INTELLIGENCE MEMORANDUM THE RIVER SHIPBUILDING INDUSTRY OF THE USSR

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79T00935A000300130001-7
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 17
• Document Creation Date: November 9, 2016
• Document Release Date: August 21, 1998
• Sequence Number: 1
• Publication Date: February 7, 1955
• Content Type: IM

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INTELLIGENCE MEMORANDUM
THE RIVER SHIPBUILDING INDUSTRY OF THE USSR
CIA/RR IM-406
7 February 1955
WARNING
THIS MATERIAL CONTAINS INFORMATION AFFECTING THE
NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE
MEANING OF THE ESPIONAGE LAWS, TITTE 18, USC, SECS,
793 AND 794, THE TRANSMISSION OR REVELATION OF
WHICH IN ANY MANNER TO AN UNAUTHORIZED PERSON IS
PROHIBITED BY LAW.
CENTRAL INTELLIGENCE AGENCY
Office of Research and Reports
5G
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CONTENTS.
Summary and Conclusions .
Page
1
I.
Introduction
2
II.
Administrative
Structure and Key Personnel
3
III.
Technology
4
IV.
Production
6
V.
Imports .
.
8
VI.
Inputs .
. : : . : :
:
:
:
:
:
8
VII.
Conclusions
s
.
9
Appendixes
Appendix A. Methodology 11
Appendix B. Gaps in Intelligence 13
Appendix C. Sources . 15
Tables
1. Estimated Growth of the River Fleet in the USSR,
1945-55 . 7
2. Imports of River Vessels to the USSR, 1946-55 . 8
3. Material Inputs for the Production of River Vessels
in the USSR, 1954-55 .
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CIA/RR IM-406 fmma=aNiAlimis
(ORR Project 35.504)
THE RIVER SHIPBUILDING INDUSIEY OF THE USSR*
Summary and Conclusions
The river fleet of the USSR has increased from an estimated total
of 1,600 self-propelled and 4,100 non-self-propelled vessels in 1945
to an estimated total of 6,200 self-propelled and 16,000 non-self-
propelled vessels in 1955. The river fleet will haul about 140 mil-
lion metric tonsxx of cargo during 1955, an increase of 65 percent over
the 85 million tons hauled in 1950. The increase does not, however,
meet the requirements of the Fifth Five Year Plan (1951-55), and
although the tonnage of cargo hauled by the river fleet is increasing,
it is doing so at an annually decreasing rate.
Basic techniques used in the building of both self-propelled and
non-self-propelled vessels in the USSR are not always modern, though
adequate. Despite efforts to mechanize the industry, production is
hampered by the need for hand work, shortages in materials and machin-
ery, and badly drawn plans for interplant cooperation which compel in-
dividual yards to manufacture goods that should normally be drawn from
industrial channels. No major plant expansion is planned. Every indi-
cation is that planners expect to obtain a maximum of production with-
out the increase in plant area or the addition of manpower or machinery
required for additional production. Within this framework, no great
increase in production capacity is anticipated for the future.
The rivers of the USSR carry about 10 percent of the total freight
tonnage transported within the USSR. This figure does not indicate,
however, the relative importance of river transportation in those areas
of the country where rivers are the sole means of transportation for
crops and manufactured goods.
Despite the differences between the river fleets and their opera-
tion in the US and the USSR, a comparison in terms of ton-kilometers***
* The estimates and conclusions contained in this report represent
the best judgment of ORR as of 1 January 1955.
** Tonnages throughout this report are given in metric tons.
*** A ton-kilometer is 1 physical metric ton of cargo hauled a distance
of 1 kilometer.
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indicates that the Soviet river fleet hauled 641 percent, or 61.8 bil-
lion ton-kilometers, of all Soviet freight in 1953 and that the US
river fleet transported 18 percent, or 119.3 bllion ton-kilometers,
of US freight in 1953. 1/* During the same year the Soviet river
fleet consisted pf 18,900 self-propelled and nn-self-propelled vessels,
whereas the US had an inventory of 18,570 towbOats, tugs, barges,
scows, lighters, and car floats. This total OA not include fishing
boats or the big ore, coal, and grain carrierson the Great Lakes. 2/
The production or river fleet vessels in the USSR during 1954 is esti-
mated at 1,470 units, whereas 266 inland vessel..s were launched during
the first 9 months of 1954 in the US, a rate o about 350 vessels for
the year. ?
The comparisons tentatively drawn from thee figures show that the
river shipbuilding industry of the USSR constricted over four times the
number of vessels as the US in 1954 to haul soiewhat comparable tonnages
of cargo by water and to increase the size of the river fleet at a rate
considerably greater than that of the US. The USSR requires a river
fleet many times the size of the US fleet to haul comparable tonnages
because the Soviet navigation season is far shOrter than the season
in the US and because US efficiency is considerably greater than that
displayed by the Soviet inland fleet.
I. Introductior-
The rivers of the USSR carry about 10 percent of the total freight
transported within the USSR. The river freight is carried in ships of
all sizes and types, the majority of which have been built in shipyards
located within the USSR. In many areas of the country, particularly
in the hinterland, the rivers are the sole means of transport for crops
and manufacture. goods. Transportation plan rulfillment is tied so
closely to river transport that any adverse cOndition, such as lack of
water, lack of vessels, or inadequate schedules, results in nonfulfill-
ment of the plan in a particular area.
* Footnote references in arabic numerals are to sources listed in
Appendix C.
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Within this context, shipbuilding for the rivers takes on the same
degree of importance as does the building of locomotives and freight
cars for the railroads. Accordingly, estimates of the size of the
Soviet river fleet can best be obtained by analyzing the future of
water transportation. The needs of this area of the Soviet economy
will yield some idea of the scale of building needed to meet this
future.
It should be apparent at the outset that no fine line can be
drawn beyond which transport needs are not reflected in shipbuilding.
It is assumed that shipbuilding in the USSR is undertaken as needed
to meet specified, planned water transportation goals.
II. Administrative Structure and Key Personnel.
In general, all Soviet shipyards and associated enterprises en-
gaged in river shipbuilding activities of a commercial nature are
under the jurisdiction of the Ministry of the River Fleet.*
In 1954 the Ministry of the River Fleet was headed by Minister
Z.A. Shashkov. Shashkov has, in the past, been the recipient of
great trust on the part of the government. When reorganization took
place in 1953, he was the Minister for the River Fleet. His appoint-
ment as Minister for the Maritime and River Fleet as a result of the
reorganization was believed to be an advancement. Another indication
of the esteem in which he has been held was the award to him of the
Order of Lenin. 2/
* Before 15 March 1953, two separate ministries were functioning in
the field of water transportation. The Ministry of the Maritime
Fleet concerned itself with all transportation outside the USSR. The
Ministry of the River Fleet controlled all inland water transportation.
Each ministry was headed by a minister, and administrative and opera- ,
tional functioning was similar. These two ministries were consolidated
into a Ministry of the Maritime and River Fleet which, in addition to
bringing together under one minister all water transportation func-
tions, also assumed control over the previously autonomous Main
Administration for the Northern Sea Route. This situation existed
until 29 August 1954, when the one ministry was again divided into the
previous two. The Main Administration for the Northern Sea Route
was then transferred to the Ministry of the Maritime Fleet.
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Before the 1954 reorganizaion it was apparent from reports con-
tained in the Scviet press that Shashkov's ministry was not functioning
according to plan, despite efforts to tighten Up control over laggard
areas. For exanple, Shashkov ordered the consOlidation of the Estonian
Steamship Compary, the Latvian Steamship CompaMy, and the Baltic Steam-
ship Company into a larger Baltic Steamship CoMpany. In addition, he
consolidated, under the Main Administration fotr Petroleum Transporta-
tion, the major petroleum carriers: the Caspian Steamship Company,
the Volga Tanker Steamship Line, and the Reydtanker Steamship Company.
Finally, the Saviet Tanker Steamship Company, iwhich had operational
control over all seagoing Soviet tankers, was abolished, and the tankers
were placed directly under the control of the Steamship companies in
whose areas the tankers normally operated_
As a result, this most recent reorgan'izatilm is. difficult to analyze.
It may be assumed that reorganization is Ln liMe with current steps to
decentralize adninistrative control over large, unwieldy types of or-
ganizations such as the former Ministry of the Maritime and River Fleet.
Since Shashkov is retaining the post of MThister for the River Fleet,
however, little change in the basic organ. zatiOn. concerned with river
shipbuilding is anticipated. at present.
Taatl,Tal-aco
The greatest technical advance made by Sovliet river shipbuilding
yards in recent years involves the use of whatl the Russians term the
"continuous flotrm method of ship asseMbly, As employed in the USSR,
this method involves the use of an installation fitted with means for
prefabrication of ship sections or the use of an installation which
can receive prefabricated sections from an external source. In both
cases the sections are assembled. into finishe Hulls on an assembly-
line basis. This method of building ships ha not, however, been
widely introduced. Lt/
Emphasis has been placed on increased production without, expanding
present plant facilities. This trend originated in. 1949 and. was then
considered to be of special significance Industry. At the same
time, emphasis as placed. on the need for training of personnel, for
better supply of equipment, and for increasinai allocations of machinery
and materials.
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Technological advances have been made in several fields, particu-
larly in the design and construction of new types of vessels constructed
by the use of the "continuous flow" method as need has arisen for such
types. Two examples are the Moskvich-type passenger motorship.-- which
is usually fitted with one or two 3Ii(n engines, giving the vessel a
rating of either 150 or 300 horsepower (hp) -- and the 800-hp cargo vessel
plying the Volga River and capable of hauling a load of 2,000 tons.
It is the obvious intention of Soviet planners to advance the tech-
nical processes utilized in the shipbuilding industry, within the
limits of available materials. Although the USSR recognizes 6/ that
one of the best ways to bring about a reduction in the time needed to
build river vessels is to develop a well-organized intradepartmental
system of yard cooperation, coupled with specialization by these enter-
prises in the production of standardized parts and units, very little
has been done in this connection and completion dates for new ships
are usually not met.
Interplant cooperation is very poorly developed among the river
industrial enterprises. Shipboard components and parts are manufactured
in accordance with individual orders or are manufactured in small lots.
Production, costs for manufacturing done in this manner are from 1.5 to
3 times the cost of similar items mass-produced.
Practically all yards make their own fasteners and clamps, bolts,
nuts, screws, rivets, hinges, handles, and chains. The Riga Shipbuilding
Ship Repair Yard has 40 percent of its total lathe park engaged in the
manufacture of such items and fittings.
Many fairly large enterprises have special machines, such as auto-
matic knurlers and bolt- and. nut-making machines, which have been idle
-for years because they have no equipment or special tools. It is re-
ported that hundreds of lathes are idle for this reason. Enterprises
of the Ministry of the River Fleet have been unable to Obtain standard
cutting and fitting tools and must make for themSelves needed drills
and reamers, tap and die wrenches, screwdrivers and chisels, standard
milling cutters, and even three-jawed chucks. The result is a reduc-
tion in gross production because a considerable number of workers in the
main shops are diverted to the production of parts which are not included
in gross and goods production returns.
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similimillalligall.1111111.
Routine machine: processes in Western yard si -- for example, the
bending of pipe by hydraulic means -- are just l beginning to find their
way into use in Soviet river yards. Other manOacturing processes are
quite crude. In the Ltmenda Yard. " shears[ have boon installed for
the cutting of (welding) electrodes. When el4trodes were cut by hand
from iron shootE they were not even and. were received in various lengths.
Now the welders in the shops receive quality erLectrodes, prepared by
mechanical means ... ." 2/
. .The river shipbuilding industry has attemFited to utilize the prod-
ucts of other industries in an effort to save !scarce materials. The
authorities do not hide the fact that materialia are scarce. Efforts
continue to devise replacements as well as subistitutes. Wooden plastics,
such aa lignofol and lignoston, are used. as baring materials, replacing
babbitt and bronze in bearings used in the steirn tube and struts. 2/
Tinylplastics are used in finishing compartmerits, and rock wool is used
as an insula:tinE material in refrigerated. holds of ships. Polychlor-
vinyl plastic foam, Mark PKhV-9, is used as a ireplacement for Cork
where heat, sound, and hydro-insulating mater.ilais are needed. 2/
IV. Production.
Production estimates i:n this report are necessarily based on several
assumptions. It has been assumed that production and. transportation
needs are so: intimately connected. as to be vilitually indistinguishable.
Furthermore, it has been assumed. that a specific unit of hp for self-
propelled craft and a specific unit of cargo-darrying capacity for
non-self-propelled craft will be required for each ton of cargo. On
the basis of these assumptions, certain use factors for the Soviet
inland fleet have been dertved, as follows: 00091 hp per ton of cargo
and 0.0836 tons of cargo-carrying capacity pe .4 ton of cargo,*
The Fifth Five Year Plan (1951-55) gives Some indication of the
scope of the waer transportation program and i on the assumption cited,
the Scope of mastruction. This plan stipulated. that the !annual in-
crease in transport was to be about 15 to 16 tercent per year. How-
ever, numerous statements in the Soviet press 112/ have indicated that
annual plans have not been. met, and the most fecent report for the
first 6 months yf 1954 reporT;s fulfillmert of about 82 percent in ton-
kilometers and 37 percent in tons. 11/ The fPrmer Ministry of the
Maritime and River Fleet has released. data in4icating that the compara-
tive share of consumer goods cargo moved. by. 4ter transportation has
declined below the 1940 level. 12/
* See Appendix A, Nbthodology.
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The Fifth Five Year Plan called for an increase in cargo haulage
by river transportation of 75 to 80 percent for the period. Since
total tonnage hauled. in 1950 was 85 million tons, the estimated in-
crease should Yield a total tonnage for 1955 of between 148.75 and 153
million tons- However, based on statements ih the Soviet press, 12/
performance for 1953 is estimated to have been 119-1 million tons.
Had the plan been met, performance would have been within the range of
123.25 to 125.8 million tons in 1953. Hence actual plan fulfillment
appears to be running between 96.6 and 94.7 percent of plan.
Should this pattern continue, by. .1955 annual tonnage hauled. would
amount to about 140 million tons, a 65-percent increase over 1950, or
about 93 percent of the planned. figure for the period. Thus it is
evident,that while cargo haulage by river transportation is increasing,
it is doing so at an annually decreasing rate. The inability to attain
the planned goal was caused. by material shortages, the transfer of
skilled manpower to the agricultural sector of the economy, the diver-
sion of apparently extensive portions of production capacity to the
manufacturing of goods and equipment for farms and machine tractor
stations, and the apparent shift of emphasis away from. the actual con-
struction of new river fleet vessels. The estimated. growth of the
Soviet river fleet during 1945-55 is shown in Table 1.
Table 1
Estimated Growth of the River Fleet in the USSR
1945-55
Year
Self:Emall.2122ssels
Non-Self-Propelled Vessels
Horsepower
Number (Thousand)
------
Number
Cargo-Carrying Capacity
(Million Metric Tons)
1945
1,600
328
4,100
,
3.01
1946
1,700
355
4,500
3.26
1947
2,100
428
5,400
3.93
1948
2,700
555
7,000
5.1
1949
3,300
673
8,500
6.2
1950
3,800
'.. 774
9,700
7.1
1951
4,200
874
11,000
8.03
1952
4,800
979
12,300
9.0
1953
5,300
1,080
13,600
10.0
1954
5,700
1,170
14,700
10.8
1955
6,200
1,270
16,000
12.0
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411=1.11.111?11011
V. Imports.
Records of the postwar years, together with planned prcduction to
1955 from both Satellite and non-Satellite countries, indicate that
imports of river vessels to the USSR for use ion the rivers and lakes
of the country are as shown in Table 2.
Table 2
Imports of River Vessels to the USSR
1946-55
Self-Propelled
Non-Self-Propelled
Year
Number
Horsepower
Number
Cargo-Carrying Capacity
(Metric Tons)
1946-5o
311
42,250
340
193,125
1951
28
8,500
63
74,000
1952
31
12,800
90
105,000
1953
29
15,600
92
107,200
1954
38
23,800
63
80,000
1955
4
1,600 2/
43
6o,000
a. Partial estimate. Does not inc1ia7Tata on vessels in the
Satellite and Western river shipbuiloing programs that are de-
signed for export to the USSR.
VI. Inputs.
The basic material input groups for the river shipbuilding industry
are steel and wood. Inputs for the production of river vessels in the
USSR during 1954-55 are shown in Table 3.*
The problem of unit input has been resolved on the basis of Soviet
practice. Since Soviet publications invariably refer to the basic
units "tons cargo-carrying capacity" and "horsepower" for non-self-
propelled and self-propelled vessels, respectively, these units have
been retained. It is therefore possible to compile total input values
?
* Table 3 follows on p. 9.
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for any given river shipbuilding program by using these factors and
applying them to the corresponding program.
Table 3
Material Inputs for the Production of River Vessels
in the USSR '
1954-55
min???1.,
Year Input Non-Self-Propelled Self-Propelled Total
---
1954 Steel (Thousand metric 35 33 68
tons)
Lumber (Million board 144 18 162
feet)
Copper (Metric tons) 4. 93 97
Petroleum (Metric tons) 245 65 310
1955 Steel (Thousand metric 39 49 88
tons)
Lumber (Million board 167 25 192
feet)
Copper (Metric tons) 4 137 141
Petroleum. (Metric tons) 280 100 380
VII. Conclusions.
The river shipbuilding industry of the USSR has reached a stage
of development which enables it to cope with the building tasks
assigned to it. Shipbuilding yards producing river ships in the
USSR, however, are not comparable with _Western yards, except in
isolated cases, because neither techniques, machinery, nor manpower
productivity are on a level with. Western yards no major expansion
of plant facilities for the river shipbuilding industry in the USSR
is planned for the future.. Expansion is possible, however, and may
be undertaken should the need arise. It is assumed that within the
framework of existing agreements, extended as they expire, the USSR
will import river craft to augment its own native-built fleet.
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APPENDIX A
METHODOLOGY
_The use factors listed on page 6, above, have been derived from
an examination of published Soviet material IL/ which yielded. use
factors for the years 1934- and. 1935. In addition, a 1931 publica-
tion 12./ established an estimate of the hp and. cargo-carrying capac-
ity needed to meet a specific program. The three use factors thus
derived were as follows
1931
1934
1935
Hp per metric ton
0.0053
0.011
0.0091
Cargo-carrying capacity
per metric ton
0.044
0009
000836
The 1931 figures were based, on the transportation of 116 million tons
of cargo, estimated by the Soviet planners. The best evidence is that
this figure actually was 82 million tons of cargo, the highest prewar
figure attained and not again reached until about 1950. Hence the
efficiency indicated in a use factor based on 1931 was rejected. in.
favor of the figures for 1934 and 1935, which were actually reported
figures. Of the two years, 1935 indicated a greater efficiency.
Therefore 1935, with its corresponding use factors, was selected.
Inherent in this use factor are such intangibles as attrition caused
by losses, age, and other variables, as well as changes in the ef-
ficiency pattern. Thus, for any given year in which the tonnage hauled
is known or estimated, the use factors yield a fleet size for that
year which is estimated to be reasonably accurate for computation pur-
poses.
The yearly fleet totals shown in Table 126 were compiled by the use
of these factors, applied against estimated cargo transportation
figures. In turn, yearly differences, less imports, yielded production
figures.
* P. 7, above.
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The primary materials for the river shipbUilding industry are steel
and wood. Althpugh it is recognized that certain engines are made of
aluminum, the total number of engines using this material 13 unknown
but is believed to be too small, over-all, tohave any appreciable
effect on production of that metal. It is therefore not included in
the listing.
Material irputs for steel vessels, both self-propeiled and non-
self-propelled, were weighted in accordance with the tonnage figures
developed in TEble 3.*
* P. 9, above.
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APPENDDCB
GAPS IN INTELLIGENCE
The principal gap in intelligence on the river shipbuilding industry
of the USSR is in information directly pertaining to its achievements.
The Soviet press and publications are the main source of information,
but coverage is spotty at this time. Hence reliance must be placed on
other indicators than actual construction information and plans.
A. secondary gap exists in detailed information regarding construc-
tion costs, manpower allocations, productivity, and inputs in other
than that phase of building concerned with wooden ship construction.
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APPENDIX C
SOURCES
The principal sources of information for this report were (1) the
Soviet press; (2) Soviet publications (books and periodicals); and
(3) FBIS reports. These sources provided information which was evalu-
ated as probably true. The file of detailed computations from which
the tables on estimated river shipbuilding and material inputs were
compiled is in CIA/ORR files.
Evaluations, following the classification entry and designated
"Eval.," have the following significance:
Source of Information
Doc. - Documentary
A - Completely reliable
B - Usually reliable
C 7 Fairly reliable
D - Not usually reliable
E - Not reliable
F - Cannot be judged '
Information
1 - Confirmed by other sources
2 - Probably true
3 - Possibly true
4 - Doubtful
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 may carry the field evaluation "t)ocumentary."
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.
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1. Traffic World, 30 Oct 1954, p. 76. U. Eval. RR 1.
2. Ibid., 16 Oct 1954, p. 75. U. 20,val RR 2.
New York Times, 7 Nov 1954, p. F. U. Eval. RR 2.
3. Vodnyiy transport, 6 Mar 1954, p. 1. U. Eval. RR 2.
4. Rechnoy transport, Sep-Oct 1949, PP. 1-4. U. Evaa. RR 2.
5. Ibid.
6. Vodnyiy transport, 20 Apr 1954, p. 2. U. Eval. RR 2.
7. Rechnoy transport, 23 Jan 1954, p. 4. U. Eval. RR 2.
8. Rechnoy transport, Jan-Feb 1950, pp. 15-18, U. Eval. RR 2.
Vodnyiy transport, 25 Jul 1953, p. 2. U. Eval. RR 2.
9. VodAyiy transport, 25 Jul 1953, p. 2. U. Eval. RR 2.
10. Vod i transport, 1 Mar 1954, and other issues during 1953-54.
2 1. RR 2.
U.
12.. losnyiy transport, 20 Aug 1953, p. 1. U. Eval. RR 2.
7r---
13. Summary of Fulfillment of the State Ilan for theLEP.velop-
ment of the National Economy of the USSR, 1953," translated
from PTavda, 31 Jan 1954, p. 2. U. lEval. RR 2.
14. Socialnt Construction in the USSR, SOyuzorgouchet, Moscow,
1936, AD. 314-318. U. Eval. RR 2.
15. Sudokhod_stvo i sudostroyeniye, No. 1 1931, p. 2. U.
Eval. RR 2.
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Q111T
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