The city's harbour, conveniently situated for shore and maritime communication, made the city a strategic centre for trade. Already in the 9th century, Dubrovnik was a fortified city with a harbour and renowned merchant marine and which, according to the Byzantine Tsar Constantine Porfirogenet, could withstand a fifteen month Saracen sea siege in 866 and somewhat later engage its fleet in the Byzantine siege of Bari.
The Crusade Wars accelerated trade in the Christian majority regions by an overwhelming thoroughfare of people and goods from the West and East, bearing delicacies such as spices, pepper and silk. This not only brought about the revival of goods-monetary economy and development of Mediterranean cities in the 12th and 13th centuries (especially Venice and Genoa), but also Dalmatian cities. Geographically ideally positioned, Dubrovnik prudently mediated between the hinterland, Adriatic and Mediterranean markets; while sealing its maritime trade activities by several advantageous agreements.
The Dubrovnik Statute was compiled in 1272 while the Customs Statute in 1277. Title VII of the Statute, Chapter 67 is entirely devoted to the codification of maritime law and customs - ship maintenance and equipment, tonnage, sea routes, crew member ratings, their rights and obligations, general averages and underwriting, sea rescue, ship's arsenal, maritime trade agreements and similar.
In Dubrovnik's rise to the status of an independent republic and flourishing maritime city; Dubrovnik citizens were mindful in presuming on each and every contemporary opportunity. The Zadar Peace Treaty in 1358 freed Dubrovnik from Venetian dominance. This did not last long with other Dalmatian cities (Dalmatia and its islands came under Venetian rule in 1420). The citizens of Dubrovnik then concentrated on developing shipbuilding at home; taking precautions in foreign capital influence. In 1525, a state shipyard was built in Gruž.
By investing in shipbuilding, Dubrovnik laid the foundation for creating a strong merchant marine which, in the 14th century, counted 120 ships navigating out of Adriatic territorial waters thereby trade competing with Venice and Ancona.
The Dubrovnik Republic had exceptionally organised naval offices and statutory regulations. The oldest preserved contract on maritime insurance dates back to 1395; while the oldest in the world was found in 1568. Property-rights issues were settled on the basis of registered shipwrecks. The contract on seafaring, dating 1468, has also been preserved.
In the 16th century, Dubrovnik was firmly established as a sovereign and independent community whose official title was the Republic of Dubrovnik.
When the glitter of the Venetian Republic began to fade, following exhausting wars with the Turks, and the Mediterranean still very significant in the international emporium (weakening in the 17th century); Dubrovnik then stood in the limelight. In the second half of the 16th century, the merchant fleet of the Dubrovnik Republic comprised a remarkable number of 170 to 200 ships for Adriatic and ocean sailing totalling 25.000 carros. Capital investing in the merchant fleet induced longer and more dangerous journeys. Dubrovnik residents become world renowned traders in their merchant trading. The immense cash flow induced great profit to the state and individuals. The Dubrovnik merchant fleet traded throughout Mediterranean, Black Sea and North Africa, expanding trade as far north as Flanders (Anvers), Germany (Hamburg) and England (London, Portsmouth). They also sailed to Goa in India and founded their own trade colony.
While in the 14th and 15th centuries having built small and medium sized ships up to 400 carros; in the 16th century larger ships were build such as the caracca, nava and galleon of 1.000 carros. The value of a ship was divided into 24 shares (carats), most often with several owners, due to risky, time-consuming and dangerous journeys.
Ragusans became famous for their shipbuilding perfection. "Among the experts and masters for galleons the most numerous, and probably the most skilful in the Mediterranean are Ragusans…" writes Bartolomeo Crescentio (Nautica Mediteranea, Venice 1604); while Pantero Pantera records: "the most highly esteemed craftsmen for building navas and galleons are those from Ragusa, Portugal and England…" (L' Armata navale, Venice 1614).
A larger galleon usually had three masts and was well armed with heavy and light artillery. The crew numbered 10 to 75 and the captain was imperatively a Ragusan citizen.
The English by far remember the large and solid merchant ships - galleons and carracas
(Dubrovnik argosy at the port of Lopud in 1513.)
transporting large quantities of English wool called argosy. This term is derived from the Italian name for Dubrovnik - Ragusa, namely, the Dubrovnik - aragusa, aragosa, argosy. These denominations were soon accepted to signify large merchant ships; also referred to in Shakespeare's plays the "Taming of the Shrew" and the "Merchant of Venice". These Dubrovnik galleons were leased for Spanish war escapades.
(Admiral A.V. Ohmučević - 1772.-1758.)
Dubrovnik, in their aim to protect and expand maritime trade and interests abroad, established closeknit and well organised consular services. A large number of consulates in the Dubrovnik Republic were opened during the 16th and 18th centuries while the Republic's maritime trade was booming. However, in the 17th century, the Republic was obliged to temporarily close several consulates when the economic and political crisis set in. Consular duties covered state administrative business and protecting the interests of Dubrovnik seafarers.
Stjepan Gradić and Ruđer Bošković, Dubrovnik scientists, greatly contributed to the exact fields of mathematics, physics and astronomy in seafaring and their exceptional works echoed throughout Europe.
In the second half of the 18th century, the revival of Dubrovnik's merchant fleet flourished within the status of warships sailing under neutral flag. Such medium and smaller sized ships grew in numbers and their tonnage reached the status of a pollacca, brigantine, chechia, pinco, pielago.
Napoleon abolished the Dubrovnik Republic in 1808 and Dubrovnik, in 1815, came under Austrian rule within the Dalmatian Province. In these new circumstances, Dubrovnik seafaring during the second half of the 19th century, especially ocean-going sailing ships, once again flourished through two modern and successful shareholding associations established in Dubrovnik and Orebić.
However, the prosperity of these ocean-going sailing ships was short-lived and steam powered vessels took over sea trading routes.
Dubrovnik's prominent citizens and traders organised a steamship company and, in 1880, purchased the first passenger-cargo steamship "Dubrovnik"; Dubrovnik's prominent citizens and traders organised a steamship company and, in 1880, purchased the first passenger-cargo steamship "Dubrovnik";
(S/S "Dubrovnik") thereafter founding several successful shareholding companies. Up until World War I, these companies owned 38 steamers built with domestic capital in English shipyards. Prosperous steamship development with significant capital maintains its status during the two World Wars. Several shareholding companies unite and fuse under the name of Dubrovačka Parabrodarska Plovidba while in 1938 changes its name to Dubrovačka Plovidba announcing their intention in purchasing motor vessels.
This prestigious maritime tradition set the foundation of today's Atlantska Plovidba. |
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