.660
.8o8
Cost of Repairs - All Vessels
Dollars
17,093,580
2.9,110,000
34,1164, 000
3 Major Yards
Total Number Vessels Repaired
2,149
1,601
2,623
.Total Cost of Repairs
8,593,587
(2 yards only)
19,011,940
26,240,338
(13,243,980 -
Percent of Industry
50
2 yards only)
65
76
Bloc Vessels Repaired
37
38
34
Cost of Repairs - Bloc Vessels
Dollars
1,029,177
2,241,045
957,558
Average Cost Repair per Vessel
Dollars
4,ooo
8,270
10,000
Average Cost Repair per Bloc Vessel
Dollars
27,800
59,000
28,200
Worker-hours Bloc Repair
Hours
810,000
1,700,000
590,000
Man-years Bloc Repair
Man-years
400
735
242
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Table 15
Ship Repairs for the Soviet Bloc in Belgium 35/
Soviet Vessels
Satellite Vessels
Costs
Costs
Year
Number
(Dollars)
Number
(Dollars)
1950
10
885,514
27
143,663
1951
10
1,600,891
28
640,154
1952
6
579,741
28
377,817
26
3,066,146
83
1,161,634
Average Cost per Vessel
118,000
14,000
Shipyard Labor Expended on Repairs of Soviet Bloc Vessels
in Western European Shipyards 36/
Man-years
Country
1950
1951
1952
1953
Belgium
400
735
242
615
Denmark
N.A.
103
336
188
France
N.A.
N.A.
458
N.A.
UK
N.A.
210
404
303
Italy
N.A.
1,559
2,308
739
Netherlands
N.A.
454
687
423
Minimum Total
4oo
3,061
4,435
2,268
Repairs in Western European yards for the Bloc amounted to approximately
4 percent of the total Soviet repair load in 1952.
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If shipyard work is required in Western Europe to relieve
unemployment, it might seem more attractive to the West to repair
Soviet Bloc vessels rather than build new vessels for the Bloc since
ship repair labor costs usually amount to 50 to 70 percent of the
total cost, whereas new construction labor costs are only 35 percent
of the total. This comparison relates only to labor in shipyards.
Also, repairs of Bloc vessels do not add to the size or reduce the
average age of the Bloc fleets.
IV. Conclusions.
1. Western European shipbuilding for the Soviet Bloc adds
materially to the tonnage of new construction vessels of all types
built and acquired by the Bloc, amounting to approximately 20 per-
cent of the estimated total merchant tonnage acquired in the years
1953, 1954 and 1955. In 1953 the Bloc dry cargo vessels constructed
in Western Europe amounted to approximately 40 percent of the tonnage
of dry cargo vessels constructed in the Bloc, and by 1955 will
probably exceed 50 percent. The Bloc construction in Western Europe
has increased the number of vessels added to the Bloc fishing fleet
by approximately 15 percent of the tonnage added to the fleet in
1953. By 1955 this percentage will probably double.
2. The relief afforded Soviet Bloc shipyards by shipbuilding in
Western Europe as measured in man-years of shipyard labor amounts to
from 4 percent (1950) to 7 percent (1955) of the total Bloc shipyard
labor engaged in new construction in 1952-53. Had Bloc shipyards
been forced to construct vessels built in Western Europe,'10 to 50
vessels in the Bloc naval construction program of minor combatant
types (destroyers, submarines, and minesweepers) might have been
displaced.
3. The main propulsion machinery obtained from non-Soviet Bloc
sources and installed in Bloc vessels built in Western Europe did
not augment Bloc production to any great extent. The hull steel
inputs in these vessels were insignificant compared to total Bloc
steel production.
4. Labor expended on repairs of ocean-going Soviet Bloc vessels,
in Western Europe in 1952 amounted to about 4 percent of the Soviet
shipyard manpower engaged in repairs to vessels of all types --
inland, coastal, and ocean-going. This added materially to the relief
afforded Bloc shipyards by the building o Bloc vessels in Western
Europe.
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APPENDIX A
METHODOLOGY
I. Shipbuilding Costs and Labor Inputs.
1. Details of shipbuilding costs, from which labor inputs can
be obtained, are most jealously guarded by shipbuilders and are not
readily available. Such cost data as are released are often mis-
leading since there is no standardization of accounting precedures
among the various shipyards.
Table 17* lists data found on costs in Western European
yards. From these data it appears that 35 percent of the total
shipbuilding cost is spent for direct and indirect labor. A per-
centage of 35 percent has therefore been used in this report to
break down total costs and obtain man-hours of direct and indirect
labor (dividing the labor cost by the average wage).
2. Average wages used in this report in computing man-years of
shipyard labor in the several countries are shown in Table 18.**
3. In those cases where no costs are available, man-year
estimates were computed from estimated values of GRT per man-year
for the several countries. 37/
II. Ship Repair Costs and Labor Inputs.
1. In order to estimate repair costs of Soviet Bloc vessels in
Western European yards where only the GRT of the vessel and the length
of stay in port are known, an average value of cost per GRT per day
was developed which though undoubtedly unreliable in individual cases
is believed to be accurate in estimating a number of overhauls.
2. In only one country, Belgium, was there a fairly complete
analysis available of the ship repair industry. Tables 14 and l5***
have been extracted from this analysis for the years 1950, 1957.,.and
1952. It may be noted from Table 15 that the cost of repair of Bloc
Table 17
follows
on p. 22.
Table 18
follows
on p. 23.
P. 18-19,
above.
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Breakdown of Western European Shipbuilding Costs
Country
Type
Direct
and
Indirect Labor
(Percent)
West Germany 38/
Motor Cargo
175 LSD a/
38
Motor Cargo
274 LSD
43
Motor Trawler
500 LSD
33
Steam Trawler
620 LSD
42
Motor Cargo
1,294 LSD
31
Motor Tanker
1,200 LSD
35
Motor Trawler
615 LSD
31
Motor Cargo
1,770 LSD
33
Motor Cargo
1,208 LSD
31
Motor Cargo
1,102 LSD
29
e
Avera
34
6
g
.
Denmark 39/
Motor Cargo
6,700 GRT b
33
Netherlands 40/
Turbine Tanker
31,000 DWT c
36
West Germany
Turbine Tanker
35,550 DWT
37
Netherlands 41/
Motor Cargo
6,165 GRT
40
Motor Tanker
12,054 GRT
35
Small Cargo 42/
30
(Production in
one plant) 43/
36
a. LSD - Light ship displacement is the weight of the ship complete,
in tons of 2,240 pounds, ready for service in every respect but without
crew and their effects or any items of consumable or variable load.
b. GRT - Gross registered tonnage is the total volume within the
enclosed portion of the ship including deck houses (with certain minor
exceptions), expressed in units of 100 cubic feet to a ton.
c. DWT - Deadweight tonnage is the difference in tons of 2,240 pounds,
between the full load displacement and the light displacement of a ship.
This represents the carrying capacity of the vessel.
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Table 18
Average Wage in the Shipbuilding Industry in Western Europe
1952
Dollars per Hour
Reported Wage Used
Country for 1952 Other in Report
Belgium 0.58 0.58
Denmark o.64 0.45 45/ 0.45
France 0.41 Metal Trades - 1952 1951-52 0.40
1955 0.45
Unskilled 0.327)
Semiskilled 0.398)Average 0.394
Skilled 0.457)
Germany 0.407 1951 - 0.415 46/ 1955 o.45
1953 - 0.43
UK 0.54 Average Shipbuilding 1950-52 0.524
and Repair
1952 0.516)Average 0.524 1953 0.565
1953 0.532) 1954-55 0.60
April 1952 0.535)
After November 1952 0.565)48/
Italy 0.34 Engineering Trades - 1952 49/ 1950-52 0.264
Highly Skilled 0.17 to 0.284)
Skilled 0.159 to 0.271) Average 0.208
Special Laborers 0.155 to 0.245)
Other 0.150 to 0.232)
Netherlands 0.37 All Metal Trades Q2/ 1951-53 0.36
1952 0.36
1953 0.368
Sweden 0.93 All Shipyard Workers 51/ 1950-53 0.565
0.80
1951 0.565 52/
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vessels averages $39,000 per vessel over the 3 years compared to an
average cost per vessel of all vessels repaired of $7,500. A further
breakdown of the data indicates that the repair costs of Soviet vessels
as a class are particularly high averaging $118,000 per vessel over the
3-year period compared to $14,000 per vessel for the Satellites. The
cost per ton per day of all Soviet vessels, assuming an average over-
haul of 2 months and an average GRT of 5,500 (the average of all Bloc
vessels individually reported in 1952 and 1953), is $0.413. There
are only two Belgian repair costs available on individual Bloc vessels.
These indicated an average cost per GRT per day of $0.43. 53/
3. In Italy, repair costs were reported on 14 Bloc vessels on
which there are definite dates of arrival and departure, Table 19.*
These costs average $0.425 per GRT per day.
4. In the Netherlands, repair costs were reported for one vessel,
the SS Pskov, 7,176 GRT. The cost was $238,000 for an overhaul of
78 working days or $0.425 per GRT per day. 54/
5. In Great Britain, one report 55/ indicated a repair.cost in
excess of 100,000 pounds. Based on the rate derived from Italian
data ($0.425 per GRT per day) the costs are $406,000 or 145,000 pounds.
6. In view of the Italian data and confirmation in other countries
the rate of $0.425 per GRT per day has been used in this. report in
computing overhaul costs. This compares with US values 56/:
Type of Vessel
Length of Overhaul
Annually
(Days)
Cost per GRT per Day
(Dollars)
Cargo
18
0.77
Transport
20
+ (2 x
7) - 34
0.535
Small Tanker
18
1.42
It also compares with values from a British shipping company which
reported annual repair costs as $5.60 per GRT. 57/ Based on an 18-day
overhaul period this amounts to $0.31' per GRT per day. .
* Table 19 follows on p. .25.
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Table 19
Soviet Bloc Ship Repair Costs in Italy 58/
Repair Cost
(Million Lira)
Length of Stay
(Months)
GRT
Parnis
850
10
6,492
Karaganda
66
2
5,627
Maxim Gorki
224
6
1,021
Timiresliev
44.5
2
6,094
Ismail
70
2
5,670
Belorussiya
46.5
3
6,o4o
Lermartov
70
2
6,o77
Vostok
56
3
5,763
Krasnodar
60
5
4,168
Kolchoznik
41.5
11
7,148
Gen. Chemakovsky
3
T
6,121
Stalinabad
62
1
7,176
Andrew Suvarov
140
3
7,176
Bulgaria
51
22
4,191
1,856.5
48
78,764
Average Cost
Average Time
Average GRT
132.6 million lira
$212,200
48 x 26 = 89 days
l~-
78 764 = 5,626\
Cost per GRT
per Day . $212,200 . 0.424 . 265 lira
89 x 5 ,6226
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7. The percentage of total repair cost used for wages is estimated
to be 50-70 percent depending upon the length of overhaul. In this
report the following percentages have been used:
Length of Overhaul Labor Costs as a Percentage
(Days) of Total Cost
Up to 26 7o
26 to 52 60
52 to 78 50
8. It is interesting to compare the above values with Soviet
percentages:
Labor Costs as a Percentage
of Total Cost
Work
Western Europe
(Percent)
USSR 59/
(Percent)
New Construction
35
Repair
Capital Repair
50 a/
18 b/
Medium Repair
to
24
Current Repair
70
32
a. Repair costs are 1.4 to -2 times new con-
struction percentage.
b. Repair costs are 1.5 to 2.7 times new con-
struction percentage.
These figures indicate that the labor cost percentages assumed for
Western Europe and those reported for the USSR bear relatively the
same relation to the new construction labor cost percentage.
III. Steel Inputs.
The net steel in the hull is derived from the displacement
(light ship), the deadweight tonnage, or the GRT using the average
percentages shown in Table 20.* Ten percent is added in each case
* Table 20 follows on p.27.
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for wastage to obtain "invoiced" steel. In the case of dredgers and
hopper barges, steel weights have been computed from tables in
Kari. 601
Comparison of Net Steel in the Hull as a Percent
of Light Ship Displacement, a/
Deadweight Tonnage, b/ or GRT 61/
Type of Vessel
Percent of
Light Ship
Displacement
Percent of
Deadweight Tonnage
Percent
of GRT
Small Tanker
66
26
40
Small Motor Cargo Vessel
Shelter Deck
62
31
52
Full Scantling
62
31
36
Trawler
47
49
51
Small Tug
36
Non-Self-Propelled Vessel
90
a. The light ship displacement is the weight of the ship complete, in
tons of 2,240 pounds, ready for service in every respect but without
crew and their effects or any items of consumable or variable load.
b. The deadweight tonnage is the difference in tons of 2,240 pounds,
between the full load displacement and the light displacement of a
ship. This represents the carrying capacity of the vessel.
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APPENDIX B
GAPS IN INTELLIGENCE
The principal gap is in information on the construction of non-
self-propelled vessels in all countries other than Finland. There
are indications that this construction amounts to considerable
tonnage annually but no detailed information is available.
Secondary gaps exist in detailed information regarding con-
struction costs and also repair costs.
C_Pi s_R_F.-T
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APPENDIX C
SOURCES AND EVALUATION OF SOURCES
1. Evaluation of Sources.
The principal sources of information for this report were as
follows:
a. State Department reports.
b. Naval Attache reports.
c. Maritime Attache reports.
d. Trade journals and newspapers.
All these sources provided information which was evaluated as
probably true. The facilities of the CIA Library were used to the
fullest extent, and numerous documents on East-West trade and
Western European shipbuilding were examined. The detailed com-
putations from which tables of GRT, labor, steel, and main
propulsion machinery inputs were compiled are on file in ORR.
Evaluations, following the classification entry and designated
"Eval.," have the following significance:
A - Completely reliable Doc. - Documentary
B - Usually reliable 1 - Confirmed by other sources
C - Fairly reliable 2 - Probably true
D - Not usually reliable 3 - Possibly true
E - Not reliable 4 - Doubtful
F - Cannot be judged 5 - Probably false
6 - Cannot be judged
"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.
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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
OCI, Current Intelligence Digest, No. 2245, 4 Feb 1954.
S. Eval. RR 2.
New York Times, 5 Feb 1954. U. Eval. RR 2.
e Shipping World, 11 Nov 1953, p. 395. U. Eval. RR 2.
State, Paris, Despatch No. 1575, 15 Dec 1953. C. Eval. RR 2.
New York Times, 28 Feb 1954. U. Eval. RR 2.
25X1A2 2. State, Helsinki, Despatch No. 656, 13 Apr 1953. C.
g Eval. RR 2.
Eval. RR 2.
3. Lloyds' Register Shipbuilding Returns, quarterly, 1946-53.
U. Eval. RR 2.
4. CIA ORR, I/SA Files. S. Eval. RR 2.
5. Lloyds' Register Shipbuilding Returns, 1953. U. Eval. RR 2.
6. CIA ORR, I S Contribution to Project No. 116. S, US OFFICIALS
ONLY.
CIA ORR, I/SH Contribution to NIE 108. S.
7. CIA ORR, I/SH Files. S. Eval..RR 2.
8. CIA ORR, WP 35-51, Input Requirements of the Submarine and
Shipbuilding Industry of the USSR, 20 Feb 1953. S.
9. CIA ORR, Project No. 35-242, The Shipbuilding Industry of the
Soviet Zone of Germany (unpublished). S. US OFFICIALS ONLY.
10. CIA/RR 31, The Shipbuilding Industry of Czechoslovakia,
19 Mar 195 S, US OFFICIALS ONLY.
11. CIA ORR, Project No. 35.241, The Shipbuilding and Ship Com-
ponent Industries of Poland unpublished . S, US OFFICIALS
ONLY.
12. CIA ORR, WP 35-51, op. cit.
13. CIA ORR, Project No. 35.272, op. cit.
14. CIA/RR 31, op. cit.
15. CIA ORR, Project No. 35.241, op. cit.
16. State, Hamburg, Despatch No. 291, 2 Feb 1954. C. Eval. RR 2.
25X1 A2g7 . State, Moscow, Despatch No. 191, 10 Dec 1953- C. Eval. RR 2.
S. Eval. RR 2.
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18. State, Hamburg, Despatch No. 291, 2 Feb 1954. U. Eval. RR 3.
19. CIA ORR, I/SF! Files. S.
20. CIA ORR, I/SH Contribution to Project No. 0.4. S.
21. CIA ORR, I/SH Contribution to NIE 108. S, US OFFICIALS ONLY.
25X1A2g 22. CIA Estimate. S.
23.
25X1A2g 25. CIA Estimate. S.
26. State, Copenhagen, Despatch No. 817, 1 Apr 1952. S.
Eval. RR 2.
27. CIA ORR, I/SIF Files. S.
28. Ibid.
29. CIA ORR, I/SH Contribution to Project No. 0.4. S.
30. CIA ORR, I/SK Contribution to NIE 108. S, US OFFICIALS ONLY.
31. Christian Science Monitor, 15 Mar 1953. U. Eval. RR 2.
32. State, Stockholm, Despatch No. 952, 9 Apr 1953. C. Eval. RR 2.
33? CIA ORR, I/SH Contribution to Project No. 0.4. S.
34. State, Antwerp, Despatch No. 41, 5 Aug 1953. U. Eval. RR 2.
State, Antwerp, Despatch No. 454, 11 Jun 1952. U. Eval. RR 2.
State, Antwerp, Despatch No. 455, 11 Jun 1951. U. Eval. RR 2.
State, Antwerp, Despatch No. 188, 4 Dec 1950. U. Eval. RR 2.
35. Ibid.
36. CIA ORR, I/SH Files. S.
37. CIA Estimate. S.
38. State, The Hague, Despatch No. 319, 11 Sep 1952. C.
Eval. RR 2.
39. State, The Hague, Despatch No. 320, 11 Sep 1952. C.
25X1A2g 40 Eval. RR 2.
.
25X1A2g
41. State, The Hague, Despatch No. 1536, 6 Mar 1952. C.
Eval. RR 2.
42. State, London, Despatch No. 2007, 1 Nov 1951. U. Eval. RR 2.
43. State, London, Despatch No. 5619, 23 May 1952. C.
Eval. RR 2.
44. State, Stockholm, Despatch No. 952, 9 Apr 1953. C.
46. Maritime Administration, Rates of Wages and/or Earnings
in Selected Countries, 7 May 1953. U. Eval. RR 2.
47. Ibid.
48. Fairplay, London, 13 Nov 1952. U. Eval. RR 2.
45.
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Eval. RR 2.
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49. Maritime Administration, op. cit.
50. Ibid.
51. Ibid.
52. The Shipping World, 26 Dec 1951. U. Eval. RR 2.
25X1 A29 53.
54.
55. State, Glasgow, Despatch No. 116, 26 Mar 1953. S. Eval. RR 2.
56. CIA ORR, I/SH Files. C. Eval. RR 2.
57. The-Ship ing World, 26 Aug 1953. U. Eval. RR 2.,
58. Atlantic Command, Weekly Intelligence Summary, 8 Jan 1953. S.
Eval. RR 2.
State, Genoa, Despatch No. 185, 20 Jun 1952. S. Eval. RR 2.
25X1A2g State, Naples, Despatch No. 583, 12 Dec 1951. S.
59. Rechnoy Transport, No. 1, 1949. U. Eval. RR 2.
60. Alexander Kari, The Design and Cost Estimating of all Types
of Merchant and Passenger Ships, London, The Technical Press,
Ltd., 1948. U.
61. CIA Estimate'. C.
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