tHe cantIere naVaLe deL Quarnaro 1920–1945 cantieri navali del

III. međunarodna konferencija o industrijskoj baštini
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 constructions 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 examine 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 management 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 Italian, 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 “Navigatori” 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
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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 economical 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
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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
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„„ The dockyard in the Thirties
„„ Water carrier “Dalmazia”
„„ Destroyer “Manin”
A. Rastelli, The cantiere navale del Quarnaro 1920–1945
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„„ The four scouts in construction
„„ The launching of “Da Mosto”
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„„ The scout “Pigafetta”
„„ The steamer “Ipparco Baccich”
„„ The support ship “Constanta”
A. Rastelli, The cantiere navale del Quarnaro 1920–1945
III. međunarodna konferencija o industrijskoj baštini
„„ The submarine “Delfinul”
„„ Submarines “Rubino” and “Topazio” in construction
„„ Launching of submarine “Rubino”
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„„ Submarine “Topazio”
„„ Water carriers “Metauro” and
“Sile” on the slip
„„ Custom Guard vessel “Cicconetti”
A. Rastelli, The cantiere navale del Quarnaro 1920–1945
III. međunarodna konferencija o industrijskoj baštini
„„ Custom Guard vessel “Satta”
„„ Destroyer “Fulmine”
„„ Torpedo boat “Sirio”
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„„ Torpedo boat “Procione” of “Orsa” class
„„ Motorship “Laurana” as rescue vessel during the war
„„ The “Diana” built as presidential yacht
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„„ The motorship “Foscolo”
„„ The motorship “Leopardi” on the slip
„„ The oil refinery and the motorship “Locchi” after 19/7/1944
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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 OderoTerni-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
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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
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A. Rastelli, The cantiere navale del Quarnaro 1920–1945
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
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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
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A. Rastelli, The cantiere navale del Quarnaro 1920–1945
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
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•
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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,
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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.
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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.
Sources
IRI General Archive – Numerazione Rossa ASIRI.AG.20003.30127 (buste 29 19291966)
Historical Archive Banca Commerciale Italiana (now Banca Intesa) - SOF (Società
Finanziaria Industriale Italiana) Sofindit Archives
Presidency and Direction faldoni 326 e 376
Rome Offices faldone 39
Gustavo 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
692
A. Rastelli, The cantiere navale del Quarnaro 1920–1945
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
1.538.000
1.429.619.154,04
739.865,109
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
1940
1941
1942
III. međunarodna konferencija o industrijskoj baštini
693
SHIPBUILDING 1920-1945
1920
1920
1923
1924
1927
floating dock
pontoon
tanker
tanker
destroyer
1927 destroyer
1928 oil barge
1928 oil barge
1930 destroyer
1930 destroyer
1930 support ship
1931
1931
1931
1931
1931
1931
1931
1931
1932
1932
1932
1934
1934
1934
1934
1934
1934
1934
1934
1935
1935
1936
1936
1936
1936
1936
1936
1936
ISTRIA
DALMAZIA
DANIELE
MANIN
FRANCESCO
NULLO
ALVISE
CADAMOSTO
ANTONIO
PIGAFETTA
CONSTANTA
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
grt
1.200
30
1.600
1.600
Regia Marina
Italy
Italy
Regia Marina
1.170
1.170
200
60
Regia Marina
Rumanian
Navy
destroyer
NICOLO’ ZENO Regia Marina
destroyer
GIOVANNI DA Regia Marina
VERRAZZANO
submarine
DELFINUL
Rumanian
Navy
mercantile
IPPARCO
Società
BACCICH
Costiera
fishing vessel
VOSTOK
URSS
fishing vessel
ASKOLD
URSS
fishing vessel
STRELOK
URSS
harbour pontoon UMBERTO
Italy
MADDALENA
destroyer
BALENO
Regia Marina
destroyer
FULMINE
Regia Marina
motorship
JUGOSLAVIJA Jadranska
tanker
METAURO
Regia Marina
tanker
SILE
Regia Marina
vedette boat
NIOI
Custom Guard
vedette boat
GARON
Custom Guard
vedette boat
MARRAS
Custom Guard
vedette boat
MARCOMENI Custom Guard
vedette boat
COCCONETTI Custom Guard
vedette boat
COTUGNO
Custom Guard
submarine
RUBINO
Regia Marina
submarine
TOPAZIO
Regia Marina
oil barge
Regia Marina
oil barge
Regia Marina
oil barge
Regia Marina
oil barge
Regia Marina
torpedo boat
PERSEO
Regia Marina
torpedo boat
SIRIO
Regia Marina
ammunition barge
Regia Marina
displ.
2.150
2.150
2.350
2.150
2.150
900
857
600
600
600
510
300
300
500
500
500
500
1.860
1.450
1.450
58
58
58
58
58
58
650
650
679
679
694
A. Rastelli, The cantiere navale del Quarnaro 1920–1945
1936
1936
1936
1936
1936
1936
1936
1936
1936
1936
1936
1936
1936
1936
1936
1936
1936
1936
1936
1936
1936
1936
1936
1936
1936
1936
1936
1936
1937
1937
1937
1937
1937
1937
1937
1937
1937
1937
1937
1937
ammunition barge
ammunition barge
transport barge
transport barge
transport barge
transport barge
transport barge
transport barge
transport barge
transport barge
transport barge
transport barge
transport barge
pontoon
pontoon
pontoon
pontoon
pontoon
torpedo boat
torpedo boat
ammunition barge
ammunition barge
ammunition barge
ammunition barge
ammunition barge
ammunition barge
ammunition barge
ammunition barge
tug
tug
tug
tug
tug
tug
tug
tug
tug
tug
tug
tug
1937
1938
1938
1938
1938
1938
tug
torpedo boat
torpedo boat
torpedo boat
torpedo boat
vedette boat
Regia Marina
Regia Marina
SAGITTARIO
VEGA
LINOSA
LISCABIANCA
MOLARA
ASINARA
FOLLONICA
CARBONARA
D 42
SANT’ANTIOCO
SANT’ANDREA
SAN PAOLO
SANREMO
SANTO
STEFANO
SANT’ANGELO
LIRA
LIBRA
LUPO
LINCE
SPANEDDA
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Custom Guard
grt
1.860
1.860
100
100
100
100
100
100
100
100
100
100
100
15
15
15
15
15
12
12
12
12
12
12
12
12
20
displ.
679
679
94
94
94
94
94
94
192
192
192
192
192
192
679
679
679
679
58
III. međunarodna konferencija o industrijskoj baštini
1938
1939
1939
1939
1939
1940
1940
1940
1940
1940
1940
1941
1941
1941
1941
1943
1943
1943
1943
vedette boat
motorship
motorship
motorship
motorship
tanker
tug
tug
tug
tug
yacht
tug
tug
tug
tug
motorship
motorship
motorship
tug
1943
1943
1943
1944
1944
motorship
motorship
motorship
torpedo boat
torpedo boat
1944 landing ship
SATTA
SIRANGER
GRENANGERE
ABBAZIA
LAURANA
STEROPE
VIGOROSO
GAGLIARDO
TENACE
ROBUSTO
DIANA
COLOSSO
GIGANTE
ATLETA
FORTE
FOSCOLO
MANZONI
D’ANNUNZIO
SAN
BARTOLOMEO
LEOPARDI
TOMMASEO
ALFIERI
SPICA
STELLA
POLARE
grt
Custom Guard
Westfal-Larsen 8.610
Westfal-Larsen 8.610
Fiumana
500
Fiumana
500
Regia Marina 14.500
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Regia Marina
Tirrenia
3.180
Tirrenia
3.180
Tirrenia
3.180
Tirrenia
123
Tirrenia
Tirrenia
Tirrenia
Regia Marina
Regia Marina
Regia Marina
1944 landing ship
Regia Marina
1944 landing ship
Regia Marina
1944 landing ship
Regia Marina
1944 landing ship
Regia Marina
1944 landing ship
Regia Marina
1945 torpedo boat
FIONDA
Regia Marina
1944 landing ship
Regia Marina
1944 landing ship
Regia Marina
1944 landing ship
Regia Marina
1944 landing ship
Regia Marina
1944 landing ship
Regia Marina
3.180
3.180
3.180
695
displ.
58
480
480
480
480
1.560
480
480
480
480
1.130
1.130
530 completed by
Yugoslavia
530 completed by
Yugoslavia
530 completed by
Yugoslavia
530 completed by
Yugoslavia
530 completed by
Yugoslavia
530 completed by
Yugoslavia
1.130 completed by
Yugoslavia
530 completed by
Yugoslavia
530 completed by
Yugoslavia
530 completed by
Yugoslavia
530 completed by
Yugoslavia
530 completed by
Yugoslavia
696
A. Rastelli, The cantiere navale del Quarnaro 1920–1945
1944 landing ship
Regia Marina
1946 torpedo boat
BALESTRA
Regia Marina
1951 motorship
VITTORIO
LOCCHI
4 motorships
Tirrenia
grt
3.180
4.000
3 unfinished
landing ships
3 unfinished tugs
16
123
displ.
530 completed by
Yugoslavia
1.130 completed by
Yugoslavia
completed by
Yugoslavia
completed by
Yugoslavia
completed by
Yugoslavia
completed by
Yugoslavia
Sažetak
Nakon završetka Prvoga svjetskog rata, 1920., kapital riječkog brodogradilišta pripao 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 riječima, 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 “višak” 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 brodogradilište, 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 Jadranskom 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 godinama Habsburškog Carstva.