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Andrea Corrado was born at Albissola Marina on 15 October 1873. His father was a well known Genoese boat builder. He embarked as a cabin boy at the age of 15, became a commander at the age of only 24 and, later, Chief Harbour Pilot in Genoa.
However, his real vocation was that of shipowner: very much a traditionalist, he began by managing two ships for Maria Costa in 1908 and bought his first vessel, the Castagna, a three-mast of Scottish construction.
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Andrea Corrado was born at Albissola Marina on 15 October 1873. His father was a well known Genoese boat builder. He embarked as a cabin boy at the age of 15, became a commander at the age of only 24 and, later, Chief Harbour Pilot in Genoa.
However, his real vocation was that of shipowner: very much a traditionalist, he began by managing two ships for Maria Costa in 1908 and bought his first vessel, the Castagna, a three-mast of Scottish construction.
On 17 February 1914, Castagna was shipwrecked on the beaches of Cape Cod, with the loss of the commander and several crew members. This tragedy affected the young owner deeply, but without entirely dampening his enthusiasm.
February, 17
1873
On 17 February 1914, Castagna was shipwrecked on the beaches of Cape Cod, with the loss of the commander and several crew members. This tragedy affected the young owner deeply, but without entirely dampening his enthusiasm.
February, 17
1873
1914
By 1917, he had organically grown his fleet to five vessels; three steamships and two Brigs. During WWI, he had become convinced that the days of the sail were over; the barque called San Giuseppe would be his last sailing ship, and he would go over to steamships, acquiring the Warda (3,923 g.r.t.), which, immediately after the war, would be joined by the Assistenza (599 g.r.t.) and the Confidenza (3,465 g.r.t.).
The fleet experienced heavy losses during World War I, with Italy joining the Triple Entente, but through both strong cashflows and strategic diplomacy, he successfully rebuilt and expanded his fleet, taking advantage of vessels made available by the British Shipping Controller, an institution created by the Lloyd George coalition government in 1916. These ships were called Standard Vessels.
1914
By 1917, he had organically grown his fleet to five vessels; three steamships and two Brigs. During WWI, he had become convinced that the days of the sail were over; the barque called San Giuseppe would be his last sailing ship, and he would go over to steamships, acquiring the Warda (3,923 g.r.t.), which, immediately after the war, would be joined by the Assistenza (599 g.r.t.) and the Confidenza (3,465 g.r.t.).
The fleet experienced heavy losses during World War I, with Italy joining the Triple Entente, but through both strong cashflows and strategic diplomacy, he successfully rebuilt and expanded his fleet, taking advantage of vessels made available by the British Shipping Controller, an institution created by the Lloyd George coalition government in 1916. These ships were called Standard Vessels.
By 1919, his fleet had expanded through both direct and indirect investments in merchant vessels. When he invested indirectly, he did so through both joint ventures and equity stakes in other Genoese ship owners. In the latter case, he always held a controlling stake.
1917
By 1919, his fleet had expanded through both direct and indirect investments in merchant vessels. When he invested indirectly, he did so through both joint ventures and equity stakes in other Genoese ship owners. In the latter case, he always held a controlling stake.
1917
1917
In 1931, Corrado was awarded the honour of the Knights of Labor and by 1932, his fleet, operating under the corporate structures “Corrado di Navigazione” and “Polena” had grown to become one of the largest diversified private fleets in Europe.
His ships were active in many Mediterranean ports and on both shores of the Atlantic.
The entrepreneur was regularly active within the Armatori Liberi, of which he became, in the 1930s, vice-President alongside G. B. Becchi.
1917
In 1931, Corrado was awarded the honour of the Knights of Labor and by 1932, his fleet, operating under the corporate structures “Corrado di Navigazione” and “Polena” had grown to become one of the largest diversified private fleets in Europe.
His ships were active in many Mediterranean ports and on both shores of the Atlantic.
The entrepreneur was regularly active within the Armatori Liberi, of which he became, in the 1930s, vice-President alongside G. B. Becchi.
Meanwhile, the Corrado fleet was growing and, by 1932, it counted seven steamships. Corrado, who had customarily done business with colleagues he trusted, also founded companies with other shipowners, sometimes to run a single ship.
His fleet was made up almost exclusively of British steamships, bought for a good price or even in clearance sales.
He often acquired ‘War Type’ vessels while others were getting rid of them: Standard models (such as the Ines Corrado, formerly the War Setter, of 5,159 g.r.t.), purchased in 1931, or Fabricated ones (such as the Confidenza, formerly the War Project, of 6,457 g.r.t.), in 1929.
The latter were very characteristic ships, with their square shape and a typical triangular stern, since, in order to build them more quickly, the plates were not curved.
But for Corrado they possessed two important characteristics: their capacity, which could reach 10,000 tons, and a propulsion system using watertube boilers and a turbine, which allowed a steamship to reach 10 knots.
If they then had other problems, such as an unreliable ‘reversing’ mechanism and extremely limited manoeuvring capacity, to the owner-pilot, who often piloted his own ships on arrival in the port of Genoa, this mattered little.
1931
Meanwhile, the Corrado fleet was growing and, by 1932, it counted seven steamships. Corrado, who had customarily done business with colleagues he trusted, also founded companies with other shipowners, sometimes to run a single ship.
His fleet was made up almost exclusively of British steamships, bought for a good price or even in clearance sales.
He often acquired ‘War Type’ vessels while others were getting rid of them: Standard models (such as the Ines Corrado, formerly the War Setter, of 5,159 g.r.t.), purchased in 1931, or Fabricated ones (such as the Confidenza, formerly the War Project, of 6,457 g.r.t.), in 1929.
The latter were very characteristic ships, with their square shape and a typical triangular stern, since, in order to build them more quickly, the plates were not curved.
But for Corrado they possessed two important characteristics: their capacity, which could reach 10,000 tons, and a propulsion system using watertube boilers and a turbine, which allowed a steamship to reach 10 knots.
If they then had other problems, such as an unreliable ‘reversing’ mechanism and extremely limited manoeuvring capacity, to the owner-pilot, who often piloted his own ships on arrival in the port of Genoa, this mattered little.
1931
1931
During the colonial operations of 1935-36, when the gigantic Italian fleet demanded an unprecedented logistical effort, the Genoese shipowner coupled with generous capacity.
The ‘time-charter’ formula was entirely to his advantage, given that the ports used for shipping goods, Massawa, Assab, Mogadishu and Kismayo, lacking adequate logistics structures, became rapidly saturated and unloading took place in chaos and with great sluggishness; cargo steamships could wait for weeks in the harbour before accessing port operations and in the meantime, the captain had to be paid.
In 1936, Andrea Corrado acquired ten additional vessels from the state owned “La Meridonale di Navigazione” and between this time and 1939, at the dawn of World War II, his fleet had grown to 38 vessels according to historical records.
The fleet was largely destroying during World War II; many units were sunk by British intelligence, others sank from damage caused by naval mines. confiscated by the Italian Royal Navy and used in the war effort. View More
1931
During the colonial operations of 1935-36, when the gigantic Italian fleet demanded an unprecedented logistical effort, the Genoese shipowner coupled with generous capacity.
The ‘time-charter’ formula was entirely to his advantage, given that the ports used for shipping goods, Massawa, Assab, Mogadishu and Kismayo, lacking adequate logistics structures, became rapidly saturated and unloading took place in chaos and with great sluggishness; cargo steamships could wait for weeks in the harbour before accessing port operations and in the meantime, the captain had to be paid.
In 1936, Andrea Corrado acquired ten additional vessels from the state owned “La Meridonale di Navigazione” and between this time and 1939, at the dawn of World War II, his fleet had grown to 38 vessels according to historical records.
The fleet was largely destroying during World War II; many units were sunk by British intelligence, others sank from damage caused by naval mines. confiscated by the Italian Royal Navy and used in the war effort. View More
ships
0
grt
0,500
After 1936, Corrado was among the first to enter the circle of suppliers for Monocarbo, so that “the ships were used especially to supply coal for the blast furnaces and there were landings in Savona, Genoa, Venice, Leghorn and Naples, but also for the State Railways.
Thanks to these conditions, by 1939, Corrado had reached a total of 38 ships for 178,506 g.r.t. (including the all the companies he was key shareholder like) with his ‘carts’ was able to guarantee availability.
1936
ships
0
grt
0,500
After 1936, Corrado was among the first to enter the circle of suppliers for Monocarbo, so that “the ships were used especially to supply coal for the blast furnaces and there were landings in Savona, Genoa, Venice, Leghorn and Naples, but also for the State Railways.
Thanks to these conditions, by 1939, Corrado had reached a total of 38 ships for 178,506 g.r.t. (including the all the companies he was key shareholder like) with his ‘carts’ was able to guarantee availability.
1936
1939s
Corrado was one of the first to capitalise on Marshall Plan financing to rebuild his fleet. His son, Giovanni Battista, who was a decorated pilot of military aviation, led a delegation of Italian entrepreneurs to the United States. They were received by US President Harry Truman, who agreed that warships would be made available as compensation for war damage.
These ships were called “Liberties” but many in the Italian shipping community questioned the feasibility of successfully converting them for commercial purposes. Corrado was convinced that appropriate technical interventions could make them more suitable for merchant transport.
For this reason, he decided to expose himself personally by defending this project in Confitarma (Association of Italian Shipowners); often in the face of strong opposition from other Italian shipowners. His efforts paid off, and Italy became a significant beneficiary of the Liberties program.
The Liberties were instrumental to European post-war reconstruction, and subsequent economic growth. Corrado built out his fleet but also diversified into maritime insurance and real estate business.
1939s
Corrado was one of the first to capitalise on Marshall Plan financing to rebuild his fleet. His son, Giovanni Battista, who was a decorated pilot of military aviation, led a delegation of Italian entrepreneurs to the United States. They were received by US President Harry Truman, who agreed that warships would be made available as compensation for war damage.
These ships were called “Liberties” but many in the Italian shipping community questioned the feasibility of successfully converting them for commercial purposes. Corrado was convinced that appropriate technical interventions could make them more suitable for merchant transport.
For this reason, he decided to expose himself personally by defending this project in Confitarma (Association of Italian Shipowners); often in the face of strong opposition from other Italian shipowners. His efforts paid off, and Italy became a significant beneficiary of the Liberties program.
The Liberties were instrumental to European post-war reconstruction, and subsequent economic growth. Corrado built out his fleet but also diversified into maritime insurance and real estate business.
In 1961, Andrea Corrado and his son Giovanni Battista, oversaw the construction of one of the first modern dry bulk Merchant ships, characterised by scaled cargo intake and technology assisted navigation. Many of these technological advances paved the way for the super-bulker, and super-tanker era that followed.
The Story of Andrea Corrado is one of the most paradigmatic for the shipping of 20th Century highlighting his skills to handle consistently and persistently three secular modes of transport / technologies; sail, steam, diesel and down to modern shipping and naval gigantism; all of that in conjunction with two world wars having severe disruptive effects across the entire industry.
1950
In 1961, Andrea Corrado and his son Giovanni Battista, oversaw the construction of one of the first modern dry bulk Merchant ships, characterised by scaled cargo intake and technology assisted navigation. Many of these technological advances paved the way for the super-bulker, and super-tanker era that followed.
The Story of Andrea Corrado is one of the most paradigmatic for the shipping of 20th Century highlighting his skills to handle consistently and persistently three secular modes of transport / technologies; sail, steam, diesel and down to modern shipping and naval gigantism; all of that in conjunction with two world wars having severe disruptive effects across the entire industry.
1950
1961
Andrea Corrado died in Genoa in 1963 and is buried in the Monumental Cemetery of Staglieno in Genoa.
His Legacy was continued by one of his sons, GB Corrado.
As a testimony to his significant contribution to the Italian Maritime industry, a city square was named after him in central Genoa.
His history is recounted today in the hall of fame of the largest Maritime Museum in the Mediterranean, Galata MuMa.
1961
Andrea Corrado died in Genoa in 1963 and is buried in the Monumental Cemetery of Staglieno in Genoa.
His Legacy was continued by one of his sons, GB Corrado.
As a testimony to his significant contribution to the Italian Maritime industry, a city square was named after him in central Genoa.
His history is recounted today in the hall of fame of the largest Maritime Museum in the Mediterranean, Galata MuMa.
grt
0,000
In 1965, Drin was built in Piaggio shipyard, in Riva Trigoso.
She was the cutting edge of the technology prevailing at that time, one of the biggest vessels ever delivered and was a sort of tribute to the memory of his father.
She was a 27,000 GRT vessel with excellent draft. She was massive and magnificent.
1963
grt
0,000
In 1965, Drin was built in Piaggio shipyard, in Riva Trigoso.
She was the cutting edge of the technology prevailing at that time, one of the biggest vessels ever delivered and was a sort of tribute to the memory of his father.
She was a 27,000 GRT vessel with excellent draft. She was massive and magnificent.
1963
1965
G.B Corrado died in 1974 in Genoa.
In his youth, G.B. Corrado was a brilliant student of economics and a brave and honored Italian Air Force pilot.
He had a great ability of managing the financial and tax issues of his family business and wrote several economics books.
1965
G.B Corrado died in 1974 in Genoa.
In his youth, G.B. Corrado was a brilliant student of economics and a brave and honored Italian Air Force pilot.
He had a great ability of managing the financial and tax issues of his family business and wrote several economics books.
Francesco Corrado was born in Genoa on 2nd June 1945 and was 29 years old when his father passed.
He began his new life and activities abroad increasing his experience and the network of international contacts at the same time.
In 1976 he founded Gestion Maritime SAM, a company located in Monaco, specializing in the management of dry bulkers of small denomination.
GestMar was born
1965
Francesco Corrado was born in Genoa on 2nd June 1945 and was 29 years old when his father passed.
He began his new life and activities abroad increasing his experience and the network of international contacts at the same time.
In 1976 he founded Gestion Maritime SAM, a company located in Monaco, specializing in the management of dry bulkers of small denomination.
GestMar was born
1965
1976s
Gestion Maritime was becoming more and more successful and international. As a consequence, the management of larger vessels got started in 1984, when the GIOVANNI, a Handymax built in Japan IHI in 1977, joined the managed fleet.
In 1987 an even bigger ship joined the fleet, always a dry bulk carrier, ELENA (Imabari, ex Mount Pindos – 1974 61, 000 DWT).
Two years later, in 1989 the fleet was further enlarged with the arrival of FRANCESCO (Namura, ex Maritime Dignity – 1983 66, 000 DWT)
1976s
Gestion Maritime was becoming more and more successful and international. As a consequence, the management of larger vessels got started in 1984, when the GIOVANNI, a Handymax built in Japan IHI in 1977, joined the managed fleet.
In 1987 an even bigger ship joined the fleet, always a dry bulk carrier, ELENA (Imabari, ex Mount Pindos – 1974 61, 000 DWT).
Two years later, in 1989 the fleet was further enlarged with the arrival of FRANCESCO (Namura, ex Maritime Dignity – 1983 66, 000 DWT)
In 1994, the company began to follow the first new construction project in Korean shipyards of Samsung HI.
In 1996, DRIN (73, 000 DWT) was launched on the island of Koje.
1980s
In 1994, the company began to follow the first new construction project in Korean shipyards of Samsung HI.
In 1996, DRIN (73, 000 DWT) was launched on the island of Koje.
1980s
1990s
In 2000 a new building project started, which was completed two years later with her launching in the shipyard of Samsung HI, MATILDE CORRADO (73,000 DWT).
In 2002 another ship joined the fleet. It was a bulk carrier, built in Japan and belonging to “World Wide” company. The vessel started to be managed in May when it left the port of Palermo (Italy):
GIOVANNI (Sasebo – Ex World Raven – 1996 73,000 DWT)
In September 2003, new dry bulk carrier construction projects continued, this time at the shipyard of Oshima, Japan. There were two ships under construction which were launched respectively in February and May 2008. These were G.B. CORRADO (77, 100 DWT) and FRANCESCO CORRADO (77, 100 DWT).
In 2009, Gestion Maritime took over the management of another ship; a sister vessel of those built a year before. It was a ship coming from the Norden fleet; built at the same shipyard, at Oshima.
JUPITER (2006 ex Nord Jupiter 77, 200 DWT).
1990s
In 2000 a new building project started, which was completed two years later with her launching in the shipyard of Samsung HI, MATILDE CORRADO (73,000 DWT).
In 2002 another ship joined the fleet. It was a bulk carrier, built in Japan and belonging to “World Wide” company. The vessel started to be managed in May when it left the port of Palermo (Italy):
GIOVANNI (Sasebo – Ex World Raven – 1996 73,000 DWT)
In September 2003, new dry bulk carrier construction projects continued, this time at the shipyard of Oshima, Japan. There were two ships under construction which were launched respectively in February and May 2008. These were G.B. CORRADO (77, 100 DWT) and FRANCESCO CORRADO (77, 100 DWT).
In 2009, Gestion Maritime took over the management of another ship; a sister vessel of those built a year before. It was a ship coming from the Norden fleet; built at the same shipyard, at Oshima.
JUPITER (2006 ex Nord Jupiter 77, 200 DWT).
As the first non-family member to run the organization, Danilo Carlo Fumarola took over as CEO of Gestion Maritime Group in 2010.
In March 2010, two newbuilt Kamsarmax vessels were ordered in Sungdong, Korea and in 2012 the fleet got therefore larger by INES CORRADO (82,000 DWT) and DRAGON (82,000 DWT).
In December 2012, the company was ready to face new technical challenges and decided to diversify its business by managing oil tankers; while maintaining its specialization in bulk carriers. It concerned two “Medium Range” units of about 50,000 DWT, built at a Hyundai Mipo Dockyard, South Korea.
In April 2013, another Kamsarmax joined the fleet. It was a bulk carrier built in Japan, again at Oshima. It belonged to the Japanese group DOUN, with the name Florence Lily. The vessel was renamed Elena and came under the management of Gestion Maritime on 9th September 2013.
early
2000s
As the first non-family member to run the organization, Danilo Carlo Fumarola took over as CEO of Gestion Maritime Group in 2010.
In March 2010, two newbuilt Kamsarmax vessels were ordered in Sungdong, Korea and in 2012 the fleet got therefore larger by INES CORRADO (82,000 DWT) and DRAGON (82,000 DWT).
In December 2012, the company was ready to face new technical challenges and decided to diversify its business by managing oil tankers; while maintaining its specialization in bulk carriers. It concerned two “Medium Range” units of about 50,000 DWT, built at a Hyundai Mipo Dockyard, South Korea.
In April 2013, another Kamsarmax joined the fleet. It was a bulk carrier built in Japan, again at Oshima. It belonged to the Japanese group DOUN, with the name Florence Lily. The vessel was renamed Elena and came under the management of Gestion Maritime on 9th September 2013.
early
2000s
November, 4
2010
Francesco Corrado passed away unexpectedly and prematurely on 4th November 2013, leaving his thirty-six years old son Giovanni Battista Corrado to follow in his footsteps as the President of Gestion Maritime Group.
November, 4
2010
Francesco Corrado passed away unexpectedly and prematurely on 4th November 2013, leaving his thirty-six years old son Giovanni Battista Corrado to follow in his footsteps as the President of Gestion Maritime Group.
The two new buildings “Stenaweco Andrea Corrado” and “Stenaweco Caterina Corrado” joined the fleet in June 2015 and August 2015.
2013
The two new buildings “Stenaweco Andrea Corrado” and “Stenaweco Caterina Corrado” joined the fleet in June 2015 and August 2015.
2013
September
2015
In September 2016 the company inched another Kamsarmaxes newbuilding project with Oshima. This project has been engineered to build the cutting edge of technology in terms of ECO features with material reduction of emissions and fuel consumption.
September
2015
In September 2016 the company inched another Kamsarmaxes newbuilding project with Oshima. This project has been engineered to build the cutting edge of technology in terms of ECO features with material reduction of emissions and fuel consumption.
The company took under management two 108k DWT Mini Capes newbuildings, largest ICE Class dry cargo vessels designed for the transit of the Northern Sea Route and Arctic Waters.
2016
The company took under management two 108k DWT Mini Capes newbuildings, largest ICE Class dry cargo vessels designed for the transit of the Northern Sea Route and Arctic Waters.
2016
TODAY
After more than 110 years, the story still continues, constantly with undefeated enthusiasm and uncorrupted commitment.
To be continued…
TODAY
After more than 110 years, the story still continues, constantly with undefeated enthusiasm and uncorrupted commitment.
To be continued…
Gestion Maritime SAM
Operations
7, Rue du Gabian,
Fontvieille,
Gildo Pastor Center,
5th Floor, Bloc A
98000 Monaco
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