Ganz & Comp. electric machine, railway, carriage-manufacturing & ship-building Co. Ltd.

27 Aug 2020
museum
(0) Comments

Ganz & Comp. electric machine, railway, carriage-manufacturing & ship-building Co. Ltd.

The Ganz-Danubius shipyard, created by a merger in 1911, was one of the top companies in industrial production at the end of the dualism. The joint-stock company focused primarily on shipbuilding at this time, but was also active in a number of other industries. In terms of both predecessors and successors, the company is the result of an extremely exciting and complex organisational development.

The first predecessor in shipbuilding is Danubius Hungarian Ship- and Engineering Works Rt., which operated from 1890 to 1895, when it merged with the United Ship, Machine and Boiler Works Rt. of Schoenichen-Hartmann-with. The so established Danubius-Schoenichen-Hartmann United Ship, Machine and Boiler Works Ltd operated from 1895 to 1911. A Ganz and Company Iron Foundry and Machine Works Ltd. It was established in 1869 under the leadership of András Mechwart, as the heirs did not wish to continue the management of the founding company after the death of Abraham Ganz in 1867. At the time of the merger in 1911, Ganz was already a well-known and respected brand name, as was Danubius.

The common Ganz and Co. - Danubius - machinery, wagons and shipbuilding ltd survived the First World War, and in 1927 it absorbed the Schlick-Nicholson machinery, wagons and shipyard Rt-t, a Dr. Lipták and Partners Construction and Iron Industry Ltd-and the Machine and railway equipment factory Rt-t. And in 1929 the Ganz Electricity Ltd. and the First Hungarian sewing machine and bicycle factory Rt. was also merged into the company, which thus took over the Ganz & Comp. electric machine, railway, carriage-manufacturing & ship-building Co. Ltd. laughs. After the Second World War, the company was nationalised at the Council of Ministers meeting of 22 November 1946, and in 1948 it was broken up into smaller state-owned companies.

 

The Danubius Hungarian ship and machine factory Rt. 1890-1895

 

Danubius was founded on 14 September 1890 in Budapest with a share capital of 1 000 000 Frt (10 000 shares of 100 HUF each), the German name of the company was "Danubius" Hungarian Shipbuilding and Engineering Works Actiengesellschaft, the French name was "Danubius" Société anonyme Hongroise de Chantier navale d'atelier de Construction. The purpose of the company, according to its articles of association, was to establish a factory in Budapest to manufacture and sell ships, ship machinery, machinery equipment, steam engines, steam boilers, iron structures, and to participate in the production of transportable field, forest and industrial railways.

At the time of its foundation, the company was founded with Elek Bokross as its president, and the members of the board of directors were Henrik Baumgarten, Károly Deutsch, Lajos Egyedi, Nándor Freissleder, Ferenc Freund from Tószeg, Dr. Ambrus Neményi, Gyula Pósch, Manfréd Weiss, Camillo Ludwik, and Dr. Otto Pribram. The supervisory board consisted of Dr. Ferenc Heltai, János Mérő, János Reichart and Arnold Rothkugel.

In 1891, the company built the 34-metre-long, 4-metre-wide Research vessel and the 58-metre-long 400-horsepower Pál Vásárhelyi side-wheel steamship. Also in 1891, he built the Ida, the Mary and the Baba in 1892 for a Romanian company in the construction of the Dragkos side-wheel steamer, and the Ahilleus. In 1893, the ship was built for Henrik Hörnes of Bratislava. Frigyes passenger boat.

The company has been profitable from its early days, so in terms of profit:

  • In 1891 9 759 Frt,
  • In 1892 60 842 Frt,
  • In 1893 93 581 Frt,
  • In 1894 (with a capital of Frt 1 500 000) the company made a profit of Frt 102 756.

Danubius merged on 2 April 1895 with the Hungarian ship, machine and boiler factory Scoenichen-Hartmann Rt, which was also founded in 1895 with a capital of 4 000 000 Koruna. The members of the board of directors were Dr. Gyula Basch, Albert Berzeviczy, Béni Boros, Gyula Deutsch, Károly Fach, Rafael Freudenberg, Emil Reitz, Imre Schuler, Adolf Ullmann, Béla Veit, Lajos Walkó and Count Ede Wilczek.

 

The Danubius-Schoenichen-Hartmann United Ship, Machine and Boiler Works Rt. 1895-1911

 

At the time, the merged Danubius employed 1,000 skilled workers with a total of 200 horsepower, and its products were bought by Germany, Bulgaria, Romania, Serbia and Hungary. In 1895, Albert Berzeviczy became president of the company, Lajos Tolnay vice-president and Henrik Baumgarten general manager.

The company continued to build ships, and in 1896 it built the Imre and in 1897 the Margit steam boiler for the Hungarian River and Shipping Company. Also in 1897, the Helén for József Berczel of Verőce; in 1898 the Pannonhalma for the MFTR, the Iron Gates for the Hungarian Royal Authority of the Lower Danube. Also in 1898, the Chernavoda, the Radu Negru and the Turnu Magurele for the Romanian Navigation Fluviale Roumaine. Mermaid for the Royal Hungarian Shipping Inspectorate in Budapest and the Knaz Boris later Bulgarian dredger from Varna. 1900 the Uzu Kale, the Gipanis, the Adjader, the Istrian and the Kara Kermen Russian mud sucker and dredger; the Veszprém and the Zala, which became the tugboats of Balaton Halászati Rt. A Satu Mare was also built in 1900 for the Hungarian Royal River Engineering Office in Sátoraljaújhely, and Wien was built for the Redlich brothers. In 1901, Danubius launched the Danubius for the Bratislava entrepreneur Henrik Hörnes Bratislava passenger ship; at the same time the company's slipway was rebuilt Bagomér, made for an unknown owner of the Pannonia a swimming diver, a István Türr to the Ferencz-Csatorna Steamship Company, for the city of Mariupol, for the city of Mikhail Lisovsky. In 1902 the Turcich of Esek was built for Hrvatska, the Fortuna for the Redlich brothers and the Ihsan and the Neveser built in 1903 for the Ministeri de la Marine Ottoman. Fedor Solodoff. 1904 is the SMS Timis and the SMS Bodrog, which were commissioned by the Austro-Hungarian Imperial and Royal Danube Flotilla, and the P. Burgas, commissioned by Bulgaria. Újpest floating crane for the Danube Flotilla, the Patrol boat "B, the Russians on the Pruth, the I. Öst. Donausend Baggerung G, Wien for Boris Hausmann. In 1907 for the MFTR the Boiler and an unknown customer for the Zwy. In 1908, the Romanian State Fishing Company for the Razelm. in 1909, the MFTR built the I. József Ferencz, also from 1909 in the Komárom elevator, the Balatontavi Steamship Ltd. Kisfaludyand the Danube Flotilla Patrol boat "G and Patrol boat "H ships. Finally, in 1911, the Vasiliy Mílos & Oganenov Vasar was built on the Bega Canal for the company Vasiliy Mílos & Oganenov Vasar. Bega. Alternatively, the merged Danubius Rt. once produced the Giant an elevator.

At the same time, the merged Danubius Rt. operated a shipyard not only in Budapest, but also in Fiume, the latter from 1905. On 12 September 1905, the company leased the Fiume-Bergudia formerly bankrupt shipbuilding yard in.

At that time, the only ship repair shop in Rijeka was run by József Lazarus, a Galician-born ship repairer, which was established in 1900 at the foot of the Maria Theresa breakwater and during its existence was mainly engaged in repairing the British Cunard Line Steamship Company's emigrant ships. Lazarus later also started a shipbuilding business in Portore (now Kraljevica) and submitted a request to the Navy to build new torpedo boats. However, ten days after the signing of the contract between the Hungarian state and Danubius Rt. (22-23 September 1905), Lazarus's plant in Fiume burned to the ground and he was forced to sell his plant in Portoré to Danubius. He rebuilt the ship-repair plant and in 1910, with 100 employees, set up a new business producing motorboats, which had been virtually unknown until then. In the hierarchy of Danubius Rt., Portoré was later subordinated to Fiume.

The Danubius factory in Fiume was thus established, mainly to build warships, and received several state orders for this. In 1907 it built the SMS Tritonthe first Hungarian-built naval warship. This was followed in the same year by the SMS Silen and the SMS Satyr. SS Ambulance rescue boat and the SS Tractor a tugboat for the Maritime Authority and additional warships for the Royal and Royal Navy. Navy: SMS Pandur, MT50, SMS Scorpio, SMS Turul, MT51, SMS Hydra. in 1909 he built a floating dock (P240) and other warships: SMS Polyp, SMS Alk, SMS pig, MT58, MT59, SMS Réka, SMS Dinara, SMS Kraken, SMS Kormoran, MT60, MT61, SMS Tickler, MT62, SMS Velebit, SMS Phoenix. also produced for the navy in 1910: SMS Hercules, SMTB 07, SMTB 08, SMTB 09, SMTB 10, SMS Lizard, SMTB 11, SMTB 12.

The fact that the capital was increased to 3 000 000 forints in 1895 is proof of the success of the operation. The company's profits subsequently developed as follows:

  • 1895: 143 347 Frt,
  • 1896: 260 840 Frt,
  • 1897: 178 069 Frt,
  • 1898: 24 006 Frt,
  • 1899: 142 642 Frt.

In 1900 the company switched to the Crown, with a profit of K 40 450; in 1901 they reduced their capital to K 4 500 000, with a profit of K 17 468 and a loss of K 82 764 in 1902. After that, however, the profit was again on the increase, which was

  • In 1903 236 678 K,
  • In 1904 366 419 K,
  • In 1905 287 182 K,
  • In 1906 340 162 K,
  • In 1907 388 546 K,
  • In 1908 615 717 K,
  • In 1909 765 801 K,
  • and in 1910 it was 716 784 K.

From 1909 the company tried to gain the support of the Ministry of Trade and the Ministry of War in order to receive state orders not only for medium but also for large commercial and military shipbuilding, but this was only realised after the merger of Danubius Rt. with Ganz & Co. The merger was initiated at the request of Ganz, and at the end of the negotiations Danubius was fully integrated into Ganz in order to ensure that their shipbuilding plants in Budapest and Fiume could win the largest state orders.

In the merger, Danubius was merged with its entire share capital of K4 500 000, including all its claims and liabilities, into the new company, which was renamed Ganz & Co - Danubius Machine, Waggon and Shipyard Ltd., with a share capital of K8 640 000.

 

The Ganz and Co-Danubius machine, wagon and shipyard Rt. 1911-1929

 

At the time of the merger, Danubius Plc had three major shareholders representing two main shareholders. The Magyar Leszrechnoló- und Pénzváltó Bank was represented by a trustee, Rafael Freudenberg, with a stake of 45.421 billion euros; the Magyar Általános Hitelbank by a trustee, 27.591 billion euros; and the Wiener Bankverein by a trustee, Adolf Ullmann, with a stake of 19.11 billion euros. In the old Ganz company, the two main shareholders were the Magyar General Hitelbank (24,731,000 HUF-TP3) and the Magyar Leszámítoló- und Pénzváltó Bank (25,641,000 HUF-TP3), the former represented by Major Count Ede Pallavicini and the latter by Leo Augenfeld. Thus, in the newly created Ganz & Co. - Danubius Plc, after a capital increase following the merger, MÁH acquired 70% of the shares and the Calculation Bank 30%.

Ede Major Count Pallavicini became president of the new company, and János Harkányi Baron became vice-president. Members of the Board of Directors. Czekeliusz Aurél, Freudenberg Rafael, Poschl Gyula, Tolnay Lajos, Ullmann Adolf, Weisz Manfréd. Supervisory Board. Emil Asbóth served as General Manager.

The merger proved to be a success, as the company was then awarded all the warship construction contracts, meaning that Hungary became the sole owner of Ganz-Danubius Rijeka and Portore plantei produced all of its torpedo boats, torpedo destroyers, destroyers, battleships and submarines that fell under its common military obligations. This means that in 1912, in Fiume, the SMS Heligoland fast cruiser and three Tatra-class destroyers in Portore: the SMS Tatras, the SMS Lake Balaton and the SMS Csepel. in 1913 in Fiume, the SMS Novara fast cruiser (15 February) and three more Tatra-class destroyers in Portore: the SMS Lika, the SMS Orjen and the SMS Triglav. On 17 January 1914, in Fiume, the pinnacle of Hungarian warship construction at the time, the SMS St Stephen's the battleship and the electric submarine built for the Berlin Aquarium in the Loligot. In 1916 in Fiume, the 82 F, 83 F, 84 F, 85 F, 87 F, 88 F, 89 F, 90 F, 91 F, 92 F, 93 F, 94 F, 95 F, 96 F, 97 F torpedo boats, the Ungaro-Croata Hunyad the steamer, in Portore the 86 F torpedo boat. In 1917 in Portoré, also of the Tatra class SMS Dukla and the destroyer in Rijeka SMU 29, SMU 30, SMU 31, SMU 32, submarines and the SMS Triglav 2, the SMS Lika 2, the SMS Uzsok destroyers and the MT 130, MT 131, MT 132, MT 133, MT 134 and MT 135 minesweepers, and in 1918 in Portoré, the water tanker Wassertanker 250.

Meanwhile, the Budapest shipyard was not idle. In 1911, the MFTR built the Nice Ilonka. in 1912 the building was rebuilt. Comedy, and for Károly Fried and his son from Komárom the Szolnok, for Antal Fleischmann of Budapest, the Lajos József, to Károly Roheim for the Leontine. in 1913 for Samu Rozenthal's Mohács Steam Brickworks in Mohács, for MFTR on the Archduke Ferdinand Ferencz. in 1914 for the MFTR the Lake Balaton, a Tihany, a Hegyalja, a Bodrogköz, the floating crane No. 2, for the Danube Flotilla, the SMS Inn. in 1915 for the MFTR the Előd, a Tas, a Csaba, a Badacsony. in 1916 for the Danube Flotilla the SMS Viza, the SMS Perch, the SMS Compó and the SMS Catfish, for MFTR on the Barge 755, a Archduke Joseph, a Csobáncz, a Szigliget, a Bakony, the T162 and T163 tugboats for the joint Ministry of Defence. In 1917, for the MFTR the Charles IV. in 1918 for the MFTR the Queen Zita and the Danube Flotilla for the SMS Sturgeon and the SMS Salmon.

Financial losses in the First World War and post-war inflation weakened the company, but it did not go bankrupt and even received additional state orders from the successor states created by the Treaty of Trianon. Thus, in 1920, MFTR was given the M10-and M11-vessels, for the DDSG the Gönyű. in 1921, the L, the L2 from L3, the L4, the L5 and the L6 the Al-Dunaa; the Hron, a Devín, a Vah and the Nitra Czechoslovakia. 1922 to the Kingdom of Serb-Croat-Slovenian Napred, the Royal Hungarian Port Authority for the Dévény, on the Al-Dunar in the ST9, to Greece with Makis. in 1923 to Romania with Principelle Mihai, to Bulgaria for the Egea, a Vida. in 1924 to the SZ-H-SZ Kingdom in the Anny.

The company's financial results (profit) until the introduction of the Pengay were as follows:

  • 1911: 3 153 210 K,
  • 1912: 2 601 784 K,
  • 1913: 2 244 405 K,
  • 1914: 1 408 972 K,
  • 1915: 545 077 K,
  • 1916: 2 010 138 K,
  • 1917: K 3 929 019 (capital K 14 400 000),
  • 1918/1919: 4 732 812 K,
  • 1920: 9 143 136 K,
  • 1921: 16 400 343 K,
  • 1922: 194 858 246 K,
  • 1923: K9 147 042 528 (capital: K3 780 000),
  • 1924: capital: P9 450 000, no profit.

From 1924, a new financial era began in Hungary, but the company's shipbuilding activities were not affected for a while. The company remained profitable until the economic crisis of 1929. In 1925, a new ship was built for the Hungarian Construction Company. Nador, The Pomocnik for the Kingdom of SZ-H-Sz, the Mohács buoy boat for the Royal Hungarian Ministry of the Interior in 1926, the MVI9-and the MVI10-barge, Archduke Joseph Swallow motor yacht, the Balaton motor yacht Rex and the Rex2 for the Rex Lloyd Motorboat Rt., the Harambolos to Greece, the Adolf Leventis to Braila, the Komp Dunaszekcső Község and the Comp 1 for the Balaton Shipping Company, and in 1928 for the Chobain for the River Patrol.

The profit for this period for Ganz-Danubius was as follows:

  • 1925: 1 713 463 P,
  • 1926: 252 145 P,
  • 1927: P1 669 117 (capital: P11 699 450),
  • 1928: 2 234 201 P,
  • 1929: P 2 464 005 (capital P 12 250 000).

Thus Ganz-Danubius was able to remain profitable until 1929, when it was transformed into Ganz & Co.

 

The Ganz and Company Electrical Machinery, Wagon and Shipyard Rt. 1929-1948

 

In 1930, the newly formed large Ganz company had a share capital of 17 150 000 pengo and production continued despite the economic crisis. In 1930, a new factory was built for a Greek order. Okeanis and the Nereis. in 1934 for a British order for the Danube Shell 2, for MFTR the M12 and the Budapest. in 1936 for the Royal Hungarian Danube Navigation Company. Szeged. in 1937 for the British in the Danube Shell 3, a Shell 16, a Shell 17, a Shell 18, for MFTR the Etele, a Buda, for Duna-Tengerhajózási Rt. Tisza. in 1938 for the MFTR the Hunor and the Széchenyi. in 1939 for the MFTR the English, for Duna-Tengerhajózási Rt. Cash desk, for MFTR on the Verecke. in 1940 for the MFTR the Baross, for the Hungarian Royal Hungarian Home Guard for the PM1, for Duna-Tengerhajózási Rt. Uzhhorod, a Cluj Napoca, commissioned by Italy for the Piedmont. in 1942 for the Hungarian Merchant Shipping Ltd. Hungarian Vitéz, for the Hungarian Orient Line Shipping Company for the Hungarian Seafarer, for Italians in the Lombardy. in 1944 for the Duna-Tengerhajózási Rt. Komárom, the Novi Sad, the National Freeport for the Saint Florian fireboat, for the River Guard the PM2. in 1945 for the capital of Budapest the Attila József, for the "Csepel" Hungarian-Swedish Shipping Ltd. Hungary. in 1946 Soviet reparations for the Simeiz, a Koreiz, a Don, a Calamus, Budapest for the Endre Ady. in 1947 Soviet reparations for the Massandra and the Livadia, and Yugoslav reparations for the Soca.


The launching of the "Szeged" (1936)


The "Tisza" trial run (1937)

At the same time, the economic crisis had a strong impact on financial profitability, and the company's financial results were as follows:

  • 1930: loss: P 6 138 659,
  • 1931: loss: P 4 843 868,
  • 1932: loss P 7 457 247,
  • 1934: loss P 3 569 768,
  • 1935: loss P 4 401 629,
  • 1936: loss P 5 903 945,
  • 1937: loss 6 206 461 p,
  • 1938:, loss P 106 432 (capital P 8 575 000),
  • 1940: profit P 243 557 (capital P 12 862 500),
  • 1941: gains P 2 287 809.

After the war, the company was nationalised by the Council of Ministers in 1946, and in 1948 it was split into further state-owned companies.

Founded in 1929

Date of cessation: 1948

Founders: Ganz and Co-Danubius Machine, Wagon and Shipyard Ltd.; Ganz Electricity Ltd.; First Hungarian Sewing Machine and Bicycle Factory Ltd.

Securities issued:

Ganz and Co. electrical, machinery, wagons and shipbuilding ltd

Determinant drivers are not set

Main activity not set

Main products are not set

Seats:

1929-1948

Budapest

Locations are not set

Main milestones are not set

Author: by Dr. Márton Pelles

Founded in 1929

Founders: Ganz and Co-Danubius Machine, Wagon and Shipyard Ltd.; Ganz Electricity Ltd.; First Hungarian Sewing Machine and Bicycle Factory Ltd.

Determinant drivers are not set

Main activity not set

Main products are not set

Seats:

1929-1948

Budapest

Locations are not set

Main milestones are not set

Author: by Dr. Márton Pelles

Ganz & Comp. electric machine, railway, carriage-manufacturing & ship-building Co. Ltd.

The Ganz-Danubius shipyard, created by a merger in 1911, was one of the top companies in industrial production at the end of the dualism. The joint-stock company focused primarily on shipbuilding at this time, but was also active in a number of other industries. In terms of both predecessors and successors, the company is the result of an extremely exciting and complex organisational development.

The first predecessor in shipbuilding is Danubius Hungarian Ship- and Engineering Works Rt., which operated from 1890 to 1895, when it merged with the United Ship, Machine and Boiler Works Rt. of Schoenichen-Hartmann-with. The so established Danubius-Schoenichen-Hartmann United Ship, Machine and Boiler Works Ltd operated from 1895 to 1911. A Ganz and Company Iron Foundry and Machine Works Ltd. It was established in 1869 under the leadership of András Mechwart, as the heirs did not wish to continue the management of the founding company after the death of Abraham Ganz in 1867. At the time of the merger in 1911, Ganz was already a well-known and respected brand name, as was Danubius.

The common Ganz and Co. - Danubius - machinery, wagons and shipbuilding ltd survived the First World War, and in 1927 it absorbed the Schlick-Nicholson machinery, wagons and shipyard Rt-t, a Dr. Lipták and Partners Construction and Iron Industry Ltd-and the Machine and railway equipment factory Rt-t. And in 1929 the Ganz Electricity Ltd. and the First Hungarian sewing machine and bicycle factory Rt. was also merged into the company, which thus took over the Ganz & Comp. electric machine, railway, carriage-manufacturing & ship-building Co. Ltd. laughs. After the Second World War, the company was nationalised at the Council of Ministers meeting of 22 November 1946, and in 1948 it was broken up into smaller state-owned companies.

 

The Danubius Hungarian ship and machine factory Rt. 1890-1895

 

Danubius was founded on 14 September 1890 in Budapest with a share capital of 1 000 000 Frt (10 000 shares of 100 HUF each), the German name of the company was "Danubius" Hungarian Shipbuilding and Engineering Works Actiengesellschaft, the French name was "Danubius" Société anonyme Hongroise de Chantier navale d'atelier de Construction. The purpose of the company, according to its articles of association, was to establish a factory in Budapest to manufacture and sell ships, ship machinery, machinery equipment, steam engines, steam boilers, iron structures, and to participate in the production of transportable field, forest and industrial railways.

At the time of its foundation, the company was founded with Elek Bokross as its president, and the members of the board of directors were Henrik Baumgarten, Károly Deutsch, Lajos Egyedi, Nándor Freissleder, Ferenc Freund from Tószeg, Dr. Ambrus Neményi, Gyula Pósch, Manfréd Weiss, Camillo Ludwik, and Dr. Otto Pribram. The supervisory board consisted of Dr. Ferenc Heltai, János Mérő, János Reichart and Arnold Rothkugel.

In 1891, the company built the 34-metre-long, 4-metre-wide Research vessel and the 58-metre-long 400-horsepower Pál Vásárhelyi side-wheel steamship. Also in 1891, he built the Ida, the Mary and the Baba in 1892 for a Romanian company in the construction of the Dragkos side-wheel steamer, and the Ahilleus. In 1893, the ship was built for Henrik Hörnes of Bratislava. Frigyes passenger boat.

The company has been profitable from its early days, so in terms of profit:

  • In 1891 9 759 Frt,
  • In 1892 60 842 Frt,
  • In 1893 93 581 Frt,
  • In 1894 (with a capital of Frt 1 500 000) the company made a profit of Frt 102 756.

Danubius merged on 2 April 1895 with the Hungarian ship, machine and boiler factory Scoenichen-Hartmann Rt, which was also founded in 1895 with a capital of 4 000 000 Koruna. The members of the board of directors were Dr. Gyula Basch, Albert Berzeviczy, Béni Boros, Gyula Deutsch, Károly Fach, Rafael Freudenberg, Emil Reitz, Imre Schuler, Adolf Ullmann, Béla Veit, Lajos Walkó and Count Ede Wilczek.

 

The Danubius-Schoenichen-Hartmann United Ship, Machine and Boiler Works Rt. 1895-1911

 

At the time, the merged Danubius employed 1,000 skilled workers with a total of 200 horsepower, and its products were bought by Germany, Bulgaria, Romania, Serbia and Hungary. In 1895, Albert Berzeviczy became president of the company, Lajos Tolnay vice-president and Henrik Baumgarten general manager.

The company continued to build ships, and in 1896 it built the Imre and in 1897 the Margit steam boiler for the Hungarian River and Shipping Company. Also in 1897, the Helén for József Berczel of Verőce; in 1898 the Pannonhalma for the MFTR, the Iron Gates for the Hungarian Royal Authority of the Lower Danube. Also in 1898, the Chernavoda, the Radu Negru and the Turnu Magurele for the Romanian Navigation Fluviale Roumaine. Mermaid for the Royal Hungarian Shipping Inspectorate in Budapest and the Knaz Boris later Bulgarian dredger from Varna. 1900 the Uzu Kale, the Gipanis, the Adjader, the Istrian and the Kara Kermen Russian mud sucker and dredger; the Veszprém and the Zala, which became the tugboats of Balaton Halászati Rt. A Satu Mare was also built in 1900 for the Hungarian Royal River Engineering Office in Sátoraljaújhely, and Wien was built for the Redlich brothers. In 1901, Danubius launched the Danubius for the Bratislava entrepreneur Henrik Hörnes Bratislava passenger ship; at the same time the company's slipway was rebuilt Bagomér, made for an unknown owner of the Pannonia a swimming diver, a István Türr to the Ferencz-Csatorna Steamship Company, for the city of Mariupol, for the city of Mikhail Lisovsky. In 1902 the Turcich of Esek was built for Hrvatska, the Fortuna for the Redlich brothers and the Ihsan and the Neveser built in 1903 for the Ministeri de la Marine Ottoman. Fedor Solodoff. 1904 is the SMS Timis and the SMS Bodrog, which were commissioned by the Austro-Hungarian Imperial and Royal Danube Flotilla, and the P. Burgas, commissioned by Bulgaria. Újpest floating crane for the Danube Flotilla, the Patrol boat "B, the Russians on the Pruth, the I. Öst. Donausend Baggerung G, Wien for Boris Hausmann. In 1907 for the MFTR the Boiler and an unknown customer for the Zwy. In 1908, the Romanian State Fishing Company for the Razelm. in 1909, the MFTR built the I. József Ferencz, also from 1909 in the Komárom elevator, the Balatontavi Steamship Ltd. Kisfaludyand the Danube Flotilla Patrol boat "G and Patrol boat "H ships. Finally, in 1911, the Vasiliy Mílos & Oganenov Vasar was built on the Bega Canal for the company Vasiliy Mílos & Oganenov Vasar. Bega. Alternatively, the merged Danubius Rt. once produced the Giant an elevator.

At the same time, the merged Danubius Rt. operated a shipyard not only in Budapest, but also in Fiume, the latter from 1905. On 12 September 1905, the company leased the Fiume-Bergudia formerly bankrupt shipbuilding yard in.

At that time, the only ship repair shop in Rijeka was run by József Lazarus, a Galician-born ship repairer, which was established in 1900 at the foot of the Maria Theresa breakwater and during its existence was mainly engaged in repairing the British Cunard Line Steamship Company's emigrant ships. Lazarus later also started a shipbuilding business in Portore (now Kraljevica) and submitted a request to the Navy to build new torpedo boats. However, ten days after the signing of the contract between the Hungarian state and Danubius Rt. (22-23 September 1905), Lazarus's plant in Fiume burned to the ground and he was forced to sell his plant in Portoré to Danubius. He rebuilt the ship-repair plant and in 1910, with 100 employees, set up a new business producing motorboats, which had been virtually unknown until then. In the hierarchy of Danubius Rt., Portoré was later subordinated to Fiume.

The Danubius factory in Fiume was thus established, mainly to build warships, and received several state orders for this. In 1907 it built the SMS Tritonthe first Hungarian-built naval warship. This was followed in the same year by the SMS Silen and the SMS Satyr. SS Ambulance rescue boat and the SS Tractor a tugboat for the Maritime Authority and additional warships for the Royal and Royal Navy. Navy: SMS Pandur, MT50, SMS Scorpio, SMS Turul, MT51, SMS Hydra. in 1909 he built a floating dock (P240) and other warships: SMS Polyp, SMS Alk, SMS pig, MT58, MT59, SMS Réka, SMS Dinara, SMS Kraken, SMS Kormoran, MT60, MT61, SMS Tickler, MT62, SMS Velebit, SMS Phoenix. also produced for the navy in 1910: SMS Hercules, SMTB 07, SMTB 08, SMTB 09, SMTB 10, SMS Lizard, SMTB 11, SMTB 12.

The fact that the capital was increased to 3 000 000 forints in 1895 is proof of the success of the operation. The company's profits subsequently developed as follows:

  • 1895: 143 347 Frt,
  • 1896: 260 840 Frt,
  • 1897: 178 069 Frt,
  • 1898: 24 006 Frt,
  • 1899: 142 642 Frt.

In 1900 the company switched to the Crown, with a profit of K 40 450; in 1901 they reduced their capital to K 4 500 000, with a profit of K 17 468 and a loss of K 82 764 in 1902. After that, however, the profit was again on the increase, which was

  • In 1903 236 678 K,
  • In 1904 366 419 K,
  • In 1905 287 182 K,
  • In 1906 340 162 K,
  • In 1907 388 546 K,
  • In 1908 615 717 K,
  • In 1909 765 801 K,
  • and in 1910 it was 716 784 K.

From 1909 the company tried to gain the support of the Ministry of Trade and the Ministry of War in order to receive state orders not only for medium but also for large commercial and military shipbuilding, but this was only realised after the merger of Danubius Rt. with Ganz & Co. The merger was initiated at the request of Ganz, and at the end of the negotiations Danubius was fully integrated into Ganz in order to ensure that their shipbuilding plants in Budapest and Fiume could win the largest state orders.

In the merger, Danubius was merged with its entire share capital of K4 500 000, including all its claims and liabilities, into the new company, which was renamed Ganz & Co - Danubius Machine, Waggon and Shipyard Ltd., with a share capital of K8 640 000.

 

The Ganz and Co-Danubius machine, wagon and shipyard Rt. 1911-1929

 

At the time of the merger, Danubius Plc had three major shareholders representing two main shareholders. The Magyar Leszrechnoló- und Pénzváltó Bank was represented by a trustee, Rafael Freudenberg, with a stake of 45.421 billion euros; the Magyar Általános Hitelbank by a trustee, 27.591 billion euros; and the Wiener Bankverein by a trustee, Adolf Ullmann, with a stake of 19.11 billion euros. In the old Ganz company, the two main shareholders were the Magyar General Hitelbank (24,731,000 HUF-TP3) and the Magyar Leszámítoló- und Pénzváltó Bank (25,641,000 HUF-TP3), the former represented by Major Count Ede Pallavicini and the latter by Leo Augenfeld. Thus, in the newly created Ganz & Co. - Danubius Plc, after a capital increase following the merger, MÁH acquired 70% of the shares and the Calculation Bank 30%.

Ede Major Count Pallavicini became president of the new company, and János Harkányi Baron became vice-president. Members of the Board of Directors. Czekeliusz Aurél, Freudenberg Rafael, Poschl Gyula, Tolnay Lajos, Ullmann Adolf, Weisz Manfréd. Supervisory Board. Emil Asbóth served as General Manager.

The merger proved to be a success, as the company was then awarded all the warship construction contracts, meaning that Hungary became the sole owner of Ganz-Danubius Rijeka and Portore plantei produced all of its torpedo boats, torpedo destroyers, destroyers, battleships and submarines that fell under its common military obligations. This means that in 1912, in Fiume, the SMS Heligoland fast cruiser and three Tatra-class destroyers in Portore: the SMS Tatras, the SMS Lake Balaton and the SMS Csepel. in 1913 in Fiume, the SMS Novara fast cruiser (15 February) and three more Tatra-class destroyers in Portore: the SMS Lika, the SMS Orjen and the SMS Triglav. On 17 January 1914, in Fiume, the pinnacle of Hungarian warship construction at the time, the SMS St Stephen's the battleship and the electric submarine built for the Berlin Aquarium in the Loligot. In 1916 in Fiume, the 82 F, 83 F, 84 F, 85 F, 87 F, 88 F, 89 F, 90 F, 91 F, 92 F, 93 F, 94 F, 95 F, 96 F, 97 F torpedo boats, the Ungaro-Croata Hunyad the steamer, in Portore the 86 F torpedo boat. In 1917 in Portoré, also of the Tatra class SMS Dukla and the destroyer in Rijeka SMU 29, SMU 30, SMU 31, SMU 32, submarines and the SMS Triglav 2, the SMS Lika 2, the SMS Uzsok destroyers and the MT 130, MT 131, MT 132, MT 133, MT 134 and MT 135 minesweepers, and in 1918 in Portoré, the water tanker Wassertanker 250.

Meanwhile, the Budapest shipyard was not idle. In 1911, the MFTR built the Nice Ilonka. in 1912 the building was rebuilt. Comedy, and for Károly Fried and his son from Komárom the Szolnok, for Antal Fleischmann of Budapest, the Lajos József, to Károly Roheim for the Leontine. in 1913 for Samu Rozenthal's Mohács Steam Brickworks in Mohács, for MFTR on the Archduke Ferdinand Ferencz. in 1914 for the MFTR the Lake Balaton, a Tihany, a Hegyalja, a Bodrogköz, the floating crane No. 2, for the Danube Flotilla, the SMS Inn. in 1915 for the MFTR the Előd, a Tas, a Csaba, a Badacsony. in 1916 for the Danube Flotilla the SMS Viza, the SMS Perch, the SMS Compó and the SMS Catfish, for MFTR on the Barge 755, a Archduke Joseph, a Csobáncz, a Szigliget, a Bakony, the T162 and T163 tugboats for the joint Ministry of Defence. In 1917, for the MFTR the Charles IV. in 1918 for the MFTR the Queen Zita and the Danube Flotilla for the SMS Sturgeon and the SMS Salmon.

Financial losses in the First World War and post-war inflation weakened the company, but it did not go bankrupt and even received additional state orders from the successor states created by the Treaty of Trianon. Thus, in 1920, MFTR was given the M10-and M11-vessels, for the DDSG the Gönyű. in 1921, the L, the L2 from L3, the L4, the L5 and the L6 the Al-Dunaa; the Hron, a Devín, a Vah and the Nitra Czechoslovakia. 1922 to the Kingdom of Serb-Croat-Slovenian Napred, the Royal Hungarian Port Authority for the Dévény, on the Al-Dunar in the ST9, to Greece with Makis. in 1923 to Romania with Principelle Mihai, to Bulgaria for the Egea, a Vida. in 1924 to the SZ-H-SZ Kingdom in the Anny.

The company's financial results (profit) until the introduction of the Pengay were as follows:

  • 1911: 3 153 210 K,
  • 1912: 2 601 784 K,
  • 1913: 2 244 405 K,
  • 1914: 1 408 972 K,
  • 1915: 545 077 K,
  • 1916: 2 010 138 K,
  • 1917: K 3 929 019 (capital K 14 400 000),
  • 1918/1919: 4 732 812 K,
  • 1920: 9 143 136 K,
  • 1921: 16 400 343 K,
  • 1922: 194 858 246 K,
  • 1923: K9 147 042 528 (capital: K3 780 000),
  • 1924: capital: P9 450 000, no profit.

From 1924, a new financial era began in Hungary, but the company's shipbuilding activities were not affected for a while. The company remained profitable until the economic crisis of 1929. In 1925, a new ship was built for the Hungarian Construction Company. Nador, The Pomocnik for the Kingdom of SZ-H-Sz, the Mohács buoy boat for the Royal Hungarian Ministry of the Interior in 1926, the MVI9-and the MVI10-barge, Archduke Joseph Swallow motor yacht, the Balaton motor yacht Rex and the Rex2 for the Rex Lloyd Motorboat Rt., the Harambolos to Greece, the Adolf Leventis to Braila, the Komp Dunaszekcső Község and the Comp 1 for the Balaton Shipping Company, and in 1928 for the Chobain for the River Patrol.

The profit for this period for Ganz-Danubius was as follows:

  • 1925: 1 713 463 P,
  • 1926: 252 145 P,
  • 1927: P1 669 117 (capital: P11 699 450),
  • 1928: 2 234 201 P,
  • 1929: P 2 464 005 (capital P 12 250 000).

Thus Ganz-Danubius was able to remain profitable until 1929, when it was transformed into Ganz & Co.

 

The Ganz and Company Electrical Machinery, Wagon and Shipyard Rt. 1929-1948

 

In 1930, the newly formed large Ganz company had a share capital of 17 150 000 pengo and production continued despite the economic crisis. In 1930, a new factory was built for a Greek order. Okeanis and the Nereis. in 1934 for a British order for the Danube Shell 2, for MFTR the M12 and the Budapest. in 1936 for the Royal Hungarian Danube Navigation Company. Szeged. in 1937 for the British in the Danube Shell 3, a Shell 16, a Shell 17, a Shell 18, for MFTR the Etele, a Buda, for Duna-Tengerhajózási Rt. Tisza. in 1938 for the MFTR the Hunor and the Széchenyi. in 1939 for the MFTR the English, for Duna-Tengerhajózási Rt. Cash desk, for MFTR on the Verecke. in 1940 for the MFTR the Baross, for the Hungarian Royal Hungarian Home Guard for the PM1, for Duna-Tengerhajózási Rt. Uzhhorod, a Cluj Napoca, commissioned by Italy for the Piedmont. in 1942 for the Hungarian Merchant Shipping Ltd. Hungarian Vitéz, for the Hungarian Orient Line Shipping Company for the Hungarian Seafarer, for Italians in the Lombardy. in 1944 for the Duna-Tengerhajózási Rt. Komárom, the Novi Sad, the National Freeport for the Saint Florian fireboat, for the River Guard the PM2. in 1945 for the capital of Budapest the Attila József, for the "Csepel" Hungarian-Swedish Shipping Ltd. Hungary. in 1946 Soviet reparations for the Simeiz, a Koreiz, a Don, a Calamus, Budapest for the Endre Ady. in 1947 Soviet reparations for the Massandra and the Livadia, and Yugoslav reparations for the Soca.


The launching of the "Szeged" (1936)


The "Tisza" trial run (1937)

At the same time, the economic crisis had a strong impact on financial profitability, and the company's financial results were as follows:

  • 1930: loss: P 6 138 659,
  • 1931: loss: P 4 843 868,
  • 1932: loss P 7 457 247,
  • 1934: loss P 3 569 768,
  • 1935: loss P 4 401 629,
  • 1936: loss P 5 903 945,
  • 1937: loss 6 206 461 p,
  • 1938:, loss P 106 432 (capital P 8 575 000),
  • 1940: profit P 243 557 (capital P 12 862 500),
  • 1941: gains P 2 287 809.

After the war, the company was nationalised by the Council of Ministers in 1946, and in 1948 it was split into further state-owned companies.

Category: