RESERVES OF TIME OF POLISH MERCHANT MARINE VESSELS IN HOME PORTS

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP81-00280R001300190006-3
• Release Decision: RIPPUB
• Original Classification: U
• Document Page Count: 18
• Document Creation Date: December 22, 2016
• Document Release Date: June 3, 2011
• Sequence Number: 6
• Publication Date: November 1, 1956
• Content Type: REPORT

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RESKAYSB OF 'llfl OF AtIS HEROIWIT MABINH VASSFLS IN HOMk PONS
Techntloa i Ooapoderla lbralra any Boaussynaki,
goat amend Economic Maine Central Coaeittes of the
Journal! Vol 3, March 1955s. Polish Merchant Marine --
Mynia, ages 67-70 Odynis
The methodology of the analysis of the losses of time of
hm [Poiska Marynarka Handiest -- Polish Merchant Marine) vessels
in Polish ports. The volume r,nd main causes of the losses of
.time of Polish ships in the year 19540 with a division into the
individual ports and type of navigation. The analysis of the
efficiency of transshipment in relation to the particular cargoes
the most import9nt reserve of Poland's marine fleet is
0
time. Uhile the sea oourses'contain relatively =all reserves of
O
time, very important reserves exist in the time spent by boats
in port. The servicing of a boot in port y.s made up of several
functions. The speed of execution of these depends not only on
the qualification standard of the workers involved and the
O
technical equipment but also on the good organization of the work.
Ports visited by Polish vessels soy be divided into 2 main
groupsl haws ports and overseas ports. Undoubtedly the servicing
of t :-ish vessels in many foreign ports could be improved. This
in c. , to seasonal or permanent overcrowding of some ports, to
bad ??'rk organization, or to insufficient technical equipment of
some ports. One of the reasons may be also the inefficiency of
some pnt$agents of the PM who should efficiently coordinate the
organisation of the various functions necessary for the servicing
of vessels in port.
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7h1s is the Ms M tier the P!6 should and is acting to
remove difficulties arising from these causes. The main op-
portunitses that the FM has of removing inefficiency in this
field is the not always possible avaidsnce of overcrowded or
inefficient ports and a good selection of efficient agents and
a control of their work. Y.owever the possibilities for ia-
provement in this direction can be but small when the functions
of our fleet are considered. The fleet cannot an the whole chose
its ports but must serve its functions of serving overseas trade.
Consequently in this article we shall omit the analysis
of the reserves of time of Polish vessels in foreign ports which
would at any rate be purely theoretical. be shall however
analyze in detail the reserves of time spent by our vessels in
hums ports. This section of work of the Polish fleet contains
important reserves, can be analyzed in detail, and thus contri-
bute to a better knowledge of the situation and to the correct
conclusions.
In contest to foreign ports, home ports form part of the
area completely guided and controlled by the Polish economy*
Thus conclusions which seek to make available reserves of time
are basically possible to realise.
Certain statistical data of the FM for 1954 were used as
analytical material. In view of certain potential differences of
the different hone ports and as a result of the basically dif-
ferent character of exploitation of the PL (Polskie Linie
Okretowe -- Polish Shipping Lineal and the PM (Polska Zegluga
 rioraka - Polish see neaal, the analytical data is given separately
for each of Poland's 3 ports. Furthermore our analytical material
is subdivided into types of navigation,, namely into ocean lines,
European lines, and tramping. We cud not group t"iis data in
quarts because quarters are too short periods of time to make
observations of the development of the topic under discussion.
Also a great danger exists of presenting a false picture as a
result of accidental group.ings. of certain types of vessels or
cargo in a certain quarter. Solely the efficiency of the trans-
shipment is given in quarters, because in this case this is more
useful and correct.
Table I shows a detailed analysis of the time of stay of
Poland's vessels in home ports and is calculated in vessel hours.
A serious difficulty always presents itself in the choice of a
suitable comparative base for the determination of the percentage
relationship of a particular phase of the stay of the vessel in
port in relation to a basic unit.
The acceptance as the comparative base of only the entire
time of stay of the vessel in port may eaeily lead to false as-
sumptions and conclusions. (Compare also riiedwiedies J., "0
mietodikie analisa proetojew Slot.,? Wodaj Transport [Mater Trans-
port), No ]12/79$4 (editor)). Indeed, with the variable period of
stay of particular groups of vessels, the percentage ratio, in
spite of a numerical increase, does not necessarily picture in ab-
solute numbers the increased length of a phase of stay of a vessel
in part.
comparison of the particular phases of stay in pert with the
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a& r yttabS is even MO:.E in-
correct. Vessels with a short cycle of sea trips and consequently
with a greater frequency of call at ham ports would show a much
hiSar proportion of loss of time in port in relation to total use
than vessels with long trip cycles, for example, ocean going vessels.
Such being the case, we chose a method which we consider the
most suitable, aamsly the calculation of the average period of stay
in port of a vessel as well as the mean period of duration of a
particular phase of stay in port. Independent of this, we give
(Table I) the percentage ratio of each phase to the total time of
stay in port. The percentage figures and the individual absolute
figures in ship-hours do not correspond exactly, because the per-
centage figures were calculated exactly by the use of total
quarterly period ship-hour figures, chile the mean figures of time
per stay in port, were necessarily rounded off to the a:earest
half-hour. Thus, while the percentage figures are absolutely cor-
rect, the averages are only approximately correct. In this way,
Table Is, while giving a good and clear presentation in absolute
average figures, also gives precise percentage proportions. It
thus shows in a clear manner the degree of concentration of certain
elements, independent of their economic effects.
On the other hand, Table II gives a concrete picture At the
effective losses in the potentibls of the fleet, according to
origin of loss, but omitting losses of time caused by holi.;ays or
atmospheric conditions, since the latter 2 categories are classl.-
fied as unavoidable.
The data of Table II is expressed in terms of t-days of the
average gross carrying capacity of individual vessels (weighted
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avenges). 1heps.osntage figures given With, the losses of the
potential of the,-fleet due to coal express the relation of these
losses to the whole and the losses in time due to the cargo itself.
By way of an explanation, it ahould be added that the
headings of individual columns referring to the losses of time
and potential in tables I and II (P.~i, ports, etc) refer to the
sources of origins of these losses. Auxiliary servicing time
means the time besides the loading and unloading necessary for the
servicing of a vessel in port (mooring, customs. etc).
Table III contains practical net loading and unloading rates
for the individual basic types of cargoes divided into ports and
quarterly periods. These.retee have been expressed in mdtric t
per 24 hours.
Analysis of Time of Stay in Port
In Table I we see ivmeeaiately the characteristic arrangement
of the shipping tonnage according to the type of business of the
vessels. All the ocean lines as well as most of the arrivals of
the vessels of the European lines are concentrated in Gdynia and
Dansig. On the other hand, somewhat fewer of the vessels of the
European lines as well as the main portion of the tramps are grouped
in Stettin. This pattern has an important influence on the degree
of concentration of a certain type of loss of time in the different
The time taken for auzilliary servicing of vessels, especially
of vessels of the European lines, is considerably longer in Stettin
than in Gdynia or Dansig, mainly due to the greater length of time
necessary for entry and exit of the vessels anchoring at Stettin.
 Because of the geographical position of this port the total time
required to take a ship in and out of Stettin is about 10 hours,
whereas in Gdynia and Danzig the average time is about 2 hours.
The aveyege time of stay in port of vessels of the huropean
lines is higher in Odynis and Danzig than in Stettin and in equiva-
lent to 108 hours in Odynis, 120 in Danzig, and 60 in Stettin. The
main reason for this is the fact that in Gdynia and tansig greater
quantities of cargo are loaded and unloaued per vessel thin in
Stettin. The biggest and most time conawaing vessels of the
European lines, namely the so-called Levantine vessels are serviced
mostly by the port of Dei.zig anu that is why the average loading
and unloading time is the longest for this port.
The longer period of stay in port of tramps in Gdynia and
Danzig than in Stettin can be accounted for by the bigger tonnage
tramps being directed towards Gdynia and also partly Danzig.
Losses of Time Due to the Fault of the PM and of the Ports
The magnitude of the total loos of time varies greatly in
the different parts. Gdynia is the worst from this point of view.
The average loss of time per one stay in port for vessels of the
ocean lines is 78 hours whereas in Danzig it is only tea hours.
This is largely the fault of the port and of the FM. The losses
of time of eurapean line vessels are almost identical for claynia
and Danzig. On the other hand in Stettin these losses of time
for European line vessels are incomparably lower.
Subdividing in turn the losses of time due to the fault of
the Pl*i, that is, into those due to the administration of the PM
and to the crews of the vessels, we see 2 outstanding figures,
namely ocean lines in Gdynia and tramps in Stettin.
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?he eioaepticnally high loss of time due to be PM of the
ocean going vessels is due largely to the very long repair stay in
port of the "Boleslaw Prus" in the Fourth quarterly period in 1954.
Independent however of this cause, serious losses of time oc-
cur with weasels of ocean going lines through the fault of the Plid
(technical causes), when these undergo s-rious repairs between long
ocean trips.
Firm this point of view, European line vessels of the PLO
in Gdynia and Danzig do not show much loss of time. On the other
hated serious loosen through the fault of the Ptgi due to technical
causes occur in Stettin both in ocean liners and in troupe, It
appears that the necessity fur frequent repairs an old and techni-
cally incompetent tramps is largely responsible for this state of
affairs in Stettin.
In spite of these explanations, it appears that there is
roam for iaprovemsnt of the efficiency of organization of the
technical services of the PLO and the PT1! as well as their co-
operation with the crews of the vessels concerned. This is es-
pecially true when considering the need for an immediate begin-
ning of repair work on arrival of a vessel in port. Also it is
likely that there is roan for improvement in the organization of
fitting repair workshops.
Besides tedxnical reasons, important delays are due to
organisational causes. Two basic causes contribute to this, a
too late mustering of the craw as well as lack of organization
in time of authority ashore.
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The first )f ,- re^sona frequently happens is Status
where delays of a few hours often occur while the cram is Wing
mustered.
.On-.the other hand the M has on occasions held a vessel
inactive while awaiting orders from the port authorities. Some
delays due to this cause were very long, as long as scores of hours.
Theaa would almost always occur when vessels were transferred from
time-charters (.fishing) or frank one enterprise to another. This is
.the largest single contributing cause of the time losses in port
of the fleet. The M values of these losses are striking in
ocean line vessels in Jdynia and Danzig, especially in Gdynia,
with European line vessels in Danzig, and with tramps in Stettin.
Almost all these big losses of time through the fault of the
ports were due to organizational reasons. In Gdynia and Danzig
there existed above all a lack of longshoreman. A second cause in
connection with ocean lines in Gdynia and Danzig is the inauffi-
eient number of older pilots entitled to guiue large vessels in
and out of port. Consequently these vessels frequently await a
pilot.
.. In Stettin,-,t*aides seasonal shortages of labor, tramps
.frequently waste time awaiting shchor/ge space. Ocean liners with
pdra.nent bases are much better off from title point of view.
One of Ulu main causes of waste of time the to technical de-
fici4nAs of the porta in Gdynia and Danzig is the shortage of
towing aosta, hich causes bests to wait for towing. This does
not amour in Stettin.
 Losses of Time Au to Cargo or Railroads
Cargo is responsible for serious losses in time, especially
in Stettin. This is mainly caused by delays in delivery of
oasis, wbiah is shown in 'Table II0 in the -calculation of potential
losses. This is seen at a glance from figures referring to tramps
in all 3 ports.
Losses of time due to wood and mall cargo in L uropean
O
C
lines, especially in Odynia, are of lesser. importance.
o
The main cause of losses in time due to the PAP, is due
to the failure to deliver an time wagon loads of coal, which
0 0
O
together with the inadequateness of storage space causes the delay
in boat loading. However an the whole losses due to the PAP are
'not of great importance.' .
c
0
Losses due to?other causes are likewise of minor importance.
In this category may be included waiting for the discharge of part
O
formalities mud night interruptions in the work of the "Pageds,"
whQch interr pt the loading of timber.
The Influanc-' of the Losses of Time an the Fleet Potential
0 0
As we id previously, the data given in Table I only show
the extent c.' importance of certain phases- of the stay in port of
a vessel, inoepeadent of its exploitation and economic effects.
t-days(weighted averages) of losses in fleet potential due to
losses of time shown in Table I. The data in Table II is especially
O
interesting because it shows the sensitive points from the point
of view of economic importance caused by the various categories of
 1t4eb aathste Table I are not necessarily the ones which amuse
the greteat loos in fleet potential and vice-versa. It must be
raebered nevertheless that it is the economic losses that are
of greatest interest to us.
for example, it can be seen that the very serious losses
due to the coal cargo in relation to the entire tramp fleet are
only half as important as losses due to the poor organization
of our ports.
The fleet potential lost through the fault of the lit is of
great importance since it makes up 26.9% of the total fleet
potential loss for the 3 ports. the loss due to the Plgi is
glaringly evident here, since it amounts to 88.5% of the total
fleet potential loaves. It should be emphasized again however
that the prolonged repairs of the vessel "8o].ealaw Prue" in the
Fourth quarterly period of the year 1954 had a decisive influence
on this factor. This vessel alone caused a loss of 189,333 t-days
in the total of 55+,075 t-days losses in the fleet potential in
all 3 ports and the 3 types of navigation in 1954. after a cor-
rection for this single factor the percentage loss in fleet
potential due to the FM would be reduced from 26.9% to 19.5%.
Of course the importance of losses from other causes would rise,
namely due to the fault of the ports to 40.6%, due to the cargo
to 27.7%, due to the PKP to 8.6%, and other causes to 3.6%.
Losses due to the functioning of the ports occupy an imi-
portant position. here as in losses in potential due to the Pit,
the most important losses occur in ocean lines in Gdynia and in
the tramps in Stettin. Losses pertaining to European line vessels
in Gdynia and Dsnsig also are of considerable importance.
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The shortage of labor played a decisive role hers. The
inefficiency of ports however plays a particularly greet role
with ocean going liners, since these are Poland's greatest
vessels and thus cause a proportionately large fleet potential loss.
The third (in magnitude) loss, and after the correction of
the "Bolealaw Prue" the second magnitude loss, is the category of
losses due to the cargo itself. It is characteristic that we do
not see these losses at all in Danzig while they do occur in
Gdynia. In Gdynia they are unexpectedly high, being 53.8% of the
total fleet potential.
The most important losses due to the nature of the cargo are
those of tramps, this being of course of greatest importance in
Stettin. This is caused by coal cargoes. Slight delays in loading
overloads the regular lines. From this presentation, the import-
ance of the efforts of the PM to deliver on time coal to the ports
is evident.
It is evident that our fleet loses an important portion of
its productive potential due to insufficient lnwwlsdgs, and above
all insufficient use of the reserves of time in the stay of our
vessels in hose ports.
To picture these losses in an easily understandable form,
from a strictly exploitation point of vier, that is, neglecting
the question of costs, the following an be seen.
The losses in fleet potential due to the fault of the lift
(without the accident of the "Boleslaw Prue"), which occurred in
1954, amount to the removal frow use for a period of one year, (35
days for yearly repairs) of a vessel 1,105 t or a vessel only
slightly smaller than the "Warmia.*
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;,est. piL~rsi.-s1 due K ..e ptsv s1s .SRLC %
to tang down (or putting out of action) fora period of a year
of a vessel with the tonnage of 2,302 t or only slightly smaller
than the "Wroclaw."
Losses in fleet potential due to the cargo are quivalant to
the removal from exploitation for a period of one year of a vessel
with the tonnage of 1,575 t, and to the coal slave of 1,180 t
or of greater size than the 'Uksywie."
The entire loss of fleet potential due to avoidable causes
is equivalent to the removal from exploitation of a vessel of 6,248
t or of a site approaching that of the vessels "General Walter"
and "Mickiewicz."
Zia above figures speak for U.maelves, and up till no.. we
have not done nearly enough to increase the efficiency of
servicing of Polish vessels in home ports. The most important
causes which may be remedied are those due to port service and
secondly those due to coal cargo. The magnitude of losses due to
the PHil is also disquieting. Special attention should be concen-
trated an increasing the efficiency of repairs between courses and
also staff services and exploitation of the itt services in general.
As an additional illustration of the working of Poland's ports
we also present in table III actual net rates of loading and un-
loading (after deduction of all interruptions in loading and un-
loading) for several types of cargoes subdivided into ports and
quarterly periods. From this short exposition we see that
Stettin is quicker than Gkynia and Danzig in loadis.g and unloading
of such cargo as coal, coke, ore, superphospha Ufa, cement, and
grain. On the other hand, it is slower in handling timber, miscel-
laneous cargo, and miscellaneous cargo eonbined witi. as handled
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Danzig handles tinber with the gres test speed. However
this is still too slaw a rate.
Gdynia has the best results with the handling of miscel-
laneous goods and miscellaneous goods in combination with mass
handled goods. In calculating the loading and unloading rates
for miscellaneous goods, time necessary for attaching of heavy
articles and the occasionally needed transfers from one crane to
another were calculated.
- 13 -
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 Type of Navigation in Port in Port Hours Loatard Unload liary Service Total Generally
hours % hours % hours % hours % or:?anizatlon % teehaao4
TABLE I. ANALYSIS OF Mv, TIME 0!' STAT IN PORT 0-7 L'AS` EIS OF ;HE PM
IN POLISH PORTS
No of Ships Average Time ?tne Taken to for Ausil- Due to iS. Fault of the PM
Ocean lines
European lines
Trams
Total
Ocean lines
European lines
Trams
Total
European Lima
Traps
Total
38
382
279
72.9
25
6#6
70
20.5
22
5.8
2
137
108
69
64.1
24
13.1
25
22.8
3
2`.:.
2
15
123
72
58.2
8
6.9
43
34.9
1
1.2
1
190
164
111
67.8
- 16
9.7
37
22.4
7
3.8
2
Dansig
20
259
190
73.1
25
9.8
44
17.0
9
3.4
3
61
120
82
68.3
12
10.1
26
21.6
3
2.7
3
23
115
63
54.7
19
16.5
33
28.7
3
2.2
3
104
145
98
67.6
16
nel
31
21.3.
4
2.9
3
Stettin
121
69
33
48.4
21
30.0
35
21.5
4
5.2
1
139
in
48
43.0
19
17.0
44
40.0
8
7.5
2
260
92
41
44.9
2C
21.6
31
33.5
6
6.7
2
0.6
1.6
1.2
101
1.3
2.7
2.2
2.2
3.4
Sac
4.9
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 Due to the Fault of the Ports
Navigation hours % Utica % cal
Ocean linos 22
'I
European lines 7
t,
Tramps 905
Total 10
Ocean lines 16
European linesll
European lines 3
Trumps 10
5.6 18 4.7 4 0.9 2 0.5
6.5 6 5.6. 1 0.9 5 4.3
7.7 8.5 6.9 1 0.8 20 16.2
6.1 8 5.2 2 0.9 5 3.2
'6.2 12 4.7 4 1.1 - -
9.0 10 8e2 1 0.8 1 1.1
4.? 5 4.6 - Del 10 84
7,3 9.5 6.4 1.5 0.9 3 2.0
4.6. 3 4.1 0.5 3 4.6
(TABLE I COtmNuw)
Due to the Fault Duatto'?tho Fault of
of the Cargo the flP
hours 5
Aolidgs asd' Int ea rtm boas Doe : to
Other Causes. Atmospherla 0asadLtiam.
hours
%
hours
5
hams
2
0.6
2
0.6
28
0.3
0.3
0e7
0.6
9
6.0
4e5
0.5
0.4
6
1
0.7
1
0.6
13
Danzig
4
1.5
1
0.5
14
-
-
1
008
10
7
6.2
2
2.0
6
1.5
106
1.5
009
10
Stettin
-
001
1.
1,14
4
2
1.4,
1
1.1
3
1
007
1
1.2
3
902 9 801.1 1.1 20 18.4
7A
607 1 0.9 13 13.6
5
T.4
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TABU n. : .SSES OF rOTi*.tta TN THE Phi RESULTING -BON STAYS IN POLISH PORTS
Losses Duet.to PM
Typm of
;la. tg?1on -day.
Ocean lines 283 905
European lii w..
3.2D,,2%
402
. 1.3%
320,1000
1%
CARGO
of this
% :,bdyra % together % Coal
45.0 77-'" 43.1 - 16.6% 3.5 -
8.~.b9'.. 71,6&
16 a. 22.496 1414 53.8% 35.3
20,5(14 39,346
5.3 5.4% 26.9 29.6% 51.6
376,642
35.4 100% 41.14
5766.8% 28.1 518% 51.3
15,(144 78,830
17.4% 13.6 39.0%
13,593 18,544
15.8% 11.6 9.2% 15.6
86,2146 202,278
100% 19.9 100% 46.8
tmopean lines 17,556 12 022
11.9% 40.5 6.7% 27.7
TrmAps 129 710 imam
Ae.1% 19.2 93.39 24.9
Total 147,266 180,606
100% 20.14 100% 25.1
55u,C' = 26.9 759,526
133,~0/9y7~/ 11. 41,899
1006 14.6
Da
9,703 ,
22.2% 8.8
33,928
77.8% 29.0
PRP
% t.-days %
34,995 5.6
67.51
10.6% 2.7
11,33?
2109%14,9
51,819
31.5 100% 5.7
31,170
38.4% 15.2
96
0.2% 0.1
49,757
61.4% 42.5
43s631 14s694 81,023
100% 10.1 - 33.7 100% 18.7
-Stettin
10,1480 -
3.1% 214.2 - - 0 5% 0.3
332,0561
96.9% 491. - - 9935% 4.1
343,0+1 332,667 27,606
100% 47.6 a. '97 .0 100;3 3.8
d' I clusive
519,769 25.Z'3 ; 74.9 160,446 7.8
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t-days % t?dls s %
17,522 630,175
64.9% 2.8 69.3% 1^.
831 % 4.2 222.3% IT
1,012 76,261
3.1% 1.3 8.4% _.-
26,100 0% 2.9
0 100% L
x5570% 5.4 247~3% I
6,926 110,599
36.1% 6.2 25.6%
1,321 117.143
6.996 1.1 27.9% UG
19,184 432s362
100% 4.5 100% lit)
344?5% 7.3 3?b 0% 2
18 685 677,003
905% 2.7 94.0% 3(0
21,857 720,376
100% 3,1 100% 100
68,037. 3.3 2,061,855 100
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TALE in. LOANNO ANI)'tNLORIINO IN MUSE Fours
Coal Coke Ore and cesent Timber train Cargo ? usestiudl.d
a
First quarter
1,313.' : -
2,036
821
-
-
481
671
Second quarter
- -
2,264
662
-
1,535
490
536
Third quarter
1,874`. -
2,465
1,068
347
-
469
878
Fourth quarter
1,500 1,043
2,938
-
576
1,477
Yearly
1,546 1,043
2,697
895.
Donala
347
1,535
499
1,003
First quarter
2,271 .
1,017
4614
312
462
1,015
Second quarter
1,080 -
2,65].
-
437
1,153
307
074
Third quarter .
1,889
3,412
814
549
988
422
707
Fourth quarter
2,624 -
2,304
.-
524
1,252
544
1,203
Yearly
1,622 -
2,724
972
Stettin
510
1,113
446
893
First quarter
1,959 -
-
1,111
305
1,568
465
1,452
Second? quarter
1,785
2,4114
1,269
493
2,505
404
-
Third quarter
1,858 1,291
.3,263.
1,108
327
-
376
386
Fourth quarter
2,011 1,232
.24926
-
539
1,234
412
727
Yearly
1,903. 1,248
3,052
.1,180
444
1,571
413.
779
super Minos"
pbospbatn laaeous hiscaLtandoos