(SANITIZED)SOVIET SHIPBUILDING INDUSTRY(SANITIZED)

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80T00246A027300440001-0
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 140
• Document Creation Date: December 22, 2016
• Document Release Date: January 26, 2010
• Sequence Number: 1
• Publication Date: August 11, 1958
• Content Type: REPORT

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WCAK PT
All shipbuilding in the USSR is controlled by the Ministry for
the shipbuilding industry in MOSCOW. The Ministry is divided
into the following main dVF%jWMftj Adenir +-a-tiioNS.
Large ships;
Medium-sized ships;
Small ships and ships for inland waterways;
Electric enginooring, w*fiWfiAa, signals and navigation;
Ship repairs; e7 5
Planning (Institutes and Central ( i Duroauxr);
Metallurgy;
Radar and
General
j) Instrument production, marine navigation.
The following notes are added:
(Soo (o) above): In order-to relieve pressure of work at shipyards
engaged oz, building new ships, it is proposed to
create special shipyards for repair work.
/ants
(Sou (,;) above): Tao largo mntallurgiol Sftftw6w and a laboratory
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engaged on developing special types of steel for
shipbuilding are controlled by this Main ~~ fern irl is ~~ pr1,
Ma07ni sdl~an,
Since the USSR has four main coastal areas, the work of eaohn
is widespread and is frequently hampered by the fact that the various
factories and yards are separated by such great distances.
Furthermore, th:: authority of the managements of local enterprises has
in the past boon restricted by past centralisation. For those reasonp
the Ministry of Shipbuilding is being reorganised in its structure.
In accordance with the new structure, the factories and shipyards will
no longer be managed by the Ministry but will bo local ?ovorn-
ment organisations. Institutes and Central Nowan IIuroau' on the
other hand will continue to be centrally run. Now processes and equip-
mont developed by the Institutes will be adopted locally by ordor of the
Ministry
The main .m4 . t for Planning will continue to exist. Certain special
and experimental undertakiru it also remain under the control of the
Ministry. A special Main D r90 '? . of the Ministry will also continue
to direct special factories responsible for introducing now technical
methods and preparing //new designs. This also applies to the Main SiMt
iir
for general machine
The now structure will comprise the following Main
ev er ri 5 5 -For _ I'n '
a Special working on new developments and
b Radar and steering; CTS i-k Mo " "
c Special machine construction;
d Planning and Institutes.
The question of the Central Planning and . Duroat had fro-
quently boon discussed at the Ministry and in the factories. It was
considered that it would not be desirable to separate Planning from
Construction.
A further detailed discussion dealt with the scope-of documentation.
Experience had shown that this had hitherto boon too great and measures
have already been taken to reduce it in volume ?ao~~,~'c~~e~~i~%~Ca./
5.3 Training of future engineers and technicians at schools and
. - - 1 a e C vo S
The training of students is being carried out according to well estab-
lished study plans. Training is very intensive and stress is laid on
practical work. In order to enter the Shipbuilding Institute in LENINGRAD
c~ru~T
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students must have a high school leaving certificate or must ha 25X1
qualified at a technical institute. In addition they must have
absolved two years' practical work. Students who satisfy these
conditions must then sit an entrance examination in five subjects
so that only the best applicants are accepted.
{
Of particular interest to us is the way in which the practical
work is organised and we might do well to introduce this system in
our own training establishments. At the LENINGRAD Shipbuilding In-
stitute, all students - whether or not they are qualified engineers -
have to undergo a course in technology after the first term. This
course is carried out in the Institute itself, where the necessary
equipment is available.
After the sixth term, students are given a technological apprentice-
ship. After the eighth term, a further apprenticeship is served at
the planning or construction departments of Central Conatruntion
Bureaux or shipyards. We saw for the first time how student onginoors
undergo an apprenticeship on board ships in the fourth or fifth year.
It was explained to us that an engineer who was going to build ships
sh.nuld acquaint himself with the working of ships at sea.
A largo number of intermediace examinations are held at intervals
throughout the courses at the LENINGRAD Shipbuilding Institute.
During each term, a test examination is held in two or throe and
sometimes in four subjects. Four or five months are set aside for
preparing for the diploma. After the eighth term, subjects taught
are directly related to the work of preparing for the diploma.
The method of preparing for the diploma is very good. The instructors
and lecturers as well as export consultants from industry help the
students prepare for their diploma.
The way the examinations are organised is particularly worthy of re-
commendation. At the LENINGRAD Shipbuilding Institute there is a
State Examinations Committee, the chairman of which is a representa-
tive from the Ministry or a specialist not belonging to the Institute's
staff. The deacons of the faculties make up the rest of the committee.
This arrangement ensures objectivity and maintains close and constant
contact between teaching, research and industry.
The student organisations have an important role to play. They organ-
ise student scientific societies which run under the supervision of
instructors and lecturers. These societies contribute to the students'
education and organise study groups in subjects of a non-apocialised
nature.
At the LENINGRAD Shipbuilding Institute, the Director has deputies for
the various branches of the Institute's activities such as research,
student affairs, etc. The Institute has 40 general and speoialised
ftwon oft C'ha ,~~e /vial/o/-
Chah Vve M4?a 4ion iIwlareos-_re~atlJass oFGeneral j are those which
faculty. They come under the Deputy Director for Training. General C ,ipjrJ
Wise include:
C /W/t-FO I Foreign languages;
Cho rr PaP Ma ism, Leninism, etc. I !r
Apart from these general @ there are special , each of
which comes under the of a fc~ ,t,~v For example the s kJ tC4 fp
"Theory of Ships" comes under the L of the Shipbuilding Faculty.
a ~~5 s"~ PS Three deal with this as well as a number of instruc-
tors and their assistapts. , C -a 0^
1Apecial Le n a a Institutes. These
-4e -
institutes are laboratories for experimental work. There is one labor-
atory for electrical installations aiNd electric motors, one laboratory
for mechanics and densit
For the training of a students, the LENINGRAD Shipbuilding Institute
has its own which is 35 m long x 5.5 m broad
x 3.5 m deep. W1,4 4 nrJ6
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The composition of the teaching personnel and the close contact maintained
between the Shipbuilding Institute and industry has made it possible for
research work to be conducted in a well co-ordinated and productive manner.
The members of the teaching personnel are mainly consultants and in some
cases deputy heads of departments in other research institutes. The organ-
isation of the research work is straightforward and well thought out. Sub-
jects of research are suggested by industry or the industrial ministries.
The organisation of the research work can take one of two format
(a) The teaching staff propose the basic scientific subject for research.
Those are discussed and approved by the Institute's Scientific Council
(to which representatives 1t also belong) and are then for
warded to the Ministry or Sc oois for confirmation. After bei
confirmed, this typo of research is financed by the State.
(b) The industrial ministries or shipyards submit research tasks to the
Shipbuilding Institute. The Scientific Council decides whethor or not
to accept the work. Research tasks which are accepted then become the
subject of an agreement between the Institute and the customer. Re-
search work falling into this category is financed by the customer.
Those in charge of research work have the right to accept a fee which can
amount to as much as 50J of the fee of Scho l teacher.
The LENINGRAD Shipbuilding Institute issues its own scientific poiiodical.
This periodical publishes contributions from the three faculties. Its art-
icals are of a high scientific standard.
5.4 Questions of organisation and of the research and development tasks.
The whole constructive scope of work from the preliminary project to the
g n h2A 3ria1 building plans is undertaken in t~o USSRSby the Central Planning, and
office. There are several , each of which apooialisos
in specific types of ships (e.. ocean-going ships, river ships, fishing
vessels etc).
Apart from the main on,,inoor and the corresponding administrative offices,
the main contra sQfo o'eets also come under the manager of the Central
Planning and Gen-to- ~Apart from the usual construotional depart-
ments such as calculation, shipbuilding stores and equipment, machine con-
struction, ships piping and electricity, the main engineer also has a depart-
ment for technology. The main engineers are each responsible for a project;
they co-ordinate botweon the different specialist departments, the client,
the institutes concerned, the Standards Office, the classification company,
etc. They thus have the ntire supervision of the project.
The above-named lee@ftbot departments each cc main
fir. The difference3 of opinA=12 e t e main for pro-
jects on the one hand and the main 6r the apeoial1W departments
on the other hand, who each have different superiors, are described as small
and insignificant.
The following are the tasks of the offices:
(a)
(b)
Theory of the ship, ship equipment, ships stores, ship
and electrical equipment,
Building technology.
engines
(c)
Carrying out of scientific research work for special subjects such
as standardisation.
(d)
Collation of the results of practical experience and liai on between
the different institutes. fflA iM
Ocean shipping is controlled in the USSR by the Ministry of the_ Ploct.
Apart from the merchant marine, this Ministry also controls Institutes (in-
cluding_- .) dealing"with economic and technical questions.
(The repair shipyards ala come under the Ministry of the 4AWIm Fleet.)
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The Ministry of Shipbuilding loo e a for h ar f no ildints
and it also takes care of the Central
the Central Offices for Standardisation and ?lltho Institutes
of Technology, the Shipbuilding Experimental Inetuto, etc.
The roqui it of ships is ascertained in the Institutes of the Ministry
for the d the result of the research is included in the Stato
Plan... The etry than gives the order to the
Central for the planning and construction of the ship.
The task then is dealt with carefully by that office. The main measurements,
the typo of ship, the typo of machinery, the speed etc are studied and the
order is agreed in detail with the Ocean Fleet Ministry.
The project is then worked out in detail from this order and is ,;ivon to the
1&fih'#efjmm- Fleet Ministry for agreement. Other interested Ministries then study
the plan. After all aspects have been agreed, the plan is confirmed by the
client and forms the basis of the contract for the construction of the ship.
At the same time as the plan is being; worked out, technological studios ore
also made. As the shipyard and the number of ships to be built is known in
advance, the greatest possible consideration can be given to the shipyard i
(x connection with the number of ships to be construe Central ~a '~
is advised by the Ministry for Ship :r, carrying; out
this work. The technological scope of a project includes:
a) the division into blocs single sections;
b timing plan with "r d Ao
c scheme for the order of assembly of the sections;
d the welding plan and special studios apportainin, thoroto;
o the building costs.
Until a short while ago, the expenses for the project and construction work
were very considerable:. The extra expense was caused as the shipyards had
to be built up and they had few qualified workers. Since those difficulties
have been overcome, it has been possible to reduce the drafting work consid??
Drably. The Soviet cull" o uos arc, however, endeavouring to reduce the con-
struction expense still more. On -ccaunt of the technological work, however,
the amount of work done by the office is still very large. The work on the
technical plan for a 10,000 ton tanker amounts to about 71 plans which is
about the same as with us for a ship of the same size.
After a plan has been authorised, the drafting work is commenced. The first
task is tho production of a list of material specifications with standard
parts; this is partly done on the basis of preliminary drafts. (Thus material
planning is not part of the plan.) The exact material standard is calculated
after the prototype ship has boon completed on the basis of the shipyard's
experience.
The ordering of the material according to the lists is done by the shipyard.
However, the Central Planning and Construction Office gives sub-oontraots to
specialist firma for the planning and construction of machines and apparatus,
e.g. boilers, turbines etc. Payment for the planning and construction by the
specialist firms is made by the Central
The building Inspoctorate of the Shipowner in~ he ous'~so of the Central Siw
can express special wishes whilst the plan is being dram
~A up but after the plan has been confirmed, alterations can only be made against
payment. Experts of the ShippinG Ministry are present for advice on spocial-
ist questions.
After the dr,a htV6 e e erred and handed over, a construction team of
the Control J~p - Boos to the shipyard to advise and ensuro
that the construction is done in accordance with the drafts. Any construc-
tional errors are rectified on the spot and a;reod. The size of this team
is between 5 and 30 men according to the size of the project and is led by
a representative of the Chief "l~i^i~a~+ ~'we~
After the first ship of a series has been completed and had its trials,
the team undertakes the co-ordination of plans for the series. Apart from
the practical value of this work by the teams at the shipyard, it is an ox-
oollent method for further qualification of the w~lW%
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List of tasks and the carrying out of research work.
Tasks to be undertaken are generally doeided. upon by the research
institutes, the central construction offices and the shipyards. Subjects
for research are generally collected by the competent authorities and arc
chocked by a technical committee which consists partly of colleagues from
other undertakings or institutes and partly from their own office. Before
a subject for development or research is submitted, a calculation of the
profitableness must be made so that the advantage to be expected can be
considered when the application is judged. The subjoots to be included in
the annual plan for the following year have to be passed to the Ministry
for authority. They are examined there again in detail `)ofore they are
confirmed. After an undertaking has received the necessary confirmation,
the technical committee is called together and distributes the task to the
departments and laboratories con erned. The subject is then worked on in
different eta,-,on which are agr,:od before a start ie made. When each eta~,'o
has boon completed, a report is made and the technical committee decides
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whether to continue alon; the lines originally planned or whether any alter-
ation is considered desirable.
L ,d s r b d o of t% a.-ran.;od similarly in the Central Planning
and Ike for iipbuildin;;. The ist,cc of tasks is worked
out by a`committee at the Ministry of the Merchant in co-operation with
the Institutes. The Central gonjap checks whether those are
practical. The working out of the preliminary and technical plans is done
under the supervision of the client.
5.5 General questions of shipyard organisation.
Or_^,anisaticn of the shipyards.
The structural organisation of the five lar;;e shipyards visited was on
the whole the same. Such individual differences as wore observed wore duo to
the size of the orYanisations or the type of orders undertaken.
The followin;; orr;rnisation charts are attached to the report as an
example of the structural organisation cf a lar.o shipyard which has large
machine construction workshops, foundries, etc apart from actual shipbuilding
productions .
Shipyard "NOSSENKO". NIKOLAYEV.
'~!rPPtrsc.
(a) Plan of organisation of the whole cr/I
(b) Plan of organisation of the Chief Engineer (Technical Director).
(o) Organisation of the technological offices:
(i) In addition, the plan of the technological method for
the mass production of fish catching and Aklgh= ships.
(d) Organisation plan of the Dispatcher organisation. re.SSjq~
(o) Organisation of the Quality control.
(f) Plan for liaison within the ehfLJ h'.
BALTIC Shipyard, LENINGRAD - Management Or?anisation.
Attention is drawn to the following, special features or differences
from the usual organisation of the #DIi shipyards:
(a) Direct subordination under the shipyard manager.
The number of subjects for which the Shipyard Director is responsible
is still comparatively large in spite of the fact that enloavoure to
effect concentration and simplification can be noticed and these have
sometimes been achieved. Thus, in the case of the "NOSSENKO" Shipyard,
apart from "T", "F", "K", "P" and "A" Depts, the Quality control, the
wharf extension dept and the ships' delivery group are subordinated to
the director. The Division "A" is subdivided into "work and pay" and
"social questions" (construction of houses, social amenities etc).
The technical director (chief engineer) is always the first deputy of
the shipyard manager. S EC R ET 11 ?o 25X1
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Apart from the production preparation departments
Technology, Main Mechanics etc which are likewise subordinated to him
in the DDR, he has inaddition direct control of the production depts
which are subordinated to him.
Furthermore, the managers of the individual projects are subord-
inated to him. The production manager, who is directly subordinated 25X1
to "L", only has indirect influence on the progress of production by
working on the monthly operational production plans for the divisions
and departments and through the control of these through the dispatcher
service which is subordinated to him and which, at the same time, con-
trols internal transport within the organisation.
The organisation of the production preparation by "F" is arrangod
through the operational monthly plan, which has to be passed to the
divisions and departments on the 25th of each month detailing hours,
quantity and money. Supervisors then transform the plan for shorter
periods of time, tens of days and days. The works report back with
material graphs, etc by 20th of each month. After this report has be::n
studied by "F", it is handed over to the dispatcher service to supervise
its completion. (Z)
There is no central planning dept M directly subordinate to "L".
"F" oo-ordinates the overall planning for production and the allocation
of tasks (roc also pars 6 - questions of planning).
Generally speaking, it is considered that the present organisation
of the scope of responsibility of "T" and "F" could be improved. It is
intended, as in shipbuilding in the DDR, to relieve the technical director
of responsibility for direct questions of production and to transfer from
"T" to "F" the direction of the production divisions for the direct organ- !I
ication of the progress of production but it is not yet cloar whether "F"
will continue to be directly subordinate to "L" or will in future be sub-
ordinate to "T". Accordin.cly, the project managers as well as the shod
and division managers will be subordinated to "F" instead of "T". It also
remains to be settled whether r:ith the extension of tho purely production
planning work the central planning should be taken away from "F". a/aCg
h 4/ /~ The "Kobti" (co-ordination office), which is subordinate to "T",,planw
ships independentl
Its main tusk i
y.
s
rather to supervise the of the pssels der construction
aooordin; to the plans of the Central " and to make alter
ations t
d
ft
Th
o
ra
s.
e second tank of th is the /
shipyards own installations. BaBur~au eSi4'd Avor~on7 d'
Shipyard managers are generally ofZpho of nion that a ohan,o is d:.sir-
able or e q sary in the Central . Thoy all demand that
the itself and especially the preparation of the working drafts
should be transferred to the shipyards in order that the tochnologioal fac-
ilities available can be taken into consideration more. There is, however,
no uniformity of opinion on the subject of lanningg..PSome oonsidor that it
would be best to dissolve the Central altogether, doing
the planning also at the ahipyar : Mme consider planning or proliminary
planning by the Central t as necessary.
Two plans showing, the structure of the Central are
attached.
The sphere of responsibility of Division "K" corresponds to our own
organisation. However, the bookkeeping is subordinate to thu business
manager. The direct subordination of "B" to "L", which used to be usual
in the Soviet Union, has been dispensed with.
After the split of Division "A" into the two departments "Wages" and
"Social questions", the personnel manager (P) is directly subordinate. At
the NOSSENKO Shipyard which, unlike the LENINGRAD Shipyard, has its own
training department, this department is subordinated to "P". The amalga-
mation of "P" and "A" is under consideration, to avoid overlapping.
The organisation of the production division of the shipyards is the
same as ours. There are separate divisions managed by a shed or division
manager as e.g. in the BALTIC Shipyard: 25X1
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(a) Shipbuilding - Preparations, construotion of parts, construction of
sections,- 4e}qi t7 9 We/a/ipg CooiK,
(b) Slips.
(o) Equipment - Engine fitting, pipe-laying, electric fittings, wood-
work, painting, insulation,tackle (towline and slip).
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(d) Machine construction - forgery, mechanical workshops, boiler making,
propellor construction, engine building.
(e) Foundry
5 e
The AM or division managers get their instructions from "T", their
plan tasks from "F" and plan control by "F". The project managers are at
present the co-ordinatore between the divisions and the dispatcher service
of "F". The superintendents are subordinated to the division mana;ors.
The foremen have authority and are clothed differently.
Order of work and shift system.
with certain exceptions, it was noticed that manufacture went very smoothly.
At some shipyards, the successful ondeavoura to keep order at the place of
work and in the workshops and the intensity of work woro cotspicuous.
There are plenty of foremen - according to:-several statements these are
For 20-25 men - I.lRieev. ,
lb /S7L
40-50 men - 1 Tec (A technician writes out work
tickets in the workshop stating
the times.)
45-50 men - 1 Qup,lity pontroller.
~ ti~p4 d;,r
2-12 men - 1 kiwi, Q
The supervisors appear to have more time than in the *'DR to be oceupiod in
giving instructions and controlling the work. They have not so many addi-
tional responsibilities such as obtaining; material, placing working urders
etc.
Work is based on a 46 hra week but a change to a 40 hrs week is plannod.
There are no half Saturdays in the normal shift as with us. The midday
pause is generally one hr.
The loss of work in the BALTIC Shipyard = Illness
4.20, Holidays = 6.2%.
The organisation of workers in the BALTIC Shipyard is as fullowos
Production workers - 74.5J
Technicians, businessmen
and mana.;oment - 16%
Other employees - V.
Apprentices - 0.59a
The shift system varies considerably. The available capacity of the ship-
yards is generally subject to limitations through supply of materials and
labour so that working in several shifts is not nocoaaary on any large scale.
Main production is done in the normal shift. Shift work is only done for
bottleneck work or for work in preparing for production.
5.6 The organisation of the technical field and individual problems of
construction and technology.
The limits and the organisation of the fields of activity that are con-
trolled by the technical "Head'.
In all shipyards, the Head Engineer is the first deputy to the 11anagor.
He has a deputy for technology and a deputy for metallurgy. In addition the
Chief mechanic;
Head of the Power Plant;
ffioe;
r building projects;
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There was no clear division of authority in thkADMIRALTY whipyard and
in the BALTIC Shipyard in LENINGRAD between theIRM Engineer and the
Production Road. For instance, in the ADMIRALTY Shipyard, the Production
Head controlled the production workshops.
In the NOSSENKO Shipyard in NIKOLAYEV and in the CHERSON Shipyard, the
organisation wee oloarcut - the workshops being controlled by the Jim-
Engineer. In neither of these two shipyards was there a separate id10
of.Produotio ins ad his duties were carried out by the Head of the
Central ? Responsibility for the checking of the
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quality of the work rested on the Works Manegor. The responsibility for
technical checking was planed on the Technical Head in the NOSSENKO
Shipyard: in the others this responsibility fell on the Works Manager.
(.It is recommonded that as far as the technical field is concornod,
the SDR should follow the pattern of the NOSSENKO Shipyard.
Technical oauipment in the shipyards.
It was noteworthy that all innovations, whether of now tools or
new methods of work, were to be found simultaneously in all the ship-
yards. This can be explained by the fact that now methods are not dovol-
oped in the Institute for. Toohnolo y in LENINGRAD. Hero they are tested
until they are ready to be generally introduced.
In the ADMIRALTY Shipyard and in the BALTIC Shipyard, the optical
method of tracing was used. It must however also be stated that parallel
to this system, ships were being built after having boon drawn and laid
out completely in dra?:rin;; lofts.
In reply to a question at the ADMIRALTY Shipyard as to the dato at
which one could ox-ppect the optical system to replace completely the dr?r.?-
ing left system, vie received an evasive answer. They said, possibly 1959.
They have the same problem as ourselves, namely that the drawing loft is
needed for frame desi;,ms and for the box framework in the production of
the hull.
As long as the optical method cannot ba used to replace completely
the drawing loft method, it cannot be considered economical.
On almost all the shipyards, use was made - but only to a limited
do.ree - of optical gas-cutting. At each shipyard an optical gas cutter
was available which worked on patterns of a 1:10 scale. The equipment
and the drawings were kept in an air-conditioned room so that the drawings
did not waxy: and the hcto-electrical procedure was not affected. The
optical gas cutter did not cope with more than l0-15f of the total gas
cutting. A final decision cannot yet be given as to whether the optical
method of as cutting or the use of a cutting pattern in the ratio 1:1
is the more economical.
The optical cutting,; method is, however, definitely recommended for
use in the&DDR shipyards.
The working, of plates, i.e. the cuttin; and forming of plates, was
carried out in all shipyards with the same equipment as we use in the1 DR.
roe~Q,n
We should mention that shipbuildin ,press s in use in the Soviet
Union are bettor than those in the DDR. They were modern machines of
English manufacture. A now arrival from the Institute for Technology
was a machine to bond plates, working on the principle of smoothing
(Prinzip der Glatte). This machine is particularly useful for-ahapin";
plates which have to be shaped on all sides - it can, however, be used
only for shoot metal up to a thickness of 12 mm. For the production of
flat sections, all shipyards used the magnetic holding device that has
recently ;;oen developed by the Institute of Teohnology - those devices
were available in large numbers and we strongly recommend their use in
the6PDR shipyards.
The production of walls of light construction was interesting.
These were provided with longitudinal bending, even for the outer walls.
They were not, however, to be found in all types of ship. 25X1
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In addition, all shipyards contained an automatic welding . in 2 5X1
the assembly area for the production of "T"-shaped supports. About 150 m
were produced with this machine per shift and metal from 16-20 mm thick
could be handled by the machine without the edges being bovellod. This
machine can also be recommended for large DDR shipyards where many "T"-
shaped supports have.to be made. All joinings along the flat sections
were welded together in the shipyards with the automatic welding machine,
that is already known to us. For fillet welding, use was made of automatic welding machines, as is also the case in thcSPDR.
An automatic welding machine was used on the slipway for the welding
of vartical joints.
Particularly good production methods and appliances woro used in the
manufaoturo of pipes. The bending of pipes is effected up to about 70% on
the pipe bending machine without the pipes being filled. As a rule, each
shipyard had two types of bending machine for steel pipes - one for pipes
up to 400 mm in diameter (pipes up to 515 mm in diameter have already been
bent on this machine) and a smaller one for pipes up to 200 mm in diameter.
These machines work on the same principle as those that we employ.
Automatic machines were also available for the production of ?oppex
pipes.
In this department there was also another machine which was used to
make incisions and flanges in copper pipes. Coiled. or spiral pipes were
welded on a butt welding machine. Pipes wore warmed only with-an eleotric
heating oven which works on high frequency. The production of folding pipes
(Faltrohr) is also carried out with high frequency heating. It needed 2.5
minutes for a fold to be produced in a pipe of 325 mm in diameter and 9 mm
in thickness.
Pipe flanges were almost entirely welded with either fully automatic
or half automatic machines.
Special turning devices had been developed whioh were driven either
by machine or by hand. It was also particularly interesting that in the
.? Aeries production of ships the shape of the pipe was not made by having a
pattern but by using a projection device. This device was not, However,
ine if it is
t d
t
d
erm
e
no
v N in use in all shipyards and the delegation coul
economical or not.
`C Y It is strongly recommended that the type of pipe bending machine and
a the heating installations that are used in the Soviet Union should be 41 brought into use in the DDR shipyards. All these machines are of Russia*
ej manufacture and can therefore be obtained
20
'Js.~ pews; '/~'
n With the exception of fishing; ands ships produced at NOSSENKO
Shipyard in NIKOLAYEV and of the tankers and freighters being produced at
a KiERSON, all production methods in the Soviet shipyards are the same as
those used in the DDR. /w~.n
The technical equipment of the slipways is moved by cranes.
1r~
`
y o Automatic welding ~~~~~a~ d in about 80% of the construction of see-
. .~ tions. In the welding ~i~fi"at the ADMIRALTY Shipyard at LENINGRAD and L
?Q C~
also in the BALTIC Shipyard there were central installations ~.?w,~~
.mob A. rob-16 welding . The automatic machines had a pneumatic device
,C t!_r which removed welding powdc~~/D/rlfS
A special workshop area was allotted in the NOSSENKO Shipyard at
NIKOLAYEV for conveyor-line assembly methods to be used in the construo-
W v ~? .tion of fish; and Mfto= ships. The area in which the ships are con-
i
t
"
"
ve opera
progress
ions
struoted is laid out according to the principle of
fi
i
,a
ts l
C ~. .OSSIpP-~ _
arrives at the nlann where it is
th
t th
ago
n
s
ar
e
a
e
V
tj ti) f needed at the right time. Superfluous transport is mot seen at this ship-
ard
y
. K
Similar methods are used in the shipyard at 4HERSON for 10,000 ton
freighters and tankers. The first tanker was delivered in 1954; since that
time 15 tankers have been built.
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A final decision as to whether this method is economical in large
scale shipbuilding is not yet possible. According to the director of
th
CH
e
ERSON yard, a final judgment would be possible in 1960.
Organisation of Quality Control.
Quality control is the responsibility in all shipyards of th
a
d
Y
r
manager. For every 40.workers engaged in production, it is estim-
ated that one controller is needed. The testing and dept
at the N083ENKO
Shipyard is under the control of the yard manager.
We have no recommendations to make in this connection for changes
to be made in the control system in the DDR.
Compiling of documentation.
The scope of documentation)in the Kviet anion is the same as in the
d
k
nd do
s
is un
er i a
en uy he
~?" V
department called the a
department.
The use of different types of steel for ehipbuild~
The use of corrosion-resistant steel, e. g. for propellers.
tl particular type of Steel, Type 09G2, has been developed for ship-
building. It is already being used in the construetion.of tankers, whaling
supply vessels and whaling ships. From 1958 onwards only this typo of
steel will be prescribed.
The steel is easily welded, carbon uontent 0.12%, manganese 1.5%,
yield point 30 kg/mm2. The steel is shaped when cold.
A "Nirosta" steel has boon developed for steel propellers and is des-
ignated lH 14ND. These propellers are being produced at the BALTIC Ship-
yard. The entire propeller is not moulded in one piece but is so made that
the blades of the propeller can be screwed on.
Use of light metal.
At the shipyards that were visited by the delegation, virtually no
light metal at all was in use.
Use of plastics.
In the Institute for Technology, a special department was engaged in
the development of plastics and in the study of their uses. The amount of
plastic at present being used in ships under construction was too small to
be worthy of note. The types of plastic used in the Institute are also
known in the DDR.
Normal materials used for insulating ships' holds, particularly in fishing
vessels.
In general, EXPANSIT (a pressed cork product) is used but we do not
recommend it as it is easily inflammable. In addition, mineral felt was
used.
In the Institute, a now insulating material is being developed that
is completely fireproof. Components are mica and asbestos fibre. This
material is, however, very heavy and has a poor coefficient of thermal
conductivity. Otherwise, materials that are known to us, such as VINOFLEX
and PIATHERM, are used. For inner rooms, spun-glass plates are used. A
plate made from wool waste plus 15% wood fibre and impregnated against
insects is used on some ships of the inland float.
System of technological preparation of production. The shipyard also receives from the Central at
the same time as the project, the technological requirements. These are
studied at the shipyard, taking into consideration the number of ships to
be built. The technological project contains the division into suctions,
instructions for the technological processes as well as the production
The technological project also contains the
GMW the construc-
tion. It is broken down into its various sections and gives the coat
for the materials to be used, including the wages to be paid. To these 25X1
clrd".r%r?r
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are then added the cost of the individual machines, general ahlPyard cost
cost of foreign products, special costa, risk and profit.
Wages indoxt 3?roubles por man and hour + general Costs v 201A.
In accordance with the technological project, typical grouvplans are drawn 25X1
up in the shipyard by the Head Technological Section as in tho63DR to doal
with specific methods of working and with the necessary working instructions.
The shipyard receives:
a the technological plena;
b working instructions;
o the norms of material to be used;
d drawings for special tools.
In general, they consider that one technologist is necessary for every 50
production workers.
The type of plans used are similar to those used in the DDR.
The amount of hand and automatic welding.
The proportion of automatic welding in the construction of ship's
secttoiw is o0% and goes down as low as 20% (for example, at th3 shipyard
of the "61 KOMMUNARDEN" in NIKOLAYEV, where whale-catohera are produced).
Methods for the construction of sections.
In the main, most work is carried out using flat sections; use is
made of vol?.ime sections entirely in the construction of fishing and factory
ships and partially in the production of whale catchers - but the sections
are not completely assembled.
A separation is made on the slipway between the "island" and the'pyra-
mid" methods. In the "island" method, the assembly is begun on the slipway
at three separate points - forward, aft and - and work goes on
equally at all of them. In the "pyramid" method, work begins amidships and
proceeds from there fore and aft. ~i-do.
Extent of building equipment.
In general, the same appliances are used as in the shipyards in the DDR.
Innovations such as the magnetic holding device have already been mentioned
above. The apparatus in use for the construction of ship's sootion$ a-r--&,o
decidedly more simple and primitive than those in the DDit.
~at 414
u
Lt the NOSSENKO shipyard they were engaged in developing a universal
appliance for docks. This consisted of a normal base or substructure and
many adjustable spindles, so that it could be adjusted for
In the mechanical workshops, an original device was used which consisted
of 5000 separate parts. The existence of this equipment made it possible to
execute prociso single part production which would otherwise only have been
possible by using a Ji
Methods in use to protect the 1~ surfaces.
In general, Aethenol paint EKA 15 was used. 71f~. this paint ate. can //
l
e.eTff~e- temperatures down to minus 20?. Instead of red lead, .iwarevoc6e,-
minium is added as pigment. In the Institute for Technology, work is going
on for the development of new varnishes. A white emulsion varnish that is
soluble in water is being developed. This has the advantage that it can be
sprayed on, oven in enclosed rooms, without the workmen having to wear a
mask. In addition, the Institute was working on the development of a thormo
plastic paint for under-water purposes. The paints that are produced in the
&-DDR, particularly the under-wator parts, are rejected by the Institute. We
were shown examples of tests which proved clearly that our paints did not
fulfil their aims. It is strcngly recommended that the German paint industry
gets in touch with the LENINGRAD Institute and compares experiences with the
Russians.
Methods used for de-soaUng and de-zuatingr
De-rusting, as in the(jDR, is carried out both by machinery and by hand.
Beaters and brushes are used (all driven by compressed air). There are no
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31 . 1' y ar V ALJ-L i
new gadgets in use in the,Sovi'et Union - all the equipment that
is'known in the DDR.
Two methods are uy~od r do-scaling: Ca.
5hO t
(a) the steo1 ) method, known in the CDR, and
(b)'the chemical ,method.
Stool'~2 Spocia /L.a have been develored in the Soviot Union
which are said to last for 170 hours. G
The type of machine used corresponds to the kind used in the ?DR.
The chemical method is used on the BALTIC shipyard, the ADMIRALTY ship-
yard and the shipyard of the "61 KOMMUNARDEN". The plates are first
dipped in a bath containing 2 el. muriatic acid solution to which has boon
added (to speed up the process!) a 5% KS solution. As a rule, 4-8 plates
are put in one bath. The time for the reaction to take place is 1* hrs,
with k* hrs for steel alloys. Than the plates are sprayed with a 5% soda
solution. This is followed by washing the plates in a bath containing 19%
alcohol and 24% phosporic acid. Finally, the plates are dipped in a phos-
phate bath.
The waste water from the do-scaling installation is not doalt~r with or
neutralised in any partict'lar way but is drained away into the and-AM&
the harbour basin.
This chemical method of de-scaling is particularly recommended for use
in the DDR shipyards.
5.7 Production matters.
Or;7anisation of the Production process.
With the exception of the shipyard in CHERSON, all the shipyards are basic-
ally major shipyards and are laid ovt in a manner that fits in with the way
the production processes are ord.;anised.
Production is contrL.lldd through an office that deals with effective
planning, gives orders for the execution of the work and fixes the date at
which the work must be completed. (Dispatcher office).
The production management is immediately subordinate to the Technical
Director. It is to be noticed that the duties of the technical director are
as a result of this given a different slant, since constructional and tech-
nological details for new typos of ships that are to be produced come from
central offices.
The organisation of the production plarts resolves itself in the main
into the following two spheres:
N (a) the construction of the ships themselves;
b the completing or finishing of ships.
Concerns with special tasks had cdrresponding additional spheres of produc-
tion. For examples
Firms producing engines dealt also with:
Production of i,135
Mechanical workshop; S i ? o 7 ~~
Boiler works and propeller f
(Mass production is mainly carried out in these workshops).
Inspection is the responsibility
as is also the
control of tests.
The shipbuilding division consists ofs
Cutting; a7I1a& . S,* %
Construction of ship's sections :sing and MM96
automatic welding;
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bELA1
The "finishing" division cons s s c :
Production of pipes;
Electrical assembly;
Carpentry (furniture and assembly of anything
to do with carpentry);
Production of onginos (on land).
The division dealing with the construction of engines (on board).
The term "machinist" is unknown in the shipyards and this typo of
personnel is provided by the customer.
The department for "special work" deals with:
Painters;
"Insulation" workers;
Soaffold )a. IdoiSj
Tackled h A,441e r$
(Responsible for all transport2 within the various concerns).
c4 cwvi ed
This department is so in some shipyards that pcssiblo
bottle-pocks at the place of work can be avoided by changes within the
department.
The production departments, in strengths varying from 70-450 -
according to the type of production - are directed by a works engineer
as Head of Department.
Foremen control groups of 20-30 workman and a proportion of them
are qualified engineers
adds" are when complicated work has got to be
"Brig
carried out, e.g. construction of sections. In this .ase thorn is a con-
tract giving value and time allowed for the entire job plus a contract
for the welding for entire job. "Brigade" strength is 10-12 mon.
D
40-50 production workers on each shipyard.
Quality control - from experience: 1 controller for 40-45 workers.
The foreman's office, in which the technologist and the workshop
area.
clerk are to be found, is in the sheds immediately by the production
Skilled workers do not in many cases only have two professions but
often two additional professions (shipbuilder, welder, carpenter.)
Personnel structure:
Production workers 74%
Engineer and technical staff 16%
Other personnel 9.51
Apprentices 0.5%. eo Ci fy D/CM ~~'D )
Shifts: Work is organised on a 2-shift basi00 P,
airs.
44- of the entire working time is allowed for running repairs.
Weather conditions are not considered in the plan.
Shifts are organised as follows:
senior technologist with technologists.
Experience has shown that it is best to have one technologist for
?5% - 1 shift
icol_ _ 7 ahift ie/J2 /
- 3 shift
..a bottlenecks
In the main the building industry, with for exceptions, is organised
without shift work. Only bottle-necks are dealt with on the 2 or 3 shift
system.
Piecework:
(a) The proportion of pieceworkers is 60-65`x. The average fulfifient of
norms is 170J.
(b) A new system of pieceworkers has been tried in the ADMIRALTY shipyard
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8 wage groups have been formed in this concern.
The coefficient of Group 1 & 8 is 2.8
The proportion of pieceworkers has been reduced to 35%? 25X1
By setting realistic norms, the average norm fulfilment is 120%.
Piecework has only been retained when an effective system of assessing
the work is possible. At the same time norms, which were technically
calculated, wore introduced and are operated without additional payment.
Basic payment was increased by 40%.
Piecework is being used in the following departments for similar work
proceesoss
Adjustment department (partially);
Welding department;
Section construction department;
Mechanical workshop.
For the remaining workshops enga?ed in production, a type of premium
payment is in use. Here the fulfilment of the plan of the department or
of a smaller unit is taken according to the key of the plan as a basis
for evaluation.
A basic condition is the preparation of the task for each day's work.
The calculation for the payment of the promiums takes place daily.
Premiums are laid down specially for each group or profobsional
sphere. For example, burners receive 20% of their basic wage as a premium
when the plan is fulfilled.
If the entire department or professional sphere over-fulfils its
plan, then it receives a special premium at the end of the month. The cal-
culation is based on the fact that the terminal date for finishing the plan,
the labour plan, the finance plan and the lowering of factory costs must
all be realised. If a task is not fulfilled, reductions are made.
For every percent that the plan is over-fulfilled, the department and
the people responsible receive a 2% premium. The premium is aid out of
the wages fund. The basis for planning is basic pay plus 20?)
The result of this chant,-e was a significant increase in productivity.
This method is at present being tried in 15 works.
Planning and control of the processes of production,
Planning is worked out on a yearly basis for the entire works by the
"production-economic department". The production management works out the
organisation of the production processes for the spheres and departments
dealing with production in quarterly and monthly tasks.
Operative monthly planning.
The 25th day of every month is the day on which the preparations
are reviewed for the following month's production.
The orders from the Quarterly Plan together with amendments are for-
warded by the Production management to the yard or factory two days be-
forehand. The foremen then divide up the first ten days' work between
the brigades and/or teams.
The availability of the necessary supplies is chocked and any sug-
gested alterations for the entire month's work are submitted to the Pro-
duction management.
The division of work for the second and third ton days of the month
is.oarried out independently by the foremen.
This plan is agreed by the Works Management on the first day of the
month. When the quarterly plan is approved, the first month in the quarter
in automatically approved at the same time.
The technological plan is so constituted that the time to be taken,
the rate, the technological starting time and finishing time can be worked
out for the different specialist jobs and processes.
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Thus a 10,000 ton tanker is shewn as having 2,300 "building groups".
The "Dispatcher Dept" controls production in accordance with the main
time-table schedule plan and the dates laid down in the Operative Plans.
The work of all departments is thus controlled, including that of the
department dealing with the preparation of production in accordance with
the following faotorss
a the completion date;
b percentage fulfilment of monthly production quota;
o fulfilment of the works plan.
The fulfilment graph of the main sections of the works is kept in the
Works Manager's office and is kept up to date by the "Dispatcher" so that
the Works Management is at all times in a position to put right any devia-
tions from the plan.
The Production Management, including the "Dispatcher" in an undertaking
with a production turnover equal to that of the WARNOWWERFT but producing
4 times the number of typos of ships, is composed in the following manners
11 members of Production Preparation and Planning Depts;
6 members of "Dispatcher" Dept, including 3 duty engineers.
At the same time the Production Management sees to the planning of the pro-
curement of stores and equipment and to the delivery of articles produced
in the time scheduled.
I
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The Quarterly Plan.
As already mentioned, this is entirely the responsibility of the
Production Management. An exception to this rule is -co be found at the
CHERSON Shipyard, where all planning is done by the Planning Dept. The
Construction Manager takes the place of the Production Manager, as only
one type of ship is produced over a relatively long period.
Planning is conducted in such a manner that one month before the
beginning of the Quarter, the departments share out the various tasks to
be done. These tasks are then discussed in the department and are divided
up amongst the brigades and groups.
This distribution of work is then submitted back to the Production
Management where it is approved and 5 days before the beginning of the
Quarter, the targets and method of fulfilling them are reported to the
Works Management. The Works Management issues its orders and approves the
plan. This plan is binding on all departments of the works, including the
departments for Construction and Supply of Materials.
The fulfilment of the Finance Plan is worked out at the beginning of
the year for the whole year by the Commercial Dept. The Production Manage-
ment has to see to it that the economic targets are reached.
Composition of Quarterly Plan.
Job numbers and target dates;
allotment of hours;
payment units for the establishment of values and target dates;
dates for having material and equipment available.
Assurance of supplies of mass produced parts. ~ 44 For all new types of ships to be constructed, the Central Fin
Bureau lays down for the various mass production works involved, instructions
which will ensure the availability of spa rt where and when they ar
needed. At the same time, the Central bureau supervises tho
carrying out of these integrated instructions as well as supervising selec-
tion of types of parts and standardisation.
The classification and standardisation work designed to improve intoira-
tion is carried out by a separate department. in the Central ~^r 4_Aa. ~
Bureau.
The planning of integration is so arranged that in May of the current
year the entire production plan, including the integration plan, is submitted
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to the Ministry. The order for deliveries of spare parts has by then al-25X1
ready boon received by the suppliers. In cases whore technical questions
have not yet been cleared, an application is made for booking the produc-
tion capacity of the supplier factory.
The Ministry chocks the delivery dates and the delivery capacity of
the suppliers industry. When the plan is communicated to the shipyard,
the Ministry has already confirmed that the production capacity at the
supplier works is available. This is in about September. The next step
is that a contractual agreement is drawn up between the shipyard and the
supplier works, laying down the target dates stipulated in the plan.
In the USSR shipbuilding industry, there are no agreements comparable
to those laid down by practice in the DDR. When things go wrong, the cause
of the trouble is investigated. If the supplier is found to be at fault,
then he must bear the cost of repair, oven if the fault is discovered over
a year after delivery.
5.8 Finance accounting.
During the course of the delegation's tour, accounting could not be
dealt with in sufficient detail.
The expressed intention of carrying out a comprehensive study of
accounting at Soviet shipyards could not be realised.
Reasons.
(a) The composition of the delegation was such that a far mater interest
was taken in technical matters; as a result, insufficient time was
loft for a thorough study of accounting.
(b) The places visited were not prepared for dealing with questions on
methods of account. Only in LENINGRAD was it found possible, when
paying a second visit to the two shipyards, to put a few superficial
questions.
Organisation of accounting.
During the tour, no opportunity was found for getting to knot, the
organisation of accounting, the applied methods or the extent of mechanisa-
tion. Shy O~
Only in one shipyard (NOSSENKOVINOW in NIKOLAYEV), a five minute
inspection of the "HOLLERITH" machine was possible. When asked for a copy
of a used and an unused form, verbal agreement was given that we should
have them but, in fact, we never did receive any. In no shipyard were
details disclcsed of the composition and strength of the Accounting Depts.
From what we were told we gathered that the bookkeeping departments, in
some cases, work manually; in certain shipyards are entirely mochanised
and in the biggest shipyards "HOLLERITH" machines are installed.
The structure of the Accounting Depts was much as we had imagined it
to be; at most, only 3 departments were named, as follows:
4i a%l1
Finance Bookkeeping (includes accounting);
Wages Bookkeeping;
Materials Bookkeepinu.;.
The departments are centralised in the majority of cases. Only the Wages
B okk npt is docentralised
cy~.
C/ accoEunt"ing.
Only ato?rle h yard ~2 Wd possible to talk about evaluation
of inventory ~~~p b : it was not possible to discuss in
detail. In general, a permanent inventor iissproforred to a yearly one.
Materials bookkeeping. J?___~!ndtSfmt~fs
This is not coupled with material allocation. On the whole, the
organisation of this department was as we had imagined it to be.
Wages bookkeeping.
The system of Brigade in use in certain $DR shipyards
until 1955 was found to ham. i.. all .q''n.,in+ t,t,,,,e,.ae
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This leads to the conclusion that in Soviet shipyards, an once -
sated form of wage accounting for brigades and work collectives is pro- 25X1
ferred, despite its inherent disadvantages.
It would be wrong to conclude that the system in use in DDR shipyards
whereby payment is made on the principle of direct compensation for the
individual.'s effort, should be condemned.
In general, the principle is followed that both works instructions
and administrative activity should be reduced to an absolute minimum.
Naturally, in this connection, signs of uniformity cannot be avoided,
even if the value of the work carried out in the distribution of tot^1
wages is set against the individual workers of each works' contract.
A partial difference has appeared in the experimental section of the
ADMIRALTY Yard in that piecework is only allowed on jobs for which purply
technical working norms can be set.
Experiences gained at the ADMIRALTY Yard mon t their being carried out
at a later date in the &DR, insofar as they concern payments for time wages
and piecework.
Cost accounting.
Planned cost accounting as laid down in Article 25 of the DFW is not
applied. The laying-out of planning costs is not done by the bookkeeping
department but with the help of the accounting system of the planning-
economy department.
A register of planning failures is kept and their effects are oxanined
later. Evaluation is also conducted by the planning-economy department.
A Works account as known to us does not exist. The organisation of
the method of calculation was made known to the delegation as follows:
Direct costs; materials; wages; Works costs; miscellaneous costs; special posts.
Evaluation of the results of the acoounting system.
Each month the accounting committee of the works meets under the chair-
manship of the shipyard director and scrutinises the state of the fulfilment
of the plan in each of its separate parts.
Apart from this meeting of the accounting committee, detailed assess-
ments are only carried out in various departments when individual parts of
the finance plan have been exceeded.
The method of presenting accounts from the lower levels of the yard
upwards, as is practised in the DDR, was not in evidence. Particular checks
of the non-producing departments only take place when the planned amounts
for the department concerned have been exceeded.
Finance Plan.
Only vary general information could be obtained on the budgetary plan.
The conversation was limited to settlement days and turnover statistics.
Long term single part production.
The principle that was employed in the former SAG'(also at NEPTUNWERFT)
of calculating long-term single part production is also practised at the
present time in Soviet shipyards. The technical production position, ex-
pressed in production percentage in relation to the hours of labour used,
is estimated and compared with the previously ceculated basic value.
A re-introduction of this system into the VUR is not recommended.
The factors concerning imprecision are very considerable and can be
the cause of grave mistakes in balancing the accounts.
It is noteworthy that the discounting of products, which count as
long-term single part production, ensues after 86 manufacturing sta es.
The smallest stage is about 1/2%, the largest about 6%.
No clear picture could be obtained of the methods of financing pro-
jects which are represented in long-term single part production because on
the one hand, every building stage is discounted and, on the other hand, 25X1
the customer is only debited at the time when he takes over the ship.
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btU~E_F .1
Probably they adopt the method of claiming credits from the appropriate
branch of the bank. 25X1
In all shipyards in the Soviet Union, the "rualisation" principle is
adopted, i.e. the sales price of goods that are delivered only appears in
the bookkeeping department at the time when money is received at the bank.
Day Book order system.
The day-book order method was used in none of the shipyards. In general
this method was considered to be a retrograde stop - probably because it is
only known in the manual form.
The way individual questiors on accountancy are treated and above all
the possibilities which were provided for an exchange of experiences in this
specialist field, may be the reason for which it is impossible for one to
speak of really now knowledge.
The pieces of information that we have collected, of which only brief
mention can be made, have made possible certain comparisons with the dovol-
opmont of accountancy in the DDR shipyards and have confirmed that the way
that is have followed is the right one.
5.9 Specific questions of machine construction
The explanation of basic points in the construction of Diesel en;inos
did not show anything now to the *DR. It was ascertained that to date engine
development in the USSR has been based only to a small extent on a standard
type and it is not possible for their basic types to be put to various uses.
A possibility to speed up production is thus lost although present production
figures are normal.
The engines made in the "RUSKI-DIESEL" Works in LENINGRAD do not give
the impression of being especially advanced in their construction. Thu faster
running onginoc made by the DIESEL Engine Works in CHARKOV, which were soon
at some shipyards, show a higher standard. Amongst them should be noted a
two-stroke opposed piston ongino with 10 cylinders and 2 crankshafts for the
Diesel and electrical poworin; of ships. This engine produces 1000 h1: nt
600 revs/nin. The drawback of 20 pistons and working parts to each on?ir.z;
is itself taken into consideration in the powering of the ship.
Other advancements (that is, technological methods not known in the DER)
were not notic:.able in the construction of Diesel engines, except for the
production of a cast iron crankshaft. It seems that the USSR has had mero
success than the DDR in the use of Keramic plates for precision work.
by welding has not been adopted.
The production of essential .engine-part?
The foundries use in the main- tt A~ aWifb? o$ the production of high quality Mae
cast iron and with induction,%a- for the smelting of mixed metals. The
handling of materials in a pre-heated state occurs with great frequency. To
e noted a e use o method used in the production of precision
casti-1 in quantity, which is used in numerous shipyards.
The examination of completed parts by X-ray (or using radio-active
Isot.cpes) is known but is hardly used. (When used, this method is used in
the main for the examination of crankshafts). The lack of protection against
rays is thus not felt so much as in the DR.
Every engine is subjected to examination on a test bench. The typo of
examination, the time taken for running-in and the sphere of measurements
taken are approximately the same as in the DDR. In the case of installations
with more than one engine and gearbox, the engines are tested singly. The
gearbox is merely subjected to "running-in" without a load.
The use of crankshafts made from modified cast-iron is being controlled
in the USSR. The fitting of such crankshafts into ships' engines is at
present only in the trial t or the manufacture of this typo of
crankshaft (by magnesium ~a)the foundry at the "RUSKI-DIESEL" Works
has been fitted out temporarily.,& The method of production and works' oxpur-
ience will be made known to the *DR through TWZ channels.
`F lubricating
material to the bronze bearing of th? nonnectin?-rod head.
The removable lower head of V-0 connecting rod, wit z wh:i.te metal
outlet, is completed in two parts= as a ateel cwaging piece. without bearing
brasses.
For leading the starting-air tanks, the cover of :;1( scavenge-
pump is provided with a compressor., the power of which suffices for filing
a tank of 400 litres content within. in hour, by a pressure of 30 k3/0m .
The compressor hag an automatic swic:;nin,;-off device, which operates on
reaching 30 kg/cm .
The direct-acting, single-?sc?age. centrifugal foroe-governor is at
the end of the cam-shaft on the dri v-i.n.; side.
In the case of stationary er:gi.ues for generator driving, the
governor guarantees - independent of the burden carried by the engine - a
non-varying number of revolutions of 300 Revs/min. Through the medium of
the governor, the parallel running of several similar type Diesel generators,
by alternating load, is possible.
In the case of ships' engines for direct screw-drive, the only
effect of the governor, is to limit the maximum number of revolutions.
Changes in the number of revolutions are here effected by varying the fuel
feed. Starting, stopping, operating and reversing of the ships' engines
is effected from the steering-stand at the front of the scavenge pump.
The manometer chart is above the steering-stand, at the front of
the engine. The number of revolutions of the crank-shaft is controlled
by means of a tachometer, situated at the front of the engine near the
steering platform.
A pyrometer is supplied with each engine, for measuring the
exhaust-temperature of each oylinder.
Hand-turning gear with detachable lover, is used for the turning
over of the crank shaft.
A complete engine delivery includes compressed-air vessels, a set
of spare parts, and special tools and appliances for dismantling and
assembling the engine in a workshop.
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Stationary engines are equipped with exhaust dampers and fuel
tanks, together with anchor bolts xc ' aeouring the engine to its base.
If specially ordered, end;:.,+:s can be equipped with measuring
appliances (mechanical indicators nx,ci. 'Pi-meters') for controlling the
running of the engine.
The standard models of stationary engines (6 D 30/50 and
4 D 30/50) are delivered with alternating-current generators.
Features of the engine 6 D 30/50 with Generator.
Type of generator . . . . . . . . . . . . . . . . ... MSD 32; . ^/20
Capacity of generator . . . . . . . . . . . . . . . . 400 kw
voltage . . . . . . . . . . . . . . . . . . . 6000/3000. 400/230,
)o v
Total of flywhe2l (centrifugal) moment
of the unit GD . . . . . . . . . . . . . . . . 3608 ti
Degree of irregularity . . . . . . . . . . . . . . . 1/213
F ywheel (cenArifujal) moment of the 2
generator GD . . . . . . . . . . . . . . . . . . 3000 kgm
Features of engine 4 D 30/50 with generator.
Type of generator . . . . . . . . . . . . . . . . . MSI: ".22-6;n
Capacity of generator . . . . . . . . . . . . . . . . 270--'-::z
Voltage . . . . . . . . . . . . ? . . . . . . . . 400/2' ; .
Total centrifugal moment GD2. . . . . . . . . . . . 44:1-
3ergreo of irregularity . . . . . . . . . . . . . .
Centrifugal moment of the Generator . . . . . . 3900 '~.gm2
In one of the standard `.ype:x. -:.he engine 4 D 30,%5!: -,aith alternatin;;-
current generatoi~ is erected on ;;peg?C.l engine frame (bec'_
Diesel driven generator DR:\ of the firm RUSSKI-D.T.ESEL,
LENIN ;}~',:0.,
The diesel driven generator ':(?A 1 consists of 2 engines of the
type 8 DR 43/61, a gear drive with hyd.~-:i~'_ie clutch of type 2G3-222 and a
central control stand.
The diesel driven generator is built to serve as the main engine
installation of ships, and is only intended to drive the propellor shaft.
The nominal output is 3800 HP at 84 revs per min. The engines
8 DR 43/61 each with an output of 2000 HP at 250 revs per min. are directly
reversible.
The gear drive type 2G3-222 is a one stage double reducing drive
with fluid clutch and built in main thrust bearing to take a propeller
thrust of up to 60 tons.
The engines work on inferior quality petroleum GOST 1666-51 or
GOST 1519-42.
The diesel driven generator is delivered complete with auxiliary
mechanism such as electric pumps for oil and water, filters for oil and
fuel, oil cooler, air cylinders for the starter and exhaust damper.
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A. Generator DRA 1.
1) Nominal output on the flange for the prope]lor shaft... 38
2) Propellor shaft revs. with nominal output ............. 84 per min.
3) Turning direction of the propellor shaft when seen from the 25X1
roar ........ right (clockwise for nourse 'ahead').
4) Time needed to reverse the propellor shaft with the engines
a) with the hydraulic clutch engaged (for
slow and middle speeds) ...................... max. 15 sec.
b) . with the hydraulic clutch disergegcd,
reversing the engines in neutral and
subsequent engaging of the hydraulic clutch... i-F!:::;0 sec.
5) To reverse the propellor shaft with the help of the hydraulic
clutch, time needed ................................ max 25 sec-
6) The generator has no governor speed range from 90-258 revs. per min.
7) Weight of the generator:
a) without panels and without :auxiliary mechanism. 169 tons.
b) without water and oil .................... ... 177'tons.
c) complete for delivery (w- th'all auxiliary
equipment, spare part: :::.:] tools).............. --_s9 tons.
8) Overall measurements (without cc,i.~ol stand)s
a) length . . . . . . . . 13471 mm
b) breadth . . . . . . . . . . . . . . . . . . . 5930 mm
c) height . . . . . . . . . . . . . . . . . . . . .1018 mm.
R. Diesel Motor 8 DR 43/61.
13)
14)
15)
Nominal output (duration perfcr.:.r~noe without time limit) 2000 HP
Revolutions for nominal load . . . . . . . . . . . . . . 250 rev3/min.
Max. output (up to 1 hour). . . . . . . . . . . . . . 2200 HP
Revs. for max. output . . . . . . . . . . . . . . . . . 258 revs/min.
Number of cylinders . . . . . . . . . . . . . . . . . . 8
Cylinder bore . . . . . . . . . . . . . . . . . . . . . 430 mm
Piston stroke . . . . . . . . . . . . . . . . . . . . . 610 mm
.Average piston Speed . . . . . . . . . . . . . . . . . . 5.1 m/sec.
Average effective pressure for nominal output . . . . . 5.1 kg/cm2.
Compression (minimum) . . . . . . . . . . . . . . . . . 36 kg/cm .
Spark pressure with nominal output . . . . . . . . . . . .62 kg/cm2.
Exhaust temperature with nominal outputs
a) behind the cylinder
middle naluo . . . . . . . . . . . . . ... 280?C
max. value . . . . . . . . . . . . . . . . . 285?C
b) in the exhaust collecting pipe . . . . . . . . . 310?C
Flushing air pressure with nominal output . . . . . . . 0.2 kg/cm
Specific fuel consumption at nominal output (related
to 10.000 WE/k;) . . . . . . . . . . . . . . . . max 180 g/PSch
Lubricant consumption (circulating oil and cylinder
oil) ... . nV'%/+ss %rT ? . max 10 kg/hour
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16) Minimum pressure to start the engine when warm . . .
12 kg/om2
17) Oscillating moment of the engine with the
primary part of the hydraulic clutch . . .
. . .
9352 kgm2
18) Coefficient of irregularity of the engine (with
primary part of the hydraulic clutch) . . . . . .
1/276
19) Free force of the rotating masses . . . . . . . . .
0 kg.
20) Fro,., moment of the rotating masses . . . . . . . . .
2980 mkg
21) Free force, first order of the oscillating masses .
0 kg.
22) Frtje moment, first order of the oscillating masses .
9117 kg.
23) Freo force, 2nd order of the oscillating masses . .
0 kg.
24) Free moment, 2nd order of the oscillating masses . .
10517 kg.
25) Weight of the engines (without iron foundation
and auxiliary mochanism)t
a) less filling . . . . . . . . . . . . . .
62 tons
b) with water and oil . . . . . . . . . . .
64.2 tons.
26)' Weight of the heaviest part (cylinder block with
inset bushes) . . . . . . . . . . . . . . . .
11 tons.
27) Main dimensions of the engine,
a) length . . . . . . . . . . . . . . . . .
9471 mm
b) hoight . . . . . . . . . . . . . . ...
3638 mm
o) breadth . . . . . . . . . . . . . . . . .
2330 mm
C. Hydraulic Gear Drive 2G3-222.
1) Active diameter of the hydraulic clutch. . . . . . .
2220 mm
2) Slipping of the hydraulic clutch . . . . . . . . . .
3%
3) Pitch circle diameter of the pinion . . . . . . . .
789.816 mm
4) Pitch circle iiemotor of the large gear . . . . . .
2300.166 mm
5) Gear ratio in the gears, . . . . . . . . . . . . . .
1/2.91
6) Pormissablo propellor stress . . . . . . . . . . . .
60 tons.
7) Total efficiency of the ;cars . . . . . . . . . . .
95%
8) Weights
a) loss filling . . . . . . . . . . . . .
45 tons.
b) oil for the hydraulic clutches . . . .
3.6 tons.
Main dimensions
a) length measured over the flanges . . .
4000 mm.
b) breadth . . . . . . . . . . . . . . . .
5930 mm.
o) height . . . . . . . . . . . . . . . .
3435 mm.
Short description of the Diesel driven generator.
1. Engine 8 DR 43/61.
This engine is an upright, reversible, two stroke, plunge cylinder
engine with direct injection.
The generator contain 2 engines. one of loft design, the other
of right design - both rotating to the loft for movement 'ahoad'.
SFrP I'T
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The cast iron housing for the engine consists of the base plate,
the crankcase, and the cylinder block. They are connected by draw bolts.
The base plate consists of 2 pieces screwed together. The main
bearing cups of steel are covered with white metal. The crankcase
consists of 3 parts that are screwed together, and the cylinder block of
2 parts.
The case bushes of the working cylinders are made of cast iron.
Each cylinder has its own c-linderhead. This is fastened in position with
the help of a stud bolt that is screwed into the block.
The following are housed in the cylinder heads - an injection
valve, a starter valve, a regulating valve for cool water and an
indicator cook with safety (signal) valve.
The forged crank-shaft, of stool, is two-piece.
The piston rods of the working cylinder consist of a stool shaft,
a screwed-on bolt (in the upper part) and a screwed-on lower head, the
halves of which ore bushed with whitemetal. The piston. of the working-
cylinder is of oast iron and consists of three main sections the
piston upper-section, the guide, and the special liner for absorbing
combustion impact and for easing piston guiding. In the liner, is the
piston pin-bearing brass, bushed with white metal. The covers of the
piston-pin bearings are also bushed with white metal. In the upper part
of the piston are packing-rings (piston-rings) and in the lower part of
the piston-.aide oil retainer rings. The piston is oil cooled, the oil
boiy,.g fed and withdrawn through teleocopic coolin;-pipes.
The two-piece cam-shaft r1:nz in bearing brass with white metal
bushing. It is driven by the crankshaft over spur-gears.
The single injector pumps for each cylinder are in pairs, fitted
to the cylinder casing. The symmatry of the cam discs ensures the
operation of the injector pumps during headway as well as stornway running
of the vessel. The injector valve (with closed nozzle) is fuel-cooled,
the requisite fuel - including also that for cooling the injector pumps -
being fed - in by a gear-wheel pump operated from the cam-shaft.
Each engine is equipped on the outside with a fuel-filter.
Engine starting end r'versing is normally effected from the control stand.
Engines are additionally equipped with control pln~forms in case of damage.
Compressed air with a maximum pressure of 30 k;/cm serves to start the
engine. There is an interlocking arrangement in the starting system which
prevents starting when the shaft-tu:?ning gear or propeller-shaft is
operating.
The speed-governor accommodated at the rear of the engine is an
independent unit with own hydraulic system. The governor onsuress
a) Infinite variability in number of revolutions from 90-238 Revs/min.
b) Stable engine-running within the entire range of revolutions.
c) Alteration of the degree of irregularity in the range of 4-6%
when underway.
Lubricating oil is fed to the engine through an independent
spindle oil pump with electric drive, for lubricating the main bearing,
the cam-shaft bearing, etc., as well as for piston cooling. Each engine
is provided with an oil-filter and a cooler, for use on the outside of the
Diesel. The lubrication of the working cylinders is effected by means of
special H.D.-lubrication apparatuses; these are sot out at the starboard
side of the engine, by the crank-case.
Seawater, fed to the engine by r. special rotary pump with electric
drive, servos for cooling. The pump supplies both engines, and the toothed
gearing, with cooling-water. The rotary scavenge pump (blower system ROOTS)
is at the side of the engine facing the flywheel, and is driven by the
crank-shaft with the help of a resilient coupling. The engine is equipped
with a rocking-motion-damper.
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Toothed Roaring with hydraulic clutches
The toothed gear consists of two hydraulic clutches, a double
toothed wheel reducing ,-ear, and the mein thrust-block of the screw-
shaft - all in one casing.
The casing of the gears consists of a cast-iron frame and two
welded chambers. The hydraulic clutches and the appliances for the
turning of the screw-shaft and the engine crank-shafts are in the front
section of the casin;;, the reducing-gear and the main thrust-block of the
scrow-shaft being in the roar section. The lower section of the casing
is witho'it a troughs it is sot up directly on the base of the ship,
taking into consideration the density of the oil. Each hydraulic clutch
connects the crank-shaft of an engine with the pinion of the reducin3-
gear; it consists of the pump-rotor, the turbine rotor and a bearing
brass with valve-ring to oren the emptying outlets of the clutch. The
shell and both rotors arc welded.
The redaction gear has two driving-pinions and a driving wheel
with helical (spiral) gearing. The driving-pinions are in the form of
steel gear-rims and are in each case flanged together with two shaft ends.
The driving wheel is a steel spur ring pressed on to the cast
iron hub and secured by means of threaded studs. The hub is fastened to
the shaft by a taper connection (Konusvorbindung) with threaded ring and
a wedge.
?1'ne Q1'JVlii6 01w -- --
pinion-shafts are led axially through Mitchell thrust-blocks (or single
plate thrust borrin~r,3); the front ends of the pinion shafts run in
plummer-blocks (journal bearings). The bearing brasses and sliding
parts of the bearings are of steel viith white metal bushing. The main
thrust-block for the screw-shaft serves also as guide-bearing for the
driving-shaft of the gearing. The control-gear for the hydraulic
clutches (Servo-engines, filling valves, fixing contrivances, appliances
for adjusting the valvo rings) are found by the ;;ear box and are
compressed-air-oporated from the central control-stand. Gearing and
driving gear bearings are lubricated under pressure, byroidistributors
accommodated at the sides of the rear casing. The hydraulic
are fed from an oil-pressure-container. Oil for lubricating the driving
mechanism and the pressure container of the hydraulic electric is fed via
filters and coolers through a specialapindlo-pump with
n
t
The con ro s
for the engines and the toothed .-Garin.:; (cogwheel gear). It ensures
following operations
a) Starting, stopping, speed control, and reversing of the
engines (both engines together, or separately).
b) Con-crol of each of the hydraulic clutches (engaging or
disengaging).
e) Reversing the screw-shaft as follows
i) by changing direction of rotation of the engines;
ii) by alternate engaging of the hydraulic clutches when
the engines are running with differing direetion3 of
rotation.
The control stand is equipped with interlocking devices, which
Control-Stand of the Unit.
g of the Diesel ;roar unit serves as the control
1 ta
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gPrRPT
a) The starting of the on;;ines with difforin?; directions of
rotation, when both clutches are on?;a3ed.
b) The connecting of the screw-shaft with both engines at
the same time, when the latter are runnin; in differing
directions of rotation.
o) The engaging of the screw-shaft with the hydraulic clutch,
the direction of rotation of which does not coincide with
order received over the on;ineroum telegraph.
Speed control of the engines from the control-stand is mechanical
with the aid of c-onnoctin; wires between stand and engines. All
romainin.; control is by moans of compressed air.
The following are sot out at the control point:
a) Master controls and pilot-wheels (hand-wheels).
b) Control measuring instruments
c) A repeating installation for linking control with the
hydraulic clutches and the control of the reversing
valves with the scavenger blower.
d) Installation for giving warning; of breakdowns (faults).
e) An electric engine-room telu;;reph.
PUBLICATIONS OF THE LENINGRAD TECHNICAL INSTITUTE FOR SHIP CONSTRUCTION.
The following volumes, of which a summary f the cntcnts has in
each case has boon translated, wore handed to the Delegation in LENINGRAD.
The v.lumes are in the keeping of the Ministry for Heavy Machine
Construction, Scientific-Technical Dept., Dept. No..III, who are prepared-
to undertake the translation of any particular vrork.
Volume 1 (1937).
Prof. P.F. PAPKOWITSCH.
A few general theories dealing with stability of resilient systems.
Prof. G.G. ROSTOWZEW.
On the question of the coefficients of reduction and the reduced
width of compressed plates.
Prof. P.T. SOKOLOW and G.D. KOKOSCH.
An experimental study of the resilient oftor-offocts of metals.
Prof. M.J. ZANOWSKI.
. The transmission of heat from steam to the tubing of ships'
c ndensera with air present.
Doz. W.J. KADYKOW.
On the subjact of tangential strain in discs which rotate with
variable angular velocity.
Aisst. J.W. WINOZRADOW.
On the root capacity of passenger carrying; freighters.
Stud. A.A. KURDYUMOW.
On the question of the calculation of decks which are propped
by several intersecting supports.
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SECRET
Volume 2 (1938.
Dr. mor.tochn. Prof G.E. PAWLENKO.
The problem of extremely fast ships.
Aspirant W.P. BELKIN.
On the oalouletion of intersecting supports (propping).
Aspirant W.P. BELKIN.
Tables and graphs (disgrems) for the calculation (computation) )f
uncut plates which curve (bond) in accordance with a cylinder surface.
D.B. SKOBOW.
On the stability of thin-welled, rocton,,ular pillars.
Doz. A.W. GOLYNS{I.
Methods for the c.mpiletiun )f the characteristic value if triple
cut-off valve machines.
Doz. N.A. SABOTKIN.
Open 'Framtanks' (sic).
Dr. roc.tochn. Prof. N.N. WESKRESENSKI.
Examination of rivetin? mnturials.
Prof. W.P. WOLOGDIN.
Apparatus for defininr; the utilization cuofficiont of a welding
nachino.
In. K.M. OLIPIRENKO.
Installation for visual research into electric-arc welding and for
screen demonstration.
Aspirant S.W. LAINER.
Methods of detorminink the nocossary pressing cupaeity for ship
construction work.
In. K.W. DORMIDONTOW,.
The slipway labour plan and its effect on the distribution of hull
workers, from keel loyin;; t:; lounchin3.
In. A.B. GALSTJAN.
Research into the mothodolo.V employed in examining the affects of
wear and tear on grey cast iron in ships piston en;inos rnd intornal
combustion engines.
volume 3 (1939).
Prof. J.N. WOSKRESSENSKI.
Welded seam corrosion in sea water.
Doz. K.F. KOSSENROW.
Computation of glidin; boats.
In. P.F. MIKLUCHIN.
On the question of dotermining strain on level parts by optical
methods.
Doz. A.J. STETZKI.
Conversion formulas for prupollur pumps.
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Assist. G.D. KOKOSCH.
Experimental research into the resilient hystorisie loop of metals.
Ing. M.D. ZANKELEWITSCH.
On the question of determining the period of the exhaust and
scavenging of the two-stroke engine.
InT. W.P. KONTENKO.
The problem of the speed limit of ships whilst movin; on the water
surface.
---------------------------------------------------------------------------
25X1
Volume 4 (1939).
Dr. rer.tochn. Prof. G.E. PAWLENKO.
Points on the most advnntn,3oous form of movement of ships in currents.
Dr. rer.techn. Prof. G.E. PAWLENKO.
Resist^nce, dimensions and an-,le of inclination of alido-facos.
Prof. K.S. KOSSONRO!.
On the stability of diving bell type docks.
Aspirant G.A. REWSJUK.
Now methods fo: testing the wator-tightn3ss of ships' hulls.
Prof. W.L. SURWILLO.
The theory of vane-typo pumps with eccentric displacement bodies
(Verdraen,;rungskoerper), according to GALARATESI.
In+T P.F. MIKLNCHIN.
The dotermining of strain from test-data.
In. P.F. MIKLNCHIN.
On the question of the buildin? up of a stress factor from test-data.
Doz. A.W. GOLYNSKI.
Method of calculation fir multiple-expansion en.ines according to the
individual cylinders and in accordance with the "i-s-Diagram".
Doz. A.W. GOLYNSKI.
Combined Plant - system "J.ohansson-Gotawerkon".
Ins K.M. OLIFIRENKO.
The employment of the ma?netic flow tester in the examination of
welded seams.
Doz. W.D. WERSCHBITZKI.
Doalin3 with a number of points on the subject of ?ear box construction.
Stud. W.A. NIKOLAJEW.
"Velox" Installations.
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8 (19511.
Volume
A.A. KURDJENKOW.
The employment of the method of 'Continuous ApproximEtion' in order to
ascertain the form and frequency of the free rollin; of a ship, taking
the displacement into account.
SECRET
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 Sanitized Copy Approved for Release 2010/01/26: CIA-RDP80T00246A027300440001-0
L.M. NOGID.
Utilization of the cubical contents equation in the planninr, of 2 5X1
freighters for dry cargo.
A.M. PROTASSOW.
Standard representation of a square with rounded corners on a
"half-surface" (Halbflt,aho).
W.A,BBYKOW.
Grease structure for launching purposes.
N.L. SIEVERS.
Analytic examination of the 'Information' of a dock house.
J.J. KOROTKIN.
Stability of the eveii curvature of bulkhead stiffeninr.
W.F. MECHUNAS.
Concerning the dynamic calculation of buoyancy in the raisin; of
ships.
S.N. BLAJOWESCHTSCHENSKI.
Concornin:; the works of I.G. BUBNOW on 'The Theory of the Ship'.
G.F . KAMNEVP.
The life and erudition of the worthy Professor F.A. BRIKS.
W.G.PLOTIZYN.
The first lathes.
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Volume 9 (1951)?
N.A. SABOTKIN.
An icebrehker's impact with the ice-fiold and its mounting of the
ice floe.
W.W. LEMONOW-TJANSCHRANSKI.
The effect of the vertical motion of a ship on the initial transverse
stability.
L.M.
On the stability standards of tramp steamers.
J.J. KOROTKIN.
The effect of methods oof fixing on the stability of the oven
curvature of bulkhead stiffening.
A.S. LOKSCHIN.
The testing of strain c.,ncontration in an plato woakoned by the
cutting out of two round pieces.
W.W NAUMOW.
Improved -raphio-analytic calculation methods for turbine casing
flanges.
F.J.IWANOW.
The theory of wheel-;erring of a slowing crane with hinge-joint 25X1
crane-jib; (this refers to a lemniscato crane).
A,B. GALSTJAN.
Modern methods of obtaining, castings in machine construction.
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S.T. LUTSCHININOW.
A.N. KRYLOW 1863-1945 (University student).
P.A. DOROSCHENKO.
The Life and Loarnino of Prufosa.:r J.N. WASKRESSENSKI.
G.A. BELTSCHECK.
The history of the dovelopmont of electrical woldin; in Soviet
ahipbuildin..
W.J. KOSLOW.
The story of the ship's steam on;ine, and the pert played by
Russian soh:,lars in its invention and dovololymont.
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Vo1umo 10 (1951).
W.P. WORONKO?VSKI P.A. ISTOMIN and M.M. FUKI.
W.A. WAASCHEIDT, Stalin Prize Haldor.
W.A. DELL:,.
Obituary of N.A. SCHAFCECHNIKOW.
A.A. KUDSJUMOW.
An index of the works if P.F. PAPKOWITSCH, with cammontaries.
A.A.KUDRJUMOW.
Doterminati'an of keel-block roacti?.:n -,n the dockin- of a vessel in
a floatin? dock.
W.W. SOMENOW-TJANSCHANZKI.
Nan-linear (r.)llin.;) m,,tiun of a ship in calm water, by a
resistance prupoorti'.)nete t..: the square of its speed.
W.A. BYKOW.
The introducti?in of a ,Teaso produced from n,,3 hta derivatives,
for the 1