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2008
[Editor's
note: we do not attest to the accuracy or completeness of these notes which are
provided by the Croatian and Slovenian Postal authorities and other independent
sources.]
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(SLO) PROMINENT SLOVENES - PRIMOŽ (PRIMO) TRUBAR
-
 Datum
izdaje/uporabe:
January 29, 2008
- Fotografija: National Library of Slovenia
- Oblikovanje: Matjaž Učakar
- Motiv: Primož Trubar and the Catechism
- Tisk: DELO Tiskarna d. d. , Ljubljana
- Tehnika: 4-colour offset
- Pola: 25 stamps
- Papir: Chancellor 102 g/m2, gummed
- Velikost: 40.32 x 28.80 mm
Primož Trubar
(1508-1586)
The founder of the Slovenian literature, the
author of the first Slovenian book and the translator of the Bible, was born on
June 9th 1508 in Raščica (Rašica). He received his education in Reka (Rijeka,
Fiume), Salzburg, in the private school of bishop Bonomo in Trieste, and at the
University of Wien.
After the consecration as a priest he was a vicar
in Laško, preacher in Ljubljana and a Slovene preacher in Trieste. After being
named as a canon he returned to Ljubljana in 1542. The bishop Textor wanted to
imprison him, but Trubar found out about the plan and hid in the first stage,
while in 1548 he escaped to Nürnberg. In Germany he got a job as a preacher in
Rothenburg. There he married and started to plan and realize his ideas on the
development of the Slovenian literature; with the printed word he wanted to gain
the Slovenes for the new religion. First he began with the practical needs
therefore he put together the catechism and the primer. Both booklets were
printed at Morhart's in Tubingen. They were printed in Gothic letters and
published in many thousand copies before the end of 1550. The primer contains 8
pages, which were intended to teach Trubar's fellow countrymen how to read. On
the basis of good knowledge of Slovenian idioms of various ranks and provinces
he created the Slovenian literary language, since he wanted to write books in a
language which each Slovene would understand. This is how he became the founder
of Slovenian literature. In the Catechism in prose and poems it was the first
time he labelled his fellow countrymen with their current name, Slovenes. Due to
additional poems and sheet music this also represents the first printing of
Slovenian music.
Soon after the publication of the books Trubar
went to the parish in Kempten. By the help and advice of Peter Paul Vergerij (Pier
Paolo Vergerio, il giovane) he again published both books in 1555,
this time in Latin letters, in the Bohorič writing, which became a starting
point for the further development of the Slovenian writing. He also published
the work Ta Evangeli Svetiga Matevža and the translation of Vergerij's
Italian work Ena molitev tih krščenikov. He stopped cooperating with
Vergerij and in 1557 he published the book with more than thousand pages, Ta
pervi deil tiga Noviga testamenta. The book contains a long foreword on the
doctrine of Luther's religion.
In 1561 he returned to Ljubljana as a
superintendent of the reformed church, but again he had to leave the town four
years later. Soon after his return to Germany he moved to Deredingen, where he
worked as a priest until his death. All along he intensively wrote and published
various writings. His biggest and most important work is the translation of the
New Testament in two books, which was prepared during the years 1581-82. Trubar
is the central figure of the Slovenian cultural history, since his literary
language, which was corrected and improved already by Trubar himself, stayed
alive and developed further on. His writings, which were all based on religious
initiative, strongly surpass the sole religious meaning; Trubar namely developed
theological and juridical terminology, while also being recognized as the
founder of Slovenian essayist writing, storytelling and historiography; he is
also the first by name known author of a Slovenian poem.
Bojan Bračič, M.Sc.
See also:
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(HRV)
LOCOMOTIVES
STEAM-POWERED
SERIES MÁV 651/JŽ 31
-
 Date of issue:
February 15, 2008
- Value: 5 kn
- Author: Tatjana Strinavić, designer, Zagreb
- Size: 48,28 x 29,82 mm
- Paper: white 102g, gummed
- Perforation: Comb,14
- Tehnique: Multicoloured Offsetprint
- Printed by: "Zrinski" - Čakovec
- Quantity: 100000
- Motifs: Steam-powered locomotive
series MÁV 651/JŽ 31
The development of steam-powered locomotives
marked the beginning of the technical revolution. This process started in
the year 1814 when George Stephenson constructed the first locomotive where
the steam engine made by James Watt was used. The locomotive was named
“Mylord” and it could pull a load of 30 tons at the speed of 6 km/h. Sixteen
such locomotives had been constructed by the year 1820 and they were put to
use in English mines. Soon afterwards the building of railway tracks for
public transport was set in motion which consequently set off an intensive
development of steam-powered locomotives. The first steam-powered locomotive
in Austria was built in 1840 and was named “Patria”. It circulated in
traffic from 1841 to 1862. In 1846 the Siegl Locomotive Factory in Wiener
Neustadt manufactured the first steam-powered locomotive with three joined
axles. The first locomotives were simple (type A or type B), they had a low
effect, little axial load and a low-pressure steam boiler. At the beginning
of the 1860s more perfected and simpler type locomotives were constructed so
that they had more identical parts. In the period of ten years some hundred
of such locomotives in a greater number of series were produced with some of
them running on the railway lines in Croatia as well. The Hungarian industry
started manufacturing steam-powered locomotives in 1873 in the machine
factory MÁV Gépgyár in Budapest. The first locomotives were manufactured on
the basis of the project designs of the Austrian Siegl Locomotive Factory
that was followed by locomotives made to their own designs. The first
locomotives had low-lying boilers, a long smoke box and tall smokestacks. At
the end of the 19th century more recent types of locomotives were
manufactured when locomotives for goods traffic had to have greater traction
power while locomotives used in passenger traffic had to develop higher
speeds. In this factory they also manufactured locomotives specially adapted
for difficult mountainous railway lines, among them there was also the one
running in the direction of Rijeka. These were strong locomotives with a
double mechanism - “Mallet”, series MÁV 401/JŽ 27, MÁV 601/JŽ 32 and MÁV
651/JŽ 31. For low-lying, less demanding, economic but locally-significant
railway lines locomotives of the series MÁV 375/JŽ 51, MÁV 22/JŽ 16, MÁV
342/JŽ 17 and MÁV 370/JŽ 120 were used. After the Second World War modern
steam-powered locomotives were produced with great traction power and with
many new devices and the automatic fuelling. Fifteen years later the
development of steam-powered locomotives was stopped due to their gradual
exchange for the more economical electric and diesel locomotives. In
Croatia, in the period between the building of the first kilometres of
railway lines in 1860 and all up to the year 1988 when the very last
steam-powered locomotive was withdrawn from traffic circulation, there were
64 series of steam-powered locomotives running in the railway traffic. All
of them were at first manufactured in Austria and then in Hungary and since
1918 in Germany. In 1937 in Croatia, too, the production of steam-powered
locomotives started, and specifically in the then first Yugoslav factory of
locomotives and bridges in Slavonski Brod, the present-day “Đuro Đaković”
Holding. The first locomotive to be produced was the tender locomotive
signed JDŽ 16-014 that was given the name “Sava”. Afterwards in this factory
they also produced locomotives of other JŽ series like, for instance, the
series 51, 62 and 38. We have no reliable data about the locomotive series
that used to run across Croatia in 1860 along the first railway line between
Pragersko, Čakovec and Kotoriba in the direction of Hungary; however we
could say that two years later the first train to Zagreb was hauled by the
locomotive of the Austrian production series SüdB 29/JŽ 124. In Croatia the
steam traction was intensively used for some hundred years, all up to the
1960s when the electric and diesel vehicles started to be introduced in
traffic. Consequently, the number of steam-powered locomotives kept
systematically decreasing: from 721 locomotives in 1952 the number decreased
to 11 locomotives in 1984. The removal from circulation of steam traction
traffic in Croatia was announced to begin on March 1, 1976; it was then that
the last steam-powered locomotive signed JŽ 11-001/MÁV 424 was seen off from
the Zagreb repair and maintenance shed. July 20, 1988 was the date of the
last steam-powered locomotive to be used in the traffic in Croatia, the one
running on the railway line between Pleternica and Našice. On October 23 of
the same year the very last steam-powered locomotive signed JŽ 51-144 was
officially seen off from the railway station Pakrac. The history of steam
traction traffic in Croatia can nowadays be substantiated by the 36
steam-powered locomotives of 13 different series that are stored in the
holdings of the Croatian Railway Museum. These locomotives were manufactured
in the period between 1894 and 1961. This collection of steam engines is
very valuable, it contains some rare items but it undoubtedly lacks
specimens of some characteristic series, like the JŽ series 01, 06, 32, 37,
38, 26, 20 and 126. Unfortunately, these were cut up prior to the year 1991
when the Croatian Railway Museum was founded as the official “guardian” for
the preservation of railway history. Together with the preserved museum
locomotives, what remained recorded as mementos from the time of steam
traction are the popular names that the railway men used to give the
particular steam-powered locomotive series according to some of their
specific characteristics. What is going to be remembered are the nicknames
“Mađarica” [Hungarian] (series MÁV 375/JŽ 51), “Katica” [Cathy] (series MÁV
326/JŽ 125), “Špičoke” [Spikes], “Hiljadarke” [Thousand banknote] (series
SHS 1000/JŽ 01), “Mikado”, “Pacific” (series SHS 389/JŽ 05) and “Germanke”
[female Germans] (series DRB 52/JŽ 33). The issuing of postage stamps with
the theme of steam-powered locomotives is doubtlessly going to contribute to
the preservation of the history of steam traction in Croatia. Steam-powered
locomotive series MÁV 651/JŽ 31 These locomotives were manufactured in the
Hungarian factory MÁV Gépgyár in Budapest between the years 1909 and 1914;
they were the first locomotives with six power-generating axles. They were
used for the traction of goods trains. The power of the locomotive was 765
kW, i.e. 1040 HP, the length was 18,734 mm, the weight 79.8 t and the
highest speed 50 km/h. In Croatia there were nine locomotives of this series
and they pulled goods trains on the so called Rijeka railway line and later
on the Lika railway line. They were in circulation up to the mid 1960s.
Nowadays there is not a single locomotive of this series preserved.
 STEAM-POWERED MÁV 601/JŽ 32
- Date of issue: February 15, 2008
- Value: 5 kn
- Author: Tatjana Strinavić, designer, Zagreb
- Size: 48,28 x 29,82 mm
- Paper: white 102g, gummed
- Perforation:Comb,14
- Tehnique: Multicoloured Offsetprint
- Printed by: "Zrinski" - Čakovec
- Quantity: 100000
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(ITA)
EX LICEO CARLO COMBI -
CAPODISTRIA
-
  Data di emissione:
8 marzo 2008
- Valore: € 0,60
- Tiratura: tre milioni e cinquecentomila esemplari
- Vignetta: raffigura, in grafica stilizzata, la facciata principale dell’edificio che ospitò l’ex Liceo Carlo Combi di Capodistria.
Completano il francobollo la leggenda “EX LICEO CARLO COMBI - CAPODISTRIA”, la scritta “ITALIA” ed il valore “€ 0,60”
- Bozzettista: Tiziana Trinca
- Stampa: Officina Carte Valori dell’Istituto Poligrafico e Zecca dello Stato S.p.A., in rotocalcografia
- Colori: cinque
- Carta: fluorescente, non filigranata
- Formato carta: mm 48 x 40
- Formato stampa: mm 44 x 26
- Dentellatura: 13 ¼ x 13
- Foglio: venticinque esemplari, valore “€ 15,00”
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(ITA) ANDREA PALLADIO - V
CENTENARIO DELLA NASCITA
-
 Data
di emissione: 10 maggio 2008
- Valori: € 0,60 e € 0,65
- Tiratura: tre milioni e cinquecentomila
esemplari per ciascun francobollo
- Vignette: ciascuna è delimitata da una cornice
lineare e raffigura:
- per il francobollo di € 0,60 il progetto del Ponte di
Bassano detto ‘degli Alpini’, visto in prospettiva laterale e frontale.
Completano il francobollo le leggende “ANDREA DI PIETRO DELLA GONDOLA”, “IL
PALLADIO 1508 – 1580” e «PROGETTO DEL PONTE DI BASSANO DETTO “DEGLI
ALPINI”», la scritta “ITALIA” ed il valore “€ 0,60”;
- per il francobollo di € 0,65 il disegno della
facciata principale della Basilica Palladiana di Vicenza.
Completano il francobollo le leggende “ANDREA DI PIETRO DELLA GONDOLA”, “IL
PALLADIO 1508 – 1580” e “BASILICA PALLADIANA - VICENZA, la scritta “ITALIA”
ed il valore “€ 0,65”
-
 Bozzettista
e incisore Antonio Ciaburro
- Stampa: Officina Carte Valori dell’Istituto
Poligrafico e Zecca dello Stato S.p.A., in calcografia
- Colori: due
- Carta: fluorescente, non filigranata
- Formato carta: mm 40 x 30
- Formato stampa: mm 36 x 26
- Dentellatura: 13 x 13 ¼
- Fogli: cinquanta esemplari, valore “€ 30,00” per
il francobollo di € 0,60 e “€ 32,50” per il francobollo di € 0,65
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(HRV)
ADRIS (COMMERCIAL POSTAGE STAMP)
-
 Date of issue: May 16,
2008
- Value: 2,3 kn
- Author: Bruketa & Žinić,
designers, Zagreb
- Size: 35,5 x 29,82 mm
- Paper: white 102g,
gummed
- Perforation: Comb,14
- Tehnique: Multicoloured
Offsetprint
- Printed by: "Zrinski" - Čakovec
- Quantity: 100000
- Motif: Ship’s sail
About the Adris group...
ADRIS Group d.d. is one of the
leading Croatian companies and leader according to the criteria of
profitability, competitiveness and innovativeness. It was established on the
basis of 132-year-long business experience of the Tobacco Factory Rovinj, the
Adris Group, with the yearly income of almost three and a half billion KN and
profit of 600 million KN, is nowadays regional leader in the tobacco industry
and tourism. In their work Adris follows current business solutions confirming
their position as the company that stimulates economic growth, invests in
knowledge, protects nature and Croatian autochthonous features. The business
strategy of the Adris group – "Be the first, be the best, be different" – is
reflected in the desire of Adris not to be only one of the most successful
companies but also an innovative, socially responsible company turned to the
future and the progenitor and leader of economic trends in the region. Adris
group and support for culture Supporting cultural events, artistic projects and
individual authors, Adris Group promotes permanent values of the Croatian
culture, recognized in world relations. The company proved their support for
culture in Croatia by opening the first tobacco museum in Croatia, fashionably
arranged concert hall and the Adris Gallery. Since its founding in 2001, the
Gallery presents the works of the best known Croatian modern painters thus
confirming their position as an unsurpassable centre of visual beauty. In the
future, too, Adris group is going to systematically stimulate cultural projects
through the newly established Adris Foundation, the biggest corporative
foundation in Croatia and south-eastern Europe. The support programmes through
which the Foundation is going to act are the following: "Knowledge and
innovativeness", "Ecology and heritage", "Goodness" and "Creation", the
programme directed at the support of artistic creation. Adris Group and the
commercial postage stamp The postage stamp is definitely one of the
culturological signs that, like an "encyclopaedia in little" evaluate key
historical, geographical and other specific characteristics of the country. By
issuing a postage stamp Adris wants in a special way to prove their role in the
Croatian society and once again confirm their position as leader in business
trends where culture has since long ago become an important, sometimes even
decisive, communicational factor. In the continent of cultures only permanent
exposure to culture confirms the community but also contemporary business
systems. By the choice of the ship’s sail as the motif for the postage stamp,
with the logo of the company reflected on it, we find confirmation in the fact
that Adris is sailing in this direction. |
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(HRV)
200 YEARS OF THE LOUISIANA ROAD
- Date of issue: June 17, 2008
- Value: 5 kn
- Author: Danijel Popović, designer from Zagreb
- Size: 95mm x 75mm (48,28 x 24,14) mm
- Paper: white 102g, gummed
- Perforation: Comb,14
- Tehnique: Multicoloured Offsetprint
- Printed by: "Zrinski" - Čakovec
- Quantity: 30000
- Motif: Traffic route of the Louisiana road from Karlovac to Rijeka
 When speaking
about the building of traffic roads through Gorski Kotar, the high-mountain
region of western Croatia that connects its interior part with the Rijeka
littoral – what is essential to be pointed out is that the first traffic routes
in the course of the Middle Ages were the ones set in the form of so called
caravan routes. Caravan routes were actually paved paths where pedestrians with
the help of draft animals carried different goods, first for their personal
needs and in time also in transit between the Pannonian region and the ports of
Kvarner. The traffic importance of such routes particularly increased in the
course of the 16th and 17th centuries and the establishment of the numerous
estates of the Croatian feudal noblemen of the Zrinski and Frankopan families.
The important turning point in the traffic evaluation of Gorski Kotar set in at
the beginning of the 18th century due to the development of maritime trade and
an increased interest for the ports of Kvarner, which in terms of time coincided
with the end of the wars between Austria and Turkey, i.e. the re-establishment
of trade relations. However, the existing traffic roads were unsatisfactorily
adjusted to adequate transport of goods. In the context of revival of the state
economy, in the year 1717 the Austrian Emperor Charles VI issued a patent on
free navigation on the Adriatic Sea; two years later Rijeka and Trsat were
proclaimed free ports.
The existent ports in Kraljevica and Bakar,
insufficiently equipped for the admission of large ships, were reorganized into
merchant ports while Kraljevica was to become a shipyard for the navy. Charles
VI was in Vienna at that time and founded the Imperial Privileged Company whose
task it was, among other things, to get involved in the reparation of roads –
connecting links of the Adriatic ports with the interior of the Austrian
countries: the shortest way was the one leading through Gorski Kotar. On account
of specific geographic forms of this part of upland Croatia this space caused a
lot of problems for the constructors; the greatest obstacles were the mountain
notches Kapela, Delnice Straits and Gornje Jelenje, therefore the construction
using hard stone for macadam were a veritable construction masterpieces. As the
result of the “battle” with the geographic relief three most important macadam
connecting links have emerged from Karlovac in the direction of Kvarner. The
oldest among them is the Caroline road 106 km long (built from 1726 to1732) to
be followed by the Josephine road (1765 – 1779) and finally the Louisiana road
(1803 – 1811).
The Louisiana Road was built as the most northern road between
the Croatian littoral and the interior of the country. In contrast to the
Carolina and Josephine roads, it was the first road that satisfied all
requirements and needs of that time. It is said that by its perfect technique at
the beginning of the 19th century it opened a new era of the construction of
modern mountain roads on the area of the Croatian karst. At the time when the
road was built, Croatia was exposed to historical turmoil and its territories
frequently changed “owners”. By the Treaty of Pressburg (1805), concluded after
the French defeated the Austrians in the Battle of Austerlitz, the Habsburgs
lost the majority of eastern Adriatic areas. The French took over the western
parts of Istria, the islands of the Kvarner Gulf and Dalmatia with Boka Kotorska
[Gulf of Kotor]. Napoleon attached the eastern Adriatic coast to the Kingdom of
Italy, and in the rest of the demesne dual administration was organized: Marshal
Auguste Marmont was military commander and the Venetian Vicenzo Dandolo was
civil governor. It was in this historical context that the construction of the
Louisiana Road started. Previously to this the Royal Hungarian Privileged Canal
and Naval Society was established that as its task had to build the waterway
navigable lines that would ease traffic from the interior of Hungary to the
Croatian littoral. The conception was that for this purpose the inland waterway
of the river Kupa from Sisak via Karlovac all up to Brod na Kupi should be
utilized and that from Delnice to Rijeka a trading road should be built.
However, after a number of interventions, this proposition proved to be too
great an expense so that the Society approached the already recognized builder
of roads, the sub-marshal in the army of the Austrian Archduke Charles, Filip
Vukasović. Vukasović concluded that the route from Karlovac to Rijeka could be
built as a modern mountain road and so he was entrusted with the management and
construction of the Louisiana road.
The work began in the year 1803, starting
from the Rijeka waterfront where a plane tree alley was planted in honour of
this event which is still there. The project was financed by the Royal Hungarian
Privileged Canal and Naval Society whose members were, without exception,
noblemen, among them bishop Maksimilian Vrhovac and also Vukasović himself.
Though the project of the road was faultless, from the very beginning Vukasović
was facing numerous difficulties. Except for the permanent danger of war with
Napoleon, he also had to fight with the workers who kept deserting him owing to
too low wages; he also had to put up with the lack of professional staff and the
terrain and climate were also problematic. He actually had to build on karst
and, additionally, the forests of Gorski Kotar were almost impassable. And yet,
in 1804 he had the section to Gornje Jelenje built according to plans, in 1805
the section to Zalesine, in 1806 to Skrad , in 1807 to Vrbovsko, in 1808 to
Severin na Kupi and in 1809 to Mala Jelsa, only four kilometres before reaching
Karlovac. However, in that year he was severely wounded in the Battle of Wagram
and died a month after the battle, aged 54. In the same year Emperor Francis I
signed the peace treaty with the French in Vienna by which he ceded the region
south of the river Kupa to Napoleon and the French army entered Karlovac a month
after the treaty was signed. The Royal Hungarian Privileged Canal and Naval
Society then approached the French government with the query about the destiny
of the unfinished Louisiana road. General Gullimer replied that the Society
could continue with the work undisturbed and that the French were not going to
interfere in that matter, so that the Louisiana road was finally built to
Karlovac in the year 1911. In the year 1813, after the termination of the French
occupation, its extensions Gornje Jelenje – Meja – Bakar, Sopač – Sunger and the
connection to the Caroline road were also built. In recent times more
significant changes of the route emerged after the building of the Omladinsko
jezero [Youth Lake] in the settlement Lokve in the year 1954. The earlier route
was exchanged for a new and shorter one that was paved with asphalt in the year
1957, and for the whole of the time the road carried the traffic between Zagreb
and Rijeka, it made the development of many settlements of Gorski Kotar possible
as well as the development of the Rijeka port; it actually completely fulfilled
its primarily conceived function.
There are dual data about the name of the
Louisiana road. On the one hand we come across assertions that its name came
from Napoleon’s wife Marie-Louise, the Habsburg princess, due to the fact that
the last part of the road was finished at the time of the Illyrian provinces; on
the other hand proofs are submitted that the Habsburg Emperor Francis I
personally demanded that the road should be called by the name of his wife,
Maria Ludovika, i.e. that the road be named Via Ludovicea. However, as has
already been pointed out, Croatia was at the beginning of the 19th century the
region of historical turmoil and many civilizations influenced its later
formation. Thus the doubt concerning the name of the Louisiana is going to be
left for some other discussion. In any case Louisiana, particularly in the
context of the 19th century, was one of the most modern roads of the Habsburg
Monarchy; its importance for traffic was diminished only a few years ago when
the majority of traffic was taken over by the newly-built motorway
Rijeka-Zagreb.
A souvenir sheet consists of three stamps, and there is also a First Day Cover
(FDC). |
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Bibliography:
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