Not many know about the Austro-Hungary shipping line, AUSTRO AMERICANA, which sailed out of Trieste to the Americas.
Austro-Hungary and shipping? You may ask ... you may have heard about Vienna Walz, coffe house culture, Hotel Sacher and its famous chocolate cake, the Prater, chateau Schönbrunn, the Fiakers - the famous horse carriages and such things. But passenger shipping lines? There has been AUSTRO AMERICANA and ÖSTERREICHISCHER LLOYD, renamed in LLOYD TRIESTINO after 1918 and after purchased by EVERGREEN renamed in Italia Marittima. The actual company ÖSTERREICHISCHER LLOYD is a new formed management company situated in Austria.
by Earl of Cruise
Austro-Hungary and shipping? You may ask ... you may have heard about Vienna Walz, coffe house culture, Hotel Sacher and its famous chocolate cake, the Prater, chateau Schönbrunn, the Fiakers - the famous horse carriages and such things. But passenger shipping lines? There has been AUSTRO AMERICANA and ÖSTERREICHISCHER LLOYD, renamed in LLOYD TRIESTINO after 1918 and after purchased by EVERGREEN renamed in Italia Marittima. The actual company ÖSTERREICHISCHER LLOYD is a new formed management company situated in Austria.
by Earl of Cruise
KAISER FRANZ JOSEH I. the biggest liner of AUSTRO AMERICANA - own collextion
Parts of my family lived for a long
time in the Austro-Hungary empire, which can be qualified as a "United
Nations of the Balkan". Having
traces into Austria-Hungay, the realm of Hungary in special, it is a pleasure for me making these companies a bit
more known. At first AUSTRO AMERICANA. Austria-Hungary has a longer marine tradition than you may know. And
a certain Josef
Ludvík František Ressel invented the screw, but unfortunately could not gain
the patent for, as a Brtish engineer was quicker with. Ressel and that
particular engineer had been in mail corresponcence ... 
First working shippropeller, model in the Technische Universität Wien - Source: Wikipefia (original size)
The Dalmatian coast, for a long period within the power of Venezia later became part of the realm of Hungary, is connected to the seas since neolitic
ages and harbored shipbuilders and seamen. And these shipbuilders are still
most capable, BRODOSPLIT
is building Michael Krafft´s new sail cruise vessel, another yard is
constructing the top luxurious SCENIC ECLIPSE for its Australian owners.
The Austro-Hungary empire´s connection to the seas traces back to 1382, when the free city of Trieste, fearful of its mighty rival and neighbor Venezia, placed itself under the protection of the then land power oriented duc of Habsburg. The Habsburg foothold on the Adriatic remained very small until 1797 when the demise of the Serenissima Republica di Venezia, in the wake of the French revolutionary wars, came. The house Habsburg then ruled nearly hole nothern Italy. Italy under Napoléon´s rule after 1806 took possession of Venezia and coastal parts of Austria-Hungary. But after the congress in Vienna 1815 Austria-Hungary reestablished its power in Italy and regained Venezia, Istra and Dalmatia, and incorporatd the large Venetian navy and merchant marine.
The Austro-Hungary empire´s connection to the seas traces back to 1382, when the free city of Trieste, fearful of its mighty rival and neighbor Venezia, placed itself under the protection of the then land power oriented duc of Habsburg. The Habsburg foothold on the Adriatic remained very small until 1797 when the demise of the Serenissima Republica di Venezia, in the wake of the French revolutionary wars, came. The house Habsburg then ruled nearly hole nothern Italy. Italy under Napoléon´s rule after 1806 took possession of Venezia and coastal parts of Austria-Hungary. But after the congress in Vienna 1815 Austria-Hungary reestablished its power in Italy and regained Venezia, Istra and Dalmatia, and incorporatd the large Venetian navy and merchant marine.
The k.u.k. empire of Austria-Hungary in 1899 - own collection, copy from my history atlass
After years of neglect, as for being too complacency
about the navy, the empire was still a land oriented power in Europe, with a
minor interst in becoming a sea power, the navy got more interest. Despite out
of the Dalmatian ports, Trieste and Venezia the merchant marine did rather well.
Directives changed in 1860, when Erzherzog (Archduke) Ferdinand Max, later bribed by Napoléon III. to become the emporer of Mexico, emporer Franz Joseph´s next younger brother took charge of the naval
interests.
Erzherzog Ferdinand Maximilian - Spource: Wikipedia
Venezia lost its prime role as naval port after the
revolution of 1848 and the naval base was transfered to Trieste as well the
export across the seas. And during the Resorgimento Austria-Hungary lost its
hold over Lombardia in 1860 and later Venezia in 1866. This was the result of
French emporers Napoléon III. diplomancy. But the new kingdom of Italy joined
Prussia in the war against Austria-Hungary as it hoped to unite Triests, the
Dalmatian coast and Istria with its realm - Italia irredenta. This was in 1914
the reason for Italy to abandom the Triple Allience Treaty and join the Allies
against Germany and Austro-Hungary in WWI.
But in 1866 Rearadmiral Tegetthoff could establish in the battle of Lissa the supremancy of Austria-Hungary in the Adriatic. His ramming tactics lead to construction of rambow iron clads, and in the end to bulbous bows, by the observance by US naval engineer David Watson Taylor.
Despite another period of neglecting the navy, the navalism in Austro-Hungary became popular. And at the end of the 19th century came the final turn around, and Austro-Hungary built up a modern and respectable naval power, able to protect the growing merchand fleet and figuring the British to relocate their Mediterranean strategies.
But in 1866 Rearadmiral Tegetthoff could establish in the battle of Lissa the supremancy of Austria-Hungary in the Adriatic. His ramming tactics lead to construction of rambow iron clads, and in the end to bulbous bows, by the observance by US naval engineer David Watson Taylor.
Despite another period of neglecting the navy, the navalism in Austro-Hungary became popular. And at the end of the 19th century came the final turn around, and Austro-Hungary built up a modern and respectable naval power, able to protect the growing merchand fleet and figuring the British to relocate their Mediterranean strategies.
Coat of arms of the k.u.k. empire Austria-Hungary - Source: Wikipedia
From the first Austrian settlers in Georgia to the big emigration waves in the 19th and early 20th centuries, the method of
transportation was the ocean-going ship. The steam engine in particular, as
well as subsequent development of ever bigger ocean liners, turned out to be
quintessential enablers of European and Austrian emigration in significant
numbers.
Today these ships have become sometimes mythical and sentimental statements of a bygone era that encompasses images that range from noble ballrooms at sea, crowded quarters for the less affluent, to the tragedy of the overrated TITANIC. Many of these big liners in transatlantic service were operated by British, German, French or Dutch companies, and over the years they carried millions of European emigrants to the United States and Canada, among them many from Austria-Hungary. However, at the beginning of the 20th century, a shipping company from Austria-Hungary joined the bee-line from Europe to America and back.
Today these ships have become sometimes mythical and sentimental statements of a bygone era that encompasses images that range from noble ballrooms at sea, crowded quarters for the less affluent, to the tragedy of the overrated TITANIC. Many of these big liners in transatlantic service were operated by British, German, French or Dutch companies, and over the years they carried millions of European emigrants to the United States and Canada, among them many from Austria-Hungary. However, at the beginning of the 20th century, a shipping company from Austria-Hungary joined the bee-line from Europe to America and back.
MARTHA WASHINGTON, 1908, 8,312 GT, 1914 interned in USA, became a troop transport for the USA during WWI
Regular transatlantic service between England and the
United States began in 1840 after a mail contract was awarded to a consortium
centered on Samuel Cunard, founder of the CUNARD LINE. Their first ship, the wodden
hulled BRITANNIA, sailed from Liverpool to Boston via Halifax, Samuel Cunard’s
chosen home town. CUNARD STEAMSHIPS LIMNITED would eventually become the major
player on the Europe-America route.
In 1845, the United States Congress, unhappy with a British firm dominating the transatlantic trade and mail route, initiated state-subsidized competition, resulting in the COLLINS LINE (officially NEW YORK & LIVERPOOL UNITED STATES’ MAIL STEAMSHIP COMPANY), a rival to CUNARD in transatlantic trade, mail and passenger service. Four new ships, the wodden hulled ATLANTIC, ARCTIC, BALTIC and PACIFIC were built for the COLLINS LINE by famed naval designer George Steers. At the time those vessels were not only about twice the size of Cunard’s largest ships, had been far more luxurious, but could also run faster at speeds reaching twelve knots.
On her maiden voyage from New York to Liverpool, the ATLANTIC made the crossing in 10 days and 16 hours, half a day quicker than the previous record held by CUNARD. These ships also boasted additional, new features to increase passenger comfort, including steam-heating, running water, as well as bathroom cabins or a hairdressing saloon one for men and one for women. And to top it, the cusine onboard was made by French chefs!
Despite having ships superior to CUNARD’s in speed and comfort, the company went bankrupt in 1858 after two devasting ship losses. It was during these competitive times on the Atlantic, when European emigration to the United States began to swell. The sheer number of passengers soon presented formidable new business avenues for the ships’ operators. Service was also provided from the Netherlands (HOLLAND -AMERIKA LIJN - HOLLAND AMERICA LINE) and Germany (HAMBURG AMERIKA LINIE, which at times was the world’s largest shipping company). The bulk of transatlantic traffic was handled by those big carriers, and a large number of emigrants from the Habsburg Empire utilized their services until an Austrian player entered the transatlantic shipping game.
In 1845, the United States Congress, unhappy with a British firm dominating the transatlantic trade and mail route, initiated state-subsidized competition, resulting in the COLLINS LINE (officially NEW YORK & LIVERPOOL UNITED STATES’ MAIL STEAMSHIP COMPANY), a rival to CUNARD in transatlantic trade, mail and passenger service. Four new ships, the wodden hulled ATLANTIC, ARCTIC, BALTIC and PACIFIC were built for the COLLINS LINE by famed naval designer George Steers. At the time those vessels were not only about twice the size of Cunard’s largest ships, had been far more luxurious, but could also run faster at speeds reaching twelve knots.
On her maiden voyage from New York to Liverpool, the ATLANTIC made the crossing in 10 days and 16 hours, half a day quicker than the previous record held by CUNARD. These ships also boasted additional, new features to increase passenger comfort, including steam-heating, running water, as well as bathroom cabins or a hairdressing saloon one for men and one for women. And to top it, the cusine onboard was made by French chefs!
Despite having ships superior to CUNARD’s in speed and comfort, the company went bankrupt in 1858 after two devasting ship losses. It was during these competitive times on the Atlantic, when European emigration to the United States began to swell. The sheer number of passengers soon presented formidable new business avenues for the ships’ operators. Service was also provided from the Netherlands (HOLLAND -AMERIKA LIJN - HOLLAND AMERICA LINE) and Germany (HAMBURG AMERIKA LINIE, which at times was the world’s largest shipping company). The bulk of transatlantic traffic was handled by those big carriers, and a large number of emigrants from the Habsburg Empire utilized their services until an Austrian player entered the transatlantic shipping game.
Below postcards depicting the life on board MARTHA WASHINGTON - own collection
Even if Austro-Hungary was dominated by an agricultural economy, its industry was thriving. Especially the railroad industry was remarkable.
Promotional poster for AUSTRO AMERICANA cruises - own collectio, copy from a book
One sixth of the im- and export of Austria-Hungary was handeled after 1900 by the countries merchand navy. For the empire´s industry a far better solution than having to be dependent of Northgerman ports, or worst Italian ports.
The first four ships had been second hand tonnage from United Kingdom, with which the first crossings had been made in a six week´s schedule to Northamerica departing Trieste and embark in Mobile, Brunswick, Charleston, Wilmington und Newport News. And on demand to other Eastcoast ports. New Orleans began in 1907 (though the New Orleans service was quickly discontinued).The business developed and further four second hand vessels had been bought in 1897 and 1898.
Cosulich made arrangements with the CANADIAN PACIFIC STEAMSHIP COMPANY for service from Trieste to Canada which proved to be uneconomical and was cancelled after six voyages.
In 1901 to 1902 the World Economic Depression forced AUSTRO AMERICANA to sell some of its ships. Also 1902 William Burell left the shipping line and sold his shares to the brothers (Gebrüder) Cosulich (kroat. Kosulić). In that wake the equite capital was raized and the 14 vessels of the Cosulich fleet joined that of AUSTRO AMERICANA establishing a joint venture called VEREINIGTE ÖSTERREICHISCHE SCHIFFAHRTSGESELLSCHAFTEN der AUSTRO-AMERICANA und der GEBRÜDER COSULICH (UNIONE AUSTRIACA di NAVIGAZIONE AUSTRO-AMERICANA e FRATELLI COSULICH SOCIETÀ ANONIMA), which restarted regular passenger and freight services from Trieste to North and South America.
The first four ships had been second hand tonnage from United Kingdom, with which the first crossings had been made in a six week´s schedule to Northamerica departing Trieste and embark in Mobile, Brunswick, Charleston, Wilmington und Newport News. And on demand to other Eastcoast ports. New Orleans began in 1907 (though the New Orleans service was quickly discontinued).The business developed and further four second hand vessels had been bought in 1897 and 1898.
Cosulich made arrangements with the CANADIAN PACIFIC STEAMSHIP COMPANY for service from Trieste to Canada which proved to be uneconomical and was cancelled after six voyages.
In 1901 to 1902 the World Economic Depression forced AUSTRO AMERICANA to sell some of its ships. Also 1902 William Burell left the shipping line and sold his shares to the brothers (Gebrüder) Cosulich (kroat. Kosulić). In that wake the equite capital was raized and the 14 vessels of the Cosulich fleet joined that of AUSTRO AMERICANA establishing a joint venture called VEREINIGTE ÖSTERREICHISCHE SCHIFFAHRTSGESELLSCHAFTEN der AUSTRO-AMERICANA und der GEBRÜDER COSULICH (UNIONE AUSTRIACA di NAVIGAZIONE AUSTRO-AMERICANA e FRATELLI COSULICH SOCIETÀ ANONIMA), which restarted regular passenger and freight services from Trieste to North and South America.
Capt. Antonio F. Cosulich began shipping activities
in 1857 with the construction of the 500-ton barque FIDES in a shipyard of
Cres (Cherso) Island. The Cosulich family expanded its fleet in subsequent years,
purchasing steam ships and settling in Trieste, the then leading harbour of
the Austro-Hungary Empire, in 1889. Capt. Antonio’s son Callisto Cosulich
took over the leadership of the family and merged its activities with other
partners, and finally bought the shares of William Burell in 1902. Callisto’s
brother Alberto Cosulich also built a shipyard at Monfalcone near Trieste.
The Cosulich family originated from the island of
Lussino (today Lošinj, Croatia).
Actual FRATELLI COSULICH logo - courtsey FRATELLI COLICH
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In 1904
the company owned 19 vessels, and it was the first year of passenger transport,
as vast numbers of people from Austro-Hungary emigrated into the USA. Up to
this year this emigration from the k.u.k. double monarchy was handled by the
German companies NORDDEUTSCHER LLOYD und HAMBURG AMERIKA LINIE. This opening into
passenger trade was too an answer against a treaty of the government of Hungary
with CUNARD LINE. The AUSTRO-AMERICANA managers feared with the passenger trade, the
cargo business could successive transfer to CUNARD. It was a simple question of
surviving.
June 9th 1904 the first passenger carrying vessel, GERTY, left Trieste with 316 emigrants for New York. Depite, against the North German and English competition AUSTRO-AMERICANA could only survive with government subsidies.
June 9th 1904 the first passenger carrying vessel, GERTY, left Trieste with 316 emigrants for New York. Depite, against the North German and English competition AUSTRO-AMERICANA could only survive with government subsidies.
OCEANIA, 1907, 5,497 GT, 1918 mined off Istria and blown up to avoid capture - Source: Austiran Information
Unknown in Austro-Hungary´s
industrial and economic history, AUSTRO-AMERICANA grew exceptionally fast, from
2,172,478 kg freight and 4,224 passengers in 1904 to 10,133,490 kg freight and 101,
670 passengers in 1912.
In 1905 AUSTRO-AMERICANA bought a building in Trieste to be used as emigration hostel for 1,500 persons. In 1906 AUSTRO-AMERICANA got the right for transporting Italian emigrants from Napoli and Palermo to Northamerica. In 1907 the line opend its South America service.
While the USA was hit in 1908 by a depression, three chartered vessels of ÖSTERREICHSCHER LLLOYD had to be handed back, and several freighters went into lay up.
1910 AUSTRO-AMERICANA gained the mail contract from Austro-Hungary to North and South America. With that the line had to widen its lines to Southamrica existing since 1907 and establish a service from Trieste to Rio de Janeiro, Santos and BuenosAires.
In 1905 AUSTRO-AMERICANA bought a building in Trieste to be used as emigration hostel for 1,500 persons. In 1906 AUSTRO-AMERICANA got the right for transporting Italian emigrants from Napoli and Palermo to Northamerica. In 1907 the line opend its South America service.
While the USA was hit in 1908 by a depression, three chartered vessels of ÖSTERREICHSCHER LLLOYD had to be handed back, and several freighters went into lay up.
1910 AUSTRO-AMERICANA gained the mail contract from Austro-Hungary to North and South America. With that the line had to widen its lines to Southamrica existing since 1907 and establish a service from Trieste to Rio de Janeiro, Santos and BuenosAires.
SOFIA HOHENBURG, 1905, 5,491 GT, 1920 transferd to Italian flag and scrapped in 1929 - own collection, copy from a postcard
In 1913 AUSTRO-AMERICANA got 1,53
million Kronen subsidies, the same amount was the
revenue of 1911. ÖSTERREICHISCHER LLOYD got subsidies, for its lines, mainly in
the Mediterranean and to Asia, of 10 millionen Kronen annually. For unwanted competitions
among the two shipping companies the lines had been separating lines and
services in a special contract - today a case of Kartell building.
September 9th, 1911 KAISER FRANZ JOSEPH I. was launched at CANTIERE NAVALE TRIESTINO in Monfalcone. The ceremony was attended by the Erzherzogin (Archduchess) Maria Josepha and Kriegsmarinekommandant Admiral Graf (Count) Rudolf Montecuccoli, beside other state officials, industrials, merchands, clergs and workers.
September 9th, 1911 KAISER FRANZ JOSEPH I. was launched at CANTIERE NAVALE TRIESTINO in Monfalcone. The ceremony was attended by the Erzherzogin (Archduchess) Maria Josepha and Kriegsmarinekommandant Admiral Graf (Count) Rudolf Montecuccoli, beside other state officials, industrials, merchands, clergs and workers.
KAISER FRANZ JOSEPH I. - Source: Wikipedia
With a lenght of 145 meter, a beam of
18 meter, a draught of 7,9 meter, 12,800 hp KAISER FRANZ JOSEPH I. was the
biggest liner built in Austro-Hungary up to that day, as well the biggest
liner, and Flaggship, of the Austro-Hungary merchand marine. She
had a capacity of 1905 passengers (125 in first class, 550 in second class, and
1230 in third class) and would sail under this name until 1919. While first
class passengers were able to travel in great comfort in luxuriously appointed
cabins and salons, one can assume that conditions for the more than thousands
of men and women in third class were considerably less ritzy. In 1913, the ship
had a rather uncomfortable run-in with a whale while en route to the United
States, as THE NEW YORK TIMES reported:
“The AUSTRO-AMERICANA liner
KAISER FRANZ JOSEPH I came into port yesterday with a large number of
passengers, much cargo, and a story of a whale of great proportions which tried
to butt the bottom out of the big liner, and died in the attempt. The KAISER
FRANZ JOSEPH I was shaken to such an extent that the skipper, all of his junior
officers, half of the crew, and scores of the passengers rushed on deck in
apprehension. Not until the dead body of the giant mammal was seen floating
away to windward did the skipper and his men know what had been under them.”
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The KAISER FRANZ JOSEPH I., completed in
1912, provided service to destinations in South America, as well as to New York
City.
In 1912 AUSTRO-AMERICANA operated a total of 28 ships that are recorded by the Ellis Island Foundation with their passenger manifestos.
In 1912 AUSTRO-AMERICANA operated a total of 28 ships that are recorded by the Ellis Island Foundation with their passenger manifestos.
Smoking Room First Class of KAISER FRANZ JOSEPH I. - Source: Wikipedia
1912 construction of an even bigger liner for AUSTRO-AMERICANA,
the KAISERIN ELISABETH, started but was never completed due to complications
resulting from WW I. KAISERIN ELISABETH would have been the largest Austrian
ship ever built.
KAISERIN ELISABETH on the slip prior to WWI - Source: Wikipedia
AUSTRO-AMERICANA continued to operate successfully. In
1913, before the outbreak of WW I, the company transported 95% of goods between
Austria-Hungary and South America. The outbreak of WW I,
passenger service was suspended. 1914 marked the looming end for AUSTRO-AMERICANA
in its original form - ships were either impounded or shot at by enemy nations
or were put into service for the Austrian Navy (k.u.k. Kriegsmarine) e.g. as hospitalschip.
MARTHA WASHINGTON as US trooper - Source: Wikipedia
During WW I,
part of the fleet was lost and the shipyard destroyed. After the war, in 1918,
only ten of once 31 ships remained, and since then the home port of Trieste
came under Italian control Shortly after
the war, the Cosulich family, under the leadership of Callisto's sons, resumed
shipping activities under COSULICH SOCIETA
TRIESTINA di NAVIGAZIONE, the trade name became COSULICH LINE.
KAISER FRANZ JOSEPH I., which was renamed to PRESIDENTE WILSON in 1919 continued her service, and on May 5, 1919, she sailed from Genova to New York again, mostly carrying U.S. soldiers returning home. She was later transferred to LLOYD TRIESTINO in 1930, then she was renamed GANGE, and in 1936, she became the property of ADRIATICA LINE and was again renamed to MARCO POLO. KAISER FRANZ JOSEPH I.‘s service ultimately ended when she was scuttled by the German Kriegsmarine on May 12, 1944 in La Spezia. In 1949/50 she was refloated and scrapped.
KAISER FRANZ JOSEPH I., which was renamed to PRESIDENTE WILSON in 1919 continued her service, and on May 5, 1919, she sailed from Genova to New York again, mostly carrying U.S. soldiers returning home. She was later transferred to LLOYD TRIESTINO in 1930, then she was renamed GANGE, and in 1936, she became the property of ADRIATICA LINE and was again renamed to MARCO POLO. KAISER FRANZ JOSEPH I.‘s service ultimately ended when she was scuttled by the German Kriegsmarine on May 12, 1944 in La Spezia. In 1949/50 she was refloated and scrapped.
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Oskar,
son of Callisto Cosulich drowned July 26th 1926 in the bay of Portorose
at the attempt rescuing his son, who had accidently fallen into water.
see: Oskar Cosulich
ertrunken. Badener Zeitung, 31. Juli 1926, S. 6, left top |
The family rebuilt after WWI the MONFALCONE SHIPYARD, now part of FINCANTIERI.
Several new constructions and purchased vessels entered into services to North
and South America, notably the SATURNIA and VULCANIA (24.000 grt) and OCEANIA (19.500
grt), built in 1930.
Longitudunal cutaway of sisters SATURNIA and VULCANIA of COSULICH LINE - courtsey FRATELLI COSULICH
When the liners had been introduced, they had been the largest diesel driven vessels in the world
Other large passenger vessels, such as the BATORY and
the PILSUDSKY were built at the MONFALCONE SHIPYARD where an important plant
for aircraft construction was also set up.
In 1935, as a consequence of the Italian Government policy fighting against the depression during that period, the COSULICH LINE along with all other Italian shipping enterprises - was nationalised. A new company named ITALIA (Italia Flotte Riuniti Cosulich-Lloyd Sabaudo-NGI) was formed in 1932 by the amalgamation of Italian passenger companies and Cosulich was co-ordinated with this concern, but retained it's own management. In 1937 ITALIA was liquidated and replaced by ITALIA SOCIETA ANONIMA di NAVIGAZIONE which absorbed the COSULICH LINE. The nationalisation of the shipyard at Monfalcone followed shortly thereafter. After WW II, in 1945, the Cosulich family began restoring their shipping business.
A new company called FRATELLI COSULICH (CosulichBrothers) was established with its head office in Trieste and branch offices in Genoa, Naples and Palermo. The primary activities included freight services run by its own and chartered vessels as well as the husbanding of independent liner companies to South American, Red Sea and Mediterranean ports. The operation of passenger vessels, plying between Genoa and North and South America, the Caribbean and Australia, on behalf of HOME LINES, GDYNIA AMERICA LINE and other owners was carried out successfully from 1947 for almost two decades. Such enterprises were the foundation for the modern, progressive and diversified group which today operates in all areas of shipping and covers the globe from its Genoa headquarters.
In 1924 the first Italian commercial airline was born. FRATELLI COSULICH founded SISA-SOCIETÀ ITALIANA SERVIZI AEREI (ITALIAN COMPANY for AIR SERVICES), which in 1926 began its activity by running two flying boat airlines: line No 1 connecting Trieste, Venice, Milan and Turin; line No 2, connecting at first Trieste with Zara (now Zadar), grew in 1928 to cover also Lussino (now Mali Losinj), Ancona and Venice. Between 1929 and 1933 FRATELLI COSULICH introduced new lines connecting Trieste with Genoa and Fiume (now Rijeka). After the war, in 1947, a new SISA was born, with operational bases in Gorizia, with routes to Milan and Rome. In 1949 SISA merged into AVIO LINEE ITALIANE and ceased its activity after performing 605 flights transporting passengers and goods.
In 1935, as a consequence of the Italian Government policy fighting against the depression during that period, the COSULICH LINE along with all other Italian shipping enterprises - was nationalised. A new company named ITALIA (Italia Flotte Riuniti Cosulich-Lloyd Sabaudo-NGI) was formed in 1932 by the amalgamation of Italian passenger companies and Cosulich was co-ordinated with this concern, but retained it's own management. In 1937 ITALIA was liquidated and replaced by ITALIA SOCIETA ANONIMA di NAVIGAZIONE which absorbed the COSULICH LINE. The nationalisation of the shipyard at Monfalcone followed shortly thereafter. After WW II, in 1945, the Cosulich family began restoring their shipping business.
A new company called FRATELLI COSULICH (CosulichBrothers) was established with its head office in Trieste and branch offices in Genoa, Naples and Palermo. The primary activities included freight services run by its own and chartered vessels as well as the husbanding of independent liner companies to South American, Red Sea and Mediterranean ports. The operation of passenger vessels, plying between Genoa and North and South America, the Caribbean and Australia, on behalf of HOME LINES, GDYNIA AMERICA LINE and other owners was carried out successfully from 1947 for almost two decades. Such enterprises were the foundation for the modern, progressive and diversified group which today operates in all areas of shipping and covers the globe from its Genoa headquarters.
In 1924 the first Italian commercial airline was born. FRATELLI COSULICH founded SISA-SOCIETÀ ITALIANA SERVIZI AEREI (ITALIAN COMPANY for AIR SERVICES), which in 1926 began its activity by running two flying boat airlines: line No 1 connecting Trieste, Venice, Milan and Turin; line No 2, connecting at first Trieste with Zara (now Zadar), grew in 1928 to cover also Lussino (now Mali Losinj), Ancona and Venice. Between 1929 and 1933 FRATELLI COSULICH introduced new lines connecting Trieste with Genoa and Fiume (now Rijeka). After the war, in 1947, a new SISA was born, with operational bases in Gorizia, with routes to Milan and Rome. In 1949 SISA merged into AVIO LINEE ITALIANE and ceased its activity after performing 605 flights transporting passengers and goods.
Flyingboat of SISA - courtsey GAVS-TORINO
The era of the jet airplane eventually spelled doom for
the great ocean liners, but many aspects of the era can still be found today.
The name of AUSTRO-AMERICANA’s co-founder, Gottfried Schenker, today lives on
in SCHENKER AG, a leading shipping and logistics company and subsidiary of DEUTSCHE BAHN AG. The CUNARD LINE today is owned by CARNIVAL CORPORATION. After the
company had to stop regular service in 1970, it focused on the cruise business.
In 2004, however, CUNARD began operation of the QUEEN MARY 2, named a proper
ocean liner and the company’s first newly constructed ship in 28 years, mainly
on cruises and voyages between Southampton and New York.
The ships of AUSTRO-AMERICANA - courtsey Tamás Balogh ©
Horst Friedrich Mayer, Dieter
Winkler: „In allen Häfen war Österreich – Die Österreichisch-Ungarische
Handelsmarine.“
Edition S, Verlag der
Österreichischen Staatsdruckerei Wien, ISBN
3-7046-0079-2
Lawrence Soundhouse, The Naval Policy of Austria-Hungary, 1867-1918: Navalism, Industrial development and the politics of dualism, ISBN 13-9785-5575-3192-6
Fleetlist of AUSTRO AMERICANA in alphabetical order:
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Vessel
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Built
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Years in
Service
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Tons
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Alberta
(1)
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1900
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1905
transferred from Fratelli Cosulich, Trieste, 1917 sold to Japan renamed
Atagasan Maru.
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4,044
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Alberta
(2)
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1922
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1932
transferred to Italia Soc. Anon.
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6,131
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Alice
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1907
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1914
interned in Brazil, 1917 seized by Brazil renamed Asia, 1919 ceded to Fabre Line, France.
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6,122
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Amazzonia
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1916
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1933-1935
chartered from Lloyd Triestino.
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7,039
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Anna (1)
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1899
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1908 sold
to Harper & Co, Cardiff renamed Branksome Chine.
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2,095
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Anna (2)
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1915
|
1916 interned at New Orleans, 1921 returned to Cosulich Line, 1925
renamed Anna C, 1932 transferred to Italia, 1937 sold to Achille Lauro. renamed
Gianicola.
|
7,195
|
Anna C
|
see Anna (2)
|
||
Argentina
|
1907
|
1919
transferred to Italian flag, 1926 sold to Florio Soc. Italiana di Nav., Rome.
|
5,526
|
Atlanta
|
1908
|
1919
transferred to Italian flag, 1932 transferred to Italia Soc. di Nav.
|
4,897
|
Auguste
|
1900
|
1913 sold
to Japan renamed Nissei Maru.
|
2,709
|
Belvedere
|
1913
|
1919 transferred
to Italian flag, 1932 transferred to Italia Soc. Anon.
|
7,166
|
Canada
|
1898
|
ex-
Bulgaria, 1913 transferred from HAPAG renamed Canada, 1914 reverted to HAPAG, renamed Bulgaria.
|
10,237
|
Carla
|
1921
|
1933 sold
to Brazil renamed Piratiny.
|
5,187
|
Carolina
|
1905
|
1919
tansferred to Italian flag, 1932 transferred to Italia, scrapped.
|
4,731
|
Clara (1)
|
1903
|
1914
interned at Newport News, 1917 transferred to Polish American Nav. Co., renamed Krakow.
|
3,932
|
Clara (2)
|
1922
|
1932
transferred to Italia Soc. Anon.
|
6,131
|
Columbia
|
1908
|
1915
interned in Spain, 1919 transferred to Italian flag, 1931 sold to Greece
renamed Annoula.
|
5,465
|
Dora (1)
|
1904
|
1908 sold
to French Line renamed Caravelle.
|
2,531
|
Dora (2)
|
1922
|
1925 renamed Dora C, 1932 transferred to Italia Soc. Anon.
|
5,858
|
Dora C
|
see Dora (2)
|
||
Elda
|
1877
|
ex-
Grampus, 1907 purchased from G & J. Burns, Glasgow renamed Elda, 1909
transferred to Achaia SS Co, Patras, 1919 scrapped.
|
670
|
Eleni
|
1877
|
ex- Seal,
1907 purchased from G & J. Burns, Glasgow renamed Eleni, 1909 transferred
to Achaia SS Co, Patras, 1920 scrapped.
|
679
|
Emilia
|
1900
|
1903
transferred from Fratelli Cosulich, Trieste, 1919 transferred to Italian
flag, 1925 scrapped after grounding.
|
3,597
|
Erny (1)
|
1904
|
1912 sold
to Japan renamed Niitaka Maru.
|
2,531
|
Erny (2)
|
1914
|
1914
interned at Boston, Mass, 1917 seized by USA, 1920 sold to Polish American Nav. Co renamed Warszawa.
|
6,515
|
Eugenia
|
1906
|
1917
torpedoed and sunk by U-Boat off Ireland.
|
4,835
|
Federica
|
1899
|
1903
transferred from Fratelli Cosulich, Trieste, 1915-1919 interned in Spain,
1919 returned to Cosulich Line, 1925 sold to Malabar Shipping Co, London
renamed Carnac.
|
3,530
|
Francesca
|
1905
|
1919
transferred to Italian flag, 1926 scrapped.
|
4,946
|
Frieda (1)
|
1904
|
1905
wrecked near Tarifa, Spain.
|
2,480
|
Frieda (2)
|
1900
|
1905 transferred from Schenker, Cosulich & Co, Trieste, 1907 renamed
Hermine, 1912 sold to French Line.
|
3,799
|
Frigida
|
1887
|
ex- Star
of Victoria, 1911 purchased from Corry & Co. renamed Frigida, 1913 sold to
Argentina renamed Moinho Fluminense.
|
3,291
|
Gelida
|
1874
|
ex-
Blanes, 1912 purchased from Spain renamed Gelida, 1915 mined and sunk.
|
112
|
Georgia
|
1889
|
ex- Regina
Elena, 1904 purchased from Puglia, Bari renamed Georgia, 1907 sold to Japan
renamed Shinsei Maru.
|
2,811
|
Gerty
|
1903
|
1905
transferred from Fratelli Cosulich, Trieste, 1919 transferred to Italian
flag, 1928 sold to Anglo Maritime Shipping, London renamed City of Candia.
|
4,212
|
Gilda (1)
|
1881
|
ex-
Italia, 1907 purchased from Germany renamed Gilda, feeder ship, 1915 sank off
Salvore, Italy.
|
859
|
Gilda (2)
|
1921
|
1933 sold
to Brazil renamed Port Alegre.
|
5,187
|
Giulia (1)
|
1904
|
1905
transferred from Fratelli Cosulich, Trieste, 1919 transferred to Italian
flag, 1923 abandoned in North Atlantic and sank.
|
4,337
|
Giulia (2)
|
1925
|
1925 5921
tons, 1932 transferred to Italia Soc. Anon.
|
5,921
|
Hermine
|
see Frieda (2)
|
||
Ida (1)
|
1906
|
1915
interned in USA, 1917 seized by USA, operated by US Shipping Board, 1920 sold
to Polish American Nav. Co. renamed Pulawski, 1922
renamed Ida same owner, 1924 sold to Japan renamed Ida Maru.
|
4,730
|
Ida (2)
|
1922
|
1932
transferred to Italia Soc. Anon.
|
6,126
|
Irene
|
1905
|
1912 sold
to Japan renamed Toyen Maru.
|
3,563
|
Jenny
|
1899
|
1903
transferred from Fratelli Cosulich, Trieste, 1916 sold to Japan renamed
Tenryu Maru.
|
2,437
|
Josephine
|
1868
|
ex-
Deutscher Kaiser, 1907 purchased from Germany renamed Josephine, 1911
scrapped.
|
1,327
|
Kaiser
Franz Josef I
|
1912
|
12,567
|
|
Lacroma
|
1883
|
1905
transferred from Schenker, Coulich & Co, 1906 sold to Japam renamed Taki
Maru.
|
3,066
|
Laura (1)
|
1907
|
1914
interned at Bahia, Brazil, 1917 seized by Brazil renamed Europa, 1919 ceded
to France renamed Braga by Fabre Line.
|
6,122
|
Laura (2)
|
1923
|
1925 renamed Laura C, 1932 transferred to Italia Soc. Anon.
|
6,181
|
Laura C
|
see Laura (2).
|
||
Lodovica
|
1898
|
ex-
Laureldene, 1900 purchased from Dene SS Co, Newcastle renamed Lodovica, 1905
transferred from Fratelli Cosulich, Trieste, 1919 transferred to Italian
flag, 1929 sold to Massone & Faridone, Genoa renamed Montevideo.
|
3,468
|
Lucia (1)
|
1900
|
1905
transferred from Fratelli Cosulich, Trieste, 1913 sold to Japan renamed
Nisshu Maru.
|
2,265
|
Lucia (2)
|
1921
|
1925 renamed Lucia C, 1932 transferred to Italia Soc. Anon.
|
6,126
|
Lucia C
|
see Lucia (2)
|
||
Margherita
|
1900
|
1905
transferred from Fratelli Cosulich, Trieste, 1913 sold to Japan renamed
Nichiyo Maru.
|
3,269
|
Maria (1)
|
1901
|
1905
transferred from Fratelli Cosulich, Trieste, 1914 seized by Italian
Government, 1918 sold to C. Lemos, Chios.
|
3,090
|
Maria (2)
|
1926
|
1937
transferred to Italia Soc. Anon.
|
6,339
|
Marianne
|
1900
|
1905
transferred from Fratelli Cosulich, Trieste, 1919 transferred to Italian
flag, 1923 scrapped.
|
3,485
|
Martha
Washington
|
1908
|
1914
interned at New York, 1917 seized by USA, became troopship, 1922 returned to
Cosulich Line, 1932 transferred to Italia renamed Tel Aviv, 1934 scrapped.
|
8,312
|
Nelda
|
1921
|
1924 sold
to Veneziana renamed Marco Polo.
|
5,187
|
Oceania
|
1908
|
1918 mined
off Istria and blown up by Austrians to avoid capture.
|
5,497
|
Polonia
|
1899
|
1913
transferred from HAPAG, 1914 reverted to HAPAG.
|
11,464
|
Presidente
Wilson
|
see Kaiser Franz Josef I.
|
||
Pronta
|
1913
|
tug at
Trieste, 1937 transferred to Italia Soc. Anon.
|
182
|
Ressel
|
1874
|
ex- P.
Caland, 1897 purchased from Holland America Line renamed Ressel, 1899 sold
to Cie de Nav. Paquet, Marseille renamed
Caramanie.
|
2,540
|
San Giusto
|
1890
|
ex- Furst
Bismarck, 1919 purchased from HAPAG renamed San Giusto, 1929 scrapped.
|
8,430
|
Saturnia
|
1927
|
1932
transferred to Italia Soc. Anon.
|
23,940
|
Sofia
Hohenburg
|
1905
|
1920
transferred to Italian flag, 1929 scrapped.
|
5,491
|
Stella
d'Italia
|
1904
|
ex- Fort
Hamilton, 1926 purchased from Bermuda & West Indies SS Co renamed Stella
d'Italia. 1932 transferred to Lloyd Triestino.
|
5,530
|
Teresa (1)
|
1900
|
1905
transferred from Fratelli Cosulich, Trieste, 1914 interned in USA, 1917 taken
over by U.S. Shipping Board, retained.
|
3,769
|
Teresa (2)
|
1922
|
1932
transferred to Italia Soc. Anon.
|
6,131
|
Urania
|
1914
|
1932-1935
chartered from Lloyd Triestino.
|
7,039
|
Virginia
|
1906
|
1914
interned in USA, 1917 taken over by US Authorities, sold to Kerr Navigation
Corp, New York renamed Kerlew.
|
3,563
|
Vulcania
|
1928
|
1932
transferred to Italia Soc. Anon.
|
23,940
|
COSULICH LINE ships
Vessel
|
Built
|
Years in
Service
|
Tons
|
Conte
Grande
|
1927
|
1935
chartered from ITALIA for four round voyages.
|
25,661
|
Neptunia*
|
1932
|
1932
transferred to Italia S.A.di Nav. on completion, 1941
torpedoed and sunk by HMS UPHOLDER while trooping.
|
19,475
|
Oceania*
|
1933
|
ordered
for Cosulich but never sailed for them, went directly to Italia S.A.di Nav., 1941 torpedoed and sunk by
HMS UPHOLDER while trooping.
|
19,507
|
Roma
|
1926
|
1935
chartered from ITALIA for two round voyages.
|
32,583
|
*South
America service only.
|
Source: The Shiplist
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