Jugolinija - 75 godina
Priče plavog horizonta
Riječki brodari do kraja Drugog svjetskog rata
Riječko brodarstvo duge plovidbe baštini tradiciju dugu gotovo dva stoljeća. Počeci mu sežu u tridesete godine 19. stoljeća, kada su mnogi riječki brodovlasnici – potaknuti slobodnim tržištem i novim mogućnostima koje su se ukazale nakon što su spali višestoljetni gospodarski okovi Venecije – započeli investirati u domaću jedrenjačku brodogradnju bilo samostalno bilo udruživanjem. Slijede prva domaća parobrodarska društva u Rijeci i njenoj okolici koncem 19. i u prvoj polovici 20. stoljeća, a potom i osnivanje najvećih brodara duge plovidbe neposredno nakon Drugog svjetskog rata. Riječke brodare iz vremena Austro-Ugarske Monarhije naslijedili su nakon 1922. godine sušački brodari. Prednjačila je Jadranska plovidba d.d. Sušak, koja je nastala fuzioniranjem nekadašnjih brodara: Jadranska plovidba Sušak, Dioničko parobrodarsko društvo Oceania Trst, Austro-hrvatsko parobrodarsko društvo na dionice Punat, Obalna paroplovidba s.o.j. Dubrovnik, Društvo Dalmatia Split i Hrvatsko parobrodarsko društvo Senj.
Uz Jadransku plovidbu Sušak značajniji brodar bila je i Slobodna plovidba Topić, utemeljena 1926., koja je održavala linije na svim morima svijeta. Osim njih postojale su još Prekomorska plovidba d.d. Sušak, Brodarsko akcionarsko društvo Oceanija Beograd s ispostavom na Sušaku, Parobrodarsko akcionarsko društvo Progres Sušak, a kratko je postojao i brodar Vesna sa Sušaka.
U gradu Rijeci, nakon 1924., nastale su nove-stare kompanije. Od nekadašnje Adrie nastala je Adria S. A. di navigazione marittima, a od nekadašnjeg brodara Ungaro-Croate malu obalnu prugu preuzela je Costiera S. A. di navigazione.
Konačna podjela flote nekadašnje austro-ugarske trgovačke mornarice završena je podjelom grada Rijeke između dviju država, do čega je došlo potpisivanjem Rimskih ugovora 1924. godine. Sporazumom je utvrđeno da će Kraljevini Italiji pripasti 8 brodarskih društava iz Rijeke, i to neka od najvećih kao što su Adria, Levante i Oriente, s 56 parobroda, dok je Kraljevini SHS pripalo 49 parobroda nekadašnje Ungaro-Croate i Brodarskog društva Senj.
Rijeka's shipping companies before the end of World War II
Rijeka has a tradition of deep-sea navigation that is almost two centuries long. It dates back to the 1830s, when many of Rijeka’s shipowners – encouraged by the free market and new opportunities that arose after the centuries-old economic shackles of Venice were shaken off – began to invest in the local production of sailing ships, either independently or in joint ventures. Rijeka and its surroundings saw the establishment of first domestic steamship companies in the late 19th and the first half of the 20th century, followed by the founding of major ocean carriers immediately after World War II. After 1922, the Rijeka shipping lines dating back to the time of the Austro-Hungarian Monarchy were succeeded by Sušak companies. The leading company was Jadranska Plovidba d.d. Sušak, formed by a merger between the following shipping companies: Jadranska Plovidba Sušak, Dioničko Parobrodarsko Društvo Oceania Trieste, Austro-Hrvatsko Parobrodarsko Društvo na Dionice Punat, Obalna Paroplovidba s. o. j. Dubrovnik, Društvo Dalmatia Split, and Hrvatsko Parobrodarsko Društvo Senj.
In addition to Jadranska Plovidba Sušak, a major shipping company was also Slobodna Plovidba Topić, founded in 1926, which operated services on all the world seas. In addition to them, there was also Prekomorska Plovidba d. d. Sušak, Brodarsko Akcionarsko Društvo Oceanija Beograd with its Sušak branch, Parobrodarsko Akcionarsko Društvo Progres Sušak, and, briefly, a shipping company Vesna.
In the city of Rijeka, new-old companies were created starting from 1924. The former Adria became Adria S. A. di Navigazione Marittima, and Costiera S. A. di Navigazione took over the coastal service from the former Ungaro-Croata shipping company.
The final division of the fleet of the former Austro-Hungarian merchant navy ended with the division of the city of Rijeka between the two countries, which was established by the 1924 Treaty of Rome. Under the agreement, the Kingdom of Italy was given 8 Rijeka shipping companies – some of them the largest, such as Adria, Levante and Oriente – with 56 steamships, while the Kingdom of Serbs, Croats and Slovenes acquired 49 steamships that had belonged to the former Ungaro-Croata and Brodarsko Društvo Senj.
Jugolinija – prvi parobrodi
Nakon Drugog svjetskog rata započela je obnova flote trgovačke mornarice Federativne Narodne Republike Jugoslavije. Nacionalizacijom brodarskih poduzeća u prosincu 1946. godine, Vlada FNRJ osnovala je četiri velika brodara: Jugoslavensku slobodnu plovidbu, Jugoslavensku linijsku plovidbu, Jadransku slobodnu plovidbu i Jadransku linijsku plovidbu.
Prvo desetljeće nakon Drugog svjetskog rata u novoj je Jugoslaviji bilo razdoblje prvih tzv. petogodišnjih planova razvoja gospodarstva, čemu se i pomorstvo moralo prilagoditi. Počeci su bili izuzetno teški. Koncem 1946. cjelokupna flota nove Jugoslavije sastojala se od 28 brodova duge i velike obalne plovidbe sa 120.223 BRT i 33 broda obalne putničke plovidbe sa 7688 BRT. Neki od prvih Jugolinijinih brodova nakon osnutka bili su: Biokovo, Livno, Lošinj, Ljubljana, Neretva, Plitvice, Podgora, Prenj, Prozor, Pulj, Split, Sutjeska, Šibenik, Šolta, Tara, Užice i Žužemberk.
Prvih godina postojanja Jugolinija je održavala dvije redovite pruge, za sjevernu Europu i Bliski Istok, a u prvoj polovici pedesetih godina stvorile su se mogućnosti za uvođenje linija prema Dalekom istoku.
Do početka pedesetih godina dva najznačajnija putničko-teretna parobroda bili su Partizanka i Radnik. Partizanka je izgrađena 1927. u brodogradilištu Newport News u Marylandu, SAD. Imala je 125 metara dužine i oko 6300 BRT. Nakon 1947. brod prvotno nazvan Shawnee mijenja ime u City of Lisbon, a tijekom te godine kupuje ga jugoslavenska vlada kako bi prevozio emigrante iz prekomorskih zemalja natrag u domovinu. Brod dobiva novo ime – Partizanka. Između 1947. i 1949. Partizanka je plovila za Freemantle i Sidney te u Južnu Ameriku. Svečano je dočekana u dolasku u splitsku luku 2. prosinca 1947. godine te u riječku luku 5. svibnja 1949. Nažalost, nije imala dugi vijek: izgorjela je u požaru u brodogradilištu Split u drugoj polovici 1949., nakon čega su posada i kapetan raspoređeni na druge dužnosti unutar kompanije Jugolinija.
Veoma značajan bio je i parobrod Radnik. Izgrađen je još 1908. u brodogradilištu Newport News, sa 6665 BRT i nosivosti od 7437 T. Radnik je bio putničko-teretni parobrod kojim su se iseljenici vraćali u Jugoslaviju, a imao je odvojene muške i ženske spavaonice. Inače je kupljen 1947. kao Cirikoff (matične luke San Francisco). Parobrod Radnik poznat je po tome što je kao prvi brod iz riječke luke, a također i iz Splita i Trsta, preuzeo grupu židovskih iseljenika koji su putovali prema svojoj novoj domovini, Izraelu. Dana 26. veljače 1948. brod prvi put pristaje u riječku luku, gdje su dočeku prisustvovale stotine ljudi. Radnik je tijekom 1947. prevozio i iseljenike iz Kanade u Jugoslaviju. Mogao je razviti brzinu od 13 milja, a raspolagao je sa 615 kreveta, uključujući i prostorije za posadu. Radnik je, istina, bio prvi brod Jugolinije koji je pristao u lukama SAD-a, no njegove plovidbe još se nisu smatrale redovitom linijom prema Americi. Radnik nije još dugo plovio; rashodovan je 1952. godine.
Osim Partizanke i Radnika tijekom pedesetih godina značajni i redovito u plovidbi bili su i Biokovo (nekadašnji Aleksandar I.), Lošinj, Ljubljana (nekadašnji Dunav), Gorica te Durmitor. Također je u uporabi bila serija parobroda nazvana po rijekama, poput Sutjeske, Neretve ili Tare, ili prema gradovima, npr. Bihać, i republikama, kao što su Hrvatska, Slovenija, Srbija.
Jugolinija – the first steamships
After World War II, the Federal People’s Republic of Yugoslavia began rebuilding its merchant fleet. Nationalising private shipping companies, the government of the FPR Yugoslavia established four large shipping companies: Jugoslavenska Slobodna Plovidba, Jugoslavenska Linijska Plovidba, Jadranska Slobodna Plovidba and Jadranska Linijska Plovidba.
The first decade after World War II was the period of the first so-called five-year plans aimed at developing the economy of the new Yugoslavia, to which the shipping industry had to adapt as well. The beginnings were extremely difficult. In late 1946, the entire fleet of the new Yugoslavia consisted of 28 ocean-going and short-sea vessels with 120,223 GRT and 33 coastal passenger ships with 7,688 GRT. Some of Jugolinija’s first ships after it was established were: Biokovo, Livno, Lošinj, Ljubljana, Neretva, Plitvice, Podgora, Prenj, Prozor, Pulj, Split, Sutjeska, Šibenik, Šolta, Tara, Užice and Žužemberk.
In its first years, Jugolinija operated two regular services, to Northern Europe and the Middle East, and opportunity arose in the first half of the 1950s to introduce services to the Far East.
Before early 1950s, two most important passenger/cargo liners were the Partizanka and the Radnik. The Partizanka was built at Newport News shipyard in Maryland, USA, in 1927. It was 125 m in length, with about 6,300 GRT. In 1947, the ship originally named the Shawnee was renamed the City of Lisbon, and, in that same year, was bought by the Yugoslav government in order to transport emigrants from overseas back to their homeland. It was renamed the Partizanka. Between 1947 and 1949, the Partizanka made trips to Freemantle and Sidney and to South America. There was a welcoming ceremony on its arrival at the port of Split on 2 December 1947, and at the port of Rijeka on 5 May 1949. Unfortunately, its service life was not long: it burned down in a fire at the Split shipyard in the second half of 1949. After that, its crew and captain were assigned to other duties within the company Jugolinija.
The steamship Radnik was also very important. It was built as early as 1908 at the Newport News shipyard, with 6,665 GRT and a carrying capacity of 7,437 T. The Radnik was a passenger/cargo steamship that transported emigrants back to Yugoslavia, and had separate male and female cabins. It was purchased in 1947 as the Cirikoff (with the home port of San Francisco). The steamship Radnik is famous for being the first ship to take a group of Jewish emigrants from the port of Rijeka, as well as from Split and Trieste, to their new homeland, Israel. On 26 February 1948, the ship docked for the first time at the port of Rijeka, where hundreds of people attended the welcome ceremony. In 1947, the Radnik also carried emigrants from Canada back to Yugoslavia. The Radnik was able to develop a speed of 13 NMPH, and had 615 sleeping berths, including crew quarters. The Radnik was Jugolinija’s first ship to call at ports in the United States, but its trips were not yet considered a regular service to America. The Radnik did not sail for much longer; it was withdrawn in 1952.
Apart from the Partizanka and the Radnik, important ships of the 1950s that were in regular service were the Biokovo (former Aleksandar I), Lošinj, Ljubljana (former Dunav), Gorica and Durmitor. There was also a series of steamships named after rivers, such as the ships Sutjeska, Neretva or Tara, or after cities, e.g., Bihać, and republics, like Hrvatska, Slovenija, Srbija.
Porinuća brodova u brodogradilištima – novi brodovi i prve linije
Prvih pet godina nove države FNRJ bilo je izuzetno ne samo gospodarski već i politički turbulentno. U periodu od 1945. do 1950. odnosi nove Jugoslavije i Italije bili su napeti zbog neriješenih pitanja vezanih za dijelove Istre i položaj grada Trsta. Takvo stanje potrajalo je do 1948. godine, kada je Mirovnim ugovorom s Italijom FNR Jugoslavija dobila cijelu Istru osim područja koje je pripalo tzv. Slobodnom teritoriju Trsta, što se promijenilo 1954. U takvim je okolnostima trebalo obnoviti zemlju, a samim time u sklopu obnove gospodarstva Jugoslavije krenuti u obnovu luka i brodarstva, odnosno prijeratne flote.
Kretanje brodova i gradnju novih tih je godina osobito pratio i časopis Pomorstvo, koji je bio jedan od glavnih izvora informacija o razvoju brodarstva i brodogradnji tadašnje Jugoslavije te o obnovi luka općenito. U svakom mjesečnom broju Pomorstvo je objavljivalo podatke o kretanju brodova, pa su praćena kretanja i riječkih brodova od 1946. do 1950. godine.
Brodar Jugolinija imao je do početka pedesetih godina 20. stoljeća manje od 20 brodova. Mnogi su od njih bili još parobrodi, preuzeti iz razdoblja prije Drugog svjetskog rata od nekadašnjih međuratnih sušačkih brodara, ali i drugih kompanija. U floti su bili: Beograd, Biokovo, Durmitor, Hrvatska, Kornat, Livno, Ljubljana, Lošinj, Neretva, Radnik, Plitvice, Podgora, Solin, Topusko, Užice, Vis i Žužemberk. Plovidbe tih brodova redovito su se pratile u pomorskoj publicistici, a osobito u časopisu Pomorstvo.
Već su se krajem četrdesetih godina u domaćim brodogradilištima počeli graditi brodovi za Jugolinijine potrebe. Zaista se ponosno ističe gradnja prvog motornog broda Zagreb, koji je 1949. izgrađen u brodogradilištu 3. maj. Taj je brod, porinut 15. siječnja 1949. kao novogradnja br. 239, bio prvi trgovački brod duge plovidbe izgrađen u domaćem brodogradilištu nakon Drugog svjetskog rata. Tijekom pedesetih godina Zagreb je održavao linije prema Sjevernoj Americi, a 1965., dok je Sueski kanal bio zatvoren, napravio je i putovanje za Perzijski zaljev i Calcuttu oko Rta dobre nade. Zagreb je bio dugačak 101,84 m, širine 14 m i visine 8,35 m, a imao je 3267 BRT.
Među najranijim brodovima duge plovidbe u floti Jugolinije još ih je bilo nekoliko koji su ostavili značajan trag u prvim poslijeratnim godinama. Prvi brod koji je otvorio redovitu liniju prema SAD-u bio je motorni brod Topusko. On je održavao liniju prema Sjevernoj Americi, a osim njega tu su bili i novoizgrađeni Titograd, Sarajevo i Skopje, koji su plovili uglavnom po Mediteranu. U napredovanju gradnje brodova za Jugoliniju značajnu su ulogu imala domaća brodogradilišta, osobito 3. maj i Uljanik, ali i brodogradilište Split. Već 1953. godine rukovodstvo Jugolinije donosi hrabru odluku o desetogodišnjem planu gradnje brodova, kojim je bilo planirano izgraditi 34 broda s ukupnom tonažom od preko 300.000 BRT. Do 1960. godine redom će u 3. maju biti građeni: 1949. godine Zagreb, Skopje i Sarajevo; 1950. Titograd; 1951. Učka; 1952. Avala; 1953. Dinara i Romanija; 1954. Triglav, Velebit i Lovćen; 1955. Radnik i Drvar; 1957. Lika, Treći maj, Nikola Tesla, Uljanik i Šibenik; 1958. Zagorje, Bratstvo, Pobjeda, Sloboda; zatim 1959. Kosovo te 1960. nova serija, kojom završava to desetljeće – Trebinje, Jesenice i Primorje.
U Uljaniku je izgrađen Uljanik 1956., a u Brodosplitu Marjan i Nikola Tesla 1957. godine. Gradnja u domaćim brodogradilištima bila je od izuzetnog značaja, osobito za ukupni razvitak gospodarstva države.
Ship launches – new ships and first regular services
The first five years were an extremely economically and politically turbulent time for the new FPR Yugoslavia. From 1945 to 1950, the relations between the new Yugoslavia and Italy were tense due to unresolved issues pertaining to parts of Istria and the status of the city of Trieste. This went on until 1948, when, by the Treaty of Peace with Italy, almost the entire Istria, except for the area that went to the so-called Free Territory of Trieste, was ceded to the FPR Yugoslavia; this changed in 1954. In these circumstances, it was necessary to rebuild the country, and, as part of the reconstruction of the economy of Yugoslavia, to begin reconstructing the ports and to revive the shipping industry, i.e., to renew the pre-war fleet.
In those years, shipping movements and the news on the construction of new ships was published by the journal Pomorstvo, which was one of the main sources of information about the development of the shipping and shipbuilding industries in the former Yugoslavia and about the reconstruction of ports in general. Each monthly issue of Pomorstvo published data on ships’ movements, including those of Rijeka’s ships from 1946 to 1950.
Before 1950, Jugolinija had fewer than 20 vessels. Many of them were steamships acquired from former Sušak ship operators and other companies before World War II. The following ships were in the fleet: Beograd, Biokovo, Durmitor, Hrvatska, Kornat, Livno, Ljubljana, Lošinj, Neretva, Radnik, Plitvice, Podgora, Solin, Topusko, Užice, Vis and Žužemberk. Their movements were regularly tracked in maritime journals, especially the journal Pomorstvo.
In the late 1940s, domestic shipyards already began building ships for Jugolinija. The first construction of a motor ship – the Zagreb, built by the 3. Maj shipyard in 1949 – is a fact worth mentioning. The ship, launched on 15 January 1949 as newbuilding No 239, was the first ocean-going merchant ship built at a local shipyard after World War II. In the 1950s, the Zagreb ran services to North America, and in 1965, while the Suez Canal was closed, it made a trip to the Persian Gulf and Calcutta around the Cape of Good Hope. The Zagreb was 101.84 m in length, 14 m wide and stood 8.35 m high, with 3,267 GRT.
Among the earliest ocean-going ships in the Jugolinija fleet, there were a few that left a mark in the first after-war years. The first ship to run a regular service to the United States was the motor ship Topusko. It operated a service to North America, and along with it, there were the newly built Titograd, Sarajevo and Skopje, which mostly sailed in the Mediterranean. Local shipyards, especially 3. Maj and Uljanik, as well as the Split shipyard, played a significant part in the increasing number of ships built for Jugolinija. As early as 1953, the Jugolinija management made a bold decision to develop a ten-year plan for the construction of ships, aiming to build 34 vessels with a total tonnage of over 300,000 GRT. By 1960, the following ships had been built at the 3. Maj shipyard (in the order of construction): in 1949, Zagreb, Skopje and Sarajevo; in 1950, Titograd; in 1951, Učka; in 1952, Avala; in 1953, Dinara and Romanija; in 1954, Triglav, Velebit and Lovćen; in 1955, Radnik and Drvar; in 1957, Lika, Treći Maj, Nikola Tesla, Uljanik and Šibenik; in 1958, Zagorje, Bratstvo, Pobjeda, Sloboda; in 1959, Kosovo, and in 1960, a new series – Trebinje, Jesenice and Primorje – marking the end of the decade.
The Uljanik was built at the Uljanik shipyard in 1956, and the Marjan and the Nikola Tesla at Brodosplit in 1957. Domestic shipbuilding was extremely important, especially for the overall development of the country’s economy.
Plovidbene liste i prijevozi tereta od šezdesetih do kraja devedesetih godina
- za Sjevernu Europu – od Jadrana prema Londonu i lukama sjeverne Europe,
- za SAD (u zajednici sa Splošnom plovbom iz Pirana) – iz Rijeke za New York, Philadelphiu i Baltimore,
- za Južnu Ameriku – mjesečno iz Jadrana do Buenos Airesa,
- za Levant – do Latakije (Sirija), Beiruta i Aleksandrije (tjedno) te za Iran i Irak (svakih mjesec i pol)
- iz Jadrana do Ranguna (Burma) – mjesečno
- za Daleki istok (ekspresna) – mjesečna linija do japanskih luka te
- za Daleki istok (brza pruga) – dvomjesečno, iz Jadrana do Kine i Japana.
- 1960. Jesenice, Primorje i Trebinje
- 1963. Kostrena
- 1964. Viševica
- 1965. Tuhobić i Klek
- 1966. Zvir i Trsat
- 1967. Nehaj, Ivan Goran Kovačić, August Cesarec i Kumrovec.
- 1961. Baška i Novi Vinodolski i
- 1962. Drežnica i Grobnik.
- 1961. Frano Supilo i Ivan Mažuranić te
- 1962. Matko Laginja.
Sedamdesete i osamdesete – zenit Jugolinije
Tijekom posljednja dva desetljeća postojanja SFRJ hrvatska brodogradilišta doživljavaju svoj najveći uspon. Šest velikih brodogradilišta (3. maj, Uljanik, Split, Jozo Lozovina Mosor u Trogiru, Viktor Lenac i Titovo brodogradilište Kraljevica) 1968. se godine udružuju u poduzeće Jadranbrod. Na početku 1970. godine izgradili su 25 brodova s ukupnih 412.874 BRT. Nakon daljnjeg uzleta u sedamdesetima, u osamdesetim godinama dolazi do promjene vrste brodova koji se grade za Jugoliniju – započinje razdoblje gradnje kontejnerskih brodova. Prvi je bio Tuhobić, slijede MB Kvarner, MB Rijeka Express, MB Jadran Express, MB Sarajevo Express (izgrađen 1987.), MB Koper Express (preimenovan 1996. u MB Dubrovnik Express) te MB Zagreb Express. Kontejnerski brodovi gradili su se sve do 1993., kada je u pulskom Uljaniku izgrađen zadnji, Croatia Express, a tada je kompanija već nosila ime Croatia Line. Tijekom osamdesetih godina postojale su linije za sjevernu Europu, Sjevernu Ameriku i Južnu Ameriku (pacifička i atlantska strana), linija za Levant, linije za Bliski istok (kontejnerska i konvencionalna), linija za Bengal i Sri Lanku te linije za Daleki istok.U vrijeme rata u Republici Hrvatskoj, od 1991. do 1995., dolazilo je do poteškoća u održavanju linija. Ipak, kompanija je još do pred kraj devedesetih godina 20. stoljeća zadržala glavninu svojih brodova, no jedina novogradnja u samostalnoj Republici Hrvatskoj bio je već spomenuti Croatia Express.
Brodovi Croatia Linea održavali su plovidbe na linijama za Južnu Ameriku, Sjevernu Ameriku, Aziju, Bliski i Daleki istok, Kinu i Japan, Sri Lanku, Indiju te arapske zemlje. Na tzv. Liners’ Position Lists (listama pozicija brodova), koje je PPMHP redovito primao, od 1993. do 1998. godine zabilježeni su brodovi Croatia Linea, stoga znamo kako su 11. listopada 1993. u službi još bili: Sarajevo Express, Croatia Express, Zagreb Express, Koper Express, Bribir, Krasica I., Buzet, Sušak, Drvar, Velebit, Slovenija, Pionir, Ledenice, Tuhobić, Triglav, Grobnik, Rijeka, Lika I., Primorje, Lošinj, Rab, Motovun, Mošćenice, Crikvenica, Topusko, Krk, Opatija, Drava, Kostrena, Kupa, Kvarner, Makedonija, Malinska, Omišalj, Sava, Rijeka Express i Hreljin.
Tijekom 1998. u službi Croatia Linea imamo sljedeće brodove: Zagreb Express, Sarajevo Express, Ledenice, Pionir, Dubrovnik Express, Buzet, Sušak, Hreljin, Hrvatska, Lika I., Karlobag, Tuhobić, Bribir, Slavonija, Krasica I., Rijeka, Velebit, Grobnik, Krk, Lošinj, Slovenija, Mošćenice, Motovun, Rab, Kostrena, Kupa i Sava.
Zbog objektivnih okolnosti i problema te zato što su određeni brodovi prestali s plovidbom ili su prodani, koncem devedesetih godina 20. stoljeća broj brodova koji su bili u vlasništvu ili najmu Croatia Linea gotovo je dvostruko opao u odnosu na 10 godina ranije, odnosno na razdoblje 1988. – 1989., što izrečeno brojkama znači s 55 na oko 30 brodova.
Sailing lists and freight transport from the 1960s to the end of the 1990s
In the early 1960s, Jugoslavenska Linijska Plovidba operated the following services:
- to Northern Europe – from the Adriatic to London and Northern European ports,
- to the USA (in partnership with Splošna Plovba, Piran) – from Rijeka to New York, Philadelphia and Baltimore,
- to South America – monthly from the Adriatic to Buenos Aires,
- to the Levant – to Latakia (Syria), Beirut and Alexandria (weekly) and to Iran and Iraq (every six weeks),
- from the Adriatic to Rangoon (Burma) – monthly,
- to the Far East (express service) – monthly, to Japanese ports, and
- to the Far East (fast service) – bimonthly, from the Adriatic to China and Japan.
From the early to the late 1960s, Jugolinija increasingly started to turn to local shipyards, ordering newbuildings from them. Thus, the following ships were built at the 3. Maj shipyard:
- in 1960, Jesenice, Primorje and Trebinje
- in 1963, Kostrena
- in 1964, Viševica
- in 1965, Tuhobić and Klek
- in 1966, Zvir and Trsat
- in 1967, Nehaj, Ivan Goran Kovačić, August Cesarec and Kumrovec.
In 1969, the following ships were built by 3. May for a Jugolinija off-shore company: Bosna (originally Pleiades), Hrvatska (Cassiopeia), Mrežnica (Denebola), Korana (Bellatrix), Rječina (Arcturus) and Dobra (Betelgeuse).
In 1966, the Kranjčević was built at the Uljanik shipyard in Pula.
Newbuildings constructed at the Brodosplit shipyard were:
- in 1961, Baška and Novi Vinodolski, and
- in 1962, Drežnica and Grobnik.
And the following ships were constructed by Titovo Brodogradilište Kraljevica:
- in 1961, Frano Supilo and Ivan Mažuranić, and
- in 1962, Matko Laginja.
In the 1960s, the year 1968 was particularly significant because it was when Jugolinija sold eight older ships, and newbuildings such as the Trsat, the Ivan Goran Kovačić, the August Cesarec, the Nehaj and the Kranjčević were added to its fleet.
The 1970s and 1980s – Jugolinija at its peak
In the last two decades of the SFR Yugoslavia, Croatian shipyards were in their heyday. Back in 1968, six large shipyards (3. Maj, Uljanik, Split, Jozo Lozovina Mosor in Trogir, Viktor Lenac and Titovo Brodogradilište Kraljevica) had merged into one company – Jadranbrod. In early 1970, they constructed 25 ships with a total of 412,874 GRT
Following further growth in the 1970s, the 1980s saw a change in the type of ships built for Jugolinija – the period of construction of container ships began. The first was the Tuhobić, followed by the MS Kvarner, MS Rijeka Express, MS Jadran Express, MS Sarajevo Express (built in 1987.), MS Koper Express (renamed MS Dubrovnik Express in 1996) and MS Zagreb Express. Container ships were built until 1993, when the last one, Croatia Express, was constructed at Pula’s Uljanik, by which time the company had already changed its name to Croatia Line.
In the 1980s there were services to Northern Europe, North America and South America (Pacific and Atlantic), the Levant , the Middle East (both container and conventional), Bengal and Sri Lanka, and the Far East.
During the war in the Republic of Croatia, from 1991 to 1995, there were difficulties in service operation. Still, the company kept the majority of its ships until the late 1990s. The only newbuilding, however, constructed in the independent Republic of Croatia was the already mentioned Croatia Express.
Croatia Line ships sailed on the routes to South America, North America, Asia, the Middle and the Far East, China and Japan, Sri Lanka, India and the Arab countries. From 1993 to 1998, the movements of Croatia Line ships were recorded in the so-called Liners’ Position Lists, which were regularly delivered to the Maritime and History Museum of the Croatian Littoral, therefore we know that the following ships were still in service on 11 October 1993: Sarajevo Express, Croatia Express, Zagreb Express, Koper Express, Bribir, Krasica I., Buzet, Sušak, Drvar, Velebit, Slovenija, Pionir, Ledenice, Tuhobić, Triglav, Grobnik, Rijeka, Lika I., Primorje, Lošinj, Rab, Motovun, Mošćenice, Crikvenica, Topusko, Krk, Opatija, Drava, Kostrena, Kupa, Kvarner, Makedonija, Malinska, Omišalj, Sava, Rijeka Express and Hreljin.
In 1998, the following ships were in service for Croatia Line: Zagreb Express, Sarajevo Express, Ledenice, Pionir, Dubrovnik Express, Buzet, Sušak, Hreljin, Hrvatska, Lika I., Karlobag, Tuhobić, Bribir, Slavonija, Krasica I., Rijeka, Velebit, Grobnik, Krk, Lošinj, Slovenija, Mošćenice, Motovun, Rab, Kostrena, Kupa and Sava.
Due to objective circumstances and problems and because some of the ships were no longer in good sailing condition and others had been sold, the number of ships that Croatia Line owned or had on lease almost halved in the late 1990s compared to 10 years earlier, i.e., in 1988–1989. Expressed in numbers, this represents a decrease from 55 to about 30 ships.
Brodski dnevnici brodova Jugolinije u PPMHP-u
Brodski dnevnici (logbook, journal de bord, giornale nautico) temeljni su dokumenti svakog broda, kako danas tako i u prošlosti. U pomorskoj terminologiji spadaju u skupinu brodskih knjiga koje su obvezni dio dokumentacije zapovjednika na svakom brodu, a dužan ih je voditi svaki brod iznad 50 BRT. Podatke u brodski dnevnik u prošlosti, kao i danas, upisivali su zapovjednici brodova, obično kapetani, ali i pojedini časnici u službi na zapovjednom mostu. Tijekom putovanja broda, bez obzira na to radi li se o dugoj ili maloj obalnoj plovidbi, u brodski su se dnevnik upisivali sljedeći podaci: o tijeku plovidbe, vremenskim uvjetima na putovanju, dolasku u određenu luku i odlasku iz nje, iskrcavanju i ukrcavanju tereta, dužnostima članova posade tijekom dana, a osobito za vrijeme noćnih dežurstava, popunjavanju posade broda tijekom putovanja itd.
Motorni brod Šibenik, Kvarnerska plovidba/Jugoslavenska linijska plovidba
Motorni brod Šibenik porinut je 1955. godine u 3. maju kao gradnja br. 396. Primopredaja Jugoliniji izvršena je tek 1957., a 1958. brod je predan novoosnovanoj Kvarnerskoj plovidbi. Nakon gašenja Kvarnerske plovidbe 1963., brod je vraćen u sastav flote Jugoslavenske linijske plovidbe.
Motorni brod Titograd
Ukupno u fundusu PPMHP-a postoji 26 brodskih dnevnika MB Titograd od 1972. do 1979. godine.
Titograd je izgrađen nakon prvih Jugolinijinih novogradnji, Zagreba i Sarajeva. Gradilo ga je brodogradilište 3. maj u Rijeci kao novogradnju br. 240, a primopredaja je izvršena u siječnju 1950. Brod je plovio do 1984., kada je otišao u rezalište, također u mjestu gradnje – Rijeci. Najraniji dnevnik iz 1972. godine sadrži 100 stranica u rukopisu. Vodio se od 15. svibnja do 22. kolovoza 1972. Prvog dana vođenja dnevnika brod se nalazio u luci Rijeka, a zadnjeg dana u luci Famagusta na Cipru. Putovanje je započeo iz luke Rijeka, a prva luka pristanka bio mu je Dubrovnik, gdje je stigao 22. svibnja. Nakon kraćeg boravka u luci Ploče otplovio je prema Cipru do grada Limassola, gdje je bio na sidrištu, a zatim nastavio za Beirut u Libanonu, gdje je stigao 1. lipnja. Nakon Beiruta otplovio je za Latakiju u Siriji i odande natrag za Rijeku, u koju je uplovio 17. lipnja 1972. Titograd je prevozio generalni teret.
Motorni brod Zvir
Motorni brod Zvir izgrađen je 1966. godine u brodogradilištu 3. maj u Rijeci kao novogradnja br. 501. Primopredaja Jugoliniji izvršena je u veljači 1966., no brod je porinut još 5. lipnja 1965. Plovio je sve do 1983. pod Jugolinijom, a od 1993. prestao je s plovidbom i završio u rezalištu u Mumbaiju. Prvi je zapovjednik broda bio Slavko Sablić.
Dnevnik stroja motornog broda Zvir, koji je bio teretno-putnički, vođen je na 100 stranica ispisanih rukom. Brod je imao 7758 BRT i luku upisa Rijeka. Stroj za brod Zvir (marke Sulzer i tvorničkog broja 608) izgradila je Jugoturbina 1965. godine. Dnevnik je vođen od subote 5. rujna 1981. i luke New Orleans zaključno do luke Rijeka 13. prosinca 1981. U međuvremenu je brod pristajao u američkim lukama Baltimore, Savannah, New Orleans i New York dok nije krenuo na plovidbu preko Atlantika. Na put iz Amerike krenuo je u četvrtak 19. studenog, a u španjolski Alicante dolazi u četvrtak 3. prosinca 1981. Iz Alicantea otplovio je za Korint te na kraju u matičnu luku Rijeku.
Parobrod Bosna
Parobrod Bosna izgrađen je 1926. u brodogradilištu Bremen Vulkan u Njemačkoj pod imenom Schwaben i s brojem novogradnje 635. Nakon Drugog svjetskog rata dobiven je na ime reparacija i preimenovan u Bosna. Prvi zapovjednik bio je Kostrenjanin Martin Kovačević, koji je doplovio s njim u Rijeku. Plovio je u floti Jugolinije do odlaska u rezalište u Solinu 1962.
Dnevnik parobroda Bosna vođen je od 1. siječnja 1959. do zaključno 12. ožujka 1960. Vodio ga je zapovjednik broda, a pisan je rukom. Zapovjednik je svakodnevno upisivao podatke o plovidbi, dolasku u luke, iskrcavanju tereta, poslovima i dužnostima posade i sl. Uredno je bilježio datume za vrijeme plovidbe i tijekom boravka u luci. Na vrhu stranice nalazi se oznaka pečata s nazivom broda. Parobrod Bosna pripadao je brodaru Jugolinija Rijeka, a sagrađen je 1926.
Parobrod Kastav
Parobrod Kastav bio je jedan od malobrojnih parobroda koji su ušli u sastav flote Jugolinije, i to tek 1963. Najprije je bio dio flote Kvarnerske plovidbe, kao i parobrod blizanac Kraljevica, a nakon gašenja te brodarske kompanije prebačen je u flotu Jugolinije. Godine 1965. prodan je stranoj kompaniji, a plovio je do 1970., kada je otišao u rezalište u Japanu.
Brodski dnevnik vodio je poručnik Mario Salata u periodu od 1959. do 1962. godine za vrijeme prakse na trima brodovima – parobrodima i motornom brodu. Poručnik je zapisivao vrijeme boravka broda u lukama, a na prvoj stranici dnevnika parobroda Kastav navodi da je brod sagrađen 1942. u Newcastleu i da je dužine 136,40 m. Brod se nalazio u riječkoj luci. Dnevnik je vođen u periodu od 6. lipnja do 30. kolovoza 1959., nakon čega poručnik Salata prelazi na PB Čikat, na kojem vodi dnevnik od 3. rujna 1960. do 7. kolovoza 1961., uz potpis zapovjednika Nikole Kučića. Na koncu, zadnji dio dnevnika odnosi se na motorni brod Ilovik Lošinjske plovidbe, koji je vođen od 8. studenog 1961. do 5. travnja 1962., uz potpis zapovjednika Antona Zorovića.
Jugolinija ships’ logbooks in the Museum’s collection
A ship’s log, or logbook (journal de bord, giornale nautico), is an essential record kept on a ship, both nowadays and in the past. In the maritime terminology, it is a reqiured part of the records kept by a ship’s commander, and each ship of above 50 GRT is under an obligation to have such records. In the past, as today, entries into the ship’s log were made by ship commanders, usually captains, but also by other officers manning the bridge. During the ship’s voyage, regardless of whether it was an ocean crossing or a short coastal service, the following information was entered into the log: the course of the voyage, the weather conditions on the voyage, the arrival at and departure from a particular port, the unloading and loading of cargo, the duties of the crew during the day, and, in particular, on night watches, crew changes during the voyage, etc.
MS Šibenik, operated by Kvarnerska plovidba/Jugoslavenska linijska plovidba
The motor ship Šibenik was launched at the 3. Maj shipyard in 1955 as construction No 396. It was only delivered to Jugolinija in 1957, and was soon transferred to the newly established Kvarnerska Plovidba, in 1958. After Kvarnerska Plovidba was dissolved in 1963, the ship was returned to the fleet of Jugoslavenska Linijska Plovidba.
MS Titograd
In the Museum’s collection there is a total of 26 logbooks of the MS Titograd kept from 1972 to 1979.
The Titograd was built after Jugolinija’s first newbuildings, the Zagreb and the Sarajevo. It was constructed by the 3. Maj shipyard in Rijeka as newbuilding No 240, and was delivered to Jugolinija in January 1950. The ship was in service until 1984, when it was scrapped at a shipbreaking yard in Rijeka, the town where it had been constructed. The earliest logbook, dating from 1972, has 100 handwritten pages. It was kept from 15 May to 22 August 1972. On the day of its first entry, the ship was in the port of Rijeka, and, on the last day, in the port of Famagusta, Cyprus. It started its voyage in Rijeka, heading for Dubrovnik, where it docked on 22 May. After a short stay at the port of Ploče, the ship continued to Cyprus, to the town of Limassol. After some time spent at the anchorage in Limassol, it headed to Beirut, Lebanon, where it docked on 1 June. Departing Beirut, it sailed to Latakia, Syria, and then back to Rijeka, where it arrived on 17 June 1972. The Titograd transported general cargo.
MS Zvir
The MS Zvir was built by the 3. Maj shipyard in Rijeka in 1966, as newbuilding No 501. It was delivered to Jugolinija in February 1966, but it had been launched as early as 5 June 1965. It was in service for Jugolinija until 1983. It was withdrawn and scrapped at a shipbreaking yard in Mumbai in 1993. The first commander of the ship was Slavko Sablić.
The engine logbook of the cargo/passenger ship Zvir comprises 100 handwritten pages. The ship had 7,758 GRT, and Rijeka was its port of registry. The engine for the ship Zvir (of the Sulzer brand, with the manufacturing No 608) was made by Jugoturbina in 1965. The log was kept from Saturday, 5 September 1981, when the ship was in the port of New Orleans, to 13 December 1981 inclusive, when it was in the port of Rijeka. Meanwhile, the ship called at the US ports of Baltimore, Savannah, New Orleans and New York, before setting out to sail across the Atlantic on Thursday, 19 November. It arrived in Alicante, Spain, on Thursday, 3 December 1981, from where it headed to Corinth, before finally returning to the home port of Rijeka.
SS Bosna
The steamship Bosna was built as the Schwaben at the Bremen Vulkan shipyard, Germany, in 1926, with the newbuilding No 635. After World War II, it was obtained as part of war reparations and renamed the Bosna. Its first commander was Martin Kovačević from Kostrena, under whose command it sailed from Bremen to Rijeka. The ship served in the Jugolinija fleet until 1962, when it was scrapped at the Solin shipbreaking yard.
The logbook of the SS Bosna was kept from 1 January 1959 to 12 March 1960 inclusive. The entries were handwritten by the ship’s commander. On a daily basis, he entered data on navigation, arrival at ports, unloading of cargo, crew’s tasks and duties, etc. He duly recorded the dates during voyages and in ports. At the top of the page there is a stamp mark with the name of the ship. Built in 1926, the SS Bosna was in the Jugolinija Rijeka fleet.
SS Kastav
The Kastav was one of the few steamships that was included in the Jugolinija fleet, as late as 1963. First it was in the fleet of Kvarnerska Plovidba, along with its sister ship Kraljevica, but following the dissolution of the company, it was transferred to Jugolinija. In 1965, it was sold to an international company, and it was in service until 1970, when it was broken in Japan.
The ship’s logbook was kept by Lieutenant Mario Salata from 1959 to 1962 during his traineeship on three ships – 2 steamships and a motor ship. The lieutenant entered the turn-round times, and, on the first page of the steamship Kastav’s logbook, he recorded that the ship was built in Newcastle in 1942 and was 136.40 m in length. The ship was in the port of Rijeka. The logbook was kept between 6 June and 30 August 1959, after which Lieutenant Salata transferred to the SS Čikat, where he continued making entries in the logbook from 3 September 1960 to 7 August 1961. The logbook was signed by Captain Nikola Kučić. Finally, the last part of the log refers to the Lošinjska Plovidba motor ship Ilovik and was kept from 8 November 1961 to 5 April 1962. It was signed by Captain Anton Zorović.
Havarije Jugolinijinih brodova
Kao i kod svih većih brodara duge plovidbe i brodovi Jugolinije doživljavali su manje ili više teške havarije. Od svih brodova koji su nastradali, ovdje ističemo tri najznačajnija po broju izgubljenih ljudskih života.
1962.
Parobrod Šabac
Šabac, brod u sastavu Kvarnerske plovidbe, izgrađen je 1922. u Njemačkoj, a potonuo je 7. siječnja 1962. u La Mancheu nakon sudara s brodom Dorrington Court. To je bila najveća poslijeratna tragedija jednog Jugolinijina broda do one Dunava 1980. godine. No Šabac je u tom trenutku pripadao Kvarnerskoj plovidbi iako je dobiven za Jugoliniju 1947. na ime reparacija od Zapadne Njemačke. Poginulo je 28 članova posade, a spašeno je njih 5. Nesreća je bila uzrokovana udarom pramca engleskog broda u lijevi bok broda Šabac, tako da se Jugolinijin brod naglo napunio vodom i potonuo u svega nekoliko minuta. Na komemoraciji poginulim pomorcima bili su kapetan Luka Dančević, predstavnik Sekretarijata za saobraćaj i veze Henrik Tončić, generalni direktor Kvarnerske plovidbe Srđan Prica, jugoslavenski veleposlanik u Londonu, gradonačelnik Dovera i upravitelj doverske lučke kapetanije. Općenito, ta je nesreća po broju stradalih pomoraca bila usporediva s potonućem broda Daksa 1930. i tragedijom broda Petar Zoranić 1960. godine.
1971.
Motorni brod August Cesarec
Brod je izgrađen u brodogradilištu 3. maj 1967. godine. Tijekom plovidbe 18. lipnja 1971. zahvatio ga je požar kod Crne punte, u kojem je izgorjelo nadgrađe broda, a deset je osoba, nažalost, izgubilo život. Brodom je zapovijedao kapetan Ivica Jakovčić, a upravitelj stroja bio je Sergije Zagorec, koji je nagrađen Plavom vrpcom Vjesnika za spašavanje tijekom ove nesreće. U časopisu Pomorstvo, koji je izvještavao o nesreći, objavljen je in memoriam za posadu broda. U spašavanju posade u pomoć su priskočili tegljači riječke luke Pluton i Titan, a također i brodovi Krk i Makedonija, helikopteri i brodovi JRM-a te brodovi Lučke kapetanije Pula. Brod Krk spasio je iz mora četvoricu pomoraca, a egipatski brod Canal el Suez trinaest mornara, dok je Makedonija oteglila August Cesarec u riječku luku.
1980.
Motorni brod Dunav – najveća tragedija bez preživjelih
Motorni brod Dunav izgrađen je u La Speziji, u brodogradilištu Cantiere Navale Muggiano, a primopredaja je izvršena 25. rujna 1973. godine. Izgrađen je kao prvi bulk carrier (brod za prijevoz rasutog tereta), a bio je ukupne duljine 178,46 m, širine 22,90 m i visine 13,80 m, s tonažom od 14.712 BRT i nosivosti od 25.245 mt. Imao je ukupno 32 člana posade. Brod je plovio prema kineskoj luci Qingdao iz kanadskog Hamiltona s 12.000 tona čeličnih proizvoda. Dana 26. prosinca 1980. nalazio se oko 630 milja jugoistočno od luke Yokohama, a plovio je po orkanskom nevremenu jačine 12 bofora i valovima visine do 15 m. Tih je dana još nekoliko brodova bilo zahvaćeno tajfunom, poput japanskog Onomichi Marua (koji je prepolovljen), američkog Charlesa Lykesa (koji se vratio u luku Seattle), panamskog Chi Stara, liberijskog Artemisa i drugih. Kapetan Srećko Vukoša održavao je radio vezu s upravom kompanije i 27. je prosinca javio da je more prodrlo u grotlo br. 1 te da Dunav skreće prema Yokohami na popravak. Poslije toga s Dunavom više nije bilo kontakta i 15. siječnja 1981., nakon što su više od dva tjedna za njim tragali japanska obalna straža i drugi trgovački brodovi, službeno je zaključeno da je Dunav potonuo zajedno s čitavom posadom. Na brodu Dunav poginuli su:
Srećko Vukoša, Rijeka, kapetan; Sojko Dundović, Barbat, upravitelj stroja; Marijan Tavčar, Glina, prvi časnik palube; Nikola Peša, Zaton (Nin), prvi časnik stroja; Milan Tišma, Osijek, radiotelegrafist; Goran Vukić, Trogir, drugi časnik palube; Krunoslav Katnić, Crikvenica, drugi časnik stroja; Valter Franko, Rijeka, kadet, v. d. trećeg časnika palube; Gojko Novak, Telovac (Srbija), kadet; Marijo Rukonić, Mali Lošinj, vježbenik stroja; Nenad Marin, Kalenderi (BiH), mehaničar; Emilio Ban, Rijeka, električar; Petar Stanin, Poljana, prvi kuhar; Dane Brljkača, Slivnica (Vinjerac), prvi konobar; Miroslav Brnelić, Podčudnić (Grobnik), vođa palube; Bartol Perušić, Podčudnić, vođa stroja; Gvido Blažina, Drenje (Labin), kormilar; Josip Fanjak, Osijek, kormilar; Josip Negovetić, Cres, kormilar; Goran Guzobad, Zadar, mazač; Ivan Putnik, Rudi (BiH), mazač; Ivica Štefulj, Rijeka, mazač; Miljenko Perčinić, Rijeka, drugi kuhar; Dragan Bakić, Međuvođe (BiH), drugi konobar; Tomislav Juretić, Jelenje, mornar; Miroslav Levak, Rijeka, mornar; Ilija Pavlinović, Miši (Livno, BiH), mornar; Ante Žunić, Slivnica (Vinjerac), mornar; Smolenski Dužević, Cavtat, čistač stroja; Drago Sikirić, Rijeka, čistač stroja; Ivan Matak, Ražanac, priučeni konobar i Branko Obrić, Podhum, kao mlađi mornar.
Potonuće Dunava bila je velika tragedija, ne samo za Jugoliniju već i za Rijeku općenito. Brojne delegacije drugih kompanija, ali i predstavnici tadašnjih republičkih vlasti, u to su vrijeme pristigle na komemoraciju stradalih pomoraca. O događaju je detaljno izvještavao časopis Vjesnik Jugolinije 1981. godine.
Disasters of Jugolinija’s ships
As is sometimes the case with big ocean shipping companies, Jugolinija’s ships were also involved in accidents at sea, from minor incidents to major disasters. Among all the ships that were wrecked, we have singled out three whose catastrophes were the worst in terms of human lives lost.
1962.
SS Šabac
The Šabac, a ship in the fleet of Kvarnerska Plovidba, was built in Germany in 1922. It sank in the English Channel on 7 January 1962 after a collision with the Dorrington Court, in what was the greatest post-war tragedy of a Jugolinija ship until the one of the Dunav in 1980. However, the Šabac belonged to Kvarnerska Plovidba at the time, although it had been obtained for Jugolinija in 1947 as a war reparation from West Germany. Twenty-eight crew members were killed and 5 were rescued. The disaster occurred when the bow of the English ship hit the port side of the Šabac, causing the Jugolinija ship to fill quickly with water; it sank in just a few minutes. The memorial service commemorating the seamen who had died was attended by Captain Luka Dančević, Henrik Tončić, representative of the Ministry of Traffic and Communications, Srđan Prica, General Director of Kvarnerska Plovidba, the Yugoslav ambassador to London, the mayor of Dover and the Port of Dover director. In general, this disaster is comparable in terms of the number of seamen killed to the sinking of the Daksa in 1930 and the tragedy of the Petar Zoranić in 1960.
1971.
Motorni brod August Cesarec
The ship was built by the 3. Maj shipyard in 1967. On 18 June 1971, a fire broke out on the ship, which was sailing off Crna Punta, destroying its superstructure and, unfortunately, killing ten people. The ship was under the command of Captain Ivica Jakovčić, and the chief engineer was Sergije Zagorec, who was later awarded the Blue Ribbon of the Vjesnik newspaper for his rescue efforts in this disaster. The Pluton and the Titan, tugboats of the port of Rijeka, had come to the rescue, as had the ships Krk and Makedonija, the Yugoslav Navy helicopters and ships, and the Port Authority of Pula ships. The ship Krk rescued four seamen from the sea and additional thirteen crew members were rescued by the Egyptian ship Canal el Suez, while the Makedonija towed the August Cesarec to the port of Rijeka. The journal Pomorstvo, which reported on the incident, also printed an obituary notice of the ship’s crew.
1980.
MS Dunav – the worst tragedy with no survivors
The motor ship Dunav was built in La Spezia, at the Cantiere Navale Muggiano shipyard, and was delivered to Jugolinija on 25 September 1973 as its first bulk carrier (a ship that transports unpackaged bulk cargo). It was 178.46 m in length overall and 22.90 m in width, and stood 13.80 m high. It had 14,712 GRT and a carrying capacity of 25,245 mt. It had a total of 32 crew members. The ship was en route from Hamilton, Canada, to the Chinese port of Qingdao, carrying 12,000 tonnes of steel products. On 26 December 1980, it was about 630 miles southeast of Yokohama Harbour, sailing in a hurricane of force 12 on the Beaufort scale and waves up to 15 m. At that time, several other ships were affected by the typhoon, such as Japan’s Onomichi Maru (which was cut in half), the American Charles Lykes (which managed to return to the port of Seattle), the Panama’s Chi Star, the Liberian Artemis and others. Captain Srećko Vukoša maintained radio communication with the company’s management and, on 27 December, reported that the Dunav was taking water in hold No 1 and that it was turning towards Yokohama for repairs. After that, there was no more contact with the Dunav. On 15 January 1981, after a search conducted by the Japanese coast guard and other merchant ships lasting for more than two weeks, it was officially declared that the Dunav had sunk, taking the entire crew with it. People who lost their lives on board the Dunav are:
Srećko Vukoša, Rijeka, captain; Sojko Dundović, Barbat, chief engineer; Marijan Tavčar, Glina, chief officer; Nikola Peša, Zaton (Nin), 2nd engineer; Milan Tišma, Osijek, radio-officer; Goran Vukić, Trogir, 2nd mate; Krunoslav Katnić, Crikvenica, 3rd engineer; Valter Franko, Rijeka, navigating cadet, acting 3rd mate; Gojko Novak, Telovac (Srbija), navigating cadet; Marijo Rukonić, Mali Lošinj, engineering cadet; Nenad Marin, Kalenderi (BiH), ship’s mechanic; Emilio Ban, Rijeka, electrician; Petar Stanin, Poljana, chief cook; Dane Brljkača, Slivnica (Vinjerac), chief steward; Miroslav Brnelić, Podčudnić (Grobnik), boatswain; Bartol Perušić, Podčudnić, donkeyman; Gvido Blažina, Drenje (Labin), AB seaman; Josip Fanjak, Osijek, AB seaman; Josip Negovetić, Cres, AB seaman; Goran Guzobad, Zadar, greaser; Ivan Putnik, Rudi (BiH), greaser; Ivica Štefulj, Rijeka, greaser; Miljenko Perčinić, Rijeka, 2nd cook; Dragan Bakić, Međuvođe (BiH), 2nd steward; Tomislav Juretić, Jelenje, ordinary seaman; Miroslav Levak, Rijeka, ordinary seaman; Ilija Pavlinović, Miši (Livno, BiH), ordinary seaman; Ante Žunić, Slivnica (Vinjerac), ordinary seaman; Smolenski Dužević, Cavtat, wiper; Drago Sikirić, Rijeka, wiper; Ivan Matak, Ražanac, assistant steward, and Branko Obrić, Podhum, junior seaman.
The sinking of the Dunav was a major tragedy, not only for Jugolinija but also for Rijeka in general. Representatives of other companies, as well as those of the then state authorities, attended in great number the memorial service commemorating the seamen who had been killed in the disaster. The event was reported in detail by the journal Vjesnik Jugolinije in 1981.
Društveni i socijalni život unutar Jugolinije
Brodar Jugolinija kroz svoje je djelovanje sudjelovao i u drugim aspektima života svojih zaposlenika. Nabavka brodova i rast zaposlenih u desetljećima nakon 1947. godine utjecali su na to da se tvrtka okrene i rješavanju životnih pitanja svojih djelatnika. Osim osnovnih informacija i tehničkih pojedinosti o radu na brodu, važno je izdvojiti i brojne socijalne komponente vezane uz djelatnike, njihove mogućnosti i prava. Jugolinija je 1973. imala preko 3000 zaposlenih i bilo joj je važno osigurati da oni budu zadovoljni i da imaju što više mogućnosti kako bi se nastavio planirati rast i razvoj kako na državnoj tako i na lokalnoj razini.
Kompanija se brinula o izgradnji stanova na području Rijeke za svoje zaposlenike, pa je tako tijekom šezdesetih i sedamdesetih godina prošlog stoljeća ulagala značajna sredstva u gradnju stanova, no nije zanemarila i druge vidove života poput zdravstvene i socijalne zaštite. Vodilo se računa i o međugeneracijskoj solidarnosti, što se vidjelo i kroz dobro organiziranu socijalnu službu, koja je pripremala pomorce i ostale zaposlenike za buduću mirovinu. Pomorci koji su plovili na brodovima Jugolinije imali su beneficirani radni staž, što je značilo da su mogli ići u mirovinu 4 – 5 godina prije dobi propisane na državnoj razini. Jugolinija se brinula o svojim umirovljenicima, pa se u već spomenutoj knjizi ističu svečani oproštaji koji su se povodom odlaska djelatnika u mirovinu održavali dva puta godišnje (oko 1. svibnja i za Dan Republike, odnosno 29. studenog). Povezanost Jugolinije s bivšim djelatnicima nije prestajala ni nakon što su se umirovili, pa su tako imali svoj klub, nastavljali su dobivati list Jugolinija, mogli su koristiti naknadu za korištenje ljetovališta i lječilišta itd.
Da nije unutar Jugolinije sve bilo okrenuto plovidbi po svim krajevima svijeta dokazuju brojne fotografije u fundusu Muzeja koje prikazuju društvene i međuljudske odnose djelatnika, ali i brojnih drugih ljudi. Jugoliniji, kao važnom riječkom ali i jugoslavenskom brodaru, koji je zapošljavao velik broj ne samo pomoraca već i djelatnika u administraciji te brojno pomoćno osoblje koje je omogućavalo neometanu plovidbu brodova i održavanje linija, trebao je i neki vid zabave. Tako u fundusu Muzeja postoji čitav niz fotografija koje dokumentiraju razna događanja, od sportskih igara do političkih skupova. Zabilježena su događanja koja je Jugolinija organizirala i ona na kojima je bila sudionik, poput sportskih igara pomorskih poduzeća Jugoslavije. Tako imamo uvid u portrete Jugolinijinih boćara i boćarica, odbojkaških ekipa te brojnih nogometnih ekipa sastavljenih od posada raznih brodova. A da nije samo sport bio zastupljen pokazuju nam fotografije kulturno-umjetničkih društava, predstava, priredbi i sastava koji su nastupali u Klubu Jugolinije, posebice tijekom 1970-ih godina.
Slavili su se, naravno, i državni blagdani, ali i važne obljetnice pomorstva poput Dana mornarice, o čemu svjedoči set fotografija iz riječke putničke luke, čijoj je proslavi prisustvovao čak i predsjednik SFRJ, Josip Broz Tito. Jugolinija je također organizirala i nekoliko izložbi u nekadašnjoj Guvernerovoj palači te je na istoj lokaciji odabrala održati i tridesetu i trideset petu obljetnicu djelovanja.
Jugolinija je bila važan čimbenik grada Rijeke i njegove okolice tijekom čitavog svojeg poslovanja. Velik broj djelatnika Jugolinije bio je iz područja Rijeke i njezine šire okolice, pa je na taj način puno ljudi ovisilo o njoj.
Social life and socioeconomic aspects within Jugolinija
The Jugolinija shipping company was also active in other aspects on its employee’s lives. The acquisition of ships and the growing number of employees in the decades following 1947 caused the company to turn to solving its employee’s life problems. Apart from basic information and technical details about the work on board a ship, worth mentioning are a number of socioecomic aspects related to employees, their rights and the opportunities they were offered. In 1973, Jugolinija had over 3,000 employees, and the company thought it important to ensure that they were satisfied and had as many opportunities as possible, so that the planning of the growth and development could continue both at the state and at the local level.
One of the company’s concerns was housing for its employees, so it invested a lot into the construction of residential buildings Rijeka in the 1960s and 1970s; it, however, did not ignore other aspects of its employee’s lives, such as health and social care. Intergenerational solidarity was also important, which was evident in a well-organised social service, which took care of the retirement requirements for seamen and other employees. The seafarers working on the Jugolinija ships were entitled to the accelerated retirement plan, which meant that they could retire 4–5 years before the state pension age. Jugolinija looked after its pensioners, and here we can highlight the retirement celebrations that were held twice a year (around 1 May and Republic Day, i.e., 29 November). Jugolinija’s ties with its former employees were not severed after they had retired: they had their own club, were still subscribed to the Jugolinija newspaper and entitled to an allowance for the use of summer and health resorts, etc.
That Jugolinija was not only about sailing to every corner of the world is evident in many photographs in the Museum’s collection showing the social and interpersonal relationships of employees, as well as many other people. As an important Rijeka as well as Yugoslav shipping company employing a large number of not only seafarers but also administrative workers and a great number of support staff, which ensured the smooth navigation of ships and operation of services, Jugolinija also needed some kind of entertainment. Thus, in the Museum’s collection there is a whole series of photographs that document various events from sports games to political meetings. Events organised by Jugolinija and those in which it participated, such as sports games between Yugoslav maritime businesses, were documented. Thus, we have images of Jugolinija boće (boules) players and volleyball teams, and many football teams made of crews manning different ships. And that sport was not the most important thing is shown in the photographs of folk ensembles, performances, shows and bands that performed at the Jugolinija Club, especially in the 1970s.
Of course, national holidays were also celebrated, as were the important days in connection with maritime matters such as Navy Day, which is evidenced by a set of photographs depicting such a celebration taking place in the passenger port of Rijeka, attended by the President of the SFR Yugoslavia, Josip Broz Tito, himself. Jugolinija also organised several exhibitions at the former Governor’s Palace and also chose to hold its 30th and 35th anniversaries here.
Jugolinija was an important subject in the city of Rijeka and its surroundings throughout its existence. A large number of its employees were from Rijeka and its wider surroundings, and, therefore, a lot of people depended on it.
Periodika Jugolinije
Periodične publikacije koje u drugoj polovici 20. stoljeća izdaju poduzeća u bivšoj Jugoslaviji usko su vezane uz novi koncept socijalističke privrede – radničko samoupravljanje. Primjena te nove ideje počinje 1950. godine. Budući da je taj način upravljanja privrednim subjektima relativno nepoznat radničkoj populaciji, poduzeća formiraju posebne komisije i savjete koji publikacijama informiraju i educiraju radnike o toj temi.
Jugolinija je 1953. godine pokrenula Bilten Jugoslavenske linijske plovidbe. Kako sâmo uredništvo navodi u prvom broju, bilten je pokrenut kako bi se unaprijedilo radničko samoupravljanje. Jedan od ciljeva bio je i razvijanje osjećaja zajedništva među svim radnicima, pomorcima i onima na kopnu. U sljedećem broju uredništvo izražava zadovoljstvo rezultatima jer se Bilten dosta čita i o njemu se raspravlja te poziva osobito pomorce da daju svoj doprinos oblikovanju sadržaja sljedećih brojeva. U Biltenu se iznose poslovni planovi poduzeća kao što je proširenje flote i otvaranje novih linija, predočuju se izvještaji radničkog savjeta i upravnog odbora te opisuju neki značajniji događaji s pomorskih putovanja. Izašla su samo 4 broja, potonja dva kao dvobroj.
Bilten Glasilo (kasnije Glasilo Jugolinije) bio je pisan strojopisom i umnožavan, a sadržavao je tekst i tablice, bez slikovnih priloga. Svrha mu je bila edukativna – upoznati radnike s konceptom socijalističke privrede. Tako se u tekstovima objašnjavaju značenja pojmova kao što su narodni dohodak; društveni plan, planovi privrednih poduzeća; plan proizvodnje, financijski plan, investicijski plan; način raspodjele prihoda i sl. Bilten je objavljivao i plan razvoja flote kao i planove stambenog zbrinjavanja.
Nakon prva dva neuspjela pokušaja, 1962. godine pokrenut je časopis Jugolinija, koji kontinuirano izlazi naredne 33 godine. Zamišljen je kao tribina kolektiva, mjesto za iznošenje mišljenja i platforma za razvijanje demokratičnosti u odlučivanju i upravljanju te kao sredstvo za informiranje članova kolektiva o zaključcima i odlukama organa upravljanja i društveno-političkih organizacija. Uredništvo je računalo na participaciju radnika i očekivalo je pisma s brodova. U početku izlazi dvomjesečno, a kasnije mjesečno. List nije bio zamišljen kao službeno glasilo poduzeća ili direkcije.
Časopis objavljuje izvještaje radničkog savjeta, bavi se poslovanjem poduzeća, organizacijom rada, radničkim pravima, stanogradnjom i sličnim temama, ključnim za socijalističku privredu, te donosi sve aktualne teme s pomorskih putovanja, a prvi broj započinje opisom tragedije broda Šabac Kvarnerske plovidbe u La Mancheu, u kojoj je poginulo 28 od 33 člana posade.
Postupno se sadržaj i teme koje časopis obrađuje mijenjaju i usmjeravaju na poslovanje, analize tržišta, opise brodova i luka; časopis donosi priče iz života pomoraca, a uvodi se i zabavni sadržaj – križaljka. Teme iz područja samoupravljanja počinje pokrivati Vjesnik Jugolinije.
Glavni i odgovorni urednik Jugolinije u početku je Marijo Lovrović, zatim dr. Ive Kisić, a od 1971. Branko Turičić, koji na toj poziciji ostaje sve do 1991., kada ga zamjenjuje Slavica Bosančić. Kao urednik angažiran je Danilo Prestint, a grafička je urednica Dragica Fischer. Časopis se u početku tiska u Štampariji Novog lista, a zatim u Tipografu.
U ožujku 1992. izlazi posljednji broj pod ovim nazivom, nakon čega list mijenja naziv, kao i samo poduzeće, u Croatia line. U prvom broju pod novim nazivom predstavljen je brod Croatia Express te njegovo porinuće, kojem je kumovala Vesna Girardi Jurkić, a nazočio mu je i tadašnji predsjednik, dr. Franjo Tuđman. Časopis izlazi do 1994.
Kao drugi informativni časopis, uz časopis Jugolinija, povodom 30. obljetnice osnivanja poduzeća 1977. godine počinje izlaziti Vjesnik Jugolinije. U početku donosi informacije iz područja samoupravnih odnosa u radnim organizacijama, bavi se poslovanjem kompanije, socijalnim pitanjima radnika, a prvi broj donosi pravila Kluba Jugolinije. Najvažniji je cilj lista informirati radnike o poslovnim prijedlozima prije donošenja odluka, koje donose samoupravni organi ili društveno-političke organizacije. To je trebao biti primjer razvitka delegatskog sistema i primjene Zakona o udruženom radu. U odnosu na časopis Jugolinija, Vjesnik Jugolinije skromnije je opremljen.
Glavni i odgovorni urednik svih brojeva bio je Branko Turčić, a list se tiska u riječkom Tipografu. Izlazila su 4 broja godišnje. Posljednji Vjesnik izašao je za mjesec listopad/studeni 1990., u 14. godini izlaženja.
Jugolinija je ostavila dubok trag među građanima Rijeke, koji se osjeća i danas. Ideja zajedništva, formulirana i u Jugolinijinim časopisima, ukorijenila se i duboko povezala radnike ne samo međusobno nego i sa samim poduzećem. Mnogi su godinama čuvali časopise, a neki su ih i uvezivali dajući im tako posebno značenje. Sačuvani su i danas svjedoče u usponu i padu jednog velikog poduzeća i o ljudima koji su mu posvetili velik dio svog života.
Jugolinija periodicals
Periodical publications issued by Yugoslav companies in the second half of the 20th century were closely related to the new concept of the socialist economy – workers’ self-management. This new idea was put into practice starting from 1950. Since the working population was relatively unfamiliar with this way of managing economic entities, companies formed special committees and councils that used publications to inform and educate workers on the subject.
In 1953, Jugolinija started its newsletter called Bilten Jugoslavenske Linijske Plovidbe. As the editors stated in the first issue, it was started to improve workers’ self-management. One of the goals was to develop a sense of community among all workers, seamen and shore-based staff alike. In the next issue, the editors expressed satisfaction with the results, as the newsletter was widely read and its topics were discussed, and invited seamen in particular to contribute to the content of the following issues. The newsletter presented the company’s business plans, such as the expansion of the fleet and the opening of new services, published the workers’ council and the executive board reports and described significant events on board the ships. Only 4 issues were published, and the last two were a double issue.
The newsletter Glasilo (later Glasilo Jugolinije) was typed and copied, and it featured text and tables, with no images. Its purpose was educational – to introduce workers to the concept of the socialist economy. Thus, the texts explain the meanings of concepts such as national income; social plan, plans of economic enterprises; production plan, financial plan, investment plan; distribution of revenues, etc. The newsletter also featured the fleet development plan as well as housing plans.
After the first two failed attempts, the journal Jugolinija was started in 1962 and continued to be published for the next 33 years. It was conceived as a forum for the collective, a place for expressing opinions, and a platform for developing democracy in the process of decision-making and management, as well as a means of informing workers about the conclusions and decisions of the management bodies and socio-political organisations. The editors expected workers to participate and send letters from the ships. Initially, it was issued bimonthly, and later monthly. The journal was not intended as the official organ of the company or the management.
It featured workers’ council’s reports, discussed topics such as business activities of the company, the organisation of labour, workers’ rights, housing etc., which were crucial for the socialist economy, and also covered all the current matters from sea voyages. The first issue starts with the tragedy of the ship Šabac, operated by Kvarnerska Plovidba, which sank in the English Channel killing 28 of the crew of 33.
Gradually, the content and topics featured by the journal changed and started to focus on business, market analyses, descriptions of ships and ports; the journal featured stories about the lives of seamen, and even introduced a crossword puzzle as the entertainment section. Topics in the area of self-management started to be covered by Vjesnik Jugolinije.
Initially, the editor-in-chief was Marijo Lovrović, followed by Dr Ive Kisić, and, from 1971, Branko Turčić, who held the post until 1991, when Slavica Bosančić took over. Danilo Prestint was hired as editor, and the graphic editor was Dragica Fischer. The journal was initially printed by the printing office of the Novi List newspaper and later by the Tipograf printing house.
In March 1992, the last issue was published under this name, after which the journal was renamed, as well as the company itself, Croatia Line. The first issue that came out under the new name featured the ship Croatia Express and its launching. The ship’s sponsor was Vesna Girardi Jurkić, and the launching ceremony was attended by the then President Dr Franjo Tuđman. The journal ran until 1994.
In addition to Jugolinija, another journal was launched in 1977, on the 30th anniversary of the company’s establishment – Vjesnik Jugolinije. Initially, it focused on publishing information about self-governing issues in labour organisations, and dealt with the company’s business activities and social matters concerning workers. The first issue presented the rules of the Jugolinija Club. The most important objective of the journal was to inform the workers about business proposals before self-governing bodies or socio-political organisations made their decisions. This was intended as an example of the development of the delegate system and the implementation of the Associated Labour Act. Compared to Jugolinija, the accompanying material in Vjesnik Jugolinije was more modest.
The editor-in-chief of all issues was Branko Turčić, and the journal was printed by Tipograf in Rijeka. Four issues came out a year. The last Vjesnik, published in its 14th year of publication, was the October/November 1990 issue.
Jugolinija left a deep mark on the citizens of Rijeka, a mark still felt today. The idea of unity, also formulated in Jugolinija’s journals, took root and deeply connected workers not only to each other but also to the company. Many kept the journals for years, and some even had them bound, thus giving them special meaning. They have been preserved and today tell the story of the rise and fall of a large company and people who dedicated a large part of their lives to it.
Impressum
Priče plavog horizonta
Jugolinija – 75 godina
25. svibnja – 9. listopada 2022.
Tales of the Blue Horizon
Jugolinija – 75 years
25 May – 9 October 2022
Pomorski i povijesni muzej Hrvatskog primorja Rijeka
Maritime and History Museum of the Croatian Littoral Rijeka
Organizator izložbe:
Exhibition organised by:
Pomorski i povijesni muzej Hrvatskog primorja Rijeka / Maritime and History Museum of the Croatian Littoral Rijeka
Za organizatora i izdavača:
On behalf of the organiser and publisher:
Nikolina Radić Štivić
Autor izložbe i teksta:
Exhibition and texts by:
Nikša Mendeš
Autorice dodatnih tekstova:
Additional texts by:
Tamara Mataija (Periodika Jugolinije / Jugolinija periodicals), Antonella Vlaše (Društveni i socijalni život unutar Jugolinije / Social life and socioeconomic aspects within Jugolinija) i Brigitte le Normand (Jugolinija – opća povijest / Jugolinija – general history)
Grafičko oblikovanje kataloga:
Catalogue design by:
Branko Lenić
Dizajn izložbe:
Exhibition design by:
Branko Lenić
Lektura:
Proofreading by:
Sandra Antulov, Anglia, obrt za jezične usluge
Prijevod:
Translation by:
Sandra Antulov, Anglia, obrt za jezične usluge
Online postav izložbe:
Online exhibition set-up:
Digital experience
Fotografije:
Photographs:
Hrvoje Franjić, Luka Strašek, Rino Gropuzzo, arhiva PPMHP-a
Tehnički postav izložbe: Dino Marković, Darko Takalić, Pomorski i povijesni muzej Hrvatskog primorja Rijeka
Izrada interaktivnih sadržaja:
Interactive content:
Tihomir Tutek, Danilo Prestint (vanjski suradnik, external contributor)
Odnosi s javnošću:
Public relations:
Denis Nepokoj, Gloria Fabijanić Jelović