the cantiere navale del quarnaro 1920–1945 cantieri · pdf fileto a capital society in...

III. međunarodna konferencIja o IndustrIjskoj baštInI 673

tHe cantIere naVaLe deL Quarnaro 1920–1945

cantieri navali del Quarnaro 1920.–1945.

Achille Rastelli*, dipl. iur.milan, Italy

Summary

After the end of the first world war the naval dockyard of Fiume (Rijeka) passed in 1920 to a capital society in greater part Italian and so remained until the end of the second world war, simply changing shareholders whether private or public. This work tries to retrace the activity of the “3 Maj” dockyard in its Italian period, comparing his con-structions with these of other Italian naval dockyards of the same period, in other words an examination of the Fiume dockyard with the Italian naval shipbuilding. I will exam-ine his main constructions emphasizing also the eventual autonomous design activity. I will examine the passages of property of the dockyard, from intervention of D’Annunzio to promote the passage of property in the hands of the greater italian industrial groups of the naval area, particularly the Orlando Group of Leghorn and the Banca Italiana di Sconto (Italian Bank of Discount), expression however of the Ansaldo Group of Genoa. It will examined the sudden fall of this economical group until the passage in public hand, with all the economical problems and of manage-ment connected, until the arrival in the hands of the Finmeccanica, holding company of the group Iri, that had the property until the passage to Yugoslavia. The Cantieri Navali del Quarnaro was always seen like an “extra” to the main dockyards, with a political eye to the necessity of not deprive the economical reality of the Venezia Giulia, necessary to justify the italianity of this boundary zone. A special examination is done for the period 1943-1945 when, being nominally Ital-ian, in reality the dockyard was under German control. They will be also examined the more significant constructions of this period, like the escort ship Diana, the torpedo boats of the “Spica” class, the explorers of the “Nav-igatori” class, the units for the Italian Custom Guard, the two attractive motorships Abbazia and Laurana and the units built for Romanian Navy. Being a dockyard that results secondary in shipbuilding Italian panorama in the years between the two wars as compared to the greater dockyards (Ansaldo, Orlando, Crda), it had however a

* [email protected]

674 a. rastelli, The cantiere navale del Quarnaro 1920–1945

considerable importance in the story of the Italian shipbuilding and in Adriatic area. Finally we can affirm that the passage in property to Yugoslavia was surely an eco-nomical advantage for the dockyard that gained a greater importance as compared to Italian property period, maintaining the general productive quality, born in the years of Habsburgh Empire.

The cantiere navale del Quarnaro was founded in 1906 by the Ganz danubius & co. society of budapest, when between the austria and Hungary governments was established to subdivide the expenditures for the navy in proportional contributions to the taxes paid from two parts to the common treasury and therefore to the magyar state competed a part of shipbuilding.

Prestige reasons persuaded the Hungary government to want that the site was built with grandeur and still today is one of the better shipbuilding factories. In the period before the Great War the dockyard built the hulls and treated the finishing of the ships, while the engines were supplied from the Hungarian central factory. from the dockyard of fiume depended also the small factory of Porto re, that we will see again, and had a strong technical organization for studies and projects.

before march 1920 the dockyard remained property of Ganz danubius, but the Italian Government to hinder an employment crisis had ordered the construction of two water tankers (Istria and dalmazia) and of a floating dock, at conditions of considerable benefit that had guaranteed the occupation of 900 workers. on 20 march 1920, at the height of Gabriele d’annunzio adventure at fiume, the Ganz danubius dockyard passed from Hungarian capitals to Italian capitals. The negotiations lasted for about a year between an Italian group of financiers and the old Hungarian shareholders for the buying of dockyard shares. The negotiations followed the politics for the town: more was near the annexation of fiume to Italy and more the negotiations approached to the conclusion, and going away when the political situation became less clear. Gabriele d’annunzio followed actively the conclusion of the contract, contributed to win the last resistances and the contract was signed 19 march 1920. The dockyard was now of “cantieri navali del Quarnaro” società anonima with headquarters in fiume, thanks to the capitals of the banca Italiana di sconto and of the società altiforni, fonderie e acciaierie di terni.

The capital was of 26.000.000 liras of whom the 80% was signed from two Italian shareholders, the other 20% from the previous shareholders of the Ganz danubius, seeking to maintain a commercial connection with Hungarian mainland.

The administration board was constituted: President Giuseppe orlando Vice President enrico baumgarten


board of trustees angelo Pogliani (banca Italiana di sconto), camillo corsi (senator of the kingdom), arturo ciano, carlo Vanzetti, alberto d’agostino, Giorgio Varvaro, Luigi orlando, maurizio kornfeld, koloman de kandò, antonio Vio controllers salvatore bellasich, Giovanni santini, Vito avallone, Gèza szücs, Lion Verebelyi. How we can see from the names, the real control was of the orlando Group of Livorno, proprietor of the terni and of the ansaldo Group owned by the Perrone brothers, that acted thanks to angelo Pogliani, chairman of banca Italiana di sconto.

at the passage of property the dockyard occupied a area of 173.700 square meters, of whom 86.530 covered. It had three great slips, two 170 meters long and the third one 140 meters. It had a workshop with 800 machine tools; before the Great gave work to 2.800 persons, reduced to 1.400 during the conflict and in 1920 reduced still to about 1.000. In the successive years the dockyard had again 1.200 in 1930 and 1.500 in 1933, to come down again to about 400 in 1935.

at that moment were in construction three small ships and a floating dock of 600 t.

The situation of the Quarnaro dockyard was however different from that of the other of the zone and from that of the Italian shipbuilding industry. for many years in Italy the banks had favoured the formation, in the field of the heavy industry, of great holdings. for example, the banca commerciale had financed terni and Ilva, the credito Italiano the fiat, the banca di roma the breda and so on. as result of the large volume of profits accumulated by the great industries the relations were changing, from 1917 the great banks were transforming themselves in simple branches of the greater industrial trusts. The ansaldo, for example, had gained the majority of the shares of the banca Italiana di sconto. at the end of the war, the main enterprises found themselves without the state generous anticipations for the military furniture’s. to have new money, they thought to obtain it at good price from the savers depots.

only terni succeeded to surpass the more crucial phase of the demobilization. The ansaldo was abandoned by banca Italiana di sconto, that for the heavy credit (600 millions of liras ) towards the Genoa society was compelled, in the december 1921, to the bankruptcy for debits exceeding the means available from a rescue banks association. The ansaldo was divided, the mechanical workshops were sold to a new society created in the 1923 with the same name. as for the terni, it was the better furnisher of Italian military administration, building armour, guns and shots, but it was really a non-regular group. It was a controlled now by banca commerciale Italiana and of its interests and succeeded to maintain the total control of the Quarnaro dockyard.

for what is the shipbuilding industry of Venetia Giulia, like the Italian was strongly bound to the bank credit and in that area interwove the interest of the


� The dockyard in the Thirties

� Water carrier “Dalmazia”

� Destroyer “Manin”


� The four scouts in construction

� The launching of “Da Mosto”


� The scout “Pigafetta”

� The steamer “Ipparco Baccich”

� The support ship “Constanta”


� The submarine “Delfinul”

� Submarines “Rubino” and “Topazio” in construction

� Launching of submarine “Rubino”


� Submarine “Topazio”

� Water carriers “Metauro” and “Sile” on the slip

� Custom Guard vessel “Cicconetti”


� Custom Guard vessel “Satta”

� Destroyer “Fulmine”

� Torpedo boat “Sirio”


� Torpedo boat “Procione” of “Orsa” class

� Motorship “Laurana” as rescue vessel during the war

� The “Diana” built as presidential yacht


� The motorship “Foscolo”

� The motorship “Leopardi” on the slip

� The oil refinery and the motorship “Locchi” after 19/7/1944


trieste capital with those from austria. The local entrepreneurs, however, had enjoyed a greater freedom of action respect to other old empire provinces, and that was a precious element in the post-war reconstruction when was seen a financial movement from the austrian banks to the Italian capital. The representatives of the trieste capital and those of Wien had prepared some actions that revealed to be fundamental to hinder that Italian banks like comit, sconto and credito Italiano could put their hands on the shares of the industries held from the austrian banks. already in 1917 the union bank had yielded most of its packet share of the Lloyd to a group of ship owners led from the cosulich family, while in 1918 had been contracted a syndicate agreement to maintain the control of the local capitals on the commerciale triestina. The participation held from the Wiener bankverein was co-opted from a shareholders group whose the great names were the cosulich and the brunner industrial textile family. so, when the banca commerciale Italiana tried to ensure itself the control of the Lloyd, transformed after the annexation from austriaco in triestino, found already the presence of shareholders led from the cosulich and satisfied itself with a relative majority share.

The attitude of the banca commerciale Italiana towards the trieste shipbuilding was characterized from an action rather fluctuating and did not be otherwise from the moment that in those years began to appear the first effects of the 1929 crisis and the industrial system based on the mixed bank was at sunset. The actual functions of the banks “group leader” and their industrial wallets finally would be passed to the Industrial Institute of reconstruction (IrI). The crda entered so in the orbit of the IrI together with other industries, like the odero-terni-orlando, as result of the merging of big groups of the trust steelworker, born “to hide the attempt to survive of inefficient enterprises”. and they found themselves full involved in the discussion on the reorganization of the shipbuilding area – theoretically a possible project as the IrI controlled 90 percent of the Italian naval shipbuilding – helped by the intense activities of the technical committee for the settlement of the Italian naval Industry. In this complex situation orlando sold cantieri del Quarnaro to group o.m. (mechanical Workshops) of milan, from these then yielded in 1931 to the ansaldo Group, now restored. The presidency passed for a short period to the senator Giovanni silvestri and after to deputy Luciano scotti. until 1931 the presidency of the dockyard was at milan and from 1931 passed to Genoa, while the direction remained always at fiume.

The dockyard in those years had a good work also for the naval reparations, although the harbour of fiume was subject to an economical recession. It had from the navy the order of two destroyer (manin and nullo), of four scouts (alvise cadamosto, nicolò Zeno, antonio Pigafetta, Giovanni from Verazzano), and six motorboats for the custom Guard (nioi, Garon, marras, ciconetti, marcomeni, cotugno). When in 1929 it was constituted the Italian naval


manufacturers associated (cIcna), was established that to the cantieri del Quarnaro should go 8% of the global foreign orders and the eventual covered shortage of contributions with orders from regia marina. In the life period of life of the cIcna (1929-1932) all naval dockyards had orders for 1.530 millions liras, for that the Quarnaro should have gone orders for 120 millions liras, but it had only for 60 millions and remained under the quote without compensation.

nevertheless it succeeded to survive although this difficulty, increased from the fact that the regia marina had almost all his units in the tyrrhenian or in the Ionian sea and with difficult sent them for reparations until the high adriatic.

moreover, from 1923 the dockyard provided herself of the capacity to build also engines and boilers and was therefore in a position to build a complete ship, without outside contributions. besides in 1929 the cIcna had excluded the dockyard of fiume from the construction of submarines, position clashed from the regia marina that qualified it for this type of work in january 1931 and entrusted him the construction of two boats, rubino and topazio.

from 1924 to 1929 he had also an activity for railroad reparation of wagons and locomotives, but such activity was left because always in loss.

always in 1924 it contributed to the reestablishment of the Whitehead torpedo factory, in that year near the bankruptcy. The capital was of 26.000.000 liras , but for the losses of management was on 28 april 1928 reduced to 17.550.000 liras, reduced again on 27 may 1935 to 520.000 liras and revalued then to 5.000.000 liras. How it is seen from the business budgets, after a period of utilities between 1925 and 1934 the dockyard had budget losses for a series of reasons:

1. the decreasing of orders for scarcity of navy and shipowners budgets

2. the destroyer manin and nullo had a loss of more of 4 millions liras between the estimate and the final one

3. constructions for the romanian navy of the submarine depot ship constanta and of the submarine delfinul had losses for the reduction of pound rate of change and had problems with the delivery of the submarine that, after to be refused from the romanian navy, was at the end accepted after a long technical and economical lawsuit. The controversy for delfinul was ended in 1936 with the final payment aside from romania of one forth of the credit wanted by Quarnaro, but with an earning of 5/6.000 liras.

4. greater interest paid on the financing for the fishing ships built for soviet union

5. the adoption of the belluzzo turbines on the “Zeno” type scouts and on the “baleno” type destroyers: while for the eight scouts of same type built from other dockyards were used Parsons turbines, for the four of Quarnaro was


ordered the adoption of belluzzo turbines, supplied from the firm omcn. These engines cost 6.400.000 liras more of the Parsons, had turbines cracks during the tests and instead of an expected gain of 7 millions lira they had losses for 10 millions. also on the “baleno” were changed the turbines prevented in the contract, using the belluzzo instead of the Parsons, with consequent loss. The adoption of the belluzzo adopted from the Quarnaro persuaded the navy to use always these national turbines and, besides, the da mosto reached to the tests 45 knots, a record for this category of ships. The navy to compensate for these losses promised in 1930 to remember the help of Quarnaro in the successive naval orders of constructions.

The situation of the first years of the Thirties was such that the assemblies of the partners had gone deserted and the financial losses restored to the next year, but already in a relation of 1934, preserved in the files of the banca commerciale Italiana, are observed the elements of weakness and force of the dockyard. The first checked the machine tools, retained too old because in service from the birth of dockyard, and the cranes inadequate to the necessity. also the slips were appraised too big, planned for the building of great battleships. The good points were different: the first one was the dockyard basin, deep and quite protected from the heavy sea, the second was the group of designers, limited in the number but very profitable and capable of excellent industrial designing, the third one, apparently a lack, the business choice to produce prefabricated naval elements in workshop and to assemble them then on the slip, judged already good and industrially valid in 1934.

for the successive constructions (submarines rubino and topazio, six motorboats for the custom Guard, the water carriers metauro and sile, a floating door for the taranto dock) the economical budget was always favourable.

In the Thirties the Quarnaro prepared the projects of the “spica” class torpedo boats, the first examples of which had been built from the firm bacini e scali napoletani, but with 2.900 drawings supplied from fiume. The dockyard supplied also the drawings for the “orsa” class destroyer escorts that, although built from other firms, were a project of fiume and also the engines were supplied from the Quarnaro. between 1933 and 1934 was a moment of large designing production, even if not all was realized: it had been made 37 projects, also for foreign navies, between that a 27.000 ton battleship, and all with only 24 employees.

In the meanwhile the economical situation was worsened to national level and the operations with IrI (Industrial Institute reconstruction) constituted the more solid variation of factors in the structure and capitals of budget of the banks and industries. The sfI (Italian financial society) had great participations in ansaldo, Quarnaro and other dockyards. It was part of the mechanical and navigation branch that headed to the credito Italiano and banca nazionale di credito, in which were serious financial losses. Particularly, in application to


the principles announced in the general project of 5 december 1934 the sfI was put in liquidation from IrI. The naval dockyard of Quarnaro passed therefore in direct property of IrI, which however attributed the management at beginning of 1935 to the crda of monfalcone.

from such date changed also the management of the society: president became Iti bacci, a fascist representative of fiume, deputy of the camera dei fasci e delle corporazioni, but the real manager was the engineer francesco ferruccio smeraldi, advisor of the crda and future president of the same business. It began a good period for Quarnaro with the order for eight torpedo boats (Perseo, sirio, sagittario, Vega, Lira, Libra, Lince and Lupo), of 16 tugboats for the navy, two motorships for the società di navigazione fiumana (abbazia and Laurana) and other two motorboats for the custom Guard (satta and spanedda).

to the dockyard was entrusted also the construction of a special unit: it was the fast ship diana, planned as yacht for the head of the Government in substitution of the old yacht aurora. ordered in 1938, it was finished when the war was already begun and was employed like assault boats support ship. at the beginning of the war don’t happened changes in the management of the fiume, but on 21 april 1941, when started the operations against Yugoslavia, it was put under control of the military authority, were transferred to Pola the floating dock, the destroyer stocco and the submarine delfino that were under repairs, and was transferred also the material ready for the motorship foscolo of the tirrenia. for this last unit, had just arrived from the tirrenia shipping company an order for seven motorhips, financed in base to the benni Law for development of the commercial fleet.

after Italian occupation of Yugoslavia passed in management of the Quarnaro the dockyards of sussa (sussak), Porto re (kraljevica) and spalato (split): united as society cantieri navali adriatici they had a difficult life until 8 september 1943 when passed under German and croatian control. The first damages of war to the dockyard had been indirect: in the aerial raid on Genoa of 13 november 1942 to the acciaierie of cornigliano had been destroyed 74 models of property of the Quarnaro. The problems, however, began at 8 september 1943: some warehouses were plundered from partisan bands and a car was stolen. The site passed therefore under German control, but the management was again Italian, in the meanwhile had born in German occupied Italy the repubblica sociale Italiana, that wanted to provide itself of a navy for which the problem of the means was confronted in the last ten-day period of november 1943: it was necessary to know what was available and were carried out some cognitive visits in the varied naval dockyards to see what was the situation.

It is lacking a report on visits in the factories of tyrrhenian and ligurian zone, but is doubtful that is happened because the navy had incomplete informations


at the end of 1943, it is preserved instead that carried out from the captain of the naval engineering corps umberto andreoli of sovico and from the frigate captain Vagliasindi, between 20 and 28 november 1943, in the sites of Venice, monfalcone, trieste and fiume. The first stage was Venice, then passed to the sites of the Venice Giulia.

at monfalcone crda worked 4.700 workers (800 were disappeared after armistice), existed a German technical office, led by the vessel lieutenant engineer Pullman but were on their place the advisor augusto cosulich, the assistant director engineer Gerolami and her vice eng. Pollio, that communicated to andreoli the constructions in progress. to trieste the visit began to the san marco dockyard, that resulted in perfect efficiency and the was led by German vessel lieutenant engineer dussmann. The deputy director, engineer Gulì, informed that the working-class force was of 3.000 persons, but 600 had vanished after the armistice. The visit continued to sant’andrea engine factory, where the director engineer crovetti informed that were in construction tosi engines for transport submarines (requisitioned by Germans) and other for the “Gladio” type torpedo boats. The Germans had ordered the suspension for 14 engines type sulzer (two already ready) for the “bario” type submarines. The activity of the workshop was slowing down and the working force was reduced of 300 workers with the dismissals (now they were 2.600), and the work was only 40 hours weekly. The final stage was fiume, where at Quarnaro andreoli was received from colonel Parrilli and from engineer barbieri, because the German chief engineer that controlled the dockyard was absent. The force at work was of 1.000 persons, but 400 had vanished.

The ships in construction – for account of the Germans - were the following:

• torpedo boat stella Polare: ready to the test runs – had had small sabotages to the fire control and the sonar material

• torpedo boat spica: ready to the launch – tests expected for end of january 1944

• torpedo boat fionda: on the slip – commissioning expected for june 1944 • torpedo boat balestra: on the slip – commissioning expected for june 1944 • four tugboats of 1.000 hp, ready for march 1944 if the necessary materials

arrives • motorship Vittorio Locchi: on the slip, tests in march 1944 if they the

necessary materials arrived.

The Germans had suspended the construction of four tugboats and of four 4.000 grt motorships. ships under repairs:

• scout Pigafetta: had had small actions of sabotage – ready in march 1944, but some material should come from the ansaldo


• torpedo boat dezza: had had small actions of sabotage – expected ready at the end of 1943.

• torpedo boat t 3: detached at the workshops – ready march 1944

two steamboats in harbour, partially damaged with the removing of some machinery.

The persons in charge of the dockyard said that they could built submarines if the material arrived: the first one after 6/7 months and then one to the month.

The final stage was the Whitehead torpedo factory, directed by the colonel engineering corp saggi and from the major engineer corp alessi, but depending from the r. u. k. of como of the ministry of the war production directed by albert speer.

Were in arrival some machinery from the Livorno torpedo factory, that the Germans were evacuating; part of this material had been sent in Germany, 17 wagons instead to fiume, other were stopped in varied Italian stations. In the factory before 8 september worked 4.000 workers, 2.500 locals and the other of varied parts of Italy. after the armistice these last were almost all returned at their countries.

The Germans had taken about 100 450 mm torpedoes and 90 533 mm torpedoes found in the sussak depot, then had ordered to continue the production and to reach 100 torpedoes for month. The sussak depot had been requisitioned from the croatian navy.

at the end of the visit, andreoli arrived at the following conclusions: 1. the dockyards were untied between them and had not connections, their

operation depended from the initiative of the German director; 2. they were lacking the materials that, in base to the contracts, before the

armistice could be supplied from the regia marina, like guns, radios, gyrocompasses, etc.

3. the Germans did not succeed “to dominate” the productive system Italian.

The first element of reflection, that the andreoli does not do, is the question where all workers that are fled from the dockyards after the armistice are ended: since it was a choice that allowed the renunciation of a secure place, although militarized, it is to suppose that they was hiding herself in more secure places waiting the see what was happening or for a better contract, that is to say from the Germans. for what pertains to the dockyards of Venetia Giulia, it is most likely than some have operated a political choice reaching the tito partisan formations.

It is to note, besides, an underestimating of the German organizational capacity, enough curious for an official that already should have measured itself in the previous years with the capacity of the allies, and finally does not point out that,


at any rate, the German now were the true owners of the dockyards. The ships that found themselves at Quarnaro or were in construction, like the four new type “stella Polare” torpedo boats or the Vittorio Locchi (last motorship for tirrenia) or under repairs.

after january 1944 the Presidency was transferred from rome, unsafe after the allied landing at anzio, to Venice in san moisé 2309 together with that of cantieri navali adriatici, while the direction of IrI was transferred at milan in brochetta street 2.

In january 1944 began the allied aerial raids, arrived 9th and 21st of that month. In this last it was destroyed for 60% the naval workshop and damages also to other departments, the work slowed down and other departments began to be demolished from German pioneers. other aerial raids of 19 july 1944 and 6 november 1944 increased the damages, delaying the constructions in progress, between that numerous landing ships ordered from Italian navy and whose construction was continued for the Germans.

In september 1944 had been requisitioned from the Germans 202 tons of fine materials and in october 1944 other 52 tons of the same metals (bronze lead, zinc, copper, aluminium, brass) and 1.259 tons of steel plates by the ruk of the croatia and transferred in Germany.

machinery was not taken, but in november 1944 tubular structures for 14 tons; all the requisitioned material was invoiced to the German for more of 5 millions liras, never paid.

Lowered also the working force: at 31 march 1943 was of about 2.000 persons with 1.700 present, at 31 march 1944 was of only 1.650 but 1.250 present.

In april 1944 the Germans ordered to complete the construction of an of four motorships that had been ordered in 1943 and to demolish the materials of the other three. also it was ordered to take again the construction of four of eight tugboats in order by the Italian navy, but was not assigned material.

In september 1944 at Quarnaro the works were going on, but it was a lacking of food to permit the function the factory mess where ate 1200 persons. The factory was already all mined, the explosive to use was placed in the outside wing of the large dockyard shelter and were used to close the holes that they opened in varied places of the factory, while on the hills around the town were realized forts for a last line of resistance.

The exercise director was out for health problems and were shot two workers of the dockyard for suspect partisan activity.

In november 1944 began in large style the destructions ordered by Germans, while from 16 to 21 february 1945 arrived daily aerial raids and still again on 24 february 1945; the torpedo boat fionda was sunk and in 23 february 24 also the motorship Locchi.


on 7 december 7 1944 Iti bacci was arrested from the Germans that after 43 days of imprisonment and numerous questionings was expelled from fiume and the German named a commissioner, the engineer fritz, head of German office of control of the dockyards of the adriatic coast and of the dalmazia, but at the end of march 1945 fritz was out of fiume without informations.

The 2 march 2 1945 the Germans blocked all the finances of the dockyard and at the end of april 1945, with the victory of the Yugoslavia ended all Italian control of the dockyardsite. The society, however continued to live: on 15 january 1946 Voglino replaced bacci to the Presidency and the society was transferred from fiume to roma in the IrI siege. The last budget found, purely accountant for the liquidation of the credits with the navy, is of 1947, then the society was put in liquidation.

It stopped by this manner the Italian activity of a dockyard that, although with great difficulties to introduce itself in the Italian shipbuilding environment, was the promoter of numerous initiatives in the field of the naval technology, thanks to an excellent design office and an efficient industrial management.

It continued, however in shining manner its activity in the new state.

SouRceSIrI General archive – numerazione rossa asIrI.aG.20003.30127 (buste 29 1929-

1966)Historical archive banca commerciale Italiana (now banca Intesa) - sof (società

finanziaria Industriale Italiana) sofindit archivesPresidency and direction faldoni 326 e 376rome offices faldone 39Gustavo bozzoni, I Cantieri Navali del Quarnaro, in atti del III° congresso nazionale

degli ingegneri italiani, stabilimento tipografico nazionale, trieste, 1935 Ismec sesto san Giovanni, fontanella odoardo fund, busta 48, fasc. 207,

[sottosegretariato di stato per la marina] “cart. a”: mission report of two officers at Venezia, monfalcone, trieste, fiume period 20-28 nov. 1943. cc. 37, date: 11/1943


APeNDIX

PRoFITS AND LoSSeS cANTIeRI NAVALI DeL QuARNARo

Year vintage liras liras 1st january 2003 euro 1st january 2003

1920 223.645 280.060.752,71 144.938,726

1921 1.469.607 1.811.506.824,60 937.501,915

1922 1.279.154 1.575.100.331,27 815.155,403

1923 1.427.444 1.752.581.094,50 907.006,316

1924 1.461.459 1.773.690.896,90 917.931,188

1925 -2.889.037 -3.124.748.831,97 -1.617.138,822

1926 -3.213.225 -3.322.027.078,47 -1.719.235,448

1927 -5.184.217 -6.134.181.314,31 -3.174.598,433

1928 5.855 7.310.243,79 3.783,241

1929 -422.706 -537.081.221,97 -277.953,506

1930 -4.348.276 -5.938.899.952,29 -3.073.535,247

1931 -11.365.087 -17.484.072.526,54 -9.048.462,444

1932 -237.599 -383.089.897,67 -198.258,990

1933 -253.874 -441.782.347,97 -228.633,860

1934 -276.953 -500.838.216,80 -259.196,808

1935 -228.078 -390.675.797,26 -202.184,890

1936 277.805 433.474.480,30 224.334,322

1937 474.284 653.982.343,63 338.452,879

1938 541.633 696.126.573,84 360.263,614

1939 437.582 538.821.471,82 278.854,131

1940

1941 1.538.000 1.429.619.154,04 739.865,109

1942

1943 1.493.000 767.876.545,78 397.396,092

1944 1.402.000 175.496.432,31 90.823,970

1945 -1.568.782 -90.950.535,11 -47.069,268

1947 -517.043 -23.274.365,64 -12.045,090


SHIPBuILDING 1920-1945

grt displ.1920 floating dock regia marina 1.200 1920 pontoon regia marina 301923 tanker IstrIa regia marina 1.6001924 tanker daLmaZIa regia marina 1.6001927 destroyer danIeLe

manInregia marina 1.170

1927 destroyer francesco nuLLo

regia marina 1.170

1928 oil barge Italy 2001928 oil barge Italy 601930 destroyer aLVIse

cadamostoregia marina 2.150

1930 destroyer antonIo PIGafetta

regia marina 2.150

1930 support ship constanta rumanian navy

2.350

1931 destroyer nIcoLo’ Zeno regia marina 2.1501931 destroyer GIoVannI da

VerraZZanoregia marina 2.150

1931 submarine deLfInuL rumanian navy

900

1931 mercantile IPParco baccIcH

società costiera

857

1931 fishing vessel Vostok urss 6001931 fishing vessel askoLd urss 6001931 fishing vessel streLok urss 6001931 harbour pontoon umberto

maddaLena Italy

1932 destroyer baLeno regia marina 1.450 1932 destroyer fuLmIne regia marina 1.4501932 motorship juGosLaVIja jadranska 5101934 tanker metauro regia marina 3001934 tanker sILe regia marina 3001934 vedette boat nIoI custom Guard 581934 vedette boat Garon custom Guard 581934 vedette boat marras custom Guard 581934 vedette boat marcomenI custom Guard 581934 vedette boat cocconettI custom Guard 581934 vedette boat cotuGno custom Guard 581935 submarine rubIno regia marina 6501935 submarine toPaZIo regia marina 6501936 oil barge regia marina 5001936 oil barge regia marina 5001936 oil barge regia marina 5001936 oil barge regia marina 5001936 torpedo boat Perseo regia marina 6791936 torpedo boat sIrIo regia marina 6791936 ammunition barge regia marina 1.860


grt displ.1936 ammunition barge regia marina 1.8601936 ammunition barge regia marina 1.8601936 transport barge 1001936 transport barge 1001936 transport barge 1001936 transport barge 1001936 transport barge 1001936 transport barge 1001936 transport barge 1001936 transport barge 1001936 transport barge 1001936 transport barge 1001936 transport barge 1001936 pontoon 151936 pontoon 151936 pontoon 151936 pontoon 151936 pontoon 151936 torpedo boat saGIttarIo regia marina 6791936 torpedo boat VeGa regia marina 6791936 ammunition barge regia marina 121936 ammunition barge regia marina 121936 ammunition barge regia marina 121936 ammunition barge regia marina 121936 ammunition barge regia marina 121936 ammunition barge regia marina 121936 ammunition barge regia marina 121936 ammunition barge regia marina 121937 tug LInosa regia marina 941937 tug LIscabIanca regia marina 941937 tug moLara regia marina 941937 tug asInara regia marina 941937 tug foLLonIca regia marina 941937 tug carbonara regia marina 941937 tug d 42 201937 tug sant’antIoco regia marina 1921937 tug sant’andrea regia marina 1921937 tug san PaoLo regia marina 1921937 tug sanremo regia marina 1921937 tug santo

stefanoregia marina 192

1937 tug sant’anGeLo regia marina 1921938 torpedo boat LIra regia marina 6791938 torpedo boat LIbra regia marina 6791938 torpedo boat LuPo regia marina 6791938 torpedo boat LInce regia marina 6791938 vedette boat sPanedda custom Guard 58


grt displ.1938 vedette boat satta custom Guard 581939 motorship sIranGer Westfal-Larsen 8.6101939 motorship GrenanGere Westfal-Larsen 8.6101939 motorship abbaZIa fiumana 5001939 motorship Laurana fiumana 5001940 tanker steroPe regia marina 14.500 1940 tug VIGoroso regia marina 4801940 tug GaGLIardo regia marina 4801940 tug tenace regia marina 4801940 tug robusto regia marina 4801940 yacht dIana regia marina 1.5601941 tug coLosso regia marina 4801941 tug GIGante regia marina 4801941 tug atLeta regia marina 4801941 tug forte regia marina 4801943 motorship foscoLo tirrenia 3.1801943 motorship manZonI tirrenia 3.1801943 motorship d’annunZIo tirrenia 3.1801943 tug san

bartoLomeotirrenia 123

1943 motorship LeoPardI tirrenia 3.1801943 motorship tommaseo tirrenia 3.1801943 motorship aLfIerI tirrenia 3.1801944 torpedo boat sPIca regia marina 1.1301944 torpedo boat steLLa

PoLareregia marina 1.130

1944 landing ship regia marina 530 completed by Yugoslavia






1945 torpedo boat fIonda regia marina 1.130 completed by Yugoslavia







Sažetak

Nakon završetka Prvoga svjetskog rata, 1920., kapital riječkog brodogradilišta pri-pao je uglavnom Talijanima i tako je ostalo do kraja Drugoga svjetskog rata, jedino su se izmjenjivali privatni ili javni dioničari. U ovom se referatu istražuje aktivnost Brodogradilišta “3. maj” u njegovoj talijanskoj fazi, uspoređujući njegove gradnje s gradnjama ostalih talijanskih ratnih brodogradilišta istog razdoblja, drugim rije-čima, daje se pregled riječkog brodogradilišta u vremenu kada je gradilo talijanske ratne brodove. Prikazat ću njegove glavne gradnje i istaknuti eventualnu nezavisnu projektantsku aktivnost.Prikazat ću i promjene u vlasništvu brodogradilišta, od D’Annunzieve intervencije kojom pomaže velike talijanske industrijske grupe ratnog pomorstva, posebice grupu Orlando iz Leghorna i Bancu italianu di sconto (Talijansku banku popusta), dio grupe Ansaldo iz Genove. U radu će biti prikazan nagli pad ove ekonomske grupe do prijelaza u javno vlasništvo, sa svim ekonomskim problemima, i do dolaska u ruke Finmeccanice, holding poduzeća grupe Iri, koja je bila vlasnikom dok to nije postala Jugoslavija. “Cantieri navali del Quarnaro” oduvijek su bili gledani kao “vi-šak” glavnim brodogradilištima jer je zbog političkih razloga bilo nužno zadržati ekonomsku vrijednost Venezije Giulije, potrebne da bi se opravdalo talijanstvo ove granične zone.Posebno je istraživanje provedeno za razdoblje od 1943. do 1945. kada je brodogra-dilište, iako nominalno talijansko, zapravo bilo pod njemačkom kontrolom.Prikazat ću i značajnije konstrukcije ovog razdoblja, kao što su prateći brod “Diana”, torpedni čamci klase “Spica”, istraživači klase “Navigatori”, jedinice za talijansku carinsku stražu, dva atraktivna motorna broda “Abbazia” i “Laurana” te jedinice sagrađene za rumunjsku mornaricu. Iako je brodogradilište između dva rata bilo drugorazredno za Italiju u usporedbi s ostalim većim brodogradilištima (Ansaldo, Orlando, Crda), ipak je imalo priličnu važnost za talijansku brodogradnju na Ja-dranskom moru.U konačnici se može potvrditi da je prijenos vlasništva na Jugoslaviju bio zasigurno pozitivan za ekonomiju brodogradilišta jer je ono dobilo na važnosti u usporedbi s talijanskim razdobljem, a zadržalo opću produkcijsku kvalitetu, stvorenu još u godi-nama Habsburškog Carstva.

grt displ.1944 landing ship regia marina 530 completed by

Yugoslavia1946 torpedo boat baLestra regia marina 1.130 completed by

Yugoslavia1951 motorship VIttorIo

LoccHItirrenia 3.180 completed by

Yugoslavia4 motorships 4.000 completed by

Yugoslavia3 unfinished landing ships

16 completed by Yugoslavia

3 unfinished tugs 123 completed by Yugoslavia

the cantiere navale del quarnaro 1920–1945 cantieri · pdf fileto a capital society in...

Documents