DEVELOPMENTS IN YUGOSLAV MERCHANT MARINE

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00809A000600360612-2
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 8
• Document Creation Date: December 22, 2016
• Document Release Date: July 22, 2011
• Sequence Number: 612
• Publication Date: December 1, 1950
• Content Type: REPORT

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'1
CLASSIFICATION GONFTD);NTIAL C6H~~~Et~ 1'~~
CENTRAL INTELLIGENCE AGENCY REPORT
INFORMATION FROM
FOREIGN DOCUMENTS OR RADIO BROADCASTS CD NO.
COUNTRY Yugoslavia
SUBJECT Transportation - Water
HOW
PUBLISHED Monthly periodicals
WHERE
PUBLISHED" Split; Zagreb
DATE
PUBLISHED ~T~?U? - Sep 1590
LANGUAGE 3erbo-Croatian
TMII DOCU PINT CONTAIN/ IN/0[NAfiON A/11011X1 TNI NAf10NAL DIItN/(
Of TNt UNITtO ITATI/ YIITNIN TM[ Y[ANIN/ 0/ t1 /10 NA/l AC1 10
V. t. C.. 11 ANO 11. AI ANtND10. IT/ TNANINI/ZION ON tN1 AIYtLAtiON
01 111 Co NTtNT/IN AMT NANNtA TD AN VNAUINO NIttO ItN10N 11 IAO?
111117[0 tT LAt, N[MOOU CTION OI TMII /O NY Il INOHI IITI D.
SATE OF
~IVFORMATION 1950
DP.TE DIST. ~ '~~+(:1950
NO. OF PAGES 8
SUPPLEMENT ? )
REPORT NO.
THIS IS UNEVALUATED INFORMATION
u~ .cLOFI~NTS IN yUCUSLAV MF:ftCAA.NT MARII~
EXPANSION OF YUCOSI,AV MERCHANT MARINE
MaJ Ivan Marinovic
? Zagreb, Jugoelavenski Maa?na_~, ,ep 50
..
About 60 percent of the Yugoslav zaeschs_nt fleet was damaged during the
last war, The basic problems which had to be solved, as a direct result of war
damageA were the followingo, nationalization oP the commercial Pleat and organ-
ization of its state economic management, general repair of existing ahipe, eal-
? vaging and renovation of sunken ahipsy and building of a new modern fleet.
? The first problem Was quickly solved after the liberation?by the order ford
nationalization ttnd the establishmea+, of the federal Ministry of Navigation.
The solving of the other problems of ?a materiel and technical nature depended
oi~the repair and construction of Y~goelav shipbuilding enterprises and heavy
industry.
Significant results have been achieved in the fields of reconstruction and
uew construction, in spite of enormous technical, political, and economic dif-
ficulties caused by technical backwardness the dam i ?t.
s ag ng effects of the war on "'
the country, and the economic blockade by the Cominform leaders. General re-
pair~and reconstruction of about 75 percent oP the total naval tonnage was ac-
complished is 1949 - 1950; 80 percent of this work was done in Yugoslav ship-
yard~.
? The growth of Yugoslav ahinbuilding is demonatrate3 by the large number of
motor ahipe and tankers built since'the liberation; 46 percent of all new con-
struction was, in shipbuilding, New construction completed to date,con8lets of
heavy motor ships of the most modern type for line service with a standard gross
tonnage of 9,000 tone, such as the Srbija and the MakedonlJs; and with a stsa-
dnrd gross tonnage o2 4?;000 tone9 such as the Zagreb an3 the Ai,jeka. A11 these
ahipe have accommodations for a limited number of passengers. '
STATE
ARMY
DISTRIBUTION
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~~MFIDE~IT!~l
The increase in the number of fwat motor ehipa has made possible a grad-
ual abandonment of the ~; tea ~f free navigation (tram steamers) to the su-
perior system of line navigation, which answers the needs of the planned econ-
omy and of export and import transport.
The commercial fleet today maintains z?eguler freight lines with Lorthern
Europe, the Near Esst and North ,and South America. It struggles to carry
freight and passengers along the coast with only a modest fleet, which makes
up about 10 percent of its total xross tonnage. Transport of passengers makes
maximum uee of existing tonnrge a'nd snows an lncreese from an index of 100 per-
cent in .1939 to 393 percent in 1948,
Parallel. to the in^rease in tranepox?t capacity is the increase in tran~-
port accomplishment, ns folloxs:
2?raneport Frt Carried Ton- Iona of Frt Pass pass
Year Capacity tone Miles
1.,L__ per Ship Transport Miles
1946 100 100 100 1.00
100 100
1947 123 116 119 95 148 200
1948 1.35 145 1.48 108 193 400
1949 154 170 lit iii 162* 314*-~
* Does not include local tranaportstl.on.
*~* Decrease due to the loss of the Partizanka, long-?diatance passenger ship.
After World War II, only 21 gercexzt of the operational wharfs remained in
usable condition; machinery was destroyed; and ports were blocked with sunken
ships. The situation was made more difficult since the technical ehipa neces-
sary for building ports were wholly disabled or sunk. The majority of the pets
xere almost wholly restored and fitted to prewar capacity from 1945 to 1950. An
increase in port commerce resulted as shown in the following figures (1939 = 100);
Ports 1946 1947 i9!!8 1949
All ports 129 150 212
252
Rijeka 41 64 109 143
Sibenik 86 65 75 136
+ Split 1111 113 137 65~
* Does not include the northern basin
All lighthouses and signals were renovated in 1945 - 1950; new equipment
was also installed. The freight service was reorganized and furnished with
'nodern freight vesePls.
The standard of living for seamen has been improved 100 percent.- In 1948,
over 100 million dinars were spent for living quarters on ships. A large num-
ber of institutes, schools, and couraea have been established for professional
instruction of naval transport workers. A higher naval school was opened in
Rijeka at the end of 1949.
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~~~~~~F,~~~ ~~.
CONFIDENTL4L
The federal government. o" yugoslavla issued an order on 19 April 1950
changing the order on the establishment. of the Main Administration of Naval
Technical EnterprisF~,
This orders xhich changes the title of Main Administration of Naval
Technical Enterprises to that of Main Administration of Naval Construction
Enterprises, is the firs? step toward the reorganization of the ministry.
The order makes the following organizational changes in naval construc-
tion agencies and technical er_terprisee:
1. The former Main Administration of Na?xl Technical Enterprises has
become the operational manager of all naval construction enterprises and naval
dredging enterprises Th_ independent Rijeka Naval Construction Enterprise is
created from the local brancli (at Rijeka) of the Split Naval Construction En-
terprise, and the jurisdiction of the Split enterprise is decreased, its branches
being reduced from four to three (Split, Sibenik, and Dubrovnik). The Adminis-
tration for the Construction of Ploce Harbor under the altered name of the Enter-
prise fo.r the Construction of Kardeljevo Harbor ie placed under the operational
management of the new Main Administration of Naval Construction Enterprises, No
organizational changes have been made in the "Hager" (Dxedge) Enterprise.
2. The "Obale" (Wharf) Institution for Planning Naval Construction Pro~ecte,
and the Enterprise for Salvaging sad Towing Ships, which has altered its name to
the Administration for Repairing and Salvaging Ships, have been transferred to
the direct operational management oP the Ministry of Navigation of the Federal
Government. The "Rad" Naval Workshop Enterprise has ceased to exist as an indp~-
pendent enterprise and is merged wick the "Split" Naval Construction Enterprise,
of which it is now an auxiliary unit.
The Main Administration of Naval Technical Enterprises ie predominantly
operational, and all the construction operations under the ministry (including
the dredging enterprise) are united under its management. The ministry has freed
itself entirely of all the purely operational functions with which it xas formerly
biu?dened; notsbly, the purely operational functions connected with the former Ad-
ministration for Construction of Ploce Harbor, which it managed directly. The
Administration for the Cor-truct7en of Ploce Harbor has now been placed tinder the
operational management of the Main Administration of Naval Construction Enterprises.
In this *~gy, the Administration for the Constru~:tion of Ploce Harbor lost i?? ad-
ministrative character e,nd had to be renamed the Enterprise for the Construction
of Ploce Harbor (or Kardeljevo, since Pl.oce had in the meantime been renamed Kard-
eljevo).
The Rijeka Naval Construction Enterprise was created because of the develop-
ment of Rijeka Harbor as yugoslsvia's most important port in foreign trade, be-
cause of the diversity oP construction (superstructural, industrial, and electric
power plant construction) there, because of the extent oP construction (about 33
percent of the plan for construe?,ion in 1950 is projected for new construction
enterprises in Rijeka), and because of the great distance of the building site
from Split, the headquarters of the enterprise.
The "Hager" Naval Dredging Enterprise remains under the operational manage-.
ment of the Main Administration of Naval Construction Enterprises, because dredg-
ing serves the naval construction enterprises in the accomplishment of their work
and is very ~.:losely related to naval construction enterprises.
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During its 4 years of existence, the Enterprise for Salvaging and Tow-
ing Ships has raised most of the ships, docks, etc., sunk along the coast
during the war. The msin work of the enterprise is decreasing in this re-
spect and will cease almost, entirely in +.he near future. On the other hand,
there is a new ac+,ivity, the repair of ships. The ministry can sox approach
the construction of shipyards for repairing ships of the merchant fleet. It
is most suitable for these two activities to unite in one enterprise until
one of them (sslvagi.ng ships) entirely ceases, while the other (repairing
ships} is not completely developeda The combined enterprise is named the
Administration for Repairing and Salvz~ging Ships and will be under the di-
rect management of the Ministry oP iVavigstion.
The "Obala" Institution for Planning Naval Construction Projects is
placed under the direct operational management of the Ministry of Navigation
because of the necessity of close correlation of its projected plans with
the ministry's capital inves?ment plans, because of additions which may be made
to the investment. plan wring the year, because of assigning priorities, and
becsuse of the necessarily close relation of the "Obala" to the various com-
missions for revision of projects, The relation to all other commissions is
indirect, through the ministry, becsuse the "Obale" Enterprise must plan ports
and port install&+ions (wharves, railroad tracks, warehouses, etc>), and all
projects closely s~elated to exploitation This requires that the enterprise
be under the direct management of the agency for over-all planning of ports,
i,e., the ministry
The "F.ad" Naval Workshop Enterprise way combined witu tiie Split Naval Con-
struction Enterprise because the "Rad" Enterprise was of a service character
and had a very small productive capacity
The Makedonija, Yugoslavia's new motor ship, was launched in Rijeka Harbor
21 May 1950. It is one of the more modern and attractive cargo boats in form
and construe+,ion~ The ship is equipped with lifesaving apparatus, safety de-
vices, snd navigation instruments.
The vessel was built in Holland, but vas constructed in considerable part
according to Yugoslav design and under the superintendence of Yugoslav builders.
The Makedonija is of open-shelter deck type with open wells in the stern
and in the cruiser stern. It has a short bow superstructure, beneath which is
the equipment for lifting the anchor and the heavy freight. A double bottom
stretches along the entire length of the ship. The captain?s bridge, cabins
for passengers, and some cabins for the crew are in the center of the bridge.
Other cabins for the crew are in the stern. Asingle-propeller Sulzer engine
operates the vessel.
The Makedonija's measurements are as follows;
Over-all length J.44 meters
Length between perpendiculars 134.5 meters
Beam 18.6 meters
Height to the main deck 8.34 meters
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Height to the covered deck
Number of passengere
rgparity
Oros tonnage
Jrsught
Effectiv=_ horsepower
Speed
1134' meters
12
6,1.19 gross-registered tons
9,100 tone
7.01 meters
5,000
14 knots
The body of the vessel is built of s+,rong steel plates, which can sus-
tain the heaviest loads The ship ie r_onstructed according to all the regu-
lstior_s of the Specifications Board and has a certificate of the highest
clssao Under the main deck .ie another deck, which strengthens the ship's
construction considersbl,y,
The Makede.^._,J.s, h._s te:o masts. A steel pole, which serves as a support
for the equipment for lifting cargo to holds No 2 and 3, is located amidship,
be+.ween the foreman+, and the super-tructure.
The double bottom is divided into 15 chambers, which are not intercon-
nected. These tanks stor=_ drinking water, fuel, lubricating oil, and ballast.
Cofferdams' are located between the water e' d fue]. tanks, to prevent mixing of
fuel or lubricating oil with the drinking water in the .event of a break in
the partitions between the tanks.
Three holds for cargo are forward and two astern Cargo is handled by
12 electric cranes of li- to 5-'~on capacity, The cranes are installed on the
deck, four around ee.ch mast and four around the steel pole between holds No 2
and 3~ ,
The masts and the steel pole are fitted to hold the equipment for trans-
ferring cargo to and from the ship. The foremast is reinforced to support an
80-ton load Two 60-horesepower electric cranes, located under the forecastle
superstructure, lift 80-ton loads and also lift the anchor. The ship also has
equipment to lift 20-ton loads The double bottom is covered with a row of thick
boards to prevent damage from loading and unloading cargo. The drains in the
holds are also covered with boards to protect them from debris from various car-
goes, The hold drains are installed with special pipes equipped to shut off
water in case of any failure of the drainage system or leaks. Separate pipes
leading only to the upper deck are installed to control the amount of water in
the drains: Daily inspections are made to prevent damage to the cargo from
standing water,
The holds are separated by bulkheads reaching f~?om the dc?xble bottom to
the main decko All holds have a deck, which is especially suitable for sepa-
rating various kinds of freigh+,~ The holds are ventilated by ventilators in-
stalled on the deck
The captain and chief engineer have s workroom sad plumbing facilities off
their bedrooms, The machine rooms are under the superstructure and are reached
by separate stairse Cabins for crew and passengers are commodious and hygienic-
ally arranged. The living qusrters extend along both sides of the corridor,
which runs the entire length of the superstructure. Separate plumbing facili-
ties for officers and crew are beside. the passenger cabins, The floors of all
rooms and corridors are covered. with "litosil." ,;n electromechanical worashop
- 5 -.
CONFIDENTIAL
COMFil~-~~aT~~~
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is on the port side toward the stern A well lighted and xell ventilated,
commodious kitcren is in the middle of the superstructure towards the stern,
Conking is done on s 37-kilowatt electric range; baking, in an 8-kilowatt
electric stove, The cabins are ventilated by a system of pipes leading
from a pressure ventilator Separate dining rooms are provided for offi-
cers, passengers, sad crew. On_ secti.on of the dining room for the crew
can be sep~~rated by sliding doers, making space for a Red Ccrner,
Eight twd-bed cabins for the :raw, with complete plumbing facilities,
-e located in the superstzuct+u =. All living quarters are heated by hot-
w.ater radiators.
The captain's bridge ie s.~nidship and is r_ompoeed of the navigator's and
steersman''o cabins., The navigator"s cabin is equipped with modern apparatus
and in=traments. Tine fire-fighting station in the steersman's cabin can ex-
tinguish fires .ir, the holds and engine with carbon dioxide. Steering is
done with a sms~l wheel on e. telemotor with two 17-horsepower electric en-
gines, one of w?-,ich is ?.L reserve engine. A mechanical telegraph in the steers-
man's cabin. is used to transmit orders to +,he crew,
Ths single-action, two-cycle, 5,004-horsepower, 128-rpm Sulzer engine has
nine cylinder without compressors, ~T~ne ship has a speed of 14 knots under full
load: Endive 'ylinders snd oil for the bearings are cooled with fresh water,
which in turn ie cooled by sea water, using special exhaust pumps,
All workingarts of the engir.>_ are l:,z~~ricated by a pressure system. Fuel
and lubricating-oil pumps are lubricated by cylinders installed on the same
axle a.s the main engine, which drives them
A tSncL m-type double-sciicr_ pump for cleaning is driven directly by the
main engine Cylinders and pumps are automatically cleaned and lubricated.
The engine 1,_t_srted by compressed air from three air flasks, which hold a
sufficient quantity of sir for 15 to 20 revolutions,
An automatic alarm system warns of any damage to the mechanical lubricat-
ing and caoli.ng systems,
The main engine has Michell .friction bearings, whose temperature is con-
trolled by a system of pipes containing oil coolant and a thermometer indicat-
ing their temperature.
Three 240-horsepower MAN, six-cylinder, 525-rpm, single-action, four-beam
diesel generators assist *.he main engine. They are started by air and each one
has its own oil pump, coolant oil, fuel filter, revolution regulator, manometer,
thermometer, etc. A 225-volt current is generated. Two of the generators are
constructed to run as compressors for filling the air flasks, The compressor .
capacity ie 210 cubic meters pe.r hour for a pressure of 30 kilograms per square
centimetero A smaller diesel generator has an air-compressor capacity of 25
cubic meters per hour,
Ova 35-cubic-meter-per-hour electric pump pumps the oil to a height of 25
meters; its capacity is 14 cubic meters per hour to a height of 20 meters. Two
De Laval electric purification systems, each with a capacity of 2,000.liters per
hour,, are installed to separate impurities from the fuel oil, and two purifica-
tion systems of the same capacity separate impurities from the lubricating oil.
Two 65-horsepower horizontal electric pumps lubricate all working parts of
the main engine One of these pumps ie in operation when the main engine is work-
ing, while the other is in readiness as a reserve pump, Lubricating oil is cooled
by twc+ Serck cooling systems, Salt water is cooled by two 25-horsepower, 300-ton-
per-hour horizontal electric pumps. Fresh water is cooled by -`wo 56-horsepower
horizontal electric pumps., Two smaller 20-ton-per-hour electric: pumps assist in
the cooling of fresh and salt water.
`1
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~ '1
CEt~lfI~ENT~AI
CONFIDENTIAL
One 20-horsepower, 150-ton-per-Y.our centrifugal pump pumps water from the
tanks and also transfers it from one tank to snother, A 43-horsepower pump
pumps water from the drains. Other pumps circulate water for plumbing, for
drinking water, etc.
A workshop with a large lathe, planing machine, drill, and grinder, sll
electrically operated, is equipped~~o make all, minor repairs. A crane with a
gross tonnage of 6 tons travels on tracks along the entire length of the main
~~gine. Cranes with s gross tonnage of one ton esch serve the auxiliary en-
gines,
Tanks of salt and fresh water placed in the ship?s funnel supply the
living quarters and plumbing facilities with running water. Tyro small steam
boiler= heat fuel oil for the main and auxiliary installations, A refriger-
ating unit preserves fresh food on board.
Slavko Vrebalov
Zagreb, Jugoslovenski Mornar, Sep 50
In 1947, the "Brodospss" (Ship Salvage) Enterprise at Split raised for re-
pair the Bslcik, a Rumanian ship of 3,600 tons, and the passenger ship Sen,j.
The enterprise salvaged a totsl of 11,000 gross registered tons in 1947.
rIn 1948, in the port of Gruz, the Gigi of 3,666 tons was raised by "Brod-
ospss for dismantling. The Ramb IIZ was salvaged at Ri,~eka; the ship's gross
registered tonnage is 3,667-tons, A floating dock of 1,500 tons and the Srbin
of y82 gross-registered tone were raised at Pula The enterprise salvaged a
total of 11,850 gross-registered tons in 1948.
In 1949, the enterprise had a record year. It salvaged a total of 16,000
tons. The Marko at Split, the Potestas st Tivat, and the Mercurio at Pores
were raised for dismantling. The Locchi and the Lazarus Cement Dock at Ri,ieka,
and the Brunduzium at Gruz, were raised for repair,
A total of 5,000 gross-registered tons had been salvaged up to 25 June 1950.
The Italia at Rasa was raised for dismantling, while the 864-ton Beograd at Pula
was raised for repair; also a 250-ton pontoon crane and the 250-ton Liguria were
raised for repair,
"Brodospss" teams helped tow tl:e Panamanian 5. Pablo, the Italian fishing
boat Gioconda, the tanker Vis, and the Brac,
The enterprise is now raising the Petar, which is sunk over 50 meters under
water at 7.1arin~ The raising of this ship will be one: of the greatest achievements
of the collective, for no one has as yet succeeded in:raising a vessel from this
depth. T.o date, results show that the task wi,11 be successfully accomplished.
The enterprise dismantles highly damaged vessels and sends the old iron
for use as raw materials in ferrous metallurgy, The largest base is at Split,
where the Gigi, S, Marko, No Matkovic, S. Luigi, and Partizanka are being dis-
mantled. The Pul,j and Italia are being dismantled at Pula, .and the Mar Bianco
at Zadar,
_q_
CONFIDENTIAL
YlO~F~~~l~ 9 ~F4~
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c~y~l~E~TlAt
The "Brodospas" Enterpz~ise carried out the following salvage operations
during the first 3 years of the Yugoslav Five-Year Plan;
Year
Total Salvage
(tons)
Wt (tons
For Repair
Gross-Registered
Tonnage
For Dismantling
Wt (tons)
1947
16,004
6,111.
5,112
~
9,893
1948
14,513
9,330
7,485
5,183
1949
20,897
6,330
7,5-9 ~hird
digit
9,567
illeg
ble
i-
The 5,000-ton ship Potestas was salvsged in 1949 for dismantling, but the
clismsntling has not taken place.
50X1-HUM
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