PROCESSING AND ROUTING OF DOCUMENTS RELATING TO SHIP REPAIR IN THE MERCHANT FLEET

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00047R000300240001-0
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 8
• Document Creation Date: December 23, 2016
• Document Release Date: April 19, 2013
• Sequence Number: 1
• Publication Date: August 7, 1953
• Content Type: REPORT

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CLASSIF 'CAI ION /SEGRET/SECURIT I 1 N.Frutum.un rucli
CENTRAL INTELLIGENCE AGENCY
INFORMATION REPORT
COUNTRY USSR
50X1 SUBJECT Processing and Routing of Documents Relating
to Ship Repair in the Merchant Fleet
50X1
PLACE
ACQUIRED
DATE
ACQUIRED
DATE OF INT
ISIS O./CUMIN/ CONTAIN, INFORMATION Arricriso /NI NATIONAL D CCCCCC
OF TMI *NITRO CCCCCCC WITHIN TOR IIANI000FTITLI IS, SIMONS TOR
AMS 714, OF TNI U.S. ,COOK, Al 0000010. ITI NNNNNN ISSION OR 11100.
LATIOM OF ITS CONTENTS /8 OR RICIIPT ST AN UNAUTNOIIITD PIRSON II
ASSWISITID 111. LAW. ,TNI NNNNNN UCTION OF THIS FORM II PRONISITID.
DATE DISTR. 7 AUG 1953
NO. OF PAGES 1/ 50X1
NO. OF ENCLS.
(LISTED BELOW)
SUPPLEMENT TO
REPORT NO.
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THIS IS UNEVALUATED INFORMATION
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Ship repair yards in practice are enterprises of a general purpose type
which have a Ereat nuMber.of diverse shops (tsekh) and specialties and
which carry out from beginning to end all repair work encountered on ships.
Up to the present time) owing to the many types of ships) their equipment
and the lack of a sufficient quantity of interchangeable spare Parte and
machinery in stook) the repair of each ship has been done individually)
Without the necessary organizational preparation. Thus) handicraft
methods of work prevail and there are often times when) due to the break..
down of an individual *Chine or part) ships stand idle) waiting for
the manufacture of a new part.
The following are examples illustrative of what has been saidt
(a) The tugboat Leningrad) belonging to the Astrakhan Roadsteads Oil
Tanker SteamshipAgency (Reydtanker) was taken out of operation in 1939.
The basic work to he done was to change the plating of the hull and to
replace one boiler. By the beginning of World War II the hull of the
steamship had been replaced) but they had to whit till 1949 for the boilers
ring this same time there were several steam boilers at the shipyard
Tenth Anniversary of the October Revolution. These boilers were non..
-iquid assets) including one which was suitable for 'the tugboat Leningrad.
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However, Use of the latter boiler was never authorized since all of the
boilers onjiand in thewere earmarked for a steamship Which had been
under construction since but which in fact was never built. In
194041.41 construction of this steamship was deleted from the plan altogether,
and in 1951 the.hUll-whiCh had been made for it had become covered with
rust and overgrown with moss and tall weeds. In 1949 a boiler was obtained
for the Leningrad, but the new hull had become completely worthless and
the steamship hadi'tObee Classified as permanently in disrepair. In 1951,
the Steamship Leningrad half-sunken was placed in Zolotoi Zaton� in
Astrakhan* The boil inhabitants had stolen its wooden parts for fuel
and the other parts,. Which were still serviceable, had been removed by
mechanics. The steam boiler which had been available is on a barge in
the oil port in A bad condition due to disuse and is now listed as
equipment in excess .of allowances
(b) The tanker Molotov of the Caspian Oil Tanker Steamship Agency
(Kasptanker) with a cargo capacity of 10,000 tons was placed in capital
repair in 1949. 4owever, the tanker remained in repair nearly 300 days
more than the planned period of time because of the bad and poorly:timed
preparation of technical documents,'
�
'(c) The Steamship 4koyan of the Caspian Dry Cargo Steamship Agency
(Kaspflot)4 with a�pargo capacity of 1200 tons, remained in repairs, in
19494 over 210 days _above the planned time because of the poor supply of
materials and parte4t Similar occurrences are encountered in the majority
ofiship repair yards both in the Ministry of the Merchant Fleet and the
Rinistry of the River Fleet.
. .
In the postOWOrld Mar I years the Ministry of the Merchant Fleet OAF)
with special persistence began trying to find ways to shift over to new,
more modern opeiational 'methods, which would increase the rate of repairs,
and assure a ourtailment of the time spent by ships undergoing overhaul.
Included among,thesi basic measures are the followingi
(a) Standardization in the MT (not an all-union standard) of main and
:auxiliary machinery, and also of interchangeable spare parts through
specialization of the production of individual plants in Certain equipment.
This, measure, if carried into effect, will, through effecting repairs by
Unit rePlacement of eqUiOment (agregatnyy metod), afford a sharp reduction
of idle time speny_ehips undergoing overhaul. Howeverut#is measure
did not receive because because of the stegnationand:bureaucracy
.
,44.171S,Pentral* 14,10 00 Ministry and because it wee impossible for the
414 repairs independently to improve their working methods. In this event
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Ohangs of program or the yards is demanded.
1:0) Introduction of. ispeedoup methods of ship repair. ,This method has
been most widely propagandised by the Ministry and by 1951 its introduction
on.a rudimentary scale was made mandatory. The speed-up method of ship
repair' on the whole, deperds on the initiative 'and state of organisation
of t4e. oonective. of the enterprise, a fact which is most alluring for the
Central apparatus of the Ministry) since it relieves them of superflUouss
'brain-wracking work. In 1951 the introduction of speed-up repair actually
was a propaganda dodge. Directors of the Various yards publicly stated'
that repair of certain ships (usually One or two) would have to be carried
out by speed-up methods. Speed-up repairs o� one or two ships was carried
out with a great deal of propaganda bluster, but10 or 40 other ships itcbd
idle in repair and the opening of the navigation season was delayed.
All attention was to one or two ships by the expediter (skorostnik), the
best workers were assigned to them, and materials were allotted under
first priority.
,
(0: Ship repair witli w9F4pg forces from ships
This repair is of two different types
ramoval'of the'ship from operation, usually in the winter.
(2) WithbutzeMova1of the ship from operation,theirepaita
.1beingmadeeltber with the ship underway or between voyages while it is
atamolior.
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This method was a sort of counter-measure by the yard and steamship agency
,
management against the introduction of spped.-up repairs The selfwrepair 50X1
method. makes it possible to shift the entire burden of work from the
shoulders of the managers to the shouldersof the enlisted isechanics, ,
captains And group eniineerss The regulation for ship repair by work forces
of the ships' crews was worked cou: and it WAS put into effect
by order of the Minister of the ,Merchant Fleet as a model regulation for
all organizations of the Ministry of the Merchant Fleets
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The problem of processing technical documents has always been acute in
the -Merchant Fleets Prompt and technically competent compilation of
technical documents for ship repairs has been lacking� Repair records
were sometimes compiled by temporary personnel or by analogy with old
records, Furthermore it was almost impossible to obtain price lists or
manuals on estimates. From 1950 on the Ministry had begun to pay serious
attention to the processing of technical documents for ship repair and
required an absolute check on their prompt and correct compilation.
In this report the procedure in the processing and
movement of technical documents for ship repairs
The initial documehts4nvolved in the repair of a vessel and which must
be available on each ship ares
(a) Log books for recording defeats:, both of the hull and of the,.
mechanical' parts,
,
ChY Reaults of Preventivs'inspections,
(0)
Measurement of the wear on parts.
gll data Which.deeeribe:the ieohanical condition both of the various parts
, . -
and-ellnients of the ship are entered systematically in these documents,
in the course of 010 Oiee operations,,,. From these doduments one can
see what defects have arisen on the ship, those which have been eliminated,
and those which are yet to be eliminated. The quality of 'subsequent
repair documents depends On the completeness' and quality of the entries
in these documents, These initial documents are found on board ihip0, in,
the; Department o$ the ShipeMedhanics Service and also in the inspectorate
Of the Maritime Registry (Morskoi Psgistr).-
6. Records of all defectf,are kept on each ship. The defects are extracted
from the log for recor ng defects, from entries of the results of preventive
a, .1
inspections and fro* he jmeasurement of wear on parts (items a, b, c, above
in Paragraph #5), and rCentered in the so-called record of'defecits
(defektnaya vedomostf), Defects are grouped in the following ordert
(I) Main engines and boilers,
(b) Engines, deck auxiliary machinery and pipeline Systems,
(0) Electrical equipment and radio equipment!
(d) The hull living and service spices (lipids, tanks, mess halls,
heads, etc),
The Character and amount. of work involved in repairing each defect are
shown in the reeord. For example, replace 40 square meters of six =Steel
plating on the hull between the 20th and the 25th ribi on the starboard
side; or, rebsbbitt six journal bearings on the Port intermediate shift
(premeshutochnyy val) with diameter of 200 mm. Bearings #4, #5, 110, #7,
#9, AO. Coatings 1143 tin babbitt,
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SEORET/SECURITY INFORATION
... 4
The records are compiled by the senior mechanic and the captain of the.ship.
Usually the senior mechanic entrusts the compilation of the record to the
assistants assigned to the branches (2nd mechanic a main engines; 3rd mechanic -
boiler's and steam pipelines; 4th mechanic � deck machinery and auxiliary
engines). The record of defects is coordinated with the group engineer of
the department of shipamechanics service of the steamship agency to which
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the particular ship is assigned. A group engineer provides technical
services for a group of ships, 'which group is determined by the specialty
of the engineer, i e Diesel, steam, barges, etc.. The group engineer must
carefully check the planned volume of work which has been entered in the
records. Superfluous work or padding of the work volume as compared with
what is actually needed leads to a rise in the estimated cost of repair.
This iA turn gives the yard performing the work opportunities for abuses
(such as getting excess money for repair work from the steamship agency
and giving exaggerated indices for fulfillment of the plan). In the case
of fulfillment of the repair plan by working forces of the ships crews,
such padding would afford the opportunity to the shiper cress of earning
easy Money. Subsequently the record of defects must be coordinated with
the yard performing the work through the yard technologist or the chief
of the estimator group. The record of defects is kept on board ship and
in the hands of the department of the ship-mechanics service of the
steamship agency. '
7. The repair record (remontntorm vedomostt) is the next step in the documentation
of ship'repair work. After the record of defects has been revised completely,
the process of compiling the repair record is begun. The repair record is
compiled by the estimator group of the yard performing the work in the event
it is yard repair work. If it is ship repair by working forces from the
crew, the record is compiled in the ship.mechanics service of the steamship
agency. A uniform repair record has been established for each ship and the
form consists of the following elementse
(a) Repair record for the hull
(b) Repair record for mechanical parts
(c) Repair record for electrical equipment
(d) Additional repair record (in case additional work arises not
recorded in the record of defects)
Each of these items consists of the total amounts fort
(a) Labor oasts
(b) Costs of materials
(a) 'overhead expenses
Usually in order to compile the repair record there must be available the
Ilanual on Cost Figures for Repair Records*, which indicates the amount of
labor required for a particular job and the quantity of materials (in terms
of consolidated indices). Besides this, there must be available a price
list for ship repair materials. However, there are almost no maotale on
cost figures in the Ministry of the Merchant Fleet ()ry, or, if there are,
they are only for individual jobs. In order to figure costs for the repair
records, the estimators usually are obliged to use the "Handbooks of Norms ,
aaul Price Rates for Workers', on ship repair work and also price lists.
Figuring costs from manuals takes considerable time since the outlay of
working time is broken down by individual small scale operations* After:
the estimator has calculated the repair record, it has to be signed by the
local inspectorate of the maritime registry and the following officials
Of the shipyard r the chief of the estimator group, the chief of the
planning and production department and the chief engineer. Thereupon the
record goes to the steamship agency where it is signed by the captain and
senior mechanic of the ship, by the group engineer of the ship-mechanics
service within whose specialty it falls, and it then must be approved by the
chief of the ship-mechanics service, The repair records are kept in the
ship-mechanics service of the steamship agency and in the yard performing the
work,
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. 5 .
8. After processing of the repair record has been completed, the compilation
of the estimate for ship repair begins. As a rule, four estimates are
(a) Estimate for capital repair e0X1
(b) Estimate for medium repair'
(6) Estimate for routine repair
, .
(d) Estimate for ship repair by working forces from the crew
The total outlay oriior for each ship is cited separately in the estimates
(without a breakdown for the jobs technologically). runds for ship repair
are requisitioned by eatimate. The estimate for ship repair is signed by the
following officials in the steamship agency 8 . the compiling engineer of the
branch of the'shipexechanics service for ship repair, by the chief of the
shipemechanice service, by.the chief of the planning department, by the chief
of the department of labor and wages, by the chief engineervand then by the
chief of the agency. 'The. estimate next goes to the glavk exercising jurisdiction.
In the glavk the estimate iiechecked by the chiefs of the planning end technical
departments and if enough money for the ship repair has been allotted to the
particular steamship agency to pay for the estimate, then these persons eign
it and give it to the chielOgineer aria the chief of the glavk for approval.
An estimate for caPitl. a repair must also be approved by the chief Of the
planning and economic department of the ministry and thereafter it goers, to
the 'Minister for approval.
M
9.
In practice, approval Of the estimate is effected otherwise. Appropriations
for Ship repairs are not allotted, on the basis of actual requirements but are
considerably reduced. Then an order is written on the estimates "Bring the
estimate into conformity with the sum of (blank) rubleveappropriated by the
government". The estimate goes back to the ireamehip agency, where a correction
of the repair record is made for the purpose of adjusting the sum of the
estimate to the amount of the appropriation. It often happens that necessary
repair jobs have to be eliminated to the detriment of the futire technical
condition of the shiPs. This situation results in ship operating on the
verge of breakdown, called na iznos. Overeexpenditure of money is not permitted,
nor is transferring funds between items on an approved estimate authorized.
,After approval in the Ministry, the estimate comes to the steamship agency
and the yard, which will perform the work. The original of the estimate is
kept in the secret department of the steamship agency. Copies, with the
legal character of secret deeuments, are to be found in the possession of
the chief engineer, the chief of the shipenechanios service, the chief of
the planning department, the chief of the department of labor and wages and
the chief accountant.
10. Contratres between the repair yard and the client are formulated in certain
cases. If the ship repair yard is subordinated to the steamship agency, no
contract for ship reptirs is' concluded between them. In this cue the
steamship agency by directive instructs the yard to start the ship repairs
and to complete them within a' defined time limit. An analogous proceatere
for handing ships over to rshipyard for repair, mere if the yard is
subordinated to the same glavk asuthe steamship agency, yet not directly
subordinate to the agency., In this case the steamship agency compiles the
draft order for ship repairs, and the chief of glavk signs it.
In seme'oases the ship repair yard is subordinated neither to the steamship
agenelyrnOr to the same glavk as the agency, but to some other glavk, for
example, the Chief Directorate of Marine Industry (01avmorprem) or the
Chief Directorate of Machinery Construction Enterprise's (Glavmashprem).
The steamihip agency then must conclude a contract for ship repair with the
yards There are two types of such contracts, a general contract and a local
contract. The contract is concluded for a single ship pr for a group of
ships, depending upon the category of repair work involved..
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11. In these contracts the mutual rights and obligations of the parties are set
forth. .The usual terms found in such contracts area
(A) Responsibilities on the part of the steamship agency
(1) Making the ship ready and putting it into repair promptly
(processing of estimate documents, plans, diagrams, dismantling
(razoruzhenie) and cleaning of the ship)
(2) Prompt supply of ship repair materials ( if by contract
the: . steamship agency is to supply them)
(3) Prompt transfer to the jurisdiction of the yard of those
crew members who have ship repair specialties
(4) Assuring the constant control over the progress of the
ship repairs
(5) Supplying the necessary small craft to deploy and rearrange
the group of ships ,(karavan).in repair (normally occurring during the
winter months when there is no navigation)
(6) Making provision for ice-breaking and all.,shands job for
the group of ships (karavin) in repair. This would also occur during
winter repair operations when numerous ships are tied up alongside one
another.
(7) Prompt carrying out of work involved in acceptance as the
ships are finished
' (8) .Making prompt monetary settlements for ship repair work
(9) Prompt removal of repaired and accepted ships from the
quays of the shipyard.
(B) Responsibilities on the part of the shipyard
(1) Prompt carrying out of ship repairs in conformity with the
time. limits and schedules laid down in the directive
(2) Assuring the requisite quality of the ship repairs
(3) Provision of guards for ships at the quays of the shipyard
(4) Assuring timely delivery of repaired ships to the client
(0) Regulations binding on both parties
(1) All questions connected with unforeseen jobs on a'ships ie
jobs not envisaged by the repair record but arising in the course of
repair, are to be approved by the yard jointly.with the client and
representatives of the Maritime Registry
(2) All repair of ships must be carried out under the supervision
of representative5. of the Maritime Registry
(3) The instructions of the representatives of the Maritime
Registry are to be carried out completely in the course of repair
and at the time of delivery of repaired ships to the client
(4) In the contract there may be a stipulation for the payment
of a bonus to the shipyard by the client in the event that ships are
released from repair ahead of time and for imposing a penalty on the
shipyard by the client in the event of tardy release of ships from
repair
(5) All disputes between the client and the yard are to be
decided by departmental procedure
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12. There are specific time schedules established for ship repair work. Before
a ship is placed in repair the shipyard, jointly with the client, must make
up schedules of work. These schedules stipulate the time limits for
completion of work, by elements, for each ship and are approved by the yards
jointly with the senior mechanics and ship captains. These working schedules
are coordinated with the ship-mechanics service of the steamship agency.
Depending on circumstances, necessary corrections can be made in the
working schedules during the course of the work, but only within the limits
of the directive schedule, The results of schedule fulfillment must be
added up every ten days.
13. In thc Ministry of the Merchant Fleet a number of the ships have been
transferred to the principles of business accountability (khozraschet).
These particular ships have books kept on the expenditures borne by them
and the revenues received as a result of shipping operations. In order to
record the expenditures borne by a ship the captains are issued special
quota books (Limitnyye knizhki) of two types& the present time in the
Merchant Fleet, daily expenditures for repairs are recorded only for those
ships being repaired by the crew. There is no daily record for ships being
repaired in the yards. There were attempts to introduce this kind of
bookkeeping for the repair records, but this turned out to be hardly
feasible owing to the lack of personnel* Repair expenditures of ships
operating on the principles of business accountability (khozraschet) are
not computed until repair is completed and they are recorded as a total
under "expenditures for ship repair" for those ships which have been in
Shipyard repair. For ships whose crews are performing the repair work the
following expenses are regularly recordeda
(a) Wages
(b) Crews' rations
(c) Materials
(d) Spare parts awl components
(e) Shipyard services
(f) Miscellaneous expenses
14� An order (zakaz) and a work order (naryad) are two basic documents involved
in ship repair work. A zakaz is an order to the penning and production
department of a repair yard. The zakaz states the work to be done, the
specifications, the time set for completion and the quantities to be
manufactured. A work order (naryad) is directed to the workers by the
� shipyard and contains the units to be made, the norms involved and the
costs. Each naryad is kept on file by the chief accountant for the ship
repair yard. Before the ship is put into the quay of the shipyard, but
after the approved repair record is available, the ship-mechanics service
of the client steamship agency submits a zakaz to the yard* This zakaz
calls for the manufacture of various parts and semi-finished materials as
well as for repair jobs by elements in conformity with the repair record.
The zakaz passes through the planning and production department of the yard
and is received in the workshops of the yard in the form of a naryad. In
the naryad issed to the workers for a particular job, it is mandatory to
quote the number of the zakaz. A naryad which does not carry the number of
the authenticating zakaz is invalid and will not be paid. The zakazes are
control documents (besides being the basis for the working documents of the
shop chiefs) which make it possible for the shipyard to keep check on the shop
chiefs and foremen. This prevents the latter officials from giving excess or
unnecessary work to the yard workers. It also prevents the shop chiefs
and foremen from drafting false naryads so as to increase the pay of the
workers for work actually not fulfilled.
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MITT INFORMATIuN
l. Certificates of perce0a
as a check on the fOr
twice a month (dependinm
contractor check on
extent to which the a
are recorded in the_cst
is signed by the repreleh a
repair yard. The certiflig
for the shipyard preseniiA '
completed and for giving 4
for a particular period et
fulfilled is checked, ID,i.*0
the Maritime Registry.
Protsentovki) of work fulfilled are used
,ship repair work. PeriodicallY$ once or
he terms of the contract) the client and the
ess of the ship repairs and determine the
inished. The results of the inspection
0 of percentages of work fulfilled which
vee of the client steamship agency and the
..with
the joint signatures serves as the basis
be client with a bill for repair jobs already
rt on the fulfillment of the ship repair plan
. The certificate of percentage of work
resentatives of the local inspectorate of
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16. The certificate of acceptance of a ship from repair is a further document
required in the repaircIA,Mvassels. On the completion of ship repairs the
client jointly with the ree4:inapectorate of the Maritime Registry must
accept the ship. The aCcotance of the ship tikes place in two stages, in
both of which the repieeentatIie of the Maritime Registry plays the
dominating role,
(a) First stage of acce0ance involves the following elementat
Preliminary acceptance, of,T,h ship takes place at the yard and dock
trials (0hvartedyye id - are held. At this time kedreful inspection
of the whole ship ii care jut,by way of dock trials and the quality
of the work both on the, pgry and on the hull is determined. If the
yard inspection dhows sat s ao ory results, the dock trial with all of the
machinery in operation ie,,qpn goted while the ship is still at its berth.
If the operation of the:maintaqd auxiliary machinery shows satisfactory
results, then the first prt_of the certificate of acceptance of a ship
from repair is drawn up, &44 the ship is cleared for the second stage of
acceptance.
(b) Second stage of dOoeptance includes the following items. If mammary,
the representatives, of_the,Alient, the repair yard and the representatives
of the Maritime Registry maXe tests of all the ships machinery in operation.
The tests of the ehipoi eperation includee the speed of the ship tori
measured mile, meneuverabgay4 turning radius (sirkulatsiya) and reversing
gear. if the speed teete. 00*.patisfactory results, the certificate of
acceptance of the ship rpm,. pair is filled in completely and ie signed
by-the representativeaAAU_yardo the client and the Maritime Registry.
The reprelentativei_0110itter activity enter in the certificate their
appraleal of the quality of the repair, i e excellent, good or satisfactory.
A ship Is acceptedAirin the event of a rating of lees than
satisfactory, The Teel cmggt, be accepted unless the representative of
, _ , .
the Maritime Registry spo,.a if the quality of the work.
17. The aertifioate of delAnty of the ship into operations is ths final stage
,
of the documentation isviliCip ship repair Work. As a rule, this
oertiticate is drawn ,up by the ship-mechanics service and operations service
If the steamship agency. The -former releases the ships from repair when
they are fit for operaticne, 'while the latter accepts the vessels for operations.
The certificate of delintY is drawn up among the representatives of the
Maritime Reristry, the Pert Alupervision (Portcvyy Nadeor), the Militarised
Otard (Vokhr), the Medical froorvision (Sanitarnyy Nadmor) and the Accident
Prevention (Tekhnika 3epepsigsstf) activities. A ship, in order to he
released to operations) smist completely equipped and provided with fire
fighting apparatus and it mot also meet the requirements of the agencies
of medical supervision 14.440dent prevention. After the certificate of
delivery of a ship to eperat;ons is signed, the ship ie free to leave on a
voyage.
Declassified in Part - Sanitized Copy Approved for Release @ 50-Yr 2014/11/04: CIA-RDP82-00047R000300240001-0