Page 142 - Mellinato, Giulio, and Aleksander Panjek. Eds. 2022. Complex Gateways. Labour and Urban History of Maritime Port Cities: The Northern Adriaticin a Comparative Perspective. Koper: University of Primorska Press.
P. 142
plex Gateways
and current assets for the operation, since that business unit did not have
independent rights.26
The plans for the arrangement of the port industrial zone
The development of Slovenian industry in the 1960s was no longer as
rapid as in the previous decade. In the years 1964–1967, and from 1970–
1972, production growth slowed down, and the share of industry in the
social product of the Republic decreased from 50% to 44%. However, as
the Slovenian share in exports, investment, the value of fixed assets,
the number of employees, etc. increased within Yugoslavia, the Republic
continued to maintain its leading position in the economic field (Prinčič
2005, 1081).
After the construction of the Koper - Prešnica railway line, in 1968
the Koper Industrial Zone Induscona Koper Business Association was
abolished. To continue the activities related to the planned industrial-
ization, a new company based in Ljubljana was established, which was
supposed to take on the role of ‘organizer and carrier of the develop-
ment of the port-industrial complex’. The founders of the new company
were Kreditna Banka in Hranilnica Ljubljana, the Community of Railway
Companies Ljubljana, Luka Koper, Petrol Ljubljana, Ladjedelnica 2. ok-
tober Piran, and the company Prehrana Ljubljana.27 Based on the invest-
ments and the joint risk, the partners were to decide within the Business
Committee on concrete investments and on the work of the company.
The connection between the port development programme and the con-
cept of industrial zone development was conceived in three points, or di-
rections of development. The most important of these was the expansion
of the trade in liquid cargo (oil and liquid chemicals), which was also to
sustain the activities dedicated to the appropriate industrial processing
of oil and petroleum products. This was followed by the development of
bulk transport (mainly phosphates and some other minerals) which, in
turn, would push the development of the primary industrial processing.
26 PAK, 95, Okrožno gospodarsko sodišče Koper, t. e. 434.4., dated Ljubljana 26
March 1971, ‘Conclusion’.
27 PAK, 728, Danilo Petrinja, t. e. 14. 20, ‘Predlog o izločitvi gradnje luške in komu-
nalne infrastrukture iz delovne organizacije LUKE koper’, dated Koper, 21 May
1970.
142
and current assets for the operation, since that business unit did not have
independent rights.26
The plans for the arrangement of the port industrial zone
The development of Slovenian industry in the 1960s was no longer as
rapid as in the previous decade. In the years 1964–1967, and from 1970–
1972, production growth slowed down, and the share of industry in the
social product of the Republic decreased from 50% to 44%. However, as
the Slovenian share in exports, investment, the value of fixed assets,
the number of employees, etc. increased within Yugoslavia, the Republic
continued to maintain its leading position in the economic field (Prinčič
2005, 1081).
After the construction of the Koper - Prešnica railway line, in 1968
the Koper Industrial Zone Induscona Koper Business Association was
abolished. To continue the activities related to the planned industrial-
ization, a new company based in Ljubljana was established, which was
supposed to take on the role of ‘organizer and carrier of the develop-
ment of the port-industrial complex’. The founders of the new company
were Kreditna Banka in Hranilnica Ljubljana, the Community of Railway
Companies Ljubljana, Luka Koper, Petrol Ljubljana, Ladjedelnica 2. ok-
tober Piran, and the company Prehrana Ljubljana.27 Based on the invest-
ments and the joint risk, the partners were to decide within the Business
Committee on concrete investments and on the work of the company.
The connection between the port development programme and the con-
cept of industrial zone development was conceived in three points, or di-
rections of development. The most important of these was the expansion
of the trade in liquid cargo (oil and liquid chemicals), which was also to
sustain the activities dedicated to the appropriate industrial processing
of oil and petroleum products. This was followed by the development of
bulk transport (mainly phosphates and some other minerals) which, in
turn, would push the development of the primary industrial processing.
26 PAK, 95, Okrožno gospodarsko sodišče Koper, t. e. 434.4., dated Ljubljana 26
March 1971, ‘Conclusion’.
27 PAK, 728, Danilo Petrinja, t. e. 14. 20, ‘Predlog o izločitvi gradnje luške in komu-
nalne infrastrukture iz delovne organizacije LUKE koper’, dated Koper, 21 May
1970.
142
