Page 144 - 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. 144
plex Gateways
A first phase concerned the arrangement of around 950 ha of land
(the so-called zone A of the industrial zone Koper), of which 500 ha were
to be allocated for industrial facilities. The construction of the basic road
network, the arrangement of torrents and watercourses, the drainage
of the terrain, and the construction of the basic sewerage network were
planned. About 27 million dinars were needed to arrange the first 100 ha
of land. Financial calculations were also prepared regarding the neces-
sary investments to increase the capacity of the Koper - Prešnica railway
line. It was estimated that the total investment for the rehabilitation of
the line for traffic of up to 4 million tons of cargo would amount to 104.5
million dinars per year, of which 76.2 million dinars were for fixed, and
28.3 million for mobile devices.31
Simply, it was too much. Due to the lack of investment funds, it was
not possible to proceed with the construction of planned industrial-port
facilities and infrastructure in the following period. The management of
the Port of Koper began to follow the example of Croatian ports, thinking
about different business solutions.32 In 1967 and again at the beginning
of 1969, the Port of Koper’s Administration proposed that the construc-
tion of communal infrastructure and port facilities be separated from
the Port administration, and that a special work organization be estab-
lished for this purpose. The Slovenian Executive Council did not support
this proposal, expressing the opinion that the industrial zone should be
merged with the Port.33
The Port of Koper Administration changed its mind at the beginning
of the 1970s, abandoning the idea of a separation between the port activ-
ities and the management of the port and municipal infrastructure. This
was due to the bettering of the conditions for obtaining credit funds, in-
tended for communal arrangements and port infrastructure, and above
all the adoption of the Republic Act on the Republic’s Participation in
Financing Port and Communal Infrastructure, on the basis of which Luka
Koper obtained 13 billion dinars. Despite the provision of funds for the
self-regulation of its own infrastructure, the management of Luka was
still strongly in favour of the project to revive the planned industrial area
over its hinterland. To this end, it was proposed to reorganize the Urban
31 PAK, 728, Danilo Petrinja, t. e. 14. 8, ‘Program razvoja luško-industrijskega kom-
pleksa v Kopru’, dated Koper, November 1969, 25.
32 PAK, 728, Danilo Petrinja, t. e. 14. 19. ‘Informacija o organizaciji upravljanja –
vodenja in gradnji infrastrukturnih objektov’.
33 Ibidem.
144
A first phase concerned the arrangement of around 950 ha of land
(the so-called zone A of the industrial zone Koper), of which 500 ha were
to be allocated for industrial facilities. The construction of the basic road
network, the arrangement of torrents and watercourses, the drainage
of the terrain, and the construction of the basic sewerage network were
planned. About 27 million dinars were needed to arrange the first 100 ha
of land. Financial calculations were also prepared regarding the neces-
sary investments to increase the capacity of the Koper - Prešnica railway
line. It was estimated that the total investment for the rehabilitation of
the line for traffic of up to 4 million tons of cargo would amount to 104.5
million dinars per year, of which 76.2 million dinars were for fixed, and
28.3 million for mobile devices.31
Simply, it was too much. Due to the lack of investment funds, it was
not possible to proceed with the construction of planned industrial-port
facilities and infrastructure in the following period. The management of
the Port of Koper began to follow the example of Croatian ports, thinking
about different business solutions.32 In 1967 and again at the beginning
of 1969, the Port of Koper’s Administration proposed that the construc-
tion of communal infrastructure and port facilities be separated from
the Port administration, and that a special work organization be estab-
lished for this purpose. The Slovenian Executive Council did not support
this proposal, expressing the opinion that the industrial zone should be
merged with the Port.33
The Port of Koper Administration changed its mind at the beginning
of the 1970s, abandoning the idea of a separation between the port activ-
ities and the management of the port and municipal infrastructure. This
was due to the bettering of the conditions for obtaining credit funds, in-
tended for communal arrangements and port infrastructure, and above
all the adoption of the Republic Act on the Republic’s Participation in
Financing Port and Communal Infrastructure, on the basis of which Luka
Koper obtained 13 billion dinars. Despite the provision of funds for the
self-regulation of its own infrastructure, the management of Luka was
still strongly in favour of the project to revive the planned industrial area
over its hinterland. To this end, it was proposed to reorganize the Urban
31 PAK, 728, Danilo Petrinja, t. e. 14. 8, ‘Program razvoja luško-industrijskega kom-
pleksa v Kopru’, dated Koper, November 1969, 25.
32 PAK, 728, Danilo Petrinja, t. e. 14. 19. ‘Informacija o organizaciji upravljanja –
vodenja in gradnji infrastrukturnih objektov’.
33 Ibidem.
144
