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special programs to support and buildup the maritime traffic industries of the
Republic of Cuba and the Vietnamese Socialist Republic.

The seamen expreienced socialist collaboration also in the form of manifold cordial
relationships between the various work gangs of the fleet and in the ports, by
developing brotherly friendship through sponsorship contracts, as well as through
selfless aid and exchange of experiences.

Through this development process, the reality of action readiness, activity, and
sense of responsibility among our seamen grew and keeps growing daily.and that
includes workers and employees, all of whom are working to accomplish the national
economic tasks of maritime transportation and port cargo handling on the basis of
the competition resolutions that were adopted.

Table 2. Ship Category Structure, Merchant Fleet, 31 December 1979

L Schiffstyp ‘AngohlVermessung __Trogldhigkeit
1 2 BRT 3 t 4

Stickgutfrachter 5 140 743 653 973 392
Massengutfrachter 6 8 210579 327938
Contoinerschiffe 7 9 3666 8675
Rojro-Schiffe 8 5 14083 22.687
Kuhlschiffe 9 10 56 860 70 420
Erz/Olfrachter 10 3 54810 85377
Oltanker 11 7 222040 406 243
Chemiekalientonker 12 2 2698 3612
Hondelsfiote 13 S«194 1308 345 7698 349
Fahrgastschiffe 14 1 12.068 A775
Versorgungsschiffe 45 11 2750 1110

Schiffe gesomt 16 206 1323163

‘904 234

Key: 1--Ship category; 2--Number; 3--Size; 4--Capacity; 5--Piece goods freighter;
6--Bulk goods freighter; 7--Container vessels; 8--Roll-on/Roll-off vessels; 9--
Refrigerator vessels; 10--Ore-otl freighters; 11--Oil tankers; 12~-Chemical tankers;
13--Merchant fleet; 14--Passenger vessels; 15--Supply vessels; 16--Ships, total.

Politically motivated mass initiatives, such as "Solidarity Freight GDR-Chile” in
1972, "My--Your--Our Responsibility," "Sailing a Sure Course," "Friendship Line
Bridge of Friendship GDR-USSR," "Setting Course for Havana," "Solidarity Line
Rostock--Haiphong," or the central "Youth Project GDR-Angola" are aimed at thinking
together of the big picture and making the unity of proletarian internationalism
and socialist patriotism visible in word and deed. As ambassador of socialism,

- the GDR merchant fleet touches more than 360 ports throughout the world.

The latest developments are in compliance with the directive of the Ninth Congress
of the SED to increase the merchant fleet, during the 1976-1980 five-year plan,
primarily by adding modern ocean-going vessels from GDR production to a figure of
about 2,000 Iciloton capacity and to increase foreign trade shipments by sea to
135-140 percent (Table 1).

To achieve this merchant fleet expansion, the government is making about M2.1 billion
available in investments.

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The age structure of the CEMA's merchant fleet ts relatively favorable, Looking at
the age of the ships, this is a modern fleet; in 1977, 33.9 percent of the total
ship volume were less than 5 years old, 22.0 percent were between 6 and 10 years
old, and 28.4 percent were between 11 and 16 years. In some countries, the struc~
ture was even more favorable due to big investments in recent years. For example,
the share of ships up to 5 years old in 1977 was 68.0 percent in Romania, 52.9
percent in Hungary, and 47.5 percent in Poland.

Looking at the size of the vessels, there are big differences in the CEMA merchant
fleet resulting from the multiplicity of vessels and goods as well as the shipping
runs to be operated. Small and medium vessels predominate; the biggest vessels in-
clude tankers with a capacity of 150,000 tons. In the development of the fleet of
the CEMA countries, the mania for gigantic units was deliberately avoided; that
mania is practiced by the capitalist petroleum companies through the construction
of ever bigger supertankers which, in connection with the notorious tanker disas-
ters of recent years, caused correspondingly disastrous damage to the natural en-
vironment.

The merchant fleet of the CEMA member countries is operated by 27 shipping companies
(Table 3). The USSR has 16 companies, Poland has three, Czechoslovakia and Cuba
have two, each, and Bulgaria, the GDR, Romania, and Hungary have one shipping
company, each; nine shipping companies of the CEMA own a fleet of more than one
million tons capacity; in other words, on an international scale, they are included
among the big shipping companies, The three biggest are the Novorossiysk Shipping
Company with 4.7 million tons, the Black Sea Shipping Company with 3.4 million tons
and the Polish Maritime Shipping Company (Polska Zegluga Morska) with 3.2 million
tons.

Most of the shipping companies of the CEMA countries are universal shipping com-
panies. The biggest special shipping companies are the Soviet Novorossiysk Shipping
Company, which uses only tankers and OBO carriers, the Soviet Primorskiy Shipping
Company in Nakhodka (tankers exclusively), and the Polish Ocean Lines, Polskie Linie
Oceaniczne Gdynia ( piece goods freighters exclusively).

The Polska Zegluga Morska Shipping Company at Szczecin has the biggest bulk goods

freighter fleet. In 1977, this shipping volume came to 2.1 million tons, that is

- to say, 39.1 percent of all drygoods freighters in the CEMA; the Romanian Shipping
Company holds second place. Among the CEMA member countries, Polska Zegluga Morska
is at the same time the biggest shipping company operating chemical carriers; it
has four vessels with a capacity of 39,000 tons. At the same time, among CEMA
tanker shipping companies, Polska Zegluga Morska is in second place because it has
1 million tons, in other words, 11.3 percent of the total CEMA tanker volume. It
comes right after the Soveit Novorossiysk Shipping Company whose share is 49,0 per-
cent.

The biggest shipping companies operating container vessels in the CEMA countries are
the Soviet Far East Shipping Company based in Vladivostok with 31 vessels and a
capacity of 263,000 tons, and Polskie Linie Oceaniczne with 13 ships and 80,000
tons. The most important shipping company operating roll-on/roll-off vessels is
the Soviet Baltic Shipping Company with ten vessels and 93,000 tons; among ferry
operations, we have the Soviet Caspian Shipping Company based at Baku with five
ferries and 44,000 GRT, the Sakhalin Shipping Company based at Kholmsk with five

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regular line services and comprehensive capacities for the transport of bulk good:
In 1978, it handled a transportation volume of 2.4 million tons, That figure in~
cluded 5.8 million tons of GDR foreign trade. DSR-Lines organizes maritime ship-
ments for the Asian and American fleet sectors (about 45 piece goods vessels), the
Mediterranean and Africa (about 48 ships), and special shipping and coastal shipping
(about 105 units for line, tramp, and special shipments). Here we can estimate that
the current economic organization of maritime traffic and port management proved
itself in the form of a combine (KSH [Maritime Transportation and Port Management
Combine]) with the merchant fleet as a permanent operation since 1974, It helped
handle the constantly rising requirements of the national economy in terms of sea~
ward transportation and transloading. But it also turned out that the growing pro~
duction forces and the division-of-labor processes, to guarantee fast-response
transportation management, in connection with the changes in foreign-trade condi-
tions and on the international markets, must yet be mastered more effectively with
the help of the existing management organization. The necessary changes in the
economic organization were thoroughly investigated and prepared during the 1979
planning year. By means of better utilization of the combine effect and the fast
elimination of ineffective operating procedures, it is possible thoroughly to im-
prove management and planning in the KSH in order more intensively to utilize the
voluminous assets available to the merchant marine and in the maritime ports.

During the current five-year plan, the renewal of the medium-sized tonnage was con~
tinued with the commissioning of the Poseidon Series. This ship series produced
by the Rostock Neptun Shipyard comprises 19 semicontainer vessels-freedeckers
[flushdeckers] with a capacity of 4,940 tons used especially for line service in
the Mediterranean and African areas, The ships have two continuous decks, three
hatches, one refrigerator hold, bowjet rudder, adjustable propeller plant, and

new electrical single and double cranes with a capacity of 12.5 tons. Tt can
carry 110 20-foot containers in the cargo hold and 38 on deck. The MS "Rudolf
Diesel," the MS "Blankensee," and the following vessels were equipped with a main
power plant of 5,296 kw (7,200 hp), newly developed in the GDR, which is at the same
time connected to a shaft generator, The cruising speed with shaft generator drive
is 16.3 kn and without that it is 16,5 kn, The eight multipurpose freighters of
type 471, starting with MS "Freital," built by the Rostock Neptun Shipyard, are
suitable for the transport of piece goods, 230 20-foot containers, lumber, bulk
goods, and heavy cargo since they are equipped with two cargo holds and a high deck
opening degree. The cargo beams can lift up to 30 tons. The crew is housed mostiy
in single cabins. This type is used primarily for container traffic from the
North Sea to the Mediterranean,

The series of the Mercator type, built by the Warnow Shipyards in Warnemuende in-
cludes four semicontainer vessels for the Far East run from "Nordhausen" to "Sonder-
hausen." The vessels of this type are equipped with three continuous decks and
five cargo holds, two refrigerator holds, and two edible oil tanks. The container
capacity is 368 20-foot containers.

In order to be able to transport more tropical fruits in GDR ships, another two
refrigerator vessels were purchased in 1977, The two sister ships "Ernst Moritz
Arndt" and "Gerhart Hauptmann" were built by the British shipyard of Smith's Dock

Company Ltd, Middlesbourgh according to the same or similar blueprints used for the
sister ships "Heinrich Heine" and "Theordor Koerner." The DSR rationalized its

al

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maritime ports of other CEMA member countries (see also the article on page 29
{of original]).

The maritime traffic volume of the CEMA member countries went up particularly during
the seventies. In 1960, about 85 million tons of goods were transported; in 1975,
the Figure was 290 million tons, in other words, roughly 3.5 times more,

The USSR (excluding coastal shipping) records the largest maritime shipping volume
among the CEMA member countries. Between 1960 and 1977, that volume rose more than
four-fold and reached a figure of 187 million tons, that is to say, 47 percent of the
USSR's total foreign trade shipping volume. During some of those years, the share
was even more than 50 perceat; maritime traffic in USSR foreign trade has been the
most important transportation industry branch for quite some time now,

The biggest maritime traffic volume of the USSR is recorded for exports because
large quantities of fuel and raw materials are being transported here.

While the USSR in 1960 transported 39 million tons of goods by sea, this export
volume in 1977 rose to 154 million tona. For imports, these figures are, respec-
tively, 6 million tons and 33 million tons, and they are essentially determined
by grain imports that are handled by sea.

In 1976, the USSR, among other things, exported 148 million tons of petroleum and
petroleum products, including 11.9 million tons to Bulgaria, 12.0 million tons to
Italy, 9.6 million tons to Finland, 8,8 million tons to Cuba, 7.1 million tons to
the FRG, and 5.7 million tons to France, in other words, runs during which the
commodity sales volume was handled entirely or overwhelmingly by sea. At the same
time, exports of hard coal from the USSR in 1976 came to 26.9 million tons, in-
cluding 6.1 million tons going to Bulgaria, 3.2 million tons going to Japan, 1.9
million tons going to Yugoslavia, 1.5 million ton going to France, and 1.3 ton
going to Italy, etc. USSR exports also show iron ore (40.9 million tons in 1977,
although this was shipped primarily by land), potash salts (6.0 million tons in
1977), lumber and miscellaneous other bulk goods.

Poland holds second place in terms of the total maritime traffic volume involving
foreign-trade goods from the CEMA member states. Between 1960 and 1978, the maritime
transportation volume within Polish foreign trade went up more than 3.5 times and
reached 59.8 million tons, that is to say 45.3 percent of the total foreign

trade volume, The share of maritime transportation out of Poland's foreign trade
kept growing more and more in recent years; during the middle of the fifties, it

was not even 35 percent. This is connected with the general development of the
Polish national economy as well as the handling of new types of commodities in
maritime traffic, such as sulfur or petroleum,

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Key to Table 6: 1--Ship type; 2--Ship name; 3--Identifying symbol; 4-~Builder
country; 5--Year built; 6--Beam; 7--Draft; 8--Size; 9--Capacity, kw; 10--Speed;
1l-Crew, passengers, apprentices, in number of persons; 12--Commissioning; 13--Re-
marks; 14--Piece goods freighters of less than 1,600 t capacity (coastal motor
freighters); 15--Flushdecker; 16--Further; 1/--Stowage capacity for 25 20-foot
containers; 18--Piece goods freighters, 1,601-5,000 t capacity; 19--Variable-
deck vessels; 20--Automation in port; 21--Lumber motor freighter; 22--Full-
scantling vessel; 23--Stowage capacity,for 122 20-foot containers; 24--Piece goods
freighters, 5,001-10,000 t capacity; KUMO--Coastal MV; BRT--GRT; PS--hp; 25-~Piece
goods freighters, 10,001-15,000 t capacity; 26--Ship illustrated in JAHRBUCH DER
SCHIFFAHRT 1971, page 94; 27--Yhis type illustrated in JAHRBUCH DER SCHIFFAHRT 1977,
pp 59 f£.; 28--From here on in with bulge bow; 29--Two screws; 30--Fast freighter;
31--Full-container vessels; 32--Stowage capacity for 39 20-foot containers; 33-~
Stowage capacity for 56 20-foot containers; 34--Roll-on/roll-off vessels; 35--
Heavy-cargo, roll-on/roll-off; 36--Bulk goods freighters; 37--Ore-oil freighters;
38--Refrigerator vessels (illustrated in JAHRBUCH DER SCHIFFAHRT 1978, pp 50 ff.);
39--Oi1 tanker; 40--Glue tanker; 41--Caustic soda tankers; 42--Passenger vessels;
DDR--GDR.

COPYRIGHT: transpress VEB Verlag fuer Verkehrswesen, [East] Berlin 1980

5058
CSO: 2300 END

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By commissioning new ship units with high utility values and through the simul-
taneous removal of obsolete and technically worn-out tonnage from the inventory
(Table 3), it is. possible tocreate a more effective fleet structure. On the basis
of this process, the fleet's capacity--with roughly the same number of ships--
over the past 7 years grew by about 26 percent and the average size of the ships
went up from 7,710 tons in 1973 to 9,730 tons capacity in 1980 (Table 4). By
1985, the GDR merchant fleet must be so developed that it will be able to transport
about 16 million tons of goods, including 11 million tons of goods

for GDR foreign trade. This corresponds to a coverage of about 80
percent as compared to 55 percent in 1978

Here we start with the ideal that che total tonnage wi11 remain roughly the same.
The reproduction and conversion of the merchant marines was under no other five-year
plan as comprehensive as during the period between 1976 and 1980. By commissioning
newly-built vessels, especially from GDR shipyards, and through the planned
wrecking of ships between 1976 and 1980, we were able to improve the working and
living conditions of our merchant seamen through comfortable and .air conditioned
crew quarters, efficient work rooms, automation of engine operations, and increase
in the degree of mechanization of deck machinery.

In 1967--the year automated ship ope.rtion was started--the merchant marine had

two refrigerator vessels whose engine operation at sea and in port was automatic;
by the end of 1979, it already had 150 vessels of this kind with a capacity of
1,252,334 tons. This means that 77 percent of the ship inventory or 66 percent of
the operating tonnage are already automated (Table 7), This effort is going to be
pursued. It means a saving of manpower and an improvement in working and living con-
ditions. These measures are supplemented by social and cultural care for our
merchant seamen. Athletic activities on board and ashore provide a change of pace
and constitute one of the most popular recreational activities. Sports and singing
were practiced already on the steamer "Vorwaerts." The cultural group under the
direction of the then Third Officer Gerhard Just played for the population in the
State of Mecklenburg during port layover time. The earnings were donated to the
1951 World Festival of Youth and Students and almost the entire crew was able to
participate in Berlin by way of appreciation,

In 1959, the first 21 motion picture cameras were used when the fleet consisted of

- 33 vessels. In 1965, the 16-millimeter film depot of the DSR was able to supply
already 259 film titles but only three copies were available for each film. In 1960,
the first crate of books was hoisted on board. We started with a total inventory of
13,000 volumes. By 1961, the Erfurt service combine purchased used tape recordings
starting in 1962, the enterprise radio studios improved their operations. In 1975,
the first video recorder was used. At the end of 1978, the film inventory had
grown to 542 film titles with 10 copies each. Today, the ships have libraries with
pelletristic and popular-science liturature, technical books and magazines, the
daily press and printed radio reports, television sets, radios, film projectors and
tape recorders, record players, slide projectors, complete photo equipment including
laboratory, musical instruments, recreation rooms, athletic equipment and recently
also training rooms, a sauna and a bar or clubroom,

In 1976 alone, Ml.2 million were allocated for that purpose

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Table 3. Ships Taken Out of Merchant Fleet Inventory, 1952-1979
rac a tere aber |
FR gu gre amt go fo slow tomy yg ty Bae tog Pn Soh tem]
Dom VORWARIS Dhwa 100) 817 1280 tu~ TalOHO Hoo ONES Owe 1980 coomed 9987
Se 1OHANNA MAREAB——«‘OAVH. $080, frou 10277
‘eens Sinan DA. t088 tsneo 200370
| erORET cotos RIDGDARAN —BAVO. 195 rust 40177
ve FORMERS uw tow soy 750. b= zeit CCARELA (ANP 188187 Oss} 90474
Son ROSTOCR DHF 19st 3311 4500.37 117054 70865 POEL DAYS. 1961 terest 07
eo WISMAR HW 1984 (ose sues PUTRUS ——DAYT 1863 ooreet 178
fo MentGowo co test 1106 134s a= zaase mast STAVENHAGEN DAVW 198: ferest 281178
Con WOLGASY aw toss 499 59 Sos omssp MITE DAW 398) rose) 420079
ao ANAM rw 1085 078s OTS YENST MORITZ. DNEY. T013 R6 10869 3~ 210860 TEDH8
> WARNEWONOE Diu 1938 Fovnss see ARNDT ec AR
OstseeBAD DH 985 Soins louse CHON GABRIEL
wsttow fro SHADER GAGE: CZF 1994 200) 452 28/2 zOMK2 191175
SassniT2_Ovww 1955 ostass asso.” LONE VENDIA
a ee ee ae eS yy sao. Tamese tnong Fe USEDOM.—OCZG 932 M59. 3N2 32 00762 151171
(Cn GReSWaD Dis ss 39302 11> aoORss zz] THEM |
veo KOMLUNGS. DHID. ise Sronse oion Fe EE ca) 99 2018 S16 31/2 osoaee 191077
BORN ex MARMARA, H
ORANL.MURTZ OWUE 158 zaonse raion) fe WARNOW.DCZI— 1982 a8z2 ania 312 oosez 170875 |
ARENSHOCP Dott 86 {Bross wasn) er 1€0 OENS
PaEROWw DHtG. 18 arise ces SAO
- DINost Dhan S238 CHT STgALSUND _OC2M 1082 S99 706s a6 atnp02 10772 |
PEENEMONOE Det) 88 fase 233 ‘
SAMO Ont 30 Shane ass car 1053 ztop sits avin vette2 120178 |
KOstRow —Omtk 7 aeons Hen
FERNGSOON Dre 15) foots? sion Fe cx ose 2135 sss a9/= yrt4e 290178
om RERINGSOORT OWL 98) gs ah uote? Wl fre IDDENSEE CIN 1986 Ua 915 3372 291242 220878
mower UEALOT!
rie EREDEN hw? 1057-6427 13000 444 230657 oTseTE Fro ROGEN | OCZR_ se sos San 30/2 40169
tsa DuesDeN—_OaYD Tse Fons sine ex MARIA
FREONESCHAAT OMIT 158 28 cum DORNBUSCH OCTU_ 1958 137 4 1/- st04eS
MAGDEBURG. Dain 38 Shoah Neat we MARGAR:TE REBBERT
Grr ave. 15 See eg KOMMORAN | DHWE 1059 17H 273 Zin 72H
RAE Dense See inne und SEEADLER DAW 1988 Troees
SCHWERN DANG 938 Bee aere Te GRIHE NIEDER. DEVE. 1964 772) 10 35/6 310764
fo THOMAS. AZO 1937 3345. 9260. 2¢~ 160DS2 SoM KIRCHNER
MONTZER nd FEESCHULZE DEVO. 166 vars
penaULERIVE fro HAVEL Serv se 3771 sir 29 oubeee 20777
ung STECKENPFERD OAYM 1936 asoise zozse | w CEARA
meats tie emma” Oczt_ 57 Zeb 36172 ose 120079
fro HAPARKONA we OAYO 1 1498 3530. 779 12N1SB TOU ae FRAVIZO
, |” “loaonesson fo HSER ove ose 244s a2 2972 on05t 20037
ng STUBBENKAME DANK 988 ria asian an eR BANK
1 Sete ta a Dann ove teas 957 an ain z0r064 251168
common
Stoneman ave 10 awe one Ova. sp say sits 32.4 os1t64 110677
Nits OORTHON
Kum NOROSTERN DAVA 1959 617 840 12)3-171139 170278 DOVF 1958 yories 170770 '
Uno AecrURUs —DAva. eo Votes sos”
Gea DAVD. t80 eevee oDve 88 cass 2e0078
won, AVE. 18 too3e 23877
Qevesoa DAVE. Tee BOM Tg UGRERMARK  ODVD 1985 400 613) 202 osttoe 261177
main Dav tes Bhs tiny LOTTE SKOU

Key: 1+

Typ:

Lei--Lighter; und--and; Fra:

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2--Ship name; 3--Identification symbol; 4~-Building year; 5--Tons
deadweight; 6--Crew/passengers; 7--Commissioning; 8--Decommissioning; Dam
Freighter; Klim--Coastal MV; BRI--GRT.

Steamer;


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advantages and obligations are connected for all participants with the viability

of the relief system. Up to 3 years in advance, planned and regular off-duty time

development and thus also plannable personal and family undertakings, stabiliza-

tion of the entire team and high efficiency in addition to the socially necessary

fluctuation also require the permanent crew to remain on duty for the duration of

the crew release plan, the approval of the duty-time and off-duty-time plan as .
well as disciplined operational regulations management. The cooperating parties
implement the new quality of ship crews by means of administrative and organiza-
tional measures to the benefit of seafaring personnel (the relief crew brings its
own duty roster, the navigation musters the complete crew regardless of the place
and time). At the end of 1978, the relief system had been tested and guaranteed
in coastal shipping for 30 ships broken down by relief groups for two ships and
three crews (8 months sailing time, 4 months off-duty per year) and for 21 ships
broken down by relief groups for three vessels and four crews (9 months sailing
time, 3 months off-duty per year). In 1979, the relief system was uniformly con- .
verted to two ships and three crews. Relief systems also proved valuable for dif~-

fering ship sizes and other situations. The process of their formation is being

continued in the entire merchant fleet.

The development and consolidation of a politically and technically qualified cadre
force consisting of seamen and officers is directly connected with the tremendous
davelopment of the merchant marine. The training of the first 18 apprentices on
the "Vorwaerts" began with the establishment of the merchant fleet (see JAHRBUCH
DER SCHIFFAn«.., 1962 and 1978, pp 100 ff.),along with the training of nautical and
engineering officers at the Wustrow Navigation School which has been in existence
since 1846 or at the Rostock-Warnemuende Ship Engineering School founded in 1950
(ss JAHRBUCH DER SCHIFFAHRT, 1972, pp 6 ff.). By the 25th anniversary of the mer-
chant marine, it was thus possible to make more than 7,000 skilled workers and more
than 2,000 officers available for ship command, ship engine operation, and maritime
communications. Each year, on 1 September, the training year commences for more than
1,300 apprentices at the Fleet Operations School, At the same time, about 2,500
workers of the DSR go through the most varied forms of advanced adult education.
Besides, about 1,280 students from 40 classes in high schools in Rostock complete
polytechnical education at the facility owned by the shipping company. After 10
years of duty, the freighter and training vessel "Georg Buechner" found its final
berthing place right next to the fleet's first ship in Rostock-Schmarl. The Fleet
Operations School thus has the opportunity of qualitatively improving the basic
seamanship training of the apprentices. After the freighter and training vessel
"J, G. Fichte" was taken out of the inventory, apprenticeship training for the
first training year was switched to shore facilities starting with the 1979-1980
academic year. Practical shipboard training starts with the second year in large
groups of apprentices on about 80 freighters. Between 1981 and 1985, plans call for
a shore training complex that will cost M25 million.

During the 1977-1980 academic years, the merchant fleet annually had 272 study
spaces available at the Warnemuende/Wustrow Ship Engineering College in the ship
operations specialty (HS 100, FS - A3 - 25), ship engineering (HS 100, FS - C3/C4 ~
25) and information electronics (HS 25) to assure a steady flow of young ship of-
ficers.

The GDR merchant marine offers recognized and efficient service both to the coun-
- try's own foreign trade and transit partners as well ae foreign shippers with 24

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GERMAN DEMOCRATIC REPUBLIC

DEVELOPMENT OF MERCHANT FLEET REVIEWED, LISTINGS, STATISTICS GIVEN
East Berlin JAHRBUCH DER SCHIFFAHRT in German 1980 signed to press June 1979 pp 47-60
fArticle by Capt Lothar Foss: "GDR Merchant Fleet~-Universal Fleet in Focus"]

[Text] In 1982, the ocean-going merchant fleet of the GDR will start the third

- decade of its existence and the 8,800 seamen of this universal fleet (Table 2),

: as well as 3,800 employees ashore (as of 1979) employed by the big shipping company

: of DSR (VEB Deutfracht/Seereederei Rostock) will be able to look back upon a signi~
ficant contribution to the worldwide enhancement of the republic's prestige and
its economic strengthening. Starting with 21 seamen and 15 clerical employees, the
foundation for the buildup of the GDR merchant fleet was created in 1950 with the
commissioning of the steamer "Vorwaerts" and the sea-going lighter "Fortschritt”
with a capacity of 2,008 tons. In line with the planned and proportionally rising
foreign trade volume of the GDR, a merchant fleet was built up through long-term
promotion measures instituted by the Socialist Unity Party of Germany and the
government of the GDR as well as through manifold initiatives of the entire popula~
tion, but especially the staff members of the then DSR which was founded on 1 July
1952; this merchant fleet takes up a respectable place among the merchant fleets
of the seafaring nations.

The initiatives of the Pioneer Organization were Of inestimable help for example in
building up the merchant fleet in connection with the construction of the steamer
"Thaelmann-Pionier," as well as the appeal by the workers of the Steckenpferd
Radebeul VEB [State Enterprise] for the purchase of second-hand tonnage with the
funds derived from overfulfilled export plans; 2,000 enterprises earned a
"Steckenpferd [Hobby] Fleet" consisting of eight freighters with a capacity of 58,608
tons and a cruise ship, called "Voelkerfreundschaft."

Here we must also mention the following: the construction of the Rostock overseas
port as the home port for the merchant fleet (commissioning of the first berth by
MS "Schwerin" on 1 May 1960), the deepening of the 8,.5-kilometer navigation channel
leading to the port of Rostock, and some berths of the overseas port to a draft of
13 meters between February 1972 and November 1977 and the oil transfer installation,
rebuilt and automated in 1978, so that loaded drygoods freighters and o11 tankers
with a capacity of up to about 45,000 tons can now be handled by the Rostock mari~

- time port, or the delivery of the ballast water treatment plant in the middle of
1979 which gathers the oil-contaminated waste water from the ships and thus helps in
envirenmental protection.

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Some of the CEMA member countries--such as the USSR, Poland, Romania, the GDR, and
Bulgaria--have merchant fleets with a capacity of more than 1 million tons, The
Romanian fleet developed in the most dynamic fashion between 1967 and 1977 with

a more than four-fold increase in its tonnage while Poland expanded its fleet almost
by 2.5 times,

The USSR fleet during that time was increased by 75 percent, the fleet of the GDR
grew by 86 percent, and Bulgaria's merchant fleet grew by 61 percent. Cuba's mer-
chant fleet also developed very rapidly; it is being carried in CEMA statistics
only since 1974, at which time it had 41 vessels with a capacity of 382,000 tons.
By 1977, it had doubled. We can also record strong fleet growth in those CEMA
countries which do not have any outlet to the sea. Hungary increased the capacity
of its fleet almost three-fold between 1967 and 1977 while Czechoslovakia roughly
doubled it.

Fleet development in the CEMA is aimed at fundamental modernization, specialization,
and adaptation to the commodity structure and volume involved in foreign trade.

In this connection, the type structure of the CEMA merchant fleet reveals character-
istic differences as compared to the structure of the international merchant fleet.

Most of the CEMA merchant fleets (Table 2) consist of various drygoods freighters
whose share in 1977 came to 66.2 percent. This is due to the large percentage of
these goods (both bulk goods and piece goods) in the seaward foreign trade of the
CEMA member countries.

Universal piece goods and tramp steamers still predominate in the CEMA drygoods
freighter fleet which in 1977 still consisted of about 12 million tons capacity or
65 percent of the total drygoods freighter fleet.

Among special vessels for the transportation of drygoods, the merchant fleets of the
socialist countries have bulk goods freighters available, in other words, big ships
that carry identical bulk goods, such as coal, ore, grain, and phosphorites, first
of all. In 1977, the capacity of those ships topped the 5-million ton limit and
thus accounted for 19.1 percent of the total merchant fleet of the CEMA or 28.9
percent of the total drygoods freighter fleet. Very large bulk goods freighters
are already being used, such as the Polish vessels "Turoszow" and "Belchatow" with
a capacity of 71,000 tons each; these are the biggest bulk goods freighters in the
CEMA fleet, Poland also has the biggest bulk goods fleet among the CEMA countries
(2 million in 1977) and thus comes ahead of the USSR (1.8 million tons) and Romania
(0.9 million tons).

Among the vessels intended for transporting various cargo units (containers, pallets,
semitrailers, etc), the container and roll-on/roll-off vessels developed fastest
in the CEMA fleet. The fleet of container and semicontainer vessels belonging to
the CEMA member countries in 1977 consisted of 72 ships with a capacity of 468,300
tons. In quantitative terms, that it is not very much but one must keep in mind

- that the transportation capacity of those ships is considerably greater than the
transportation capacity of conventional piece goods freighters and that every con-
tainer vessel replaces several universal piece goods freighters, in other words,
it can make considerably more runs during the same period of time, The USSR has
the biggest container fleet (including semicontainer vessels) with 44 vessels and
a capacity of 330,000 tons in 1977; it te followed by Poland with 13 vessels and
80,000 tons, Cuba with three ships and 37,000 tons, and the GDR with 12 ships and

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sehinp Sehilnoma Uc Bove Sov. Lin Bre Tip. Varnewung ig. atc. Ba/PAlL, Ine Bamedungen
ere Te ime gum mgeay ay Nt caw KW tn Pam fit 1.
a 9 10 12 ame
go meester San” rose
seinttaoal
creme 3 Og cane asx DOXA OOR 1971 toh3t 2300 998 1003. CASA 13100 M0ND_215- AMIS 8107 out 24
cibowens EDR OKO wre an) oore
16 noes
ucadeder 19 GEORG ODVE ARO 1545 15616 2054 9.18 9516 $520 19850 7060 172. 391/11 190975 ec ALANA
ANDRE am °5)
Marion PetsDaM —DAVB DOR 1978 15684 2188 900 1028 ead 1388 Gran 180. 3/11 2067 out 24
Commu, OME ian #3) ins”
eanwront) AWM 19 pry
: ope
BALE OA 918 vot coor ax Puen
So ow a? vo oar MERLIN =
ORESOEN AYO. ies ooo
Vato 39
aM amo LIEN. EWA DDR 1970 3740 1025 348 2m 187 TRO 0S) 120. aH /= 70100 out74
cr HAGEN nears Stotepent
a TRRWIERS. Ewa 170 sor trap Oo
16 agen 5o1270 Container 32
DIERHAGEN DEW 1970
RIENMAGEN DEWO 19m morn out
komo 110) WARM Dew OR t972 7109 1037 348 494 247 TT a8 195 alla OE
Fridecter Bassin DEW ore car Horr Stovtagontth
cuavenyg Tes EWR te doer tr soo.
KROPELN —DEws. 7a aur Conca!
ag nN See ure
tojeseite
- SS 35 OKO 0007 Nae em tao ns wd He Mw BARE Nh aoa
as Gans
Pander INSRSBERO ODVT Swe 1867 om19 1800 610 m0 tne uo am RO a one aw at
cows  BERWALD
faidesr 15 ASCHBERG DOC Fin 172 11346 1829425 162 1709 MOHD On 40.26
an
eweren 6 _ eeenaeno owe te (om 5)
Freidecker 15 — FICHTELBERG ODVN Nor 1975 137,55 20.60 7,18 2976 1700 7597 & 185. 28/~
tis
aa F5)
Masengutiruchtichite 36,
Volldecker2.2 TARTERN DDVW Pol 1971 84628 1361 5:29 1986 1141 2959 1471 125 16/=[~ 250673 ex GRONG
secon cosmo | BD ams) Siar oc OAR
16 cue,
Voldeaec22 OESSAU «OEP Sow 1958 145301026 852 T61E SBI7 1070 2 120. 3/4046 ex LEUNA
cto 5)
IeVeldedar 22 LOBBENAU OHWL DDR ios S17 1924-488 ex” 44ST 11800 900 180.30 0126 aut Halen 20
bergen MaNSrEtD OMWO nea ears asa arose outs
: 16 Senrtenaens onws ne Wed oat 16
Feartenoot onww ie Soot out
ESPENHAIN  OHWR 1903 30/24 140663 out Halen 20
VockeRoDe Diy ined Bas ators aut ie
Voideser 22 MABHOTTE’ AWE. Sud 108) Whe? 18) 80 8447 3952-2800 440.130. inf TOK 0 ADARO
ceo)
Volidecker 9 9 CALBE OOVK Bel 1958 17225 19,31 9,70 11722 BBO 19296 4119 13,5 30/—/2 140465 out Hofen: 20,
aor waar 99)
Volldecker 22 THALE DOVA BRO 1960 171,78 7240 10:28 14489 180964 aut Hofen: ex
ar) MEL LORENTZEN
8c Veteser22 WENA OU DDR 197717645 2491 111 TSOP a498 3800 Ea TTA SOK 31077 out

(11200 PS)

30

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Table 6.
Selected Indicators

FOR OFFICIAL USE ONLY

Ship Inventory, GDR Merchant Marine, 31 December 1974, by Ship Name and

: Sane aitusone” Ug Bou Bau” ibe” Bre Tig Voronin lng. Gidw GxfPale Im Benenunom
2 A igs Bem mG m7 BRIG NAT tow. KW tn Park dent 13
Siwaguvociucite omer 14001 TolGhighel MUnenmatondite) Ll 1g 2
KOMO 0) rldecter SELUN DBWC. Nal 106) bod 948 338 209 171618 307 AB aij=_mtteS ou 24
Sota yg STURN? BBD Ys (30 5) nove
7e Gentz, ObWe ms ove
pase Owe more
Skoato DWH nee tees
THIESSOW DOWF 1966 020366
Tera DW) oao3e
faswik Dow, me hosee
teow Bowe we on
Stowe Bowe me donee
KOMO 700 FeBecter HAGENOW EWE DDR 19" $770 1032 348 ZH M2 TIA BSD 120 190571 out 24
butecem NEUBUCKOW DEWF  i9n cea Ps) oe”
- “ wanton” een im seeds
Mutzow ew tan Iman for 2520-4u8-
Saiow Ew anh BitT Coneinr
- Semiow DEW tem pn |
mado EK tera Trove
ZUROW DEWL 2a0172 :
20SSOW DEWM 197 40272 i
Torctvow Dewn 912 tare
mROW. DEWO 1872 ose
KoMO to chiar INSEL RIMS AYU ODR toe! 3015 042 366 $66 209 HO 368 100 Tay
ouberem Re DAW et (00 5) iia
UECKERMONDEDAVK toed tole Soser out 16
16 DNNOWNZ DAYS m3 Toni oeed ow 36 !
hm Dave es ane oues
WameN BAYA ned ouoeed
KOMO 1000 Fritdicker WOLGAST ODWB Nai 1963 63.33 1089 390 497 299 1092 HOS 120 SJn/= 171265 out 24 :
(aw rs)
Stiiguthoondhite 140 bs $00 ¢ rt
Frame Weongiuser ABATROS |" DAY "oS azaz veuz 42s 12 950 7733 100K 11 out 2600
tuterde BUSsAtO AYR amd cass 9) :
16 conoot ave ted 2orte out Halen
FAKE OHWA 1982 mae 20 ;
Fuwinco orwe tne S07 i
: Boe vBBran Paeum, Br ms droues |
viditome vatGecar HEWLERAU DEVO ODR thie 9288 1425 599 ame URE Send ere 13S za 036
catersem REULENROOA DER nee cate Ps) morte |
16 THeMaR Devs tna pines :
Onsh ONTtwe? Soouey outQhan
fseneero ew ne wero? "
dime VorQQier NEUHAUSEN DDK DDR 1972 10493 1444 499 3091. HOH MMS) 2354 144 28/6 NON? out Hele
outesden Raoteene Bbw ore (c0 5) tutor? Stouepenah =|
te MlostEareLot Dow? i972 siz? tor ao.
Conon 23
weeneleesr19 ODER. DCL. Sud 1958 10217 1442 657 3090 1615 4507 2207 135. B0!2/= 160862 ex CECILIA
om 5) Fateiand
Wechseldocior 19 = SCHWARZA = DDVS Swd 1962 110,20 14,50 7,30 MOB 2133 A960 2427 15,0 31/45 190468 ex OLAN EGE
Dbedor yg. wea DovE ee (0 5) daones or LAN DXOT
Siwegutredehile 5001 is 180001 Troggs 2,
Weswlecer 1g SANE DZD ha ise wis s977 1545120 a9-13 23069 ex OUVIA
ceo Sonor

27

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Table 1. Merchant Fleets of CEMA Member Countries in 1967 and 1977 (as of 31

December)
stooten 1 1967 1977
Anzahl Anzahl Tragléhig- 3 Tragtanig-
der der keit keit
Schitfe 2 schiffe 3 10001 1967 =: 100
Insgesamt 4 1780 2547 27514 200,0
UdSSR 1216 1687 17-143, 175.5
Polen 6 226 309 4216 261,5
Rumanien 7 ae 128 186 4322
_ DOR 162 200 1853 186,2
Bulgarien 8 ” 95 1279 1611
Kubo 9 - - ” 825 -
Tschechoslowake: 10 8 19 15 227 190,7

Ungarn 11 2 cy 22 108 291.9

1--Countries; 2--Number of ships; 3-—Capacity; 4-~Total; 5--USSR; 6--Poland;
J--Romania; 8--Bulgaria; 9--Cuba; 10--Czechoslovakia; 11--Hungary, DDR--GDR.
- Source: "Morskoy transportnyy flot stran-chlenov SEV," Moscow, 1968, 1978.

Table 2. CEMA Merchant Fleet, 1977, by Principal Ship Types

niffsgattungen Anzahl Vermessung
1 der 1000 BRT
Schiffe 10001 %

Insgesomt 5 2547 1818 27513.6 100.0
Kombinierte Schiffe6 ? 271,3 456,3 16
Tonker 7 390 55160 8851.2 322

davon: 8

Flussiggastanker 9 7 52,3 92,5 0.2

Chemikalientonker LO 5 29.1 40.8 ot
Trockengutfrachte LL 2150 130244 18206,1 66.2

davon:

Mossengutfrachter 12 247 33549 52549 191

Kuhlschiffe 13 48 2359 233.8 08

Container-und 4.4

Semicontoinerschiffe 7 3914 468.3 Ww

Roll-on/roll-off-Schiffe 15 30 157.4 188.8 07
i Fohren 16 28 105.6 35,8 01

Key: 1--Ship types; 2--Number of ships; 3--Size, 1,000 GRT; 4~-Capacity; 5--Total;
6--Combination vessels; 7--Tankers; 8--Including; 9--Liquid gas tankers; 10--Chemi-
cal tankers; 11--Drygoods freighters; 12--Bulk goods freighters; 13--Refrigerator
vessels; 14--Container and semicontainer vessels; 15--Roll-on/roll-off vessels;
16--Ferries. Source: see Table 1.

Bulgaria's maritime exports between 1960 and 1976 went up six-fold from 0,5 million
ton to 3 million tons. Cuba's total foreign trade consists of maritime shipments,
Between 1965 and 1975 they rose by 37 percent and reached a figure of 19 million
tons,

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6-10

<f

0 0 HN Wh

- Figure 3. Age structure of CEMA merchant fleet, end 1977.
Key: 1--Years.

Exports in Polish maritime traffic likewise are considerably higher than imports;
this is due to the fact that large quantities of coal are carried by sea, This
type of commodity is the most important export item in Polish exports and also in
maritine traffic; it increased from 8 million tons in 1960 to 26 million tons in
1978. Very much sulfur (2.6 million tons in 1978) has been exported by sea from

7 Poland for the past several years.

The most important Polish import commodities, which are carried by sea, according
to 1978 statistics, are cereals with 7.8 million tons, iron ore with 6 million tons,
phosphorites and apatites with 3.3 million tons.

Bulgaria reveals the biggest dynamics in foreign trade maritime transportation
volume; here, the volume rose between 1960 and 1976 almost twenty-fold and reached
a figure of 24 million tons. This was due not only to a great increase in trade
with foreign countries but also a considerable rise in the share of maritime trans-
portation out of that trade volume; it went up from 28 percent in 1960 to 61 per-
cent in 1976.

At the same time, Bulgaria recorded a great increase in maritime transportation
connected with imports; here the figure increased from 0.7 million tons in 1960 to
21 million tons in 1976. Imports to Bulgaria by sea overwhelmingly involved pe~
troleu and petroleum products, coal, phosphorites, and apatites, as well as iron
ore. A large portion of these commodities comes from the USSR, whereby the route
via the Black Sea keeps the transportation distance short.

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Table. 1. Development of Merchant Fleet during Five-Year Pian Periods

1 2 3 G Gastond om 31.12. dex 5 Ton
gens Abgong FanfjahrplonabachluBjohres port
Funliohe- — -— — ——— mange
Sehitte 6 Seite G ORT tw n
" esn35 2 7 1036 13385 2
1936160, 189052 rs a 196898 arr 301
1961/63 se22 353590 ww 369 602 qa7s 20889
1966!70 amuses 17 175 panos = «1339953 pr
971173 mon? 0278720 198 1200105 «1792507 4081
[760 aasesz 7328183 190 sae7er — 18asesp 61 AIO
1976 a s2e7 198 raass 1798565 12253,
“977 13 apase 123A suse 200 v7s898 18530 12676
1978 12 oem 10878 127088196 ramos 1887299120
- 1979 te 139@ «15870718 113657194 y308Ms 1898 TRIE
" 3

135995190 1284767 a9 12300
‘sim 190

sar 8

Key: 1--Five-year plan period; 2--Additions; 3--Losses; 4~-Status as of 31 December
of the closing year of the five-year plan; 5--Transportation volume; 6--Ships;
BRI--GRT; (**)--Estimated

‘The buildup and development of the GDR merchant fleet are inseparably connected with
socialist aid and support from the Soviet Union and the other socialist seafaring
nations. Collaboration by the maritime transportation enterprises of the GDR with
the partner enterprises in the CEMA countries presently takes place on the basis of
the complex program signed in 1971 in Bucharest for the further in-depth development
and perfection of collaboration and development of socialist economic integration
of the CEMA member countries.

The perfection of collaboration among the shipping enterprises in international
line, tramp, and special shipping, in the coordination of chartering activities on
the world market, in strengthening their joint line services, in mutually supplying
each other with transportation assembly lines, tonnages, and repair capacities, in
securing the economic interests through the combination of socialist international
shipping organizations of the CEMA and coordinated collaboration in international
shipping organizations under the UN system adds up to a constant task. In 1977,
the CEMA countries maintained 144 line services. The DSR is a member of six con-
ference line services, as follows: Rostock/Riga, Uniafrika, Baltafrixa, Unilevant,
Baltamerika, and Cubalco.

In accordance with the maritime transportation agreement concluded in 1973 between
the GDR and the USSR, the USSR each year makes fleet capacities available to the
GDR for transporting more than 1 million tons, In recent years, about 45 percent
of the annual import volumes from the USSR were carried by sea (excluding pipeline
transportation).

Using Polish capacities for cargo transloading, 1.6 million tons were transloaded in
1978 as part of the INTERPORT economic organization.

In 1978, the VEB DSR and Bulfracht (Bulgarian People's Republic) agreed upon the
mutual utilization of tonnage and prepared for the utilization of Bulgarian ship
repair capacities until 1980. Presently, the DSR each year carries about 1.8 million
tons of transit goods for Czechoslovakia and the Hungayian People's Republic, in-
cluding about 1.6 million tons that are handled in GDR ports. DSR developed certain

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(at the time of the "Cold War," trade with aocdalist countries was being boycotted)
put also to the transportation terms (transportation deadlines, level of freight
rates, choice of ports, etc.). Of course there was not talk of any planned trans~
port organization and of meeting the needs of the national economy of the socialist
countries in this so very important field

This is why the CEMA member countries chose the right way, that is, the creation
and expansion of their own merchant fleet. In 1949, the Soviet Union alone had
a fleet which was very significant (about 2 million tons), The Polish fleet had
a capacity of 200,000 tons while the other socialist countries had practically no
fleet.

only toward the end of the fifties did the fleets of the socialist countries begin
to develop more rapidly. By the 30th anniversary of the CEMA, the fleet was in-
creased ten times over. Early in 1978 it had achieved a capacity of 27.5 million
tons.

CI
lia

L
/ 2 Mill BRED
3 Mottenanteil 4

10 et

Figure 10. Size structure of CEMA merchant fleet, end 1977.
Key: 1--000 GFT; 2--Ship sizes; 3--Fleet share; 4--Millions of GRT.

At the end of 1967, the merchant fleets of the CEMA countries consisted of 1,780
vessels with a total capacity of 13,7 million tons; at the end of 1977, the figure
was 2,347 ships with a capacity of 27.5 million tons (Table 1). During that decade,
the aumber of ships was increased by 43 percent and their capacity was doubled

The development rate of the merchant fleets varied in the individual CEMA member
countries during the decade between 1967 and 1977; it depended on the need for
maritime traffic volumes and on the possibility of guaranteeing a corresponding
share of the particular country's fleet.

With the exception of Mongolia, all CEMA members countries have a merchant fleet.
In addition to the countries listed in Table 1, the Vietnamese Socialist Republic-~
which did not become a member of the CEMA until 1978--has such a fleet.

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line services with the purchase of the roll-on/roll-off sister ships “Aschberg" and
“Beerberg." The "Aschberg" alone, and fully loaded, with weekly departures, handles
the entire cargo volume on the Rostock--Hull run. The ships have a stern ramp and
two movable auto suspension decks. Container vessels and roll-on/roll-off ships can
be used more effectively in terms of operating time than other freighters. The
laydays in ports amount to only a few hours or a naximum of just one day. During
that time everything must be done to get the ship ready for the next run. That
means high requirements for the action readiness of the seamen and the quality of
ship equipment.

The universal freight motor vessels "Weimar," "Jena," and "Meissen" were built by
the Mathias-Thesen Shipyard in Wismar; they are the OBC type; they are designed to
ore, bulk, lumber, piece goods, and containers. This single-deck vessel has five
hatches which are designed as double longitudinal hatches and which obtain an open-
ing degree of 76.5 percent in the deck surface, The commissioning of additional
vessels of this type is planned in order to be able to handle the growing raw ma-
terial shipments primarily with GDR-owned ships.

The first multipurpose vessel from the Meridian Series, the MS "Potsdam," built
by the Warnemuende Shipyard, was accepted in 1978, Universal freighters of this

* type were purchased by several foreign shipping companies and have proved themselves
in tropical areas and in ice waters, sailing behind icebreakers. Strengthening the
‘inside bottom facilitated the transport of particularly heavy cargo items. At this
time, the DSR is using nine such vessels on line service in the Far East.

tn 1979, the GDR received additional vessels of the Pioner Moskvy type which proved
themselves in action; they are the MS "Rabenau" and MS “Heidenau." This ship type
was built by the Soviet Vyborg Shipyard and is a lumber and multipurpose freighter
with four hatches for the transport of lumber, piece goods, bulk goods, grain, and
containers.

In 1978, the MS "Barth" was converted especially for carrying chemical liquids, thus
giving us the third glue tanker; in 1979, two new caustic soda tankers were placed
in service.

Glue tankers carry urea and formaldehyde, This glue must be stored within a tempera-
ture range of + 15° C and + 22°C, The existing line traffic from Wismar to Scan-
dinavia and Belgium guarantees this even when the outside temperature is - 25° C.

The caustic soda tankers"Buna" and "Schkopau" according to the IMCO Code for Con-

struction and Equipment of Ships, which Carry Dangerous Chemicals in Bulk (London,

= 1977), are chemical tankers of type 3. They carry caustic soda from Wismar to
Vlissingen.
Through the course of its development, the merchant marine must also report the loss
of ships and their crew members due to serious damage. This shows that the seaman
often is in direct contact with the natural environment and that the smooth transi~
tion between ship operations management and rescue action management is an important
prerequisite for the survival of all crew members.

Here is the meaning of the abbreviations used in the tables:
22

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JPRS L/9556

19 February 1981

East Europe Report

ECONOMIC AND INDUSTRIAL AFFAIRS

(FOUO 2/81)

FBIS| FOREIGN BROADCAST INFORMATION SERVICE

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Table 3, CEMA Merchant Fleet, 1977, by Shipping Companies

Stacten und Anzahl 3 Vermessung 4 Tragféhigkeit
Reedereien der 1000 BRT 1000
1 2 Stitfe es
a. glnsgesomt g dover Tonker
USSR 7
Asowsche Reederei
Shdanow 8 126 555.4 734.5 7
Boltische Reederei
Leningrad 9 168 11049, 1539.3, -
Schworzmeerreederei
Odessa lo 27 23729 33638 -
Fernéstliche Reederei
~ Wiadiwostock u 243 1460.0 1907.7 -
Donau-Reederei
Ismail 12 58 1554 188,7 -
Estnische Reederei
Tallinn 85 235,2 219 -
Grusinische Reederei
Botumi 4 46 439,1 661.5 4028
Komtschotkaer Reederei
Petropowlowsk 15 49 146,7 1687 63
Kospische Reederei
Boku 16 83 327.9 3610 2275
Litouische Reederei
Kicipedo 7 36 47 160,1 -
Lettische Reederei
Rigo 18 100 707.1 957.2 7723
Murmansker Reederei
Murmansk 58 3353 469.9 -
Noworossijsker Reederei
Noworossijsk 20 134 28638 46503 43437
- Nordreederei
Archangelsk 21 148 sm14 8011 33
Primorsker Reederei
Nachodko 2 57 3703 5309 5309
Sachaliner Reederei
Cholmsk 23 R 275.9 3364 -

Key: 1--Countries and shipping companies; 2--Number of ships; 3--Size, 1,000 CRT;
4--Capacity; 5--Total; 6--Including tankers; 7--USSR, Azov Shipping Company, Zhdanov;
9--Baltic Shipping Company, Leningrad; 10--Black Sea Shipping Company, Odessa; 11--
Far East Shipping Company, Vladivostok; 12--Danube Shipping Company, Ismail; 13--
Estonian Shipping Company, Tallinn; 14--Georgian Shipping Company, Batumi; 15-~Kam-
chatka Shipping Company, Petropavlovsk; 16--Caspian Shipping Company; Baku; 17—-Li-
thuanian Shipping Company, Klaipeda; 18--Latvian Shipping Company, Riga; 19--Muxmansk
Shipping Company, Murmansk; 20--Novorossiysk Shipping Company, Novorossiysk; 21--
Northern Shipping Company, Arkhangelsk; 22--Primorskiy Shipping Company, Nakhodka;
23--Sakhalin Shipping Company, Kholmsk.

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21,000 tons. These fleet inventories above all include semicontainer vessels, in
other words, ships partly equipped for container transport, as well as small and
medium container vessels (first and second generatica) which are best suited for the
maritime traffic of the CEMA countries.

The second type of special vessel for carrying certain cargo units, etc., consists
of the roll-on/roll-off vessels, in other words, ships with are serviced horizontal-
ly, without the use of harbor cranes. Among the socialist countries, the USSR has
the most vessels of this category (25 ships with a capacity of 169,000 tons).

In 1978, the first lash vessel, the "Julius Fucik," was placed in service with a
capacity of 36,000 tons as part of a joint undertaking in the CEMA countries. This
ship marks the introduction of a new transportation technology in the socialist
countries where light, floating containers are taken onboard and are then further
transported to and from the maritime ports via inland waterways. This simplies the
entire transportation process.

In our description here we must not overlook ferries although they~-as in the case
of passenger and automobile ferries and partly also railroad ferries--they carry
mostly passengers, The CEMA member countries use not only passenger and motor
vehicle ferries but also railroad or combined railroad and motor vehicle ferries.
In 1977, the biggest ferry fleet belonged to the USSR (16 vessels with a volume of

- 72,000 GRT) and Poland (seven ships with 26,000 GRT). The GDR had five ferries

- which, of course, are being operated by the railroad administration; Bulgaria
received its first ferries in 1978.

Refrigerator vessels represent a special category of ships for the transportation
of piece goods; they are used to transport tropical fruits, meat, and other com-
modities. Among the CEMA countries, the USSR has the largest number of refri-
gerator vessels (31 units with a capacity of 149,000 tons).

The biggest identical group of freighters in the CEMA is made up of tankers; in
1977, 32.2 percent of the total freighter volume of the CEMA were to be found in
this group. In addition to conventional tankers for petroleum and petroleum pro-
ducts, special vessels are also being increasingly employed for the transport of
chemicals and natural gas.

But the inventory of this special fleet is not yet large (five chemical tankers with
a capacity of 41,000 tons and seven natural gas tankers with a capacity of 52,000
tons in all CEMA countries in 1977); but we can expect an increase in the number of
those ships over the next several years due to an increase in the share of this
type of cargo in the maritime traffic of the CEMA countries. In 1979, the USSR
received the first major LPG tanker (for petroleum gas) with a tank volume of 75,000
cubic meters, Poland has the biggest fleet of chemical ships among the CEMA coun-
tries (four vessels with a capacity of 39,000 tons).

The USSR has the largest petroleum tanker fleet in the CEMA (6.6 million tons in
1977); then follows Poland (1 million tons), the GDR (577,000 tons), and Bulgaria
(545,000 tons), The capacity of petroleum tankers is as much as 150,000 tons.
Petroleum products are carried by maller tankers with a capacity of up to 30,000
tons,

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29

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|
|

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Sechitan Seiinome

To Rar Ba Lea Benin Tig Varmersung Lag. Grebe: Be/Pate n=] Zamarungen
qian yond iad m omg m7 ORB NRT 1deJiw HAO Persons 49
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(7000 PS)
auBerdem: SONNEBERG ODWR — 1969 220869 |
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STOUBERG COW 1970 3870 See 94
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\ 16 BOIZENBURG DOXG 167
28

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Imports predominate more and more in Cuba's maritime trade because large quanti-~

ties of fuels and raw materials as well as other commodities must be imported.

Cuba's imports climbed from 8 million tons in 1965 to 13 million tons in 1975, with
. petroleum and petroleum products from the USSR hitting first place (8.8 million tons
: in 1976).

Cuba's exports fluctuate around 6 million tons per year; the consist above all of
sugar, that country's main product.

The other European CEMA member countries with an outlet to the sea, the GDR and
Romania, also display a high level of dynamics in international maritime transpor-
tation. The GDR's international maritime traffic volume in 1978 rose to about 20
million tons, Since 1960, the GDR's foreign trade maritime transportation volume
has gone up more than three-fold,

The GDR's seaward imports are considerably higher than the exports. The reason for
this can be found in the large volume of imports involving petroleum and petroleum
products, iron ore, phosphorites and apatites, cereal crops, fodder, lumber, coal,
with raw materials being imported on a larger scale above all from the USSR by sea.

Romania's maritime traffic volume in 1970 climbed to 14 million tons. In recent years
we can record a further rise but we have no statistics on that. While exports by
sea in the past were 50 percent higher than imports, both areas reached the same
level in 1970,

The foreign trade waritime traffic volume of Czechoslovakia and Hungary is handled
in transit via important maritime ports, Statistics show that Czechoslovakia's
seaward foreign trade volume currently is about 9 million tons per year. It is
handled overwhelmingly in the ports of the CEMA member countries, specifically,
mostly in Poland (2.4 million tons in 1978) and the GDR (1.6 million tons in 1977)
but also in Yugoslavia (Rijeka), in the FRG (Hamburg, 2.4 million tone in 1978),
and Italy (Trieste).

Hungary's maritime trade volume comes to about 3 million tons per year; most of
this volume is handled in the ports of Yugoslavia, Poland (480,000 tons in 1978),
the USSR (Rent, Ismail), and the FRG (Hamburg, 770,000 tons in 1978).

Maritime Siipping of CEMA Countries

The development of seaward trade of the CEMA members necessitated the efficient
expansion of the merchant fleet. In keeping with principles customary in inter--
national trade, countrles involved in commerce ase also entitled to participate i
shipments of those commodities, The principle of transportation competence applies
among the CEMA member countries; this means that the buyer country is given the
right independently and on its own to organize maritime shipment.

In 1949, wien the CEMA was established, the capacity of the merchant fleec of iis
member countries was barely 2,5 million tons. This is why a considerable portion
of the goods of the socialist countries was carried by the fleets of capitalist
countries, This meant that the CEMA countries were ina difficult situation; Lhey
were dependent on the conditions dictated to them by capitalist shipping. That
applied not only to transportation possibilities for spme types of goods in general

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Presently, 71,300 books, about 6,700 records, and annually more than 4,000 tapes
are available. In contrast to other enterprises, the DSR has a very large facility
for sparetime activities with the needs of the merchant seamen at the very focus.
In developing intelectual and cultural life in the merchant marine, the "Ship of
Exemplary Cultural Work" movement has been holding a strong position in the 1974-
1975 BKV [Enterprise Collective Labor Contract] since the first invitation. The
various crews use all available possibilities in order to develop a rich cultural
and athletic life. Political indoctrination work, apprenticeship training, work by
the social organizations, solidarity and sponsorship activities, participation in
athletic competitions at long distance, and to win the athletic badge, dignified
development of social highlights, brigade celebration, hobby show, and MM [Fair
of the Masters of Tomorrow], parties, as well as the effort to develop interper-
sonal relationships in a socialist manner and to foster a shipboard atmosphere
where everybody will feel comfortable--these are part of everyday routine just like
the tasks of plan accomplishment and economizing. By 1978, a total of 26 vessels
won that title. On the basis of our social-policy measures, the wages of our
seamen were raised (the new pay scale effective 1 September 1978 features an average

. of M171 per man and per month more) as well as the introduction of the 40-hour work
week effective 1 May 1977, retaining the shipboard working hours (a daily work
schedule of 8 hours, basically the 7-day work week, and thus a weekly shipboard
work schedule of 56 hours), while the spare time entitlement was increased, the
vacation starting in 1979 was extended by 3 days, along with the referred alloca-
tion of vacation spaces, as well as special support facilities in the harbors of
the GDR and abroad. All crew members have the same status as shift works, Ac-
cordingly, a shift bonus is paid for daily work done on Sundays and for 8 hours of
work on Saturdays and on Sundays, one day off, each, is granted.

Table 7. Development of Automated Ship Operation in Merchant Marine in 1976-1979

Johr 1. Flotte gesomt 9 Automotisierte Schiffe (out 24/16) 3
per 31.12, An- Trag- Anzahi—Flotte Trog- 2ury9
4 zoh! —fhigkeit gesomt —%Bg fahigkeit Flotte
6 1 zur absolut 9 %

2ugang 1976 16 105 946
Stand 1976 198 1795 565 106 53,53 834 704 46.48
Zugang 1977 20 169 653

| Stend 1977 200 1.853 540 126 63,0 1004 357 54,18
Zugang 1978 8 63526
Stand 1978 196 1857 299 134 68,37 1.067 883 57.44
Zugang 1979 16 184 451
Stand 1979 194 1.898 349 150 77,32 1252 334 6597 |

Key: 1--Year; 2--Total fleet; 3--Automated vessels (automation rate 24/16); 4--As of
31 December; 5--Number; 6-~Cargo capacity; 7--Total number; 8--Fleet % to; 9--Cargo
capacity, absolute; 10--To fleet %; Zugang--addition; Stand--status as of.

In addition to the improvements and incentives on a material basis, organizational
conditions were also created in an effort to coordinate the operational and personal-
family requirements facing the seamen to the greatest possible extent. That includes
the training of permanent crews and relief crews. ‘¢ the end of 1972 six coastal
container motor vessels with six permanent crews and three relief crews for the

first time introduced the complete and well-organized relief crew system, Major

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Table 3 [Continued]

Tie Saiiinome 0 Bowe Te Sdilfinome U- bow Stal hater
12 319". iohe Tie gate ORT ae ge cont ag
Fro FERDINAND OH2K 1953 7312 7308 $9/38286165 061173. Ton MERSEBURG  OCZV 950 reese aoiso 38 o7080d 080078
FREIIGRATH + HELTRIO
x PRINS BLNER
wwitLeM VAN Ton SCHWEDT —OCZE 1961 26827 4s2ig W/= no168 140778
ORANIE SEA SERPENT
i Fro TOLLENSE DDVI 1951 2306 3851 31/2 020365 190178 Fru FRITZ REUTER —OCZC 1942) 3778 3040 40/8 560162 210273
| exITAAL x OUBREKA 1007
und 2SCHOPAU DOV). 1982 210665 290578 und JOHN BRINK: OCZD 1942/ as? 151272
: e< ANTONIA MANN 907
fea WEISSERITZ DVM 1954 292) 4379. 318 250865 021178 tm DIOUBA
fx FERNRIVER Mor RIESA DOVH 1954 13408 1601 32 c20t65 101270
fra RECKNITZ DVL 1953 2025 3600. 20/1 260565 100278 7 CASSIOPEIA
\ #* LAGUO jos BRANDENBURG OOVO 1951 10787 i6sz6 34/~ 100360 160377
| Fra. SPREEWALD ex DOVN 1952 S715 7498 33/7 os0705 zo007 ‘MARGIT
aRIGITTE TOR GoRtHON
Fea KRAKOW ex ODWM 1987 1145 1611 2 050365 280173 Poy FRITZ HECKERT DAYO 1961 8118 19231M3790%0%61 300872
FORTUNA BAY ee
und MALCHOW. OWN 1957 asioes 2007
so: PERSEVE
RANCE BAY

Fra VOGTLAND DV 1983 Saou 7628 34a oBITES 020479
ox FREVA TORM
Fro \AUSITZex OVP. 1952 5620. 7493 33/7 230866 010977

ESTRID TORM
Fro KAPARKONA DAYO 1951 1900 3508 2712 100866 141075
‘ax INGRID GOR.
THOM
Fil HEINRICH HEINE OHZY 1938 7897 9089 39.100 260358 020868
sax MAR OEL (Ausbvidungsptotze)
PLATA,
und THEODOR KOR: ONZW 1938 020438 280268
NER ex COPA.
COBANA
FL 1G.FICHTE —OC2K 1950 11085 9331 83.162 070862 090779
‘ex CLAUDE (Aurbsidungeplatee)
BERNARD
Fil GEORG BOCH. DOVR 1951 10060 9274 78/148 080767 310877
NER wx (Avsbildungsplstze)
CHARLESVILLE
Fro KARLSHORST OEVU 1947 2547 3640 22:2 310767 271077
Ton LEUNA It DHZP 1988 7644 11670 40/~ 301188 240668
und 2672 DczA 1961 iors 231168
SOHLEN Dcz8 1961 ‘21061 141076
SCHWEDT —OCZE 1982 200562 241068
Ton ROSITZ DAYS 1944 791 1024 19! 240340 010167
PAMELA
Tan SCHWARZHEIDE DAYT 1947 2510 13625 40!~ 300480 060169
= GAUTHIOD
- und OTZKENDORF AYU 1946 70860 200160
se SECURUS
Too BUNA CEH 8p 11324 18260 38 240782 190276
ee TITANIA

ITTERFELD —OCZS_ 1958 1049 20013 32! 290163 200270
» SOUTHERN,
cuprER

Key: 1--Type; 2--Ship name; 3--Identification symbol; 4--Building year; 5--Tons
deadweight; 6--Crew/passengers; 7--Commissioning; 8--Deconmissioning; 9-~Training
spaces; BRI--GRT; Fra~-Freighter; und--And; Frl--Freighter and training vessel;
Tan--tanker; Mas--Bulk goods carrier; Pas--Passenger vessel; Fru--Fruit carrier;

* ~~ sunk.

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INTERNATIONAL AFFAIRS

GROWTH OF CEMA'S MERCHANT FLEETS REVIEWED
- East Berlin JAHRBUCH DER SCHIFFAHRY in German 1980 signed to press Jun 1979 pp 6-15

[Article by Prof Dr Czeslaw Wojewodka: "Facts and Trends: Maritime Traffic of CEMA
Countries" |

[Text] By January 1979, 30 years had passed since the establishment of the CEMA.
During that time, economic cooperation between the socialist states was constantly
developed and improved and was extended to ever more branches of the economy and
activity sectors.

In 1971, economic cooperation among the socialist countries received renewed impetus
through the "Complex Program for the Further In-Depth Development and Perfection

of Collaboration and the Development of Socialist Integration." This program spells
out the main directions of collaboration among the CEMA member states in the field
of econonic integration which currently constitutes the primary mission of collabora-
tion among the socialist states.

Foreign Trade Volume of CEMA Member Countries in Maritime Traffic

Maritime traffic plays an important role in international trede among the CEMA
member states. This applies not only to transportation between those states and
to foreign—trade transportation involving other countries. Most European CEMA
countries have common land boundaries, so that a considerable portion of commodities
is transported between those countries via land. But, for example, practically al]
shipments from and to Cuba as well as from and to Vietnam, so far the only overscas
countries with which the CEMA has been dealing, are handled by sea, Foreign-trade
shipments between the CEMA member countries and the developing countries as well as
the developed capitalist countries likewise are handled primarily by sea. This is
why the CEMA member countries reveal a relatively large maritime traffic volume in
foreign trade. In the case of some of them, especially the USSR and Cuba, goods
are also shipped by sea in domestic traffic.

The role and significance of maritime transportation varies in the foreign trade of
the individual CEMA member countries as a function of their geographic location,

- In Bulgaria, its share out of the foreign trade shipments accounts for more than
60 percent and in Poland and the USSR the figure is 50 percent.

: Landlocked CEMA countries, such as Czechoslovakia or Hungary, also reveal a high

maritime traffic volume in their foreign trade. These shipments are handled in
transit via the maritime ports of other countries, including to a great extent via

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ferries and 25,000 GRT, Polska Zegluga Baltycka with headquarters in Kolobrzeg and
five ferries, totalling 20,600 GRT, and finally, the refrigerator vessels of the
Latvian Shipping Company with 19 vessels and 93,000 tons.

Cooperation between CEMA Member Countries in Maritime and Shipping

Cooperation among the CEMA member countries in maritime trade and shipping began
more than 30 years ago with the coordination of ship chartering. The individual
socialist countries did not have enough ships and tried to find ships on the world
market to carry their goods through united action, The position of the CEMA
member countries was consolidated and beyond that it was thus possible to achieve
more favorable charter terms, Since 1952, there have been annual conferences by the
Organization for hartering essels of the CEMA member countries which in 1963 also
was joined by the shipping companies that led to the Conference of Charter and
Shipping Company Organizations of the CEMA Member Countries. The Coordination
Bureau for the Chartering of Ships of the CEMA was founded in 1962 with headquarters
in Moscow; it also acts as a permanent secretariat for the above-mentioned Con-
ference of Chartering and Shipping Company Organizations.

Prior to that, in 1958, the Permanent Commission for, Transportation of the CEMA
was founded. It is the principal organ for the planned multilateral collaboration
among the countries of the socialist community in the field of transportation.

Since that time, the collaboration among the member countries in maritime trade and
maritime shipping was considerably expanded and improved. The Conference of Char-
tering and Shipping Company Organizations of the CEMA as well as the Coordinating
Bureau for the Chartering of Ships greatly expanded their radius of action and thus
practically cover the entire improvement in collaboration in maritime traffic.

The coordinator system has been applied in chartering for several years; it proved
itself valuable in practice. In 1972, the Permanent Commission for Transportation
of the CEMA approved the "Conditions for Mutual Supply of Maritime Shipping Space
and Foreign Trade Goods of the CEMA Countries" as well as the "Principles of Signing
Annual Agreements on Mutual Supply of Maritime Shipping Space and Foreign Trade
Goods of the CEMA Member Countries" which had been drafted by the Conference of the
Chartering and Shipping Company Organizations of the CEMA to implement the complex
program of socialist economic integration. These documents contributed not only
to the development and perfection of the corresponding collaboration efforts but
also at the same time led to an increase in the share of vessels of the socialist
countries in the transportation of their goods.

Anew qualitative step of collaboration among CEMA member countries began after the
signing of the agreement on collaboration in maritime merchant shipping between

the European CEMA countries, which took place in Budapest on 3 December 1971. The
parties to the agreement pledged to support bilateral and multilateral collabora~
tion for the full and effective utilization of the maritime merchant fleet and

the maritime ports in order to meet the requirement for international maritime
shipments, to develop collaboration in the field of chartering, to expand the eco-
nomic and technical relationships, to exchange experiences, etc.

The INSA (International Shipping Company Association) was formed in 1970 upon the
initiative of the CEMA member countries; the association's members include most of

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More than half of the ships, with which the fleets of the socialist countries are
being constantly replenished, are being built in the shipyards of those countries.
Some of them, in addition to production for their own needs, have also developed
a considerable export production effort which to a great extent is intended for
other socialist countries. Most ships for other CEMA countries are being built in
the shipyards of Poland, the GDR, Bulgaria, and Romania.

COPYRIGHT: transpress VEB Verlag fuer Verkehrswesen, [East] Berlin 1980

5058
cS0:2300

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JPRS L/9556

2 19 February 1981

EAST EUROPE REPORT
Economic AND INDUSTRIAL AFFAIRS

(FOUO 2/81)

ConTENTS

INTERNATIONAL

Growth of CEMA's Merchant Fleets Reviewed
(Czeslaw Wojewodka; JAHRBUCH DER SCHIFFAHRT, 1980) ....+++eeeee

GERMAN DEMOCRATIC REPUBLIC

Development of Merchant Fleet Reviewed, Listings, Statistics Given
(Lothar Foss; JAHRBUCH DER SCHIFFAHRT, 1980) ...

-a- [III - EE - 64 FOUO]

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Ship type--designation of construction series at shipyard and abbreviated version of
customary ship types (Dam--steamer; Fra~-freight motor vessel [motor freighter],
FrL--freighter and training vessel; Fru--fruit carrier, Kllm--coastal MV, Lei-~
lighter, Mas-~bulk goods freighter; Pas-~passenger vessel, Tan--tanker).

Ship name-~spelling of ship name attached to ship's side, U.-sign.--identification
signal or call sign of ship as seaborne radio station. Builder country--abbrevia~
tions of countries in which the ship was built (Bel--Belgium, Dmi-~-Denmark, Fi
Finland, Gbr--Great Britain, Jap--Japan, Ndl--Holland, Nor--Norway, Pol--Pol and;
Sow--Soviet Union, Swd-~Sweden). Building year--year of completion. LUa-~

- length overall in meters. Beam--molded beam in meters. Draft--Summer draft or
summer load line in meters. Size--ship's size according to inside space dimensions
based on Agreement on Uniform System of Ship's Dimensions of 10 June 1947, the so-
called Oslo convention (GBl., SDr., 611). BRI--GRT. NRT--Net registry tons. t dw-~
total capacity, summer draft, in tons, according to the 1966 Freeboard convention.
Capacity--capacity of main engine in kilowatts (kw) and horsepower (hp), involving
entirely power plants using diesel engines (1 hp is approximately 0.7355 kw). Speed
~-cruising speed with summer draft in knots (kn). Be/Pa/Le--average crew strength
according to ship job manning plan DSR/space capacity for passengers/training
capacity for apprentices, including training officérs, in numbers of persons. Com-
missioning-~date of commission in VEB DSR, with the date being given continually,
without any periods or commas in between, Decommissioning--date taken out of mer-
chant marine inventory. Remarks--Aut--degree of automation of ship engine opera-
tion for operations mode "temporarily unattended engine rooms" (zuM operation). The
symbol "aut 16 bew aut 24" signifies the time interval both for maritime and port
as well as administrative operations during which the engine and equipment rooms need
not be constantly attended by personnel on supervisory duty to check on technical
equipment in operation, The term "aut port" shows that automated ship operation
is permitted only for port or administrative processing by the GDR navigation
bureau, while maritime operations at sea must be handled by the permanent crew
for the engine room based on the Maritime vessel manning regulations (GBl., SDr.,
787), using prescribed technical personnel. In this connection it is certainly
interesting to point out that the term "unattended engine operation," which is used
in many publications in connection with automated ship operations--does require
further correction because:

(1) Comprehensive maintenance, repair, and upkeep work is done on automated vessels
during the shipboard working hours of crew members assigned to the engineering
division (as a rule 0800-1630);

(2) An 8-hour watch (0800-1630) is also put in on automated vessels but with sub-

sequent 16-hour standby duty (1630-0800 of the following day) to make inspections
and for troubleshooting in technical systems and installations.

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NOTE

JPRS publications contain information primarily from foreign
newspapers, periodicals and books, but also from news agency
transmissions and broadcasts. Materials from foreign-language
sources are translated; those from English-language sources
are transcribed or reprinted, with the original phrasing and
other characteristics retained.

Headlines, editorial reports, and material enclosed in brackets
[] are supplied by JPRS. Processing indicators such as [Text]
or [Excerpt] in the first line of each item, or following the
last line of a brief, indicate how the original information was
processed. Where no processing indicator is given, the infor-
mation was summarized or extracted.

Unfamiliar names rendered phonetically or transliterated are
enclosed in parentheses. Words or names preceded by a ques-
tion mark and enclosed in parentheses were not clear in the
original but have been supplied as appropriate in context.
Other unattributed parenthetical notes within the body of an
item originate with the source. Times within items are as
given by source.

The contents of this publication in no way represent the poli-
cies, views or attitudes of the U.S. Government.

COPYRIGHT LAWS AND REGULATIONS GOVERNING OWNERSHIP OF
MATERIALS REPRODUCED HEREIN REQUIRE THAT DISSEMINATION
OF THIS PUBLICATION BE RESTRICTED FOR OFFICIAL USE ONLY.

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100g Lstg. Grchw. Be/Pojle In-

Seuitinome Bou: Bou- Lio Brite Ty. arm
ic =! ws igh mime my BRE NRT dw AW kn Per diggt Bamerkungen
oiterdom TENA opw Gib 2e0278
16 finsen Bow ton 9 10 Wm 13
Volidecker 22, HENNIGS- OCZG Swd 1966 230.30 26,97 11.05 21739 14720 38070 8863 15,0 30/4 070372 autZ4:
Doar r2030 PONTOS
Bohic Valiectar ,. GRODITZ —OHZU Sow 1972 20120 27.85 11.21 72750 14629 28250 aerere out 4
auBerdem:y ¢ 22 GORUTZ HZv 19% 300874
| En/OL-Froch Gite
| Votdesen 9 37 Ave DAYT Swd 1959 181,64 22.71 10.05 15631 9992 23320 5296 140 s7/-/4 230869 out ABlen: ox
2 7200 3) VIRTALA
5 quBerdem ZWICKAU AYU 988 270469 on VITAFORS
Valigecter EISENHOTIEN. DAVN Sad 1960. 19956 2699 11.8 29957 1305 38242 8090 140 37I-14 190170 ox MERTAINEN
22 Jta0T (11000 5)
Kahtshile worpetal im -lohrbc des Scilha 1978, See 50H)
Wacieldtcker sq THEODOR DDWP. Bel 1946 13801 I7AP ean 4930 2676 4857 7649 205 29/64 soones our2t
19 storm {10400 PS)
ovterdem:16 | THEODOR ODWO 1846 121266
FONTANE
Wecnsidecar JOHN DELO Swd 1064 13877 TEAS 786 4575 2581 6150 716 180 31/-/A OL1072 oUt 24; ex
BRINCKMAN (5700 P5) BELNIFPON
ovterdem: FRITZ REUTER OCZC Nor 1964 2073 x PAZIFIK
16 Express
WacsldeSer yg FRE OWEX br 967 18262 13). 760 87 2088 eOD 8017 210 1/24 OMT outa: wx
GORATH (00900 5) PARMA I
ouderdh6 L9G. wEERTH —OHZW 1088 190774 ex PADUA
Wedhcldecer ERNST MORITZ ODKD Gbr 1973 4047 1805 901 6659 3403 9076 7980 230 33/-I4 261077 out Halen: wx
ARNOT (00880 #5) KING EDMUND
avderdom GERHART DEVE 1974 121277 ax KING EOBERT
- HAUPTMANN
Weducldadier 4 9 HEINRICH DHZK Nor 1675 14070 1803 942 6641 3612 9147 9709 230 40775 out 24
19 Heine (13200 PS)
ovBerde THEODOR OH 978 ens
“16 KORNER
Oltanker 39
Voliecter LEUNA| ——OH2O Sow 1988 14550 1920 852 7644 4705 11670 B17! 120 1058
{4000 5)
Votdecer zen CLA Dmk 1642 20887 2091 1.41 25899 15544 A4MB 12356165 3BI-/11. 220849 er DAGHILD
(16800 PS)
Volidecer WOLFEN DAVIN Sud 1062 21483. 29.02 11.48 24730 1019 45080 T1032 140 3/4 080868 ex TARIM.
(05000 #5),
Voliecter GRIMMEN DAYK Sud 1946 217.70 2,60 1216 28671 15777 51200 1103E 155 38/2 270174 ex SEA BREEZE
22 (13000 5)
Voldecker SCHWARZ: DAYM Sud 1964 24364, 3468 1307 42126 77365 78801 16781 160 ‘M0470 ox SOVEREIGN
HEIDE (22000 5) CurPeR
Votlecter 9.9 LUETZKEN: —ONTJ_ Nor 1965 249.9 3800 13.38 466 20874 85680 145.160 120074 es SONIA
ORF 210% Ps)
Vollecker 29 HEINERSDORF DAYS Jop 1948 25600 38.7 13.33 47047 2058 B8IP 15225 155 43/—~ O908TA ex ATLANTIC
- (20700 #5) MARCHIONESS
teimtonter 22 40)
KOMO B40 Fregaghes MALCHIN AVR DDR 1958 S94 982 Gb S35 212, 724468 100 10721-25086) out 24
Stewend@ LO BeWATRX —DAVO ype! (300 P5) Bese
COMO 1000 radecker BARTH DOWA Nal 1968 6207 1070 386 499 241 1080971120 171265 out 24
15 (0320 PS)
Nevorleugetenter
volideaepg kuna DCL Nal 1979 79.44 1200 490 1247 512 180C 1655-125 152 131270 out 26
estes 1.6 SCOMOPAY DOV! (2280 P5)
Fobvgonuch
Frodecser SUR VOUER. AYP. Sw 1948 140.07 21,06. 7.54 12068 6287 4775 Bu4412 180 Z25/SS0I~ 240260 2 Sehrouben:
FREUND. (12000 5) or STOCKHOUE
SCHAFT

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Table 4, Merchant Fleet Size Structure as 31 December 1979

‘Antoh
dar BR:

“Alter der Scho Antahl

‘Anta 4
Johey

dar te

109. 2 10943 20907
a 8 4936 6720
1001 17399 ars
2001 43002 moat
dot zasr2 290382
001 174658235 682
001 zee? (640363
‘ooo 1ges97 216302
15001 aus 117039
20001 115022 198 501
25001 $4208 93347
’ 30001 - - -
woot

‘Kier der Seite. Antahl 2 AnuaNI 3 Antohld,
RT

Jahre arse dee
1
ws 6 a7
3 2 »
rObisunterts ‘7 38
‘Sosumerza 2 8
Boaunwras L 12
Bund deriber & -
Gnom 5 we 08S BBM 1000

Key: 1--Age of ships in years; 2--Number of ships; 3--Number of GRIT; 4--Number of
t dw; 5--Total; 6--Less than; 7--To less than; 8--And over.

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- Table 3 [Continued]

Staaten und Anzahl Vermessung Trogfahigkeit

Reedereien 2 der 3 1000BRT 4 1000t
Schife a

1 Insgesamt —_, dovon Tanker

Polen 6

Polskie Li
Oceaniczne, Gdynio 168 705.4 1080.4 - -
Polsko Zegluga

Baitycka, Kolobrz29 24 328 20.4 -
- Polska Zegluga

- Morsko, Szctes 7 19265 3155.6 10013

Ruménien 7
Navrom, Constanta 128 1193.7 1862.7 442.2

{DDR
Deutfracht-Seereederei,
Rostock 200 1:259,0 1853.5 577.0

Bulgarien
Bolgarski Morski Flot,
Warna g 95 8467 1278.9 545.0

- Kuba 10

Empresa de Navegacion
Mambiso, Hovanna \ a”
Empresso de Novegacion |

582.4 822.4 82,6
Caribo, Havana

Tschechosiowakeiy 1

Ceskoslovenska Namorni

Piavba, Proho 12 146,2 221.6 -
Ceskoslovensko Plavbo

Dungjsko, Bratislava 3 48 5,0 -

Ungarn 2
Mahart, Budapest

Key: 1+-Countries and shipping companies; 2--Number of ships; 3--Size, 1,000 GRT;
4--Capacity; 5--Total; 6--Including tankers; 6a-Poland; 7--Romania; 8-~Bulgaria;
9--Varna; 10--Cuba; 11--Czechoslovakia; 12--Hungary; DDR--GDR, Source: see Table 1.

The merchant fleet also includes combination vessels, specifically, depending upon
the design, ore-oil freighters, | ore-bulk-oil freighters (030 vessels), or ore-
bulk-container freighters (OBC vessels).

The share of these special vessels is still not great but it keeps growing. The
USSR here again among the CEMA countries accounts for the largest share with four
ships and a capacity of 371,000 tons. These are mostly big ships whose cargo capa-
city presently is as much as 120,000 tons (the Marshal Konev type).

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the shipping companies of the socialist countries and, beyond that, the Association
of Indian Shipping Companies. This association works in support of international
collaboration in shipping and is open to all shipping companies which accept the
bylaws and the activity objectives.

The joint shipping lines are an expression of collaboration between the CEMA member
countries in shipping. In 1977, the shipping companies of the CEMA countries
maintained nine such lines, employing 183 vessels with a total capacity of 1,165,000
tons; that accounts for 22 percent of the total shipping space used in line shipping.

The biggest joint lines of the CEMA in 1977 were as follows:

Unilevant going to the Mediterranean ports with the participation of the fleets of
Bulgaria, the GDR, Poland, and the USSR (70 ships with a capacity of 49,000 tons);

Uniafrica going to the ports of West Africa with the participation of the GDR,
Poland, and the USSR (35 vessels, 194,000 tons);

Baltafrica going to the ports of East Africa with the participation of the GDR and
Poland (22 vessels, 174,000 tons);

Baltamerica going to the ports on the east coast of South America with the parti-
. cipation of the Fleets of the GDR, Poland, and the USSR (17 ships, 155,000 tons).

One factor in collaboration among the member countries of the CEMA in maritime
commerce and in maritime shipping is also ‘he mutual supply of the transloading
and transportation potential, that is to say, the granting of transit services,
These transit services are very necessary for landlocked countries which do not
have an outlet to the sea (Czechoslovakia, Hungary) as well as for the maritime
states of the CEMA which do not have adequate cargo handling capacities in their
own ports (for example, for the GDR).

Poland offers the other CEMA countries the biggest transit cargo handling service
capacity in its maritime ports; there, for example, in 1978, 2.4 million tons of
goods were handled for Czechoslovakia, 1.6 million tons for the GDR, 484,000 tons
for Hungary, 61,000 tons for Romania, 20,000 tons for Bulgaria, and 1,000 tons for
the USSR, The Polish port of Szczecin, with a transit volume of 2 million tons
per year, was the biggest transit port of the CEMA countries in 1978. The ports
of the GDR also offer considerable transit handling capacities to other CEMA
countries, mostly Rostock, as well as the ports of the USSR at the mouth of the
Danube (Reni, Ismail); there, transit goods from Czechoslovakia and Hungary, which
are carried by sea, are being transloaded mostly. It must be stressed that the
ports of the GDR and Poland work closely together within the framework of the
"Interport" economic organization,

Container shipments from European CEMA countries to Japan via the USSR represent
a special type of transit service where sealanes to be sure play a minor role; they
= are handled via the so-called trana-Siherian container bridge with transloading in
the maritime ports of the Soviet Far East, especially Nakhodka and Vostochnyy.

* One factor, which favors the development of maritime shipping by the CEMA member
countries, is also represented by their collaboration in the shipbuilding industry.

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