Z barko v Trst: pomorstvo v Piranu, Izoli in Kopru ter gospodarska vloga severozahodne Istre v odnosu do Trsta ; (1850 - 1918)
Gespeichert in:
| 1. Verfasser: | |
|---|---|
| Format: | Buch |
| Sprache: | Slovenian |
| Veröffentlicht: |
Koper [u.a.]
Univerza na Primorskem [u.a.]
2004
|
| Schriftenreihe: | Knjižnica Annales Majora
|
| Schlagworte: | |
| Online-Zugang: | Abstract Inhaltsverzeichnis |
| Beschreibung: | 236 S. Ill. |
| ISBN: | 9616033492 |
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Datensatz im Suchindex
| _version_ | 1804135362847571968 |
|---|---|
| adam_text | KNJIZNICA ANNALES MAJORA
TO TRIESTE BY BOAT
Shipping in Piran, Izola and Koper and the Economic Role of North-West Istria
in Relation to Trieste (1850-1918)
Nadja Tercon
ABSTRACT
The book To Trieste by Boat. Shipping in Piran, Izola and Koper and the
Economic Role of North-West Istria in Relation to Trieste (1850-1918) offers
new findings in the fields of maritime history and the history of Istria in the
second half of the 19th century. The thesis, based on several years of research
into archival sources and on the study of selected references, reveals the role of
the western Istrian coastal towns of Koper, Izola, and Piran in relation to
Trieste, at the time the major Austrian port. By intentionally using a wide
selection of references, the author has compiled a bibliography of works that
deal with 19th century Istria s economy. In comparison with similar published
bibliographies that, with rare exceptions, include only historical works, the
present one comprises also ethnological, archaeological, and museological
studies.
The study is divided into three chapters, of which it is the third - focusing on
the maritime activities and port traffic of Piran, Izola, and Koper - that could be
regarded as the most original from the historiographic point of view. Chapter
one deals with the administrative system of Istria and the Austrian Littoral;
chapter two illuminates the Istrian economy as part of the economy of the
Hapsburg monarchy, and verifies the thesis taken from the references by citing
relevant archival sources.
After the fall of Venice, which had ruled over the Adriatic Sea for several
centuries, Istria eventually (after 1815) became an Austrian crown land. As a
result of political and administrative changes, the western Istrian towns of Piran,
Izola, and Koper, still reflecting a strong Venetian cultural and economic
identity, began establishing ties with the nearby Austrian maritime centre of
Trieste, whose rapid development was strongly supported by imperial policy.
The natural link between them was the sea, which gave rise to cultural and
political ties, and made possible the concrete communication and transport of
merchandise and passengers that took place across the Gulf of Trieste. As a
consequence, heavy sea traffic developed between Trieste as the new maritime
centre and the towns that were from then on regarded as its near hinterland. The
Gulf was crossed mainly by traditional boats kept by the towns shipowners.
The port of Trieste provided transfer to the majority of the vessels belonging to
the Austrian merchant marine, which initially consisted of wooden sailing ships
of large tonnage, and later on steamboats.
201
ABSTRACT
In Slovene Istria, the second half of the 19th century was a period marked not
only by Austrian rule, but also by modernization in the fields of economy,
culture, society, as well as science. On the one hand, significant changes took
place between social strata, resulting from economic and social reforms and
progress; on the other hand, the belated modernization processes and various
factors giving rise to an economic crisis had an impact on migrations of the
Istrian population into the towns. That was also the period when in Istria there
was an economic shift from agricultural production to various industries and
crafts. The research has confirmed that the Istrian economy, too, formed part of
the south Austrian economic area, and that places in Slovene Istria and Istrian
economic trends exhibited all characteristics and principles - including de-
viations, belated emergence, and some idiosyncrasies - typical of the period,
which, however, often depended on historical and geographic factors. The role
of Trieste as an emporium and the main Austrian port was indeed of extreme
importance, and the city was a very important economic, cultural, and
publishing centre, whereas the coastal towns of Slovene Istria and their
hinterlands represented only Trieste s natural hinterland. Recent Italian and
Slovene historiographies have analysed and interpreted the relation between the
centre (Trieste) and its periphery (including the hinterland coastal towns) as a
reality related to a wider historical area and developments, and not as a unique
historical case; the fact remains that various ties between Trieste and its near
and remote surroundings, Italian, Slovene, and Croatian, existed well into the
20th century. Though it took quite a long time for the coastal towns to
modernize, eventually they did gradually start to develop. None of them
suffered complete stagnation or even significant regression. Owing to the
specific position of Trieste, comparable only with the former position of
Venice, none of the towns nor their hinterlands could act as its rival.
Additionally, the imperial policy followed mercantilist ideas, and assigned an
important role to only two shipping and commercial centres, i.e., Trieste and
Rijeka (Fiume) - they were the only two ports on the whole Austrian coast that
could develop into imperial centres of maritime traffic. The former served as a
port of the Austrian territory and its near hinterland, whereas the latter
established ties with the Hungarian territory together with other parts of the
Austrian Littoral (the region of Dalmatia and eastern Istria). The Austrian navy
centre was established in Pula.
Trieste shipped a variety of industrial products manufactured in numerous
city factories, as well as goods imported from foreign countries, to Istria,
whereas Istria sold to Trieste autochthonous Istrian crops and products. They
traded food, building materials, firewood, metal and industrial products, fashion
products, and craftwork. Between Trieste and the towns of western Istria there
existed only coastal shipping; initially, there was only cargo transport, whereas
later on passenger traffic developed as a result of daily labour migrations and
202
Nadja Terčon: Z BARKO V TRST
the emerging tourist industry. Captains favoured shipping merchandise that was
not fragile and perishable and that had a ready market. Mail was transported by
ships of private owners or shipping companies.
The largest boom in maritime traffic in the Hapsburg monarchy resulted
from the modernization of transport connections and from the increasing de-
mand for raw materials and foreign markets. On the one hand, the construction
of the Southern Railway and the emergence of railway transport lessened the
importance of maritime traffic, and on the other hand, made it possible for the
sea routes to be extended far into the hinterland: the Southern Railway linked
Trieste with its remote hinterland, whereas the construction of the Suez Canal in
1869 opened a direct route between the Mediterranean and the Far East. As
sailing ships could not make it all the way to the Canal, its opening and
functioning augmented the predominance of steamboats. The crisis of deep sea
sailing ships and the increasing preponderance of steamboats - the issue was
brought forward to the parliament at Vienna by the Istrian representative, Dr.
Dinko Vitezic - delivered quite a heavy blow to Austrian shipping. Fewer and
fewer deep-sea sailing ships were spotted on the horizon. The first to be
withdrawn from the sea were polaki, followed by other sailing ships: brigantine,
briki, nave, brig-skunerji and barki. Of all Austrian ports, the crisis proved the
least harmful to Trieste, which could host large tonnage vessels, and to small
ports, where maritime trade was accomplished largely with small traditional
boats: trabakolami, bragoci, bracer ami, lugerji, , etc. Interestingly, they
remained in use up to the mid-20th century. Owing to the attempts to solve the
crisis and to modernize maritime traffic, Austria, similarly to other developed
European maritime countries, witnessed the beginning of the steamboat era.
Modem trends in shipping, i.e., construction of iron steamboats of large tonnage
which reduced overhead costs and brought about the development of a modem
shipbuilding industry and an increase in cargo transport and passenger traffic,
eventually gained ground in Austrian maritime traffic. Transatlantic navigation
was increasingly orientated towards large ports that boasted adequate capacities
to receive transatlantic ships. Their number was far lower than that of small
local ports, in which coastal shipping still prevailed - and at an undiminished
pace. If compared with other ports of world importance and given the relatively
short distance from the Suez Canal, which has played a vital role in the world s
maritime traffic since its opening in 1869, neither Trieste nor Rijeka profited
from steamboats as much as they could have. Despite the advantages deriving
from their favourable geographic positions, as well as from their status within
the monarchy, they made the best use of development opportunities only from
the point of view of national economy and politics, but not from the perspective
of global economy. Perhaps that was a consequence of economic, legal,
financial, and technical problems caused by the changes in shipping, which had
to be dealt with by each country in its own way.
203
ABSTRACT
Research into the state of affairs in Austrian shipping in the second half of the
19th century has revealed that the maritime activities of Koper, Izola, and Piran
played an important role in the Austrian maritime trade. If one takes into con-
sideration the total number of ships, the towns rivaled Trieste, and, interestingly,
even outrivaled it at the beginning of the 20th century. Unfortunately, the key
criterion for establishing the importance of a certain maritime area was not the
number of ships, rather the tonnage of the fleet and the volume of the bulk
handled. Yet even if all three small ports are considered together, the total was
more than 50 times lower than that of Trieste. Such a large difference, however,
did not exist in the number of men whose survival depended on the sea. Only
twice as many men had permanent residence in Trieste than in Koper, Izola, and
Piran. Though Istrian men (and, rarely, Istrian women) possessed only small tra-
ditional boats, whereas large tonnage vessels and steamboats were owned only by
small-size shipping companies, as well as by a few ambitious individuals, it was
the heavy maritime traffic between the coastal towns that accounted for the long-
est active use of sailing ships. The serious crisis of ships driven by sails, which
had been caused by the emergence of steamboats and was particularly acute in
deep-sea navigation, was indeed felt in the maritime traffic of the Istrian coastal
towns yet did not deliver a fatal blow here or in Trieste. Eventually steamboats
also sailed from the small ports, and small shipyards, called which ֊ with
the exception of that of Koper - used to build only small boats, embarked on new
challenges and began building steam-powered ships. Naturally, the importance
of this local shipbuilding cannot be equated with that of Trieste, yet what really
matters is the fact that this segment of industry did not leave out the periphery.
The town s skveri built larger vessels that had been ordered by businessmen from
places with a strong maritime tradition, as well as smaller wooden boats for local
customers. The shipyards, however, remained on the level of craft workshops up
to the mid-fifties of the 20th century. Traditional sailing ships boasted their own
names and registration numbers, and it was customary for them to pass from one
owner to another. The ownership could be changed on the basis of the deed of
sale and/or inheritance. The advance in shipping and the growth of fleets in the
coastal towns of western Istria called for the expansion and rearrangement of the
ports, which, however, compared with their former state during the Venetian
period and notwithstanding their geographic limitations, did not expand as much
as they could have, nor as much as Trieste did. Because the four ports were in
close proximity to one another, there was no possibility of their developing
equally. However, it must be pointed out that it would have been possible for
ports other than Trieste s to further expand if only that had been in the wider
national and economic interest of the monarchy. A case in point is Luka Koper
(the company operating the only Slovene port), which owing to a wise national
economic policy has expanded successfully and achieved good business results
since its establishment after World War II.
204
Nadja Terčon: : Z BARKO V TRST
As for the organization of maritime activities, in particular port admini-
stration, strict hierarchy and great order had to be respected. Port administration
was not dependent on political and local authorities; nevertheless, it was
subordinate to the central maritime authority, i.e., the Maritime Authority of
Trieste, which had control over many segments of imperial shipping: it was in
charge of shipbuilding industry, lighthouse service, maritime education, mariti-
me traffic, human resources policy, internal and external trade exchange, etc. As
mentioned above, it also held control over individual port authorities. Among
the western Istrian ports, the most important position was Piran s, which outdid
those of Koper, Izola, and Portorož in rank, the material condition of the fleet
and the volume of maritime traffic. The port of Piran held the status of a local
port authorized to conduct maritime and sanitary activities, that of Koper and
Izola were assigned the status of an agency, whereas that of Portorož was re-
garded as a branch office. Each of them had to perform the tasks that had been
assigned to them by the central authority. The top positions were occupied by
respectable qualified seamen who had distinguished themselves at sea or in the
maritime service. Their subordinates, who carried out manual labour in the
ports, had to attend maritime courses and pass professional exams. Only the
richest were able to enrol at maritime schools, whereas all other Istrian sailors
acquired their seafaring skills from their elders. Thus there was a constant need
for people with professional qualifications, so that the Austrian merchant
marine always lacked properly qualified workers. An hypothetical calculation
has shown that in the Austrian monarchy the sea served as a means of survival
to at least between 100,000 and 180,000 people.
The coastal towns of western Istria and their hinterlands undoubtedly
remained the hinterland of Trieste in a variety of fields. Although they wit-
nessed considerable economic and cultural modernization, they could not
function as a rival to Trieste due to the imperial maritime policy. Nevertheless,
the development of the centre brought about also the development of those
relatively remote places that were of no economic interest to influential foreign
capital. Given poor road connections and the relatively late construction of the
Parenzo railway, the sea proved to be the best means of communication. Ships
and seamen not only presented a link between the hometown and the wider
world, but also enabled the coastal towns and their hinterlands to be more open,
to profit from an easier and greater mobility of people and merchandise, as well
as to experience new and different forms of thinking, and, as a result, to find it
easier to introduce new development opportunities in the area.
205
KNJIŽNICA ANNALES MAJORA
VSEBINA
SEZNAM KRATIC....................................................... 7
ZAHVALA...............................................................9
UVOD ................................................................11
UPRAVNA UREDITEV ISTRE IN AVSTRIJSKEGA
PRIMORJA (1850-1918).................................................21
ISTRSKO GOSPODARSTVO KOT DEL GOSPODARSTVA
HABSBURŠKE MONARHIJE.................................................27
Poti iz monarhije so vodile v Trst ...............................27
Kopenske povezave.................................................33
Slovenska Istra z obalnimi mesti..................................37
Agrarno gospodarstvo ........................................... 39
Pridobivanje, prodaja in uporaba oljčnega olja ...................39
Vinogradništvo..................................................42
Poljedelstvo......................................................45
Neagrame dejavnosti...............................................47
Solinarstvo.......................................................47
Ribištvo .........................................................49
Obrt .............................................................52
Blago so tovorile ladje in prenašale ženske na glavah ............54
Turizem ..........................................................57
Brez kapitala ni razvoja..........................................60
Industrializacija ................................................62
Ribja predelovalna industrija ....................................64
Trgovinska in industrijska zbornica za Istro v Rovinju............70
Gospodarske razstave..............................................73
Sklepne misli.....................................................74
PO MORJU V TRST IN NAZAJ DOMOV.......................................79
Pretovor blaga in potnikov v pristaniščih..........-............79
Pluli so tako, kot so krmarili v Trstu - Pomorska vlada v Trstu.85
Pristojnosti Pomorske vlade ......................................89
Delovanje Pomorske vlade in organiziranost pomorskih uradov.......90
Ladjedelstvo .....................................................97
Avstrijska trgovska mornarica ...................................108
Jadrnice ........................................................109
Tradicionalna plovila............................................114
5
KNJIŽNICA ANNALES MAJORA
Trgovska mornarica v številkah...............................118
Posadka .....................................................127
Materialno stanje pomorstva v Trstu, Kopru, Izoli in Piranu..130
Lastništvo lesenih jadrnic...................................137
Kriza pomorstva na jadra in uveljavljanje parnikov...........140
S paro gre hitreje ........................................143
Pomorski promet .............................................148
Pristaniška dejavnost........................................156
Pristaniško osebje...........................................161
Pomorskosanitetni uradi v Piranu, Kopru, Izoli in Portorožu .162
Pomorskosanitetna deputacija v Piranu........................163
Delovne obveznosti pristaniških deputacij ...................167
Pristaniške agencije.........................................172
Predstavništva ali ekspoziture ..............................176
Utripajoče luči ............................................178
Pridobivanje pomorskih znanj.................................181
Zaključek....................................................185
POVZETEK .......................................................191
RIASSUNTO.......................................................196
ABSTRACT...................................................... 201
KAZALO TABEL....................................................207
KAZALO SLIK.....................................................209
ARHIVSKI VIRI...................................................213
Archivio di Stato di Trieste / Državni arhiv v Trstu.........213
Pokrajinski arhiv Koper .....................................213
Pokrajinski arhiv Koper, Enota Piran.........................214
Pomorski muzej Sergej Mašera Piran ........................214
LITERATURA......................................................215
IMENSKO KAZALO .................................................224
KRAJEVNO KAZALO.................................................229
STVARNO KAZALO..................................................234
6
|
| adam_txt |
KNJIZNICA ANNALES MAJORA
TO TRIESTE BY BOAT
Shipping in Piran, Izola and Koper and the Economic Role of North-West Istria
in Relation to Trieste (1850-1918)
Nadja Tercon
ABSTRACT
The book "To Trieste by Boat. Shipping in Piran, Izola and Koper and the
Economic Role of North-West Istria in Relation to Trieste (1850-1918)" offers
new findings in the fields of maritime history and the history of Istria in the
second half of the 19th century. The thesis, based on several years of research
into archival sources and on the study of selected references, reveals the role of
the western Istrian coastal towns of Koper, Izola, and Piran in relation to
Trieste, at the time the major Austrian port. By intentionally using a wide
selection of references, the author has compiled a bibliography of works that
deal with 19th century Istria's economy. In comparison with similar published
bibliographies that, with rare exceptions, include only historical works, the
present one comprises also ethnological, archaeological, and museological
studies.
The study is divided into three chapters, of which it is the third - focusing on
the maritime activities and port traffic of Piran, Izola, and Koper - that could be
regarded as the most original from the historiographic point of view. Chapter
one deals with the administrative system of Istria and the Austrian Littoral;
chapter two illuminates the Istrian economy as part of the economy of the
Hapsburg monarchy, and verifies the thesis taken from the references by citing
relevant archival sources.
After the fall of Venice, which had ruled over the Adriatic Sea for several
centuries, Istria eventually (after 1815) became an Austrian crown land. As a
result of political and administrative changes, the western Istrian towns of Piran,
Izola, and Koper, still reflecting a strong Venetian cultural and economic
identity, began establishing ties with the nearby Austrian maritime centre of
Trieste, whose rapid development was strongly supported by imperial policy.
The natural link between them was the sea, which gave rise to cultural and
political ties, and made possible the concrete communication and transport of
merchandise and passengers that took place across the Gulf of Trieste. As a
consequence, heavy sea traffic developed between Trieste as the new maritime
centre and the towns that were from then on regarded as its near hinterland. The
Gulf was crossed mainly by traditional boats kept by the towns' shipowners.
The port of Trieste provided transfer to the majority of the vessels belonging to
the Austrian merchant marine, which initially consisted of wooden sailing ships
of large tonnage, and later on steamboats.
201
ABSTRACT
In Slovene Istria, the second half of the 19th century was a period marked not
only by Austrian rule, but also by modernization in the fields of economy,
culture, society, as well as science. On the one hand, significant changes took
place between social strata, resulting from economic and social reforms and
progress; on the other hand, the belated modernization processes and various
factors giving rise to an economic crisis had an impact on migrations of the
Istrian population into the towns. That was also the period when in Istria there
was an economic shift from agricultural production to various industries and
crafts. The research has confirmed that the Istrian economy, too, formed part of
the south Austrian economic area, and that places in Slovene Istria and Istrian
economic trends exhibited all characteristics and principles - including de-
viations, belated emergence, and some idiosyncrasies - typical of the period,
which, however, often depended on historical and geographic factors. The role
of Trieste as an emporium and the main Austrian port was indeed of extreme
importance, and the city was a very important economic, cultural, and
publishing centre, whereas the coastal towns of Slovene Istria and their
hinterlands represented only Trieste's natural hinterland. Recent Italian and
Slovene historiographies have analysed and interpreted the relation between the
centre (Trieste) and its periphery (including the hinterland coastal towns) as a
reality related to a wider historical area and developments, and not as a unique
historical case; the fact remains that various ties between Trieste and its near
and remote surroundings, Italian, Slovene, and Croatian, existed well into the
20th century. Though it took quite a long time for the coastal towns to
modernize, eventually they did gradually start to develop. None of them
suffered complete stagnation or even significant regression. Owing to the
specific position of Trieste, comparable only with the former position of
Venice, none of the towns nor their hinterlands could act as its rival.
Additionally, the imperial policy followed mercantilist ideas, and assigned an
important role to only two shipping and commercial centres, i.e., Trieste and
Rijeka (Fiume) - they were the only two ports on the whole Austrian coast that
could develop into imperial centres of maritime traffic. The former served as a
port of the Austrian territory and its near hinterland, whereas the latter
established ties with the Hungarian territory together with other parts of the
Austrian Littoral (the region of Dalmatia and eastern Istria). The Austrian navy
centre was established in Pula.
Trieste shipped a variety of industrial products manufactured in numerous
city factories, as well as goods imported from foreign countries, to Istria,
whereas Istria sold to Trieste autochthonous Istrian crops and products. They
traded food, building materials, firewood, metal and industrial products, fashion
products, and craftwork. Between Trieste and the towns of western Istria there
existed only coastal shipping; initially, there was only cargo transport, whereas
later on passenger traffic developed as a result of daily labour migrations and
202
Nadja Terčon: Z BARKO V TRST
the emerging tourist industry. Captains favoured shipping merchandise that was
not fragile and perishable and that had a ready market. Mail was transported by
ships of private owners or shipping companies.
The largest boom in maritime traffic in the Hapsburg monarchy resulted
from the modernization of transport connections and from the increasing de-
mand for raw materials and foreign markets. On the one hand, the construction
of the Southern Railway and the emergence of railway transport lessened the
importance of maritime traffic, and on the other hand, made it possible for the
sea routes to be extended far into the hinterland: the Southern Railway linked
Trieste with its remote hinterland, whereas the construction of the Suez Canal in
1869 opened a direct route between the Mediterranean and the Far East. As
sailing ships could not make it all the way to the Canal, its opening and
functioning augmented the predominance of steamboats. The crisis of deep sea
sailing ships and the increasing preponderance of steamboats - the issue was
brought forward to the parliament at Vienna by the Istrian representative, Dr.
Dinko Vitezic - delivered quite a heavy blow to Austrian shipping. Fewer and
fewer deep-sea sailing ships were spotted on the horizon. The first to be
withdrawn from the sea were polaki, followed by other sailing ships: brigantine,
briki, nave, brig-skunerji and barki. Of all Austrian ports, the crisis proved the
least harmful to Trieste, which could host large tonnage vessels, and to small
ports, where maritime trade was accomplished largely with small traditional
boats: trabakolami, bragoci, bracer ami, lugerji, , etc. Interestingly, they
remained in use up to the mid-20th century. Owing to the attempts to solve the
crisis and to modernize maritime traffic, Austria, similarly to other developed
European maritime countries, witnessed the beginning of the steamboat era.
Modem trends in shipping, i.e., construction of iron steamboats of large tonnage
which reduced overhead costs and brought about the development of a modem
shipbuilding industry and an increase in cargo transport and passenger traffic,
eventually gained ground in Austrian maritime traffic. Transatlantic navigation
was increasingly orientated towards large ports that boasted adequate capacities
to receive transatlantic ships. Their number was far lower than that of small
local ports, in which coastal shipping still prevailed - and at an undiminished
pace. If compared with other ports of world importance and given the relatively
short distance from the Suez Canal, which has played a vital role in the world's
maritime traffic since its opening in 1869, neither Trieste nor Rijeka profited
from steamboats as much as they could have. Despite the advantages deriving
from their favourable geographic positions, as well as from their status within
the monarchy, they made the best use of development opportunities only from
the point of view of national economy and politics, but not from the perspective
of global economy. Perhaps that was a consequence of economic, legal,
financial, and technical problems caused by the changes in shipping, which had
to be dealt with by each country in its own way.
203
ABSTRACT
Research into the state of affairs in Austrian shipping in the second half of the
19th century has revealed that the maritime activities of Koper, Izola, and Piran
played an important role in the Austrian maritime trade. If one takes into con-
sideration the total number of ships, the towns rivaled Trieste, and, interestingly,
even outrivaled it at the beginning of the 20th century. Unfortunately, the key
criterion for establishing the importance of a certain maritime area was not the
number of ships, rather the tonnage of the fleet and the volume of the bulk
handled. Yet even if all three small ports are considered together, the total was
more than 50 times lower than that of Trieste. Such a large difference, however,
did not exist in the number of men whose survival depended on the sea. Only
twice as many men had permanent residence in Trieste than in Koper, Izola, and
Piran. Though Istrian men (and, rarely, Istrian women) possessed only small tra-
ditional boats, whereas large tonnage vessels and steamboats were owned only by
small-size shipping companies, as well as by a few ambitious individuals, it was
the heavy maritime traffic between the coastal towns that accounted for the long-
est active use of sailing ships. The serious crisis of ships driven by sails, which
had been caused by the emergence of steamboats and was particularly acute in
deep-sea navigation, was indeed felt in the maritime traffic of the Istrian coastal
towns yet did not deliver a fatal blow here or in Trieste. Eventually steamboats
also sailed from the small ports, and small shipyards, called which ֊ with
the exception of that of Koper - used to build only small boats, embarked on new
challenges and began building steam-powered ships. Naturally, the importance
of this local shipbuilding cannot be equated with that of Trieste, yet what really
matters is the fact that this segment of industry did not leave out the periphery.
The town's skveri built larger vessels that had been ordered by businessmen from
places with a strong maritime tradition, as well as smaller wooden boats for local
customers. The shipyards, however, remained on the level of craft workshops up
to the mid-fifties of the 20th century. Traditional sailing ships boasted their own
names and registration numbers, and it was customary for them to pass from one
owner to another. The ownership could be changed on the basis of the deed of
sale and/or inheritance. The advance in shipping and the growth of fleets in the
coastal towns of western Istria called for the expansion and rearrangement of the
ports, which, however, compared with their former state during the Venetian
period and notwithstanding their geographic limitations, did not expand as much
as they could have, nor as much as Trieste did. Because the four ports were in
close proximity to one another, there was no possibility of their developing
equally. However, it must be pointed out that it would have been possible for
ports other than Trieste's to further expand if only that had been in the wider
national and economic interest of the monarchy. A case in point is Luka Koper
(the company operating the only Slovene port), which owing to a wise national
economic policy has expanded successfully and achieved good business results
since its establishment after World War II.
204
Nadja Terčon: : Z BARKO V TRST
As for the organization of maritime activities, in particular port admini-
stration, strict hierarchy and great order had to be respected. Port administration
was not dependent on political and local authorities; nevertheless, it was
subordinate to the central maritime authority, i.e., the Maritime Authority of
Trieste, which had control over many segments of imperial shipping: it was in
charge of shipbuilding industry, lighthouse service, maritime education, mariti-
me traffic, human resources policy, internal and external trade exchange, etc. As
mentioned above, it also held control over individual port authorities. Among
the western Istrian ports, the most important position was Piran's, which outdid
those of Koper, Izola, and Portorož in rank, the material condition of the fleet
and the volume of maritime traffic. The port of Piran held the status of a local
port authorized to conduct maritime and sanitary activities, that of Koper and
Izola were assigned the status of an agency, whereas that of Portorož was re-
garded as a branch office. Each of them had to perform the tasks that had been
assigned to them by the central authority. The top positions were occupied by
respectable qualified seamen who had distinguished themselves at sea or in the
maritime service. Their subordinates, who carried out manual labour in the
ports, had to attend maritime courses and pass professional exams. Only the
richest were able to enrol at maritime schools, whereas all other Istrian sailors
acquired their seafaring skills from their elders. Thus there was a constant need
for people with professional qualifications, so that the Austrian merchant
marine always lacked properly qualified workers. An hypothetical calculation
has shown that in the Austrian monarchy the sea served as a means of survival
to at least between 100,000 and 180,000 people.
The coastal towns of western Istria and their hinterlands undoubtedly
remained the hinterland of Trieste in a variety of fields. Although they wit-
nessed considerable economic and cultural modernization, they could not
function as a rival to Trieste due to the imperial maritime policy. Nevertheless,
the development of the centre brought about also the development of those
relatively remote places that were of no economic interest to influential foreign
capital. Given poor road connections and the relatively late construction of the
Parenzo railway, the sea proved to be the best means of communication. Ships
and seamen not only presented a link between the hometown and the wider
world, but also enabled the coastal towns and their hinterlands to be more open,
to profit from an easier and greater mobility of people and merchandise, as well
as to experience new and different forms of thinking, and, as a result, to find it
easier to introduce new development opportunities in the area.
205
KNJIŽNICA ANNALES MAJORA
VSEBINA
SEZNAM KRATIC. 7
ZAHVALA.9
UVOD .11
UPRAVNA UREDITEV ISTRE IN AVSTRIJSKEGA
PRIMORJA (1850-1918).21
ISTRSKO GOSPODARSTVO KOT DEL GOSPODARSTVA
HABSBURŠKE MONARHIJE.27
Poti iz monarhije so vodile v Trst .27
Kopenske povezave.33
Slovenska Istra z obalnimi mesti.37
Agrarno gospodarstvo . 39
Pridobivanje, prodaja in uporaba oljčnega olja .39
Vinogradništvo.42
Poljedelstvo.45
Neagrame dejavnosti.47
Solinarstvo.47
Ribištvo .49
Obrt .52
Blago so tovorile ladje in prenašale ženske na glavah .54
Turizem .57
Brez kapitala ni razvoja.60
Industrializacija .62
Ribja predelovalna industrija .64
Trgovinska in industrijska zbornica za Istro v Rovinju.70
Gospodarske razstave.73
Sklepne misli.74
PO MORJU V TRST IN NAZAJ DOMOV.79
Pretovor blaga in potnikov v pristaniščih.-.79
"Pluli so tako, kot so krmarili v Trstu" - Pomorska vlada v Trstu.85
Pristojnosti Pomorske vlade .89
Delovanje Pomorske vlade in organiziranost pomorskih uradov.90
Ladjedelstvo .97
Avstrijska trgovska mornarica .108
Jadrnice .109
Tradicionalna plovila.114
5
KNJIŽNICA ANNALES MAJORA
Trgovska mornarica v številkah.118
Posadka .127
Materialno stanje pomorstva v Trstu, Kopru, Izoli in Piranu.130
Lastništvo lesenih jadrnic.137
Kriza pomorstva na jadra in uveljavljanje parnikov.140
"S paro gre hitreje" .143
Pomorski promet .148
Pristaniška dejavnost.156
Pristaniško osebje.161
Pomorskosanitetni uradi v Piranu, Kopru, Izoli in Portorožu .162
Pomorskosanitetna deputacija v Piranu.163
Delovne obveznosti pristaniških deputacij .167
Pristaniške agencije.172
Predstavništva ali ekspoziture .176
"Utripajoče luči".178
Pridobivanje pomorskih znanj.181
Zaključek.185
POVZETEK .191
RIASSUNTO.196
ABSTRACT. 201
KAZALO TABEL.207
KAZALO SLIK.209
ARHIVSKI VIRI.213
Archivio di Stato di Trieste / Državni arhiv v Trstu.213
Pokrajinski arhiv Koper .213
Pokrajinski arhiv Koper, Enota Piran.214
Pomorski muzej "Sergej Mašera" Piran .214
LITERATURA.215
IMENSKO KAZALO .224
KRAJEVNO KAZALO.229
STVARNO KAZALO.234
6 |
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| id | DE-604.BV021587579 |
| illustrated | Illustrated |
| index_date | 2024-07-02T14:43:27Z |
| indexdate | 2024-07-09T20:39:18Z |
| institution | BVB |
| isbn | 9616033492 |
| language | Slovenian |
| oai_aleph_id | oai:aleph.bib-bvb.de:BVB01-014803127 |
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| physical | 236 S. Ill. |
| publishDate | 2004 |
| publishDateSearch | 2004 |
| publishDateSort | 2004 |
| publisher | Univerza na Primorskem [u.a.] |
| record_format | marc |
| series2 | Knjižnica Annales Majora |
| spelling | Terčon, Nadja Verfasser aut Z barko v Trst pomorstvo v Piranu, Izoli in Kopru ter gospodarska vloga severozahodne Istre v odnosu do Trsta ; (1850 - 1918) Nadja Terčon Koper [u.a.] Univerza na Primorskem [u.a.] 2004 236 S. Ill. txt rdacontent n rdamedia nc rdacarrier Knjižnica Annales Majora Geschichte 1900-2000 Geschichte 1800-1900 Geschichte 1850-1918 gnd rswk-swf Geschichte Wirtschaft Navigation Trieste, Gulf of History 19th century Shipbuilding Slovenia History 19th century Shipping Slovenia History 19th century Shipping Slovenia History 20th century Seeschifffahrt (DE-588)4054184-8 gnd rswk-swf Istria (Croatia and Slovenia) Economic conditions Izola (Slovenia) History 19th century Koper (Slovenia) History 19th century Piran (Slovenia) History 19th century Istrien (DE-588)4027824-4 gnd rswk-swf Adriatisches Meer Nord (DE-588)4730861-8 gnd rswk-swf Izola (DE-588)4261827-7 gnd rswk-swf Golf von Triest (DE-588)4403518-4 gnd rswk-swf Koper Region (DE-588)4441594-1 gnd rswk-swf Istrien (DE-588)4027824-4 g Izola (DE-588)4261827-7 g Koper Region (DE-588)4441594-1 g Golf von Triest (DE-588)4403518-4 g Adriatisches Meer Nord (DE-588)4730861-8 g Seeschifffahrt (DE-588)4054184-8 s Geschichte 1850-1918 z DE-604 Digitalisierung BSB Muenchen 19 - ADAM Catalogue Enrichment application/pdf http://bvbr.bib-bvb.de:8991/F?func=service&doc_library=BVB01&local_base=BVB01&doc_number=014803127&sequence=000003&line_number=0001&func_code=DB_RECORDS&service_type=MEDIA Abstract Digitalisierung BSB Muenchen 19 - ADAM Catalogue Enrichment application/pdf http://bvbr.bib-bvb.de:8991/F?func=service&doc_library=BVB01&local_base=BVB01&doc_number=014803127&sequence=000004&line_number=0002&func_code=DB_RECORDS&service_type=MEDIA Inhaltsverzeichnis |
| spellingShingle | Terčon, Nadja Z barko v Trst pomorstvo v Piranu, Izoli in Kopru ter gospodarska vloga severozahodne Istre v odnosu do Trsta ; (1850 - 1918) Geschichte Wirtschaft Navigation Trieste, Gulf of History 19th century Shipbuilding Slovenia History 19th century Shipping Slovenia History 19th century Shipping Slovenia History 20th century Seeschifffahrt (DE-588)4054184-8 gnd |
| subject_GND | (DE-588)4054184-8 (DE-588)4027824-4 (DE-588)4730861-8 (DE-588)4261827-7 (DE-588)4403518-4 (DE-588)4441594-1 |
| title | Z barko v Trst pomorstvo v Piranu, Izoli in Kopru ter gospodarska vloga severozahodne Istre v odnosu do Trsta ; (1850 - 1918) |
| title_auth | Z barko v Trst pomorstvo v Piranu, Izoli in Kopru ter gospodarska vloga severozahodne Istre v odnosu do Trsta ; (1850 - 1918) |
| title_exact_search | Z barko v Trst pomorstvo v Piranu, Izoli in Kopru ter gospodarska vloga severozahodne Istre v odnosu do Trsta ; (1850 - 1918) |
| title_exact_search_txtP | Z barko v Trst pomorstvo v Piranu, Izoli in Kopru ter gospodarska vloga severozahodne Istre v odnosu do Trsta ; (1850 - 1918) |
| title_full | Z barko v Trst pomorstvo v Piranu, Izoli in Kopru ter gospodarska vloga severozahodne Istre v odnosu do Trsta ; (1850 - 1918) Nadja Terčon |
| title_fullStr | Z barko v Trst pomorstvo v Piranu, Izoli in Kopru ter gospodarska vloga severozahodne Istre v odnosu do Trsta ; (1850 - 1918) Nadja Terčon |
| title_full_unstemmed | Z barko v Trst pomorstvo v Piranu, Izoli in Kopru ter gospodarska vloga severozahodne Istre v odnosu do Trsta ; (1850 - 1918) Nadja Terčon |
| title_short | Z barko v Trst |
| title_sort | z barko v trst pomorstvo v piranu izoli in kopru ter gospodarska vloga severozahodne istre v odnosu do trsta 1850 1918 |
| title_sub | pomorstvo v Piranu, Izoli in Kopru ter gospodarska vloga severozahodne Istre v odnosu do Trsta ; (1850 - 1918) |
| topic | Geschichte Wirtschaft Navigation Trieste, Gulf of History 19th century Shipbuilding Slovenia History 19th century Shipping Slovenia History 19th century Shipping Slovenia History 20th century Seeschifffahrt (DE-588)4054184-8 gnd |
| topic_facet | Geschichte Wirtschaft Navigation Trieste, Gulf of History 19th century Shipbuilding Slovenia History 19th century Shipping Slovenia History 19th century Shipping Slovenia History 20th century Seeschifffahrt Istria (Croatia and Slovenia) Economic conditions Izola (Slovenia) History 19th century Koper (Slovenia) History 19th century Piran (Slovenia) History 19th century Istrien Adriatisches Meer Nord Izola Golf von Triest Koper Region |
| url | http://bvbr.bib-bvb.de:8991/F?func=service&doc_library=BVB01&local_base=BVB01&doc_number=014803127&sequence=000003&line_number=0001&func_code=DB_RECORDS&service_type=MEDIA http://bvbr.bib-bvb.de:8991/F?func=service&doc_library=BVB01&local_base=BVB01&doc_number=014803127&sequence=000004&line_number=0002&func_code=DB_RECORDS&service_type=MEDIA |
| work_keys_str_mv | AT terconnadja zbarkovtrstpomorstvovpiranuizoliinkoprutergospodarskavlogaseverozahodneistrevodnosudotrsta18501918 |