POLISH SHIPPING INDUSTRY: MINISTRY OF SHIPPING, REFITTING YARDS, CONSTRUCTION OFFICES (SHORTAGES AND REQUIREMENTS OF MATERIALS FOR SHIPYARDS

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80T00246A039900830001-8
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 19
• Document Creation Date: December 22, 2016
• Document Release Date: May 6, 2010
• Sequence Number: 1
• Publication Date: February 20, 1958
• Content Type: REPORT

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PROCESSING COPY
INFORMATION REPORT INFORMATION REP*=
CENTRAL INTELLIGENCE AGENCY
This material contains Information affecting the National Defense of the United States within the meaning of the espionage Laws, Title
18, V.S.O. Secs. 794 and 794, the transmission or revelation of which in any manner to an unauthorized person is prohibited by law.
DATE OF
INFO.
PLACE &
DATE ACQ.
Polish Shipping Industry: DATE DISTR. 410 E8
Yards,
Ministry of Shipping, Refit 1n
Construct icn Offices NO. PAGES 8
A*,
REFERENCES RD
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Ministry of Shipping
1.
25X1
The Ministry of Shipping1 (Ministerstwo Zeglugi), which occupies the same building
as the Ministry of Finance on Swieto Krzyska Street in Warsaw, is responsible for
one of the most important branches of Polish national economy.
It is under the
supervision of one of the Polish deputy premiers, who is also responsible for all
transport and communication affairs of the following ministries:
Transport; Railways;2 and Communications (Post and Telegraph).
Road and Air
2.
The responsibilities entrusted to the Ministry of Shipping include the following:
a. All matters relating to maritime and freight transport.3
b. Port operations.
c. Technical maritime installations, including refitting yards.'
d. Inland shipping, including river transport, waterway maintenance, river vessel
construction and refitting, and the entire fishing industry except the marketing
of fish.
3. In early 1957, the scope of activity of the Ministry was broadened to also include
the entire water economy of the.country, comprising shipping, water power, water
resources in agriculture, river regulations, waterway planning and construction, and
dam and water reservoir (zbiorniki wody) construction. Concurrent with the assumption
of the additional duties, the name of the Ministry was changed to the Ministry of
Shipping and Water Economy.
4. The Minister and his deputies comprise the Central Office (Resort) of the Ministry.
The following components of the Ministry are directly subordinate to the Minister:
the Planning Department; the Personnel Department (Departament Kadr); the Political
Education Directorate4; the Professional Training Directorate; and the Finance
Department. The following are subordinate to the deputy ministers: the Technical
Department; the Production Department; the Investment Department; the Labor and Wage
Department; the Military Department; the Domestic Administration Department
(Administracyjno Gospodarczy); and a number of central administrations.
5. The principal decision-making body of the Ministry is the Collegium, which is composed
of the Minister, his deputies, and two or three departmental heads. The Minister is
STATE X IARMY AVY AIR
I x
AEC
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assisted by the Scientific Council, which consists of experts not on the ministerial
staff. The Council, serving as an advisory body in scientific, technical, and
economic matters, was organized in early 1957 and operates according to fixed
rules of procedure.
6. The Planning Department formulates annual and long-term plans for each of the central
administrations as well as analyzes and corrects plans prepared by the administrations.
The amended plans are presented to the Collegium for approval. The work of the
administration enterprises and their premium systems are based on the TPF plan
(technical, industrial, economical), which is drafted by the Planning Department
and confirmed by the Collegium. The department is also concerned with statistics
and economic analysis of tte:work of the Ministry, the plans of which it submits
to the Planning Commission of the Council of Ministers for confirmation.
7, The Production Department controls ship refitting operations and supervises the
activities of the refitting yeards, port repair installations, and fish canneries.
Moreover, it makes decisions for the refitting of ships abroad, supervises the use
of equipment and installations, and advises the Investment Department and the
Collegium on investment plans.
8. The Technical Department supervises the activities of the scientific research
institutes of the Ministry and is the competent authority in the field of technical
improvement. It is also responsible for all matters relating to the safety of shipping
through its control of the following bodies:
a. The Polish Register of Shipping (Polski Rejestr Statkow-PRS).
b. The Polish Salvage Board (Polskie Ratownictwo Okretowe-PRO).
c. The Maritime Offices (Gdanski Urzad Morski-GUM) in Gdansk (Danzig) and Szczecin
(Stettin) (Szczecinski Urzad Morski-SUM).
9. The Investment Department analyzes the investment plans of the Ministry's central
administrations and consolidates them into a general plan, which is then submitted
to the Planning Commission of the Council of Ministers. The distribution of
investment grants to the administrations is also worked out by the department
according to requirements. In addition, the department analyzes the investment
projects of construction offices and controls the Central Commission of Investment
Project Evaluation (Centralna Komisja Oceny Projektow Inwestycyjnych-CKOPI), which
confirms the investment projects.
LO. The Military Department is subject to the Minister but connected to the Military
Branch of the Economic Planning Commission (Zespol Wojskowy w Komisji Planowania
Gospodarczego). It is the counterpart of the Production Department as far as
military production within the framework of the central administrations is concerned.
Ll. The Personnel Department is concerned with the affairs of senior officials.
L2. The Wage and Labor Department is responsible for pay scales, tariffs, collective
agreements, and premium systems. The Central Norms Commission of the Ministry,
represented by the central administrations and their enterprises, is subordinate to
the department.
_3. The Domestic Administration Department supervises house construction, controls the
activities of the workers' supply divisions (Oddzialy Zaopatrzenia Robotniczego-OZR),
allocates apartments to the employees of the Ministry, and assumes administrative
responsibility of the premises of the Central Office. The workers' supply divisions
enable workers to supplement their supply of food by working and cultivating various
plots of land.
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14. The Professional Training Directorate supervises schools for sailors and fishermen,
authorizing the training programs and courses and placing graduates in jobs in
cooperation with the Personnel Department of the Ministry.
15. The Office of the Minister (Gabinet Ministra), headed by a director (dyrektor
gabinetu), is responsible for administrative and legal problems, correspondence,
representation, and other chancery matters. It is made up of the following sections:
a. The legal section (wydzial prawny).
b. The organization section, which is responsible for the organization and
registration of ministerial enterprises (przedsiebiorstwo).
c. The general section, which manages.the chancery (kancelaria ogolna) and the secret
office, the office of the typists, and the archives. Long-term production plans,
construction and development projects, and establishment descriptions (Charak-
Terystyka-Pasportyzacja Zakladow) are all classified as "secret". All yearly
plans, on the other hand, are classified as "confidential". Documents and
correspondence concerning military production (Produkcja Specjalna "Poslulowainal
are dealt with by a separate secret office, subordinate to the Military Department.
d. The protocol section of the chief (wydzial prezydialny), which is responsible for
all matters pertaining to the representation of the Ministry.
16. Prior to the general decentralization of the economy, functional units such as
production plants, shipping and fishing enterprises, and various functual offices
were organized into central administrations. These bodies were; deprived of their
independent status in the wake of the decentralization, however, and became directly
subordinate to the respective departments of the Ministry. Thus, the Central
Administration of the Polish Merchant Marine (Centralny Zarzad Polskiej Marynarki
Handlowej-CZPMH) has been, or is in the process of being, incorporated into the
Department of Shipping (Departament Zeglugi - Eksploatacji). The name of the above
central administration was changed at the time the "Polfracht" Agency was transferred
from the Ministry of Foreign Trade to the Ministry of Shipping in 1956 to Centralny
Zarzad Przewozow Morskich Handowych. The Department of Shipping comprises the
following shipping lines:
a. Polskie Linie Oceaniczne-PLO, which has its head office in Gdynia.
b. Polska Zegluga Morska-PZM, in Szczecin.
c. Polskie Ratownictwo Okretowe-PRO (salvage) in Gdynia. The duties of the PRO
include the recovery of wreckage for refitting or scrapping. It is a highly
qualified enterprise and is frequentl commissioned for work abroad 25X1
25X1
d. The Polish-Chinese Shipping Line and Marine brokers "Chipolbrok", which has its
head office at the PLO building in Gdynia.
The PLO and PZM shipping lines are quite similar and the major difference between
the two lies in the size of the vessels: the PLO deals with large ships, while the
PZM is concerned with vessels of up to 3,000 deadweight tons.
17. In 1957, the Central Administration of Ports, which was located in Gdansk until
1935 when it was moved to Warsaw, was abolished and replaced by the Department of
Ports. The port administrations of Gdansk, Gdynia, and Szczecin are subordinated
to this department, as are the Dredging Company (Przedsiebiorstwo Robot Czerpolnych
i Podwodnych-PRCP) and the Office of Marine Building Projects (Biuro Projektow i
Studiow Budownictwa Morskiego-BPBM), located in Gdansk. The PRCP is engaged in
clearing ports and waterways.
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18. The Central Administration of Fisheries (Centralny Zarzad Rybolostwa), which was
replaced by the Inspectorate of Fishery (Inspektorat Rybny) in 1957, supervises
small fishing cooperatives along the entire coast, makes contracts with individual
fisheries, and controls the following:
a. The "Dalmor" fishing corporation.
b. The Deep Sea fishing corporation, which has offices in Gdynia and is engaged in
trawling operations. The supply ships, MORSKA WOLA and FRYDERYK CHOPIN, are used
as a base for the trawling.
c. The "Odra" fishing corporation, which is located in Swinoujscie= (Swinemtinde)
and possesses a fleet of luggers and trawlers (flotylla lugrotraulerowa), large
refrigeration facilities, and an ice factory.
d. The "Likicki Szkuner" fishing corporation, which is located in Wladyslawowo.
e. The "Arks", which is located in Gdynia.
f. The corporations which are located in Ustka (Stolpmtinde, N 54-35, E 16-51),
Darlowo (R{igenwalde, N 54-25, E 16-25), and Kolobrzeg (Kolberg, N 54-11) E 15-35).
19. The Central Administration of Marine Refitting Yards, located at No. 24 Piastowskie
Waly Street in Gdansk with the BKTM and BPBM offices, carries out both local and
foreign orders and supervises the following:
a. The refitting yards in Gdansk, Gdynia, and Szczecin.
b. The Marine Radio and Radio Navigation Equipment Plant (Zaklad Produkcji Morskich
Urzadzen Radiowych i Radionawigacyjnych-MORS) in Gdynia.
c. The Puckie Zaklady Przemyslowe marine engine -,works in Puck (N 54-42, E 18-25).
d. The River Vessels Construction Office (Biuro Konstrukcyjne Taboru Rzecznego-BKTR),
which prepares the technical documentation for refitting and modernizing of the
fleet and for the construction of small vessels.
20. The Central Administration for Inland Shipping and Shipyards in Warsaw is the supreme
administrative body in this field and controls the following:
a. Vistula Shipping (Zegluga Na Wisle) in Warsaw.
b. Oder Shipping in Wroclaw (Breslau).
c. All shipyards for river vessels, the largest of which are the Vistula yards
in Plock (N 52-33, E 19-42), Gdansk (Plerrkwo), and Glogow6 and the Oder yards in
Wroclaw, Kozle , and Szczecin.
d. The Construction Office for River Vessels (Biuro Konstrukcyjne Taboru Rzecznego)
in Wroclaw.
21. The Central Administration of Waterways controls several enterprises of the Managemert
pf the Waterways (Dyrekcja Drog Wadnych), which is responsible for the maintenance
of inland waterways and the supply of gravel (?). The Office of Hydrotechnical
Construction Projects (Biuro Projektowo-Konstrukcyjne Robot Hydrotechnicznych -
"Hydro Projekt") in Warsaw is also subordinate to the Central Administration of
Waterways.
22. The former Central Administration for the. Supply of Technical Materials in Warsaw,
called the Department of Supplies (Departament,Zaopatrzenia) since 1956, analyzes
and authorizes the supply plans of the central administrations and controls the
distribution of material to specific enterprises.
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The Gdansk Marine Office (Gdanski Urzad Morski-GUM) and the Szczecin Marine Office
(Szdzecinski Urzad Morski-SUM) are directly subject to the Central Office of the
Ministry of Shipping. The marine offices supervise the implementation of safety
precautions at sea as stipulated by international conventions (checking of shipping
licenses, administration of shore installations, supervision of lighthouses and
radio-navigation apparatus, maintenance of navigation signs, landmarks, and charts).
The offices are also responsible for the afforestation of dunes the control of
master harbor offices (kapitanaty portow).
roblems of polish Refitting Yards
~. Many organizational and technical difficulties are encountered at the refitting yards,
including insufficient capital investment, materials, and equipment, and an
inadequate fiystem of wages. The yards work according to an annual plan and strictly
coordinated scheme (harmonogram) relating to the repair of each particular vessel.
Since the fishing season of the Baltic is in the summer, the greatest part of the
Polish fleet, except ocean-going freighters, is in action during the winter, at which
time all periodic refitting work is performed. Fishing boats, coasters, technical
vessels (Flota Techniczna Pogle-Biarska), and salvage units are all repaired during
the winter. In consequence, the yards are overburdened in the winter, whereas
employees are short of work in the spring and summer. In 1956, attempts were made
by yard managers to alleviate the situation by building new, stronger vessels and by
procuring repair orders from abroad. Construction then began on tug boats, cutters,
and motorless units. The orders from abroad have steadily increased. In 1956, the
income repairs of foreign vessels was $800,000 (in hard currency).
i. The centralized system of planning is extremely unsuitable for refitting yards,,
where output cannot easily be measured in quantitativecunits (pieces, tons, etc.).
The central plan for Polish refitting yards, therefore, stipulates the repair work
worth so many zlotys per number of working hours, The paradoxical situation arises,
henceforth, that management and workers are interested in the greatest possible
number of working hours.but not in,an increased number of repaired ships, since the
work is paid bypiece rates. The workers must register every minor assignment on a
job card (karta robocza), which is issued by the calculation section on instructions
from the foreman (?) (armator). This system results in increased paper work. The
Gdansk refitting yeard issues 25,000 repair job cards a month which,.in addition to
instruction books (przewodniki) and technicological documents, hamper the practical
shop work.
Since late 1956, many changes have been introduced at the refitting yards, some
of which are the following:
a. Daily premium wages are now paid by many departments instead of the piecework-
rate wages.
b. Certain tasks are assigned to working teams (brygady robotnicze) for fixed
remunerations, such as the repair of boilers or the maintenance of a hull.
c. A premium system for jobs completed within the fixed time limit is now employed.
The relatively low wages of workers, technicians, and engineers is the result of
their apathy towards the job, low output, and the numerous defects in the work. In
1956, the average monthly pay of workers at the refitting yards was approximately
1,300 zlotys, of engineers and technicians approximately 1,800 zlotys, and of senior
designers at the central construction office approximately 2,000 zlotys, A small
group of workers receives higher and sometimes considerably higher wages, but the
income of the vast majority is hardly sufficient for the bare necessities of living.
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28. Technical and financial difficulties at the refitting yards have been a problem
for the past four years. The sums invested in the work total approximately 120
million zlotys, slightly more than half of the sum envisaged in the investment
plan. Although the dockyards meet the requirements of the Polish fleet, the
absence of certain essential installations precludes efficient work, particularly
during the busy winter season. The following deficiencies are particularly
noticeable:
a. An insufficient part of the coast.Une embodying the refitting yeards of Gdansk
and Gdynia is equipped with structural facilities (uzbrojone nabrzeze).
b. There is an insufficient number of shore cranes (dzwigi). The refitting yards
of Gdansk and Szczecin contain two Hungarian-manufactured cranes, but they are
of unsatisfactory quality. The refitting yard at Gdynia must borrow a brane
from another port, possibly Gdansk, and a track (tory poddzwigowe) has been laid
to the yard area for this purpose. During the busy winter season, the vessels
are berthed at the yard in several rows, and often at the docks for exploitation
of the cranes there. The position of the vessel is changed many times to exploit
available cranes.
29. The equipment at the main workshops (podstawowa hala fabryczna) in Szczecin is
particularly deficient, and a shortage of machinery exists at the shops for pipe
fitting, hull repairs, and at the forge (the "G-3" and "G-4"). The main repair
shop (hala remontowa) for heavy machines and motors at the Gdansk refitting yardc,.is
presently under construction. Upon completion, its equipment will include a hoisting
tackle (suwnica) of 30 tons.
30. The output of compressor plants at all refitting yards is insufficient and additional
compressors are now being installed. Meanwhile, the Gdansk refitting yard has 60
cubic meters of air per hour, the Szczecin yard approximately 40 cubic meters per
hour, and the Gdynia yard 25 cubic meters per hour. The output of steam heating
plants is also inadequate at the workshops and among the ships under repair. Nine
tons of steam per hour were at the disposal of the Gdansk refitting yard, although
a total of fourteen tons per hour is required for full-scale work. The construction
of central boiler plants at the Gdansk and Gdynia yards:is nearing completion and
the plants are expected to begin operation during the winter of 1957/1958.
31. The Szczecin refitting yard has no central acetylene plant of its own; the provisional
plant was destroyed by an explosion in 1956.
32. The Gdynia yard has no proper docking facilities. There is one dock of 900 tons and
a floating dock of 1,700 tons, without hoisting machinery however. The floating
dock must be moved to the adjacent Paris Commune Shipyard when it is necessary to
raise or lower a vessel. This is a serious obstacle to work efficiency.
33. Another serious handicap at the yards is the absence of yard foundries. When a non-
standard metal casting is required, an outside foundry must be commissioned for the
job. In 1956, the authorities intended to purchase a foundry for-the Gdansk refitting
yard and even considered erecting a central:ifoundry to meet the requirements of the
Shipping Division (Resort Zeglugi), with special consideration for casting of marine
engine components.
34. There is also a shortage of materials at the refitting yards. The output of the
metallurgical industry in Poland lags behind the requirements of the machine
industry because of the material shortage, especially in rolled metal products,
sheet metal, and section iron (profil). In 1955 and 1956, the ship refitting yards
received over 2,000 tons of sheet metal from the USSR. Because of the shortage of
metallurgical products and the delayed waterways development plan, the Ministry of
Shipping restricted the building of new river vessels. In 1956, the river shipyards
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received only 2,000 tons of steel, although 4,500 tons are needed for full exploitation
of the production capacity. The yards, therefore, are only employed in part and
greater efforts are being made to procure orders from abroad 25X1
Priority in supplies is now given to the production of export goods. 25X1
5. A great shortage exists in copper and tin products, particularly in cables and wires.
In 1956, only 80 kilometers of cable were supplied to the yards, rather than the 140
kilometers ordered by the ship fitting industry. Moreover, the articles supplied
were not of the required quality (the allocation also included copper pipes and brass
in sheets and rods). The supply of electrical equipment, such as switchboards and
radiotechnical applicances, has also often been unsatisfactory. The M-11 supply
concern in Gdans4, the A-5 factory in Warsaw, and other factories in Warsaw and Krakow
supply the yards with such electrical equipment and work for: the Marine Radio Service
(Morska Obsluga Radiowa Statkow MOBS). MORS, which is subordinate to the same
central administration as the shipyards, is a secondary contractor (pod-dostawca) of
radio and radio-navigation equipment for the ;yards.
5. One of the main problems of-ship refitting yards in Poland is the supply of spare parts.
The Polish fleet has engines for various types of ships which were purchased abroad,
readymade or to order, and needs the components for engine repairs. An industry has
therefore been established for the procurement of an -.assortment of components
(cylinder heads, pistons, piston rings,; pulleys, bearings, etc.) for the many types of
marine engines. In 1954 and 1955, the plant attached to 'the,'Gdansk Polytechnic
Institute and the Ship Construction Office (Biuro Konstrukcji Taboru Morskiego) in
Gdansk formulated the documentation of various machine parts, the production of which
was assumed by the mechanical works in Puck and various ship refittingyyards. The
production of spare parts for the fishing fleet has adequately met the requirements
of the country. The following types of engine components have been produced: Callesen,
Volund, Scandia, Dangren, Juhne-Munktel, and Buchan-Wolf.
7. The production fell short on spare parts for merchant ships because of the lack of
necessary castings (odlew, odlewka). Local industry supplied only 40 tons, whereas
240 tons of castings are required for a three-year period. Local industry proved
entirely unable to produce special-purpose castings (zeliwo specjalne perlityczne)
for pulleys and complicated cylinder head castings (odlewy glowicowe). The old
foundries of Radogoszcz and Malapanew are ostensibly engaged in work for the armed
forces. In 1956, the Ministry of Shipping considered importing a large consignment
of castings from Czechoslovakia, and a central:-.foundpy of the Shipping Division was
planned to be established which will have an annual capacity of 2,000 tons, including
spare parts.
8. The Polish refitting .yards are in the process of constant development. Until 1960,
120 to 150 million zlotys will be invested to overcome the present deficiencies and the pro.
drtion 'cf the Lenin Foundry in'Ndwa Bata; iL1 render the steel shortage less acute.
9. Construction offices which supply the technical documentation for building and
enlarging enterprises and installations are under the management of the Ministry of
Shipping. The offices also supply blueprints for the refitting and modernizing of
ships and for the production of spare parts. The construction of new vessels,
however, is within the competence of the Ministry of Machine Industry, which has
subordinate offices, such as the Central Ship Construction Office in Gdansk
(Centralne Biuro Konstrukcji Okretowych w Gdansku-CBKO), supplying the documentation
for the construction.
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The Maritime Construction Office (Biuro Projektow i Studiow Budownictwa Morskiego),
located at No. 24 Piastowskie Waly Street in Gdansk, formulates detailed production
and model designs, plans for ports and port installations, hydrotechnical
installations, dockyards, refitting yards and bases, fishing harbors, and refrigeration
facilities. It employs 300 workers.
E1. The Office of Hydrotechnical Shore Construction (Biuro Projiktow Hydrotechnicznych Na
Srodlodziu-"Hydroprojekt") was considerably enlarged in 1951 in connection with the
planning of hydrotechnical installations envisaged in a system of canals project as
part of the strategic East-West Waterway. The execution of the project was delayed
for several years following the drafting of preliminary plans. The staff of the
office is presently comparatively small, although the number is expected to increase
as a result of the concentration of all affairs relating to water economy in the new
Ministry of Shipping and Water Economy.
1.2. The Ship Consbuation Office (Biuro Konstrukcyjne Taboru Morskiego-BKTM), located at No.
24 Piastowskie Waly Street in Gdansk, formulates plans for the development of ship-
yard$,, refitting bases, and ships. It also is concerned with blueprints for the
construction, at the fefitting yards,,of:.small,vessels,.such astug.lboata, fishing
cutters,.and pilot boats. Established in 1955, the office forms a part of the
Central Administration of Marine Refitting Yards and contains a technological depart-
ment. It presently employs 170 workers.
F3? The River Boat Construction Office (Biuro Konstrukcyjne Taboru Rzecznego-BKTR) in
Wroclaw has similar functions to those of the BKTM but in regard to inland shipping.
The office forms a part of the Central Administration for Inland Shipping and
Shi.pyards.(Centralny Zarzad Zeglugi Srodladowej i Stoczni) and employs 150 workers.
The construction of new ships constitutes the largest part of its activities. In
1953, a division for the processing of Soviet technical documentation for the construction
of naval vessels was established by the office at the Pleniowo shipyards near Gdansk.
However, only a skeleton establishment of the division has been maintained since the
completion of the documentation.
1. The Ministry underwent a reorganization in early 1957. Although certain components
were changed, there was no effect on the basic structure of the Ministry.
3. Until recently, such responsibilities were under the Ministry of Foreign Trade.
4. This directorate.has, now been abolished.`
Comments:
2. Now the Ministry of Transport.--, The Ministry of Rail*ays and the Ministry of Road and
Air Transport were merged to form this ministry.
Probably Glogow (Glogan) (N 51-40, E 16-06) on the Oder River.
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and eater Economy:
Banach (fnu), director of the personnel department since
1954
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b. Bialas (fnu), deputy director of the investment department,
Brulinski (fnu), director of the finance department
d. Bukowski (fnu), deputy minister (in charge of ports and
shipping) from 1955 until March 1957
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e. Dr. Stanislaw Dorski, Minister since late 195'
f. Adam Frydman, director of the organizational department until
February 1957
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g. Grochulski (fnu), deputy minister since early 195
h. Gronowicz (fnu), director of the operational department
(.Ll;ksploatacja)
i. Heller (fnu), director general of the Ministry from 1955
until early 1957)
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J?
Ministry since early 1957
Janczewski (fnu), technical secretary of the Scientific
Council and director of the technical department of the
k. Ailhelm Krauze, director of the production department
(machines and eq dpment
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1. Kulikowski (fnu), deputy minister in charge of fishery and
former professor at the School of yconomics in Sopoty
m. Marymont (fnu), an engineer in the investment department
since 1956
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n. Ocioszynski (fnu), deputy minister and former professor at
the School of Economics in Sopoty
o. Mieczyslaw Popiel,, former Minister of Shipping from 1949
until his discharge in 1956 and now Polish representative
for repatriation in Moscow
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p. Rudowski (fnu), director of the Office of the Minister
(Dyrektor Gabinetu Ministra
q. Piotr Stolarek, former deputy minister and now, since February
1957, the government's representative for employment affairs
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Szumski (fnu), deputy director of the personnel department
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Be Szymanski (fnu), director of the tecnnical department
since 1957
t. Walczuk (fnu), head of the legal section (Wydziai Prawny)
of the Office of the Minister)
Walkowiak (fnu), director of the planning department
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V, Major Wladerr;y (fnu)., director of the military department and
a student at the Polytechnic Institute
we Zebrowicz (fnu), director of the labor and wage department since
April 1957
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