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Tirrenia of Navigation
Company typePublic
IndustryTransportation
FoundedDecember 18, 1936; 88 years ago (1936-12-18) [1] in Naples, Italy.
Defunct2012 (2012)
FateState-controlled company until 2012, when it was privatized, transferred to the new Tirrenia - Compagnia Italiana di Navigazione.
Headquarters
Naples
,
Italy
ServicesMaritime transportation
Revenue319 million euros[2] (2009)
 (9.64 million euros[2] (2009))
Number of employees
 (1 639[2] (2009))
Websitehttps://www.tirrenia.it/

Tirrenia di Navigazione or Tirrenia of Navigations, was an Italian state-owned shipping company.

It was established in 1936 as part of a program of reorganization and rationalization of Italian state-subsidized maritime services, with capital majority subscribed by the state-owned Finmare.[1] The company, which merged the fleets of the liquidated Tirrenia Flotte Riunite Florio - CITRA, Società Adria di Navigazione, and Società Sarda di Navigazione (a total of 53 ships), was assigned cargo and passenger connections in the Tyrrhenian Sea, the western Mediterranean and to Northern Europe.[1]

The almost destruction of the fleet during World War II forced a difficult job of restoring the connections, especially to the Italian islands, which also saw the recovery of several vessels sunk during the conflict. In the 1960s and 1970s, following the mass deployment of motorized vehicles, the fleet was substantially renewed by eliminating scheduled cargo and passenger vessels in favor of ro-ro ships.[3]

Remaining the last state-owned Finmare company following the privatization of Lloyd Triestino and Italia di Navigazione in 1998 and the merger of Adriatica di Navigazione into Tirrenia itself in 2004, it was acquired by Compagnia Italiana di Navigazione on July 19, 2012, following a troubled privatization process that began in 2008.

History

[edit]
The Palazzo Caravita di Sirignano in Naples, the historic headquarters of Tirrenia

1930s and 1940s

[edit]
The steamship Argentina at La Maddalena in the 1950s. The Argentina was among the company's few ships not sunk during World War II.

With Royal Decree-Laws Nos. 2081 and 2082, on Dec. 7, 1936, the Italian government implemented a reorganization of the shipping lines, which was defined as being of “preeminent national interest.” They were divided into four sectors, each assigned for 20 years from January 1, 1937, to a specially established shipping company.[1][4] The deadline for the pre-existing conventions was moved to December 31, 1936; the companies that performed the convention services were put into liquidation and their fleets merged with those of the new companies.[1][4] The resulting arrangement was as follows:[1]

  • The freight and passenger lines to the Americas were assigned to the Italia Società Anonima di Navigazione.
  • Freight and passenger lines to Africa beyond the Suez Canal and Gibraltar, Asia, and Australia were assigned to the Lloyd Triestino Società Anonima di Navigazione.
  • The cargo and passenger lines of the Tyrrhenian Sea, for Libya, the Western Mediterranean, the so-called “Periplo Italico” and Northern Europe were assigned to Tirrenia Società Anonima di Navigazione
  • The Adriatic and Eastern Mediterranean freight and passenger lines were assigned to the Adriatica Società Anonima di Navigazione.

All four companies were to be majority-owned by Finmare, a specially formed IRI company.[1][4][5]

Tirrenia Società Anonima di Navigazione was officially incorporated on December 17, 1936, in Naples, with a share capital of 150 million liras[1][5][note 1] Alessandro Ciano was appointed president[6] In early 1937 Tirrenia was assigned 53 vessels from the fleets of the liquidated Tirrenia Flotte Riunite Florio - CITRA (30 vessels), Società Adria di Navigazione (17 vessels) and Società Sarda di Navigazione (6 vessels);[1] in addition to these, two steamships, Praga and Aventino,[6] were purchased from Lloyd Triestino during 1937. On November 15, 1937, the former Adria unit named Boccaccio sank after an explosion, resulting in one death among the crew;[7] Tirrenia replaced it with the steamer Makala, purchased from Compagnie Africaine de Navigation and renamed Giovanni Boccaccio.[8] In 1938 four of the company's motor ships (City of Savona, City of Bastia, City of Naples, and Olbia) were part of the convoy of 15 ships that transported Italian settlers to Libya.[9]

The list of routes assigned to Tirrenia in 1936 was updated in 1938 and then again by Law No. 1002 of June 10, 1939, by which it was established that subsidies to the company would amount to 86 million liras annually, to be reduced to 83 million from January 1, 1941.[4][6] In 1939, the Tirrenia, taking advantage of the incentives for new construction granted by the 1938 Benni Law, ordered a series of eleven freight motor vessels (the Foscolo class) to replace the now obsolete steamships inherited from the Adria and in service on the lines to Northern Europe.[6]

Following Italy's entry into World War II in June 1940, the number of routes served was drastically reduced, while the faster and more modern ships were converted into auxiliary cruisers or used to transport troops and cargo..[10] Only the Civitavecchia - Newfoundland (Olbia), Genoa - Livorno - Portoferraio - La Maddalena - Cagliari - Palermo, and Genoa - Livorno - Porto Torres lines remained active initially, in addition to local Sardinian connections.[10] As the war progressed, Tirrenia lost more than 50 vessels, almost its entire fleet, and consequently suspended most of its routes; in 1943, before the Cassibile armistice, connections to and from Sardinia were effectively discontinued.[10] After September 8, the motors Città di Alessandria and the steamer Argentina, the only unharmed units in Tirrenia's hands at that time besides the small steamers Gallura, Capo Sandalo, Gennargentu, and the motors Carloforte, were requisitioned by the Allies.[11][12]

The first resumption of services to Sardinia occurred in December 1944, when a fortnightly connection between Naples and Cagliari was activated with the steamer Abbazia, chartered by Adriatica.[11][13][14] In April 1945 the line was extended to Palermo, reactivating the connections with Sicily, thanks to the entry into service of the steamer Campidoglio, also chartered by Adriatica, while in June the Civitavecchia-Olbia connection was reopened with the old freight steamer Langano (built-in 1894 and chartered by Costa);[13][14] the latter unit was later replaced by the motor ship Patriota (chartered by Italia di Navigazione).[13] In August passenger service was also restored on the latter line using the motors Lazzaro Mocenigo, with accommodations for 260 people.[11][13] The capacity of the Mocenigo soon proved insufficient and the steamers Abbazia and Campidoglio were used instead, while the Naples-Cagliari-Palermo connection was provided by the steamer Toscana, chartered by Oriens.[13] In April 1945, the management of the company was entrusted to a government commissioner, whose term of office ended, and in January 1946, lawyer Umberto Ricciuti was appointed president.[11]

In the immediate aftermath of the war, Tirrenia continued the activity of restoring the connections interrupted by the conflict. To this end, the units gradually released by the Allies (the motor ships City of Alexandria, City of Tunis, and the steamer Argentina) were put back into service, and the construction of the Giosuè Borsi, which had remained unfinished during the war, was completed. It also became necessary to salvage units sunk during the conflict and return them to seaworthiness: these operations were carried out between 1946 and 1947 for the steamships Ichnusa and Limbara and the motor ships Rossini, Città di Marsala, Alfredo Oriani and Verdi; the latter were renamed Città di Messina, Città di Trapani, Cagliari and Celio, respectively, after repairs.[11][15] In 1947, under the Ship Sales Act of the United States of America, Tirrenia was able to take advantage of three Liberty-class cargo steamers, renamed Napoli (formerly Otto Mears), Firenze (formerly George T. Angel) and Milano (formerly M. Michael Edelstein), which were destined to transport coal from the United States to Italy;[16] these were joined by another smaller cargo steamer, the Marechiaro (formerly Charles Hull).[11]

In July 1948, the Lazzaro Mocenigo and the Ipparco Baccich, hitherto chartered by the Fiumana Company, were finally purchased, renamed Civitavecchia and Olbia, and employed on the Genoa-Olbia and Genoa-Porto Torres routes;[11][17][18] the second line was later reinforced with a second ship, the steamer Torres.[18] The last ship to be salvaged was the City of Savona, sunk in February 1944 and salvaged by the Greek government, which rejoined the fleet in November 1949 under the name City of Livorno.[11][17] Also in 1949, the service of the Periplo Italico was restored, using three chartered vessels for the purpose (the steamer Maria Carla and the motor ships Francesca and Anna Maria, the latter purchased and renamed the City of Syracuse and City of Catania in 1953).[19]

1950s

[edit]

In 1950 work continued to restore prewar services. The Civitavecchia - Cagliari connection was reopened, initially employing the motorship Celio (formerly Verdi), and the connections with Northern Europe, to which the two steamships Valgardena and Valtellina, chartered by Vivaldi & Giacobini and Ligure-Veneta di Navigazione, were assigned.[20] At the end of the year, the Tirrenia had a fleet of 21 ships, with a total tonnage of 61,038 gross tons; 2,953 voyages had been made, carrying a total of 604,184 passengers and 242,486 tons of cargo.[21] However, the ships in service were very uneven in age and characteristics, and there was a lack of units with sufficient capacity and speed to satisfactorily perform postal services.[21] Noting the inadequacy of the vessels in service in the face of the gradual increase in demand for transportation, five twin motor vessels were ordered from the Castellammare di Stabia and Palermo shipyards in April, taking advantage of the benefits granted for new shipbuilding by the so-called “Saragat Law” of 1949.[20] The five ships, capable of carrying 560 passengers each, were christened with the names of the Central-South regions (Sicily, Calabria, Sardinia, Lazio, and Campania Felix) and entered service between 1952 and 1953, being destined for the Naples - Palermo, Naples - Palermo - Tunis, Naples - Cagliari and Civitavecchia - Olbia lines.[22][23] Also in 1952, the City of Tunis, which had undergone extensive refurbishment in the previous year (the main engines and generators were replaced, and the passenger and crew quarters were completely redone), re-entered service on the Naples - Palermo line.[20]

Between 1954 and 1955 Liberty-class vessels, which had already been chartered to Lloyd Triestino in previous years, were sold to private shipowners.[16] The previous year the Olbia (formerly Lazzaro Mocenigo) had been sold, while from 1955 the Civitavecchia was chartered to other shipowners;[24] their places on the Genoa-Olbia-Porto Torres and Livorno-Bastia-Porto Torres lines were taken by the City of Livorno and the City of Alexandria, respectively.[25][26]

Despite the coming online of the Regione class vessels and the consequent reorganization of services, the growing demand for transportation to and from Sardinia made it necessary for other newly built vessels to enter service. Thanks to the facilities provided by the “Tambroni Law” of 1954, the following year Tirrenia ordered three ships, two twins to be destined for the Civitavecchia - Olbia line and one, smaller, designed for the Genoa - Porto Torres.[27] The three ships, christened Arborea, Caralis, and Torres, entered service on their respective routes in 1957.[20]

Meanwhile, the 1937 agreement, which was to expire on December 31, 1956, was extended, initially until June 30, 1957, and later until June 30, 1962.[28]

On December 4, 1957, the City of Trapani, engaged on a link between Genoa, Cagliari, Palermo, and Tunis that had been opened a few months earlier, ran aground off the port of Trapani.[20] Four Tirrenia seamen and two embarked on the tug Pirano, engaged in the rescue, lost their lives in the accident; the ship, after lengthy salvage attempts, was declared lost in February 1958, making it the only unit lost by the company in the postwar period.[20] To replace the wrecked unit, the motors Filippo Grimani was chartered and then, in January 1958, purchased by Adriatica, renamed the City of Tripoli, and placed on the Livorno - Olbia - Porto Torres link.[20]

1960s

[edit]

The early 1960s saw a continuation of the strengthening of connections with Sardinia, whose tourist development was in its infancy.[29] In 1960 the old steamer Argentina was sold for demolition and the Egyptian turboship Nefertiti was purchased, which was renamed Olbia and destined, starting the following year, to join the Torres on the Genoa-Porto Torres line, the frequency of which was increased to six runs per week.[25][30] Then in 1962 the two sister ships of the Città class, Città di Napoli and Città di Nuoro, entered service on the Civitavecchia - Olbia.[31]

Also in 1962, the steamship Belluno was purchased by Adriatica, which was assigned to the freight line of the Periplo Italico, with terminus stops in Trieste and Genoa, together with the steamship Marechiaro (initially a sister ship of the Belluno, before the latter was modified) and the motors Città di Catania.[31]

In 1962 the convention with the Italian state was finally renewed, as mentioned expired on December 31, 1956, and extended thereafter for six months and then five years.[28] The new convention, established by Law No. 600 of June 2, 1962, was ratified only in January 1965;[32] it again lasted for twenty years and confirmed the lines already provided by the previous one, but changed the subsidy system: whereas previously the state had committed itself to replenishing the balance sheet of Tirrenia and the other Finmare companies every year, guaranteeing a profit equal to at least 4 percent of the share capital,[33] from 1962 the subsidy had a fixed amount, which would be reviewed every two years.[28][31][32] In January 1963, lawyer Bernardo Giannuzzi Savelli was appointed president of the company, who was succeeded, after his death the following year, by Dr. Salvatore Stara; general manager, since 1956, was Commander Giuseppe Pirandello.[20][31][34]

Put into service in the previous decade ten new passenger vessels intended for connections with the major islands and North Africa, in 1964 four small ferries were ordered from Navalmeccanica of Naples to operate local Sardinian connections, on which were in service outdated steamers built in the pre-war period (Capo Sandalo, Gallura and Luigi Rizzo).[34] The four ferries (La Maddalena, Teulada, Arbatax, and Bonifacio) entered service in 1966, being placed on the Palau - La Maddalena, La Maddalena - Santa Teresa Gallura - Bonifacio, Carloforte - Calasetta and Carloforte - Portovesme connections.[34]

The rapid process of motorization that took place in Italy caused a rapid growth in demand for vehicle transport by ship, to which Tirrenia initially responded in a very limited way. In the winter of 1963, the Adriatica's ferry Appia was chartered to make trial runs between Genoa and Porto Torres, an operation repeated in later years, while in 1965, conversion work was carried out on the City of Alexandria, which obtained accessible garages with side doors.[34] Beginning in 1965, the private companies Società Navi Traghetto and Società Traghetti Sardi put into service on the routes to Sicily and Sardinia five modern ro-ro ferries, which from the moment they entered service gained considerable traffic shares at the expense of the Tirrenia; the ships of the private shipowners were joined by the Ferrovie dello Stato ferries in service between Civitavecchia and Golfo Aranci, whose garages could also carry cars and trucks in addition to railroad cars.[34][35] During the same period, connections to North Africa also saw a decline in the number of passengers carried, due to competition from air services.[34]

The state-owned company reacted by commissioning Italcantieri of Trieste to undertake a project to convert the Regione-class units into ro-ro ferries, which was implemented for four of the five ships in the class between 1967 and 1969.[36] The converted units were gradually put into service on the Naples - Palermo - Tunis, Naples - Cagliari - Civitavecchia, and Naples - Catania - Syracuse - Malta - Tripoli lines, while the other lines remained the preserve of conventional units.[37] This plan also proved insufficient, and in March 1968 six ro-ro passenger ferries, the Poeta class, of much larger size and capacity than the converted Regione class were ordered from Italcantieri. In September 1969 Commander Emanuele Cossetto was appointed chief executive officer and general manager.

1970s

[edit]

In 1970, Tirrenia ships participated in the repatriation operations of some 20,000 Italians from Libya, following the decree of confiscation of their property issued by Muʿammar Gaddafi.[38] Stefano Pugliese was appointed president of the company, replaced the following year by lawyer Pasquale Schiano.[38]

The early 1970s saw a profound renewal of the fleet. On July 8, 1970, the Boccaccio, the first ship of the Poeta class,[39] entered service on the Genoa - Porto Torres, followed in the following months by the sister ships Carducci, Pascoli, Leopardi, Petrarch, and Manzoni.[40] The Poeta-class ships enabled Tirrenia to reverse the trend of previous years and regain market share at the expense of competitors, particularly the associated companies Società Navi Traghetto and Società Traghetti Sardi.[38][40][41] In addition to the Poeta-class vessels, a seventh ro-ro passenger ship, the ferry La Valletta, was acquired, intended for connections with Malta.[38]

The entry into service of these new units and the evolution of maritime traffic led to the decommissioning of several traditional freight and passenger units in 1970-1972.[42] In 1970 the City of Tunis and the City of Livorno were stopped and sold for scrapping, while in March of the following year, the freight line Genoa-East coast of Sardinia-Sicily-Pantelleria was discontinued and the steamers Ichnusa and Campidano in service on it were sold for scrapping.[38][42] Also in 1971, the motor ships City of Alexandria and City of Tripoli, the steamers Marechiaro and Belluno, and the turboship Olbia were decommissioned and sold for scrapping.[38] Also laid up was the Caralis, which was later sold in 1973[38] In 1972 the connections with France and Spain were merged with the Periplo Italico and the motorships Celio and Città di Messina laid up and scrapped,[38] while the Campania Felix was laid up in September.[38] The following year the freight lines of the Periplo Italico and those to France and Spain were replaced by a new link Trieste - Bari - Catania - Naples - Genoa - Marseille - Barcelona - Algiers, on which the chartered ro-ro freighters Canguro Giallo and Canguro Biondo, renamed Staffetta Adriatica and Staffetta Tirrenica and later purchased, were put into service.[38] The motor ships Città di Catania and Città di Siracusa were then scrapped.

With Law No. 684 of December 20, 1974, the Italian government carried out a reorganization of the services carried out by the Finmare companies, proceeding to a divestment from international passenger lines and promoting a more market-appropriate management of the group's companies.[43] The validity of the conventions stipulated in 1962 ceased on December 31, 1974, and the Ministry of the Merchant Navy was given the possibility of stipulating new ones, of annual duration and renewable for a maximum of five years, beginning in January 1975.[44] The same law also provided for a strengthening of connections with the major islands, which were the responsibility of Tirrenia, and this was made concrete in March 1975 with a plan that included the construction of eight passenger ferries and three cargo vessels, ordered from Italcantieri on December 24, 1975.[45] To speed up their entry into service, it was decided to have two of the new passenger units built on the same design as the Poeta class, while the other six would be built from scratch.[45] The process of decommissioning the conventional units also continued; the Arborea was stopped in 1974 and, in parallel with the construction of the new units mentioned above, it was planned to stop the motor ships Città di Nuoro, Città di Napoli, and Torres.[38] As of May 1975, the line to Northern Europe was assigned to Adriatica, which chartered the ships employed on it (Cagliari, Giosuè Borsi, and Vallisarco).[45]

In 1975, local services were also reorganized: by Law 169 of May 19, 1975, it was decided to establish three companies dedicated to them, Toremar, Caremar, and Siremar, based in Livorno, Naples, and Palermo, respectively.[45] As of January 1, 1976, the three companies, in which Tirrenia had a minimum 51 percent share, were assigned, respectively, connections with the islands of the Tuscan archipelago, the Campania archipelago, and the Ponziane islands, and connections with the Aeolian, Egadi, Pelagie, Ustica, and Pantelleria islands.[45]

Between 1976 and 1978, pending the gradual entry into service of the units ordered from Italcantieri, the ferries Canguro Bianco and Canguro Verde were chartered from Linee Canguro S.p.A, Espresso Venezia and Espresso Ravenna from Adriatica, all destined to reinforce connections with Sardinia, including the new lines Genoa-Olbia-Arbatax and Genoa-Cagliari.[46][47] The first two ships were returned to the owning company in 1978, while the others continued to be part of the Tirrenia fleet thereafter.[46] During the same period, a renewal of the Sardinian regional fleet was put in place through the purchase of the small ferries Carloforte and Limbara while the ferry La Valletta, deemed unsuitable for connections to Malta, was sold to Siremar and replaced with a German-built unit, the Malta Express.[45]

In 1978 the first two ferries ordered in December 1975 entered service, the Poeta Deledda and Verga class units, which were destined for the Civitavecchia - Olbia link to replace the two City class vessels.[45] In 1979 the Domiziana and Emilia, the first units of the new Strade Romane class, and the three Staffetta class freight units (Staffetta Mediterranea, Staffetta Ligure, and Staffetta Jonica), capable of carrying 117 semi-trailers, entered service.[45] The former was introduced on the Genoa - Porto Torres link, while the three freight units were placed alongside the Staffetta Tirrenica and the Staffetta Adriatica on the lines to North Africa, with terminus in Trieste, Genoa, and Tripoli.[45]

1980s

[edit]
The Domitian in Genoa in 2010

Between 1980 and 1981, with the entry into service of the four remaining units of the Strade Romane class (Aurelia, Clodia, Nomentana, and Flaminia), the fleet renewal plan established in 1975 was completed.[48] The low fares and the increase in Tirrenia's offer led to a substantial withdrawal by private shipowners in the connections to Sardinia, which were considered no longer economically viable.[note 2] The entry into service of these new ferries also led to the gradual decommissioning of the remaining Regione-class vessels and traditional passenger ships, which were relegated to the role of reinforcement during the summer months; these vessels were also used, between November 1980 and February 1982, as temporary accommodation for those displaced by the 1980 Irpinia earthquake.[48] In 1984, Dr. Franco Pecorini was appointed managing director and general manager.[48]

In the following years, the fleet structure remained stable, with only a few changes: in 1984 the Sardinia was sold for scrap, leaving only two Region-class vessels still in service for Tirrenia, while in December 1985 the City-class vessels, deployed the year before to open an ephemeral Civitavecchia-Cagliari-Sant'Antioco line, were used to accommodate the people of Naples displaced by the explosion of the Agip depot.[48]

In January and February 1986, two more ferries were taken over for local Sardinian connections, the Isola di Caprera and the Ichnusa.[48] In December of that year, the government issued new regulations for the restructuring of the public fleet, by which the system of subsidizing the lines operated by Tirrenia was again modified and the establishment of a company dedicated to the performance of local Sardinian services was established.[48][49] Saremar, founded in April 1987, actually became operational on January 1, 1988, taking charge of the ships dedicated to connections with the minor Sardinian islands.[49]

Then, starting in 1986, a fleet upgrade program was initiated to meet the ever-increasing demand for passenger transport to Sardinia. Between 1986 and 1987 the Strade Romane class units underwent a major refurbishment, which involved the addition of a new 12-meter-long cylindrical body amidships and an additional deck designed to contain passenger accommodations.[50] Then, between 1987 and 1988, the conversion into passenger ferries was carried out of six ro-ro cargo vessels, three of the Staffetta Mediterranea class and three acquired in 1987 from Lloyd Triestino (Apulia, Torre del Greco, and Adria).[48] The former, renamed Arborea, Caralis, and Torres went to form the Sociale class, while the others, renamed Capo Spartivento, Capo Sandalo, and Capo Carbonara, formed the Capo class. The Staffetta Adriatica and Staffetta Tirrenica remained used for freight services, which were joined by the Campania (formerly Julia), purchased in December 1986 from Lloyd Triestino, and the three sister units Sardinia, Calabria and Sicily, purchased from the Adriatica.[48]

The entry into service of these new units entailed the alienation of the last two Region-class units and the two City-class units, which were all sold for scrapping in 1988.[48] Finally, the ferry Malta Express was sold to Nav.Ar.Ma.[48]

1990s

[edit]
Aurelia in Genoa in 2011, after transformations

Between 1990 and 1992, major conversions were carried out on several of the company's ferries, to increase their passenger capacity[51] In particular, the Leopardi obtained new car decks, while the other Poeta class first series ships (Boccaccio, Carducci, Manzoni, Pascoli, and Petrarch) were raised by three decks and fitted with counter-bridges.[52] Similar operations were carried out on three units of the Strade Romane class (Aurelia, Clodia, and Nomentana), which returned to the shipyard for the addition of two more decks and counter purlines, being named Strade Romane Trasformate. These interventions, while greatly increasing the passenger accommodations of the units involved, resulted in a heavy aesthetic impact on the ships (especially on the Poet class ships) and a reduction in their speed.[52][53][54]

The following years were marked by the introduction of a new generation of ferries, designed to drastically reduce the time in passenger connections to Sardinia.[51][55] In July 1993 the first unit of this type, the Aquastrada-class ferry TMV 101 Guizzo, built at Cantieri Navali Rodriquez in Messina, entered service.[56] The Guizzo had a single hull and could carry 450 passengers and 120 cars, achieving more than twice the speed of the other ferries in the fleet (40 knots) thanks to a propulsion system consisting of a gas turbine and two fast Diesel engines.[55][56] The Guizzo was put into service on the Civitavecchia - Olbia link, halving the journey time to three and a half hours.[55] The following year, the Guizzo was joined by her twin sister Scatto; the two units were later destined for the new Fiumicino - Golfo Aranci and La Spezia - Golfo Aranci links.[56]

The superfast ferry Scorpio in the port of Naples, 2005

Three ro-ro cargo ferries, Toscana, Lazio, and Puglia, also entered the fleet between 1994 and 1995, the latter two being part of the Viamare class being sister units of those used by the company of the same name. On March 14, 1996, the Caralis ran aground on Serpentara Island while sailing between Cagliari and Civitavecchia; the ship suffered hull damage, but there were no casualties or serious injuries.[51][57]

The second half of the 1990s saw a profound renewal of Tirrenia's fleet and corporate structure. Two modern ro-ro passenger ferries, Vincenzo Florio and Raffaele Rubattino, were ordered from the Ferrari shipyards in La Spezia, destined for the Naples - Palermo route; it was also decided to continue along the path of superfast ferries, commissioning Fincantieri in Riva Trigoso to build four Jupiter MDV 3000-class single-hull vessels, capable of carrying 1,800 passengers and 460 cars at a speed of over 40 knots.[58] The four high-speed vessels entered service on routes to Sardinia between 1998 and 1999; the two conventional ferries were instead delivered in 1999 and 2001, with some delays due to the bankruptcy of the shipbuilder. The reorganization of the fleet led to the decommissioning and sale of all the Poeta-class units (Leopardi in 1994, Deledda in 1995, Verga in 1996, and the others in 1999) and the traditional ferries Capo Carbonara and Capo Sandalo.[51]

From a corporate point of view, in September 1998 the Finmare reorganization plan was approved, with the privatization of Lloyd Triestino and Italia di Navigazione and the transfer of Tirrenia to the direct control of IRI.[59] Tirrenia itself assumed the role of the parent company of the state-owned companies engaged in cabotage, taking full control in the early months of the following year.[59] In addition to Tirrenia di Navigazione itself, the group included Adriatica di Navigazione and the regional companies Siremar, Saremar, Toremar, and Caremar, ranking third in Europe in terms of transport figures (13,900,000 passengers and 2,664,000 cars per year) and first in terms of numerical size of the fleet (92 ships).[60] Among the objectives of the business plan approved in March 1999 was also to guide the group to eventual privatization, when the conventions with the state expire on December 31, 2008.[60]

2000s

[edit]
The ferry ship Sharden in the port of Olbia, 2007

The early 2000s was marked by a rationalization of the fleet, consistent with the business plan summarized above. In 2001, the Bithia, a ferry of modern design capable of carrying 2 700 passengers and 900 cars at a service speed of 29 knots, entered service.[61] This was followed in the following years by the Janas, Athara, Nuraghes, and Sharden ferries, the last two characterized by a higher speed and the presence of an additional garage deck.[61] Some ships, such as the Aurelia, Clodia, Nomentana, and Toscana were not replaced but underwent thorough restyling to bring the interiors up to the standards of the new units.[62] The remaining Sociale and Capo class units were laid up and sold, while the untransformed Strade Romane class units were often chartered to Adriatica, to which the Flaminia and Emilia were permanently sold in 2004.[62]

At the corporate level, in 2002 with the liquidation of IRI Tirrenia came under the control of Fintecna, while in 2004 Adriatica ceased to exist as an independent company and became a division of Tirrenia.[62][63]

The idea of superfast ferries proved to be a total failure. The units did not find favor with the public because of inconvenient departure and arrival times and poor comfort on board in rough seas, in addition to being penalized by the high consumption of the gas turbines (290 kg of fuel per minute), which made their operation uneconomical.[56][64] As of 2004, the high-speed units remained mostly laid up at various Italian ports, being sporadically employed during the summer or for charters to other companies.[56]

The privatization

[edit]

Although a possible privatization of Tirrenia had been a topic of discussion for years, it was not until 2007 that the first concrete steps in this direction were taken, with the approval by the Interministerial Committee for Economic Planning (CIPE) of the draft of a new convention. The process continued with the following year's finance law, in which the possibility of ceding cabotage services carried out by Tirrenia free of charge to the relevant regional entities that had applied for it was provided for.[65] However, the initiative did not come to fruition, and on November 6, 2008, the Council of Ministers of the Berlusconi IV government gave the go-ahead for the privatization of Tirrenia di Navigazione S.p.A.[66] The agreement with the state was extended until December 31, 2009, so that the privatization process could be completed.[65]

On the night of May 29, 2009, a serious fire broke out on the Vincenzo Florio, sailing between Naples and Palermo; there were no casualties or serious injuries and the ship was towed to port in Palermo.[67] The ship sustained extensive damage and was placed under impoundment for a long time, only returning to service in 2012 after extensive repair work.

The Athara ferry in the port of Genoa, 2011

The criteria for the privatization of Tirrenia were established by Law No. 166 of Nov. 20, 2009, in which it was decided, among other things, that the regional companies (Caremar, Saremar, Siremar, and Toremar) would be transferred to their respective regions, which would then be in charge of privatizing them by Sept. 30, 2010.[65] On Dec. 23, 2009, Fintecna opened the call for tenders for the privatization of Tirrenia and Siremar, of which the Sicilian Region had declined to take control.[62][65] The tender, with a deadline of February 19, 2010, saw the participation of as many as sixteen companies, including SNAV (of shipowner Gianluigi Aponte), Grandi Navi Veloci, Grimaldi Lines, Moby Lines (of shipowner Vincenzo Onorato), Ustica Lines, Corsica Ferries (owned by Corsican shipowner Pascal Lota) and the Mediterranea Holding consortium (in which the Sicilian Region had a 37 percent stake and Greek shipowner Alexis Tomasos' TTT Lines had a 30.5 percent stake).[62][65] However, the company's significant indebtedness (646 million euros, including 100 million to Fintecna) led to the withdrawal of all bidders except Mediterranea Holding, which then won the tender on July 28.[62]

The negotiations failed because the winning company did not sign the acquisition contract on time, a delay justified by Mediterranea Holding with the inclusion by Fintecna of a clause providing for the possibility of unilateral revocation of the contract by Fintecna itself.[68] Tirrenia was then placed under receivership on August 4 and on August 12 declared insolvent by the Court of Rome, thus initiating the extraordinary administration procedure provided for in the Marzano Law.[65] The receivership put an end to the leadership of CEO Franco Pecorini, which had lasted since 1984.

A second privatization tender was then called, which closed on May 19, 2011. The only participant, Compagnia Italiana di Navigazione (CIN), a new company formed precisely for the privatization of Tirrenia by Marinvest (Gianluigi Aponte), Moby (Vincenzo Onorato) and Grimaldi, turned out to be the winner. Meanwhile, because no buyer had expressed interest in the superfast ferries despite their advanced technology, Tirrenia was forced to sell the units for scrapping at 5 million euros each (as opposed to the 30 estimated for their actual value). In the summer of 2011, Guizzo, Scatto, Aries, and Taurus were towed to the Aliaga shipyard in Turkey and finally scrapped.

On June 21, 2012, Tirrenia was officially privatized. An EU antitrust decision, which found a dominant position of CIN, led to the exit of the Grimaldi Group, Gianluigi Aponte, and Greek Alexis Tomasos from the company. On July 19, 2012, the closing of the deal could be signed and CIN officially became the new owner of Tirrenia di Navigazione. The name of the company changed to Tirrenia - Compagnia Italiana di Navigazione and the new shareholder initiated a corporate restructuring and a slight fleet renewal.

Passenger accommodations

[edit]

Passenger accommodations on board Tirrenia ships changed over the years, adapting to changing social customs and the functions performed by the ships themselves. Until the 1950s, passenger accommodations were divided into three classes, each with separate common areas; only first-class cabins were equipped with private toilets, while third-class passengers were mostly provided with common dormitories, separate for men and women. Third-class dormitories were abolished only in the 1960s, with the entry into service of the City of Naples and the City of Nuoro, whose passenger spaces were divided into only two classes.[69] The two ships also introduced a new type of accommodation on board, having numerous lounges with aircraft-type reclining seats, which earned them the nickname “Pullman ships.”[69][70] The division into two classes instead of the classic three was later adopted also on Region-class ships when they were converted into ro-ro ferries and gradually on all newly built units. With the development of mass tourism, the differences between first and second class gradually thinned out: by the late 1970s, the Espresso Livorno class ships provided a single class for passenger accommodations, while the Poeta Deledda and Verga class ships, while maintaining first- and second-class cabins, they had public rooms in common.[71][72]

On board the Tirrenia ships, up to the Vincenzo Florio class, there was then a cell for possible detainees and a cabin designated for escorting carabinieri.

Liveries

[edit]
Flag of the Tirrenia

At the time of its founding, Tirrenia's ships retained the livery already used since 1932 by Tirrenia - Flotte Riunite Florio-Citra, characterized by a black hull at the bottom and white at the top, white superstructures and white funnels with two black bands, one at the top and one in between.[73][74] The company also took from Florio the coat of arms with the rampant lion and the company flag, blue with a diagonal yellow-red stripe.[73] In World War II, ships employed as auxiliary cruisers or for troop and war material transports were repainted with camouflage liveries characterized by light and dark gray striped patterns, which were intended to make it difficult for a submarine observing the ship's course angle to detect it from the periscope.[75][76]

After World War II, it was decided to visually distinguish between ships intended for passenger service and those dedicated to cargo service: the former had a new livery, characterized by a white hull with a green longitudinal stripe and white superstructures, while the latter had a black painted hull and white superstructures.[77]

The livery was further changed in 1979, when the green longitudinal line became blue and interrupted, on both sides, by the inscription “Tirrenia.”[78] The livery on the funnels was also changed, replacing the Florios' black heritage with light blue and inserting the letter “t” on both sides of the funnel within the lower stripe.[78] The last change took place in the late 1990s, notably changing the typeface of the lettering and the blue stripe became thicker and progressively doubled towards the stern.

The livery of the ro-ro freighters consisted of a dark orange hull and white superstructures.

The fleet

[edit]

This does not include units taken for hire (except those later purchased) and units captured by France and Greece and assigned to Tirrenia during World War II.

Units that entered service before and during World War II

[edit]

The following table presents in chronological order the ships that served Tirrenia di Navigazione before and during World War II. Unless otherwise indicated, all data for each ship are taken from the source indicated in the “Name” column. In the case of homonymous ships, they are distinguished by a sequential number in parentheses.

Class Name Type Year of Construction Gross tonnage in
tons 		Passengers Speed in
Knots 		Years of service for Tirrenia Note
- Gallipoli[79] Mixed passenger cargo steamship 1898 1,048 400 10 1937 - 1940 Converted into a cargo unit in 1938
- Montenegro[80] Mixed steamship 1898 2,626 1,019 10 1937 - 1938
- Garibaldi[81] Passenger steamship 1906 5,298 460 12 1937 - 1944 Salvaged and scrapped in 1949
- Argentina[82] Passenger steamship 1907 5,014
5,387[83][note 3] 		471 12 1937 - 1960
- Cagliari[84] Mixed steamship 1907 2,322[85] 417 10 1937 - 1941
- City of Catania[86] Passenger Turbine Ship 1910 3,397[87] 1100[note 4] 20 1937 - 1943
- Bengasi[88] Passenger steamship 1912 1,716[89] 517 11 1937 - 1941
Roma Firenze[90] Passenger steamship 1912 4,027 1,250 12 1937 - 1940
Milan[91] Passenger steamship 1913 4,028[92] 1,427 12 1937 - 1944
- Derna[93] Mixed steamship 1912[94] 1,769[94] 100 11 1937 - 1943
Citty of Tripoli Citty ofi Tripoli[95] Passenger steamship 1915 3,044 1,150 12 1937 - 1941
Citty of Bengasi[96] 1917 2,813[97] 926 1937 - 1943 Recovered and demolished in 1947
- City of Trieste[98] Passenger steamship 1916 4,658[99] 1081[note 5] 14 1937 - 1943
City of Trapani Citty of Trapani[100] Mixed motorboats 1929 2,467 113 12,2 1937 - 1942
Citty of Spezia[101] 2,473 1937 - 1943
Citty of Messina[102] 2,472 1937 - 1941
Citty of Marsala[103] 2,480
2,632[note 6] 		113
590[note 6] 		1937 - 1958 Since 1947 Citty of Trapani (2)
Citty of Savona[104] 2,500[105]


2,428<[note 7]

113
620[note 7] 		1937 - 1970 Since 1950 Citty of Livorno (2)
Citty of Livorno[106] 1930 2,471 113 1937 - 1942
Citty of Bastia[107] 2,499[108] 1937 - 1941
Citty of Agrigento[109] 2,480[110] 1937 - 1942
Citty of Alessandria[111] 2,498[112] 113
340[note 8] 		1937 - 1971
Caralis Caralis[113][note 9] Passenger motorboats 1928 3,509 1,142 14 1937 - 1943
Attilio Deffenu[114] 1929 3,514 1937 - 1941
Olbia[114] 3,510 1937 - 1943
- Arborea[115] Passenger motorboats 1929 4,959[116] 1,534 15,8 1937 - 1944
Citty of Napoli Citty of Napoli[117] Passenger motorboats 1930 5,418[118] 565 17 1937 - 1942
Citty of Palermo[119] 5,413[97][120] 1937 - 1942
Citty of Genova[121] 1937 - 1943
Citty of Tunisi 5,418[122] 565[117]
456[122] 		1937 - 1971 Refurbished in 1951-52
Baron Beck Aventino[123] Mixed steamship 1907 3,781 1,050 11 1937 - 1942
Praga[124] Mixed steamship 1908 3,741[125] 1,050 11 1937 - 1945
Celio[126] Passenger steamship 1908 3,864 1,050 12 1939 - 1940
- Ariosto[127] Freight steamships 1902 4,319 - 10,3 1937 - 1942
- Manzoni[128] 1902 3,955 - 10,2 1937 - 1940
- Carducci[129] 1902 2,028 - 9,5 1937 - 1944 Recovered and demolished in 1947
- Pascoli[130] 1902 2,939 - 10 1937 - 1941
- Ugo Bassi[131] 1902 2,900 - 10 1937 - 1941
- Tiziano[132] 1903 1,333 - 10 1937 - 1943
- Petrarca[133] 1910 3,102 - 10,8 1937 - 1943
- Leopardi[134] 1915 3,289 - 9 1937 - 1940
- Alfredo Oriani[7] 1918 3,059 - 10,5 1937 - 1941
- Boccaccio[7] 1919 3,027 - 10 1937 Shipwrecked after explosion on board
- Foscolo[135] 1919 3,027 - 10 1937 - 1940
Musicisti Puccini[135] Mixed motorboats 1928 2,422 68 11 1937 - 1942
Paganini[136] 2,427 1937 - 1940
Donizetti[137] 2,428 1937 - 1943
Rossini[138] 2,425
2,380[note 8] 		1937 - 1972 Since 1947 Citty of Messina (2)
Verdi[139] 2,422
2,384[note 6] 		1937 - 1972 Dal 1947 Celio (2)
Catalani[140] 1929 2,429 1937 - 1940
- Gennargentu[141] Passenger steamship 1910 499 320 9 1937 - 1954
- Limbara[142] Passenger steamship 1910 458 350 9 1937 - 1963
- Gallura[143] Passenger steamship 1911 261 200 9 1937 - 1966
- Carloforte[144] Passenger motorboat 1917 79 100 8,5 1937 - 1949
- Capo Sandalo[145] Passenger steamship 1927 137 150 8,5 1937 - 1966
- Ichnusa[15] Passenger steamship 1928 1,242 312 10 1937 - 1971
- Giovanni Boccaccio[8] Freight steamships 1919 3,141 - 10,3 1938 - 1943
Foscolo Foscolo (2)[146] Freight motorboats[note 10] 1942 4,500 - 14,75 1942 - 1943
Manzoni (2)[147] 4,550 1942 - 1943
D'Annunzio[148] 4,537 1942 - 1943
Monti[148] 1942 - 1943
Oriani[149] 3,129
4,321[note 11] 		1942 - 1977 Sunk in 1944. Recovered in 1947 as Cagliari (2)
Leopardi (2)[150] 1943 4,572 1943 Captured by the Germans in 1943
Tommaseo[151] 4,573 1943
Alfieri[152] 4,573 1943
Vittorio Locchi[153] 1944 4,753 - Captured by Germans, then wartime prey of Yugoslavia
Pascoli (2)[154] 4,300 - Requisitioned by the Germans, then wartime prey of France

Units that entered service after the war

[edit]

The following table presents in chronological order the ships that served for Tirrenia di Navigazione after World War II. Unless otherwise indicated, all data for each ship are taken from the source indicated in the “Name” column. In the case of homonymous ships, they are distinguished by a sequential number in parentheses.

Class Name Type Year of construction Gross tonnage
(tons) 		Passengers Speed in
Knots 		Years of service for Tirrenia Note
- Civitavecchia[24] Passenger motorboat 1928 1403 380 13 1945[24][note 12] - 1958 Formerly Lazzaro Mocenigo, Olbia
Liberty (navi trasporto) Milano (2)[155] Freight steamship 1944 7,175 - 10,5 1946 - 1954
Firenze (2)[156] 1944 7,185 1946 - 1955
Posillipo[157] 1943 7,170 1947 - 1954 Until 1948, Napoli
Foscolo Giosuè Borsi[158] Freight motorboat[note 13] 1947 3,128[17]
4,324[note 11] 		- 14,75 1947 - 1977
- Olbia (2)[159] Passenger motorboat 1930 842,88 280 11,5 1946 - 1953 Già Lorenzo Marcello, Civitavecchia
- Torres[159] Mixed steamship 1935 1,407 48 10 1948 - 1972 Since 1957, Campidano
N3-S-A2 Marechiaro[160] Mixed freight-passenger steamship 1944 1,882 100 10 1948 - 1971
Belluno[161] Freight steamship 1945 2,062 - 1962 - 1971
- Citty of Siracusa[162] Mixed freight-passenger motorship 1946 1,847 100 11 1949[note 14] - 1973 Formerly Francesca
Passenger accommodations added in 1954
- Citty of Catania (2)[163] Freight motorboat 1949 1,598 - 11[163] 1950[note 15] - 1973 Formerly Anna Maria
Regione Sicilia[164] Passenger motorboats
Ro-Ro passenger ferries (after conversion) 		1952 5,230
4,888[165] 		560 (1000) 16,75 1952 - 1988 Converted in 1968
Calabria[166] 1952 5,231
4,823 		1952 - 1988 Converted in 1967
Lazio[167] 1953 5,230
4,882 		1953 - 1978 Converted in 1967
Sardegna[168] 1952 5,208
4,914 		1952 - 1984 Converted in 1969
Campania Felix[169] Passenger motorboat 1953 5,208 560 1953 - 1975
- Torres (2)[170] Passenger motorboat 1957 4,208 800 18,5 1957 - 1979
Arborea (2)[171] Passenger motorboat 1957 5,484 1,200 18 1957 - 1976
Caralis (2)[172] 1957 - 1973
- Città di Tripoli (2)[173] Passenger motorboat 1928 3,478 350 14,5 1957 - 1970 Formerly Filippo Grimani
- Olbia (3)[174] Passenger Turbine Ship 1947 3,975 326 18,5 1960 - 1971
Citty (1962) Citty of Napoli (2)[175] Passenger motorboats 1962 5,735 1,200 19,5 1962 - 1988
Citty of Nuoro
- Luigi Rizzo[176] Passenger steamship 1929 382 128 12 1963 - 1966
- Bonifacio[177] Ro-Ro passenger ferries 1966 631,58 398 14 1966 - 1986
La Maddalena La Maddalena[178] Ro-Ro passenger ferries 1966 494,41 350 14 1966 - 1988
Arbatax
Teulada
Poeta Boccaccio (2)[39] Ro-Ro passenger ferries 1970 7,086
11,799[179] 		1200
1300[53] 		20
19[53] 		1970 - 1999 Transformed in 1992
Carducci (2)[180] 1970 1970 - 1999 Transformed in 1991
Manzoni (3)[181] 1971 1971 - 1999 Trasformed in 1991
Pascoli (3)[182] 1971 1971 - 1999 Trasformed in 1991
Petrarca (2)[183] 1971 1971 - 1999 Trasformed in 1991
Leopardi (3)[184] 1971 7,086[39] 1200[39] 20[39] 1971 - 1994
- La Valletta[185] Ro-Ro passenger ferries 1971 2,147 496 16,5 1971 - 1976
Canguro Biondo Staffetta Adriatica[186] Ro-Ro passenger ferries 1970 4,736 36 18,8 1973[note 16]

- 1993

Staffetta Tirrenica[187] 1971 1973[note 17] - 1992
- Malta Express[188] Ro-Ro passenger ferries 1968 4,614 1200 18,5 1976 - 1988
- Carloforte (2)[189] Ro-Ro passenger ferries 1973 492 400 12 1976 - 1988
- Limbara (2)[190] Ro-Ro passenger ferries 1966 492 400 12 1977 - 1988
Espresso Livorno Espresso Venezia[71] Ro-Ro passenger ferries 1977 4,810 799 19,5 1977[note 18] - 1994 Since 1990 Espresso Malta
Espresso Ravenna 1978 1978[note 18]

- 1989

Poet second series[note 19] Deledda[72] Ro-Ro passenger ferries 1978 7,222 1200 21 1978 - 1994
Verga[191] 1978 - 1997
Strade Romane Domiziana[192][193] Ro-Ro passenger ferries 1979 9,485
12,523 		1373
2000 		21
19,5 		1979 - 2011 Elongated in 1987
Emilia[194] 1979 1979 - 2006 Elongated in 1986-87
Flaminia[195] 1981 1981 - 2012 Elongated in 1986-87
Clodia[54] 1980 9,485[192]
12,523[193]
14,834 		1373[192]
2000[193]
2,280 		21[192]
19,5[193]
19 		1980 - 2012 Elongated in 1987
Elevated in the 1992
Nomentana[196] 1980 1980 - 2012 Elongated in 1986-87
Elevated in the 1993
Aurelia[197] 1980 1980 - 2012 Elongated in 1987
Elevated in the 1993
Staffetta Mediterranea[note 20] Staffetta Mediterranea[198] Ro-Ro passenger ferries 1979 7,010 34 22 1979 - 1987 Converted to passenger ferry in 1987-88
Staffetta Ligure[199] 1979 6,914 1979 - 1987 Converted to a passenger ferry in 1987-88
Staffetta Ionica[200] 1980 1980 - 1987 Converted to passenger ferry in 1987
- Isola di Caprera[201] Ro-Ro passenger ferries 1986 1,342 600 12 1986 - 1988
- Ichnusa (2)[202] Ro-Ro passenger ferries 1986 2,181 720 14 1986 - 1988
Classe Sociale (traghetti) Arborea (3)[200] Ro-Ro passenger ferries 1980 11,324 1,314 19,5 1987 - 2004 Formerly Ionian Relay
Caralis (3)[199] 1979 1988 - 2000 Formerly Ligurian Relay
Torres (3)[203] 1979 1988 - 2004 Formerly Mediterranean Relay
Capo[note 21] Capo Spartivento[204] Ro-Ro passenger ferries 1981 17,691 1,418 18,5 1988 - 2001 Formerly Apulia
Capo Sandalo (2)[205] 1982 1988 - 2000 Formerly Torre del Greco
Capo Carbonara[206] 1981 1988 - 2004 Formerly Adria
- Campania[207] Ro-Ro passenger ferries 1981 6,225 22 19,8 1986 - 2001 Formerly Julia
Tomakomai Maru Sardegna (2)[208] Ro-Ro passenger ferries 1976 6,779 16 19,5 1988 - 2006
Calabria (2)[209] 1976 1988 - 2006
Sicilia (2)[210] 1976 1988 - 2006
Aquastrada TMV 101 Guizzo[211] Fast Ferries 1993 3,503 448 40 1993 - 2011
Scatto[212] 1994 3,516 502 39 1994 - 2011
- Toscana[213] Ro-Ro Freight Ferry
Ro-Ro passenger ferry 		1994 13,885 80 19 1994 - 2012 Converted in 1997
Viamare Lazio (2)[214] Ro-Ro Freight Ferry 1994 14,398 52 19 1994 - 2012
Puglia 1995 1995 - 2012
Via Adriatico[215] 1992 2004[note 22]

- 2012

Via Tirreno[216] 1993 2004[note 22] - 2006
Espresso Catania[217] 1993 2004[note 22]- 2012
Espresso Ravenna (2)[218] 1993 2004[note 22] - 2012
Jupiter MDV 3000 Aries[58] Fast Ferries 1998 11,347 1800 40 1998 - 2011
Taurus[219] 1998 1998 - 2011
Scorpio[220] 1999 1999 - 2011
Capricorn[221] 1999 2011
Vincenzo Florio Vincenzo Florio[222] Ro-Ro passenger ferries 1999 30,650 1471 23 1999 - 2012
Raffaele Rubattino[223] 1999 1999 - 2012
Aquastrada TMV 70 Isola di Capraia[224] Fast Ferry 1999 1,925 522 30 2004[note 22] - 2012
Bithia Bithia[225] Ro-Ro passenger ferries 2001 35,736 2700 29 2001 - 2012
Janas[226] 2002 2002 - 2012
Athara[227] 2003 2003 - 2012
Nuraghes Nuraghes[228] Ro-Ro passenger ferries 2004 39,798 2700 29 2004 - 2012
Sharden[229] 2005 2005 - 2012

Routes taken

[edit]

At the foundation (1937)

[edit]

The following are the routes assigned to the newly formed Tirrenia under the 1937 agreement:[230]

Line Frequency Ships
Line 1: Naples ↔ Palermo daily City of Naples, City of Tunis, City of Palermo, City of Genoa
Line 2: Palermo ↔ Tunis weekly
Line 3: Civitavecchia ↔ Terranova (Olbia) daily Attilio Deffenu, Caralis, Olbia
Line 5: Naples ↔ Cagliari weekly Città di Tripoli, Milano
Line 6: Genoa ↔ Palermo, with stops at La Spezia, Livorno, Portoferraio, La Maddalena, ports of the eastern Sardinian coast and Cagliari biweekly Città di Trapani Class
Line 7: Genoa ↔ Palermo, with stops at La Spezia, Livorno, Portoferraio, La Maddalena, ports of the western Sardinian coast and Cagliari biweekly
Line 8: Genoa ↔ Porto Torres, with stops at Livorno and Bastia weekly
Line 9: Terranova (Olbia) ↔ Porto Torres, with a stop at Golfo Aranci daily Limbara
Line 10: Genoa - La Maddalena - Alghero - Cagliari - Tortolì - La Maddalena - Genoa biweekly Ichnusa
Line 11: La Maddalena ↔ Bonifacio, with a stop at Palau daily Gallura
Line 12: Carloforte ↔ Calasetta twice daily Capo Sandalo
Line 13: Carloforte ↔ Portovesme twice daily Carloforte
Line 15: Genoa ↔ Tunis, with stops at Livorno, Civitavecchia, Cagliari, and Trapani weekly Argentina, Arborea, Garibaldi, Praga, Aventino
Line 16: Palermo ↔ Tunis, with stops at Trapani and Pantelleria biweekly Città di Trapani Class
Line 21: Naples ↔ Tripoli, with stops at Catania, Syracuse, and Malta biweekly Argentina, Arborea, Garibaldi
Line 22: Naples ↔ Tripoli, with stops at Messina, Syracuse, and Malta biweekly Città di Trieste
Line 23: Syracuse ↔ Tripoli weekly Argentina, Arborea, Città di Trieste, Garibaldi
Line 24: Naples ↔ Derna, with stops at Syracuse and Benghazi biweekly Città di Tripoli, Milano
Line 25: Syracuse ↔ Benghazi weekly Città di Tripoli, Milano, Praga, Aventino
Line 26: Tunis ↔ Tripoli, with a stop at Malta weekly Praga, Aventino, Argentina, Arborea, Garibaldi
Line 27: Tunis ↔ Tripoli, with a stop at Sfax biweekly Città di Trapani Class
Line 28: Tripoli ↔ Alexandria, Egypt, with stops at Benghazi and Tobruk biweekly
Line 29: Palermo ↔ Tripoli weekly Città di Napoli, Città di Tunisi, Città di Palermo, Città di Genova
Line 32: Fiume ↔ Valencia, with stops at Venice, Ancona, Bari, Catania, Malta, Messina, Palermo, Naples, Livorno, Genoa, Imperia, Marseille, Barcelona, and Tarragona weekly Catalani, Donizetti, Paganini, Puccini, Rossini, Verdi
Line 33: Fiume ↔ Genoa, with 21 stops - Tiziano
Line 34: Fiume ↔ La Spezia, with stops at Trieste, Venice, Gallipoli, Taranto, Trebisacce, Soverato, Reggio Calabria, Gioia Tauro, Porto Santa Venere, Castellammare del Golfo, Marsala, Livorno, Imperia, and Genoa - Cagliari
Line 36: Fiume ↔ Rotterdam, with stops at Trieste, Bari, Catania, Messina, Palermo, London, Hamburg, and Antwerp bimonthly Alfredo Oriani, Carducci, Foscolo, Giovanni Boccaccio, Leopardi, Pascoli, Manzoni, Ugo Bassi, Petrarca, Ariosto
Line 37: Genoa ↔ Rotterdam, with stops at Savona, Livorno, Naples, Messina, Catania, Palermo, London, Hamburg, and Antwerp bimonthly
Line 38: Genoa ↔ Seville, with stops at Palma, Ceuta, Tangier, and Cádiz every 20 days Firenze

In addition to the lines shown in the table, the following tourist routes were then planned:

  • Itinerary A (Periplo Italico)[note 23]
  • Itinerary B (The Sun Cruise)
  • Itinerary C (Toward the South)
  • Itinerary D (Along the Palm Coast)
  • Itinerary E (The Cruise of the Three Seas)
  • Itinerary F (The Cruise of Libya)
  • Itinerary G (The Egypt Cruise)

In the postwar period (1950)

[edit]

In 1950, having completed an initial phase of fleet reconstruction after the devastation of World War II, the situation of the routes served by Tirrenia was as follows:[231]

Line Ships
Naples ↔ Tunis, with a stop in Palermo (postal) Città di Tunisi, Giosuè Borsi, Cagliari (2)
Naples ↔ Cagliari (postal) Città di Messina (2), Cagliari (2)
Civitavecchia ↔ Olbia (postal) Città di Alessandria, Città di Trapani (2), Celio, Città di Messina (2)
Naples ↔ Tripoli, with stops in Catania, Syracuse, and Malta (postal) Argentina, Città di Livorno (2)
Genoa ↔ Porto Torres, with a stop in Bastia (postal) Olbia, Civitavecchia, Torres
Genoa ↔ Olbia, Livorno ↔ Porto Torres with a stop in Olbia (postal) Olbia (2)
Carloforte ↔ Calasetta, Carloforte ↔ Portovesme Capo Sandalo
La Maddalena ↔ Bonifacio, with stops in Palau and Santa Teresa di Gallura Gallura
Genoa ↔ Tunis, with stops in Sardinia and Sicily (commercial) Ichnusa
Italian coastal route (commercial) Annamaria, Francesca, Marechiaro, Maria Carla
Northern Europe (commercial) Vallisarco, Valdarno, Valgardena, Valtellina

In 1966

[edit]

In 1966, before the introduction of the first ro-ro ferries, Tirrenia operated service on the following routes:[232]

Line Ships
Civitavecchia ↔ Olbia Città di Napoli (2), Città di Nuoro
Postal lines:
Naples ↔ Tunis with a stop in Palermo
Naples ↔ Cagliari
Civitavecchia ↔ Cagliari
Genoa ↔ Porto Torres
Palermo ↔ Cagliari		 Arborea (2), Caralis (2), Sicilia, Sardegna, Lazio, Calabria, Campania Felix
Naples ↔ Tripoli, with stops in Catania, Syracuse, and Malta Città di Tunisi
Naples ↔ Benghazi, with stops in Catania, Syracuse, and Malta Città di Livorno (2)
Syracuse ↔ Malta Città di Alessandria
Livorno ↔ Bastia, with a stop in Portoferraio
Livorno ↔ Porto Torres, with a stop in Bastia		 Città di Tripoli (2)
Naples ↔ Cagliari, with a stop in Palermo Olbia (3)
Genoa ↔ Porto Torres Torres (2)
Adriatic / Tyrrhenian ↔ Spain Celio, Città di Messina (2)
Genoa ↔ Palermo with stops at Eastern Sardinian ports and Tunis Ichnusa, Campidano
Italian coastal route (cargo) Città di Catania (2), Città di Siracusa, Marechiaro, Belluno
Adriatic ↔ Northern Europe (cargo) Giosuè Borsi, Cagliari (2)
Tyrrhenian ↔ Northern Europe (cargo) Valdarno, Vallisarco (chartered)
Palau ↔ Bonifacio, with stops in La Maddalena and Santa Teresa di Gallura Luigi Rizzo (chartered)
Carloforte ↔ Calasetta Gallura
Carloforte ↔ Portovesme Capo Sandalo

At the time of privatization (2011)

[edit]

Below are the routes operated by Tirrenia di Navigazione in 2011, a year before privatization.

Rotte Tirrenia

Sardegna

[edit]
Route Frequency Ship Notes
Genoa ↔ Porto Torres Daily Bithia Class
Civitavecchia ↔ Olbia Nuraghes/Sharden Class
Genoa ↔ Olbia / Arbatax Multiple times per week Bithia Class / Strade Romane Class
Civitavecchia ↔ Arbatax Twice a week Strade Romane Class
Civitavecchia ↔ Cagliari Five times a week (direct)
Twice a week (via Arbatax)		 Strade Romane Class
Livorno ↔ Cagliari Multiple times per week Viamare Class Cargo line
Naples ↔ Cagliari Twice a week Toscana / Viamare Class

Sicilia

[edit]
Route Frequency Ship Notes
Naples ↔ Palermo Daily Florio/Rubattino
Cagliari ↔ Palermo Weekly Toscana / Viamare Class
Cagliari ↔ Trapani Weekly Toscana / Viamare Class
Ravenna ↔ Catania Multiple times per week Viamare Class Cargo line

Tunisia

[edit]

Connection made in accordance with the Compagnie Tunisienne de Navigation.

Route Frequency Ships Notes
Genoa ↔ Tunis Multiple times per week Carthage, Tanit Connection with CoTuNav ships

Other divisions

[edit]

Adriatica di Navigazione was the company in charge of maritime connections on the Adriatic side, until the amalgamation of the Finmare shipping companies under the control of the larger company Tirrenia di Navigazione.

Tirrenia also controlled several regional companies: Caremar in Campania (from whose Lazio routes Laziomar was born), Siremar in Sicily, Saremar in Sardinia, and Toremar in Tuscany.

See also

[edit]

Note

[edit]
  1. ^ Other sources give December 18 or 19 as the date of the company's incorporation
  2. ^ Private shipowners reduce connections to Sardinia, in Corriere della Sera, December 4, 1980.
  3. ^ After 1938.
  4. ^ In summer the maximum number of passengers that could be carried was limited to 599.
  5. ^ Subject to embarkation of 100 tons of additional fixed ballast.
  6. ^ a b c Since 1947.
  7. ^ a b Since 1950.
  8. ^ a b Since 1946.
  9. ^ The Caralis differed from its Olbia and Attilio Deffenu twins by having a supercharging system for the two Diesel engines.
  10. ^ The Cagliari (formerly Oriani) and the Joshua Borsi were converted to mixed motor vessels between 1948 and 1953.
  11. ^ a b As a passenger ship between 1948 and 1953.
  12. ^ August 1945 to July 1948, for hire from the Fiumana Navigation Company.
  13. ^ Converted to a mixed motor boat between 1948 and 1953.
  14. ^ Chartered under the name Francesca by COMEDA until 1953.
  15. ^ Chartered under the name Anna Maria by COMEDA until 1953.
  16. ^ The Adriatic Relay was chartered in Tirrenia from 1973 to 1974.
  17. ^ La Staffetta Tirrenica fu noleggiata a Tirrenia dal 1973 al 1974.
  18. ^ a b On charter from Adriatica di Navigazione until 1986.
  19. ^ Verga and Deledda, built eight years after the first ships in the series, had some different characteristics.
  20. ^ The Relay Class ships, originally used for cargo transport, were converted between 1987 and 1988 into Social Class passenger ferries.
  21. ^ Derived from the conversion of three ro-ro cargo units purchased in December 1986 from Lloyd Triestino.
  22. ^ a b c d e Since 2004 to 2006, at Tirrenia Adriatic Division.
  23. ^ Not to be confused with the freight line of the same name.

References

[edit]
  1. ^ a b c d e f g h i Balsamo (2018, p. 32-36)
  2. ^ a b c Relazione sulle cause di insolvenza [Report on the causes of insolvency] (PDF) (in Italian). Siremar. 2011.{{cite book}}: CS1 maint: location missing publisher (link)
  3. ^ Oligari et al. (1985, p. 1861-1869)
  4. ^ a b c d Carboncini (2011, p. 88-92)
  5. ^ a b Campodonico (2020, p. 173)
  6. ^ a b c d Balsamo (2018, p. 39-41)
  7. ^ a b c Balsamo (2018, p. 188-189)
  8. ^ a b Balsamo (2018, p. 195-196)
  9. ^ Ogliari et al. (1984, p. 1515)
  10. ^ a b c Balsamo (2018, p. 41-43)
  11. ^ a b c d e f g h Balsamo (2018, p. 44-47)
  12. ^ Carboncini (2011, p. 97)
  13. ^ a b c d e Ogliari et al. (1985, p. 1862)
  14. ^ a b Carboncini (2011, p. 98-100)
  15. ^ a b Balsamo (2018, p. 230-233)
  16. ^ a b Balsamo (2018, p. 371-372)
  17. ^ a b c Carboncini (2011, p. 103)
  18. ^ a b Ogliari et al. (1985, p. 1865)
  19. ^ Ogliari et al. (1985, p. 1869)
  20. ^ a b c d e f g h Balsamo (2018, p. 47-50)
  21. ^ a b Ogliari et al. (1985, p. 1964)
  22. ^ Balsamo (2018, p. 399-400)
  23. ^ Carboncini (2011, p. 104)
  24. ^ a b c Balsamo (2018, p. 236-237)
  25. ^ a b Gadda, Maurizio. "Tirrenia di Navigazione S.p.a." naviearmatori.net (in Italian). Archived from the original on 22 April 2018. Retrieved February 25, 2025.
  26. ^ Oligari et al. (1985, p. 1966)
  27. ^ Balsamo (2018, p. 432)
  28. ^ a b c Carboncini (2011, p. 107)
  29. ^ Oligari et al. (1985, p. 1971)
  30. ^ Balsamo (2018, p. 50)
  31. ^ a b c d Balsamo (2018, p. 51)
  32. ^ a b Ogliari et al. (1985, p. 2019)
  33. ^ Ogliari et al. (1985, p. 1915)
  34. ^ a b c d e f Balsamo (2018, p. 52-53)
  35. ^ Carboncini (2011, p. 146)
  36. ^ Balsamo (2018, p. 54-55)
  37. ^ Ogliari et al. (1985, p. 2083-2084)
  38. ^ a b c d e f g h i j k Balsamo (2018, p. 57-59)
  39. ^ a b c d e Balsamo (2018, p. 502-504)
  40. ^ a b Carboncini (2011, p. 119)
  41. ^ Ogliari et al. (1985, p. 2087)
  42. ^ a b Ogliari et al. (1985, p. 2090-2091)
  43. ^ Trizio (2008, p. 63-67)
  44. ^ Carboncini (2011, p. 120)
  45. ^ a b c d e f g h i Balsamo (2018, p. 59-63)
  46. ^ a b Ogliari et al. (1985, p. 2097-2098)
  47. ^ Carboncini (2011, p. 122-123)
  48. ^ a b c d e f g h i j Balsamo (2018, p. 64-66)
  49. ^ a b Carboncini (2011, p. 124-125)
  50. ^ Balsamo (2018, p. 564)
  51. ^ a b c d Balsamo (2018, p. 67-69)
  52. ^ a b Balsamo (2018, p. 500-501)
  53. ^ a b c Balsamo (2018, p. 511-513)
  54. ^ a b Balsamo (2018, p. 583-584)
  55. ^ a b c Carboncini (2011, p. 128-129)
  56. ^ a b c d e Balsamo (2018, p. 644-647)
  57. ^ "Si incaglia il traghetto, panico a bordo" [Ferry runs aground, panic on board]. La Stampa (in Italian): 18. 1996.
  58. ^ a b Balsamo (2018, p. 649-650)
  59. ^ a b Trizio (2008, p. 89-90)
  60. ^ a b Carboncini (2011, p. 132-133)
  61. ^ a b Carboncini (2011, p. 133-136)
  62. ^ a b c d e f Balsamo (2018, p. 70-72)
  63. ^ Trizio (2008, p. 92-93)
  64. ^ Aime, Umberto (2010). "Arbatax, l'agonia della nave Scorpio - La Tirrenia paga per tenerla in vita" [Arbatax, the agony of the ship Scorpio - Tirrenia pays to keep it alive]. La Nuova Sardegna (in Italian). Retrieved February 27, 2025.
  65. ^ a b c d e f Carboncini (2011, p. 137-139)
  66. ^ "Via alla privatizzazione di Tirrenia, l'Alitalia dei mari" [Go for privatization of Tirrenia, the Alitalia of the seas]. panorama.it (in Italian). 2008. Retrieved February 27, 2025.
  67. ^ "Incendio su un traghetto Tirrenia. I 526 passeggeri in salvo a Palermo" [Fire on a Tirrenia ferry. The 526 passengers rescued in Palermo]. Cronache (in Italian). 2010. Retrieved February 27, 2025.
  68. ^ "l'annuncio - tirrenia, sfumala privatizzazione" [the announcement - tirrenia, privatization fades]. themeditelegraph.com (in Italian). 2009. Retrieved February 27, 2025.
  69. ^ a b Balsamo (2018, p. 462)
  70. ^ Ogliari et al. (1985, p. 1971-1972)
  71. ^ a b Balsamo (2018, p. 548-549)
  72. ^ a b Balsamo (2018, p. 554-557)
  73. ^ a b Balsamo (2018, p. 27-28)
  74. ^ Balsamo (2018, p. 39)
  75. ^ Ogliari et al. (1985, p. 1604)
  76. ^ "Immagine incrociatore Città di Tunisi" [Image cruiser City of Tunis]. naviearmatori.net (in Italian). Retrieved February 27, 2025.
  77. ^ Balsamo (2018, p. 44)
  78. ^ a b Balsamo (2018, p. 63)
  79. ^ Balsamo (2018, p. 75-78)
  80. ^ Balsamo (2018, p. 81-83)
  81. ^ Balsamo (2018, p. 106-110)
  82. ^ Balsamo (2018, p. 116-120)
  83. ^ Balsamo (2018, p. 39)
  84. ^ Balsamo (2018, p. 123-124)
  85. ^ Pagano (1997, p. 92)
  86. ^ Balsamo (2018, p. 135-137)
  87. ^ Piccione (2018, p. 223)
  88. ^ Balsamo (2018, p. 150-151)
  89. ^ Piccione (2018, p. 221)
  90. ^ Balsamo (2018, p. 154-158)
  91. ^ Balsamo (2018, p. 159-161)
  92. ^ Pagano (1997, p. 324)
  93. ^ Balsamo (2018, p. 152-153)
  94. ^ a b Pagano (1997, p. 145)
  95. ^ Balsamo (2018, p. 172-174)
  96. ^ Balsamo (2018, p. 175-177)
  97. ^ a b Pagano (1997, p. 120)
  98. ^ Balsamo (2018, p. 168-170)
  99. ^ Pagano (1997, p. 124)
  100. ^ Balsamo (2018, p. 301-303)
  101. ^ Balsamo (2018, p. 306)
  102. ^ Balsamo (2018, p. 309)
  103. ^ Balsamo (2018, p. 315-317)
  104. ^ Balsamo (2018, p. 318-320)
  105. ^ Piccione (2018, p. 228)
  106. ^ Balsamo (2018, p. 321)
  107. ^ Balsamo (2018, p. 322)
  108. ^ Piccione (2018, p. 227)
  109. ^ Balsamo (2018, p. 323)
  110. ^ Piccione (2018, p. 230)
  111. ^ Balsamo (2018, p. 325-327)
  112. ^ Piccione (2018, p. 229)
  113. ^ Balsamo (2018, p. 262-264)
  114. ^ a b Balsamo (2018, p. 268-269)
  115. ^ Balsamo (2018, p. 274-277)
  116. ^ Pagano (1997, p. 48)
  117. ^ a b Balsamo (2018, p. 283-286)
  118. ^ Pagano (1997, p. 122)
  119. ^ Balsamo (2018, p. 289-290)
  120. ^ Pagano (1997, p. 123)
  121. ^ Balsamo (2018, p. 292-293)
  122. ^ a b Balsamo (2018, p. 294-299)
  123. ^ Balsamo (2018, p. 125-127)
  124. ^ Balsamo (2018, p. 129-131)
  125. ^ Pagano (1997, p. 388)
  126. ^ Balsamo (2018, p. 132-134)
  127. ^ Balsamo (2018, p. 92-93)
  128. ^ Balsamo (2018, p. 94-95)
  129. ^ Balsamo (2018, p. 96-97)
  130. ^ Balsamo (2018, p. 99-100)
  131. ^ Balsamo (2018, p. 101-103)
  132. ^ Balsamo (2018, p. 104-105)
  133. ^ Balsamo (2018, p. 141)
  134. ^ Balsamo (2018, p. 166-167)
  135. ^ a b Balsamo (2018, p. 190-191)
  136. ^ Balsamo (2018, p. 251-252)
  137. ^ Balsamo (2018, p. 253)
  138. ^ Balsamo (2018, p. 244-246)
  139. ^ Balsamo (2018, p. 247-249)
  140. ^ Balsamo (2018, p. 254)
  141. ^ Balsamo (2018, p. 144)
  142. ^ Balsamo (2018, p. 145-147)
  143. ^ Balsamo (2018, p. 148-149)
  144. ^ Balsamo (2018, p. 179)
  145. ^ Balsamo (2018, p. 228-229)
  146. ^ Balsamo (2018, p. 341-343)
  147. ^ Balsamo (2018, p. 344)
  148. ^ a b Balsamo (2018, p. 348-350)
  149. ^ Balsamo (2018, p. 359-363)
  150. ^ Balsamo (2018, p. 345)
  151. ^ Balsamo (2018, p. 346-347)
  152. ^ Pagano (1997, p. 18)
  153. ^ Balsamo (2018, p. 353)
  154. ^ Balsamo (2018, p. 357-358)
  155. ^ Balsamo (2018, p. 373)
  156. ^ Balsamo (2018, p. 375)
  157. ^ Balsamo (2018, p. 376)
  158. ^ Balsamo (2018, p. 364-367)
  159. ^ a b Balsamo (2018, p. 334-335)
  160. ^ Balsamo (2018, p. 382-383)
  161. ^ Balsamo (2018, p. 385)
  162. ^ Balsamo (2018, p. 387)
  163. ^ a b Balsamo (2018, p. 390)
  164. ^ Balsamo (2018, p. 401-403)
  165. ^ Balsamo (2018, p. 406)
  166. ^ Balsamo (2018, p. 417-418)
  167. ^ Balsamo (2018, p. 429-430)
  168. ^ Balsamo (2018, p. 409-410)
  169. ^ Balsamo (2018, p. 421-423)
  170. ^ Balsamo (2018, p. 433-436)
  171. ^ Balsamo (2018, p. 448-445)
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  173. ^ Balsamo (2018, p. 255-258)
  174. ^ Balsamo (2018, p. 392-393)
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  177. ^ Balsamo (2018, p. 480-481)
  178. ^ Balsamo (2018, p. 486-487)
  179. ^ Balsamo (2018, p. 64)
  180. ^ Balsamo (2018, p. 515-516)
  181. ^ Balsamo (2018, p. 521)
  182. ^ Balsamo (2018, p. 522)
  183. ^ Balsamo (2018, p. 524-527)
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  197. ^ Balsamo (2018, p. 589)
  198. ^ Balsamo (2018, p. 595-597)
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  213. ^ Balsamo (2018, p. 640-643)
  214. ^ Balsamo (2018, p. 638)
  215. ^ Balsamo (2018, p. 632-634)
  216. ^ Balsamo (2018, p. 635)
  217. ^ Balsamo (2018, p. 636)
  218. ^ Balsamo (2018, p. 637)
  219. ^ Balsamo (2018, p. 653)
  220. ^ Balsamo (2018, p. 655)
  221. ^ Balsamo (2018, p. 654)
  222. ^ Balsamo (2018, p. 658-660)
  223. ^ Balsamo (2018, p. 663)
  224. ^ Balsamo (2018, p. 656-657)
  225. ^ Balsamo (2018, p. 666-668)
  226. ^ Balsamo (2018, p. 676)
  227. ^ Balsamo (2018, p. 677)
  228. ^ Balsamo (2018, p. 679)
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Bibliography

[edit]
  • Balsamo, Bruno (2018). Le navi della Tirrenia [The Ships of the Tirrenia] (in Italian). Sorrento: Con-fine Edizioni di arte & cultura. ISBN 978-88-96427-73-6.
  • Carboncini, Adriano Betti (2011). Linee di navigazione marittima per la Sardegna [Maritime shipping lines for Sardinia] (in Italian). Sassari: Carlo Delfino editore. ISBN 978-88-7138-551-8.
  • Campodonico, Pierangelo (2020). Storia della marineria mercantile italiana Vol. 2 - 1915-1939 La prima guerra mondiale e il ventennio fascista [History of Italian merchant shipping Vol. 2 - 1915-1939 The First World War and the Fascist Twenty Years] (in Italian). Maree editore. ISBN 978-88-6373-738-7.
  • Oligari, Francesco; Rastelli, Achille; Spazzapan, Giorgio; Zenoni, Alessandro (1985). Trasporti marittimi di linea, volume sesto - Gli anni della Fenice, il Gruppo Finmare, le compagnie sovvenzionate dal 1945 al 1985 [Liner shipping, volume six - The Phoenix years, the Finmare Group, the subsidized companies from 1945 to 1985] (in Italian). Milan: Cavallotti Editori.
  • Pagano, Gian Paolo (1997). Navi mercantili perdute, 3ª ed [Lost merchant ships, 3rd ed.] (in Italian). Rome: Ufficio Storico della Marina Militare.
  • Piccione, Paolo (2018). Le navi dei Florio - Storia delle attività armatoriali 1840 - 1931 [The ships of the Florios - History of shipowning activities 1840 - 1931] (in Italian). Palermo: Nuova Ipsa Editore srl. ISBN 978-88-7676-699-2.
  • Trizio, Pasquale (2018). Adriatica Venezia (1932-2004) [Adriatica Venice (1932-2004)] (in Italian). Bari: Gelsorosso. ISBN 978-88-89735-28-2.
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