hl 
Owing, in part, to the naval shipbuilding orientation, the technologi- 
cal level of the Russian shipbuilding industry remained comparable 
to that of major European maritime powers. Supporting industries, 
receiving less emphasis, were subsequently less developed and hence, 
explain Russia’s dependence on foreign deliveries, particularly ship 
machinery. A number of types and classes of ships built prior to 
the revolution were equal and some even superior (e.g., destroyer 
Novik) to comparable ships of the major maritime powers. Commercial 
shipbuilding, to the contrary, was underdeveloped; during the period 
1905 to 1917, Russian shipyards built only eight merchant ships. 
The chaos and destructiveness of the revolution and the civil war 
brought the Russian shipbuilding industry’s productive activity close 
to nil, and most of the shipyards fell into decay. However, in 1921, 
the first southern shipbuilding yards (Black Sea) and in 1922 the 
Petrograd shipyards began their restoration, and gradually resumed 
work. In January 1922, a shipbuilding trust was created in Petrograd 
to “organize the work of the shipbuilding yards for the restoration 
of the navy.” Again, as prior to the revolution, the emphasis was 
placed on naval shipbuilding. It soon became clear that the one- 
sided emphasis on naval construction was beyond the reach of the 
badly damaged Soviet economy. , 
The introduction of the New Economic Policy and urgently needed 
foreign exchange for import payments forced the Soviet Government 
to reconsider the shipbuilding industry priorities and to place greater 
emphasis on the merchant marine.” Additionally, the poor condition 
of in-country transportation demanded the hasty development of water 
transports. In 1924, the Soviet Government decided to construct 
timber carriers, tankers and refrigerators immediately.“* By the 
beginning of 1925, previously initiated efforts resulted in the complete 
restoration of all remaining ships of the nationalized merchant fleet. 
Early in 1925, the special committee of the Consul of Labor and 
Defense presented the first 5-year shipbuilding program for the years 
1925-30 and the Central Bureau for Shipbuilding was organized in 
Leningrad. In 1928, all of the suitable remaining ships of the former 
Russian Imperial Navy, were either restored or completed and the 
Soviet shipbuilding industry started to build new naval ships. 
The first 5 Year Plan, 1929-33, visualized construction of 216 
ships for the Soviet merchant marine, | floating dock, and 16 harbor 
tugs. However, not only was this program not fulfilled, but two com- 
bined programs, 1925-30 and 1929-33, produced only a total of 
104 merchant ships.” Throughout the 1930’s, so few commercial ships 
were built that the programs for their construction are not discussed 
in modern Soviet specialized literature. The 15-year period from 1925 
to 1940, resulted in the construction of 23 tankers with total capacity 
of 200,000 dwt. A large number of riverboats were built by secondary 
shipyards, and priority programs such as the construction of a few 
icebreakers were fulfilled. The minimal performance of the shipbuild- 
ing industry with regard to the Soviet merchant marine is casually 
explained by “this period having coincided with the beginning of 
intensive construction of the navy.” ”® The third Five-Year Plan, 
“Shipbuilding” No. 4, 1969, pp. 69-70; No. 4, 1970, pp. 1-5. 
“Shipbuilding” No. 5, 1971, pp. 45-51. 
“4“Shipbuilding” No. 11, 1969, p. 17. 
“Shipbuilding” No. 11, 1967, pp. 1-3, and No. 4, 1970, pp. 1-5. 
76“Shipbuilding” No. 11, 1967, p. 2. 
