http___mbdb.hr_hr_povijest-betine__1.xml
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The people of the island of Murter were labourers, peasants and cattle breeders from the very beginnings (13th and 14th century). Betina was first mentioned in written documents dated back to the year of 1478. In the 16th century, there was a case of overpopulation of this relatively small island. The islanders were forced to cultivate lands away from the island and they expanded their territory. The people of Betina and Murter came to the islands of Kornati in the 1730s as shepherds of the Zadar gentlemen. After the Turks withdrew in the 17th century, they also came to the area of Modrava around the Vransko Lake. Today the estates of Betina and Murter cover the islands of Kornati, the Žut-Sit archipelago, Gangaro, Žižanj, a part of Modrava, a part of Makirina, and they partly reach deeply into the mainland, up to Stankovci. The need for boats grew together with land acquisition. Almost every family was dependant on a ship, their own or somebody else’s. Except for visiting their estates, the people used their boats to go to Šibenik and Zadar where they dealt with administration, but also sold crops or bought supplies. The farmers of Betina were known for their horticultural products, which they sold on the nearby island and at the mainland. A boat became an indispensable part of every household. When the shipbuilder Filipi family came from Korčula in the 18th century to found the first known shipyard in Betina, they had to find ships, boats, and shipbuilders that would build them. Due to the lack of written documentation, it cannot be determined with certainty where the people of Murter and Betina built and ordered their ships before the arrival of the first shipbuilders. There is a possibility that these boats were built on a nearby island or on the mainland. In any case, one can presume that the Betina shipbuilding did not start in the 18th century and that before the now famous Betina gajeta there had to be one universal boat that was used by the people of these two settlements. However, we cannot resolve the mystery of the appearance of this boat. It can be presumed that it probably looked like the Betina gajeta and that the shipbuilding families Filipi and Uroda took the already famous gajeta model of Korčula and the one they found on sight and tenaciously kept amending it and adapting it for the needs of the local community and the specificities of the Murter archipelago. The shipbuilders of the Filipi and Uroda families have been expanding their trade since the middle of the 18th century. The first shipyards were located on the eastern side of Murter, near the current centre of town. The need for construction of new boats grew together with the surface of the estates of the people of the island of Murter. The first shipbuilders of Betina had a staff for the construction of all types of small and medium sized boats. The workshops of Betina had quite a number of shipbuilders in comparison to the number of inhabitants. Soon this business spread to the blacksmith trade as well. They provided boats to the entire area between Zadar and Šibenik. In the 19th century, the shipyards expanded to the north-eastern part of town, Zdrače. In 1926 there was one big shipyard and nine smaller ones operating in Betina. Seven sailboats and five boats were constructed and 60 sailboats and 12 boats were fixed in those shipyards between October 31st 1926 and October 31st 1927. Betina shipyards had a surface of 11200 square meters and all the other shipyards of northern Dalmatia put together had 10300 square meters. There were 169 workers employed in the shipyards of Northern Dalmatia, 60 of them working in Betina. In 1930, there were 10 registered shipyards in Betina. At the end of the 1920s, there was a crisis in shipbuilding. A big number of shipbuilders were concentrated on such a small area. To make sure they keep their shipyards open, they went searching for clients in the nearby area. The famous new shipyards are those founded by the Filipi family in Sukošan, Kukljica, Kali and Šibenik, while the Uroda family opened one in Biograd. In 1948, there were seven shipyards, which had 21 workers. It should be mentioned that there were shipbuilders who had neither a workshop nor a permanent job and they worked for daily wages. The nationalization of privately owned shipyards occurred the same year. Workshops, equipment, tools and products found in the workshops became state property under the administration of the Šibenik district. One big shipyard was founded, which employed a greater number of workers. There was a significant development in shipbuilding industry; blacksmith, mechanic, turning, welding, electric, rope and sail workshops were formed, new machines for wood and metal processing were bought. Workshops, the terrains of the shipyards and slipways expanded. Along with shipbuilders and administrative workers, the shipyard had a construction office in which new ships were designed. Employment level was the highest during the 1950s, 1960s and 1970s. In average, there were 150 people of different occupations employed. In 1960, the shipyard had the highest number of employees, 65 of them. „There does not exist a thing that we did not do in the shipyard. From A to Z. We constructed Brseč, Lopar, Vinodol. Those are ships of 27 meters or even 32 meters in length. We constructed 17 meters long gillnetters for Istra. We worked for Algiers, America, Germany… When we worked for Tunisia, each brigade (of 6 people) worked on five boats. In three years, we constructed 20 boats for Tunisia. We constructed 80 cutter boats for the army. Quote: Šime Jušić, shipbuilder „You went to school and learned the trade. We built, constructed, transported materials, pulled and burned ships; we did all sorts of things. We worked for 5 hours and went to school for 3 hours. That was our schedule every day and on Sunday, we would clean the machines from sawdust. We would saw boulders with long saws. We had a two-man saw and axes. We took care of drawknives and drills as if our lives depended on it. Then we got three machines and a bandsaw. This was like a miracle because we did not need to saw manually any more. It was hard but we were young. We would carry up to 50 kg each. Quote: Slobodan Jadrešić, shipbuilder When plastic was introduced to the shipbuilding industry, there was a smaller demand for shipbuilders that worked with wood. From the 1980s the construction of wooden ships has kept falling. Despite that, Betina remained one of the main points of small wooden shipbuilding on the Adriatic. Today there are shipbuilders in Betina who are capable of constructing all types of small wooden ships: traditional gajeta, leut or bracera, but also modern-day yachts. At the beginning of the 21st century, the Betina shipyard has 17 shipbuilders. They do repairs on bigger wooden boats and construct new boats. There are several smaller, family-owned shipyards still active where the shipbuilders construct and repair small and medium sized boats.
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Stanovnici otoka Murtera su od početaka formiranja naselja (13. i 14. stoljeće) bili težaci, zemljoradnici i stočari. Betina je utemeljena na posjedima Ilije Linjičića u Betinšćicama i Trstenicama šezdesetih godina 15. stoljeća. Ime je, po svoj prilici, naselje dobilo po brežuljku pod čijom se prisojnom stranom smjestilo. Prvi se put Betina spominje u ispravama 1478. godine. Nedugo nakon formiranja naselja Betinjani su počeli zakupljivati zemlje izvan naselja. Prvi zakupi bili su na području Tišnjanskog rata i područja Pačipoje, koje je ranije bilo u vlasništvu stanovnika Jezera. Na relativno malom otoku do prenapučenosti je vrlo rano. Bili su primorani obrađivati posjede izvan otoka i došlo je do teritorijalne ekspanzije. Stanovnici Betine i Murtera su od samih početaka imali vrlo sličnu privredu i, u povijesnim okvirima, valja ih zajednički gledati. Murterini i Betinjani su na Kornate stupili tridesetih godina 17. stoljeća kao pastiri zadarske gospode. Nakon odlaska Turaka (krajem 17. stoljeća) stupili su i na područje Modrava oko Vranskog jezera. Murtersko-betinski posjedi danas obuhvaćaju Kornatsko otočje, Žutsko-sitsku skupinu otoka, Gangaro, Žižanj, dio Modrava, dio Makirine, a sežu mjestimično duboko u kopno, do Stankovaca. Usporedno s otkupom zemalja jačala je potreba za brodovima. Gotovo je svaka obitelj bila ovisna o brodu, svojem ili tuđem. Osim za odlazak na posjede, brod se koristio za odlazak u gradska središta Šibenik i Zadar gdje su se obavljali administrativni poslovi, ali i prodavao urod ili kupovale potrepštine. Betinski težaci su bili poznati po svojim povrtlarskim proizvodima koje su prodavali na okolnim otocima i kopnu. Brod je postao neizostavnim dijelom svakog kućanstva. Kad je brodograditeljska obitelj Filipi sredinom 18. stoljeća iz Korčule došla u Betinu utemeljiti nama prvo poznato brodogradilište, morali su zateći i brodove i brodograditelje koji su ih gradili. Zbog nedostatka pisanih dokumenata, ne može se utvrditi gdje su Murterini i Betinjani gradili ili naručivali brodove do dolaska prvih betinskih brodograditelja. Postoji mogućnost da su se ti brodovi gradili na susjednim otocima ili na kopnu. U svakom slučaju, može se pretpostaviti da betinska brodogradnja ne započinje sredinom 18. stoljeća, i da je prije danas poznate betinske gajete morao postojati jedan univerzalni brod kojim su se služili mještani ova dva naselja. No, nažalost, nema odgovora na pitanje kakav je taj brod bio. Može se pretpostaviti da je vjerojatno naličio betinskoj gajeti te da su brodograditeljske obitelji Filipi i Uroda već poznati korčulanski model i onaj zatečen na terenu, uporno dorađivali i prilagođavali potrebama lokalnog stanovništva i posebitostima murterskog arhipelaga. Brodograditelji obitelji Filipi i Uroda razvijali su svoj zanat u Betini od sredine 18. stoljeća. Prvi škverovi nalazili su se na istočnoj obali mjesta, blizu današnjeg centra. Usporedno s rastom površine posjeda stanovnika otoka Murtera rasla je potreba za izradom novih brodova. Prvi betinski brodograditelji razvili su solidan kadar majstora za izgradnju svih vrsta brodova srednje i male veličine. Betinske radionice imale su velik broj brodograditelja, u odnosu na broj stanovnika naselja. Ubrzo se djelatnost proširila i na kovački zanat. Drvenim brodovima opskrbljivali su čitavo područje od Zadra do Šibenika. Škverovi su se sredinom 19. stoljeća proširili i na sjeverozapadni dio naselja, u Zdrače. U Betini je 1926. godine djelovalo jedno veliko brodogradilište i devet manjih. Zapisano je da je na tim brodogradilištima od 31. listopada 1926. do 31. listopada 1927. izgrađeno sedam jedrenjaka i pet čamaca, a da je popravljeno 60 jedrenjaka i 12 čamaca. Betinska brodogradilišta su tada imala ukupnu površinu 11.200 m2, a svi ostali škverovi sjeverne Dalmacije zajedno 10.330 m2. Na škverovima sjeverne Dalmacije u istom periodu zaposleno je 169 radnika različitih struka, od čega ih je 60 radilo u Betini. 1930. godine u Betini je bilo registrirano 10 brodogradilišta. Krajem dvadesetih godina 20. stoljeća došlo je do krize u brodograditeljstvu. Velik broj brodograditelja našao se na malom prostoru. Radi vlastite egzistencije krenuli su u potragu za mušterijama po obližnjim područjima. Poznata su nova brodogradilišta koja su utemeljili Filipi u Sukošanu, Kukljici, Kalima i Šibeniku, a Urode u Biogradu. U Betini je 1948. godine postojalo 7 brodogradilišta na kojima je bio zaposlen 21 radnik. Valja napomenuti da je bilo brodograditelja koji nisu imali ni radionice, ni stalni posao i radili su za dnevnice. Iste godine, 1948., došlo je do nacionalizacije privatnih brodogradilišta. Radionice, oprema, alati i proizvodi zatečeni u radionicama postali su državna imovina pod upravom Šibenskog kotara. Formiralo se jedno veliko brodogradilište gdje je bio zaposlen veći broj radnika. Došlo je do razvoja brodogradnje. Nabavljeni su strojevi za obradu drva i metala. Formirane su kovačke, mehaničarske, tokarske, zavarivačke, električarske, užarske i jedrarske radionice. Proširene su radionice, teren škvera i navozi. Uz brodograditelje i administrativne radnike brodogradilište je imalo konstruktivni ured u kojem su se radile linije za nove brodove. Najveći broj zaposlenih je bio pedesetih, šezdesetih i sedamdesetih godina 20. stoljeća. U prosjeku je bilo zaposleno 150 ljudi različitih struka. Brodograditelja je bilo najviše zaposleno 1960. godine, njih 65. “Ne postoji ono što se nije na Škveru radilo. Od A do Ž. Radili smo Brseča, Lopara, Vinodola. To su sve brodi od 27 metri, 32 metra. Radili smo plivarice od 17 metri za Istru. Radilo se za Alžir, Ameriku, Njemačku… Kad smo radili za Tunis, svaka brigada (po 6 ljudi) je radila pet brodi. U tri godine se napravilo 20 brodi za Tunis. 80 kuterov smo napravili za vojsku” Citat: Šime Jušić, brodograditelj “U školu se hodilo i učilo zanat na poslu. Zidali smo, gradili, prenašali materijal, brode navukivali, palili, svašta smo radili. Radili smo 5 sati, a 3 sata hodili u školu. Svaki dan, a u nedilju smo čistili mašine od planjotine, pilotine. Pilali smo balvane na duge pile. Imali smo šegun i sikire. Planje i bušilice smo pazili ka oči u glavi. Onda smo dobili tri makine i bansegu (tračna pila). To je došlo ko svetinja jer više nije bilo pilanja na ruke. Bilo je teško, ali smo bili mladi. I po 50 kili bi nosili svaki.” Citat: Slobodan Jadrešić, brodograditelj Uvođenjem plastike u brodarsku industriju smanjile su se potrebe za brodograditeljima u drvu. Od sedamdesetih godina 20. stoljeća naovamo gradnja drvenih brodova opada. Usprkos tome, Betina je ostala jednim od žarišta male drvene brodogradnje na Jadranu. Danas u Betini postoje brodograditelji koji su sposobni napraviti sve vrste malih drvenih brodova: tradicijske gajete, leute ili bracere, ali i suvremene jahte. Na početku novog stoljeća betinsko Brodogradilište zapošljava 17 brodograditelja. Oni popravljaju veće drvene brodove i rade novogradnje. Aktivna je nekoliko manjih brodogradilišta u kojima se izrađuju i obnavljaju brodovi male i srednje veličine.