Naslov
Značaj željezničkog prometa za razvoj Pazinštine (Povijesni prikaz)
(The importance of the railway traffic for the development of the Pazin Region (a historical delineation))

Autori
Dujanić, Marčelo

Vrsta, podvrsta i kategorija rada
Radovi u zbornicima skupova, cjeloviti rad (in extenso), znanstveni

Izvornik
Cerovljanski zbornik / Šiklić, Josip - Pazin : Skupština udruga Matice Hrvatske Istarske županije, 1999, 93-101

Skup
Cerovlje i okolica od prapovijesti do danas

Mjesto i datum
Cerovlje, Hrvatska, 20.06.1998

Vrsta sudjelovanja
Predavanje

Vrsta recenzije
Nije recenziran

Ključne riječi
razvoj; željeznički promet
(development; railway traffic)

Sažetak
The introductory part describes contrary interests which were in conflict over the initiative to construct the railway in Istria and over its directions-the Austrian, Italian and Croatian interest. Eventually the first alternative prevailed, i.e. the one paying respect to the Austrian military interests. The first serious attempts relating to the construction of the railway appear in 1859, and ten years later (1869) the Imperial Council reached the decision to connect Pula to the state railway network. Works on the construction commenced on 17 December 1873 in Pazin.Works were carried out during a period of scarcity and famine, so that the employment at this large construction site helped many people to earn some money. The trace was constructed from Divača through Pazin to Pula. At Kanfanar a junction was constructed to reach Rovinj, the main market centre of that time. According to a iaw issued in April 1873 the railway had to be finished in two years time, bridges had to be built of iron and buildings of stone. The first train crossed Istria on 18 August 1876. The inhabitants and the political circles expected that the railway would give impedus to the development of the peninsula and to the connection with the world.Coal, bauxite, timber and and stone were exported from Istria and various other goods were inported. Since the port of Pula did not exceedlocal boundaries, it could not have a stronger inpact upon the traffic of the new railway.The author reminds us also of the plans to connect Pazin and Poreč, which was not realised due to a poor development of industry in Pazin and its surroundings. After World War II the railway was overtaken by the Railway Direction in Ljubljana. Only after the creation of the independent Croatia the railway became part of the Croatian Railway. At the end of 1951 the railway between Lupoglav and Štalije was oppened for the transportation of coal excavated in the area of Labin.Due to a decrease in traffic in 1967 the line Kanfanar to Rovinj was closed, which the author consider to be a wrong move.

Izvorni jezik
Hrvatski

Znanstvena područja
Ekonomija

POVEZANOST RADA