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U radu autor na temelju arhivskih izvora analizira proces likvidacije Dioničarskoga društva Lonjskopoljske željeznice te podržavljenje pruga u njegovu vlasništvu nakon završetka Prvoga svjetskog rata. Poslije raspada Austro-Ugarske Monarhije sjedište Dioničarskoga društva premješta se iz Budimpešte u Zagreb. Pruge Društva bile su Dugo Selo – Novska i Banova Jaruga – Pakrac. Stvaranjem Države Slovenaca, Hrvata i Srba potpale su pod nadležnost novoosnovanoga Generalnog ravnateljstva željeznica Države Slovenaca, Hrvata i Srba u Zagrebu, a stvaranjem Kraljevstva Srba, Hrvata i Slovenaca pod nadležnost novoosnovane Direkcije državnih željeznica Zagreb. Poslije dugogodišnjih pregovora Kraljevina Jugoslavija zaključila je 7. veljače 1931. sporazum o otkupu s grupom od 24 mađarska dioničarska društva vicinalnih željeznica, udruženih u koncern „Pruga d.d.” sa sjedištem u Zagrebu. Među njima je bila i Lonjskopoljska vicinalna željeznica. Time je i prestao razlog njezina postojanja. Na temelju navedenog Kraljevski sudbeni stol kao trgovački sud u Zagrebu upisao je 6. lipnja 1932. u svoj trgovački registar likvidaciju Dioničarskoga društva Lonjskopoljske željeznice. Kada je uslijed dovršene likvidacije Društvo prestalo s radom, Okružni sud u Zagrebu kao trgovački sud brisao ga je 12. travnja 1933. iz svojega trgovačkog registra. Država je uknjižila pravo vlasništva nad nekretninama Lonjskopoljske vicinalne željeznice tek 1936., a kompletna regulacija imovinsko-pravnih odnosa na nekretninama Lonjskopoljske željeznice završila je tek 1951., Using archival sources, the author of this paper analyses the liquidation process of the Lonjsko Polje Railways joint-stock company and the nationalisation of the railways owned by it after the end of World War I from the aspect of institutional history. The mentioned company was founded on 15 June 1896, and was based in Budapest. The railways owned by the company, Dugo Selo–Novska and Banova Jaruga–Pakrac, were opened for traffic on 29 November 1897. They linked the rich Moslavina with Zagreb, and also served to help relieve the congested and longer Zagreb–Sisak–Novska line. In the Austro-Hungarian Monarchy, the railways of the Lonjsko Polje Railways company were under the jurisdiction of the Management of the Royal Hungarian State Railways in Zagreb. After the end of World War I and the collapse of the Monarchy, the seat of the joint-stock company was transferred from Budapest to Zagreb. After the creation of the State of Slovenes, Croats and Serbs, they came under the jurisdiction of the newly established General Railways Directorate of the State of Slovenes, Croats and Serbs in Zagreb, and then, after the Kingdom of Serbs, Croats and Slovenes was established, under that of the State Railways Directorate in Zagreb. The Lonjsko Polje Railways were sequestered, and the Management Board of the vicinal railways in Zagreb took temporary control of the company in 1920. The sequester was removed, under certain conditions, by the Sequestration Department of the Ministry of Justice on 25 April 1923. After these conditions were met, the company’s assets were returned on 1 October 1923. Following an agreement on 7 February 1931, the state repurchased the railways of the mentioned company, thereby removing the reason for its existence. The Lonjsko Polje Railways joint-stock company entered the liquidation process on 6 June 1932, which ended on 12 April 1933. In 1936, the Lonjsko Polje vicinal railway became state property, but the proprietary relations regarding the Lonjsko Polje Railways were completely resolved only in 1951. From the traffic and commercial standpoint of the Kingdom of Serbs, Croats and Slovenes/Yugoslavia state railways, the Dugo Selo–Novska railway had an exceptional importance because, as in the Austro-Hungarian Monarchy, it was primarily used to relieve the congested Novska–Sisak–Zagreb railway. Both railways were located on the Zagreb–Belgrade route, which was the most important railway route in the country. A double track was built on a part of the Belgrade–Novska railway, while two single-track, but parallel railways led from Novska to Zagreb (Novska–Dugo Selo–Zagreb and Novska–Sisak–Zagreb). In this way, a double railway covering the entire distance from Belgrade to Zagreb was built. Although the Novska–Dugo Selo–Zagreb railway was shorter than the Novska–Sisak–Zagreb railway, its main disadvantage was that it was built as a local railway and was therefore not intended for higher loads or a large amount of traffic. After the railway was reconstructed, it was categorised as a railway of primary importance.

U radu se s aspekta povijesti institucija daje prilog poznavanju organizacije i djelovanja njemačkog sustava zaštite željezničkog prometa u Nezavisnoj Državi Hrvatskoj (NDH) s posebnim osvrtom na bosanske pruge. Ovaj članak temelji se prvenstveno na proučavanju sačuvanoga arhivskog gradiva koje se nalazi u Hrvatskom državnom arhivu. Osim analize arhivskih fondova, u radu su korišteni i objavljeni izvori te predmetna stručna i znanstvena literatura. Osnovni zadatak njemačkih željezničkih transportnih ustanova i jedinica bila je sigurnost prijevoza za potrebe njihove ratne i civilne privrede. Zadatak osiguranja pruga bio je povezan s mnogobrojnim problemima i poteškoćama, koji su se na kraju pokazali nepremostivi. Riječ je prvenstveno o napadima jedinica Narodnooslobodilačke vojske na željezničku infrastrukturu. Od njemačkih transportnih ustanova koje su, direktno ili indirektno, bile nadležne i za bosanske pruge, ovaj rad obrađuje: oficira za transport kod njemačkog generala u Zagrebu (oficir za vezu načelnika za transport kod njemačkog generala u Zagrebu), Transportnu komandanturu u Zagrebu, Vojnu željezničku komandu 7 u Zagrebu (Njemački opunomoćenik za promet u Hrvatskoj), Feldeisenbahnbetriebsabteilung 22 u Zagrebu, Štab za posebnu upotrebu Hengsberger u Doboju, Njemački štab za osiguranje željeznica Hrvatska u Brodu na Savi s područjima osiguranja “D” (štab u Doboju) i “F” (štab u Bosanskom Novom). Od operativnih vojnih jedinica spominju se neke njemačke divizije, i to samo u kontekstu njemačkih i hrvatskih oklopnih vlakova koji su se nalazili na njihovom području osiguranja.

In the paper the author outlines from the aspect of the history of institutions the structure and the activity of the The Lonjsko Polje Railway Stock Company during the Austro-Hungarian Monarchy. Like the majority of other vicinal railways, the company had its headquarters in Budapest. The stock company was founded on 15 June 1896. The stock company’s tasks were performed by: the stockholders’ general assembly, headquarters and the inspecting committee. The company’s railway lines were: Dugo Selo-Novska and Banova Jaruga-Pakrac. They were put into traffic on 29 November 1897. These private railway lines were exploited i.e. administrated by the state. During the Austro-Hungarian Monarchy the company’s railway lines came under the jurisdiction of the Traffic Administration of the Royal Hungarian State Railways in Zagreb. The Novska-Dugo Selo-Zagreb railway track was approximately 12.5 km shorter than Novska-Sisak-Zagreb, whose Sisak-Zagreb-Savski Marof (Zidani Most) branch was owned by the Southern Railway Society, the biggest and the most powerful railway stock company in the Monarchy. That by default made them competitors. During its construction it was decided to create a transit railway line from the former for the transitional traffic to the detriment of the Southern Railways. By analysing the published information on the business activity of the Lonjsko Polje Railway in the Austro-Hungarian Monarchy and by comparing it with other Croatian-Slavonian vicinal railways, bearing in mind its stock capital of 9.940,000 krone and its operating in the black, it can be concluded that the stock company was a respectable and successful private vicinal railway.

In this paper the authors outline the role of the Ruma–Vrdnik Local Railway Stock Company in the construction and exploitation of the Ruma–Vrdnik railway line and the mine in Vrdnik. The stock company was founded in 1889 in Zagreb. The Ruma–Vrdnik railway line was open for trafϐic on 4 July 1889. It was built for the purpose of exploiting the mine in Vrdnik. Both the mine and the railway line were owned by the Pongratz family. In 1907, after they were sold to the state, the reason for the existence of the railway stock company ceased to exist and it entered a liquidation process. After the brown coal mine terminated its production, the entire trafϐic on the Ruma–Vrdnik railway line was discontinued in the 1970s.

U radu autori s aspekta povijesti institucija obrađuju ustroj i djelovanje Dioničarskog društva mjesne željeznice Vinkovci-Županja-Savska obala u vremenskom periodu od godine 1900., kada je društvo osnovano, pa sve do godine 1906., kada je zajedno s Dioničarskim društvom vicinalne željeznice Osijek-Đakovo-Vrpolje udruženo u novo društvo pod nazivom Dioničarsko društvo sjedinjenih podravsko-posavskih vicinalnih željeznica. Sjedište društva, kao i kod većine vicinalnih željeznica, bilo je u Budimpešti. Željeznička pruga Vinkovci-Županja-Savska obala bila je u vlasništvu društva, ali u državnoj eksploataciji, odnosno upravi. Poslove dioničarskog društva obavljali su glavna skupština dioničara, ravnateljstvo i nadzorni odbor. Iako je društvo poslovalo s financijskim dobitkom, po eksploatacijskim i financijskim pokazateljima bilo je među slabijim vicinalnim željeznicama na prostoru Kraljevina Hrvatske i Slavonije. Nakon udruživanja, novoosnovano društvo predstavljalo je jednu od rentabilnijih privatnih vicinalnih željeznica na tome prostoru., In the paper the authors outlines from the aspect of the history of institutions the structure and the activity of the Vinkovci-Županja-Savska obala Local Railway Ltd. in the timeframe from its establishment in 1900 to 1906, when together with the Osijek-Đakovo-Vrpolje Vicinal Railway Ltd. was merged into a new stock company entitled The United Podravina-Posavina Vicinal Railways Ltd. As with most vicinal railways, the company’s headquarters was in Budapest. The stock company’s tasks were performed by: the stockholders’ general assembly, headquarters and the inspecting committee. The Vinkovci-Županja-Savska obala railway line was owned by the stock company, but it was exploited i.e. managed by the state. It was put in service on 30 September 1901. One of its main goals was to dominate the Bosnian trade and transfer its products to a Croatian market. Apart from that, various agricultural goods cultivated in the fertile Slavonian area where the aforementioned railway lines went were shipped, as well as timber from rich old oak woods anticipated to be harvested. Even though the company was financially solvent, according to its exploiting and financial indicators it ranked among the weaker vicinal railways in the Kingdom of Croatia and Slavonia. After the merger the newly established stock company was one of the more important, more successful and more profitable vicinal railways in that area.

Rad obrađuje ustroj, poslovanje i likvidaciju Trgovačke banke d.d. Zagreb u vremenskom periodu od godine 1912., kada je zavod osnovan pod nazivom Bankovno komanditno društvo I. Kreutzer i drug u Zagrebu. Pretvorbu zavoda u dioničko društvo naziva Banka I. Kreutzer d.d. u Zagrebu godine 1920., ponovnu promjenu naziva tvrtke u Trgovačka banka d.d. godine 1938., pa sve do godine 1948., kada je završena njezina likvidacija. U vrijeme velike svjetske ekonomske krize glavni cilj i poslovno načelo rukovodstva banke bila je puna likvidnost zavoda, tako da je banka poslovala s financijskim dobitkom. U svibnju i lipnju 1941. zaplijenila je i oduzela Državna riznica Nezavisne Države Hrvatske (NDH) sve dionice Trgovačke banke koje su bile registrirane na Židove. Na taj način NDH je došla do većinskoga paketa dionica banke, pa je u zavodu postavila svojega nadzornog povjerenika. Nakon što je u studenom 1941. Tomo Kostopeč, poslovni prijatelj pravih dioničara banke židovske vjeroispovijesti za njihov račun otkupio od NDH dionice zavoda, razriješen je dužnosti postavljeni povjerenik pa je Trgovačka banka mogla nastaviti s radom. Nakon što je u ratu banka izgubila cijeli predratni dobitak, banka je 1946. ušla u postupak likvidacije, koji je završen 1948. godine., The paper deals with the structure, business and liquidation of the Merchant Bank Ltd. in Zagreb during the period from 1912 when it was founded under the title The I. Kreutzer and Co. Bank Limited Partnership in Zagreb, the transformation of the establishment into a stock company entitled the I. Kreutzer Ltd. Bank in Zagreb in 1920, another change of the firm’s title in 1938 to The Merchant Bank Ltd. until 1948 when its liquidation was finished. At the time of the Great Depression the bank management’s main goal and business principle was the full solvency of the establishment; hence, up until the beginning of the Second World War the bank did business with profit. The following shareholders had equal shares: 1. Ignjat Kreutzer, 2. Slavko Betlheim (Belin), 3. Julije Fisher and 4. Franjo Huber. After Kreutzer died in 1938, the other three bought his shares. In the summer of 1940, Betlheim (Belin) Fischer and Huber, both as owners of all the shares and as Jews, predicted the upcoming events in the world, as well as the peril threatening to Jews in Europe and so they made an agreement to divide the majority of their shares formally and free of charge between their various gentile business friends, namely, 1. Dr. Dragan Dujmović from Zagreb, 2. Dr. Marijan Dujmović from Zagreb, 3. Jolan Forgač from Bačka Topola, 4. Dr. Vladimir Goljevšček from Zagreb, 5. Zvonimir Spalatin from Zagreb, 6. Marija Spalatin from Zagreb, 7. Dr. Pave Stanić from Kutina, 8. Stjepan Vinicky from Zagreb, 9. Dragan Vražić from Kutina and 10. Tomo Kostopeč from Dubrovnik. The total of 25 700 shares had been divided. The latter had been registered to the aforementioned names on 6 November 1940, while the rest was distributed among the same shareholders during the registration and partly also among their Jewish cousins. All this was done in order to avoid the possible future persecutions and the confiscation of their bank i.e. to keep the bank and its management with the majority of the gentile shares in business without difficulties. In May and June 1941 the Treasury of the Independent State of Croatia confiscated and took away all the shares registered to Jews. In that way the state acquired the majority of the bank’s shares and set up its own supervisory commissioner in the establishment. In order to avoid further harmful consequences and embarrassments, and according to the express wish and previous agreement between the original and real share owners, Slavko Belin and Julije Fischer, as well as Adolf Huber, father of Franjo Huber, Timo Kostopeč made an offer to the Independent State of Croatia and in November 1941 on behalf of the real shareholders, with the money given to him by Slavko Belin and Adolf Huber, he bought off from the state 22 100 shares. Afterwards, according to the decision from 15 November 1941 the appointed commissioner was relieved, and so the Merchant Bank could continue with its activity. By the end of 1945 the management of the Merchant Bank concluded that the establishment was unable to successfully do business since war broke out, hence, its entire pre-war gain was lost at that time, with a loss of circa 200 000 dinars. Also, due to the war-related inflation the establishment lost all its solvent cash, apart from the pre-war state treasury bills and bonds, as well as the establishment’s house (in Zagreb, at no. 14 Zrinjevac). Due to the circumstances, the management unanimously concluded that the establishment will initiate the liquidation and that the application is submitted to the authorized Ministry of Finance for its approval and implementation. Because of that and due to the fact that the establishment was a very small institution that according to the newly-founded socialist credit system could not successfully do business, its liquidation was set in 1946 and it was terminated after two years.

U članku su obrađeni ustroj, poslovanje i likvidacija Narodne štedione d.d. Križevci u razdoblju od 1898. godine, kada je Štediona osnovana, pa do 1948. godine, kada je završena njezina likvidacija. U skladu sa svojim pravilima, obavljala je poslove koji su potpadali u djelokrug štediona. Za društvene aktivnosti zaduženi su bili glavna skupština, ravnateljstvo i nadzorni odbor. Narodna štediona kupila je ciglanu od Nikole Grahora 1916. godine, koja je djelovala pod nazivom Ciglana Narodne štedione d.d. Križevci. U početku su Ciglana i Štediona poslovale odvojeno, no njihovo se poslovanje kasnije združilo i bilo je vođeno u zajedničkom knjigovodstvu. Narodna štediona ostvarivala je dobit sve do Velike gospodarske krize, zbog koje je 1933. godine prvi put poslovala s gubitkom. Kriza je imala osobito negativan učinak na novčarske zavode, čiju su klijentelu uglavnom činili zemljoradnici (seljaci). Posljedice Velike gospodarske krize bile su uočljive i u Ciglani. Naime, osiromašeni seljaci nisu imali platežnu moć za kupovinu ciglarske robe. Zbog nedostatka novaca i trošnosti kružne peći, Narodna štediona bila je 1935. godine primorana obustaviti rad Ciglane. Budući da nije postojao nijedan uvjet za njezin daljnji rad i budući da se provodila planska likvidacija privatnih novčarskih zavoda, Narodnoj štedioni bila je 1946. godine određena likvidacija, koja je dovršena 1948. godine., This article elaborates on the structure, business operations, and liquidation of the Narodna štediona d.d. Križevci savings bank in the period from 1898, when it was founded, to 1948, when its liquidation was completed. In accordance with its rules, the savings bank performed activities that were in the scope of savings banks activities. The General Assembly, the Directorate and the Supervisory Board were in charge of social activities. In 1916, the savings bank bought a brickyard from Nikola Grahor, which then operated under the name Ciglana Narodne štedione d.d. Križevci. Initially, the brickyard and the savings bank operated separately, but their business operations later merged and they engaged in joint bookkeeping. Narodna štediona was gaining profits up until the Great Depression, due to which, it for the first time operated with a loss in 1993. The Great Depression had an especially negative effect on monetary institutes, whose clientele was mostly made up of farmers (peasants). The consequences of the Great Depression were also evident in the brickyard. In fact, the impoverished peasants did not have the purchasing power to buy brick goods. Due to lack of money and the deteriorating nature of circular kiln, Narodna štediona was forced to completely stop production in the brickyard in 1935. Since there were no conditions to continue its business operations, and since the planned liquidation of private monetary institutes was carried out, in 1946, Narodna štediona went into liquidation, which was completed in 1948.

U radu autor obrađuje ustroj, poslovanje i likvidaciju Dioničarskog društva slavonske vicinalne željeznice u vremenskom periodu od godine 1892., kada je društvo osnovano, pa sve do godine 1933., kada je završena njegova likvidacija. Sjedište društva u Austro-Ugarskoj Monarhiji bilo je u Budimpešti, da bi se odlukom njegove izvanredne glavne skupštine od 24. svibnja 1923. premjestilo u Zagreb. Pruge društva bile su sljedeće: Osijek-Našice, Našice-Nova Kapela-Batrina, Pleternica-Požega te Požega-Velika. Navedene privatne pruge bile su u državnoj eksploataciji, odnosno upravi. Temeljem sporazuma od 7. veljače 1931., država je otkupila pruge Dioničarskog društva slavonske vicinalne željeznice pa je tako prestao i razlog njegovog postojanja. Društvo je 1932. godine ušlo u proces likvidacije, koji je završio 12. travnja 1933., This paper presents the structure, business activity and the liquidation of the Slavonian Vicinal Railway in the period from 1892 until 1933 when its liquidation was finalised. The headquarters of the stock company during the Austro-Hungarian Monarchy was in Budapest and based on the decision of the emergency session of its assembly from 24 May 1923 it transferred to Zagreb. The railway lines of the Company were: Osijek-Našice, Našice-Nova Kapela-Batrina, Pleternica-Požega and Požega-Velika. These railway lines were exploited i.e. managed by the state. During the Austro-Hungarian Monarchy the railway lines of the company were under the jurisdiction of the Traffic Administration in Pecs and in the Kingdom of Serbs, Croats and Slovenes / Yugoslavia they came under the jurisdiction of the Regional Board of the State Railways in Zagreb. Based on the agreement from 7 February 1931 the state bought off the railway lines of the Stock Company of the Slavonian Vicinal Railway and hence the reason for its existence ceased to exist. t. In 1932 the company entered the process of liquidation, the latter ending on 12 April 1933.

Rad obrađuje ustroj, poslovanje i likvidaciju Dioničarskog društva vicinalne željeznice Križevci-Bjelovar-Virovitica-Barcs u vremenskom periodu od godine 1893., kada je društvo osnovano, pa sve do godine 1933., kada je završena njegova likvidacija. Sjedište društva u Austro-Ugarskoj Monarhiji bilo je u Budimpešti, da bi se 1919., premjestilo u Zagreb. Pruge društva bile su sljedeće: Križevci-Bjelovar, Bjelovar-Mišulinovac, Katalena-Virovitica, Mišulinovac-Kloštar-Katalena, Kloštar-Virje, Virje-Koprivnica, Bjelovar-Velika Pisanica, Velika Pisanica-Garešnica, Pavlovac Dražica-Grubišno Polje. Osim navedenih pruga, društvo je posjedovalo i pobočnu prugu Mišulinovac-Josipov rov-Eduardov rov te prugu postaja Bjelovar-bjelovarski paromlin. Navedene privatne pruge bile su u državnoj eksploataciji, odnosno upravi. Temeljem sporazuma od 7. veljače 1931., država je otkupila pruge Dioničarskog društva vicinalne željeznice Križevci-Bjelovar-Virovitica-Barcs pa je tako prestao i razlog njegovog postojanja. Društvo je 1932. godine ušlo u proces likvidacije, koji je završio 11. travnja 1933., This paper sheds light on the structure, business activity and the liquidation of the Stock Company of the Križevci-Bjelovar-Virovitica-Barcs Vicinal Railway in the period from 1893 when the stock company was founded until 1933 when its liquidation was finalised. The headquarters of the stock company during the Austro-Hungarian Monarchy was in Budapest and in 1919 it relocated to Zagreb. The railway lines of the Company were: Križevci-Bjelovar, Bjelovar-Mišulinovac, Katalena-Virovitica, Mišulinovac-Kloštar-Katalena, Kloštar-Virje, Virje-Koprivnica, Bjelovar-Velika Pisanica, Velika Pisanica-Garešnica, Pavlovac Dražica-Grubišno Polje. Besides these, the company also had in its possession a side railway line Mišulinovac-Josipov Rov-Eduardov rov and a railway line Bjelovar-Bjelovar’s Steam Powered Flour-Mill Station. These private railway lines were exploited i.e. managed by the state. During the Austro-Hungarian Monarchy the railway lines of the company were under the jurisdiction of the Business Management in Zagreb, which was reorganized in the Kingdom of Serbs, Croats and Slovenes/Yugoslavia into the Regional Board of the State Railways in Zagreb. Based on the agreement of 7 February 1931 the state bought off the railway lines of the Stock Company of the Križevci-Bjelovar-Virovitica-Barcs Vicinal Railway, which thus lost its reason to exist. In 1932 the company entered the process of liquidation which ending on 11 April 1933.

Rad obrađuje ustroj, poslovanje i likvidaciju Diskontne banke d.d. Zagreb u vremenskom periodu od godine 1920., kada je banka osnovana, pa sve do godine 1948., kada je završena njezina likvidacija. Svrha društva bila je obavljanje svih bankovnih, štedioničkih i mjenjačkih poslova, te osnutak i vođenje robnog odjeljenja. Prema izvještajima ravnateljstva banke, taj zavod nije od svojeg osnutka ulazio u veće obveze, nego se je uvijek kretao u dopuštenim granicama, pa uslijed toga nije ni osjetio veliku svjetsku financijsku i ekonomsku krizu u onoj mjeri kao zavodi s velikim obvezama. Usprkos privrednoj krizi poslovanje banke stalno se i sigurno razvijalo. Nakon uspostave Nezavisne Države Hrvatske (NDH) dobila je Diskontna banka kao židovsko poduzeće povjerenika i od 10. travnja 1941. praktički je prestala s radom. Od 16. srpnja 1943. Diskontna banka nalazila se u likvidaciji temeljem rješenja Ministarstva državne riznice Nezavisne Države Hrvatske. Likvidacija je povjerena Štedionici Nezavisne Države Hrvatske. S obzirom na to da nije postojao ni jedan od uvjeta za daljnji uspješan rad Diskontne banke, te obzirom na plansku likvidaciju privatnih novčarskih zavoda, u socijalističkoj Jugoslaviji je 21. listopada 1946. određena likvidacija zavoda, koja je završena 1. srpnja 1948. godine., The paper concerns the structure, the activity and the liquidation of the Zagreb Discount Bank Ltd. from 1920 when it was founded until 1948 when its liquidation was finished. It was established by the conversion of the M. Samujlović Banking House to a limited liability company. It entered the Commercial Register for Companies on 21 November 1920 of the Royal Judiciary Table, the latter acting like the commercial court in Zagreb. The company was based on the rules from 6 November 1920. According to the Discount Bank’s rules, its structure comprised of: the main assembly, the headquarters and the inspecting committee. According to information from 8 November 1940 the invested capital was 1,000.000 dinars and was divided to 2.000 shares; each of them of 500 dinars on the name of the bearer. The point of the company was to carry out all banking, saving and exchanging activities, as well as to establish and run the goods department. In the beginning the goods department included the commerce with the iron, glass and porcelain goods on a large scale (1920-1934) and since 1934 coal commerce on a large scale (without a warehouse). The name under which the bank did business at the time was Discount Bank Ltd. as the Sales Office of the ‘Monte Promina’ Coal Society in Siverić. According to the headquarters reports the company did not take on large obligations since its foundation, but was always within the permitted limits, hence, it did not feel the world financial and economic crisis to the extent as the companies with large obligations. Despite the economic crisis the banks’ business developed continually and securely. The bank remained spared of all frictions and embarrassments; hence it met all the investors’ demands without limits, which proved its solvency. At the end of 1940 the bank’s stockholders were: 1. Aleksandar Frelić (Fröhlich), 2. Miroslav Frelić (Fröhlich), 3. Ruža Frelić nee honourable Medved, 4. Dragutin Karlić, 5. dr. Vinko Mandekić and 6. Artur Polić (Pollak). After the establishment of the Independent State of Croatia the Discount Bank, being a Jewish company, got a commissioner and from 10 April 1941 practically ceased to operate. According to the bank’s commissioner reports, the company did not pursue banking business at all in the strictest of terms, but its whole activity mostly comprised of honouring the bank transfers of its business partners to abroad and of commissioning activity, particularly with the ‘Monte Promina’ Coal Pit Society from Siverić. More precisely, the company was selling coal and as such was running the sales office of the Siverić Coal Society. This branch of business was the most active one and provided the company with a yearly profit up to 1.000,00 kuna. As soon as the war broke out in April 1941, the society ceased to do business with the bank and from then on did not show interest to pursue it again. However, the biggest cause for terminating the running of the business was the fact that the bank owed the coal society approximately 1.300,00 kuna. As for the internal work structure and running of the company’s business, it was ascertained that it was run in a very bad and careless manner. Since 16 July 1943 the Discount Bank was in the process of liquidation based on the decision of the Ministry of the State Treasury of the Independent State of Croatia. The liquidation was entrusted to the Savings Bank of the Independent State of Croatia. The name of the company at that time was The Discount Bank, owned by the Independent State of Croatia. The liquidation went quite slow, because all the active assets were insolvent, due to the circumstances of the time. Since not a single condition existed for a continuing successful activity of the Discount Bank and because there was a planned liquidation of private banking companies, the liquidation of the company was set in the socialist Yugoslavia on 21 October 1946 and was finished on 1 July 1948.

Rad obrađuje ustroj, poslovanje i likvidaciju Banke braće Turković d.d. Zagreb u vremenskom periodu od godine 1919., kada je banka osnovana, pa sve do godine 1948., kada je završena njezina likvidacija. Propast Banke braće Turković d.d. Zagreb počinje općom ekonomskom krizom kada je, uslijed poremećaja kreditnih odnosa, došla u poteškoće prilikom naplaćivanja svojih potraživanja i unovčavanja ostale aktive. Banka braće Turković d.d. u Zagrebu uistinu nije poslovala još od godine 1932., otkako je došla u po-teškoće. Zavod se godinama nalazio u tihoj likvidaciji. S obzirom na plansku likvidaci-ju privatnih novčarskih zavoda, u socijalističkoj Jugoslaviji je 21. rujna 1946. određena likvidacija zavoda, koja je završena 5. srpnja 1948. godine., The paper examines organization, business activities and liquidation of the Brothers Turković Bank Plc. dating back from 1919 when the bank was established until 1948 when it was liquidated. The bank was originally established in January 1919 as a privately owned bank by brothers Vladimir, Davorin and Velimir Turković under the name the Bank Office of Brothers Turković in Zagreb. The company was a public trade association, and the aforementioned brothers Turković were public members. In October 1920 the bank was converted into public limited company and named the Brothers Turković Bank Office Plc. Zagreb. In May 1922 the bank entered a close community of interests with the First Croatian Savings Bank, which owned 25 percent of the shares in the beginning of 1935, while Banac company owned 15 percent, and brothers Turković owned the remaining 60 percent of the shares. The bank was conducting regular banking business and financial operations of Turković family. It was also selling Belgian cars, motorcycles and bicycles. The demise of the Brothers Turković Bank Plc. Zagreb came with global economic crisis when it was unable to collect its receivables and monetize other assets due to disrupted debtor-creditor relationships. Owing to these circumstances, people were cancelling and collecting their shares more than usual. Bank’s business decreased significantly and soon it started to lose money. The Brothers Turković Bank had not conducted business ever since 1932 when it was befallen by difficulties. For many years the bank had remained in silent liquidation. The bank’s liquidation was decided on September 21, 1946, as a part of planned abolition of privately owned financial institutions in Socialist Yugoslavia, and completed on July 5, 1948.

Rad obrađuje ustroj, djelovanje i likvidaciju Jastrebarske dioničke štedionice u Jastrebarskom u vremenskom periodu od godine 1894., kada je štedionica osnovana, pa sve do godine 1948., kada je završena njezina likvidacija. Propast Jastrebarske dioničke štedionice počinje donošenjem Zakona o zaštiti zemljoradnika od 19. travnja 1932. kojim je uveden moratorij za seljačke dugove. Odmah nakon donošenja navedenog Zakona, poslovanje Jastrebarske dioničke štedionice znatno se smanjilo, da bi vrlo brzo počela poslovati s gubitkom. S obzirom na to da je nakon toga zavod godinama provodio tihu likvidaciju, na 49. redovitoj glavnoj skupštini dioničara od 19. srpnja 1944. odlučena je likvidacija društva, koja ipak nije mogla biti provedena. S obzirom na plansko ukidanje privatnih novčarskih zavoda, u socijalističkoj Jugoslaviji je 8. siječnja 1947. određena ponovna likvidacija zavoda, koja je završena 29. lipnja 1948., This paper covers the organization, activity and liquidation of the Jastrebarsko Stock Savings Bank in Jastrebarsko in the period from 1894, when it was established, to 1948 when its liquidation was completed. The article is founded primarily on the study of the archival material found in the Croatian State Archives. The archival funds used in this paper are: HR-HDA-152. Sava Financial Directorate in Zagreb – Zagreb (1929-1939), HR-HDA-215. Ministry of the State Treasury of the Independent State of Croatia - Zagreb (1941-1945), HR-HDA-313. State Administration of People's Goods of the People's Republic of Croatia – Zagreb (1945-1954), HR-HDA-532. Croatian Agricultural Bank d.d. Zagreb (1901-1949), HR-HDA-620. National Bank of Yugoslavia. Central Station in Zagreb. Service of Liquidation of Old Affairs – Zagreb (1945-1972) and HR-HDA-1076. Office for Nationalized Property. Ministry of State Treasury. Department of Finance, State Property and Debts – Zagreb (1941-1945). Besides the analysis of archival funds, the paper covers the acts, by-laws and other relevant acts that were published in official newsletters, and also the official schematisms, statistics and relevant literature. The foreclosure of the Jastrebarsko Stock Savings Bank began with the passing of the Agriculturists Protection Act dated 19th of April 1932, which imposed a moratorium on the farmers’ debts. Right after the passing of the aforementioned act, the business of the Jastrebarsko Stock Savings Bank decreased significantly and it soon began doing business with a loss. Given the fact that the Institute performed a silent liquidation in the years that followed, at the 49th regular assembly of the stockholders on the 19th of July 1944, it was decided to liquidate the company, but the liquidation could not be implemented. In view of the abolition of private owned financial institutes in Socialist Yugoslavia, on January 8th of 1947, a repeated liquidation of the institute was determined, which was completed on 29th of June 1948.

U članku su s aspekta povijesti institucija prikazani rezultati istraživanja ustroja i nadležnosti tehničko-prometnih organa 6. korpusa narodnooslobodilačke vojske, kao i njihovo djelovanje vezano uz organizaciju željezničkog prometa. Detaljnije je razrađen rad Tehničkog odsjeka 6. korpusa, koji je do početka kolovoza 1944. bio nadležan za željeznice na svome području djelovanja. Željezničke pruge na području djelovanja 6. korpusa bile su prve pruge na prostoru Hrvatske koje su koristile jedinice narodnooslobodilačke vojske. Tako je već 22. listopada 1943. Tehnički odsjek 6. korpusa izdao Naredbu o željezničkom saobraćaju na pruzi Zvečevo – Cikočka Rijeka. U kolovozu 1944. proveden je preustroj Tehničkog odsjeka 6. korpusa. Saobraćajna sekcija izdvojena je iz Tehničkog odsjeka i otada je djelovala kao samostalni Saobraćajni odsjek koji je preuzeo nadležnost za željeznice na svome području djelovanja. Rezultati istraživanja temelje se prvenstveno na analizi arhivskog gradiva fondova koji se nalaze u Hrvatskom državnom arhivu. U radu su korišteni i zbornici dokumenata i podataka o narodnooslobodilačkom ratu, te predmetna literatura., From the aspect of history of institutions this article shows research results of the structure and jurisdiction of the technical-traffic bodies of the 6th Corps of the National Liberation Army, together with their activities regarding organizing rail traffic. The work of the 6th Corps’ Technical Division is developed in detail, since until the beginning of August 1944 it was in charge of the railways in its area of activity. The railway lines in the area of the 6th Corps activity were the first ones in the area of Croatia used by the units of the National Liberation Army. Already on the October 22, 1943 the Technical Division of the 6th Corps issued the Decree about the Rail Traffic on the Zvečevo – Cikočka Rijeka Railway Line. The Technical Division of the 6th Corps was reorganized in August 1944. The Traffic Section was singled out from the Technical Division and was since then active as an independent Traffic Division that took over the jurisdiction of the railways in its area of activity. The research results are primarily based on the analysis of the archives of fonds kept in the Croatian State Archives. Other used sources include anthologies of documents and information on the Liberation War, as well as subject literature.

Članak o privatnim novčarskim zavodima u Jastrebarskom do njihove likvidacije u socijalističkoj Jugoslaviji obrađuje ustroj i djelovanje dva takva zavoda, i to: Pučku štedionicu d.d. Jastrebarsko (1898-1948) i Bankarsku radnju Pollak Ladislav, Jastrebarsko (1904-1941). Struktura bankovno-novčarskog sustava (banke, štedionice, zadruge i osiguravajuća društva) u Hrvatskoj i Slavoniji temeljila se na Trgovačkom zakonu koji je donesen 16. svibnja 1875. i Obrtnom zakonu koji je donesen 18. svibnja 1884. Pučka štedionica d.d. Jastrebarsko poslovala je po Trgovačkom zakonu, a Bankarska radnja Pollak Ladislav, Jastrebarsko po Obrtnom zakonu., This paper about privately owned monetary institutes in Jastrabarsko until their liquidation in socialist Yugoslavia deals with the structure and activity of two of these institutes, namely, Jastrebarsko Peoples’ Savings Bank Ltd. (1848-1948) and Pollak Ladislav Jastrebarsko Banking Firm (1904-1941). Besides these two monetary institutes, there was a third one in Jastrebarsko, called Jastrebarsko Savings Bank Ltd. (1894-1948), but it was not part of the research for this article, due to insufficient information. The structure of the monetary system (banks, savings banks, building societies and insurance companies) in Croatia and Slavonia was based on the Trade Law passed on May 16, 1875 and Crafts Law from May 18, 1884. On July 15, 1898 Royal Judicial Bench in its capacity as the commercial court sentenced that “Peoples’ Savings Bank Ltd. in Jastrebarsko” entered the commercial register. Because of the Regulation on protecting the farmers (dated November 22, 1933) that suspended i.e. postponed payments to November 15, 1934, the Peoples’ Savings Bank was unable to meet its obligations to depositors. On May 16, 1935, Ministry for Trade and Industry of the Kingdom of Yugoslavia granted to the Peoples Savings Bank Ltd. In Jastrebarsko the postponement of payments for 6 years, the interest rate on old savings deposits and current accounts of 2 % per year starting February 24, 1934, as well as financial relaxations. During the regular shareholders meeting for the business year of 1941 held on July 20, 1942, a unanimous decision was made to liquidate the Institute. This decision was reached due to the fact the Institute had not done business in years and by all accounts it was not probable that it will ever do so. Since there was a plan to abolish all privately owned monetary institutes in the socialist Yugoslavia, the District Court for the city of Zagreb sentenced on June 18, 1947 that the Jastrebarsko Peoples’ Savings Bank Ltd. In liquidation was liquidated in the commercial register for social companies. The same court sentenced on July 14, 1948 that the Bank was deleted from the register after the successful liquidation. On August 3, 1904 the Royal district in its crafts capacity of the first level gave Ladislav Pollak from Jastrebarsko a crafts identity card to perform banking craft and on August 12 the Royal Judicial Bench in Zagreb registered the company as Ladislav Pollak Banking Firm in Jaska. In accordance with the Crafts Law in 1942 the causes existed for the Firm’s extinction, because a year passed without it being able to operate, due to the fact an Ustaše camp moved into its rooms. The documents also mention the fact the Firm did not operate since the beginning of the war given that its owner was Jewish.

Rad opisuje sustav sanitetsko-higijensko-zdravstvene zaštite na željeznici u Hrvatskoj u razdoblju od 1945. do 1953. Prema prvoj organizaciji iz 1945. unutar Personalnog odjeljenja Željezničke uprave Zagreb, nalazio se Odsjek za socijalno staranje s referenstvima za: osiguranje za slučaj bolesti i nesreće, penziono osiguranje radnika i sanitetske poslove. Prema unutarnjoj organizaciji Glavne direkcije eksploatacije željeznica Zagreb, koja je uvedena 1947., unutar Sekretarijata nalazio se i Sanitetski odsjek za čijeg je šef određen dr. Marijan Derkos. Godine1948. u Ministarstvu saobraćaja u Beogradu i pri glavnim direkcijama eksploatacije željeznica osnovane su uprave zdravstvene službe za prometno osoblje. Uprava zdravstvene službe Glavne direkcije eksploatacije željeznica Zagreb nalazila se u Grgurovoj ulici 3. u Zagrebu. Nakon što je 1953. rasformirana zdravstvena služba koja je upravljala zdravstvenim ustanovama željeznice, regionalne su direkcije osnovale vlastite zdravstvene ustanove, koje su se same financirale, This paper describes the system of medical hygiene and health care adopted by the Croatian section of Yugoslav Railways in the aftermath of World War Two until 1953, based on archival information. In 1945, the human resources section of the Railway Administration in Zagreb included the Department of Social Welfare with offices that managed health insurance in cases of illness and accidents, workers’ pension fund, and sanitary care.. On 19 June 1947, the regional railway executive board established a medical section within the so called Secretariat and appointed Dr Marijan Derkos as its head. On 3 July 1948, central and regional healthcare offices for traffic staff were established to manage and oversee the activities of health institutions providing services for railway workers. The seat of the regional office in Zagreb was in Grgurova street. After the dismantlement of the central healthcare office in charge of railway health institutions in 1953, regional boards established new institutions, that were now self-financed.

Rad opisuje željezničke dječje jaslice u periodu od završetka 2. svjetskog rata pa sve do godine 1953. Temelji se isključivo na proučavanju arhivskoga gradiva koje se nalazi u Hrvatskom državnom arhivu. Članak je usklađen s elementima Međunarodne arhivističke norme ISAAR (CPF). Prvi željeznički vrtić počeo je s radom još davne 1928. godine. Pravila prvog Željezničarskog dječjeg obdaništa i lječilišta u Zagrebu odobrila je 12. rujna 1931. Kraljevska banska uprava Savske banovine u Zagrebu. Jaslice su se izdržavale iz sredstava koje je davala željeznica i doprinosa roditelja. Godine 1953. besplatno su predane Narodnom odboru grada Zagreba. Preuzete željezničke dječje jaslice ušle su u sastav Higijenskog zavoda.

U članku je prikazana nova organizacija Jugoslavenskih državnih željeznica kojom je ukinuta Generalna direkcija željeznica sa sjedištem u Beogradu, a dotadašnje glavne direkcije eksploatacije željeznica rasformirane su u 15 direkcija. Na području dotadašnje Glavne direkcije eksploatacije željeznica Zagreb formirane su direkcije eksploatacije željeznica Zagreb, Vinkovci i Karlovac. U članku su kronološki prikazane promjene u ustroju navedenih direkcija. Glavna karakteristika tih promjena bila je u tome, da su direkcije eksploatacija željeznica bile privredna poduzeća i poslovale su na principu privrednog računa. Za željeznice je bilo nadležno savezno Ministarstvo željeznica (1948-1951) sa sjedištem u Beogradu. U posebnim poglavljima detaljno je prikazano rukovodstvo direkcija eksploatacije željeznica Zagreb, Vinkovci i Karlovac., The article outlines the new organization of the Yugoslav State Railways that abolished General Regional Board with its headquarters in Belgrade, whereas the previous Railway Commissions of Exploitation were disbanded into 15 regional boards for exploitation of railways with headquarters in Zagreb, Vinkovci, Karlovac, Skopje, Priština, Niš, »aËak, Belgrade, Zrenjanin, Novi Sad, Sarajevo, Mostar, Jajce, Ljubljana and Šentpetr na Kras. Three new regional boards were formed in the area of previous Railway Commission of Exploitation stationed in Zagreb: in Zagreb, Vinkovci and Karlovac. According to the scope of their importance and organization they were divided into first, second and third type of regional boards. Regional boards in Zagreb and Vinkovci belonged to first and in Karlovac to the third type. This article chronologically outlines the changes in the structure of these regional boards. The main feature of these changes was that these regional boards of railways exploitation were economic companies that operated on the basis of economic account. The Ministry of Railways (1948-1951) with its headquarters in Belgrade had jurisdiction over the railways. Separate chapters show in great detail the leadership of the regional board of railways exploitation in Zagreb, Vinkovci and Karlovac. According to the new organization of Yugoslav State Railways dated December 31, 1951, the organizational units of regional boards of railways were abolished in the headquarters Vinkovci, Karlovac, Niš, »aËak, Kosovo Polje, Mostar, Jajce, Zrenjanin and Šanpeter na Kras. Starting January 1, 1952, the entire network with its basic and economic resources, as well as management of the abolished boards was transferred: from regional boards in Vinkovci and Karlovac to Regional board in Zagreb, regional boards in Niš, Čačak and Kosovo Polje to Regional board in Belgrade, regional boards in Mostar and Jajce to Regional board in Sarajevo, Regional board in Zrenjanin to Regional board in Novi sad and lastly, Regional board in Šentpetr na Kras to Regional board in Ljubljana.

Istraživanje o željezničkoj infrastrukturi rudarskih poduzeća temelji se isključivo na proučavanju arhivskoga gradiva koje se nalazi u Hrvatskom državnom arhivu. U članku je obuhvaćen period Kraljevine Srba, Hrvata i Slovenaca/Jugoslavije (1918.-1941.). Osim željezničke infrastrukture rudarskih poduzeća, u članku je, u skladu s elementima Međunarodne arhivističke norme ISAAR (CPF), prikazana i njihova upravna povijest. Od mnogobrojnih tada postojećih rudarskih poduzeća i njihove željezničke infrastrukture u ovom radu detaljnije je obrađeno njih 9, i to: 1) Adria-bauxit, rudarsko i industrijalno d.d., Zagreb, 2) Kontinentalno bauksitno rudokopno i industrijsko d.d., Zagreb, 3) Doberlin ugljenokopno i rudarsko d.d., Zagreb, 4) Golubovečki ugljenici d.d., Zagreb, 5) Rudarsko udruženje staro-golubovečki ugljenici svijetlog ugljena, Zagreb, 6) Mirna ugljenokopno d.d., Zagreb, 7) Pitomačko-črešnjevački ugljenici d.d., Zagreb, 8) Udruženi rudnici i talionice a.d., Zagreb i 9) Ugljenik Peklenica, Karlo Vargazon k.d., Mursko Središće. Rudarska industrija bila je jedna od najjačih industrija u Kraljevini SHS/Jugoslaviji i po broju i po kapitalu, a i po raznovrsnosti proizvodnje. Zbog toga je od velikog značaja bila nabava i kvalitetne željezničke infrastrukture, bez koje se razvitak privrede, odnosno eksploatacija rudnika nije mogla ni zamisliti., Research on railway infrastructure of mining companies is based solely on the study of archive material located in the Croatian State Archives. The article includes the period of the Kingdom of Serbs, Croats and Slovenes / Yugoslavia (1918-1941). In addition to the railway infrastructure of the mining companies, in accordance with the elements of international archival standards ISAAR (CPF), the article delineates their administrative history. Among the many existing mining companies and their railway infrastructure, nine are presented in greater detail, as follows: 1) Adria-Bauxit, mining and industrial PLC, Zagreb, 2) Continental bauksit mining and industrial PLC, Zagreb, 3) Doberlin coal-mining PLC, Zagreb, 4) Golubovečki coalmines PLC, Zagreb, 5) Mining Association of staro-golubovečki light coalmines Zagreb, 6) Mirna coalmining PLC, Zagreb, 7) Pitomačko-črešnjevački coalmines PLC, Zagreb, 8) United mines and smelters JSC, Zagreb and 9) Coalmine Peklenica, Karlo Vargazon LP, Mursko Središće. The mining industry was one of the strongest industries in the Kingdom of Serbs, Croats and Slovenes / Yugoslavia, both in number and in capital, as well as by the diversity of production. The procurement and a high quality of railway infrastructure, without which the development of the economy and the exploitation of the mines could not have been imagined was, therefore, of great importance.

Članak o željezničkoj infrastrukturi Koprivničkih ugljenokopa, Bregi temelji se isključivo na proučavanju arhivskoga gradiva koje se nalazi u Hrvatskom državnom arhivu i Arhivu Jugoslavije. U članku je obuhvaćen period od završetka 2. svjetskog rata, pa sve do kraja ožujka 1952. Riječ je o periodu administrativnog socijalizma s jakom centralizacijom svih političkih, privrednih i društvenih funkcija. S obzirom na činjenicu da je težište stavljeno na brzu industrijalizaciju zemlje, najveći administrativni aparat razvio se upravo na području privrede. Stvaranjem nove države transport je bio jedan od kritičnih problema u rudnicima pod rukovodstvom Ministarstva industrije i rudarstva Narodne Republike Hrvatske. Uprava Koprivničkih rudnika postojala je, odnosno započela je s poslovanjem 1. listopada 1945. U mjesecu kolovozu 1950. Koprivnički ugljenokopi Bregi imali su ukupno 3 parne lokomotive, od toga 2 ispravne, 1 neispravnu benzinsku i diesel lokomotivu vani, 183 vagoneta, od toga 175 ispravnih, 6 vagoneta prevrtača i 20 vagona prevrtača-istresača, od toga 17 ispravnih. Krajem ožujka 1952. sveukupno je u željezničkom prometu Koprivničkih ugljenokopa Bregi bio 1 službenik i 39 radnika., The article on Koprivnica coal-.mine infrastructure is solely bases on archive research conducted at Croatian State Archives and Archives of (former) Yugoslavia. The research covers the immediate post-WW II. period until late March 1952. This is an era of a strongly centralized administrative socialism in all aspects of life – politics, economy and social environment. Since the focus was on rapid industrialization of the country, the largest administration was in the field of economy. The newly emerged post-war country had a critical urgency for transportation system. The mining was organized by the People’s Republic of Croatia Ministry of Industry and Mining, so the management of Koprivnica coal-mine organized the operations kick start on 1 October,1945. In August 1950, they already had 3 steam locomotives (1 gasoline, 1 diesel fuel operated, 1 malfunctioning); 183 wagonettes (175 of them operational); 6 tumbler carts, 20 wagon tumblers (17 of them operational). By the end of March 1952, railway transport at Koprivnica coal-mine had a total of 1 administrator and 39 miners.

U članku su kronološki prikazane promjene u ustroju Glavne direkcije eksploatacije željeznica Zagreb (1947-1949). Glavna karakteristika navedenih promjena bila je ta da su osnovne željezničke jedinice (stanice, ložione, sekcije i radione) postale samostalni privredni subjekti (gazdinstva), tj. imale su svojstvo pravnih osoba. Za željeznice je bilo nadležno savezno Ministarstvo saobraćaja (1945-1948), a kasnije Ministarstvo željeznica (1948-1951) sa sjedištem u Beogradu. Na kraju, kao posebno poglavlje, detaljno je prikazano rukovodstvo Glavne direkcije eksploatacije željeznice Zagreb., According to the Government’s decree of Federal People’s Republic of Yugoslavia dated April 22nd, 1947, the Yugoslavian state railways were a trust of railway companies and railway holdings, together with their main regional boards. The state railways were comprised of: General regional board with its head office in Belgrade (it ran the trust of Yugoslavian state railways), Main regional board for exploitation of railways (Zagreb, Belgrade, Ljubljana, Sarajevo, and Skopje), Main regional board of railway workshops and Main regional board for building railways with its headquarters in Belgrade, together with railway companies and holdings. This paper chronologically demonstrates the changes in the organisation of the Main regional board for exploitation of railways (whose head office was in Zagreb) from 1947 to 1949. The main feature of these changes was that the basic railway units (stations, repair sheds, sections and workshops) became independent economic subjects (holdings) i.e. they had the status of legal entities. The Federal ministry of traffic had jurisdiction over the railways (1945-1948) and it later went to the Ministry of railways, both situated in Belgrade. Finally, an individual chapter describes in detail the top managers of the main regional board for exploitation of railways (in Zagreb). In accordance with the new organisational scheme of the Yugoslavian state railways, General regional board was abolished and the previous five regional boards for exploitation of railways were disbanded into fifteen boards for exploitation of railways. In the territory of the previous Main regional board for Zagreb three new boards for the exploitation of railways were formed: in Zagreb, Karlovac and Vinkovci.

U članku je ukratko prikazano ustanovljenje Slobodnog Teritorija Trsta. Također, spomenuto je i uređenje željezničkog prometa u zoni B. Detaljno je prikazano osnivanje Inspektorata željeznica kod Vojne uprave Jugoslavenske armije u Rijeci, njegov ustroj, kadrovi, rad i ukidanje. Navedene su pruge i ustroj željeznica STT-a (Angloamerička zona). I na kraju, spomenuto je i ukidanje Vojne uprave Jugoslavenske narodne armije Jugoslavenske zone STT., This paper shortly outlines the foundation of the Free Territory of Trieste. It mentions the organization of the railway traffic in the Zone B and describes in detail the foundation of the Railway Inspectorate at the Military Administration of the Yugoslav Army in Rijeka, its structure, personnel, functioning and abolition. The Inspectorate was entrusted with running railways in the Zone B, as well as solving all the general, traffic, technical, commercial, financial and economic matters. The paper also mentions VUJA's Coordinating Committee in Trieste that was entrusted with representing VUJA's railway interests at the Anglo-American railway administration in Trieste, as well as affairs of coordinating railway services between Zones A and B. The paper specifies tracks and railway structure of the Free Territory of Trieste (Anglo-American zone). Finally, it also mentions the abolition of the Yugoslav People's Army Military Administration of the Free Territory of Trieste's Yugoslav zone.

U članku je ukratko kronološki prikazan raspad Socijalističke Federativne Republike Jugoslavije, stvaranje Republike Hrvatske i protuustavno stvaranje tzv. Republike Srpske Krajine na području Republike Hrvatske. Također, predočen je i ustroj Ministarstva nadležnog za željeznički promet, ustroj Hrvatskog željezničkog poduzeća i Hrvatskih željeznica. Ukratko je prikazana i rekapitulacija ratnih zbivanja i najvažnijih događaja vezanih za željeznicu, ratne štete i financijsko stanje željeznice. Objavljena je i službena željeznička statistika koja prikazuje ukupnu duljinu pruga, broj lokomotiva i vagona u Hrvatskoj od 1990. do 1995., The paper presents, in chronological order, a breakdown of Socialist Federative Republic of Yugoslavia (SFRY), creation of Republic of Croatia, and non-constitutional establishment of so-called Republic of Srpska krajina (Republic of Serbian Border), on the territory of Republic of Croatia. The loss of federal government's jurisdiction on the territory of Croatia is also presented, same as foundation and structure of the ministry responsible for the railway traffic, situated in Zagreb. Paper presents in detailed manner organisational structure of Croatian Railways Company (established at the end of 1990) and of Croatian Railways (established in 1992). The establishment of Railways Museum (nowdays it is Croatian Railways Museum) and Institute for Traffic and Communications is mentioned, too. Ministers responsible for the traffic issues are listed, same as directors of Croatian Railways being on the duty during the Croatian War of Independence. In short terms recapitulation of war developments and events important for the railways, war damages and financial state of the railways is presented. Official statistics which presents total length of railway lines, number of railway stations, and number of locomotives and wagons from 1990 to 1995 is published too.

U članku se daje prikaz ustroja Željezničke uprave Zagreb. Za željeznice je bilo nadležno savezno Ministarstvo saobraćaja sa sjedištem u Beogradu. Navedeno Ministarstvo osnovalo je Glavnu upravu željeznica (GUŽ) sa sjedištem u Beogradu, koja je rukovodila, kontrolirala i usklađivala rad i poslovanje željezničkih uprava. Spominju se i vojne delegacije Ministarstva narodne obrane pri željezničkim upravama koje su bile zadužene za rješavanje vojnih pitanja na željeznici. Važno je istaknuti i to da je Odjeljenje zaštite naroda (OZNA) imalo svoje Saobraćajno odjeljenje koje je, između ostaloga, bilo nadležno i za kontrolu nad željeznicama. Navedene su i pruge na području Hrvatske koje su bile u eksploataciji željezničkih uprava Zagreb, Novi Sad i Sarajevo. Na kraju, spomenuti su i arhivski izvori za proučavanje povijesti hrvatskih željeznica u navedenom razdoblju, a koji se nalaze u Hrvatskome državnom arhivu., The article presents organization of the Railroad Administration in Zagreb (Željeznička uprava Zagreb). Ministry responsible for the railroad traffic was the Ministry of Traffic (Ministarstvo saobraćaja) in Belgrade. That Ministry established the Main Railroad Administration in Belgrade (GUŽ-Glavna uprava željeznica u Beogradu), which was ruling, controlling and harmonizing work of all (mainly land) railroad administrations. Military delegations of the Ministry of National Defense were charged for the military railroad issues. The important detail is mentioning the Department for the Protection of the People, i.e. state security police (OZNA-Odjeljenje zaštite naroda) which had a traffic department competent for the control over railroad, besides other issues. Railroad lines, over which railroad administrations in Zagreb, Novi Sad and Sarajevo had control, are mentioned too. The Controlling Department of the Traffic (Kontrolni odsjek saobraćaja) was established with a task of connecting executive traffic, towing, transportation and signal services on lines with relevant technical services inside the Main Railroad Administration, respectively inside the railroad administrations, with aim of more complete railroad exploitation. The article also presents relevant archival sources from the Croatian State Archives, important for the history of Croatian railroad of that time.

U članku se prikazuje ustroj Željeznica narodnooslobodilačke vojske (ŽNOV) kroz vojnu (Vrhovni štab, Glavni štab Hrvatske) i, uvjetno rečeno, civilnu (Povjereništvo za saobraćaj NKOJ-a i Povjereništvo prometa ZAVNOH-a) strukturu. Za poslove željeznica unutar Vrhovnoga štaba bio je mjerodavan Tehnički odsjek, dok je unutar Glavnoga štaba Hrvatske za poslove željeznica bilo zaduženo Saobraćajno odjeljenje. Od 3. studenoga 1944. cjelokupni promet i prometne službe spadale su pod neposrednu upravu Povjereništva saobraćaja NKOJ-a. Vrhovnu upravu nad narodnim željeznicama u Hrvatskoj obavljalo je Povjereništvo prometa ZAVNOH-a., The article presents organization of the Railways of People's Liberation Army (ŽNOV/Željeznice narodnooslobodilačke vojske) analysing military (Supreme Headquarters, General staff for Croatia), and civil (Traffic Commission of NKOJ/National Committee of Yugoslav Liberation/; Traffic Commission of ZAVNOH/Federal Antifascist Council of People's Liberation of Croatia/) bodies responsible for it. Care for the railway issues inside the Supreme Headquarters was a task of the Technical Department, while a Traffic Department was responsible for them inside the General staff for Croatia. Scope of the Traffic Commission of NKOJ regarding railways included construction, maintaining and control of railway traffic, and organization and management of technical training i.e. of professional schools. According to that, Traffic Commission of NKOJ had responsilibities for the traffic in entirety. The first traffic commissioner was a general-lieutenant Sreten Žujović-Crni, being, at the same time, a member of the Supreme Headquarters of the People's Liberation Army and Partisan Units of Yugoslavia. Supreme governement of the people's railway network in Croatia was a responsability of the Traffic Commission of ZAVNOH. A head of that Commission was a traffic commissioner according to whose orders and under whose ruling and supervision all traffic activities in Croatia were going on (people's railway, post, telegraph and telephone, radio, road and river traffic). Executive control and direct administration of the Croatian railway service was a task of the Directorate of People's Railways in Croatia. And finally, a testimony of Vladimir Dedijer on partisan railways and sabotages of railroads, is presented, same as the citation from the speech of the minister responsible for railways in the Federal Republic of Yugoslavia, regarding conditions of the Yugoslav railways in the People's Liberation War.

U članku je ukratko prikazan nastanak Države Slovenaca, Hrvata i Srba (SHS). Također, predočen je ustroj Željeznica Države SHS, odnosno Generalnoga ravnateljstva državnih željeznica SHS sa sjedištem u Zagrebu. Navedene su i pruge na području Hrvatske i Slavonije koje je Generalno ravnateljstvo državnih željeznica SHS u Zagrebu preuzelo u svoju upravu., Der Artikel (am Anfang wird die Entstehung des Staates der Slowenen, Kroaten und Serben (Država SHS) kurz erläutert), analysiert die Organisation der Eisenbahn, bzw. der Generaldirektion der staatlichen Eisenbahnen des Staates der Slowenen, Kroaten und Serben mit dem Sitz in Zagreb. Im wesentlichen werden die Schwierigkeiten im Eisenbahnverkehr am Ende des 1. Weltkrieges vorgeführt. Mit der Lösung der Probleme wurde die erwähnte Generaldirektion betraut, und dass in der Zusammenarbeit mit der Abteilung für die Volksverteidigung der Regierung des Volksrates des Staates der Slowenen, Kroaten und Serben. Zum Schluss wurden die Eisenbahnstrecken in Kroatien und Slawonien angeführt, welche die Generaldirektion übernommen hat, sowie die Unterschiede zwischen einzelnen Bahnlinien. Nachdem Königreich der Serben, Kroaten und Slowenen am 1. Dezember 1918 ausgerufen worden ist, wurden alle Eisenbahnen auf dem Gebiet des erwähnten Königreichs der zentralistischen Verwaltung des Verkehrsministers in Beograd unterstellt.

U članku se daje prikaz ustroja Hrvatskih državnih željeznica Nezavisne Države Hrvatske u povijesnom kontekstu onoga vremena. Istaknute su ovlasti pojedinih ministarstava iz djelokruga prometa (željeznica). Također, spominje se i uređenje odnosa s Društvom željeznica Dunav–Sava–Jadran (prije Društvo Južnih željeznica) koje je 1860. sagradilo prvu prugu u Hrvatskoj, koja je prolazila kroz Međimurje (Pragersko/Čakovec–Kotoriba). I na kraju, spomenut je i način zaštite željezničkog prometa u NDH., The article represents organization of the Croatian State Railroad (Hrvatske državne željeznice) of the Independent State of Croatia (Nezavisna Država Hrvatska) given in the approapriate context. Authorities relevant for the railroad traffic, especially particular ministries, are higlighted: the Ministry of Croatian Home Guard (Ministarstvo hrvatskog domobranstva), the Ministry of Traffic and Public Works (Ministarstvo prometa i javnih radova), the Ministry of the Interior (Ministarstvo unutarnjih poslova), and the Ministry of Crafts, Industry and Trade (Ministarstvo obrta, veleobrta i trgovine). Particular attention is given to the organization of the Ministry of Traffic and Public Works, parts of which were, in the period from the June 24, 1941 to the end of the World War II in 1945, the Croatian Railroad's national bureaus at Zagreb and Sarajevo. There are also parts of the minister of traffic and public works, mr. Himlija Bešlagić's speech on status of the state railroad, given at the VII session of the Croatian State Parliament (Hrvatski državni sabor), on February 26, 1942. The Society of Railroad Dunav-Sava-Jadran (Društvo željeznica Dunav-Sava-Jadran), earlier named the Society of the South Railroad (Društvo Južnih željeznica), which constructed the very first railway line in Croatia, passing through Međimurje (Pragersko/Čakovec-Kotoriba), is mentioned as well. A way of protection of the railroad traffic in the Independent State of Croatia from the constant sabotages is also given.